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WINDING engines are one of the most important units in the equipment of a mine. Upon the winding machinery depends not only the output of the mine, but it supplies in most cases the only means by which workmen enter and return from the mine, and consequently the utmost care and attention is desirable in its design. The efficiency of a direct acting winding engine, as a machine is very low. In other words, the proportion between the useful work performed and the actual work the engine is capable of performing (under the most favourable conditions) is very small. The reasons for this are:-1. The intermittent nature of the work; the engine is stopped from 20 to 25 %(or even more) of the time which would constitute a useful day's work.2. The large amount of power that is absorbed applying the brakes to bring the load to rest.3. That the net useful load raised is small in comparison with dead load to be lifted, and the parts to be set in motion.4. That, owing to the frequent stops, initial condensation in the cylinders is always greater than in a continuously running engine, whilst radiation from steam pipes, valve chests, &c., goes on whether the engine is running or...

Jan 1, 1911

Currently raw brown coal is fired in the Latrotx; 'ahcc th,iki~, Lanying with it two major penalties, (a) boiler efficiency of 65 - 70 per cent (in terms of GCV), (b) much higher boiler cost than for black coal. Drying the coal, in energy-efficient, and cost-efficient manner, opens the way to efficiencies of order 88 per cent and enables the lower cost black coal type boilers to be used. With the higher boiler efficiency goes much higher combustion temperatures and the effect of this on radiative heat transfer is a major factor in reducing boiler cost. In a fluidised-bed combustor the temperature is controlled to 800C - 900C. In a pulverised fuel combustor higher temperatures are however achieved and can increase boiler fouling due to the salt content of the coal. This is a problem which needs to be solved. Victoria has the prospect of lifting efficiency from 28/29 per cent to 35 per cent, of reducing carbon dioxide output correspondingly and reducing cost of power stations. So far as gasification is concerned, efficient removal of liquid water from the coal is important to the overall efficiency.

Jan 1, 1992

By H. H. Stoek

THE fundamental reasons underlying the choice of a method of mining a coal seam are safety of operation, cheapness of producing the product and the character of the product as a saleable article. From the standpoint of safety, open or strip coal mining is always preferable, as many of the dangers inherent to underground work are absent, such as explosions of gas and dust, falls of roof and coal, and also to a great extent those due to haulage and the use of explosives, thus eliminating three of the chief causes of accident from which about 75 per cent. of the underground accidents in coal mines occur. The conditions under which coal is stripped also make the work much safer than ordinary quarry work, as the depth. of the pit is usually comparatively slight. From the standpoint of low mining cost, there is much misapprehension and many of the costs given are misleading in that they do not take into account such items as the destruction of the surface for future use, the full cost of the removal of the overburden, depreciation, amortization, coal depletion, loss of time through floods and from bad weather in winter, etc. Coal is no doubt often put on the cars at less cost by stripping than by underground mining, but by no means always so, as is too generally assumed. In some cases coal must be obtained by stripping or not at all, due to the small amount of overburden that renders underground mining impossible.

Jan 9, 1917

Discussion of the paper of H. H. STOEK, presented at the St. Louis meeting, October, 1917, and printed in Bulletin 129, September, 1917, pp. 1385 to 1419. J. B. WARRINER, Lansford, Pa. (written discussion*).-The figures on costs given at the end of this paper. are of particular interest and it is unfortunate that they necessarily cover such limited periods, as figures giving the costs over a period of at least a year would be of much greater value; for instance, it seems hardly probable that the performances credited to the various shovels for the months for which the costs are given would represent the average of the performances of these machines over a longer period. It would seem to me that the maximum of 4000 cu. yd. (3058 cu. m.) per clay given for the 225 B shovel is much greater than could be maintained for an entire year's operation. On the other hand, the 1500-yd. figure for the 150 B shovel would seem a low average for this type of shovel. In connection with the drag-line excavators, it will be interesting to know that the Lehigh Coal, and Navigation Co. is about to install one of these machines on a clay stripping at their Nesquehoning colliery to excavate an average depth of. overburden of 65 ft. (19 m.), which, due to local conditions, will require that part of the excavated material be handled a second time and a lesser quantity a third time. The results of this operation will undoubtedly be watched with great interest.

Jan 1, 1918

By H. M. Ziesemer

PRIOR to 1909 that mountain of porphyry, known as. Sacramento Hill, had remained hardly touched but had always aroused suspicions as to the presence of ore within.. During that year, exploratory work was started by underground methods; drifting and raising continued until 1913. It was proved that a mineralized zone existed, the limits of which had not been determined; so, because of the lower costs of exploratory work and the greater desirability of vertical sections, it was decided to prove the extent of the ore zone by churn drills. Drilling continued until the year 1917, when it seemed almost certain that the horizontal limits of the orebodies had been determined. Ore continued in depth in one direction beyond a point where it was economical to explore by churn drilling; this extension is still being developed by underground methods. The irregularities of the boundaries of the ore zones, together with the variable grades of ore encountered, made it necessary to drill on the corners of 100-ft. squares. Two ore zones were proved, known as the East and West Orebodies. The Sacramento Hill porphyry stock intruded into the Dividend fault. The fault ran roughly east and west with a dip to the south, having pre-Cambrian schists on the north against Paleozoic limestone on, the south. This intrusion was accompanied by a silica breccia on the south periphery, along the limestone contact side. The ore lay in the silica breccia and in the porphyry, some distance from the breccia. No ore was found in the heart of the porphyry mass on the north side, along the schist contact. The West Orebody is elliptic in shape, having a major axis of 1200 ft. (366 m.) and a minor axis of 800 ft. (244 m.); these diminish with depth until, at 300. ft., the axes are 500 ft. and 300 ft., respectively. The ore consists of chalcocite, some bornite, chalcopyrite, and considerable pyrite in a silicious gangue. About 30 per cent. of the copper is caused by

Jan 2, 1922

The Australian Coal Combustion Testing and Research Facility has been operating commercially for one year and during that period coal product evaluations have been conducted on behalf of four coal companies and one electricity commission. The facility is equipped to assess the behaviour of steaming coal in milling, combustion (including flame stability, burnout and heat transfer), ash deposition and erosion, fly ash collection and gaseous emissions. The relevance of the results of the pilot testing to industrial practice was demonstrated during the calibration of the facility using four coals burnt in Australian power stations. The calibration coals were from the Tarong and Gladstone Power Stations in Queensland, tluja Power Station in Western Australia and Bayswater Power Station in New South Wales. Also an opportunity arose to visit an overseas power station to observe a full scale test burn using one of the early coals tested on a commercial basis in the combustion test facility. The calibration trials showed excellent agreement with industrial coal performance in t:orms of flame stability, turndown, carbon burnout and gaseous emissions. Encouraging correlations were also found in the case of furnace radiation, boiler deposits (slagging and fouling) and electrostatic precipitation. In the case of the last group the only real reservations about the correlations are due to the non-availability or qualitative nature of results collected around the power stations. In all cases there is a high degree of confidence in the facility's ability to predict the relative performance of different coals and in some cases direct numerical predictions can be Made.

Jan 1, 1987

By Marius B. Wechsler

A mathematical analysis is developed for the determination of the cases when HP-piles might be replaced by precast concrete piles. The analysis focuses especially on the "integral abutment-bridges" which are used on large scale in the Great Plains of the United States of America, The theoretical considerations are illustrated by a numerical example.

Jan 1, 1992

India is on fast economic growth. Even in the turbulent years of global crisis, it could achieve a growth of over eight per cent. In recent past, Indian Government has been contemplating a faster growth in all the sectors of economy so as to make the nation an economic power in the world.Steel is a versatile material. It has its role in most of the major industrial activities, such as infrastructure, automobiles, urbanisation, consumer durables and other. In other words, steel is a part and parcel of industrial expansion, urban and rural development. It is rightly admitted that steel acts as pillar of any development model. Volume of steel consumption is the barometer which measures economic progress and/or industrial status of any country.India and China are the two countries in Asia which have the significant impact on the global steel industry. Of course, China is much ahead of India in consumption level of steel.

Dec 6, 2010

By J. L. Humphrey

The origin of roof bolting is obscure, but is believed to have begun some 40 years ago in the mines of St. Joseph Lead Co. in southern Missouri. It was not until after World War II, and more particularly after 1949, as a result of the concentrated effort of the USBM, that roof bolting attracted widespread interest. It is estimated that at the end of 1954, 26 pct of all bituminous coal mining in the U. S. was being done under roof bolts. Those mines alone use nearly 2,000,000 roof bolts per month, according to USBM statistics. Uses in metal mines are increasing rapidly, as confidence and knowledge grow. The application has found equal success in other fields, such as tunneling work for dam and waterway construction and right of way maintenance on highways and railroads.

May 1, 1956

By G. A. Barclay

"I - INTRODUCTIONSteel castings still comprise the largest volume of wear materials used in crushing and grinding in the Canadian mining industry. The range of impact and wear properties possible with steel castings enables them to be used successfully in both high impact crushing as well as milling where abrasion resistance is the main criterion. Approximately 15,000 tons per year of steel mill liners and crusher castings are used by Canadian mines.The properties of the main steel casting alloys used - manganese, pearlitic chrome-moly and martensitic medium carbon steels will be discussed with reference to their applications. Field data on a new application in primary gyratory crushers for martensitic medium carbon steels is presented. Liner wear life and mill efficiency can be improved through proper liner design.The liner wear pattern can be used as an indication for liner profile changes to improve wear life. Changes in liner configuration can improve through put and use of larger castings can reduce downtime. Casting performance can be improved and foundry production costs reduced by adopting certain design improvements.II - ALLOYS USEDTable I list the most common ferrous liner materials used in relation to their hardness and wear resistance (1). The most wear resistant materials are the irons at the top. In many applications the service impact exceeds the impact strength of the irons and tougher less wear resistant steels must be used. The impact resistance improves from top to bottom with manganese steel the toughest. The hardness of the martensitic steels approaches that of the Ni-Hards however the wear life, because of the absence of carbides, is less."

Jan 1, 1983

By A. G. McGregor

IN THE Southwest a number of large steel chimneys discharge the gases from the copper smelting furnaces. Some of these chimneys show no deterioration after twenty years, others show serious deterioration after tour years service. A steel stack 20 ft. 7 ½ in. (6.3 m.) in diameter by 279 ft. (85 m.) high, Fig. 1, used for roaster gases only at the Calumet & Arizona Mining Co.'s plant at Douglas, Ariz., was lined to the top of the bell, 40 ft. (12 m.) from the base, with common brick placed on end, lime and cement mortar being used. Above the bell, the stack was lined with 4 by 4 by 8 in. (10 by 10 by 20 cm.) building tile, placed on end, making a lining 4 in. thick. The tiles were supported on angle-iron rings, riveted to the inside of the chimney shell about 15 ft. apart. The chimney was put into use in the latter part of 1913. Four years later, considerable of the tile lining had fallen out of place and mixed with the flue dust at the bottom of the chimney. About a year later, several . flattened and distorted sheets were noticed about 70 ft. below the top. An investigation showed that the thickness of these distorted sheets, which was originally ¼ in., had been reduced one half. One year later, or six years after the chimney went into use, several holes, a square foot and smaller in area, appeared near the flat spots mentioned. Soon afterwards, when the chimney was shut down for repairs, it was found that most of the tile lining for 125 ft. from the top had fallen out and that the steel shell was badly corroded; but where the lining remained in place the shell was undamaged. Many of the tile which had fallen out of place had become soft or flaky and crumbling, others were as hard as when placed. An analysis of the hard and soft tile is shown on p. 2. These tile were of a fireclay mixture, and were used instead of common brick on account of lower cost. The steel forming the upper 125 ft. (38 m.) was replaced, and a 4 ¼ -in. (11-cm.) lining of firebrick was laid from the bell to the top of the chimney. The brick were placed on end, wedges and keys being used. After each 8-in. course was set, keyed, and wedged tight, thin mortar -water, sodium silicate, and finely ground silica-was worked into the joints. The brick are supported on angle-iron rings, every 15 ft., in the same way as the tile.

Jan 1, 1921

By R. Dekkers, J. Plessers

The feasibility of using hydrogen to obtain clean steels is investigated. High hydrogen contents are generally considered as detrimental due to the risk of flakes, bubbles and breakouts during casting. Hydrogen can nonetheless be removed by degassing of the steel. The results of industrial campaigns, where total oxygen content and hydrogen content were monitored, are presented. High resolution microscopy of inclusions and laboratory experiments on the rate of inclusion removal by CaO-Al2O3 slags at different partial hydrogen have been carried out. So far, evidence that hydrogen may influence inclusions or the steel cleanliness is not clear. Keywords: hydrogen, cleanliness, inclusions.

Jan 1, 2004

By Remi Tremblay

This paper describes the laboratory study which permitted an exploration of high grinding ball consumption in the secondary open circuit wet grinding mills at the Sidbec-Normines plant, Port Cartier, Québec. Corrosion undoubtedly exists but is of minor importance. Abrasion resulting from the physical nature of the company's iron concentrate is the main reason for the high ball wear. It was found that at least 30% reduction in ball consumption is possible by decreasing attrition grinding through the use of lifters in the mill. At the industrial level this would entail more lifters and/or higher lifters in the mill linings.

Jan 1, 1984

By Lawrence K. Nordell

Historical methods of designing steel cord belt splices are compared with modern finite element modeling (FEM) methods. Dependence of the belt strength rating on the splice dynamic fatigue strengths is reviewed. A number of splice schematics are examined, using simple spring theory and FEM methods. Steel cord wire rope design is discussed. The importance of the insulation gum rubber properties and their splice dimensional factors and tolerances are analyzed. Splice fatigue lie analysis procedure is reviewed. This may be used to predict splice life or time of failure, depending on how the conveyor belt is operated.

Jan 1, 1993

By Galyn Rippentropp, Finn Erik Overlie

INTRODUCTION The wet shotcreting system utilizing steelfiber microsilica shotcrete with remote controlled equipment (The Robocon System) was developed in Norway 7-8 years ago. Norway was the natural origin for this system due to several factors. Almost 30% of all underground hydro-power stations in the world are located here. These projects created a need for high productivity shotcreting rigs for the rock support work in the caverns and in the connecting tunnels. During the period of 1976-1980, more than 1000 miles of tunnels were completed in Norway. Secondly, the utilization of microsilica in concrete was also developed in Norway due to a concentration of the world's ferroalloy p ants there. Robocon has presently placed approximately 110,000 m (150,000 cu. yds.) of this superior shotcrete, and has consequently an extensive experience in the shotcreting method. During a relatively short period of time (1975-1980), Robocon had a change from hand-operated, dry-process shotcrete to remote-controlled, wet-process shotcreting, because of improved productivity, reduced rebound, safer and cleaner working conditions. The introduction of microsilica and water-reducing admixture made it possible to produce wet-process shotcrete of high strength.

Jan 1, 1987

Improve the safety and reduce the cost of longwall entry support. Approach Replace the conventional wood cribbing with stronger, non-rotting and lower cost cribbing made of steel-fiber-reinforced (SFR) concrete. How It Works Conventional concrete can suddenly fail under excessive compression loads, but adding steel fibers to the concrete, before it is mixed with water, changes the failure mode to a gradual and controlled failure characteristic similar to wood. A system for making SFR concrete crib blocks was designed and developed (or use in constructing walls and cribs to support coal mine roofs. The SFR concrete cribbing is stronger and stiffer than wood, and avoids wood's disadvantages of: flammability, deterioration under chemical or bacteriological attack, methane generation, and relatively high cost. Use of SFR concrete also allows freer movement of miners, equipment, and ventilation air, because much less volume of SFR concrete is required than wood for a given amount of support, and because the roof-to-floor closure is greatly reduced by the stiffer supports.

Jan 1, 1981

By Peter Shuttleworth, Chris Fesq, Eddie Woods

Precast concrete segmental linings for tunnels have traditionally been designed with conventional steel bar reinforcement. In many cases, this has been satisfactory in service, but in others, major problems have occurred with the durability of the linings. Commonly this has resulted from corrosion of the reinforcement, mainly from chloridesin ground water, causing spalling of the concrete and leading to very expensive and disruptive repair programs. This paper discusses the relative merits of designing tunnel linings with steel fiber reinforcement to provide long-term durability, improved impact resistance and toughness for greater load capacity across joints, enhanced robustness during transportation and erection, plus improved fire resistance with the addition of polypropylene fibers. Guidance is also given in the selection of the correct fiber type, mix design and testing methods to establish the optimum dosage required and production techniques to ensure even distribution and compaction.

Jan 1, 2005

By Edward Richardson

As DEVELOPED up to the end of the Great War, an airplane was essentially a mechanism of wood and fabric, joined and held together by metal fittings and, fastening. The engine and accessories, wire for wheel spokes and other tension members, and the occasional use of metal for interplane struts and the shafts of surface controls required some metal, but essentially it was a. wood and fabric structure. Attempts had been made to use metal for other purposes, such as struts in the drag-trussing of wing panels and for short interplane struts, and Junkers had produced an airplane of iron in 1915. By 1917 he was using steel tubes and duralu-min sheets, securing noteworthy advantages aerodynamically and from the standpoint of weigh PRINCIPLES OF AIRPLANE CONSTRUCTION The loaded weight of airplanes ranges from 500 lb. for the light plane of which we heard so much a short time ago, to about 40,000 lb. The great majority of planes range from 2000 to 10,000 lb. Of this weight from 15. to 30 per cent. is for the dividend-earning load. This percentage is so low that every per cent. saved on the rest of the weight increases the pay load from 3 to 6 per cent. The economic value of every pound that can be saved in designing or constructing a plane is sufficiently great to warrant spending money on refined methods of structural analysis, materials of superior strength properties for a given weight, methods of manufacture which may make possible the use of refinements in structural design, and the like, to an extent unknown heretofore.

Jan 1, 1928

By John W. Cloud

IN 1877 the Pennsylvania Railroad Company removed an old bridge from its line at Duncannon, Pa., built intermediate piers and erected shorter spans of the Pratt truss type, which had previously been in use on another portion of the road. The design of this truss would not admit of diagonals larger than 1 5/8 inches diameter, and in order to stiffen the bridge somewhat steel rods were introduced for the main diagonals in the first and second panels, 1 5/8 inches and 1 3/8 inches diameter respectively. These rods were threaded without upsetting, and by the ordinary formulae the strains were of the same intensity upon both, viz., 16,000 pounds per square inch with the maximum loading. The other main diagonals in the truss are 1 5/8 inches diameter, and of iron. It was specified for the steel rods : Elastic limit, - 45,000 lbs. Tensile strength, - 80,000 lbs. Elongation, - 20 per cent. The steel was procured without difficulty, and it allowed a factor of safety of 2 3/4 at elastic limit, while a similar factor of 2 1/2 had for a long time been successfully used for iron. In the course of three years, from time to time, six of these steel rods broke, three of them being 1 3/8 inches in diameter, and three 1 5/8 inches in. diameter. The broken rods were tested, and three of them. analyzed at Altoona to ascertain the cause of failure, and what modi¬fications should be made in the steel for such service. Examination showed that all the rods were broken in detail close under the nut. The threads were well cut and properly rounded at the root. In testing the rods micrometer screws,. reading to .0001" with electric bell to signal the contact, were attached to the test pieces, and by this means the modulus of elasticity and elastic limit accurately obtained.

Jan 1, 1881

By Paul Queneau

FROM the first days on the Norman beaches to the last days on the Elbe the Army Engineers of World War II lived off the countryside for the great bulk of the construction supplies needed for the fulfillment of their ultimate mission-to keep the army moving. To accomplish this end, vast tonnages of rock, timber, and steel were required in the construction of roads, railroads, and bridges. Combat Engineer battalions operated quarries under shell fire as a routine matter. An Engineer forestry company was decimated while cutting bridge timber on the Siegfried line. Oneof the more spectacular feats of the Army Engineers in obtaining construction materials was the operation of the Hadir Steel Works during the fall and winter o f 1944.

Jan 1, 1946