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By Frank Firmstone

By R. B. Fuller, E. T. Casler

MANY changes were made in the methods and equipment used in the mining of pebble phosphate rock in the generation immediately preceding the present World War and it would be extremely interesting to note the improvements that will be made during the next generation. Literally, much water has gone over the dam since the days when we used local cordwood for generating steam and drying pebble phosphate rock. belt-driven centrifugal pumps operated by steam engines. and floating dipper or centrifugal dredges; when we removed overburden by small steam shovels and transported it by dinkey locomotives and six-yard cars; when washing machinery was installed on wooden structures the washers being replaced every four to six years. Those were the days when men were plentiful, and 47 different mining companies were selling their products, based on .decidedly meager information; and. like so many mining operations, little thought was given to conservation. As the importance of phosphate rock has become more prominent in the thoughts of our economists, a more intelligent approach has been made to mining problems. Vast improvements have been made in the technique and processing of the phosphate matrix and stripping of overburden, which, in turn, have brought developments in machines and equipment and a more

Jan 1, 1944

By F. B. Plummer

THE physical properties of oil-producing sands, such as grain size, porosity, and permeability, are becoming more and more important in petroleum production engineering as oil fields are being repressured and rejuvenated. A number of excellent papers have been published recently on all three of these properties. Faucher, Lewis and Barnes1 give a com-plete survey of the work done through 1932 and contribute also much information on sands that they themselves have examined. Muskat and Botset,2 Wykoff, Botset, Muskat and Reed,3 Hurst,4 and Muskat5 have contributed a great deal to the theory and actual measurement of flow of liquids and gases through porous media. Muskat and Botset have measured the permeabilities of different sands with gases and liquids. They find that the radial is always slightly under the linear permeability. However, in most of the previous experiments small samples of the sand were used, and the method of production of fluid or gas through the sands has not been very close to actual oil-field conditions. In addition, so far as the authors are aware, no measurements of linear and radial permeabilities have been made simultaneously under exactly the same conditions. The multiple permeability apparatus described here is a part of the equipment being acquired by this laboratory for thorough investigation of the physical properties of producing sands. It possesses certain advantages for comparative studies of liquid flow. Additional data and descriptions of other instruments will follow in papers to be written later on. The essential features of the permeability apparatus are as follows:

Jan 1, 1934

There are no data available of shipments until 1858, and then estimated, when railroad service became available. By reason of the iron made in the county, and the large amounts of salt, the tonnage used locally was quite large, and until 1860 these are estimated from the probable salt and iron production. After 1859 the tonnages shipped by rail are partly estimated from the total shipments of the Allegheny Valley Railroad from four counties. It is believed that the totals are below, rather than above, what the actual production was. While considerably larger for the same years than figures given by the Secretary of Internal Affairs and census reports, these data were always too low in those days, partly because of lack of facilities for gathering them, but more largely because of the strong prejudice existing in those days against furnishing such data to any governmental agencies.

Jan 1, 1942

By George W. Riter

OUR mineral-land laws need revising so as to provide definite title at the outset to the mineral deposits within any definite piece of land. The laws as they now stand, especially those applicable to lodes, breed uncertainty as to rights of possession prior to patent; and to my mind this is the worst feature of all, worse even than the apex bugbear. It is now almost impossible for anybody to tell-with certainty what mineral rights exist within any area that is not covered by patent, or whether any valid rights exist at all. Our system is unique in permitting individuals to appropriate and exploit mineral lands of the public domain without notice of any kind to the Federal government, and to relinquish them without any ceremony at all. The result is a clouded record that cannot be cleared up until each claimant is put to some sort of final proof. In order to accomplish this, new Federal legislation will be required. The requirements for a mineral survey and the proceedings for patent have always been cumbersome and expensive; and perhaps out of regard for the poor claim owner, who can ill afford the outlay for that sort of thing, the law does not require him to go. through it unless he chooses to do so. Consequently, every active mining district has become encumbered with tangled groups of doubtful or conflicting locations, whose rights and boundaries, when any valuable ore is found, must usually be determined by lawsuits that are as expensive and as distressing as the stakes are high. So deeply has litigation entered into our mining system that a claim whose rights have never been disputed would probably be set down offhand, by $miner of the old school, as of no value. Think of the litigation over rights of possession on the Com-stock lode—12 leading companies involved 'in an aggregate of 245 suits within a period of less than eight years! Ambiguous local records; the chance of erroneously placed or obliterated monuments; doubt as to the sufficient performance of the statutory annual labor; uncertainty as to prior conflicting or overlapping locations; anxiety as to the changing attitude of the Department of the Interior and the Forest Service—such considerations as these make an unpatented mining claim an unclean thing in the eyes of possible investors. Is it any wonder that they keep themselvesand their money at a safe distance,

Jan 1, 1915

"The Garfield plant of the American Smelting & Refining Company is situated about seventeen miles west of Salt Lake City, on the Los Angeles & Salt Lake Railroad, and has freight service by the Denver & Rio Grande Western, Western Pacific and Bingham & Garfield Railways.The site lies between the picturesque Great Salt Lake, with its mountain islands, and the northern point of the Oquirrh Range, which forms the western boundary of the Salt Lake Valley.The location includes several hundred acres of land rising from the southern shore of the lake, selected on account of its adaptability to the economical handling of materials by gravity methods.The smelter is a custom smelter, treating copper ores and concentrates produced in Utah and adjoining states.The ores treated consist mainly of oxides from the Tintic and Park City Districts, sulphides from Bingham District, and concentrates from the mills of the Utah Copper Company, from mills in California, and copper precipitates from the Ohio Copper Company. The last product comes from low grade ores of Bingham Canyon.The following figures represent approximately the daily consumption of materials:Ores and Concentrates…2,700 tonsLime sand…100 ""Coal…350 ""Oil for Roasters…240 Bbls."

Jan 1, 1925

Discussion of the paper of E: D. Gardner, presented at the Salt Lake meeting, August, 1914, and printed in Bulletin No. 91, July, 1914, pp. 1467 to 1471. H. V. WINCHELL, Minneapolis, Minn.-There are two questions I should like to ask: First, does the Department still adhere to the decision made in the East Tintic case? Second, does the Department require placer ground to he of such value that, in the opinion of the Forest Service employees, it will pay to work, before admitting the location to be valid? T. C. HOYT,* Ogden, Utah.-With reference to the first question: the Department does not hold to that decision, as it was reconsidered by the Secretary Of the Interior, and the Department is governed by the decision of the Secretary Of the Interior, on those points always. The Department of Agriculture makes no decision as to what constitutes a sufficient discovery. The mineral examiners simply report their findings and Opinions. These are transmitted to the chief of the field division of the General Land Office, who in turn transmits the reports to the Commissioner Of the General Land Office, who decides whether the report raises an issue requiring a hearing. If a hearing is ordered, expert testimony is given on the question of the discovery, as well as the evidence of practical people who operate in the vicinity of the claim in question. As to the extent of placer values considered sufficient to justify a location, my answer will need a little amplification. I couldn't answer it directly for the reason that sometimes people resort to placer claim location as a means of acquiring land for Other purposes than placer mining, which makes it absolutely necessary that the government give close attention to the question of whether good faith has been shown, as it is the evidences of good faith that largely determine whether a report adverse to a claim shall be made. That is a difficult point to cover sometimes. For instance, in the region I have recently visited there are some 17 miles of a valley, from ¼ to ¾ mile in width, all covered by placer locations. It is valuable stock-grazing land, and is stocked at the present time. It also contains a stand of timber, and is on the watershed of an important stream-important from the fact that it furnishes the water supply to government storage reservoirs, and to pending reclamation and Carey Act projects. In this case the placer claims will not be disturbed as mere locations. They will simply remain there, and there will be no action with reference to them until the claimant asks for patent or, before patent, begins to denude that watershed and remove that timber. Then the government would direct that the mineral experts go on to the ground, examine it, prospect it, and submit their report, with a view to seeing if

Jan 11, 1914

By J. van Lookeren

In the case of a reservoir where the oil underlies a large gas cap and overlies bottom water, production can be inzproved considerably if wells are perforated below the water-oil contact rather than opposite the oil-bearing section. The theoretical arguments for this improvement, which in some cases may be tenfold, are supported by experimental evidence. INTRODUCTION Reservoirs frequently consist of one sand body containing an oil layer underlying a thick, gas-bearing section and overlying bottom water (Fig. 1). Wells in such reservoirs are customarily opened up opposite the oil-bearing interval or, rather, opposite the lower part of this interval (Fig. 2). More often than not, it is inefficient or prohibited to blow off large quantities of gas with the oil. This im-psses a severe limitation on the drawdown, which results in low oil-production rates. Because of the small difference in specific gravity between oil and water, the latter will easily cone upwards, so that the production of water together with the oil is not prevented by this completion method. In such a situation wells should be opened deeper, in the originally water-bearing zone. The gas can be shut off by not perforating over the upper part of the interval (Fig. 3) or by a tubing hung close to the bottom of the interval (Fig. 4). Initially much water will be produced, but when steady-state conditions have been established (as depicted in Figs. 3 and 4) larger drawdowns are permissible than in a conventionally completed well, and correspondingly higher oil-production rates will result. Water cuts are only slightly higher because of the small effect of gravity on the water-oil flow distribution. CALCULATIONS The ratio of improvement has been estimated by means of approximate calculations. The completion depicted in Fig. 4 is the most convenient basis for these calculations. By postulating that vertical flow gradients can be disregarded, the Appendix shows that the well-known Dupuit formula can be obtained except for some complication due to the presence of two fluids rather than one. The Appendix makes the reasonable assumption that, for suitable boundary conditions, the oil layer occupies a constant fraction of the total fluid height throughout the reservoir. The oil- and water-production rates can thus be related to the liquid levels in the borehole as follows:

Jan 1, 1966

By J. M. Sands

THE state of Kansas had a daily average crude-oil production of about 87,000 bbl. at the beginning of the year. This showed a steady but consistent decline during the 12 months, so that the daily average production at the end of the year was slightly over 68,000 barrels. GREENWOOD COUNTY THE most active development in Kansas during the year was in Greenwood County, in a line from near Sallyards in T 25-R 9 to east of Madison in T 22-R 11. The main part of this development has been in a succession of pools beginning at the south with the Polhamus pool in 34-24-9 and 3 and 4-25-9; Thrall pool in 28, 29, 32 and 33-23-10; Burkett pool in 13, 23, 24 and 26-23-10; Seeley and Wick pool in 22, 27, 28,. 32 and 33-22-11 and 5, 6, 7, and 8-23-11; Frohm pool in 11, 14 and 15-22-11; Madison pool in 31 and 32-21-12 and 6, 22, 12 and 1-22-11. Some of these pools have two or more sands, locally called Bartlesville and Burgess Sands. They range in depth from 1850 ft. near Madison to 2450 ft. near Sallyards, the general dip being to' the west. The thickness of these sands run from 20 to 100 ft., the initial production of the wells being 50 to 1000 bbl of 40-gravity oil or better.

Jan 3, 1924

By John T. Eash

DURING the course of the war the supply of tin in this country has steadily decreased and a continued effort has been made since the beginning of the emergency to use alloys that are either tin free or contain appreciably lower quantities of it. Even with the use of emergency materials, the tin supply has become particularly acute, and it is estimated that after recovery of the far eastern mines probably one to two years will be required before our normal annual supply is attained. One of the major tin-consuming fields is the bronze industry. Recommendations were made several years ago by the War Production Board toward the use of bronzes of lower tin content and manganese bronze and yellow brass for the customarily used tin-bronze alloys. The substitution of 88-5-5-2 copper-nickel-tin-zinc for composition G received considerable attention before the war, and consequently this alloy and modifications of it have been adopted for some current structural and pressure castings requiring high mechanical properties. Another of the commonly used bronzes is the 10 per cent tin, 10 per cent lead copper alloy for heavy-duty bearings. It has been known for some time that about 2.5 per cent nickel could be substituted for an equal amount of tin with retention of equivalent casting and tensile properties; however, it was desirable that a still greater conservation of tin be made. Consequently the present paper deals with the development of an alloy of low tin content that could be used for bearings. SELECTION OF COMPOSITION While the final criterion of the suitability of an alloy for a bearing must 0f course be determined by practical applications where all the ramifications of service conditions are encountered, certain short cuts in the initial selection of compositions are necessary to avoid an extensive and time-consuming investigation. The present program has been to match certain metallurgical properties of the 80-10-10 bronze that have been shown by previous investigations to be related to good bearing qualities. Such properties as microstructure, hardness, compressive yield strength, ductility, and castability have been considered, and certain simple wear tests have been made. Of the readily assessed characteristics desired in a good bearing alloy, one can be certain that a uniform distribution of lead is required in a leaded bronze. It has generally been found that segregation of lead is one of the chief difficulties with this type of material. Tin has a powerful effect on lead distribution, and with 10 per cent present produces a random distribution of chunky particles, such as are shown in Fig. I. In addition, the tin bronze contains the hard alpha + delta eutectoid constituent distributed through-

Jan 1, 1945

By Charles B. Dudley

THEO. N. ELY, Esq., Superintendent of Motive Power. DEAR SIR: It is now nearly three years since my first report to you on the subject of steel rails was written. That report, as you will remember, dealt principally with the question of the relation between the chemical composition and physical properties of steel rails and their power to resist crushing and fracture in actual service. Other matters were referred to or touched upon in that report, but the main question was, Why do some rails crush or break in service while others do not? You will doubtless remember that the principal conclusion arrived at was, that the softer rails are less liable to crush or break in service than the hard ones. Or, in other words, so far as conclusions could be drawn from the chemical analysis and physical test of 25 samples of steel rails which had actually been in service, these conclusions were that those rails which have the smaller amounts of carbon, phosphorus, silicon, and manganese are less liable to crush or break in service than those which have larger amounts of these elements. Or, again, looked at in the light * At the Lake George meeting of the Institute in October, 1878, I had the honor of presenting to the Institute, through the kind permission of the officers of. the Pennsylvania Railroad Company, the results of a study of twenty-five samples of steel rails, which had all been in actual service. Considerable discussion followed the publication of that paper, and there seemed to be a strong disinclination, especially on the part of the steel-rail manufacturers, to accept the conclusions presented. One of the principal objections urged against the conclusions drawn was, that they were based on too few samples; in other words, that no conclusions safe to act upon could be drawn from the examination of twenty-five rails. In view of this criticism it was decided to repeat the investigation with a larger number of samples, and with the aid of the experience gained in the first investigation. The results of this second study of steel rails are, by the permission of the officers of 'the Pennsylvania. Railroad Company, herewith presented to the Institute, with the sincere desire that they may aid in adding to our knowledge of this most important product. Like the previous paper, this is in the form of a report to one of the officers of the company, which will account for the style, and the manner of presenting the data

Jan 1, 1881

By Harold Margolin, W. R. Hibbard, R. W. Fenn, H. P. Moore

Deformation lines, also called etch markings or strain markings, are non-effaceable lines developed in individual grains by etching a metal specimen which has been cold worked sufficiently to cause atomic non-conformity or slight orientation differences within the grains. Etching occurs more rapidly at these lines of high chemical reactivity to produce a result similar to that revealing grain boundaries. Wider etching effects forming bands have been found. They are believed to be bands of deformation lines which form areas of measurably different orientation from the crystal matrix. The crystallite rotations causing these bands have been shown by Barrett2 to contribute to deformation textures. Although deformation lines have been observed in many metals, the amount of deformation requireti for their appearance has been established only in general terms. Mathewson and Phillips3 observed the first appearance of deformation lines in cold-rolled alpha brass at about 20 pct reduction in thickness using the standard ammonium hydroxide hydrogen peroxide etchant. Price and Davidson4 noted defor- mation lines in common high brass after 26.5 pct reduction by cold rolling using the same etchant. Johnson6 observed dark thick forklike lines in 99.99 pct pure copper reduced 31.8 pct. Adcock6 observed deformation lines in 80-20 copper-nickel alloy rolled 50 pct. Samans7 found no deformation lines in alpha brass single crystals cold rolled 9.5 pct but they did appear after 25 pct reduction using ammonium hydroxide and hydrogen peroxide etchant. Barrett and Levenson8 observed deformation bands in drawn polycrystalline iron at very small reductions in area and noted that their initial appearance perhaps depends on grain size and other conditions. They reported deformation bands in a single crystal of iron reduced 6 pct by drawing. Brickg noted that deformation lines in 70-30 brass apparently associated with I I I I ) planes appeared after reductions of from 20-50 pct by cold rolling. Brick and Williamson10 noted that in single crystals of 70-30 alpha brass "as in polycrystalline brass, no deformation markings appeared until reductions exceeded 20 pct." Cook and Richards" reported that in Copper cold rolled less than about 50 Pet few strain markings were apparent but for higher reductions many strain markings appeared transverse to the rolled direction. In a review article Brick and Phillips12 noted that previous studies had not shown deformation lines in cold rolled alpha brass below 20 pet reduction and added that 4

Jan 1, 1949

By H. P. Moore, R. W. Fenn, Harold Margolin, W. R. Hibbard

Deformation lines, also called etch markings or strain markings, are non-effaceable lines developed in individual grains by etching a metal specimen which has been cold worked sufficiently to cause atomic non-conformity or slight orientation differences within the grains. Etching occurs more rapidly at these lines of high chemical reactivity to produce a result similar to that revealing grain boundaries. Wider etching effects forming bands have been found. They are believed to be bands of deformation lines which form areas of measurably different orientation from the crystal matrix. The crystallite rotations causing these bands have been shown by Barrett2 to contribute to deformation textures. Although deformation lines have been observed in many metals, the amount of deformation requireti for their appearance has been established only in general terms. Mathewson and Phillips3 observed the first appearance of deformation lines in cold-rolled alpha brass at about 20 pct reduction in thickness using the standard ammonium hydroxide hydrogen peroxide etchant. Price and Davidson4 noted defor- mation lines in common high brass after 26.5 pct reduction by cold rolling using the same etchant. Johnson6 observed dark thick forklike lines in 99.99 pct pure copper reduced 31.8 pct. Adcock6 observed deformation lines in 80-20 copper-nickel alloy rolled 50 pct. Samans7 found no deformation lines in alpha brass single crystals cold rolled 9.5 pct but they did appear after 25 pct reduction using ammonium hydroxide and hydrogen peroxide etchant. Barrett and Levenson8 observed deformation bands in drawn polycrystalline iron at very small reductions in area and noted that their initial appearance perhaps depends on grain size and other conditions. They reported deformation bands in a single crystal of iron reduced 6 pct by drawing. Brickg noted that deformation lines in 70-30 brass apparently associated with I I I I ) planes appeared after reductions of from 20-50 pct by cold rolling. Brick and Williamson10 noted that in single crystals of 70-30 alpha brass "as in polycrystalline brass, no deformation markings appeared until reductions exceeded 20 pct." Cook and Richards" reported that in Copper cold rolled less than about 50 Pet few strain markings were apparent but for higher reductions many strain markings appeared transverse to the rolled direction. In a review article Brick and Phillips12 noted that previous studies had not shown deformation lines in cold rolled alpha brass below 20 pet reduction and added that 4

Jan 1, 1949

By BARONJUPTNER VON JONSTORFF, Andrew A. Blair, GUNNAR DILLNER

IT is a well-known fact that the results of different analysts, when operating on the same identical sample of steel or iron, are far from concordant, and it not infrequently happens that great annoyance and trouble in the commercial community are occasioned by these discrepancies. Attempts have been made at various times to investigate the causes of such differences and to obtain more reliable methods of analysis. The most important of these was made by the British Association in 1889: The following gentlemen, with Sir W. Roberts-Austen as Chairman, and Professor T. Turner as Secretary, were constituted as a committee to investigate the question, viz.: Sir F. A. Abel, Mr. Edward Riley, Mr. G. J. Snelus, Mr. John Spiller, Professor J. W. Langley, and Professor Tilden. Average .samples of steel were prepared in America under the superintendence of Professor J. W. Langley. The steels, in the form of turnings, were divided and distributed to sub-committees in Great Britain, America, France, Germany, and Sweden. In Sweden Professor Åkerman acted as Secretary to the Swedish committee. The Government Department of Tests was appointed in Germany; Mr. Ferd. Gautier in France; the British Association Committee in England; Messrs. William

Mar 1, 1905

IT is difficult to judge how much influence the success attained during its first year, 186465, by the School of Mines at Columbia had on developments in education for the mineral industry elsewhere in the immediately subsequent years. The facts are as follows: 1. The Massachusetts Institute of Technology began giving instruction in February 1865, with a mining course included in its curriculum. 2. Early in 1865 the faculty of the Department of Science, Literature and the Arts of the University of Michigan requested permission from the Regents to establish "a course of study to be called the School of Mines . . . Also that the degree of Mining Engineering be conferred on students who should complete the course of study prescribed in the same." A resolution authorizing this was adopted by the Regents on March 28, 1865. 3. Samuel Hooper endowed a Sturgis-Hooper professorship of geology at Harvard in 1865 with the intention of making it a nucleus of a new School of Practical Mining and Geology. 4. Yale appointed Alfred P. Rockwell professor of mining in 1865. 5. Lafayette College appointed Henry S. Osborn professor of mining and metallurgy in 1865. 6. Washington College (as Washington and Lee was then known), rising out of the ashes of Civil War destruction, made a fresh start in 1865, with General Lee as its president, and offered a mining course in the first catalogue thereafter published. 7. Lehigh University, founded in 1866, had a mining curriculum from its beginning. 8. Rensselaer Polytechnic began offering a curriculum in mining and metallurgical engineering in 1867. It would be natural to suppose that these events were a reaction to the success of the school at Columbia, and possibly they

Jan 1, 1941

By L. E. Young

GERMANY'S recent collapse and the occupation by the Allies of the coal fields of the Ruhr, the Saar, Silesia, Poland, and Czechoslovakia have focused attention on the postwar coal problems of Europe. American coal operators are interested deeply in what is happening in Britain, particularly in the discussion of plans to rehabilitate and reorganize the entire British coal mining industry, as such reorganization will probably determine the place Britain will occupy in the European coal markets for the next few decades. The continuing decline of British out-ut per man-shift, particularly during wartime, has resulted in a most serious effort to determine whether this unfortunate trend is due to the physical condition of the coal seams, poor management, poor engineering and planning, inadequate use of power and machinery, or failure of labor to co-operate with management.

Jan 1, 1945

By WALTER M. DAKE

GENERALY speaking, the bituminous coal mines of the country are being operated at a loss. To purchasers of the necessary commodity, a statement of this character may have the sound of a far fetched propagandist cry; but to the coal producer who lives in the hope of an up-turn in the almost stationary market price of his product, while inking in red his monthly operating balances, it carries the ringing sound of truth.

Jan 1, 1925

By Jay A. Carpenter

FIRST of several sessions at the Annual Meeting devoted to mining methods was a joint program with the Coal Division devoted to the use of Diesels underground. Fred W. Stiefel, in the first paper, stressed the saving in original cost and in operation. Wm. B. Harris then presented the paper of which he was a joint author, and S. H. Ash stressed the poisonous nature of nitrous fumes from Diesel engines even in minute quantity. Determination is difficult but in exhaust gases they are present in amount two to five times that of carbon monoxide. Jay A. Carpenter, in the closing paper of the session, stated that state laws in general prohibit the use of Diesels underground, and that almost all mine inspectors are opposed.

Jan 1, 1942

By J. W. Smith

Our continuous search for underground productivity improvements has been brought about by the diminishing ore grades in existing underground mines. The need for more efficient mining methods is a result of the economic problems facing our industry today, and this has caused us to evaluate underground haulage methods which have traditionally been the "bottleneck" in the flow of material from the ore in the natural state to the surface processing facility of any underground mining operation. Small improvements in the face haulage systems have yielded much greater benefits as they relate to overall mine productivity so it's only natural that we are all concerned with the best method of moving ore from the face to the main line haulage. In a recent paper titled "Underground Haulage Trucks - Gaining Momentum Worldwide", Richard A. Thomas concludes that the use of trucks to haul ores in underground mines is on the increase spurred by the convergence of a number of technology advances and economic realities. Perhaps the most important stimulus for the growth of trackless haulage is the high degree of haulage flexibility in underground operations. On the economic side, the demand for higher productivity from underground mines has resulted in larger physical dimensions of haulage roads, that is, higher backs and wider drifts to provide more room for high capacity haulage units. In the process of determining the most effective type of equipment for haulage, the power source must be a major consideration. For the purpose of this paper, we will limit the comparison to rubber-tired trackless haulage vehicles and not try to make a comparison between rubber-tired haulage, continuous haulage systems and rail-mounted haulage. Cost is perhaps the only really measurable factor when making a comparison between electric and diesel haulage. You will find that some costs will be very well defined in absolute terms. In other areas of comparison, cost can be fairly well estimated, and yet in still others, the costs are totally arbitrary. Let's take a look at some of the cost considerations. (Figure 1) first of all, is the initial cost of the equipment. This capital cost quite often is a determining factor in the type of haulage vehicle to be selected, yet this initial cost is perhaps the most insignificant of all costs when evaluating an operation over the long term. Of much greater concern, is the cost of maintenance. This cost will often run three times the original capital investment during the life of a single piece of haulage equipment. This factor can include rebuild to extend the life of the original capital investment, but certainly includes the labor and materials necessary, plus the inventory to keep the equipment in good repair. Perhaps one cost which is now playing an even greater role in the rubber-tired haulage operation, is the cost of fuel. Conoco has recently come up with some rough estimates which indicate that diesel fuel will cost an average of three times the equivalent kilowatt output in direct electric power. Diesel fuel is almost twice the cost of stored electric power. (This of course relates to the efficiencies of charging and recovery of power from lead acid storage cells.) These particular figures of course will vary from one area to another but I think that there is enough significance here to certainly warrant the further study of fuel costs for each particular area or mine. Another cost is breakdown expense. This must be treated differently from maintenance costs because a potentially larger expense is involved, more than just parts and labor. Now we have to deal with the cost of lost production time, which can have a much greater overall effect. Mine plan economics are another cost consideration where we can't make a comparison without looking at specifics. Here you must look at the movement of power centers vs. the flexibility and freedom of movement of vehicles. The determination must be made as to what types of equipment will fit into any predetermined mine plan and if a change in the planned roadway dimensions for the mine plan itself would be more economical so that more efficient type of equipment could be utilized. Finally, two of the most important aspects to be considered with potential ramifications far beyond what we have mentioned previously, is the cost of health and safety, which is really the cost of meeting current and future government regulations, reasonable or otherwise. And of course, when making any consideration here it is impossible to come up with anything more than an educated guess on the cost of meeting the new regulations. Now let's take a look at some of the advantages of diesel vehicles as well as advantages offered by electric vehicles, both battery and cable powered versions (Figure 2). Much of the data used in this comparison is based on experience with three vehicles manufactured by Jeffrey Mining Machinery Division, Dresser Industries. Jeffrey manufactures all three types, each with approximately a 15-ton capacity, even though few of these Jeffrey vehicles are used in uranium mining operations. Much of our experience comes from the 4114 diesel powered RAMCAR which is a 4-wheel drive, articulated steering,vehicle powered by a Caterpillar 3306NA engine and using a powershift transmission. This will be compared with the performance of the Jeffrey 404H battery powered RAMCAR with articulated steering which utilizes a separate 35 HP DC drive motor on each of two wheels with solid-state speed controls, and the final comparison will be made on the Jeffrey 4015 cable-reel shuttle car which is powered by two 60 HP constant

Jan 1, 1982

By Charles Will Wright

FRANCE will be given a large portion of the Marshall Plan funds for relief, reconstruction, and industrial development in France and in her colonial possessions. At present that country is not in position to export any large tonnages of the mineral products needed in the United States. However, if, through Marshall Plan aid and private capital investment, production of these products can be largely increased, agreement should be made by which the United States is to get a substantial portion of such increased output in part payment for the material and technical aid they receive. France issued a decree, published in the "Official Gazette" on Feb. 3, 1948, which permits conversion into dollars of dividends derived from dollar investment in Government-approved projects and will agree to a scale of capital amortization to be determined in each individual case. This decree is to encourage private capital to cooperate with local capital in industrial undertakings. The French Colonial Ministry has prepared an extensive program for aid to the mining industries in overseas possessions to be undertaken by

Jan 1, 1948