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By W. A. Dickinson, H. F. Hendershot

THIS paper is a brief discussion of the past and present methods employed by the Huntington Works of The International Nickel Co., Inc., in the production of nickel and high nickel alloy seamless tubing. The various operations for both hot and cold processing will be considered in their natural sequence, together with the processing characteristics of the high nickel alloys and some descriptions of the equipment used. The tools and lubricants currently in use will be described. This discussion will relate primarily to nickel, Monel,† and Inconel,† since these are the most common of the many alloys processed into tubing at the Huntington Works. The nominal compositions of the materials are shown in Table I. CONVERSION FROM SOLID BILLETS TO TUBE SHELLS History The commercial production of seamless nickel and high nickel alloy tube shells is a comparatively recent development, the first nickel shells having been produced in 1922, Monel in 1930, and Inconel in 1931 on rotary-type piercing mills. Rolled or forged billets, ranging from 3 ½ - to 7 ½ in. diam, were pierced to produce shells ranging' in size from 4 3/8 in. OD X 0.180 in. wall to 8 3/8 in. OD X 1.0 in. wall. After piercing, the shells. were further processed by hot rolling, reeling, and sizing. Subsequent to these operations the shells were either supplied to the trade as "hot finished" tubes, or were processed by cold drawing to smaller sizes at the Huntington Works of the International Nickel Co. The extrusion of nickel and high nickel alloys also may be classed as a relative newcomer to the field of hot-forming methods, for it was not until 1928 that the commercial extrusion of these alloys was begun on a 600 long ton vertical extrusion press installed at Zenith Works of Henry Wiggin and Co., Ltd., Glasgow, Scotland. This press did considerable pioneer work and the results were so favorable that in 1937 a -2200 long ton horizontal press was installed. The quality of the inside surface of the tubing produced on this press was superior to that produced by piercing on a rotary-type mill and, as a result of this experience, a 4000 ton horizontal extrusion press was installed at the Huntington Works in 1943. Billet Preparation The first step in the extrusion, process is the selection of ingots with good hot malleability, as indicated by the test described by Martin and Bieber.1 Ingots then are forged into rough rounds which are machined to the desired billet diameter on a "bar peeler." This machine consists of a rotary head which carries the cutting tools and is driven by a 200 hp, dc motor. The feed mechanism consists of hydraulically driven input and output carriages on the respective sides of the cutter head. The diameter of the forgings used and the machined size or "billet diameter" that corresponds to the four different sizes of

Jan 1, 1951

By N. H. Fisher

Geographical Distribution 'he most important known deposits in Australia of what are commonly referred to as the beach-sand minerals are along the most easterly part of the Australian coast, between Southport, 17 miles north of the Queensland-New South Wales border, and Ballina, 50 miles south of the border, and most of the production has come from this area (Fig I). Smaller deposits are known to occur farther to the south at intervals for several hundred miles, and beaches have been worked at Yamba, 96 miles south and Woolgoolga, 150 miles south of the border and at Swansea, 60 miles north of Sydney. Important deposits have been shown to exist on north Stradbroke Island and others have been located farther to the north, as far as Tin Can Bay at the south end of Frazer Island. (Fig 2). Table I gives the list of operators with the location of their deposits and workings, their approximate maximum monthly capacity expressed in tons of heavy mineral produced by their concentrating plants before separation into individual mineral concentrates, their methods of mining and concentrating the minerals, and the products obtained. This table applies as of June 1948, but all the operators are remodeling or improving their plants and plant practices will be modified accordingly. In addition, active boring campaigns have been carried out by Alluvial Gold, Ltd., of Sydney, in the Cudgen-Cudgera area, and by Zinc Corporation Ltd., of Melbourne, on Stradbroke Island, and in other places. Physiography Submergence of the order of 100 to 200 ft at the close of the Pleistocene period left the pre-existing hills as promontories and the valleys as deep inlets. Wave action has built bay-bars and sandspits in a northerly direction from the headlands, and lakes and marshes have formed between these bars and the initial post-submergence coast line. These lakes and swamps have been or are being filled in by river-borne sediments or wind-blown sand. Beasley1 has presented evidence that suggests a recent emergence of the coast line of about 10 ft. The evidence for this belief is the presence of a black sand seam 1/3 mile inland and 17 ft above sea level (Fig 3), and although it is not entirely certain that this seam is of beach formation and owes nothing to windblown concentration, other evidence supports the suggestion of recent emergence. Such emergence would undoubtedly aid the formation of bars and sandspits and the easterly progress of the beach front, leaving a series of parallel dunes (Fig 4). This belt of north-south coastal dunes ranges up to 56 mile in width and as many as 15 lines of dune have been counted (Fig 3). The foredune is generally the highest, upto 25 ft high, and there is in many places a flat platform in front of the dune known as the berm. The dunes behind the foredune are lower and less well defined

Jan 1, 1949

By A. W. Gauger

IT is with some trepidation that I approach my subject, for I know that I shall at once incur the suspicion of the mechanical engineer, with his concern for boiler tests and efficiencies; of the mining engineer, with his mechanization problems; and of the chemical engineer with his unit processes. Nevertheless, it must be recognized that the technology of fuels, the systematic body of knowledge relating to the production, processing and utilization of mineral fuels, has grown to such proportions and involves so many widely diverse applications of fundamental science and engineering that it behooves us to stop and consider just what its status is in relation to other technologies, as well as in relation to the present and future needs of the social order. The time has come when technologists, applied scientists and engineers must consider the possible effects that their achievements may have 0n Society. The development of a machine to replace several hundred men is a fine achievement when considered solely from the point of view of creative endeavor. But what of the men who are displaced by the machine! Does not the responsibility for the development of this machine embrace as well the consequences of obsolescence and technological unemployment resulting from such development? I believe that it does and that we must recognize this fact in our practice of engineering and technology as well as in the training of future engineers and technologists. MAGNITUDE OF THE FUELS INDUSTRY Fuel technology is the body of knowledge that relates to the mineral fuels. The fuels industry is by far the most important of all our mineral industries. The chart in Fig. I, reprinted from U. S. Bureau of Mines Information Circular No. 6643, indicates the comparative values of metals, fuels and other nonmetallic minerals for the year 1929. Of the grand total of 13 1/4 billions of dollars in value of minerals at the mines, the mineral fuels contributed 48 per cent. Coal, with 34.4 per cent, exceeded the value of any other single mineral. In fact, the value of the production of the Pennsylvania anthracite mines alone annually exceeds the value of the gold production of the entire world. Petroleum and natural gas in 1020 contributed 14.3 per cent and 3.3 per cent, respectively, of the total value of world mineral production. So much for the world picture; let us now look at the situation in the United States. Over the 60-year period 1880 to 1939, $46,409,727,000 of metallic products, S80,788,852,000 of fuels (coal, petroleum, natural gas, natural gasoline) and $27,871,000,000 of nonmetallic minerals other than fuels were produced. The mineral fuels have contributed 52.7 per cent of the entire mineral wealth produced over this period that has seen such tremendous industrial development in our country. As a matter of fact, our present industrial civilization has been made possible through the use of the

Jan 1, 1942

By B. C. Craft

Oil and gas development in Arkansas during the year 1933 has been marked by considerable wildcat drilling, considering the overproduction prevalent in the oil industry. Arkansas showed an increase in drilling operations during 1933. There were 45 completions from 10 counties resulting in 7 oil wells and 38 dry holes, compared with 37 completions resulting in 4 oil wells and 33 dry holes during 1932. Miller County continued to be the most active area, with 18 completions resulting in 3 oil wells and 15 dry holes. Extensive exploration around the Miller County field has more definitely established the producing limits. It has confirmed the belief that produc-

Jan 1, 1934

By A. W. Gauger

It is with some trepidation that I approach my subject, for I know that I shall at once incur the suspicion of the mechanical engineer, with his concern for boiler tests and efficiencies; of the mining engineer, with his mechanization problems; and of the chemical engineer with his unit processes. Nevertheless, it must be recognized that the technology of fuels, the systematic body of knowledge relating to the production, processing and utilization of mineral fuels, has grown to such proportions and involves so many widely diverse applications of fundamental science and engineering that it behooves us to stop and consider just what its status is in relation to other technologies, as well as in relation to the present and future needs of the social order. The time has come when technologists, applied scientists and engineers must consider the possible effects that their achievements may have on Society. The development of a machine to - -replace -several hundred men is a fine achievement when considered solely from the point of view of creative endeavor. But what of the men who are displaced by the machine! Does not the responsibility for the development of this machine embrace as well the consequences of obsolescence and technological unemployment resulting from such development? I believe that it does and that we must recognize this fact in our practice of engineering and tech- nology as well as in the training of future engineers and technologists. Magnitude of the Fuels Industry Fuel technology is the body of knowledge that relates to the mineral fuels. The fuels industry is by far the most important of all Our mineral industries. The chart in Fig. I, reprinted from U. S. Bureau of Mines Information Circular No. 6643, indicates the compartive values of metals, fuels and other nonmetallic minerals for the year 1929. Of the grand total of 13¼ billions of dollars in value of minerals at the mines, the mineral fuels contributed 48 per cent. Coal, with 34.4 Per cent, exceeded the value of any other single mineral. In fact, the value of the production of the Pennsylvania anthracite mines alone anand exceeds the value of the gold production of the entire world. Petroleum and natural gas in 1929 contributed 14.3 per cent and 3.3 per cent, respectively, of the total value of world mineral production. So much for the world picture; let us now look at the situation in the United States. Over the 60-year period 1880 to '939, $46,409,727,000 of metal1ic products, $80,788,852,000 of fuels (coal, petroleum, natural gas, natural gasoline) and $27,871,-ooo,ooo of nonmetallic minerals other than fuels were produced. The mineral fuels have contributed 52.7 per cent of the entire mineral wealth produced over this period that has seen such tremendous industrial development in our Our As a matter of fact, our present industrial civilization has been made possible through the use of the

Jan 1, 1942

By A. W. Gauger

It is with some trepidation that I approach my subject, for I know that I shall at once incur the suspicion of the mechanical engineer, with his concern for boiler tests and efficiencies; of the mining engineer, with his mechanization problems; and of the chemical engineer with his unit processes. Nevertheless, it must be recognized that the technology of fuels, the systematic body of knowledge relating to the production, processing and utilization of mineral fuels, has grown to such proportions and involves so many widely diverse applications of fundamental science and engineering that it behooves us to stop and consider just what its status is in relation to other technologies, as well as in relation to the present and future needs of the social order. The time has come when technologists, applied scientists and engineers must consider the possible effects that their achievements may have on Society. The development of a machine to - -replace -several hundred men is a fine achievement when considered solely from the point of view of creative endeavor. But what of the men who are displaced by the machine! Does not the responsibility for the development of this machine embrace as well the consequences of obsolescence and technological unemployment resulting from such development? I believe that it does and that we must recognize this fact in our practice of engineering and tech- nology as well as in the training of future engineers and technologists. Magnitude of the Fuels Industry Fuel technology is the body of knowledge that relates to the mineral fuels. The fuels industry is by far the most important of all Our mineral industries. The chart in Fig. I, reprinted from U. S. Bureau of Mines Information Circular No. 6643, indicates the compartive values of metals, fuels and other nonmetallic minerals for the year 1929. Of the grand total of 13¼ billions of dollars in value of minerals at the mines, the mineral fuels contributed 48 per cent. Coal, with 34.4 Per cent, exceeded the value of any other single mineral. In fact, the value of the production of the Pennsylvania anthracite mines alone anand exceeds the value of the gold production of the entire world. Petroleum and natural gas in 1929 contributed 14.3 per cent and 3.3 per cent, respectively, of the total value of world mineral production. So much for the world picture; let us now look at the situation in the United States. Over the 60-year period 1880 to '939, $46,409,727,000 of metal1ic products, $80,788,852,000 of fuels (coal, petroleum, natural gas, natural gasoline) and $27,871,-ooo,ooo of nonmetallic minerals other than fuels were produced. The mineral fuels have contributed 52.7 per cent of the entire mineral wealth produced over this period that has seen such tremendous industrial development in our Our As a matter of fact, our present industrial civilization has been made possible through the use of the

Jan 1, 1942

By James F. Watson, Jack L. Christian

The austenite to martensite solid state phase transformation in the 300 series austenitic stainless steels was studied over the temperature range of 788° to -423°F. The primary variables controlling this transformation are temperature, plastic strain, and chernical composition. Consequently, temperature effects were studied by measurements at 78", -100°, -320°, ad -423°F; plastic strain was controlled by cold-rolling the alloys varying amounts between 40 and 80 pet; and chemical compositions were varied by using 301, 302, 304 ELC, and 310 stainless steel alloys which exhibit varying degrees of austenite stability. The martensite contents of various alloys were correlated with several mechanical properties including yield and ultimate tensile strength, elongation, and notched tensile strength (Kt = 6.3). The yield and tensite strengths generally increased with increasing martensite content, but ) no correlation was observed between elongation and martensite content. The notched/un-notched ratio (Kt = 6.3) at -423°F exhibited a maximun at about 65 pct martensite. Attempts to correlate austenite stability (as measured by the Ms temperature) with both martensite content, and incremental increases in martensite content resulting from tensile testing were generally unsuccessful because the variable of cold Work could not be separated. As a result, only a general correlation of these variables was obtained. A (111) pole figure of austenite in a cold-rolled 301 stainless steel mas prepared an attempt to further investigate directionality as exhibited by mechan- ical properties. Yield strength was correlated with this pole figure, but ultimate and notched tensile strengths were not. 1 HE literature contains a wide variety of references pertaining to the austenite to martensite solid state phase transformation in austenitic stainless steel, see references 1 through 18. Discussions of the crystallography and kinetics of this transformation are given in references 2, 7, 8, 'and 11, while further discussions of austenite stability and hardening mechanisms are given in references 1, 3, and 10. Two important processing variables involved in this reaction are the degree of cold work and the temperature at which cold work is performed, and the nature of these effects are outlined in references 4 and 12, and 15 and 16 respectively. The latter two references deal primarily with cold rolling conducted at subzero temperatures. The effect of chemical composition on the austenite to martensite reaction was treated in detail by Eichelman and Hull, and they determined an equation for the M, temperature of this type of steel which included the effects of nickel, chromium, carbon, nitrogen, silicon, and manganese.5 Previous studies have shown that austenitic stainless steels of AISI types 301, 302, 304ELC, 310, and 301-N exhibit mechanical properties between 78" and -423"~ that are microstructure dependent, and the dependence of this microstructure on chemistry, temperature, tensile stress, and prior deformation is in general accord with previous investigations which have measured the effects of each of these variables on structure, or more specifically, the austenite-to-martensite transformation.lg The behavior of fully stable alloys, such as ATST type 310, at cryogenic temperatures is

Jan 1, 1962

By Ben Gumpertz

The important factors in any study of the screening of sand with a gravel envelope, as applied to use in oil wells, are: (I) sand size and shape, (z) gravel size and shape, (3) ratio of gravel size to sand size, (4) flow velocity, (5) viscosity of the fluid. Perhaps the first extensive investigation of the function of gravel in screening sand was performed by Coberly and Wagner,' from which the following conclusion was drawn: "The diameter of the largest grains in a single classified sand suitable for gravel packing is approximately 13 times the grain size at the ten-percentile analysis of the formation sample." ?;his applies to sands classified by Tyler screens and is for gravel grains of the maximum size that could be used to form a stable bridge. Field practice has shown that the screening effect of a given gravel for a given sand apparently varies with the flow velocity." Also, it has been assumed by some operators that the thickness of the walls of the gravel envelope surrounding the well has little effect upon the screening process. It is thought by others that a narrow envelope of gravel might form an ineffective screen. Thus the purposes of this work are: 1. To investigate the effect of gravel-sand size ratio upon screening action under the condition of varying flow velocities. 2. To investigate the effect upon screening action of varying the thickness of the gravel screen. 3. To investigate sand migration in the gravel screen and the effect of flow velocity and gravel size upon sand migration. Description of Apparatus In an attempt to reproduce field conditions for the purposes of this investigation, a flow tube was constructed, according to the manner of Urenj3 to represent a radial drainage segment of an oil sand. To arrive at the dimensions of the flow tube, a radial drainage segment of rectangular cross section was assumed to define an area of z sq. in. on the face of a well 6 in. in diameter. From this the dimensions of the segment were calculated out to a distance of 5 ft. from the face of the well. By computing cross-sectional areas at a number of sections along the rectangular segment and transforming these areas into the circular form, a drainage cone was obtained having everywhere the same cross-sectional area as the drainage element of rectangular cross section. To construct the apparatus, two sections of pipe of 7%-in. inside diameter, one 13 in. and the other 4 ft. long, were joined by a bolted flange. A mandrel having the dimensions of the drainage cone was centered in the pipe and a neat cement mixture was cast around it. A protective gasket was placed between the two sections of pipe so that the cement body could be separated at that point. When the mandrel was withdrawn a drainage cone was obtained (Fig. I).

Jan 1, 1941

By Ben Gumpertz

The important factors in any study of the screening of sand with a gravel envelope, as applied to use in oil wells, are: (I) sand size and shape, (z) gravel size and shape, (3) ratio of gravel size to sand size, (4) flow velocity, (5) viscosity of the fluid. Perhaps the first extensive investigation of the function of gravel in screening sand was performed by Coberly and Wagner,' from which the following conclusion was drawn: "The diameter of the largest grains in a single classified sand suitable for gravel packing is approximately 13 times the grain size at the ten-percentile analysis of the formation sample." ?;his applies to sands classified by Tyler screens and is for gravel grains of the maximum size that could be used to form a stable bridge. Field practice has shown that the screening effect of a given gravel for a given sand apparently varies with the flow velocity." Also, it has been assumed by some operators that the thickness of the walls of the gravel envelope surrounding the well has little effect upon the screening process. It is thought by others that a narrow envelope of gravel might form an ineffective screen. Thus the purposes of this work are: 1. To investigate the effect of gravel-sand size ratio upon screening action under the condition of varying flow velocities. 2. To investigate the effect upon screening action of varying the thickness of the gravel screen. 3. To investigate sand migration in the gravel screen and the effect of flow velocity and gravel size upon sand migration. Description of Apparatus In an attempt to reproduce field conditions for the purposes of this investigation, a flow tube was constructed, according to the manner of Urenj3 to represent a radial drainage segment of an oil sand. To arrive at the dimensions of the flow tube, a radial drainage segment of rectangular cross section was assumed to define an area of z sq. in. on the face of a well 6 in. in diameter. From this the dimensions of the segment were calculated out to a distance of 5 ft. from the face of the well. By computing cross-sectional areas at a number of sections along the rectangular segment and transforming these areas into the circular form, a drainage cone was obtained having everywhere the same cross-sectional area as the drainage element of rectangular cross section. To construct the apparatus, two sections of pipe of 7%-in. inside diameter, one 13 in. and the other 4 ft. long, were joined by a bolted flange. A mandrel having the dimensions of the drainage cone was centered in the pipe and a neat cement mixture was cast around it. A protective gasket was placed between the two sections of pipe so that the cement body could be separated at that point. When the mandrel was withdrawn a drainage cone was obtained (Fig. I).

Jan 1, 1941

By C. Willard Hayes

The determination of the question whether the Mayari and Moa mining-claims of the Spanish-American Iron Co. have been rightly denounced under the third section of the law of bases rests on the findings in the following questions of fact: 1. Is the mineral an iron-ore ? 2. Is the iron-ore a bog iron-ore ? 3. Is the iron-ore ocher ? 4. If ocher is present, can it be mined separately and independently of the iron-ore ? 1. Is the Mineral an Iron-Orb? Since the material is shown by a large number of analyses to contain from 41 to 50 per cent. of metallic iron and less than

Jan 1, 1912

By Fred W. Stiefel

This paper covers the operation and maintenance of Diesel locomotives underground on a portion of the Delaware River Aqueduct. † This part of the tunnel is 15 miles long, with shafts 14 ft. in diameter spaced about 5 miles apart. These shafts (2, 2a and 3) are 825 ft., 1551 and 840 ft. deep, respectively. The grade of the tunnel is almost level, except for the 12,100 ft. north of shaft 2, which has a grade of 2.31 per cent. The tunnel is circular, 17 to 19 ft. in diameter. It lies at a depth of 400 ft. below sea level, with a maximum overburden of 2400 feet. The tunnel driving was carried on in six headings, using 15 storage-battery locomotives, each of 13 gross tons and having a maximum speed of 8 miles per hour. The longest haul was 3 miles, which proved to be the maximum distance for which storage-battery locomotives could be employed economically for the amount of material to be moved. One locomotive was used for switching cars at each heading, one for switching cars at the bottom of each shaft and one on the main-line haul from the heading to the shaft. The maximum amount of material hoisted in one shaft from two headings when 104 ft. of tunnel was driven in 24 hr. was 1000 cu. yd., or about 2000 tons of rock in place. The total quantity excavated was 750,000 cu. yd. (1,500,000 tons of rock). The tunnel-lining operations using concrete presented a problem of hading a maximum distance of 5 miles in the tunnel. The concrete-placing equipment had a capacity of about 2000 CU. yd., or 4000 tons in 24 hours. Experience had shown that storage-battery equipment could not handle this quantity of material within the time required at the distance of 5 miles. Trolley-locomotive haulage was considered dangerous and expensive, and would cause interference because transmission equipment would be required. Therefore the performance of Diesel locomotives of 160 hp., with a speed of 18 miles per hour, in comparison with that of other types of locomotives, was studied. Choice of Locomotives In deciding upon the type of locomotive to be used for the 5-mile haul, four alternatives were considered, as follows: I. To purchase additional storage-battery locomotives with the necessary batteries over the 6 locomotives and 12 batteries available. 2. To convert the existing battery locomotives to the trolley type. 3. To purchase new trolley locomotives. 4. To purchase Diesel locomotives. Proposition No. i The 90-hp. storage-battery locomotives the (each weighing about 12 tons), when hauling a load of 64 tons, with a drawbar pull of about 1900 lb. on a level track, developed a speed of 8 miles per hour and could make five round trips in 8 hr. with a

Jan 1, 1943

By Fred W. Stiefel

This paper covers the operation and maintenance of Diesel locomotives underground on a portion of the Delaware River Aqueduct. † This part of the tunnel is 15 miles long, with shafts 14 ft. in diameter spaced about 5 miles apart. These shafts (2, 2a and 3) are 825 ft., 1551 and 840 ft. deep, respectively. The grade of the tunnel is almost level, except for the 12,100 ft. north of shaft 2, which has a grade of 2.31 per cent. The tunnel is circular, 17 to 19 ft. in diameter. It lies at a depth of 400 ft. below sea level, with a maximum overburden of 2400 feet. The tunnel driving was carried on in six headings, using 15 storage-battery locomotives, each of 13 gross tons and having a maximum speed of 8 miles per hour. The longest haul was 3 miles, which proved to be the maximum distance for which storage-battery locomotives could be employed economically for the amount of material to be moved. One locomotive was used for switching cars at each heading, one for switching cars at the bottom of each shaft and one on the main-line haul from the heading to the shaft. The maximum amount of material hoisted in one shaft from two headings when 104 ft. of tunnel was driven in 24 hr. was 1000 cu. yd., or about 2000 tons of rock in place. The total quantity excavated was 750,000 cu. yd. (1,500,000 tons of rock). The tunnel-lining operations using concrete presented a problem of hading a maximum distance of 5 miles in the tunnel. The concrete-placing equipment had a capacity of about 2000 CU. yd., or 4000 tons in 24 hours. Experience had shown that storage-battery equipment could not handle this quantity of material within the time required at the distance of 5 miles. Trolley-locomotive haulage was considered dangerous and expensive, and would cause interference because transmission equipment would be required. Therefore the performance of Diesel locomotives of 160 hp., with a speed of 18 miles per hour, in comparison with that of other types of locomotives, was studied. Choice of Locomotives In deciding upon the type of locomotive to be used for the 5-mile haul, four alternatives were considered, as follows: I. To purchase additional storage-battery locomotives with the necessary batteries over the 6 locomotives and 12 batteries available. 2. To convert the existing battery locomotives to the trolley type. 3. To purchase new trolley locomotives. 4. To purchase Diesel locomotives. Proposition No. i The 90-hp. storage-battery locomotives the (each weighing about 12 tons), when hauling a load of 64 tons, with a drawbar pull of about 1900 lb. on a level track, developed a speed of 8 miles per hour and could make five round trips in 8 hr. with a

Jan 1, 1943

By F. S. McNicholas

IN the writer's opinion the term "block caving" has been rather loosely applied to a general principle of mining, and therefore detailed classification of caving methods and draw, together with the characteristics required for each method, will fill a desired need. Selection of caving method should be made only after a study of all governing conditions, such as size of orebody, lateral and vertical extent of ore-body, attitude, treatment demands, possible resultant pressures, and cost and profit comparison of methods. Successful caving methods can be classified under six main headings: (1) Full-protected block caving, (2) semi-protected block caving, (3) unprotected block caving, (4) full-panel caving, (5) half block-panel caving, (6) block-panel caving. The methods and factors governing choice of method are shown in Table I. Full-protected Block Caving Full-protected block caving consists of develop-ing, undercutting, and drawing to exhaustion a block of ore of predetermined size without coordination of mining or draw with adjoining areas. The block is mined and drawn as an independent unit (Fig. 1). Full-protected block caving demands that mining and draw cannot be done against unconsolidated capping in adjoining caved and exhausted blocks. Two sides of block are against solid. Caved capping must be allowed to consolidate for a suitable period, usually not less than one year. Pillars may be left in lieu of consolidated capping (Fig. 2). The advantages of full-protected block, caving are: (1) A definite area is developed, mined, and drawn as a unit so that all work may be completed, the block drawn to exhaustion in the minimum length of time, and the area then abandoned. (? Production is not restrained because of coordina1, on with adjoining areas. (3) Records of draw and caved reserve of ore are good. Upon abanwnment of the block, accountability for production is closed out with no carry-over to adjoining areas. The disadvantages of full-protected block caving are: (1) Side dilution from the draw adjacent to the consolidated capping may be serious, particularly where capping does not consolidate sufficiently in the allotted time. (2) Boundary weakening is needed on the solid sides of the block except in weak rocks. (3) Maximum cantilever and compression effect to aid caving and fragmentation may not be secured since the draw should proceed from the solid to the consolidated capping to minimize side dilution. However, undercutting from the loose (caved capping) to the solid with a slight initial draw in the same manner will develop cantilever effect. (4) A period of at least one year, more is usually desirable, must be allowed for caved capping ,to consolidate before mining the adjoining block, depending upon the characteristics of the capping. (5) Capping may not consolidate sufficiently in the time that can be allowed. Full-protected block caving is indicated where: (1) The ground is weak and heavy and workings

Jan 1, 1952

By Orville R. Lyons, A. C. Richardson

DURING the past few years there has been a growing demand by coal operators for detailed information about the performance characteristics of the various dryers now being manufactured, preferably in such a form that the information could be used to determine the type of dryer best suited to a particular drying problem. A few operators have been desirous of going even further, because they are of the opinion that present-day dryers are not properly designed and that fundamental studies of dryer design should be undertaken. This growing demand for a method of dryer evaluation and the indicated need for fundamental research resulted in the sponsorship by Bituminous Coal Research, Inc. of a project at Battelle Memorial Institute to investigate the thermal drying of coal. In investigating this problem, the most feasible method of attack appeared to be a survey of active operations to determine the present status of the thermal drying of coal. Data were obtained, usually by actual plant tests with the cooperation of the various preparation engineers and their staffs, for Q screen-type dryers, 8 rotary- type dryers, 3 continuous-pallet-type dryers, 2 flash-type dryers, I tray-type dryer, and I cascade-type dryer. The testing program provided: (I) data for 24 coal- drying operations, (2) information about dried, (3) information about the previous treatment that the coal had received, and (4) information about operating costs. The data obtained through the dryer survey and relationships determined from the data make it evident that all of the types of dryers included in the survey can be operated with the same degree of effectiveness if each type of dryer is used to dry the sizes of coal for which it is best suited. It should be noted that it is usually undesirable and often impossible to dry different sizes of coal in one type of dryer. By use of the data in the report, any prospective dryer user, having determined the surface moisture percentage and screen- size analysis of the coal to be dried, the tons of water to be removed per hour, and the final surface moisture percentage desired, should be able to determine with a fair degree of accuracy: (I) the difficulty of the drying problem, (2) the approximate cost of drying, (3) the required dryer inlet gas temperature and volume and exhaust gas temperature and volume, (4) the type of dryer to use, and (5) the size of dryer required. The method of testing the dryers and determining the difficulty of drying can be used by operators already having dryers to check the performance of their particular dryer and determine whether they are operating effectively. Considerably more information was obtained from the survey of thermal drying than was anticipated when the survey was first considered. However, a great deal of work still remains to be done in the field

Jan 1, 1948

By L. G. Evans, W. W. Simpson, W. A. McKinney

In conventional dump leaching of strip wastes from open-pit porphyry mining operations, many years are required to extract a fraction of the copper from the contained sulfide minerals. Furthermore, none of the molybdenum, gold, or silver is recovered by current leaching practices. Because the copper sulfide minerals and molybdenite generally are distributed in the minute fractures throughout the host rock, the mineral values tend to concentrate in the finer fraction of the strip material. This suggests the possibility of segregating the enriched fines in as-produced or coarsely crushed strip wastes for blending with the ore grade flotation mill feed. In the past, extra handling or crushing of mine wastes to enable better leach extraction has been deemed uneconomical. However, recent articles on mobile crushing plants and conveyor haulage systems indicate possible cost improvements for these techniques over conventional truck haulage of ore and mine wastes. Another potential benefit from removal of the fines from copper-bearing mine waste derives from the increased permeability of the coarse dump material to leach solutions and air. Better permeability should result in faster oxidation of the sulfide minerals, less channeling of leach solutions, and fewer perched solution tables caused by compacted fines. Therefore, in addition to the metal values recovered by flotation, higher copper recoveries by leaching also might be achieved. The Salt Lake City Metallurgy Research Center of the U.S. Bureau of Mines undertook an investigation to determine the feasibility of removing enriched fines from strip waste material for separate treatment by froth flotation for early recovery of part of the copper, molybdenum, gold, and silver. Percolation leaching tests were made on mine-run and sized fractions of the dump material to determine the effect of fines removal on copper extraction. Samples Tested Three 10-ton samples of copper sulfide-bearing mine waste were obtained for the investigation. Partial chemical analyses of the samples are given in [Table 1] and the consolidated results of detailed screen analyses made on the samples are given in [Table 2]. The -1/4-in, fine fractions contain from 16 to 32% of the copper and 19 to 40% of the molybdenum in 11 to 18% of the total waste. The samples also were crushed to -3 in. to determine the feasibility of crushing to obtain a higher distribution of the metal values in an enriched fine fraction while providing a more leachable coarse fraction that could be transported by a conveyor system to a dump. The -%-in. fine fractions screened from the crushed mine waste were almost identical in grade to the natural fines. From 2 to 4% more1/4-in. fines were produced by crushing to -3 in. Copper distribution was increased by about 3% over that in the natural fines, while molybdenum distribution was increased by about 10%. The -1/4-in. fines screened from the mine-run and crushed strip waste were almost as high in grade as the ore being treated at the mills. In addition, the fines

Jan 1, 1974

By Fred W. Stiefel

THIS paper covers the operation and maintenance of Diesel locomotives underground on a portion of the Delaware River Aqueduct.[t] This part of the tunnel is r5 miles long, with shafts 14 ft. in diameter spaced about 5 miles apart. These shafts (2, 2a and 3) are 825 ft., 1551 and 840 ft. deep, respectively. The grade of the tunnel is almost level, except for the 12,100 ft. north of shaft 2, which has a grade of 2.31 per cent. The tunnel is circular, 19 to 19 ft. in diameter, It lies at a depth of 400 ft. below sea level, with a maximum overburden of 2400 feet. The tunnel driving was carried on in six headings, using 15 storage-battery locomotive each of 13 gross tons and having a [inum] speed of 8 miles per hour. The longest haul was 3 miles, which proved to be the maximum distance for which storage-battery locomotives could be employed economically for the amount of material to be moved. One locomotive was used for switching cars at each heading, one for switching cars at the bottom of each shaft and one on the main-line haul from the heading to the shaft. The maximum amount of material hoisted in one shaft from two headings when 104 ft. of tunnel was driven in 24 hr. was 1000 cu. yd., or about 2000 tons of rock in place. The total quantity excavated was 950,000 cu. yd. (1,500,000 tons of rock). The tunnel-lining operations using con¬crete presented a problem of hauling a maximum distance of 5 miles in the tunnel. The concrete-placing equipment had a capacity of about 2000 cu. yd., or 4000 tons in 24 hours. Experience had shown that storage-battery equipment could not handle this quantity of material within the time required at the distance of 5 miles, Trolley-locomotive haulage was considered dangerous and expensive, and would cause interference because transmission equipment would be required. Therefore the performance of Diesel locomotives of 160 hp., with a speed of 18 miles per hour, in comparison with that of other types of locomotives, was studied. CHOICE OF LOCOMOTIVES In deciding upon the type of locomotive to be used for the 5-mile haul, four alternatives were considered, as follows: I. To purchase additional storage-battery locomotives with the necessary batteries over the 6 locomotives and 12 batteries available. 2. To convert the existing battery locomotives to the trolley type. 3. To purchase new trolley locomotives. 4. To purchase Diesel locomotives. PROPOSITION No. I The go-hp. storage-battery locomotives available (each weighing about 12 tons), when hauling a load of 64 tons, with a drawbar pull of about 1900 lb. on a level track, developed a speed of 8 miles per hour and could make five round trips in 8 hr. with a

Jan 1, 1942

[Trans. No,PlaceDate Vol. Page1 1. Wilkes-Barre, Pa*May, '71 13 2, Bethlehem, Pa Aug., '71110 3, Troy, N. Y Nov., '71.. 113 4. Philadelphia, PaFeb,, '72.. 117 5, New York, N, Y.*May, '72,, 120 6. Pittsburgh, Pa Oct,, '72,, 125 7. Boston, Mass Feb,, '73.. 128 8. Philadelphia, Pa,*May, '73., 23 9. Easton, PaOct., '73., 27 10. New York, N, Y Feb., '74,, 211 11. St. Louis, Mo,*May, '74.. 33 12, Hazleton, PaOct., '74., 38 13, New Haven, ConnFeb., '75., 315 14. Dover, N. J,*May, '75.. 43 15, Cleveland, 0Oct,, '75,, 49]

Jan 1, 1928

By Ernest N. Patty, Sherwin F. Kelly

The present case history deals with the examination of an almost forgotten nickel prospect, near Winesap, Chelan County, Washington. Although the final results yielded no ore body of commercial importance, the integration of surface and underground exploration, geophysical survey and diamond drilling endow the story with interest. The program is significant because it is illustrative of how the most disappointing expenditures in mining exploration, the "not-finding" costs, could have been reduced had geophysical methods been applied at an appropriate stage in the prospecting work. The Chelan nickel deposit was discovered about 1900, on a sage-brush-covered hillside with a southerly slope, adjacent to Winesap Canyon; the paved highway now extending from Wenatchee northward, up the Columbia River and into Okanogan Valley, is only a mile away. After the deposit was found, three short prospect tunnels were driven into it, and the prospect then remained dormant for 40 years. No. x tunnel was 80 ft. long, running north into the hillside. For the first 35 ft. this adit exposed a typical, iron-stained gossan with streaks and stains of malachite, and small seams of water-soluble nickel sulphate. Beyond this, it encountered a relatively fresh peridotite, well mineralized with blebs of pentlandite. Systematic sampling yielded an average assay of 1.5 per cent nickel and 0.3 per cent copper. Down the hillside to the south and 35 ft. lower in elevation, No. 2 tunnel was driven under No. I and in the same direction, traversing 50 ft. of gneiss before it reached the peridotite. At this point the latter formation showed only scattered blebs of sulphides, not of commercial grade. To the west, on the same contour line as No. I tunnel, and 800 ft. around the hillside from it, No. 3 tunnel was driven 50 ft. into the hill to explore a strong gossan outcrop that assayed 0.5 per cent nickel (Fig. I). From the geological exposures on the hillside and in the tunnels, it appears that the main mass of the hill is formed of an ancient and altered gneiss complex. Into this, a sill-like injection of amphibolite (altered peridotite) was intruded, which, at least in some places, contains commercial quantities of nickel sulphide. Its structure is obscure, but it appears to dip into the hill at an angle of about 15°. In the vicinity of No. 3 tunnel a large dike of quartz diorite cuts the peridotite or amphibolite; about 140 ft. north of the portal of the tunnel, a dike of andesite 00 ft. wide cuts boldly up the hillside to break the continuity of the peridotite in that direction. The geological evidence available was not adequate to decide whether the peridotite forms a continuous sill, or occurs as isolated bodies in the gneiss. Not all of this peridotite carries commercial amounts of pentlandite, but if the mineral-

Jan 1, 1946

By Ernest N. Patty, Sherwin F. Kelly

The present case history deals with the examination of an almost forgotten nickel prospect, near Winesap, Chelan County, Washington. Although the final results yielded no ore body of commercial importance, the integration of surface and underground exploration, geophysical survey and diamond drilling endow the story with interest. The program is significant because it is illustrative of how the most disappointing expenditures in mining exploration, the "not-finding" costs, could have been reduced had geophysical methods been applied at an appropriate stage in the prospecting work. The Chelan nickel deposit was discovered about 1900, on a sage-brush-covered hillside with a southerly slope, adjacent to Winesap Canyon; the paved highway now extending from Wenatchee northward, up the Columbia River and into Okanogan Valley, is only a mile away. After the deposit was found, three short prospect tunnels were driven into it, and the prospect then remained dormant for 40 years. No. x tunnel was 80 ft. long, running north into the hillside. For the first 35 ft. this adit exposed a typical, iron-stained gossan with streaks and stains of malachite, and small seams of water-soluble nickel sulphate. Beyond this, it encountered a relatively fresh peridotite, well mineralized with blebs of pentlandite. Systematic sampling yielded an average assay of 1.5 per cent nickel and 0.3 per cent copper. Down the hillside to the south and 35 ft. lower in elevation, No. 2 tunnel was driven under No. I and in the same direction, traversing 50 ft. of gneiss before it reached the peridotite. At this point the latter formation showed only scattered blebs of sulphides, not of commercial grade. To the west, on the same contour line as No. I tunnel, and 800 ft. around the hillside from it, No. 3 tunnel was driven 50 ft. into the hill to explore a strong gossan outcrop that assayed 0.5 per cent nickel (Fig. I). From the geological exposures on the hillside and in the tunnels, it appears that the main mass of the hill is formed of an ancient and altered gneiss complex. Into this, a sill-like injection of amphibolite (altered peridotite) was intruded, which, at least in some places, contains commercial quantities of nickel sulphide. Its structure is obscure, but it appears to dip into the hill at an angle of about 15°. In the vicinity of No. 3 tunnel a large dike of quartz diorite cuts the peridotite or amphibolite; about 140 ft. north of the portal of the tunnel, a dike of andesite 00 ft. wide cuts boldly up the hillside to break the continuity of the peridotite in that direction. The geological evidence available was not adequate to decide whether the peridotite forms a continuous sill, or occurs as isolated bodies in the gneiss. Not all of this peridotite carries commercial amounts of pentlandite, but if the mineral-

Jan 1, 1946

By Murray F. Hawkins, Marion L. Kimmel

sage' appears to have been the first (1933) to design a rolling ball viscosimeter for the express purpose of measuring the viscosity of oils with natural gas in solution, i.e., under reservoir conditions. In 1940 Hocott and Buckley' further refined the rolling ball instrument in both design and method of operation, and their instrument, known as the Humble type, was the forerunner of present day viscosimeters used in petroleum production and research laboratories. They also initiated the technique of charging the viscosimeter with a sample directly from a bottom hole sampler. In 1948 the committee on engineering research 01 the Petroleum Division of the AIME in Part 3 (1) of

Jan 1, 1955