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By Charles A. Lindberg

Mobile cranes on tires are perhaps the most important accessory in truck-haulage pits. They usually are of 20-ton capacity at short radius and with outriggers but have considerable overload capacity. Standard booms are 30 ft but have 10-ft extensions with which they are usually operated. Cranes have two engines, both originally gasoline, but 150-hp Diesel engines have been found more reliable for the propulsion motor, the 100-hp gasoline motors being retained for hoisting. Pro- visions are made for dropping the ballast counter- weight to reduce axle weights to legal limits for highway travel. The weights are carried on a regular truck or are transported on an extra trailer axle behind the crane. Tractors-Probably equalling the cranes in usefulness are the track-laying tractors which are used to prepare roads and other surfaces, to clean up at the shovel, and for dozing on stripping dumps. A new type of tractor mounted on rubber tires has been tried out on the Mesabi Range for the past year and a half. The advantage of this design is its mobility which makes it capable of taking care of the spill at the shovel and then running to the dump to clean up. Alternating between these two jobs, it relieves heavy tractors that can be used to better advantage on heavier work that does not require so much traveling. This tractor can travel at speeds of 12 to 13 mph and is designed to facilitate repair of the expendable parts. Weaknesses have developed in the internal construction which have seriously marred the performance record of this unit, but when used within its capacity it is quite successful.

Jan 1, 1949

By Charles A. Lindberg

It will be generally agreed that the most important accessory to a rail haul operation is the railroad type locomotive crane. The oldest and still most common type is the steam crane, a self-contained steam power plant, coal fired, complete with boom and hoisting machinery and mechanical drive capable of propelling the unit on its own power at speeds up to 15 mph on the level, and hauling, if necessary, a car for transport of the objects being handled. Usually, for greater mobility and safety, this crane and flatcar are moved around the pit by a switcher locomotive. Crane capacities range from 25 to 40 tons, these loads being handled with the shortest radius of boom and with outrigger. Boom lengths are 55 to 60 ft long, usually with heavy lift main blocks at 40 ft boom lengths. Lifting capacities with booms at maximum radius are approximately 20 % of maximum rating. Free capacities, namely without outriggers, range from 65 (at minimum radius) to 55% (at maximum radius) of the above capacity values.

Jan 3, 1950

AT the session on mine ventilation on Oct. 8, 1926, held in connection with the. autumn Institute meeting at Pittsburgh, there was considerable dis-cussion of the use of auxiliary fans in coal-mine ven-tilation, and before adjourning the following resolu-tion was passed: "Resolved, that we, as a Committee, in consideration of the increasing and widespread use of auxiliary fans iii coal mines deplore the fact that they are often used without adequate knowledge of their limitations and dangers."

Jan 2, 1927

Electrical requirements in surface mining can be divided into three categories: main substation, plant power, and pit distribution. A main substation may vary from a 500-kva transformer supplying 480-v power to motor-driven pumps and conveyors, to a 50,000-kva substation serving a large beneficiation plant or a large strip mining operation. Regard- less of size, it should be designed with the realization that a failure of the main substation will totally shut down the operation. Location of a main substation usually is a compromise between expense of running the incoming high-voltage transmission lines and the voltage drop of long secondary runs. Based on a geological survey for immediate and future areas of excavation, the main substation should be located as near to the center of load as possible.

Jan 10, 1967

By Robert Greenwood

The advent of the space age and its promise of interplanetary flight has prompted new ideas for propulsion systems that will allow maximum energy with minimum fuel weight. The use of cesium as the source of energy for such rocket flights has been found desirable. Theoretical efficiency of a rocket fuel is measured in terms of specific impulse, defined as the number of pounds of thrust per pound of propellant consumed per second. Specific impulse is usually expressed in seconds (the number of seconds for which one pound of fuel would produce one pound of thrust) although it is really a measure of total energy, not of power. The most sophisticated chemical fuels have a specific impulse of 300 to 400 sec; liquid hydrogen heated by nuclear reactor has a specific impulse of 1000 to 1200 sec. Specific impulses as high as 20,000 sec, however, are theoretically attainable with the ion rocket, in which free cesium ions are accelerated across a voltage drop and ejected at high velocity.' Characteristics of the system have been sketched by Boden. The desirable properties of an ion propellant are: 1) low ionization potential, 2) low boiling point, and 3) high atomic weight. Alkali metals best fulfill these requirements, and Table I indicates the superiority of cesium. The use of heavy complex ions such as UCl; is ruled out by their instability and other disadvantages.

Jan 5, 1960

By William Romanoff

As you are no doubt aware, virgin copper, tin and zinc are strategic metals today and little, if any, is available in the manufacture of brass and bronze ingots. The source of alloys used in the manufacture of implements of war are, therefore, from ingots made almost exclusively from the refining of available scrap. It is amusing to hear of the unusual physical properties of various alloys because they mean nothing unless the foundryman is able to produce good sound castings. A discussion therefore means little unless something is said about the relative foundry practice of the various brass and bronze alloys. Among the factors that influence the quality of castings produced are: (I) improper gating, (2) wrong pouring temperatures, (3) poor sand conditions, (4) bad melting practice, (5) faulty pattern equipment, (6) metal. It seems to be the consensus of opinion that about 95 per cent of defective castings can be attributed to the first three causes. Metal while a source of trouble at times, is probably the least responsible for foundry difficulties. As you all know, a molder never makes a bad mold. His first thought is to blame the "damn" metal as this is the path of least resistance. Let's consider the "damn" metal and how it is made. In the manufacture of ingot, scrap is collected at various sources and is shipped to the refiner either directly or through the scrap dealer or broker. It is usually sorted, although not always. In working toward a specified chemical analysis, weighed amounts of various grades of scrap metals are melted, and then oxidized by blowing air through the molten bath to rid the metal of detrimental impurities or reduce them to within specification limits after which they are skimmed off with the aid of some added fluxes. The bath of metal is then poled with wood, chemically tested before and after additions are made to bring it up to required specifications, and finally poured into ingots, after which a final chemical and physical examination is made. As mentioned above, the impurities have either been eliminated or reduced to the point where they meet the specifications of all Government Agencies or Technical Societies. Therefore, why worry as to whether castings are to be made from strategic virgin metals or secondary ingots from available scrap. Tests have continuously been made and it is a proven fact that physical properties are no better from virgin metals than from secondary ingots of the same composition. It is definitely more fool-proof to make castings from secondary ingot than from virgin metals because if an error is made in weighing the copper, tin, lead or zinc of the latter, the analysis is off balance. If an error is made in weighing secondary ingots, you merely have more or less metal but the analysis remains constant. Furthermore, when pure copper is melted. it is susceptible to reducing gases as well as oxides. Secondary ingot is already alloyed with natural deoxidizers such as zinc, etc., and the volatilization of the latter also tends to eliminate reducing gases mechanically.

Jan 1, 1943

By W. E. D. Stokes

The faster that aircraft fly the sooner some new and stronger material must be found to take the place of the present aluminum alloy used in all-metal planes. Experts of the National Advisory Committee for Aeronautics. in studying hi-speed aircraft, are convinced that the present all-metal plane, of semi-monocoque, aluminum alloy construction, is not the ultimate in aircraft design. Magnesium alloys and steel are under consideration.

Jan 1, 1942

By Theodore Marvin

FOLLOWING the receipt of questionnaires from many parts of the world, the Aviation Committee is completing a review of the use of aviation in mining and petroleum operations. The summary of this study should be available at the 1937 Annual Meeting in New York City, at which time several papers will be presented on specific application of aerial geologizing. From the reports received, there is little question that this air branch of mining is here to stay. Of course, the transportation of personnel arid material continues to merit attention but it is in the division of aerial geologizing that flying is finding its widest, most technical application.

Jan 1, 1937

By W. E. STOKES

COMPANIES operating airplanes have had a relatively prosperous year, permitting them gradually to re- place old types of equipment. The pre-eminence of American-made planes, engines, and accessories has been challenged, either by foreign designs or by domestic patterns that have, for one reason or another. been licensed for manufacture abroad.

Jan 1, 1938

By W. E. D. Stokes

WHEN history is written, the year of the blitzkrieg will go down as giving aviation its greatest impetus. No perceptible drop in military business, even with cessation of hostilities abroad, seems likely. The combined air force of the U. S. Army and Navy on July 1 was approximately 5000 planes, as against 50,000 planes currently discussed as necessary. Observers at the fronts are giving designers and metallurgists back home some realistic ideas to shoot at. As conventional runways reveal the location of airports to enemy raiders, operating bases are now masked. Difficult, often muddy and rough landing strips, requiring strong landing gears and exacting take-off and maintenance characteristics, are the specifications of war. This is "old stuff" to numerous mining operators in mountainous jungle areas where gradients up to 8 per cent are in more or less common use in such mountain landing fields. Although airplane building is not readily adaptable to assembly-line methods, a trend towards mass productions is now in evidence. Incidentally, a U.S. Army "Curtiss P-40" requires about 10,000 man hours of work to complete and is tied together with 75,000 rivets. During the past year a number of aircraft factories adopted the "shot-

Jan 1, 1941

By W. E. STOKES

SOME extension of flying service to the mining industry occurred in 1938, particularly in Canada, where freighting activity radiated from Edmonton into the new northern mining districts. Again the airplane demonstrated its usefulness in getting new equipment rapidly into the field and in decreasing shutdown time while waiting for repairs. An 18-ton Caterpillar tractor with shovel attachment was disassembled, brought in by plane, and placed in operation at Berens River, Ont., within seven days after its de- livery at Winnipeg. At Central Patricia a mill breakdown required the replacement of a full mill head and trunnion with ball bearings, weighing 2700 lb. The Canadian Airways Junkers, termed the "flying boxcar," was called in from Yellowknife, 1300 mi. away, and the new installation was completed three days later.

Jan 1, 1939

By W. E. STOKES

A GENERAL extension and appreciation of the stereocartographic principle of precise mapmaking is evident. Under the stimulus of war, many radical improvements in aerial photography, and in airplane and motor con? struction are indicated for the future. A survey of advanced military designs points to the conclusion that the familiar radial motor is destined for oblivion under the impact of the inverted "V" type.' The latest German inverted "V" design of 1000 hp. is 68 in. long whereas British and American motors of the same power are 72 and 94 in. respectively, suggesting a horsepower-weight efficiency ratio in favor of the former. Application of the pressure cooling principle has made possible the development of in-line air? cooled engines which offer many advantages, such as small frontal area, unobstructed vision for the pilot, freedom from vibration because rotative speeds are not limited by fundamental unbalance of reciprocating parts, freedom from excessive bearing loads, and less weight per horsepower.

Jan 1, 1940

By Tkeoclore Marvi

IT is singular that an industry quite the antithesis of flying should record tremendous strides in the utilization of aviation through- out the entire depression period, .while in the same years private interests lagged and airplatie manufacturing plants closed to such an extent that he purchase of new planes of certain types was practically impossible. Though receiving little notice from aviation publications and national associations, this use of the airplane progressed by sheer merit. It saved money, conserved energies, and made minutes in the air the equal of weeks on foot or water. The advent of aviation into mining and petroleum operations dates back many years, yet it \vas not until the depression that this new facility of the mineral industry was put on its proper economic basis. There, by its possibilities for saving effort, time, and money, it takes its place equally with other great technical advances in nietl

Jan 1, 1934

By A. Filers

IN a former paper on Western Smelting Works, I mentioned the great difficulty of obtaining accurate information in regard to the economy of the processes in practice ; and to-day, although nearly two years have elapsed since my former paper was written, I am sorry to say that very little improvement has taken place in the keeping of accounts, and in the direction of a more systematic management in the majority of these works. But I am quite certain that by this time even the most sanguine furnace managers must have become convinced, from the experience of the last year, that somewhere in their processes there are enormous losses. Rates for the purchase of ores in 1873 were not as high as they were in former years in certain parts of the country ; labor was no higher than formerly ; the demand for unparted lead was good throughout the year, with the only exception of the time of the panic, in the fall of 1873; yet there are, of between 40 and 50 works, not more than two or three in Utah and Nevada to-day, that have paid a reasonable interest on the capital invested.

Jan 1, 1875

By Wilbur I. Duvall, James F. Devine

7.4-1. Introduction. Ever since explosives were discovered and developed for mining purposes, there has existed the problem of determining what effect the air and ground vibrations resulting from blasting have on structures of various types. This problem is especially acute for surface operations such as open pit mines, quarries, and construction projects that are in the proximity of residential districts, scientific laboratories, or other vibration-sensitive structures. Because the general public is directly involved in the blasting vibration problem, it has been of major concern to local, state, and federal governments, as well as to mining and construction companies, explosive manufacturers, insurance companies, and scientific investigators. Consequently, many investigations have been conducted, both in this country and abroad, on the effects of air and ground vibration on residential and other structures. E. H. Rockwell made some of the first studies in this country on the vibrations produced by blasting and the effect that these vibrations have on structures (18). In his publications, he stressed the need for measuring the vibrations from quarry blasting in order to establish the level of vibration as a function of charge size and distance. The concept of a damage criterion for structures was developed shortly thereafter, and a displacement of less than 0.03 in. was considered safe. During the period from 1939-1942, the Bureau of Mines conducted an extensive investigation on the problem of seismic effects of quarry blasting. This work, summarized in Bulletin 442 (20) was the first major effort for establishing damage criteria for residential structures based on experimental data. An acceleration of less than 0.1 g was considered safe, 0.1 to 1.0 g was caution, and greater than 1.0 g was damage. This work

Jan 1, 1968

MAJOR AWARDS JAMES DOUGLAS GOLD MEDAL 1960-Augustus B Kinzel "For outstanding contributions and inspiring leadership in the field of electrolytic and electrothermic winning of nonferrous metals and for his notable administrative ability " BENJAMIN F FAIRLESS AWARD 1960-Charles McElroy White "His ability, energy and determination in starting the top-pressure blast furnace and foresight in providing it with prepared burdens have created the world's dominant metal producer " HAL WILLIAMS HARDINGE AWARD 1960-Samuel H Dolbear "Eminent mineral consultant and engineer-first chairman, Industrial Minerals Division of AIME-first editor, 'Industrial Minerals and Rocks'-for the improvement and increase of industrial mineral knowledge "

Jan 1, 1960

By Robert J. Alberts

Our shop started up in April of 1969, and during its 8th month of operation produced over 300,000 tons. Production continued to increase, and by January of 1970 tonnage rates significantly above 300,000 tons per month were being realized. Ours is a three vessel shop, producing 200 ton heats, with a normal grade breakdown indicating more than one half semi-killed carbon steel, with the balance distributed over rimmed and capped steel, alloy steel, killed carbon, and special killed drawing quality steel. The recent christening of a continuous billet caster has dictated that close to a quarter of our liquid steel be delivered to the caster.

Jan 1, 1972