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Discussion of the paper of O. P. Hood, presented at the Pittsburgh meeting, October, 1914, and printed in Bulletin No. 94, October, 1914, pp. 2607 to 2611. R. V. Norris, Wilkes-Barre, Pa.-I have had a little experience with gasoline locomotives and I want to indorse very strongly Mr. Hood's point with regard to the danger of carbon monoxide poisoning. I think .the terrible danger is not fully realized. I was foolish enough some time ago, in investigating a gasoline locomotive, to attempt to walk out of the mine entry behind it, and for several days I felt very seriously the carbon monoxide effects. The use of gasoline locomotives ought to be confined to mine entries where there is a very large amount of air. One of the grave dangers is their great convenience and the temptation to run them into chambers for just a few moments to get a car or two. GEORGE S. RICE, Pittsburgh, Pa.-Apparently one of the great dangers is in the style of the gasoline engine. When my attention was. first directed to the type of gasoline locomotives which I saw in the foreign mines-France, Belgium, and Germany, I was most favorably impressed with them, and they have given no trouble on account of fumes, so far as I could learn. Large numbers of them were being used, but all were of small capacity, and of a kind in which the speed control is by a governor of the hit-or-miss type, the engine running continuously. Their power capacity was very low, if I remember correctly it was not over 4 or 5 h.p., but they were used under favorable conditions where the grades in the mines were slight, since the entries or tunnels bad a slight grade in favor of-the load, making about the same pull for the empties against the grade as for the load with the grade. I understand the hit-or-miss valve arrangement enables a setting that will give more perfect combustion than can be insured with the valve controlled by the operating man, as in the automobile type of valve and engine used in this country. Apparently the European type of locomotive does not have the capacity to permit use under the conditions existing in this country, where most of our entries or tunnels have variable grades and long heavy trips of mine cars are used.

Jan 4, 1915

By Henry S. Drinker

The Musconetcong tunnel is situated in New Jersey, near the line of the Central Railroad of New Jersey, about twelve miles from Easton, on the Easton and Amboy Railroad, the latter being the extension of the Lehigh Valley Railroad to tide-water. Up to the present time, the terminus of the Lehigh Valley Railroad has been at Phillipsburg, N. J., opposite Easton, passengers connecting there with New York by the Morris and Essex (D. L. and W.) and New Jersey Central lines; freight and coal being forwarded by the Morris and Essex to tide-water at Hoboken, and by the Central Railroad to Elizabethport and Port Johnson ; also, by the Belvidere and Delaware connections through Trenton to South Amboy.

By Henry S. Drinker

THE Musconetcong tunnel is situated in New Jersey, near the line of the Central Railroad of New Jersey, about twelve miles from Easton, on the Easton and Amboy Railroad, the latter being the extension of the Lehigh Valley Railroad to tide-water. Up to the present time, the terminus of the Lehigh Valley Railroad has been at Phillipsburg, N. J., opposite Easton, passengers connecting there with New York by the Morris and Essex (D. L. and W.) and New Jersey Central lines; freight and coal being forwarded by the Morris and Essex to tide-water at Hoboken, and by the Central Railroad to Elizabethport and Port Johnson ; also, by the Belvidere and Delaware connections through Trenton to South Amboy.

Jan 1, 1875

By Persifor Frazer

The following notes on the Whopper and adjoining mines in the Gunnison district of Colorado mere made in the spring of this year. The time chosen for the author to visit the region was, unfortunately, the most unfavorable of an exceptionably unfavorable year. About the middle of May all the hill slopes, which at this period of the pear are generally covered with pasture, were thickly covered with snow. The unusually large precipitation of this Tear caused loacal mountain torrents at every few hundred feet, which wore away the oft foothills into gulches, gouged great chasms out of the roads, and transformed miles of usually dry soil into dangerous quagmires. Travel was totally interrupted for weeks, except on horseback or afoot, and even then with great difficulty and some danger. The Whopper mine is situated on the Whopper Mountain, about two miles from the headwaters of Rock Creek, and on the right hank of that stream. The Whopper Creek flows into Rock Creek horn the east, and, by a precipitous descent, offers excellent facilities for its utilization as a source of power. This stream, which pours past the picturesque Whopper Cabin about thirty tons of water a minute, has a fall of 100 feet in 400 yards, and is said to be a stream of some size, even at the seasons of the year when drought prevails. The Whopper claim extends down the hill a distance of about 250 feet to its intersection with the Whopper Creek (on the other side of which is a small tunnel on its extension called the "Teller") and over the steep hill northwest to the limits of the claim about 1250 feet. The part of the mountain in which this mine is situated is remarkable for its splendid forest, the spruce, fir, and quaking asp covering the mountain-sides with a green growth of valuable timber. The distance from Gothic City to this mine is about eight miles along the valleys of East River and Rock Creek, and on the divide which separates them. The elevation of Gothic City is given from the engineer's notes as 9500 feet above sea-level, and the mean of several observations with a Beck watch-barometer made the elevation of Whopper Cabin (which is about fifteen feet above the floor of the Whopper upper tunnel) about 1260 feet above Skiles's Cabin in Gothic City. The record of this instrument must, how-

Jan 1, 1881

By Persifor Frazer

THE following notes on the Whopper and adjoining mines in the Gunnison district of Colorado were made in the spring of this year. The time chosen for the author to visit the region was, unfortunately, the most unfavorable of an exceptionably unfavorable year. About the middle of May all the hill slopes, which at this period of the year are generally covered with pasture, were thickly covered with snow. The unusually large precipitation of this year caused local mountain torrents at every few hundred feet, which wore away the soft foothills into gulches, gouged great chasms out of the roads, and transformed miles of usually dry soil into dangerous quagmires. Travel was totally interrupted for weeks, except on horseback or afoot, and even then with great difficulty and some danger. The Whopper mine is situated on the Whopper Mountain, about two miles from the headwaters of Rock Creek, and on the right bank of that stream. The Whopper Creek flows into Rock Creek from the east, and, by a precipitous descent, offers excellent facilities for its utilization as a source of power. This stream, which pours past the picturesque Whopper Cabin .about thirty tons of water a minute, has a fall of 100 feet in 400 yards, and is said to be a stream of some size, even at the seasons of the year when-drought prevails. The Whopper claim extends down the bill a distance of about 250 feet to its intersection with the Whopper Creek (on the other side of which is a small tunnel on its extension called the "Teller ") and over the steep hill northwest to the limits of the claim about 1250 feet. The part of the mountain in which this mine is situated is remarkable for its splendid forest, the spruce, fir, and quaking asp covering the mountain-sides with a green growth of valuable timber. The distance from Gothic City to this mine is about eight miles along the valleys of East River and Rock Creek, and on the divide which separates them. The elevation of Gothic City is given from the engineer's notes as 9500 feet above sea-level, and the mean of several observations with a Beck watch-barometer made the elevation of Whopper Cabin (which is about fifteen feet above the floor of the Whopper upper tunnel) about 1250 feet above Skiles's Cabin in Gothic City. The record of this instrument must, how-

Jan 1, 1881

By Paul L. Burkhart

THOUGH at an earlier period brief studies had been made by the Lehigh Navigation Coal Company Inc., it was not until 1924 that J. B. Warriner, then general manager, called for a comprehensive study of timber treatment, treating solutions, and related operations. Because of the impossibility of procuring accurate costs and other pertinent treating data, the American Wood Preserving Co. agreed to treat a car of mine timber at the Port Reading plant of the Reading Railroad. Fig. I shows the treating data collected at the treating plant on this timber, which was installed in two of the Lehigh mines in 1925. [ ] In the latter part of 1925, a survey of the tunnels and gangways of the company's Panther Valley mines was made to determine the proportion of gangways or tunnels timbered, cause of timber failures, approximate life of the average wood set and the approximate percentage of treated timber that it would be profitable for the company to use. Results of this survey appear in Table I. Because of the high percentage of timber that gave evidence of failure by rot, as noted in Table I, and a further study of the life of the sections where timbering was necessary, it was deemed advisable to fill 25 per cent of the yearly gangway timber requirement with treated timber. QUANTITIES AND TREATMENTS OF TREATED TIMBER PURCHASED In the early days of the program, none of the large treating companies would accept orders for small quantities of treated timber and the company was compelled to state the quantity of timber it would require at each operation in each month of the year. Table 2 is an example of the tabulation given to the various treating companies to assist them in making a yearly bid on the minimum quantity of timber required by the company during the year 1931. A bill of timber was calculated for each car, the weight of which would be between the minimum and maximum weight permitted for railroad-car loading. The treating company was paid for timber upon delivery at the operation specified. As extra cars of timber were required, they were ordered from the treating company, and payment was required on their receipt, on the basis of the piece or tonnage

Jan 1, 1942

By Albert H. Fay, William B. Plank

In practically all rock-excavation problem there is need for a careful study of the rock structure, its fault, cleavage or bedding planes, and even the texture of the rock itself. These studies should form the bases upon which an excavation method is selected and they should be carefully considered in predicting the amount and extent of the excavation. The need for such studies was forcibly illustrated in the problems involved in a cut made in 1929, along and underneath a 200-ft. high rock projection for a State highway near the City of Easton, Pennsylvania. The rock mass was badly faulted and also contained a number of cleavage planes at approximately right angles to the fault planes. Much of this structure was visible and could have been studied and analyzed before the work was begun. The State had rigid specifications as to finished grade and slope of cut, which apparently were made without reference to the geologic structure. The contractor complied with the specifications, under the close inspection of the State engineers. A tunnel blast was placed in the base of the cliff, with the result that 65 per cent more rock was broken than was intended by the specifications. About four years after the blast, the writers of this paper studied the circumstances surrounding the operation, to determine the cause of this excess excavation. Scope of Work The section of the roadway involved was about 200 ft. long and on a 6' curve. It was necessary to relocate points on the curve, from which all faults and cleavage planes were located and measured by the use of transit and clinometer. A plan (Fig. 1) showing the blasting tunnel, the roadway, and traces of the faults and cleavage planes on the level of the roadway, was prepared; also 13 cross-sections at varying intervals, showing the original face of the hill and the face after the blast. The original and final profiles of the rock face, taken from the plans of the State engineers, are shown in Figs. 2, 3 and 4.

Jan 1, 1937

By Henry S. Drinker

THE Butler Mine property is situated in the vicinity of Pittston, in the Wyoming coal-field of Pennsylvania. The coal has been worked out from the fourteen-foot or Baltimore vein for a number of years on part of the tract, the old chambers remaining open as when originally abandoned. This vein outcrops on the Butler property, and is nowhere more than sixty feet below the surface of the ground on the line of the cut-off to be described. Above the fourteen-foot vein and about, say midway, between it and the surface of the ground, there is another small vein or rider of coal, about twelve inches in thickness. The rock between the two veins is a carbonaceous slate, about twenty-five feet in thickness. Above the smaller vein is a bed of sandstone, varying in thickness, but generally not less than from eight to ten feet. This sandstone is also carbonaceous, but the proportion of carbon is much less than in the slate below. Both rocks have been analyzed, and before the next Institute meeting, the writer hopes to be able to furnish the exact proportions. The sandstone is overlaid with debris up to the surface of the ground. Some time during the spring of 1876, it was found that the coal left in the worked-out mine had been set on fire, and that the fire was gradually spreading. Inquiry developed the fact that the fire had originally been started by a woman, who had taken up her abode in an old tunnel leading into the workings. Owing to some delay in the early attempts made to extinguish the fire, it finally gained such headway that no ordinary means were found to be effectual. Finally, Mr. C. F. Conrad, civil and mining engineer, of Pittston, Penna., was called in as consulting engineer. He advised the making of a thorough cut through such portion of the old workings as had not been reached by the fire. It was found by survey that this cut could be limited to a length of about one thousand two hundred feet, as the vein faulted on both sides, and that the greatest depth of the cut would be about sixty feet. Subsequently it was decided to tunnel part of the way, thus saving the deepest portion of the cut. In 1856-7, there occurred a fire in the same mine. Two stone-walls in V-shape running from the apex of the V towards the outcrop, were built to cut the fire off, and these walls were carried as far as the vein had at that time been worked. After the walls were finished

Jan 1, 1879

By Henry S. Drinker

The Butler Mine property is situated in the vicinity of Pittston, in the Wyoming coal-field of Pennsylvania. The coal has been ' worked out from the fourteen-foot or Baltimore vein for a number of years on part of the tract, the old chambers remaining open as when originally abandoned. This vein outcrops on the Butler prop erty, and is nowhere more than sixty feet below the surface of the ground on the line of the cut-off to be described. Above the four teen-foot vein and about, say midway, between it and the surface of the ground, there is another small vein or rider of coal, about twelve inches in thickness. The rock between the two veins is a carbon aceous slate, about twenty-five feet in thickness. Above the smaller vein is a bed of sandstone, varying in thickness, but generally not less than from eight to ten feet. This sandstone is also carbonaceous, but the proportion of carbon is much less than in the slate below. Both rocks have been analyzed, and before the next Institute meet ing, the writer hopes to be able to furnish the exact proportions. The sandstone is overlaid with debris up to the surface of the ground. Some time during the spring of 1876, it was found that the coal left in the worked-out mine had been set on fire, and that the fire was gradually spreading. Inquiry developed the fact that the fire had originally been started by a woman, who had taken up her abode in an old tunnel leading into the workings. Owing to some delay in the early attempts made to extinguish the fire, it finally gained such headway that no ordinary means were found to be effectual. Finally, Mr. C. F. Conrad, civil and mining engineer, of Pittston, Penna., was called in as consulting engineer. He advised the making of a thorough cut through such portion of the old workings as had not been reached by the fire. It was found by survey that this cut could be limited to a length of about one thousand two hundred feet, as the vein faulted on both sides, and that the greatest depth of the cut would be about sixty feet. Subsequently it was decided to tunnel part of the way, thus saving the deepest portion of the cut. In 1856-7, there occurred a fire in the same mine. Two stone walls in V-shape running from the apex of the V towards the out crop, were built to cot the fire 06 and these walls were carried as far as the vein had at that time been worked. After the walls were finished

Jan 1, 1879

By Oscar Lachmund

DURING the driving of the main haulage level at the Copper Mountain mines of the Canada Copper Corpn., Ltd., near Princeton, B. C., some very rapid driving was clone, though no claim for a world's record is made. Conditions, however, were unfavorable for economical operations. The cost of power was high, for the fuel was of poor grade; besides, during the time the work was in progress, very little other power was needed so that most of the power cost was charged against the footage. The FIG. 1.-DRIFT ROUND USED IN MAIN HAULAGE LEVEL, COPPER MOUNTAIN, B. C. transmission line consisted of No. 4 galvanized iron wire with the result that the line loss was considerable. The voltage transmitted was about 30,000. The plant was operated under a lease, which was due to expire about the same time this work was supposed to be completed; an extension was refused, therefore speed was most important. The plans called for a straight adit 2900 ft. (884 m.) in length. At a point 2800 ft. (853 m.) from the portal, two raises were to be put up to the next nearest workings, a difference in elevation of about 800 ft. (243 m.). One of these was to be a two-compartment hoistway and the other a zigzag ore pass, or muck run. A location for these raises had been determined by a number of diamond-drill holes, but the material to be penetrated by the alit was not known. It seemed imperative to get the tunnel work completed as rapidly as possible, in

Jan 3, 1919

By Oscar Lachmund

During the driving of the main haulage level at the Copper Mountain mines of the Canada Copper Corpn., Ltd., near Princeton, B. C., some very rapid driving was done, though no claim for a world's record is made. Conditions, however, were unfavorable for economical operations. The cost of power was high, for the fuel was of poor grade; besides, during the time the work was in progress, very little other power was needed so that most of the power cost was charged against the footage. The transmission line consisted of No. 4 galvanized iron wire with the result that the line lass was considerable. The voltage transmitted was about 30,000. The plant was operated under a lease, which was due to expire about the same time this work was supposed to be completed; an extension was refused, therefore speed was most important. The plans called for a straight adit 2900 ft. (884 m.) in length. At a point 2800 ft. (853 m.) from the portal, two raises were to be put up to the next nearest workings, a difference in elevation of about 800 ft. (243 m.). One of these was to be a two-compartment hoistway and the other a zigzag ore pass, or muck run. A location for these raises had been determined by a number of diamond-drill holes, but the material to be penetrated by the adit was not known. It seemed imperative to get the tunnel work completed as rapidly as possible, in

Jan 1, 1920

By Charles M. Rolker

The Mariposa estate, a grant made by the Mexican Government to Juan 13. Alvarado, during the time when California was still under the dominion of Mexico, was purchased in 1847 by J. C. Fremont, and the United States patent issued to him in 1856. By sale, or its equivalent, money advanced, the property came into the hands of the Mariposa Company, June 25th, 1863, and through a varied existence of work and temporary inactivity, has as yet been kept as an undivided property, and rests at present with the Mariposa Land and Mining Company of California. I pass over this period of 15 years without giving the history of the ups and downs of the estate, partly because it is familiar to many, and also because I think in such a case this paper would assume too much the character of a narrative. The estate is situated in Mariposa County, California, about 170 miles southeast of San Francisco. It begins in lat. 37' 26' 38'' north, and long. 119' 55' west, and runs 6 miles north; thence 69 miles west; thence 5 miles northwesterly towards the Merced River; thence 84 miles southerly; thence 3 miles easterly; thence 1 mile southerly; thence 2 miles easterly; thence 2 miles southerly; thence 2 miles easterly; thence 1 mile southerly; thence 2 miles easterly; thence 1 mile northerly, and thence 2 miles easterly to the place of the beginning; embracing 44,387 acres (70 sq. miles) more or less. To describe this vast estate in detail as to its full geology, its numerous quartz veins, its many facilities to exploit them and work them by cheap methods, would lead me further than I intend to go at present, and I will content myself to describe the latest workings of the company and its immediate field of operations. As long ago as 1860 the late Dr. Adelberg advised the running of an adit from the northwestern edge of the estate at Benton Mills 011 the Mereed River. His object was to undercut the deepest workings of the then paying mines on the estate—the Pine Tree and Josephine. Following this advice, the tunnel known as "River Tunnel " was commenced. Its entrance is in S. 5, T. 4, s. R. 17 E. It is run in

Jan 1, 1879

By Charles M. Rolker

(Read at the Philadelphia Meeting, February, 1878.) THE Mariposa estate, a grant made by the Mexican Government to Juan B. Alvarado, during the time when California was still under the dominion of Mexico, was purchased in 1847 by J. C. Fremont, and the United States patent issued to him in 1856. By sale, or its equivalent, money advanced, the property came into the hands of the Mariposa Company, June 25th, 1863, and through a varied existence of work and temporary inactivity, has as yet been kept as an undivided property, and rests at present with the Mariposa Land and Mining Company of California. I pass over this period of 15 years without giving the history of the ups and downs of the estate, partly because it is familiar to many, and also because I think in such a case this paper would assume too much the character of a narrative. The estate is situated in Mariposa County, California, about 170 miles southeast of San Francisco. It begins in lat. 37° 26’ 38" - north, and long. 119° 55' west, and runs 6 miles north; thence 6 1/2 miles west; thence 5 miles northwesterly towards the Merced River; thence 8 1/2 miles southerly; thence 3 miles easterly; thence 1 mile southerly; thence 2 miles easterly; thence 2 miles southerly; thence 2 miles easterly; thence I mile southerly; thence 2 miles easterly; thence 1 mile northerly, and thence 2 miles easterly to the place of the beginning; embracing 44,387 acres (70 sq. miles) more or less. To describe this vast estate in detail as to its full geology, its numerous quartz veins, its many facilities to exploit them and work them by cheap methods, would lead me further than I intend to go at present, and I will content myself to describe the latest workings of the company and its immediate field of operations. As long ago as 1860 the late Dr. Adelberg advised the running of an adit from the northwestern edge of the estate at Benton Mills on the Merced River. His object was to undercut the deepest workings of the then paying mines on the estate-the Pine Tree and Josephine. Following this advice, the tunnel known as "River Tunnel" was commenced. Its entrance is in S. 5, T. 4, S. R. 17 E. It is run in

Jan 1, 1878

By A. J. Hendron, D. U. Deere, F. D. Patton, E. J. Cording

In the design of structures founded in the near-surface rock, a distinction may be made between those problems that are related to the strength of the rock mass, and those that are related primarily to the compressibility of the rock mass. The mining engineer deals almost exclusively with problems involving strength in the design of open-pit slopes and underground openings. The civil engineer is similarly concerned with strength problems in the design of vehicular and water tunnels; underground power plants; cut slopes in rock for highways, canals, and spillways; and in the study of the sliding resistance of the foundations of gravity dams and the abutments of arch dams. Moreover, the civil engineer encounters problems in which the compressibility of the rock becomes the key element in the design. These problems include settlement of heavy structures supported on rock, deformation of the abutments of arch dams, and deflection of pressure tunnel linings. The design problems listed above are still solved largely on the basis of experience and rule-of-thumb. However, recent developments in rock mechanics give promise of providing more realistic approaches to certain aspects of the design. This paper, presents some of the more important recent developments which contribute to an understanding of rock behavior and which aid in design of rock structures. Typically, four steps are involved in the design of a structure, whether it be a machine element, a structural member of a building, or a structure in rock. These steps are listed below:

Jan 1, 1967

The Climax Molybdenum Company' s newest operation is the Henderson project, which is located on the east side of the Continental Divide. Ore reserves are estimated at more than 300 million tons at a grade of 0.49% MoS2. For mining the ore a modified panel caving system is used. The ore is transported to the Henderson mill on the west side of the Continental Divide on a 42 in. (1.07 m) gauge railroad through 9.6 miles (15.4 km) of tunnel and 4. 8 miles (7.7 km) of surface track, a total distance of 14.4 miles (23. 2 km). Each train consists of 30 ore cars with capacity of 22 st (20 mt) of ore or 660 st (599 mt) per train. The unmanned trains operate completely automatically. At the 54 in. by 84 in. primary gyratory crusher, the bottom dump ore cars pass over a dump scroll to discharge at a maximum rate of 100 st (91 mt) per minute. Dumped ore falls onto a rock box before passing over a 17 ft long by 46 ft wide (5. 2 m by 14 m) grizzly set at a 40° angle with bar spacings of 7 ½ and 8 ½ in. (191 mm and 216 mm) openings. An estimated 30 to 50% of the ore (which at times is wet and sticky) passes through the grizzly. The operators report that a shallower angle on the grizzly, perhaps 35º to 37º, would have been sufficient and would have prevented impact on the back of the crusher pocket by large boulders. This pocket as well as the crushed ore pocket under the crusher is lined with AR plate. The accompanying drawings show a "future splitter" and the operators are planning the installation of this unit to prevent impact and subsequent damage to the crusher spider. Crushed ore at an 8 to 9 in. (203 mm to 229 mm) size joins the grizzly undersize in the pocket beneath the crusher. This pocket is sized at 660 live st (599 mt) so that it will accept an entire trainload of ore. Crushed ore is removed from the pocket by a four-speed, 84 in. (2. 1 m) apron feeder operating at 9.6 to 29. 3 fpm (2.9 to 8.9 mpm). A 60 in. (1.5 m) takeaway conveyor operating at 480 fpm (146 mpm) delivers the crushed ore to a 58,000 st live and 193,000 st total (52,600 and 175, 100 mt) open stockpile under an A -frame supported tripper gallery. Impact idlers on the takeaway conveyor under the apron feeder discharge are mounted on wood blocks for a cushioning effect and ripped belt detecting bars are located behind each impact idler. The conveyor tunnel is of corrugated and galvanized steel construction rather than concrete. The concrete crusher enclosure is circular in design from its lowest level at elevation minus 110 ft 4 in. (minus 33. 6 m) to elevation

Jan 1, 1978

By H. G. Dwyer

CONSIDERATION for future expansion influenced the design of the new smelter at Chuquicamata. The section of the smelter now going into operation, while large, represents only little more than half of the ultimate plant. Equipment for the direct smelting of raw concentrates has been arranged in the conventional manner although needless details have been eliminated wherever possible while mechanical and electrical features not usually found in copper smelters have been incorporated. Access is afforded to all equipment but platforms and walkways have been held to a minimum. The poling and other platforms in the converter aisle, normally subjected to battering by ladles and other heavy equipment in transit, are of concrete construction with steel grid armor embedded in the exposed surfaces. Noticeably absent are the many platforms formerly required for the handling of converter flux since this material is charged to the converters through the side walls of the converter uptake hoods. Clear space with ample headroom is provided under each converter and converter puncher's platform to permit clean-up by small bulldozers. Remote controls have been introduced at many points. Electrical control rooms and control centers have been conveniently located. An electrical tunnel with cross tunnels and escapeways is situated under the entire length of the converter aisle for power feed lines. Skull breaking facilities are in a separate building near the smelter. A silica-slurry building with brick storage area is adjacent to the smelter building so that elevator service is available to both buildings. A smelter office, a change house and lunchroom are provided in convenient locations. Units of the smelter as presently constructed are shown in the plan and table on page 1194. The ultimate smelter will house 7 reverberatory furnaces, 14 waste-heat boilers, 9 Peirce Smith converters, 4 casting furnaces serving 2 casting wheels, and one holding furnace serving a straightline casting machine. Additional crane requirements in the converter aisle will necessitate the installation of special hoisting equipment in space already provided in a raised section of the roof over the casting end of the aisle. Thus a complete crane may be lifted high enough above the crane rails to permit the passing of another crane underneath thereby giving all cranes full use of repair facilities already installed. For the collection of gases, 2 dust chambers, each with separate stacks, will collect converter gases and 2 balloon flues with separate stacks will collect reverberatory furnace gases. Extensions necessary to complete the ultimate plant will be possible with little interruption to normal operations since the future converters and reverberatory furnaces will be added at the east end while additional casting facilities will be added at the west end of the present plant. The future units may be added singly or all at one time depending on requirements.

Jan 1, 1952

By David J. Selleck, Eugene P. Pfleider

9.61. Introduction. Open pit mining methods produce more than 80% of all raw materials today in the United States. Much of this comes either from properties that formerly employed underground methods and were converted to open pit or from mines that ultimately must go underground when the economic stripping limit is reached. Generally the ores are transported over large vertical distances and techniques have been developed to do this economically. One approach is to combine conventional surface trucking, over relatively level roads, with the use of gravity and underground facilities. There are various modifications, depending upon the character of the orebody and the topography. Several schemes, as used in Sweden, Canada, and the United States, merit describing. One of the critical problems involved in the transference of ores from surface to underground is that of flow of bulk solids. Must it be crushed? Will it hang up in the transfer? What size and inclination of ore pass are required. How is the ore best fed onto the transporting device underground? As an example, the planning engineers for the Carol Project of the Iron Ore Company of Canada faced these problems in making their designs for the production and transportation of some 55,000 tpd from their Smallwood Mine in Labrador. Other operations, facing somewhat similar conditions, used other approaches of interest. This chapter describes some of the factors involved in the design, construction, and operation of a combination surface underground transportation system as applied to open pit mining operations. 9.62. Tunnel-Ore Pass Systems. The type, shape, dip, and size of the orebody, as well as the surface topographic features, generally estab-

Jan 1, 1968

• As part of $850,000 granted by the House Appropriations Committee for development of manganese in the U.S., the Bureau of Mines will build a pilot plant at Artillery Peak, Ariz., for development of low grade manganese ores. • The historic Argo tunnel and mill in Idaho Springs, Colo., will reopen shortly for the mining of uranium. The Uranium Co. of America has acquired control of the tunnel and mill and 12 nearby mining properties. J. H. Rodgers and G. C. Ridland will manage the operation. •The opening of a new 4000-ton per day coal mine in Washington Co., Pa., and the reopening of another mine of the same capacity in Fayette Co. has been announced by the H. C. Frick Coke Co. They'll help meet added war demands. •A 7000 bbl per day commercial synthetic liquid fuel plant, making gasoline from natural gas at Brownsville, Texas is being operated by the Carthage Hydro-col Corp., a Texaco subsidiary. The gasoline is produced by the Hydrocol process, chemically similar to the Fischer Tropsch process, but differing mechanically in several ways. To operate the process it has been necessary to build an oxygen plant producing 95 pct pure oxygen in quantities equal to U. S. production of commercial oxygen in 1946. •Over 96 pct of the class of 1950 at Montana School of Mines are now employed,, in industry, and they're scattered from MIT to the island of Cuba., • Cobalt, heretofore almost entirely imported, will soon be produced in Idaho. The Calera Mining Co. is building a 600-ton mill in which a cobalt and copper concentrate will be obtained from Idaho ores. •Plans for mining iron ore on the Conarky Peninsula in French Guinea, (an ECA project) call for equipment purchases as follows: 8 wagon drills, electric shovel for mining, conveyor for the port, 8 trucks, wrecker, 2 tractors, as well as miscellaneous accessories and spare parts. •A low-grade lead-zinc mineralization, located east of any known ore bodies in Utah's East Tintic district, has been located by a 2000-ft wildcat USGS drill hole. * Higher-than-going rates have been authorized by the Munitions Board for its stockpile program, where domestic production of scarce materials is low or uneconomical. Payment in excess of 25 pct over the foreign price is now permitted. •A new self-centering conveyor roll, developed by Carnegie-Illinois Steel, is expected to revolutionize materials handling. It completely eliminates the necessity for sideguides to keep materials on a conveyor. See P. 1028. •Great Britain's socialized coal industry employs twice as many miners, but produces less than half as much coal as America's coal industry. last year, British mines produced 28 million fewer tons of coal than the output of the same ,mines in 1939. Absenteeism amounted to a big 12 pot of working time. • Labor market conditions have tightened on almost a country-wide scale. Only 4 out of 143 major labor market areas have a substantial surplus -- less than half the total for May. Growing scarcities of skilled labor are in evidence.

Jan 10, 1950

By G. E. Goodspeed

The Cornucopia gold quartz veins form a parallel vein system traversing meta-morphic and granodioritic rocks. Field and petrographic evidence suggests that inetasomatism has played an important role both in the emplacement of the grano-diorite and in the formation of the veins. Structurally the veins appear to be related to the major tectonic features of the Wallowa Mountains and to be narrow shear zones rather than filled fissures. Petrographic studies indicate a complex history of formation starting from initial alteration along fractures or joints followed by recurrent fracturing and a quartz-forming stage, and closing with continued shearing and microbrecciation, which permitted the upward percolation of the later ore-forming solutions. The precipitation of ore minerals from these solutions formed ore shoots. Postmineral effects include the injection of Tertiary basaltic dikes, a shght amount of cross faulting, and some movement along the planes of the veins as well as oxidation. Introduction Cornucopia is in the southeastern part of the rugged Wallowa Mountains of northeastern Oregon. It was founded over 50 years ago following the discovery of its system of gold quartz veins. The major veins are roughly parallel and dip into the western side of Pine Valley, which drains the southern slope of the range. Previous operations had cut the upper portion of four major veins with two tunnels over 1000 ft. apart, when the present operating company drove a third tunnel, called the Coulter, at the level of the valley over 1000 ft. lower to intersect the most easterly major vein at over 6200 ft. from the portal. General Geology of District The oldest rocks in the vicinity are metamorphosed sediments and volcanics. These, for the most part, are presumably Mesozoic in age, although some black argillites outcropping along East Pine Creek are considered to be Permian.l,2 These rocks have been deformed and metamorphosed in general to hornfels at the close of the Jurassic. The series was then invaded by a granodiorite batholith, the origin of which is

Jan 1, 1941

By G. E. Goodspeed

The Cornucopia gold quartz veins form a parallel vein system traversing meta-morphic and granodioritic rocks. Field and petrographic evidence suggests that inetasomatism has played an important role both in the emplacement of the grano-diorite and in the formation of the veins. Structurally the veins appear to be related to the major tectonic features of the Wallowa Mountains and to be narrow shear zones rather than filled fissures. Petrographic studies indicate a complex history of formation starting from initial alteration along fractures or joints followed by recurrent fracturing and a quartz-forming stage, and closing with continued shearing and microbrecciation, which permitted the upward percolation of the later ore-forming solutions. The precipitation of ore minerals from these solutions formed ore shoots. Postmineral effects include the injection of Tertiary basaltic dikes, a shght amount of cross faulting, and some movement along the planes of the veins as well as oxidation. Introduction Cornucopia is in the southeastern part of the rugged Wallowa Mountains of northeastern Oregon. It was founded over 50 years ago following the discovery of its system of gold quartz veins. The major veins are roughly parallel and dip into the western side of Pine Valley, which drains the southern slope of the range. Previous operations had cut the upper portion of four major veins with two tunnels over 1000 ft. apart, when the present operating company drove a third tunnel, called the Coulter, at the level of the valley over 1000 ft. lower to intersect the most easterly major vein at over 6200 ft. from the portal. General Geology of District The oldest rocks in the vicinity are metamorphosed sediments and volcanics. These, for the most part, are presumably Mesozoic in age, although some black argillites outcropping along East Pine Creek are considered to be Permian.l,2 These rocks have been deformed and metamorphosed in general to hornfels at the close of the Jurassic. The series was then invaded by a granodiorite batholith, the origin of which is

Jan 1, 1941