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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 O. W. Shimer, D. C. Helms, C. E. Brown

The early history and progress of anthracite stripping, from the first known operation at Summit Hill in 1821 through 1917, was covered in 1917 in a paper by J. B. Warriner,1 then chief engineer, now president of the Lehigh Navigation Coal Co., and stripping methods between 1917 and 1931 were the subject of a paper in 1931 by H. H. Otto,2 of the Hudson Coal Company. . The present paper is confined to methods used today on pitching beds in the western middle and southern anthracite fields. The anthracite industry, not unlike other large industries, had been affected for more than a decade by the adverse economic conditions of the country. High development and operating costs and the competition of other fuels caused some collieries to be closed temporarily, while others were permanently abandoned. In order to obtain a larger tonnage at a lower development cost, a larger stripping program was put into effect by many companies. In 1932, stripping operations accounted for 3½ million tons, or 7 per cent of the total anthracite production of the year, and in the next 10 years this increased until more than double that amount, or over 14 per cent of the total production, was from stripping operations. These figures represent the total production of the entire anthracite region; unfortunately, the figures have not been separated from the different fields. There are some operations in the southern and middle western fields where the tonnage obtained from stripping amounts to more than 30 per cent of the total colliery production. Stripping operations on pitching beds present difficult problems. Owing to the various geological formations, a different situation is encountered in nearly every stripping pit; and because of the proximity of an overlying bed, it is very often necessary to load the entire overburden into trucks and haul it out of the pit to the dump area, although back filling and casting is done whenever possible. Beds in the areas described in this paper pitch from 20" to 90 and some are on the invert in many sharp folds and faults. Planning The more successful strippings have had adequate engineering analysis. Some work is being done without much preliminary planning, but many strippings would have failed completely if close supervision by the engineering department had not been . maintained. Locations of stripping areas are determined as follows: I. By constructing cross sections over the areas and drilling sufficient diamond-drill or well drill holes to study the strata and to determine the location, thickness

Jan 1, 1944

By A. L. Fentress, P. R. Bucky

The purpose of this paper is to present a scientific method for determining the proper span and shape of roof for safe and economical mining; at present, these two vital factors wherever pillars are left to support the roof are determined by local practice or general experience. To develop the method described here, experimental laboratory work was done. The arch adopted was a segment of a circle, a flat roof being considered an arch with an infinite radius. Hitherto, arches have been used underground without the background of stress analysis that generally precedes arch construction on the surface. In many cases results have not been as expected, because of the lack of knowledge of the factors affecting its strength and behavior. A theoretical and experimental study of arches should furnish information that will make it possible to design safe and economical surface structures as well as underground openings. For example, on the subject of mine drifts and tunnels, the present idea is that arching their backs increases their strength; this paper will indicate that this is not always true, and if it can be shown that under certain conditions arching becomes unnecessary an economic saving will result. In room-and-pillar work a question may arise as to whether arching the roof and gobbing the excavated material will result in timber saving, and a decrease in the dangers from falls of roof. It is to be distinctly understood that each mine must be treated as an individual problem, and that answers to these questions and many others can now be found after experimental laboratory data have been obtained. Mine-Arch Structure Fig. 1 shows the elements that affect the strength or behavior of the experimental arch. They are the span, crown thickness, radius of curvature, rise and restraint. The restraint in all cases was made sufficient to cause the arch to fail without displacing the restraining sides. Fig. 2a is a photograph of a model arch prepared for testing in the centri-

Jan 1, 1934

By P. R. Hanes

A description of the methods used in driving two tunnels, 2 miles long each, one a 9-ft. and the other a 19-ft. diameter section, for the Owyhee Irrigation Project, Oregon. One heading of the smaller tunnel was driven 1315 ft. in 73 shifts in one month and 10,966 ft. of this section completed in ll½ months using two shifts for eight months and three shifts the rest of the time. This is a good illustration of the proper use of a mechanical shovel and the importance of careful selection of supplernentary equipment to secure best results. Large cars, speedier and heavier locomotives, 36-in. gage track of 45-lb. rail, and a good switching method increased actual shoveling time and cut down muck removal period about 45 minutes from average. The larger tunnel, after trying out standard electric revolving shovels of both the rail mounting and caterpillar tread types, was excavated with a mechanical mucker. This is the first time that a tunnel of so large a section has been handled this way. This record work was accomplished without drill carriages.

Jan 1, 1934

By H. E. Nold

High-volatile coals are most desirable for kiln firing. Low-volatile and even anthracite coals can be used successfully. Most periodic kilns use coal and are hand fired. A few stoker installations have been economically successful. Continuous tunnel kilns reduce fuel consumption 40 to 55 per cent. They are rapidly replacing periodic kilns in the manufacture of the finer wares. They have found great favor in the refractory industry and are successfully used in firing almost all kinds of heavy clay products. Fuel oil has found rather wide application in the Southwest and West. Natural gas is a satisfactory fuel for kiln firing. It is the principal competitor of coal and has largely replaced it for firing the finer wares but cannot compete with it in firing heavy clay products except in regions where cheap gas is available. Figures are given showing the relative thermal efficiency of coal and natural gas as used for firing ceramic ware. The ceramic industry uses from 12,000,000 to 12,500,-000 tons of coal per normal year. The principal use of coal is in firing the heavy clay products. This potential market amounts to about 9,250,000 tons per year. Coal producers could increase sales by furnishing expert firing instruction.

Jan 1, 1934

By David Sinclair, Philip B. Bucky

The dimensions and shapes of mine structures may at present be determined by (1) field experience, (2) structural calculations, and (3) barodynamic tests. § None of these, however, provide information as to the stresses, their direction and distribution in a mine structure. For the design of pillars, the placing of openings relative to working places such as gangways, haulage levels, etc., this information is desirable. Photoelastic methods provide this and, while relatively new, their application in all engineering fields is assuming increasing importance. This paper, therefore, will present the method with a few applications to mining, and with sufficient reference for further study by the reader. PART I The Photoelastic Method The photoelastic method of stress measurement determines the stress distribution in a two-dimensional model by optical means. It makes use of the fact that when a piece of isotropic transparent material, such as glass, celluloid, or Bakelite, is stressed and viewed in polarized** light a picture is seen which indicates by its color bands of light, or fringes, the magnitude of the stresses, their direction and their distribution. General Explanation The stress at any point 0 in a structure (Fig. I), may be resolved into two components, P and Q, each a pure tension or compression, at right angles to each other, called principal stresses.' To fully identify the stress, the values of P and Q and their directions or angle F must be known.

Jan 1, 1940

By David Sinclair, Philip B. Bucky

The dimensions and shapes of mine structures may at present be determined by (1) field experience, (2) structural calculations, and (3) barodynamic tests. § None of these, however, provide information as to the stresses, their direction and distribution in a mine structure. For the design of pillars, the placing of openings relative to working places such as gangways, haulage levels, etc., this information is desirable. Photoelastic methods provide this and, while relatively new, their application in all engineering fields is assuming increasing importance. This paper, therefore, will present the method with a few applications to mining, and with sufficient reference for further study by the reader. PART I The Photoelastic Method The photoelastic method of stress measurement determines the stress distribution in a two-dimensional model by optical means. It makes use of the fact that when a piece of isotropic transparent material, such as glass, celluloid, or Bakelite, is stressed and viewed in polarized** light a picture is seen which indicates by its color bands of light, or fringes, the magnitude of the stresses, their direction and their distribution. General Explanation The stress at any point 0 in a structure (Fig. I), may be resolved into two components, P and Q, each a pure tension or compression, at right angles to each other, called principal stresses.' To fully identify the stress, the values of P and Q and their directions or angle F must be known.

Jan 1, 1940

By F. Cadena

Hiwassee Darn, now under construction by the Tennessee Valley Authority on the Hiwassee River, a tributary of the Tennessee River, will require aggregate for approximately 800,000 cu. yd. of concrete. Near the damsite deposits of natural sand or gravel are not available and graywacke, a rock that is found in abundance, suggested itself as a likely source of manufactured aggregate. Graywacke is a metamorphosed sandstone composed principally of a mixture of quartz (65 per cent), mica (25 per cent), and feldspar (10 per cent). Other minerals are present in negligible amounts. The rock varies in different parts of the quarry from very fine to a coarse grain containing particles of about ¼ in. maximum size, although the bulk of the deposit is medium grain. Extensive tests showed that graywacke would be suitable as a source of both coarse and fine aggregates. The aggregate plant available for use at Hiwassee Dam consisted of the coarse-aggregate and sand plant used on the Norris project. The coarse-aggregate plant had also been used at Chickamauga Dam. Although most of this plant equipment is now in use at Hiwassee, the present flowsheet is not only different from that at Norris and Chickamauga but is also unique as compared to the flowsheet of the average crushed-stone aggregate plant. It is hoped that this paper will show the importance of proper arrangement of equipment if the optimum in flexibility and capacity is to be attained. Flowsheet Rock is ioaded by 3-yd. electric shovels into 12-yd. dump trucks, which carry the rock to the primary crusher, a 42-in. Superior McCully gyratory unit set at 4¾ in. (Fig. 1). The primary crusher discharges directly onto a 42-in. inclined belt conveyor, which carries the product to a surge storage pile with a maximum live storage capacity of approximately 3000 tons. A concrete tunnel under this storage pile houses the feed end of a 36-in. belt conveyor (conveyor B) fed by a 36 by 66-in.

Jan 1, 1942

By F. Cadena

Hiwassee Darn, now under construction by the Tennessee Valley Authority on the Hiwassee River, a tributary of the Tennessee River, will require aggregate for approximately 800,000 cu. yd. of concrete. Near the damsite deposits of natural sand or gravel are not available and graywacke, a rock that is found in abundance, suggested itself as a likely source of manufactured aggregate. Graywacke is a metamorphosed sandstone composed principally of a mixture of quartz (65 per cent), mica (25 per cent), and feldspar (10 per cent). Other minerals are present in negligible amounts. The rock varies in different parts of the quarry from very fine to a coarse grain containing particles of about ¼ in. maximum size, although the bulk of the deposit is medium grain. Extensive tests showed that graywacke would be suitable as a source of both coarse and fine aggregates. The aggregate plant available for use at Hiwassee Dam consisted of the coarse-aggregate and sand plant used on the Norris project. The coarse-aggregate plant had also been used at Chickamauga Dam. Although most of this plant equipment is now in use at Hiwassee, the present flowsheet is not only different from that at Norris and Chickamauga but is also unique as compared to the flowsheet of the average crushed-stone aggregate plant. It is hoped that this paper will show the importance of proper arrangement of equipment if the optimum in flexibility and capacity is to be attained. Flowsheet Rock is ioaded by 3-yd. electric shovels into 12-yd. dump trucks, which carry the rock to the primary crusher, a 42-in. Superior McCully gyratory unit set at 4¾ in. (Fig. 1). The primary crusher discharges directly onto a 42-in. inclined belt conveyor, which carries the product to a surge storage pile with a maximum live storage capacity of approximately 3000 tons. A concrete tunnel under this storage pile houses the feed end of a 36-in. belt conveyor (conveyor B) fed by a 36 by 66-in.

Jan 1, 1942

By George J. Clark

One of the major problems of operation in the anthracite industry is the disposal and handling of refuse—not because of its complexity but because of the quantity and type of material involved. It is the purpose of this paper to describe the kinds of refuse, methods of disposal, quantities of material to be handled and equipment used, together with present day application at specific operations in the Northern, Eastern Middle, Western Middle and Southern anthracite fields. For the purpose of this paper, refuse is considered to be any material that has no present or foreseeable future value and that must be handled and disposed of in the process of mining and preparing anthracite for market. Included in this classification are tunnel rock, mine rock, cleaner plant refuse, breaker refuse, old timber, ashes and silt. Disposal Methods Old timber is disposed of either by burning or by depositing on the refuse bank. Burning is preferred because timber on the refuse bank is a potential fire hazard. Ashes are deposited on a separate bank, mixed with other refuse, or flushed into old mine workings. In many places, the latter practice has caused considerable difficulty in preparation of coal mined from these areas. In depositing ashes on the surface, it is wise to refrain from mixing them with material containing coal as such contamination may prevent reclamation of the coal in future years. Tunnel work, mine rock, cleaner plant and breaker refuse compose the bulk of the material to be disposed of and handled, and are referred to collectively as "refuse" in this paper. Waste material in or adjacent to the coal beds may be removed at the working face wherever possible. This can be done in flat or lightly pitching beds, and in the Northern field represents a sizable percentage of this type of refuse handled. In the other three coal fields, this method of disposal cannot often be used. Refuse not removed at the working face is taken to the surface and generally is deposited on banks; occasionally it is crushed and flushed into old mine workings. Breaker refuse often is used for constructing berms for silt-retention basins. Disposal Problems The problem of handling refuse is different for each operation, owing to topographical conditions, quantity of material to be handled, anticipated requirements and types of equipment in use elsewhere at the operation. Preparation plants with limited refuse-disposal areas, excessive grades to reach the required elevation and long hauls to disposal areas not readily accessible require the selection of equipment to best meet the conditions. The quantity of refuse to be handled from a given amount of raw material varies considerably throughout the four fields. In mine coal, this varies from a low

Jan 1, 1949

By F. C. Sturges

By definition the word "grout" means a thin mortar, or a kind of plaster or cement, and "grouting" means to fill up or finish with grout. The words "cement," "plaster" and "mortar" mean a substance that is used in a soft state which subsequently hardens. Thus, grouting is the filling of void space with a substance that hardens. Construction cements are the most common substances used, either by themselves or in mixtures, but the term grouting is applied quite correctly when other substances such as plastics and certain chemicals are used. Also, the use of the term grouting to cover the filling of voids with materials that do not actually become hard, such as the flotation tailings used in grouting in the southeast Missouri lead district, should be considered correct, as some stiffening does take place and, anyway, it is a better descriptive term than any substitute. Engineers are interested in grouting because some of the materials with which they must work contain voids, and certain conditions can be improved if these voids can be filled with something solid and permanent. Grouting is done to accomplish several purposes: I. To stop the passage of fluids and gases, 2. To cement materials together to make them stronger, and 3. To prevent consolidation of materials by filling void space with something solid as a replacement for the air and water that could be forced out under load. The construction industry uses grouting extensively for all three purposes. Grouting is used to stop water percolation under and around dams. It is used to control water flow in tunnel driving and in shaft sinking. It is used to improve foundation conditions under civil engineering structures by permanently filling void space and thereby reducing settlement, or by cementing broken rock together and increasing its supporting strength. The oil and gas industry does a lot of grouting, primarily to stop the passage of gases and fluids. The search for oil at increasingly greater depths has meant greater investment per well, and the oil industry has spent large sums on development of improved drilling methods. This

Jan 1, 1949

By definition the word "grout" means a thin mortar, or a kind of plaster or cement, and "grouting" means to fill up or finish with grout. The words "cement," "plaster" and "mortar" mean a substance that is used in a soft state which subsequently hardens. Thus, grouting is the filling of void space with a substance that hardens. Construction cements are the most common substances used, either by themselves or in mixtures, but the term grouting is applied quite correctly when other substances such as plastics and certain chemicals are used. Also, the use of the term grouting to cover the filling of voids with materials that do not actually become hard, such as the flotation tailings used in grouting in the southeast Missouri lead district, should be considered correct, as some stiffening does take place and, anyway, it is a better descriptive term than any substitute. Engineers are interested in grouting because some of the materials with which they must work contain voids, and certain conditions can be improved if these voids can be filled with something solid and permanent. Grouting is done to accomplish several purposes: I. To stop the passage of fluids and gases, 2. To cement materials together to make them stronger, and 3. To prevent consolidation of materials by filling void space with something solid as a replacement for the air and water that could be forced out under load. The construction industry uses grouting extensively for all three purposes. Grouting is used to stop water percolation under and around dams. It is used to control water flow in tunnel driving and in shaft sinking. It is used to improve foundation conditions under civil engineering structures by permanently filling void space and thereby reducing settlement, or by cementing broken rock together and increasing its supporting strength. The oil and gas industry does a lot of grouting, primarily to stop the passage of gases and fluids. The search for oil at increasingly greater depths has meant greater investment per well, and the oil industry has spent large sums on development of improved drilling methods. This

Jan 1, 1949

By E. G. Leonardon

The object of this paper is to describe briefly the practical results obtained in several problems of civil engineering by resistivity measurements of the underground. It is intended for the mining engineer, as well as for the construction engineer; the stratigraphical problems discussed are general and frequently are encountered in mining exploration. Resistivity measurements have been used in mining and oil exploration for a number of years.' Their introduction in the field of civil engineering, on the contrary, is rather recent. It was applied for the first time in the spring of 1928 near Littleton, N. H., in the survey of two dam sites for the New England Power Assn.2 Since then, the geophysical firm with which the author is connected has had an opportunity to develop this field of activity, and more than 20 investigations at dam and tunnel sites have been carried out in the United States and Canada. A part of this work has been verified by underground or drilling exploration. This paper deals with but a few of the results, which we are permitted to make public now. The theoretical and technical sides of the processes employed will not be discussed; they have already been described in various technical publications. A few general points will be mentioned, to make clear the practical examples given. Resistivities OF the Rocks The surveys are based on the measurement of the specific resistance of the rocks. This resistivity is the electrical resistance of a cylinder of

Jan 1, 1932

By William B. Harris, Leonard Greenburg, Gustav Werner

Haulage in tunneling operations generally has been done with electric locomotives. As a rule, on short hauls the source of electricity is a storage battery mounted on the locomotive, which, of course, must be removed and recharged periodically. Where the distance from the recharging point to the tunnel face is very long, and where loads are heavy, trolley-driven locomotives are used. Diesel engines have been used in mining and tunneling operations in Europe for a number of years. The recent reports of studies in Belgium1 and by the Bureau of Mines in this country2-4 have indicated the potentialities of this form of power for haulage, mucking, bulldozing and many other underground operations. The hazards attending the use of Diesel engines in more or less closed spaces have long been known. The exhaust constituents that may create a harmful or objectionable environment are carbon monoxide, oxides of nitrogen and sulphur, carbon dioxide, aldehydes and smoke. Lack of precise information regarding the concentration of these gases and the ventilation requirements to reduce them to safe levels has to some extent suppressed their general acceptance in tunneling and mining work. Not until the work of the Bureau of Mines referred to above, and certain experience gained in the construction of the Delaware Aqueduct, ‡ has there been available the requisite information regarding the conditions under which their use may be permitted. This paper concerns itself with the successful operation of Diesel engines underground in the construction of certain parts of the Delaware Aqueduct, and describes the conditions under which Diesel engines have been found to operate with a minimum production of noxious gases. The test data reported were obtained during the operation of Diesel engines over a period of two years.* Studies by the New York State Department or Labor Exhaustive tests were made by the Division of Industrial Hygiene, of the composition of the exhaust gases given off by a Diesel engine mounted on a test block. These tests showed that certain' quantities of the gases are discharged from the exhaust. On the basis of these figures, preliminary requirements of design and control

Jan 1, 1943

By Gustav Werner, Leonard Greenburg, William B. Harris

Haulage in tunneling operations generally has been done with electric locomotives. As a rule, on short hauls the source of electricity is a storage battery mounted on the locomotive, which, of course, must be removed and recharged periodically. Where the distance from the recharging point to the tunnel face is very long, and where loads are heavy, trolley-driven locomotives are used. Diesel engines have been used in mining and tunneling operations in Europe for a number of years. The recent reports of studies in Belgium1 and by the Bureau of Mines in this country2-4 have indicated the potentialities of this form of power for haulage, mucking, bulldozing and many other underground operations. The hazards attending the use of Diesel engines in more or less closed spaces have long been known. The exhaust constituents that may create a harmful or objectionable environment are carbon monoxide, oxides of nitrogen and sulphur, carbon dioxide, aldehydes and smoke. Lack of precise information regarding the concentration of these gases and the ventilation requirements to reduce them to safe levels has to some extent suppressed their general acceptance in tunneling and mining work. Not until the work of the Bureau of Mines referred to above, and certain experience gained in the construction of the Delaware Aqueduct, ‡ has there been available the requisite information regarding the conditions under which their use may be permitted. This paper concerns itself with the successful operation of Diesel engines underground in the construction of certain parts of the Delaware Aqueduct, and describes the conditions under which Diesel engines have been found to operate with a minimum production of noxious gases. The test data reported were obtained during the operation of Diesel engines over a period of two years.* Studies by the New York State Department or Labor Exhaustive tests were made by the Division of Industrial Hygiene, of the composition of the exhaust gases given off by a Diesel engine mounted on a test block. These tests showed that certain' quantities of the gases are discharged from the exhaust. On the basis of these figures, preliminary requirements of design and control

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 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 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. Table i.—Results of Timber Survey in 1925 before Treated Timber Was Introduced Length of tunnels and gangways ft..... 522,987a Length of tunnels and gangways timbered, ft.................................. 224.880 Number of steel mine sets in use......... 2,412 Number of timber sets in use............ 63,834 Number of timber sets with evidence of rot 50: 419 Number of timber sets with evidence of squeeze..... ...................... I3,415 Percentage of all timber sets showing evidence of failure: BY wet rot........................ 6.0 By dry rot........................ 73.0 By squeeze....................... : Average life of wood set in Panther Valley, years............................... 5.3 • 99.05 miles. 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 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. Table i.—Results of Timber Survey in 1925 before Treated Timber Was Introduced Length of tunnels and gangways ft..... 522,987a Length of tunnels and gangways timbered, ft.................................. 224.880 Number of steel mine sets in use......... 2,412 Number of timber sets in use............ 63,834 Number of timber sets with evidence of rot 50: 419 Number of timber sets with evidence of squeeze..... ...................... I3,415 Percentage of all timber sets showing evidence of failure: BY wet rot........................ 6.0 By dry rot........................ 73.0 By squeeze....................... : Average life of wood set in Panther Valley, years............................... 5.3 • 99.05 miles. 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 H. E. Nold

ThE raw materials of the ceramic industry are mostly clays. This raw material is ground, water is added and the mixture pugged into a moist, plastic, rather stiff mass. From this mass the desired units of manufacture are made (bricks, hollow building tile, sewer pipe, etc.). These units are dried; then placed in kilns and heated until the desired degree of vitrification is obtained. For firing ceramic ware, two distinct types of kilns are used; namely, periodic and continuous tunnel. Periodic Kilns Periodic kilns are those ordinarily seen in a brick plant. They are either round or rectangular. The raw, dried, formed ware is piled or set in the kilns to depths frequently exceeding 10 ft. The kiln is heated until the ware is matured, then gradually cooled sufficiently to allow men to remove the ware; then the cycle is repeated. The time duration of the cycle may be more than two weeks. In order that heat can be distributed uniformly throughout the pile or setting, the units are placed so as to leave open spaces or flues throughout the pile for the passage of the hot gases. Each kiln is provided with a number of fireboxes (usually 10 or 12) spaced equally in the outside wall. The fireboxes may be equipped with flat or inclined grate bars or they may have no grates at all (dead bottom). Down-draft kilns are most used. In these the hot gaseous products of combustion from the fireboxes are deflected upward by bag walls just inside the fire zone. From the top of the kiln the gases are drawn down through the setting, off through holes in the kiln bottom, and conducted to a stack or stacks. In up-draft kilns the fireboxes are usually set somewhat lower. The hot gases are drawn inward and upward through the ware and pass off from the top. Up-draft kilns find their greatest use in the firing of common brick. In either case the problem is to maintain, as nearly as possible,

Jan 1, 1934