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By E. E. Mason

THE Myrtle group of mining claims is situated on Barkerville mountain in the Cariboo mining district of British Columbia, west of the old mining town of Barkerville. An 1,800-foot adit, known as the Shamrock tunnel, was driven in 1935-36 from the Barkerville road and in the general direction of the Myrtle group. It was proposed to enlarge this adit to more convenient section, extend it 2,500 feet int0 Myrtle ground, and from there drive a main entry 3,000 feet along the length of the group. Several laterals were also to be driven off this main entry as part of the tunnel schedule. It was thus originally proposed to drive 5,500 feet of new adit and 1,800 feet of laterals, a total of 7,300 feet of new work. Work was commenced with a bulldozer on April 21st, 1941, cutting a bench on the hillside for a plant site. The power plant was ready for operation on August 8th. Slashing and re-timbering of the old adit rook longer than was expected. It was found that 57 per cent of the length required timbering, chiefly by fore-poling, and there was also trouble in several sections with swelling ground. First round in the new face was taken on September 17th, when a 2-shift daily schedule was commenced. Due to delays in delivery of electrical equipment, it was not possible to add the third shift until November 14th. From then on, a 3-shift daily schedule was maintained with the exception of holidays and fortnightly change Sundays until August 1st, 1942, when shortage of labour caused the dropping of a shift. All work was suspended on August 14th. The ground through which the tunnel passed was such that the driving was often interrupted by the need of protective timber at the face. Further, crews were continuously employed timbering behind the face, and in maintenance of timbered sections in swelling ground. Roughly 980 feet of the new workings are now timbered, about 21 per cent of the total.

Jan 1, 1942

By S. H. Ash

Probably one of the most significant departures in tunneling practice is the introduction of Diesel locomotives far haulage (Diesel trucks have been used for some time). The fallacy of the belief that they do not generate carbon monoxide or toxic gases and can be used indiscriminately has been proved by the authors through observation for several years of atmospheric conditions surrounding the use of Diesel engines in tunnels. Diesel locomotives haves been introduced in tunnel haulage for reasons other than safety or health. Except to the extent that they replace trolleys, with their danger of causing electrocutions, modern Diesel locomotives do not increase safety Or remove any ordinary hazards to safety or health. In fact, they create such hazards, the extent of which is limited entirely by the carbon monoxide-content level set, method of ventilation, adequacy of the measures.

Jan 1, 1942

By E. H. Denny

The subject of haulage and heisting hazards is one that merits the attention of everyone engaged in mining. The purpose of this circular is to the importance of such hazards as are shown by Bureau of Mines accident figures, to give some examples of recent accidents and briefly analyze the immediate contributing causes, and to discuss some general means found by metal- and coal-mining companies to minimize those hazards. Haulage and hoisting accidents collectively constitute the second most common cause of accidents in and about coal mines and the third most common cause in and about metal mines. In both these types of mines falls of ground cause more accidents than haulage, and in metal mines falls of persons in raises and similar openings also exceed haulage accidents in number.

Jan 1, 1942

By A. T. Beckwith

THE Lehigh Navigation Coal Company Inc. operates steep-pitch, relatively deep mines in the Panther Creek Valley, at the eastern end of the southern anthracite coal field. Commercially minable coal beds are the Mammoth,† Primrose, Orchard, and Buck Mountain,‡ their respective thicknesses average 50, 15, 1o and 12 ft. Sand slates immediately overlie and underlie these beds, though in some locations sandstone or conglomerate beds occur. Underground operations extend to a depth of 1200 ft. below the surface, and comprise a bulk of virgin work on the lower levels, and a small amount of remining on the upper levels. With increase in depth, ventilation has become a more important factor. DEVELOPMENT In early days slopes or drifts were driven in the outcropping coal on the hillsides. Subsequent development was by water-level tunnels, with portals above high water in Panther Creek. These tunnels have been maintained because they intercept and drain much water that enters the mined-out portion of the bed and otherwise would follow down to the deep workings. Below these tunnels, the coal was customarily developed by slopes. Muleways, which are zigzag chutes easy to travel, were also driven to connect lower openings with the water levels. When it became necessary to go still deeper, the slopes were abandoned, and vertical multicompartment shafts were sunk from the surface. Levels have been at vertical intervals of from 195 to 250 ft. Recent practice has been toward the latter spacing; splitting the total lift, however, by starting to mine from chutes extending halfway up to the level above. Chutes customarily are spaced at 50, 60 or 70-ft. centers along the gangways. At some mines, additional shafts have been sunk from the surface to the level containing the main pumping station, and these carry the discharge lines from the pumps. As the mines are ventilated by the exhausting system, both the hoisting and so-called water shafts serve as intakes. The main fan is always on the surface, and is connected with the return airways from the various levels by an air hole or a vertical shaft. For economy, when the present deepest levels were developed, main return-air shafts or air holes were not extended to the new level, but connections were made from the new level to that above by two or more holes. It is doubtful that this method will be continued, as complications in the system, increased resistance to flow, and other difficulties undoubtedly will counterbalance any economies this provision may afford.

Jan 1, 1942

By R. G. K. Morrison

By arrangement between the Ontario Mining Association and Messrs. John Taylor & Sons, Mining Engineers, 6 Queen Street Place, London, E.C.4, the writer was engaged for a period of not more than three months to report on the rockburst situation in Ontario mines. This was later amplified, by mutual agreement, to include, at the expense of detail, visits to the larger camps where rockbursts had not occurred, to get a general picture of conditions and to discuss the subject with operators in their respective areas. Scope of Activities Visits were paid to the following properties for the purpose of enquiry and discussion; the underground workings of those mines marked with an asterisk were visited on one or more occasions: KIRKLAND LAKE * Macassa Mines, Limited * Kirkland Lake Gold Mining Co., Ltd. * Teck-Hughes Gold Mines, Limited * Lake Shore Mines, Limited * Wright-Hargreaves Mines, Limited Sylvanite Gold Mines, Limited Toburn Gold Mines, Limited EAST KIRKLAND & LARDER LAKE Upper Canada Mines, Limited Chesterville Larder Lake Gold Mtng Co., Ltd. Kerr-Addison Gold Mines, Limited Omega Gold Mines, Limited PORCUPINE * Hollinger Consolidated Gold Mines, Ltd. * Mcintyre Porcupine Mines, Limited * Dome Mines, Limited * Buffalo Ankerite Gold Mines, Limited Paymaster Consolidated Mines, Limited Preston East Dome Mines, Limited Pamour Porcupine Mines, Limited Broulan Porcupine Mines, Limited Hallnor Mines, Limited Naybob Gold Mines, Limited Delnite Mines, Limited Moneta Porcupine Mines, Limited DeSantis Porcupine Mines, Limited Coniaurum Mines, Limited SUDURY lnternational Nickel Co. of Can., Ltd. * Falconbridge Nickel Mines, Limited LITTLE LONG LAC AREA * Little Long Lac Gold Mines, Limited MacLeod-Cockshutt Gold Mines, Ltd. Hard Rock Gold Mines, Limited Bankfield Consolidated Mines, Limited Magnet Consolidated Mines (1936), Ltd. à PICKLE LAKE AREA * Central Patricia Gold Mines, Limited * Pickle Crow Gold Mines, Limited UCHI LAKE * Uchi Gold Mines, Limited McKENZIE ISLAND AREA Gold Eagle Gold Mines, Limited * McKenzie Red Lake Gold Mines, Ltd. * Cochenour Willans Gold Mines, Limited RED LAKE * Howey Gold Mines, Limited Hasaga Gold Mines, Limited Madson Red Lake Gold Mines, Limited

Jan 1, 1942

By John D. Bradley

Stibnite is 76 miles east of Cascade, Idaho, which is 78 miles due north of Boise. The altitude at Stibnite is 6,500 feet, and between Cascade and Stibnite the Forest Service road crosses two summits - Big Creek at 6,800 feet and Warm Lake at 7,300 feet. The ownership of most of the Meadow Creek group of 190 claims, which is optioned by the Bradley Mining Co from the United Mercury Mines Co. may be traced back from their consolidation by the United Mercury Co. through ownership by prospectors and small promotional companies to the discovery of the Thunder Mountain district in 1900 by the Caswell brothers.

Jan 1, 1942

By Leonard Greenburg, William B. Harris, Gustäv 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 OF 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, 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 Fred W. Stiefel

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

Jan 1, 1942

By Hart J. G, Anderson J. S

The presence of platinum metals in the nickeliferous copper ore of the Thomson River Copper Mine near Walhalla, Victoria, was first revealed in 1905 by assays made in the laboratory of the Department of Mines (1).These disclosed the presence in the ore of 5 dwt. platinum metals, 1 dwt. gold and 13 dwt. silver per ton. Attempts to isolate the platinum-bearing mineral were unsuccessful, and the absence of obvious native platinum led the assayer, Mr. P. G. W. Bayley, to suspect that the platinum might be present as sperrylite. Subsequently, Mr. C. M. Lyons, then metallurgist to the Long Tunnel Gold Mining Company, Walhalla, tried to isolate the platinum mineral from samples of ore containing as much as 7 dwt. platinum metals, but again without success.In 1912, a sample of copper matte from this ore was submitted to Messrs. Johnson, Matthey and Company, Limited of London, for analysis. The analysis, which is quoted below by their courtesy, revealed tnat a large proportion of the metal pi'eviously reported as platinum was palladium, there being about two parts of palladium in the matte to one part of platinum.

Jan 1, 1942

By P. S. Miller, S. H. Ash

EXTENSIVE and diversified resources justify large populations and great industries. To carry on the business of commerce and meet the demands of large populations, the utilization of tunnels in some form for transportation purposes constitutes an important link in modern civilization. The driving of tunnels has been appropriated by the tunneling branch of the heavy-construction industry, and the progressive steps taken by modern tunnel builders were not even dreamed of 50 years ago. Great strides have been made toward more rapid progress in tunneling in the United States during the past 10 years. Tunneling consists of a definite cycle of operations developed from ideas that are crystallized and translated into action programs through various engineering phases that begin with the first preliminary survey and do not end until the job is completed. Once the line of the bore is established and a time set for the completion of the work, the face must advance according to estimates prepared before the work commences. This schedule must be followed in regular sequence from the moment the drills start against a new face of rock until they are ready again to drill the succeeding face, constituting a round.1 Mining is largely tunneling carried on under conditions often more inherently hazardous than actual tunnel construction, but for various reasons1 tunneling is more hazardous than mining in any branch of the mineral industry, On the other hand, obstacles are sometimes encountered in heavy-construction tunneling projects that when met in mining enterprises do not offer comparable tasks to avoid or overcome them. One of these is the existence of water under high pressures. In mining enterprises, various alternatives offer a solution in driving a tunnel, even to the extent of its discontinuance or the abandonment of the mine, but a "construction" tunnel usually must go forward because some important project depends largely if not entirely upon it. This paper describes an unusual method of driving a water-supply tunnel through rock carrying water under pressures and conditions that did not permit the use of ordinary tunneling methods. THE DELAWARE AQUEDUCT The new Delaware aqueduct is a Manhattan project of some magnitude; when completed, it will contain what probably will be, for some time to come, the longest tunnel in the world. Various features in its construction are currently described in the trade journals of the construction industry, and informative engineering details are given in the Delaware Water Supply News, published twice a month by the Board of Water Supply of the City of New York. Work was begun on this project on March 24, 1937. The tunnel will convey water from reservoirs at the headwaters of the Delaware River to the City of New York.

Jan 1, 1942

By Aloys H. Wohlrab

THE conditions that govern the selection of a suitable type of detachable bit for the small, isolated mine, for rock work and tunnel contracting and for the large mine are quite dissimilar, therefore intelligent recommendation of a particular make of detachable bit must involve consideration of many factors. Small, isolated mines may find advantageous a detachable bit that a larger mine cannot afford to use, because of more efficient conventional steel sharpening and steel-distribution practice, but a small mine may not be able to adopt the practice of large mines because of necessary capital expenditures for equipment for detachable-bit sharpening and shanking. The perfect detachable bit, suitable for all conditions, has not yet been developed. CONVENTIONAL DRILL BIT IN USE That drilling speed increases as the bit gauge decreases is well known, but since small-hole drilling is the exception rather than the rule the rate of such increase is probably not so generally recognized. Tests carried out by Holman Brothers Limited1 with 7/8 -in. steel show that when bit sizes are reduced from I ½ in., I 3/8 in., and I 3/16 in., to I 3/8 in., I ¼ in., and I 1/8 in., respectively, the volume of the hole is 15 per cent less and the drilling speed 49 per cent higher. Recent tests by the United States Bureau of Mines2,3 in hard, uniform basalt showed that a reduction in average gauge from 2.077 to I.826 in., a difference of 0. 2,5I in., gave an increased drilling speed of 65 per cent. The limits to which a drill hole may be extended depend upon the loss in gauge. Since the conventional bit with 5° and I4° clearances did not possess sufficient reaming edge to permit the smaller gauge changes that were required for small-hole drilling, experiments were made in bit construction with a view to correcting this deficiency. This resulted in the adoption of the full reaming cross bit (having full Carr characteristics) by some mines.4 In order to drill holes having a minimum taper from the collar to the bottom of the hole, full reaming center-hole cross bits with 90° cutting angles, 5° and 14° wing tapers, forged on 7/8-in. quarter-octagon drill rods, are used in the conventional drill-steel practice at Hollinger. In the steel shop close attention is given to the condition of the dies and dollies, which, combined with a rigid inspection of the finished bit, ensures as nearly a perfect bit as can be forged economically. Shop practices and costs have been discussed in earlier papers.5.6 The method by which the radii for the special dies used for forging bits of different gauge diameter are obtained so that the points and reaming edges cut circles of the same diameter has been discussed by Hibbert.7 REQUIREMENTS FOR DETACHABLE BIT FOR HOLLINGER Under these circumstances, it was apparent that it would be difficult to introduce a detachable bit that could successfully compete with the conventional bit already in

Jan 1, 1942

By Philip B. Bucky

CONTENTS [PACEPACE r. What Is a Rock Burst?2 4. How Can Rock Bursts Be Predicted? . 35 Jack Spalding2Jack Spalding35 A. F. Robertson 2, 5A. F. Robertson35 W. R. Crane 2A. B. Yates and P. J. Shenon. . . . 35 G. S. Rice 2W. R. Crane 35 P. J. Shenon 2G. S. Rice 35 L. C. Graton 2B. F. Tillson 36 2. What Are the Causes of Rock Bursts? 6 5. How Can Rock Bursts Be Controlled?. 36 Jack Spalding6Jack Spalding36 A. B. Yates and P. J. Shenon . 7, 12, 29A. F. Robertson 36 A. F. Robertson 12, 28W. R. Crane37 W. R. Crane 15A. B. Yates and P. J. Shenon. . . . 37 G. S. Rice 15Oscar Weiss38 Oscar Weiss15G. S. Rice37, 42 P. B. Bucky21R. D. Hoffman42, 43 P. H. Bird 21, 26, 28R. D. Hall 42 M. K. Hubbert26R. H. Cromwell42 G. Wheeler 26. J. Shenon 42 B. F. Tillson26, 28P. B. Bucky42, 44 T. T. Read 27B. F. Tillson 42, 44 A. B. Yates 43, 44 3. How Can Rock Bursts Be Prevented? . 30P. H. Bird 43 Jack Spalding. . . . • . • • • • . 306. General Discussion . A. B. Yates and P. J. Shenon. . . . 31Jack Spalding44 A. F. Robertson32R. D. Parker49 W. R. Crane 35C. Baring Horwood 51 G. S. Rice 35P. B. Bucky 52] FOREWORD THIS symposium brings together points of view, experiences and ideas on rock bursts from a goodly portion of the globe. Some conceptions, particularly those regarding the necessity of depth, have been fairly well shattered, as we find that they are present in the water tunnels of New York, on the surface at marble quarries in Vermont, and in the coal mines of the United States, as well as in the deep mines of the South African and Kolar gold fields, and in the nickel, copper and gold mines of Canada. Their occurrence under such a variety of conditions is, therefore, a challenge,

Jan 1, 1942

By Joseph A. Corgan

The river- or dredge-coal industry of Pennsylvania is conducted on many of the rivers and creeks that drain the Pennsylvania anthracite fields. Coal thus recovered found its way into the streams as coal was being prepared for market by the anthracite industry proper, in the northeastern part of the State. The Principal rivers draining; the fields, those where dredging is taking place, are the Susquehanna, Schuylkill, and Lehigh. Several creeks - the Shamokin, Mahanoy, Wiconisco, and Swatara - also are productive sources of river or creek coal. Operations along the streams cover a wide territory, and along the Susquchanna alone; dredges are recovering coal for about 160 miles. Anthracite was a significant factor in the early industrial development of the United States. Industry used it to generate steam, and railroads used it as fuel for locomotives; but it probably was most important industrially in the smelting of iron ore. For more than a hundred years homes have been heated with this fuel. From the beginning of mining in 1807, to 1940, more than 4 billion net tons of anthracite had been prepared and shipped to market. In the preparation process much of the smaller-size coal and refuse found their way into rivers and creeks which carried the material many miles. This study is concerned with the recovery of that anthracite from those rivers and creeks.

Jan 1, 1942

By Merle Randall

Application of a new chemical spray in a mercury mine in which ore rich in native metal was causing salivation among the miners has given such favorable results that it is believed the process will be useful in other mines and perhaps in some plants where similar conditions exist. The process was originated by Merle Randall, professor of chemistry at the University of California. GENERAL PROBLEM The presence of native quicksilver in mines from which the metal is produced has long been a source of trouble and danger to the workers. Men have been sickened and some of them have been disabled by exposure to the vapors present (even in workings that were well-ventilated by ordinary standards) and to contact with dust, dirt, and moisture with which the finely divided quicksilver was mixed. Where the ore was rich and this exposure was considerable men were able to work only a few days or weeks; where the exposure was less they were weakened and subject to ailments often attributed to other causes.

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. [ ] 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

Jan 1, 1942

By N. Melnyk

IN the past, the Cadomin Coal Company has opened four mines, all in the same coal seam or its folds. Three of these were opened from river level by horizontal entries or rock tunnels, and the fourth, the present working mine, by vertical shafts. This paper deals largely with some operating phases of this fourth mine, with which the writer has been associated. The seam worked here is a thick, steep, bituminous seam, and the writer feels there is a paucity of published data on the mining of such seams. Possible reasons for this are that such seams do not !end themselves to intensive development or mining, there is little chance to mechanize because of the extreme pitch, and operations are fraught with many problems. In addition, the present operations in this particular seam are being carried on at a level below the former workings, introducing new problems, not en-countered on the upper level. Coal will, without question, long continue to be an important factor in the national economy, and some of the best coal is to be found in thick, steep seams. But with the exhaustion of the easily-mined coal near the outcrops, future coal will have to come more and more from lower levels. At Cadomin there is still considerable coal on the second level, below the old river-workings, and there is a possibility that, in the future, still lower levels will be worked. It is the purpose of this paper to indicate some phases of such lower-level operations and to invite discussion.

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 Ernest Davis

WATER power, until developed, produces nothing, but when harnessed it continues to produce, it might be said, indefinitely. Hence the importance of developing all feasible water powers. British Columbia, like the western states of America, is subject to variable meteorological conditions which cause most streams to be erratic in their flow. The wet season, usually commencing in October and continuing to March or April, together with the melting of the snows during the early summer, produces a heavy run-off which diminishes considerably during the later s1.1,mmer months, with the result that storage is essential on practically every stream in order to regulate the flow to obtain a discharge which will meet the requirements of the load of the markets the power is to serve. Storage sites of sufficient capacity to equate the flows are not always present and it follows that, where such a deficiency exists, the difference must usually be met by burning fuel in steam plants. Fortunately, there are within the Province deposits of high-grade coal, suitable for the operation of such auxiliary steam plants. One of the strongest reasons for the development of water powers is the conservation of fuel. All use of coal or oil depletes resources that can never be renewed. Every water power developed means a saving in fuel and, even if at first it does not possess an over-powering financial advantage, it must become of ever increasing value as fuel resources become depleted. However, sight must not be lost of the inter-relation which should exist between the two methods of generating electrical energy, as each makes an admirable supplement to the? other with respect to suitability for carrying different types of load. In general, it can be said that the fixed charges of a water power development are usually high in relation to the operation costs, while those of fuel power plants are usually the reverse, so it is sometimes possible to combine the two methods of generation for the more efficient production of energy.

Jan 1, 1942