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By R. M. Kuralt

CONCESSION from the Chilean government granting the company use of the Rio Salado water stipulates that a minimum of 35,000 metric tons of such salty water must be diverted from the Salado daily, and be disposed of in a manner not to contaminate the Rio Loa to the east of its confluence with the Rio San Salvador at Chacance, Fig. 1. Consequently, the selection of a suitable site for the sulphide plant tailing disposal had the additional problem of the disposal of excess brackish waters. Studies of the terrain in the area directly to the south of the plant indicated that construction of tailing ponds would be costly, and generally unsatisfactory due to excessive slope of the ground, lack of flanking hills, danger of raising the groundwater level thus causing springs along the Antofagasta-Bolivia railroad; and the possibility of creating a dust nuisance at the plant site or at Calama due to blowing sands. Further to the southwest the San Salvador river canyon offered some possibilities and surveys were made at sites A to D, inclusive, Fig. 1. Here again costly dams would have been necessary to impound the tremendous quantity of tailing produced by the new plant, and provision would have to be made to handle a considerable flow of water through the disposal area to the west of the Rio Opache. Additional surveys were made in the area to the southeast of the plant which brought to light the existence of a natural basin of about 14 1/2 square miles, flanked by low-lying hills, and requiring only the most rudimentary dams to close the outlets at the western end. It has been estimated that the Salar de Talabre, as this basin is called, has the ultimate storage capacity of 1 billion tons of tailing with dam heights of only 60 ft. Pipe Line Layout After the decision had been reached to use the Salar de Talabre for the main disposal area various methods were considered for transporting the tailing from the 300 ft diam thickeners to the disposal site, 17.7 miles away. The first plan was to construct a. concrete launder on a 11 pct grade but a survey of this grade line indicated it would not lead directly into the Salar but would terminate somewhat to the north, and from that point on the slope would be considerably less than 1 pct along a natural watercourse. A slope of 2 pct or even 2 ¼ pct in such a rough watercourse or ditch is the ideal, judging from the success of operations at Cananea. Since a simple ditch is the most economical vehicle for the transportation of tailing, it was decided to use one with a 2 ¼ pct grade for as much of the distance as was possible with the existing terrain and to construct a concrete headbox, or forebay, at the terminus of the ditch to supply a steel pipe line leading the rest of the way into the Salar. Referring to the maps of the Chuquicamata area outlining the tailing disposal system, Figs. 1 and 2, one can trace the flow of the tailing from the thickeners to the Salar as follows: The 8-in. spigot pipes from the thickeners (1) discharge into a concrete sump feeding a concrete launder with a 2 pct slope. The launder carries the tailing into a concrete junction box (2) located south of the sulphide plant. The purpose of the junction box is to provide emergency facilities for diverting the tailing flow from the main disposal area to the emergency area. It also provides a junction point for the launder from the sulphide plant's future east extension. The box is fitted with a pair of radial gates controlling flow into the main tailing ditch (6) or the emergency ditch (3) which terminates on the pampa. All ditches are of the same cross section, namely 4 ft wide at the bottom with 1 : 1 side slopes and with a minimum depth of 21/2 ft. Where the nature of the ground demands it, the ditches are lined with stone rubble. The overflow from the plant's 10 million gal reservoir (4) is led into the main tailing ditch by way of a spillway ditch (5). The main ditch terminates in a trashscreen fitted, concrete forebay (7) which serves as a headbox for a 24 in. O.D. x 3/8 in. wall, Dresser coupled, steel pipe (10) and a 12 in. x 8-gage spiral welded, wedge-lock coupled, steel pipe (8). The forebay is fitted with two compartments, one for each pipe, and flow into each is controlled by radial gates. Each compartment is fitted with a 6-in. drain pipe controlled by a rubber pinch valve. To protect the forebay from the abrasive effects of the tailing, the sides of the compartments will be lined with old

Jan 1, 1952

By Carl Henrich

Jan 1, 1893

Jan 1, 1967

Jan 1, 1955

Nominating Committee.-On the recommendation of the President, the Board of Directors, at their meeting on Apr. 25,1913, appointed the following Nominating, Committee to nominate officers and directors for next year: John Hays Hammond (Ex-President), Chairman. Robert H. Richards Chairman of Boston Local Section. Richard S. McCaffery, . . . . Chairman of Spokane Local Section. Chester F. Lee Chairman of Puget Sound Local Section. Frederick G. Cottrell, . . . . San Francisco, Cal. Charles W. Goodale Butte, Mont. James W. Maleolmson, . . . . Kansas City, Mo.

Jan 5, 1913

CYRIL STANLEY SMITH, Chairman CARL E. SWARTZ, Past-Chairman ARTHUR PHILLIPS, Vice-Chairman E. E. SCHUMACHER, Vice-Chairman H. A. MALONEY, Treasurer FRANK. T. SISCO, Secretary 9 West 39th Street, New York, N. 1. Executive Committee 1944 1945 WILLIAM C. ELLIS C. S. BARRETT ALAN MORRIS T. A. WRIGHT KENT R. VAN HORN L. L. WYMAN

Jan 1, 1943

Jan 1, 1969

Jan 1, 1969

By F. C. Wagner, E. P. Klier, D. E. Nulk

The presence or absence of plastic strain at a cleavarage surface is a question of much importance, and upon its answer depends future possible theoretical work. To investigate this question back-reflectinn X ray patterns were obained on the cleavage facets of ferrite grains. The test set-up consisting of FeK colli- mated radiation, single grain material and stationary cassette and specimen will not lead to a diffraction pattern, in general, but is an ideal arrangement for the exami-nation of surface effects. A pattern taken on hydrogen purified

Jan 1, 1949

Jan 1, 1967

By F. R. Morral

INDUSTRY has yet to find a universal solution to the problem of engineer personnel selection. Today, the choice of the right man for the right job is even more pressing than ever before. The age of the hard apprenticeship seems to have passed. In its place one finds the interviewer who must determine through personal contact and evaluation of college grades whether a graduate engineer will fit into his company's scheme. The problem, as it is constituted today, may be broken into four parts: Need for better use of human resources (there is a shortage of engineers, scientists, and skilled workers), productivity with higher efficiency, encouragement of personal pride in work performed, and employee's happiness on the job and away from it.

Jan 4, 1953

By Henry Schwellenbach

LABOR shortages, rising wages, and changes in moisture and fines content of the ore necessitated a review of the flowsheet at Warren Foundry & Pipe Co's. Mt. Hope, N. J. Mines Div. This plant had been designed prior to World War II, and started operations in January 1945. When this operation was designed there was an oversupply of labor in the area, wages were at a reasonable level, the run-of-mine ore was low in moisture, and there was a limited amount of fines. These factors all favored use of hand picking for cleaning rougher lump concentrate. Since that time, many changes have occurred. The proximity of defense industries and large military installations, has created one of the most acute labor shortages in the country. This labor shortage together with present wage levels, and the increase in moisture and fines in the ore created several problems. The increase in moisture and fines may be attributed to changed mining methods, the extensive use of sprays, and the opening of new mining areas bringing an increase in ground water. [ ] Two problems were presented by the increase in moisture and fines. The first was that lump ore arrived at the open hearth in an unacceptable condition, due to the segregation enroute of the large amount of fines that had adhered to the lumps. The second problem was that high magnetite content fines coated the large lumps, making it difficult for pickers to distinguish middling by other than the relative weight. [ ]

Jan 1, 1952

By P. S. Bagga, P. T. Luckie

Liberation (the process of destroying the interlock between unwanted materials, such as mineral matter and pyrite, and coal) is one of the most important precursors to the benefication of raw coal in order to produce high grade marketable coals at economical recovery levels. Liberation is achieved usually by comminuting the raw coal. However, because of the significant interaction between the production of fine particles to achieve liberation and the cost of separating fine particles, the coal industry needs a method projecting the change in washability with size reduction. Such a projection can be combined with size reduction and separation simulators in order to examine completely beneficiation circuitry to produce coals of stringent specification. This paper presents the development of an appropriate liberation model for coal and its solution by Monte Carlo simulation to predict the expected washability of the raw coal as a function of comminution. It includes model validation with a known binary mixture as well as with a known teritary mixture.

Jan 1, 1983

By Khosrow Bakhtar

A series of nineteen shear tests were performed on fractures 1 m2 in area, generated in blocks of sandstone, granite, tuff, hydro- stone and concrete. The tests were conducted under quasi-static and dynamic loading conditions. A vertical stress assisted fracturing technique was developed to create the fractures through the large test blocks. Prior to testing, the fractured surface of each block was characterized using the Barton JRC-JCS concept. The results of characterization were used to generate the peak strength envelope for each fractured surface. Attempts were made to model the stress path based on the classical transformation equations which assumes a theoretical plane, elastic isotropic properties, and therefore no slip. However, this approach gave rise to a stress path passing above the strength envelope which is clearly unacceptable. The results of the experimental investigations indicated that actual stress path is affected by the dilatancy due to fracture roughness, as well as by the side friction imposed by the boundary conditions. By introducing the corrections due to the dilation and boundary conditions into the stress transformation equation, the fully corrected stress paths for predicting the strength of fractured blocks were obtained.

Jan 1, 1984

Jan 1, 1967

By J. F. Breedis

The stabilization of austenite in Fe-Ni alloys against martensitic transformation after reversion has been attributed' to the lattice imperfections remaining from previous transformation. More recently, however, such stabilization has been associatedzy3 with compositional changes which occur in martensite during slow heating. Dislocation arrangements in deformed austenitic stainless steels strongly influence transformation to martensite on quenching.4 Therefore, it is of interest to observe the transformation behavior of stainless steel after reversion, especially since previous studies have been confined to Fe-Ni alloys. The transformation-product morphology also differs in the two iron-alloy systems;6 plate martensite forms in the latter while stainless steel transforms to lath-type martensite. Samples of Fe-16 wt pct Cr-12 wt pct Ni (maximum C + N = 0.005 wt pct, 0 = 0.02 wt pct), prepared by vacuum melting and casting from high-purity components, were annealed at 900°C for 24 hr, after cold rolling to produce a 40-p grain diameter. The M, temperature of this alloy is -80°C and samples are fully austenitic after annealing. The amount of martensite present after quenching, annealing, and requenching was determined magnetically, to within 0.01 wt pct, using a vibrating specimen magnetometer. Nearly 14 pct of martensite forms during the initial quench in 1 min at -196°C. Two-min and 2-hr anneals were done in air and in evacuated quartz capsules, respectively. All specimens were electro-polished before making the magnetic measurements.

Jan 1, 1967

By Leslie C. Richards

The competitive position of producers of industrial minerals depends upon the delivered price of their product. Freight charges are a major factor in the sales to consumers. A comparison of freight rates on movements of limestone and silica rock in the Pacific Northwest shows a wide variance in mills per ton mile for like hauls, thereby favoring some localities over others. Introduction: Sooner or later the potential miner of industrial minerals reaches the conclusion that of the various factors he must consider, the marketing of his product is. the most important. The sooner he realizes this the better, as successful industrial mineral producers .will confirm. Herein lies a difference between i.ndustria1 mineral mining and metal mining. Often in the latter, technical problems of mining or concentrating are equal to or even surpass those of marketing. This is not meant to imply that there are no problems in mining and beneficiation of industrial minerals, but these usually are outweighed by the problem of marketing. Recentlv. an official of a nationally known corporation :i the elecl.ro-metallurgical industry made an industrial mineral survey in the Pacific Northwest. In the course of his investigation he interviewed producers and potential producers of the various industrial minerals scheduled for use in the plant now being constructed in this area. He stated that he was interested in only three factors: namely, (1) Can your product meet our specifications? (2) Are you able to supply our tonnage requirements? and (3) What will be the delivered price? If there are several sources of supply of sufficient grade and tonnage, as is often the case in the Northwest, then the third factor becomes the important and deciding one. While industrial minerals are usually sold f.0.b. cars with the freight being paid by the buyer, it is the delivered and riot the f.0.b. price that determines the competitive position of the producer and his industrial mineral product. Unfortunately for both the consumers and producers of industrial minerals in the Northwest, the sources are generally a considerable distance from the markets. This necessitates long rail hauls, for which transportation charges make up the largest share of the delivered cost and the delivered price of the product. Is it any wonder then, that rail rates play such an important part in the marketing of industrial minerals? In order to sell his product, the producer must be able to deliver to the market at a competitive price. It must be remembered that his largest cost factor is rail transportation, and that he is limited to markets that he can reach competitively. Since the cost of rail transportation is so important, let us compare various freight rates in the Northwest and attempt to determine their influence on marketing. A study of all rates on all industrial minerals transported in this area, is beyond the scope of this paper. For the purposes of comparison, let us consider limestone (broken, crushed, or ground), and silica rock. These are widely used industrial minerals, and are carried by several different rail routes from.the sources of supply to the centers of consumption in the Pacific Northwest. Markets and Sources of Supply: Limestone has a number of uses in western Oregon and Washington. Among them are agricultural lime for the soils of the Willamette Valley and southwestern Washington; paper rock for the mills in such cities as West Linn, Oregon City, Newberg, St. Helens, and Salem, Oregon, and Camas and Everett, Wash.; chemical and metallurgical-grade limestone for the metallurgical plants centering around Portland, and the Tacoma-Seattle areas'; and sugar rock for the sugar refineries at Toppenish, Wash., and Nyssa, Oregon. Since limestone for cement manufacture is generally processed near the quarry, transportation

Jan 1, 1951

By Leslie C. Richards

Sooner or later the potential miner of industrial minerals reaches the conclusion that of the various factors he must consider, the marketing of his product is. the most important. The sooner he realizes this the better, as successful industrial mineral producers .will confirm. Herein lies a difference between i.ndustria1 mineral mining and metal mining. Often in the latter, technical problems of mining or concentrating are equal to or even surpass those of marketing. This is not meant to imply that there are no problems in mining and beneficiation of industrial minerals, but these usually are outweighed by the problem of marketing. Recentlv. an official of a nationally known corporation :i the elecl.ro-metallurgical industry made an industrial mineral survey in the Pacific Northwest. In the course of his investigation he interviewed producers and potential producers of the various industrial minerals scheduled for use in the plant now being constructed in this area. He stated that he was interested in only three factors: namely, (1) Can your product meet our specifications? (2) Are you able to supply our tonnage requirements? and (3) What will be the delivered price? If there are several sources of supply of sufficient grade and tonnage, as is often the case in the Northwest, then the third factor becomes the important and deciding one. While industrial minerals are usually sold f.0.b. cars with the freight being paid by the buyer, it is the delivered and riot the f.0.b. price that determines the competitive position of the producer and his industrial mineral product. Unfortunately for both the consumers and producers of industrial minerals in the Northwest, the sources are generally a considerable distance from the markets. This necessitates long rail hauls, for which transportation charges make up the largest share of the delivered cost and the delivered price of the product. Is it any wonder then, that rail rates play such an important part in the marketing of industrial minerals? In order to sell his product, the producer must be able to deliver to the market at a competitive price. It must be remembered that his largest cost factor is rail transportation, and that he is limited to markets that he can reach competitively. Since the cost of rail transportation is so important, let us compare various freight rates in the Northwest and attempt to determine their influence on marketing. A study of all rates on all industrial minerals transported in this area, is beyond the scope of this paper. For the purposes of comparison, let us consider limestone (broken, crushed, or ground), and silica rock. These are widely used industrial minerals, and are carried by several different rail routes from.the sources of supply to the centers of consumption in the Pacific Northwest. Markets and Sources of Supply: Limestone has a number of uses in western Oregon and Washington. Among them are agricultural lime for the soils of the Willamette Valley and southwestern Washington; paper rock for the mills in such cities as West Linn, Oregon City, Newberg, St. Helens, and Salem, Oregon, and Camas and Everett, Wash.; chemical and metallurgical-grade limestone for the metallurgical plants centering around Portland, and the Tacoma-Seattle areas'; and sugar rock for the sugar refineries at Toppenish, Wash., and Nyssa, Oregon. Since limestone for cement manufacture is generally processed near the quarry, transportation

Jan 1, 1951

Jan 1, 1967