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By Davis Baker

The direct-metal cars or ladles of the Maryland Steel Company have a capacity of 18 tons when filled within 12 inches of the top. On account of this large capacity, the formation of skulls in these ladles is by no means as rapid as in smaller ladles; but a skull once formed is a very unwieldy piece of metal to handle, and especially to remove from the ladle. We have found it cheaper to clean ladles often rather than make very heavy skulls. We aim to keep the ring of chilled metal that forms on the surface of the iron chipped off, so that the skull shall form principally at the bottom until it becomes so thick as to render the ladle unfit for service. Sometimes it happens that a ladle may be held for several hours filled with molten metal. This invariably leaves a large amount of chilled metal in the ladle. Frequently the skull will weigh several tons, and will be of the full size of the ladle inside, with a top crust, having perhaps a hole 12 inches square, through which the molten metal was poured. In order to remove skulls that cannot be easily chipped out with a bar, we use what may be called a skull-extractor, consisting of a hydraulic cylinder mounted in the center of a heavy cast-iron plate, standing vertically on a suitable foundation. Figs. 1 and 2 show the construction and operation of this apparatus, Fig. 1 being a view of the extractor with pistons extended to full stroke, and Fig. 2 a view with ladle in position and pistons about to commence the stroke. in both figures, A is the hydraulic cylinder, B the vertical cast-iron plate, and C the foundation. The water-pressure, admitted through the pipe, P, is 750 pounds per square inch, and the inside diameter of A is 14 inches. There are two pistons: D, fitting the bore of the cylinder, and E, 84 inches in diameter, moving inside of D. Both pistons move together when

Jan 1, 1893

By W. H. Morris

I have been requested to present a paper on the slag from the basic Bessemer process, as prepared for fertilizing. Since Professor W. B. Phillips presented at the Birmingham meeting, in May, 1888, an able paper* on this subject, as it had been developed up to that time, there is little for me to add. Perhaps later practice may be best expressed by the homely proverb, " The proof of the pudding is in the eating." As the Pottstown Iron Company is the only concern manufacturing basic Bessemer slag in this country, the writer's personal experience in the use of it may be interesting. Our slag averages: P2O5, 21.37; SiO2,, 5.10; MgO, 5.90; Al2O3, 4.01; MnO, 5.56 ; FeO, 12.00; Na2O and K2O, 0.80; CaO, 45.26; total, 100.00. This gives over 76 per cent. of phosphoric acid and lime. In using this material for several years past on my lawn and garden, I have found it better than anything else I have ever tried ; and I am sure that any of you who had seen my green grass last month (January), wherever the ground was bare from snow, as bright as in early fall, would be forced to acknowledge the advantages of this soil-enricher. The grass on my private lawn, and around the company's office, is green the whole winter; and we have raised very good sod, by the use of this phosphate, where, without it, we were unable to get the grass to grow either from seed or by repeatedly sodding. The same statement applies to garden-truck; when the soil was first broken up, a good crop of vegetables was easily raised. My own gardener has had several premiums from Philadelphia seedsmen (notably, last year, the first premium for sugarcorn raised in the first part of July, being the first sample sent them). Our method of applying this material is to grind the slag very finely, so that at least 60 per cent. of it will go through a 150-mesh screen (i.e., say, 22,500 meshes to the square inch), and 90 per cent. through a 100-mesh screen (i.e., 10,000 meshes to the square inch). This fine grinding seems to be the main condition of success.

Jan 1, 1893

Remarks of Mr. Robert W. Hunt, General, Superintendent, Albany and Rensselaer Iron and Steel Company., Troy N. Y.—In discussing Dr. Dudley's two most interesting papers, I feel a natural hesitancy in disagreeing with conclusions formed after such careful and conscientious work. But I think he has made his deductions from too meagre premises. The analyses of but twenty-five samples are entirely too few to justify the establishment of so important a formula. When we consider that he indirectly proposes to regulate an interest amounting, even at the present low prices, to over $20,000,000 per annum, we may well hesitate before accepting a formula based upon the chemical and physical analyses of but twenty-five steel rails. Dr. Dudley touches the keynote in referring to the proposed labors of the Government Test Commission. They based their hopes of attaining success upon the chemical and physical analyses of a very large number of samples, and in the only branch of investigation which the short-sighted policy of Congress has allowed them to complete, i.e., chain cables, we find that a dozen, twenty-five or one hundred tests gave no satisfactory results. It was only after many hundreds that they were enabled to' draw conclusions. There are so many circumstances hearing upon the life of a rail, that the task of extracting a correct result seems herculean. I presume I am right in stating that in our Northern latitudes early winter and spring months witness the breaking of the greatest number of rails, thus seeming to prove that an unstable road-bed has much to answer for. Then, again, broken and flattened wheels must be taken into account, but I am convinced that more rails have been broken by the treatment which they received before leaving the rolling-mill

Jan 1, 1879

By R. M. Daelen

Mechanical science is severely tested by the demands of the iron manufacture for the varied apparatus needed to transport and to treat raw materials and products. Water has long been a favorite means of transmitting pressure for such purposes, because of its own incompressibility. Further advances in its use are the more to be expected, since mechanical improvements have steadily tended to overcome the difficulties formerly encountered in the employment of great hydraulic pressures. So long as the pressure is not higher than that which requires for plungers, etc., only ordinary stuffing-boxes, with hemp or other similar packing, the necessary arrangements for the production and transmission of the water-pressure without leakage are very simple. But when this limit (which is, for most purposes, 50 kilos to the square centimeter) is exceeded, new conditions of construction arise, which are met in various ways, and which justify a primary division of hydraulic presses into low-pressure and high-pressure respectively. The former are used in lifting and moving weights, and employ pressures as high (in extreme cases) as 100 kilos per square centimeter; but at this point the friction between piston and hemp-packing is so great that the use of cup-leathers is already preferable. Beyond 100 kilos it becomes a necessity. The range of practicable tight packing which follows is considerable, extending to about 1000 kilos; but "high pressure" in practice is from 100 to 600 kilos, and it is to this that the present paper applies. General Classes and Types. Hydraulic transmission at high pressure usually claims consideration in case the solid mechanism, such as levers, cams, screws, and gear-wheels, would have to be too large, would involve too much friction, or could not be suitably adapted to the speed-requirements of the working-tools. Since steam is mostly the primary carrier of

Jan 1, 1893

By John Stewart

The market at present supplied by shipments from the phosphate districts of Quebec, Ontario, and New York State requires high-grade ore, carrying from 75 per cent. to 90 per cent. of phosphate of lime. In sorting out such material by hand, much valuable phosphate is necessarily left in the "culls" or refuse, besides which, much phosphate-rock of low-grade is not now mined at all, because it cannot be made available by the crude method of cobbing and hand-sorting. The utilization of such material, which would, of course, greatly benefit this industry, requires either a mechanical separation or a chemical process which would concentrate the phosphate in a form suitable for agriculture. Considering the rich phosphate now shipped as the first class, we may arrange the lower grades in three classes, as follows: Second Class.—Cull-ore from the first class, and the mass of deposits having, as gangue, pyroxene or hornblende. The following table gives the hardness and specific gravity of the minerals concerned: Hardness Spec. gravity. Apatite,....... . 5 3.1 to 3.25 Crystalline limestone (pink calcite),. 3 to 4 2.5 to 2.9 Pyroxene,..5 to 6 3.23 to 3.5 Hornblende,.5 to 6 2.9 to 3.4 Feldspar (orthoclase),. .. . 6 to 6.5 2.5 to 2.6 It is evident that when pyroxene and hornblende are present in large proportions, this ore cannot be successfully concentrated by crushing and jigging. It may be reduced to fine powder by successive treatment in a rock-breaker and a Sturtevant or Frisbee-Lucop mill, or other suitable apparatus, and in this condition it could be largely used by applying it freely upon exhausted clay soils, such as occur in Quebec and Ontario. The occupants of these once fertile river-lands are, however, hard to move in the direction of such improvements. When water-power is at hand, the cost of crushing

Jan 1, 1893

By Fred W. Gordon

Apart from the character of pig-iron to be manufactured, other than that it shall be well reduced and open-grained, the selection of the materials should be such as to produce it at the lowest cost. As a rule, the sources of fuels and limestones are not so extensively varied as those of the ores. Many Eastern furnaces are now using Lake Superior ores, and but recently a part of the supply came from foreign ports. It is, however, of the highest importance that the character of fuels and limestones, as well as ores, should be carefully considered in determining their value and making judicious selection among those available. The formulas here offered are based upon the assumption that the heat-requirements for a given mixture are measured by a constant required by the oxide of iron, added to that required for a unit of slag, multiplied by the weight of that slag per unit of iron. The heat-requirements for oxide of iron per unit of pig-iron made are assumed to be 2854 centigrade units. This is taken from the careful analysis of Sir Lowthian Bell, and, so far as the writer is able to determine, is very nearly correct. Dividing this by the quantity of heat that may be evolved and utilized within the furnace per unit of carbon, determines the quantity of carbon required per unit of pigiron ; and if to this be added the quantity of carbon absorbed by the pig-iron, the total requirements in carbon are determined, on the assumption that pure oxide of iron is reduced with pure carbon by the ordinary process of the blast-furnace. Calculating the quantity of slag that would be made from a given mixture of ores, smelted with a given impure fuel and fluxed with a given impure limestone, multiplying this weight of slag by the heat-requirements of its unit (taken at 1050 C. H. U.), and dividing the product by the heat-units evolved and utilized within the furnace per unit of carbon, will determine the quantity of carbon required per unit of pig-iron for the slag.

Jan 1, 1893

By William H. Morris

At the Glen Summit meeting, the question of controlling the silicon in pig-iron WAS raised; and as this has been deemed by most furnace-men for years past a matter of special difficulty, an account of our experience in the matter may be of interest. When running on mill-iron, some years ago, we aimed to keep

Jan 1, 1893

By Carl Henrich

Jan 1, 1893

By Axel J. Pollak

Since the late 1960's the Interstate Division for Baltimore City (IDBC) has been planning and developing the Interstate Highway System for the city to meet regional planning goals. The principal goals are to provide convenient access to the central business district and the port while diverting through traffic away from these congested areas. Interstate Route 95, an eight-lane highway carrying north-south traffic, has headed the city's priority list; during the 1970's its construction proceeded steadily from both east and west towards the harbor. Closing the final 8800-ft (2670-m) gap under the harbor will complete Interstate 95's construction. This final portion, known as the Ft. McHenry Tunnel project, will be built in nine construction contracts. Construction costs of the complete project are expected to exceed $700 million, making it the costliest single project in the Interstate Highway System. Full funding is being provided initially by the Federal Highway Administration (FHWA), and the Maryland Department of Transportation will re-pay the 10 percent local share from toll receipts within the first three years of operation.

Jan 1, 1989

By T Harding, T Riggs, D Taylor

High-grade hematite ores in the Hamersley Province of Western Australia are associated with hydrothermal magnetite-apatite and magnetite-hematite-carbonate-apatite proto ores below the modern weathering surface. In addition, hydrothermal alteration of country rocks, once believed to be absent, is now recognised widely in shales and dolerites up to several hundreds of metres away from the ores. Both observations appear to exclude a simple supergene model for ugrading the host iron formations to high-grade hematite ore. Similar hydrothermal proto ores and country rock alteration are now being recognised in other high-grade hematite deposits worldwide, or have been recognised in the past.

Jan 1, 2002

By Reinis Sipols

AGENDA ? Introduction ? Definitions and Key features ? PEA - Preliminary Economic Assessments ? PFS ? Preliminary Fesibility Studies ? FS ? Feasibility Studies ? Costs and Risks ? Cash Flow, Economic Analysis and Reporting ? Recommendations for Improved FS accuracy INTRODUCTION ? The reporting of material information on mineral deposits has been governed by NI 43-101 legislation for almost a decade. ? The investment sector depends on the independent, professional QP to provide objective observations, comments and recommendations through all levels of geological, engineering and financial evaluation until a mine construction decision has been made.

May 1, 2013

By I. Benning

Since the dismal performance of the Rand Mines management was called to account by its shareholders in 1994, the waves of change have continued to ripple across the South African mining industry .The number of listings on the gold board of the Johannesburg Stock Exchange, that once numbered 40 or 50-odd, have now dwindled to no more than a handful as unprecedented restructuring has taken place. The redefining of the industry has not been limited to the gold sector, but across the base metal, coal, diamond, platinum and industrial mineral sectors as well. At the same time the Mining Houses began to reconsider their funding strategies. Originally established in the early part of the century to ensure the long-term sustainability of their group mining operations by providing substantial financial muscle and technical support, the Mining Houses were faced with a rapidly changing political environment, which proved to be a critical catalyst in giving momentum to the change. Furthermore, the significant development costs and increasing risk profile for new projects, coupled with pressure from shareholders demanding respectable returns, opened the door to opportunities for banks to begin providing external debt by the way of project finance. However, the provision of long-term debt to the South African mining industry had generally not been common since mining companies had financed new projects with equity, or with the cash flows from existing operations. Those banks that had the appetite for exposure to the perceived high risks of the mining sector rapidly built up specialist resource banking divisions capable of addressing the increasing demands of the industry. The application of project finance, the principles of which were developed in the 1970s specifically for infrastructure projects and privatization, is now commonly applied in the financing of greenfield and brownfield mining projects. This paper outlines the approach that lending banks would typically adopt when arranging or providing mining project finance, their usual areas of concern and the way in which the finance is structured to mitigate the many inherent risks.

Jan 1, 2000

By David Laing

Completion of a Feasibility Study represents a major milestone in the development path of a mine, and one which typically triggers a need for project financing. Obtaining funding for construction relies on a positive Feasibility Study and a host of other related activities. This paper looks at the financing process and work required to support it, during and after the Feasibility Study, and bring it to a successful closing. It will include comment on the significance of permits, environmental plans, construction contracts, offtake arrangements, hedging, insurance, and others requirements to support a financing plan.

May 1, 2010

By Hoppe AJ

Drilling and shooting techniques at Moura open-cut have evolved over a period of 16 years and are the result of hard earned experience combined with established practices and consul- tation with professional services. The wide range of overburden types encoun- ted in the field requires varying methods to achieve the best results at all times. Safe working conditions for the employees and protection of mining equipment is of para- mount importance and close liaison is maintain- ed with the Department of Mines Queensland to keep abreast with changing legislation. Drill patterns, charging profiles, types of explosives and ultimate results are des- cribed in detail along with a resume of equip- ment. Costs of drilling, labour and explosives are also analysed with a total of approximately 20c per cubic metre of shot ground. Future developments and improvements to facilities are also outlined.

Jan 1, 1978

By Richard H. De Voto

The McDonald gold project and two satellite gold deposits near Lincoln, MT were discovered in the early 1990s. They contain at least 307.9 t (9.9 million oz) of gold and 933 t (30 million oz)of silver. The McDonald gold deposit alone contains 223.9 t (7.2 million oz) of gold reserves that can be open-pit mined and processed by cyanide heap leaching at a projected cash operating cost of $6.10/g ($190/oz). The deposit is predominantly oxidized with no chance of acid production. It can be mined, operated and reclaimed with minimal permanent environmental disturbance other than the creation of an open-pit filled with a fresh-water lake that would support trout.

Jan 1, 2000

By Tim O’Neil

Dressed in black tie and Victorian attire, some 200 people came to Leadville, CO, for a September weekend featuring a National Mining Hall of Fame and Museum (NMHF&M) induction banquet and a scenic mountain train trip to Fremont Pass and the Climax Mine. The 18th annual induction banquet on Sept. 17 began with cocktails and a open house. It was a chance for visitors to tour the National Mining Museum including the new Hennebach Wing, opened in February. The new wing is named in honor of Ralph Hennebach, retired chairman of Asarco. Formerly Leadville Junior High School, the Hennebach Wing encompasses more than1,440 m2 (15,500 sq ft) of floor space in two stories. One prominent feature is a 1923 Wills Sainte Claire touring sedan. Climax Molybdenum donated this first all-molybdenum steel motorcar. Docents were available throughout the museum to give banquet attendees directions and answer questions.

Jan 1, 2005

Start with your assessment of the minerals business —domestic mining as well as operational and consulting perspectives. As a third generation miner, I have been living the mining business for as long as I can remember. I have watched commodity prices produce boom and bust cycles in places like Price, Utah (coal), Douglas, Arizona (copper) and Eureka, Nevada (gold). It is unsettling to see how our industry has fluctuated, but it always seems to rebound if you can stick out the down cycles. However, our most recent dip in the cycle was, in my opinion, characteristically and permanently different. In the past, when prices went south, people hunkered down and waited out the cycle until things came back, much the same as they had every other time. Not this time. This time, we saw a consolidation of the industry in proportions never seen before. Mega-mergers like Exxon-Mobil, Phelps Dodge-Cyprus and Newmont-Normandy have changed the complexion of our industry forever. And that is true not just of the mining companies; it happened across the supporting business lines as well. As a midsized niche engineering and environmental service provider to the mining industry, companies like mine are few and far between these days. The lean cycle saw many of the small and midsized providers get gobbled up by consulting giants like URS and TetraTech. The mentality of a mega-company, whether a commodity producer or a goods or service provider, is different than that of their small- and medium-sized counterparts.

Jan 1, 2005

By Earle Faig

Earle Faig Along with other transportation modes, the barge industry will be greatly affected by trends in domestic coal production. Traditionally, coal has been one of the major commodities moved by barge. Now, because of events in the international energy market, coal is finally getting the recognition it deserves as a major component of the country's energy program. Perhaps even more significantly, a series of events has caused other countries to turn to the United States as a source of coal. Although the outlook for coal demand is optimistic, it will be greatly influenced by the ability of the transportation sector to handle the additional traffic. Because of its long experience in moving large quantities of coal, the barging industry is in an excellent position to capitalize on coal's increased popularity. A brief description of the barging industry should facilitate the discussion of coal as it relates to that industry. Barge companies operate on a river system that is over 40 Mm (25,000 miles) long. It includes the East and West Coasts and the Mississippi River System comprised by the Allegheny, Monongahela, Kanawha, Ohio, Illinois, Missouri, Tennessee, Cumberland, Arkansas, Warrior-Tombigbee, and Mobile Rivers, and some smaller tributaries. The Gulf Intracoastal Waterway stretching along the Gulf Coast from Brownsville, TX, to Apalachicola, FL, also is considered part of the inland waterway system. Approximately 1,800 companies operate on the inland river system and have a combined fleet of about 4,400 towboats and 28,000 barges. The fleet of towboats represents 4.8 GW (6.4 million hp) of power. The towboats comprising this fleet vary in size from a small harbor boat to a large line haul boat with 7.5 MW (10,000 hp) of power. The choice of size and power of the boat depends on a number of factors, including the size of the river and operational constraints, such as lock size, river-current rate, and water level. The choice also depends on the tow size. A single tow on a river capable of locking through 15 barges at a time handles up to almost 20 kt (22,000 st), whereas a tow on the lower Mississippi, which has no locks, can accommodate up to 41 kt (45,000 st) of cargo. Because the quality of coal is not typically damaged by exposure to the elements, it is usually moved in open hopper barges, although covered barges are used occasionally. The most frequently used size is the jumbo barge that measures 59 m (195 ft) long by 11 m (35 ft) wide by 4 m (12 ft) deep and can handle up to 1.4 kt (1,500 st) of coal. Advantages of Barge Transportation Barging offers several inherent advantages in transportation of bulk commodities like coal. First, barges can carry large quantities of product. A single jumbo hopper barge can handle 1.4 kt (1,500 st) of cargo while it takes 15 91-t (100-st) capacity rail cars or 57 trucks hauling 24 t (26 st) each to move an equivalent amount of cargo. Thus, barges can move more tonnage with less equipment than competing forms of transportation. Second, barging offers the most fuel efficient means of transportation. Less energy is required to push a load over water than to pull a similar load over land. The amount of pollution attributable to barge traffic is minimal because barges consume less fuel. Third, barging is an inexpensive form of transportation. The inland waterway industry transports about 12% of the nation's freight for about 2% of the total freight bill. This can be attributed to competition between the large number of companies on the river system and competition with other transportation modes. Fourth, barging is an environmentally safe method of transportation. Inland river routes expose fewer urban areas to hazardous substances than rail or truck. And barge spills occur less frequently than rail or truck spills. The industry does pose some disadvantages. The waterway system is constrained by the natural river network, so barges cannot travel on the most direct straight-line route. This means that barging is usually an incomplete form of transportation requiring interface with truck or rail. The industry's market is limited to those geographical areas that are located on or near the rivers. In addition, it is a time-consuming transportation mode, making it impractical for many types of commodities.

Jan 10, 1982

By William H. Lehr

A 4200 ton-per- hour marine transfer terminal, where river and oceangoing vessels simultaneously exchange cargos of coal and phosphate rock, is now in operation near the mouth of the Mississippi. Its materials handling machinery includes a bucket ladder barge unloader; a rope operated clamshell bucket unloader; a coal loader; and a rail mounted bucket wheel machine. The design and operation of this equipment is described as are the docks and conveying, breasting and barge-haul systems in use at the facility. Design considerations imposed by soil and river conditions, geography, operating needs and investment requirements are discussed. The economic significance of design and shipping innovations introduced by this facility is noted.

Jan 1, 1967

By A. Pirson, J. Souza, A. Araujo, M. Barbosa, F. Guimarães, J. Lima

"Although a large number of processes have been developed and applied to the separation of barite from other minerals, there is a lack of information in the literature about the separation of barite from iron ores. Nowadays, there are millions of tonnes of iron ore disposed as a waste or tailings given its high content of sulphur in the form of barite. In order to effectively separate barite from iron ore and ensure that mining business is truly creating economic and sustainable values, this paper provides a greater understanding of barite properties, the origin and occurrence of this barium-bearing mineral, and the employed beneficiation processes. A test work is conducted in a barite bearing iron ore from a deposit located in the Republika Srpska (Bosnia and Herzegovina) in order to separate the barite and check if a marketable by-product can be produced by drawing upon rich barite tailings. INTRODUCTION The exploration of iron ore containing barite results in a large amount of unrecovered material. The main difficulty in processing and using barite bearing iron ores is given by their high content of sulphur, silica and barium, which are unwanted chemical compounds in the subsequent processes in iron industry. As a result, millions of tonnes of iron ore are discarded every year into tailings or as a waste, which results in production losses, higher operation costs and environmental impacts (Praes et al. 2013). Therefore, the separation of barite from iron ores not only means reducing the environmental impact, but also an opportunity to generate income and beneficiate society. The beneficiation of barite bearing iron ores is a subject which requires a deeper investigation to solve the challenges faced by the iron industry. There are only a few studies that describe flowsheets proposed for the production of barite concentrate of iron ores. The most likely reason for this gap is that barite is frequently exploited commercially as a primary product rather than a by-product. In order to effectively separate barite from iron ore and ensure that mining business is truly creating economic and sustainable values, this paper provides a greater understanding of barite properties, the origin and occurrence of this barium-bearing mineral, and the employed beneficiation processes. A test work is conducted in a barite bearing iron ore from a deposit located in the Republika Srpska (Bosnia and Herzegovina) in order to separate the barite and verify if a marketable by-product can be produced by drawing upon rich barite tailings."

Jan 1, 2018