Search Documents

(Under this heading will be published notes sent to the Secretary of the Institute by members or other persons. ) An experienced gold and silver metallurgist. specializing in cyaniding is desirous of obtaining a position in America. Speaks Me icon Spanish fluently. A member, a technical graduate, with four years' experience in railroad work and general construction, two years' on mine examination and geological reconnaissance, and two a half years' drilling exploration in placer work and petroleum, together with prospecting and geological interlope-tion, desires a position as a mining engineer or mining geologist. An experienced mine superintendent, manager, or field engineer, is open for engagement. Ire has had 12 years' experience as superintendent and manager of large mines in the United States and Mexico, and experience in mine examination. A member of the Institute with several years? experience in mining in the Lake Superior copper district, is open for engagement. A member, at present in the Southeast, desires a position as assistant superintendent or assistant. manager with a mining company operating in Washington or Alaska. Experienced assayer and engineer.

Jan 7, 1913

By Francis J. Dennis

Many factors govern the value of dredging-ground, and much capital can be wasted by the mistaken policy of contracting for the purchase of property arid the installation of machinery before a thorough examination has been made. To the uninitiated investor the presence of gold is generally the criterion, and very superficial evidence is necessary to satisfy him as to this point. he couuiclers the comprehensive report of a competent engineer as a wasteful extravagance, aild cannot understand why the engineer requires so much time and money to ascertain the information on which to base his conalusions, when the promoter can furnish him such pleaaing and satisfactory data with but little expenditure of time aud money. The uninitiated investor will often optimistically risk capital for purchase and equipment, and riot uiitil the veuture comes to grief does he learn that the condition8 are wholly unsuited for dredging. In many instances, a short preliminary examination by a competent engineer would have disclosed these facts. The mere presence of gold is by no means suficient; sonie of

Jan 1, 1912

By John M. Bostwick, James C. Bradbury

Bitumen is a general term for a group of materials composed of mixtures of hydrocarbons that are fusible and soluble in carbon disulfide. Included in the group are petroleum, asphalts, asphaltites, and mineral waxes. Asphalt is a dark-colored, cementitious solid or semisolid, which generally softens on heating and resumes a more viscous or solid state when cooled. It is found in native form in fissures and pore spaces in rocks and as lakes. It is also obtained from the residues produced in petroleum refining. Asphaltites are black, naturally occurring solid bitumens. They are generally shiny and break with a conchoidal fracture. Common asphaltites are gilsonite (uintahite), grahamite, and glance pitch. Mineral waxes are solid or semisolid, relatively nonvolatile bitumens of various colors, having an unctuous feel and waxy luster, Of the native waxes, ozokerite is the best known. Montan wax is also classed as a natural wax, although it never occurs in the pure state and must be extracted from lignite or cannel coal (Ladoo, 1920). Mineral waxes may also be obtained by pyroprocessing of petroleum, lignite, and peat. Pyrobitumens are dark-colored, solid hydrocarbons that are infusible and relatively insoluble in carbon disulfide. They are so-called because they will yield liquid and gaseous hydrocarbons only when heated. Asphaltic pyrobitumens are defined as "substantially free of oxygenated bodies" and include wurtzilite (elaterite), albertite, and impsonite (Thrush, 1968). Nonasphaltic pyrobitumens contain oxygenated bodies; examples are coal and peat. The nonasphaltic type will not be discussed further. Petroleum Asphalts Asphalts refined from crude petroleum have almost completely replaced the native types. Refineries can produce asphalts in every desirable grade more economically and in greater quantity than the native types and with a variety of properties that meet the requirements of the various manufacturers using them. For all practical purposes, it is estimated that more than 95% of the asphalts consumed in the United States are refined from crude petroleum (private communication). Native Asphalts Native asphalts are dark brown or black, semisolid or solid substances that, in theory, formed by slow, natural fractionation of crude petroleum at or near the surface of the earth (Goulston, 1938). They are colloidal systems of high molecular weight components dispersed in a medium consisting of low molecular weight components (Pracy, 1954). Native asphalts may occur as lakes, as impregnations of rock (rock asphalt) or as deposits consisting of mixtures of natural asphalt and mineral matter in various proportions (Stern, 1960). Practical use of native asphalt dates to about 3000 B.C. It was mined from surface pits or lakes and used, then as now, for masonry mortar, waterproofing aqueducts and tunnels, binders for road construction, and as an article of commerce (Miller, 1938). Generally the native asphalts find little commercial use today except where they are geographically abundant, easily mined and transported, or have specific or special application. Petroleum-refined asphalt is produced by unusually economical techniques and is much less costly to use. The largest and best known of the lake deposits is that on the Island of Trinidad, where the lake covers an area of 114 acres and is 285 ft deep at its center (Stem, 1960). The lake asphalt is refined by heating to evaporate in-

Jan 1, 1983

By Lester C. Uren

Tars paper reviews the industrial trends and changes in educational concepts that have led to the development of the modern petroleum engineering curriculum. A trend toward emphasis on engineering fundamentals is noted. While most universities are committed to the traditional four-year engineering program, it is agreed that more than four years is necessary for academic preparation of the petroleum engineer in all phases of his profession. The author proposes a coordinated program of undergraduate and graduate training that will permit of adherence to the general pattern of the present four-year engineering course, with provision for extension of the program into specialized graduate courses of professional character. In the latter, emphasis may vary with the interests and objectives of the individual student. A specific undergraduate curriculum is proposed in which upward of 80 per cent of the available time is devoted to engineering fundamentals. A broad survey of the professional field is afforded in courses grouped in the third and fourth undergraduate years, but detailed treatment of the professional aspects of petroleum engineering is reserved for the graduate program. INTRODUCTION Of necessity, engineering curricula must ever be changing to reflect the new techniques, the changing concepts that are presented as the engineering industries develop and unfold. Particularly is this true of the younger engineering curricula representing comparatively new and rapidly changing industries such as the petroleum industry. Institutions that planned their petroleum engineering curricula a decade or two ago now find that the petroleum industry has become vastly more technical in its requirements. En¬tirely new methods and techniques have come into vogue and must be given place in the curriculum, and some of these are of a character that demands changing emphasis in the fundamental preparatory subjects. College and university faculties cannot complacently assume that curricula in this field that were considered appropriate 10 or 20 years ago still reflect the needs of the industry that they are designed to serve. If they do, their graduates will be poorly equipped to meet the requirements imposed upon them by a rapidly changing industry. Perhaps it is not too much to expect academic authorities to anticipate the trends of industry and equip their graduates with what they will need to attain leadership 10 or 20 years after graduation. Whether or not this desirable objective is possible, there is no excuse for allowing curricula to fall behind the current needs of industry. DURATION OF CURRICULUM The majority of our engineering schools and colleges still adhere to the four-year curricula and there appears to be a definite sentiment among many engineers engaged in industry that work should be so planned that the engineering student may secure the essential academic preparation for his profession in a terminal four-year program. Yet, in recent years, it has become increasingly apparent that four years of

Jan 1, 1941

By Lester C. Uren

THIS paper reviews the industrial trends and changes in educational concepts that have led to the development of the modern petroleum engineering curriculum. A trend toward emphasis on engineering fundamentals is noted. While most universities are committed to the traditional four-year engineering program, it is agreed that more than four years is necessary for academic preparation of the petroleum engineer in all phases of his profession. The author proposes a coordinated program of undergraduate and graduate training that will permit of adherence to the general pattern of the present four-year engineering course, with provision for extension of the program into specialized graduate courses of professional character. In the latter, emphasis may vary with the interests and objectives of the individual student. A specific undergraduate curriculum is proposed in which upward of 80 per cent of the available time is devoted to engineering fundamentals. A broad survey of the professional field is afforded in courses grouped in the third and fourth undergraduate years, but detailed treatment of the professional aspects of petroleum engineering is reserved for the graduate program. INTRODUCTION Of necessity, engineering curricula must ever be changing to reflect the new techniques, the changing concepts that are presented as the engineering industries develop and unfold. Particularly is this true of the younger engineering curricula representing comparatively new and rapidly changing industries such as the petroleum industry. Institutions that planned their petroleum engineering curricula a decade or two ago now find that the petroleum industry has become vastly more technical in its requirements. Entirely new methods and techniques have come into vogue and must be given place in the curriculum, and some of these are of a character that demands changing emphasis in the fundamental preparatory subjects. College and university faculties cannot complacently assume that curricula in this field that were considered appropriate 10 or 20 years ago still reflect the needs of the industry that they are designed to serve. If they do, their graduates will be poorly equipped to meet the requirements imposed upon them by a rapidly changing industry. Perhaps it is not too much to expect academic authorities to anticipate the trends of industry and equip their graduates with what they will need to attain leadership 10 or 20 years after graduation. Whether or not this desirable objective is possible, there is no excuse for allowing curricula to fall behind the current needs of industry. DURATION OF CURRICULUM The majority of our engineering schools and colleges still adhere to the four-year curricula and there appears to be a definite - sentiment among many engineers engaged in industry that work should be so planned that the engineering student may secure the essential academic preparation for his profession in a terminal four-year program. Yet, in recent years, it has become increasingly apparent that four years of

Jan 1, 1941

By Louis Doremus Huntoon

HAVE been asked many times by financial men in New York as to the best way of securing an interest or control of a gold mine in Canada. It must be understood at the start that prospectors and early owners will not sell a 100 per cent interest. They not only retain from 10 to 25 per cent interest, depending upon the work done, but usually demand more or less cash to reimburse them for expenses. These conditions are accepted by Canadian capital and operating mines looking for new properties. The winter is not a hindrance to work but may be of great advantage. The overburden of soil and gravel is generally wet and most difficult to trench in the summer time especially if at all deep. The snow also permits easy transportation of freight. Properties distant from rail transport all of their machinery and supplies during the winter months.

Jan 1, 1933

By P. E. Queneau

This study confines itself to an examination of the two million square miles of the northern hemisphere which the geographer defines as the terrestrial Arctic, a land region in which the mean temperature of the warmest month is below 50°F-in effect, the area lying north of the tree line. The engineering and human problems there are of a different order of magnitude than is generally true of the sub-Arctic. Whether in Dawson Creek or Matanuska, in Mo i Rana or Skelleftea such problems are of the same general order as in Hibbing or Noranda. The same is not true in Kong Oscar's Fjord or Lancaster Sound.

Jan 7, 1961

By I. N. Knapp

Introduction.-The special object of these notes is to describe the mixing, testing, and use of mud-ladened water for rotary drilling in such a way as to make them helpful to the driller, the operator, or the engineer in solving his own special drilling problems. The structures, apparatus and tools used are indicated in a general way. No attempt is made to describe the art of rotary drilling; only such description as are necessary to make plain the use of mud are given. The information is the result of actual experience in drilling in Coastal Plain formations. The materials encountered in the wells drilled were unconsolidated sands, gravels, and clays, in which thin layers of sandstones, shell conglomerates, and shales began to appear at about 1,200 ft. in depth, although one well was drilled to 3,018 ft. without encountering any cemented or indurated materials. Unusual Conditions.-The general surface of the ground where the drilling was done being hardly a foot above mean tide, and the daily tidal variation being about 15 in., it was found necessary to plank over the sod surface with 3-in. plank to work from. A 30 by 30 ft. planked area was sufficient to carry the derrick with equipment and 2,500 ft. of 4-in. drill pipe stacked in it. The derrick was set up 3 ft. on cribbed blocking arranged to spread the load over the planking. The engine, boilers, and pipe yard were also carried on 3-in. planking. Drilling Outfit.-This consisted of a derrick, 20 by 20 ft. and 84 ft. high, two 35 h.p., "oil country" boilers, one double 8 ¼ by 10 in. reversible engine, two 10 by 6 by 12 in. duplex mud pumps, one 15-in. rotary, "hoisting works" with chain drive, hoisting block with line, crown block with pulleys, rotary' jetting swivels, hose, complement of tools, pipes and connections, and. a mud mixer, with engine.

Jan 12, 1914

By Harold L. Walker

ENGINEERING educators have recently been discussing the advisability of extending the undergraduate curricula to five or six years, and a plan has also been proposed requiring a preliminary period of study in the liberal arts college before admission to the engineering college. Extension of the undergraduate curricula has been suggested as a means of more fully covering the subject matter in the major field of study. Interest in this proposed plan of requiring a preliminary period of study in the liberal arts college has been heightened through a bill recently introduced in the legislature of the State of New York. This plan intends to give a more professional status to engineering, and credit for these additional years of study would be allowed to those engineers applying for professional licensure. As a result of the interest in engineering curricula and due to the impetus given by these proposed plans a general reexamination of curricula has been conducted by a large number of schools with the stated purpose of determining if the present curricula are meeting the aims and scopes of engineering education.

Jan 1, 1940

WHEN one leaves the busy street and enters a library, the closing of the door behind him marks his passage into another world. Outside is the world of phenomena and appearances-of thronging pedestrians bustling about their business, of gregarious sights and sounds, of insistent auto-mobiles. Inside, on dusty shelves, is the stored learning of civilized man-the recorded ideas of countless generations. It is somewhat of a magic world. Here are the theories and secrets for which thousands of men toiled and gave their heart's blood. To produce one book on one phase of an ob-scure-subject may have required the best efforts of a group of men unique in their period. To prove one theory, or es-tablish a single application of a theory, may have taken the devotion of a genius who sacrificed his life to his work. This theory is perhaps stated in one paragraph of unassum-ing type, and the library contains millions of such para-

Jan 11, 1927

THERE are two general classes of problems in connection with electric furnaces. First, those relating to the best utilization of the electrical power inside the furnace; second, those connected with the bringing of the electrical power to the point where it is to be utilized. Referring particularly to the latter class of problems, many calculations have been made, covering a wide variety of furnaces, to check the electrical capacity and power factor found from test. The following analysis, made for the purpose of determining the maximum capacity and approximate performance of a new furnace, to operate at 160 volts on a 60-cycle circuit, may be of interest. The first characteristic necessary to determine is the inductance, since this is the factor that limits the amount of power which can be put into the furnace. Inductance is calculated from the dimensions of the furnace, according to formulas of the U. S. Bureau of Standards,1 as

Jan 10, 1918

By Gerard Matthes

ONLY in recent years has any practical headway been made in the application of aerial photography to geological problems, and up to the present time its principal value to the geologist and mining engineer has been in "areal geology;" i. e., the study of formations as revealed at the surface. The object of this paper is to set forth briefly the principal advantages that may be derived from aerial photographic data in geological work and to serve in a measure as a guide to those who may be con-templating its use. Geophysical prospecting has for object the locating of mineral under the surface. Inasmuch as the geologist's chief complaint in life is a dual one-inability to see under the surface and inability to visualize comprehensively what he does see on top of the ground-geophysical prospecting coupled with aerial photography should do much to lessen his burdens. To what extent aerial photography can be made a useful adjunct to geophysical prospecting remains to be proved, but the inference drawn here is that it holds many alluring possibilities. To avoid disappointments, it should be stated at the outset that to the :geologist or mining engineer an aerial photograph or mosaic is only a tool, the effecient use of which he must set out to master. Upon his skill and ingenuity in applying it to particular problems will depend largely the value of the results that he will obtain. Under the most favorable conditions an aerial mosaic or even a few loose photographs, because of the exceptionally comprehensive oversight which they afford of field data, such as dips and strike observations at isolated outcrops, local indications of faulting, mineral and fossil finds, greatly facilitate study and correlation, save much tedious foot work, and may repay their cost many times. Even so, types of country may be found where the most, skillful use of the best of pictures will produce results so meager as to render the cost of aerial photography entirely unwarranted.

Jan 1, 1928

ENGINEERS AVAILABLE (Under this Beading will lie published notes sent to the Secretary of the Institute by members or other persons introduced by members.) Member,, technical graduate, aged 38, 14 years' experience in engineering, exploration, and management of copper, pyrite, and large iron mines, safety work, professor of mining in large university. Married. Open for position after June 10. No. 205. Member, graduate engineer, aged 44, with over 20 years' experience in connection with large coal and coke operations in different parts of the country, desires position as general superintendent of large coal company, or will take an interest with the management in a smaller company. No. 206.

Jan 5, 1915

By Young C. Kim

The use of computer models to design the ultimate open pit limits during feasibility studies as well as during long-range mine planning is becoming an enforced practice in all types of mining, e.g., ferrous, non-ferrous, and coal. As a result, the state of the art in computerized ultimate pit limit design methodologies and associated computing and optimizing techniques has advanced considerably in recent years. Unfortunately, very little has been published to date regarding the preferred ultimate pit limit design philosophy, i.e., optimizing us satisfying, or regarding the modeling approaches being used for different types of orebodies. This paper reviews the current state of the art in various modeling approaches and optimizing techniques that are in use for different types of deposits, through available literatures and personal communications.

Jan 1, 1979

By Young C. Kim

Abstract-The use of computer models to design the ultimate open pit limits during feasibility studies as well as during long-range mine planning is becoming an enforced Practice in all types of mining, e.g., ferrous, non-ferrous, and coal. As a result, the state of the art in computerized ultimate pit limit design methodologies and associated computing and optimizing techniques has advanced considerably in recent years. Unfortunately, very little has been published to date regarding the preferred ultimate pit limit design philosophy, i.e., optimizing m satisfying, or regarding the modeling approaches being used for different types of orebodies. This paper reviews the current state of the art in various modeling approaches and optimizing techniques that are in use for different types of deposits, through available literatures and personal communications.

Jan 10, 1978

By L. H. Marshall

MALLEABLE-IRON castings frequently are made brittle by hot-dip galvanizing. The castings may be and usually are perfectly normal before the hot-dip treatment, in that they will stand a remarkable amount of distortion and punishment before fracturing, yet, after galvanizing, a single blow with a hammer will often cause a break. One such casting broke when accidentally dropped on a concrete floor. Such weakness causes galvanizers to view malleable cast iron with misgivings, and, in turn, is a source of worry to the manufacturer of the castings. It is felt, therefore, that a practical method of overcoming this embrittlement, a method that has already been used on several thousand tons of castings, will be of general interest. The purpose of this paper is to describe this immunizing process. DEVELOPMENT OF THE PROBLEM In the early days the trade was not much concerned with the finish of the castings and in most cases the only protection given to the parts placed in service was a coat of paint. It was soon found that this form of protection was inadequate and the user demanded a better type of rustproofing. In compliance with this demand, the use of zinc for coating gradually spread until it became general practice. More than half of all the zinc produced today is used for coating iron and steel, and, in spite of the recent use of cadmium and chromium, zinc coatings are still recognized as among the best general rust inhibitors for atmospheric exposure.

Jan 2, 1926

By J. H. East, E. R. Maize

INTRODUCTION PROBABLY no other type of equipment is now being introduced into American underground mines about which less is known and about which there is more misinformation than the Diesel mine locomotive. Any equipment installed underground brings with it hazards that were not present before, and it is the purpose of this paper to show that Diesel-powered equipment can be used with safety in underground mining if certain feasible but very important precautions are taken. Diesel locomotives are not new in underground mining, since they have been used successfully in European mines for at least 19 years, but their use in American mines is exceedingly limited; so far as is known, only five Diesel mine locomotives are operating at present in United States mines. Diesel locomotives were permitted underground in Great Britain for the first time in 1939, and the rapid increase in the number in use in those mines, testifies to their safety and efficiency. More than 1300 Diesel mine locomotives are in use in European mines, according to the latest statistics; these locomotives are employed in coal, iron, lead-zinc and mercury mines. So far as is known, the Diesel mine locomotive has not yet caused an explosion or mine fire, and has not been the cause of any fatalities from toxic gases in the mines in which it has been used. ADJUSTMENTS OF DIESEL ENGINES FOR UNDERGROUND USE A Diesel engine adjusted to work in an underground mine should not be confused with the same engine adjusted for use outside the mine. Adjustment of the air:fuel ratio for engines that are used on the surface is intended to give the maximum fuel economy, and little or no attention is given to the chemical composition of the exhaust gas produced. Many such engines are poorly adjusted and perhaps poorly maintained, with the result that the engine emits smoke in quantity as well as the disagreeable odor familiarly associated with Diesel engines. The air:fuel ratio in the case of Diesel engines operated on the surface is generally around 15:1; that is, 15 lb of air to burn 1 lb of fuel. Diesel engines adjusted to work underground usually have an air:fuel ratio of about 20:I, as at this ratio the minimum quantity of toxic gases is given off in the engine exhaust. Diesel engines operated underground must be maintained in better condition than similar engines used on the surface; otherwise, the smoke emitted in the exhaust becomes objectionable if not unendurable. Practically normal air is required for safe operation of Diesel engines underground or in confined places; failure to provide virtually normal air for Diesel engine operation is almost certain to result in trouble. Bureau of Mines engineers have determined that the air in which a Diesel operates in confined places should contain less than 1/2 pct of carbon dioxide and at least 20 pct of

Jan 1, 1947

By J. H. East, E. R. Maize

Probably no other type of equipment is now being introduced into American underground mines about which less is known and about which there is more misinformation than the Diesel mine locomotive. Any equipment installed underground brings with it hazards that were not present before, and it is the purpose of this paper to show that Diesel-powered equipment can be used with safety in underground mining if certain feasible but very important precautions are taken. Diesel locomotives are not new in underground mining, since they have been used successfully in European mines for at least 19 years, but their use in American mines is exceedingly limited; so far as is known, only five Diesel mine locomotives are operating at present in United States mines. Diesel locomotives were permitted underground in Great Britain for the first time in 1939, and the rapid increase in the number in use in those mines testifies to their safety and efficiency. More than 1300 Diesel mine locomotives are in use in European mines, according to the latest statistics; these locomotives are employed in coal, iron, lead-zinc and mercury mines. SO far as is known, the Diesel mine locomotive has not yet caused an explosion or mine fire, and has not been the cause of any fatalities from toxic gases in the mines in which it has been used. Adjustments of Diesel Engines foR Underground Use A Diesel engine adjusted to work in an underground mine should not be confused with the same engine adjusted for use outside the mine. Adjustment of the air:fuel ratio for engines that are used on the surface is intended to give the maximum fuel economy, and little or no attention is given to the chemical composition of the exhaust gas produced. Many such engines are poorly adjusted and perhaps poorly maintained, with the result that the engine emits smoke in quantity as well as the disagreeable odor familiarly associated with Diesel engines. The air:fuel ratio in the case of Diesel engines operated on the surface is generally around 15:1; that is, 15 lb of air to burn I lb of fuel. Diesel engines adjusted to work underground usually have an air:fuel ratio of about 20:1, as at this ratio the minimum quantity of toxic gases is given off in the engine exhaust. Diesel engines operated underground must be maintained in better condition than similar engines used on the surface; otherwise, the smoke emitted in the exhaust becomes objectionable if not unendurable. Practically normal air is required for safe operation of Diesel engines underground or in confined places; failure to provide virtually normal air for Diesel engine operation is almost certain to result in trouble. Bureau of Mines engineers have determined that the air in which a Dicsel Operates hi confined places should contain less than % pct of carbon dioxide and at least 20 pct of

Jan 1, 1949

By Rossiter Raymond

(Butte Meeting, August, 1913.) ON Mar. 28, 1913, the Board of Directors of the American Institute of Mining Engineers unanimously adopted the following Minute: JOHN FRITZ, one of the most distinguished of American mechanical and metallurgical engineers, won that position by the force of innate genius, indomitable industry, unstained integrity and unfailing sympathy, and generosity towards his fellow-men. Self-educated in the hard school of practice, he appreciated nevertheless the advantages of technical instruction and discussion, and evinced this appreciation both by his membership and lively interest in this and other similar societies, and by his munificent gifts to engineering education at Lehigh University, and his long and faithful service us a Trustee of that institution. . As one of the foremost of those American engineers who, through their brilliant inventions and practical skill. developed here -the modern iron blast-furnace -and rolling-mill, and introduced and perfected the Bessemer process and other improvements in the manufacture of steel, Mr. Fritz contributed mightily to the chief departments of that industrial progress which characterized the Nineteenth Century. Proud of his great achievements, we cannot but rejoice over his long and fruitful life, crowned with a peaceful death ; but our praise and thanks are mingled with sorrow, as we recall the kindly face which we shall see no more on earth, and the loyal friendship and spontaneous good-will which led the love of his generation, and the reverence of the generation which followed, to regard him universally as " Uncle John Fritz." That. summary, though only an outline, is a good portrait ; and in the present sketch, we shall do no more than supply some details of the likeness, and some elements of the background.

Jan 6, 1913

By R. L. Stone

None of the currently used methods of testing bentonites as binders for strengthening iron ore pellets is entirely adequate by itself. Since more knowledge was needed about 1) which properties of bentonite most affect pellet strength, and 2) the precise mechanism by which strengthening is produced, attention was paid to possible new techniques for rating bentonites. With the structural nature of bentonites — in particular, the montmorillonite component — the possibility of rating bentonites on the basis of zeta potential was investigated. These bentonites were also rated by conventional tests and measurements, including colloid content, barrel yield, pH, chemical analysis and physical tests on green and dry pellets. A mechanism for pellet bonding based on electro-kinetic forces between the bentonite and the iron ore concentrate appears to be feasible. In pelletizing, from 6 to 18 lbs of bentonite is added per ton of concentrate to give strength to the green and dry pellets. In some operations even more bentonite than is required for strengthening purposes must be added for moisture adsorption to pennit balling of the concentrate. Since bentonite is thus a major item in pelletizing, more knowledge about the way in which bentonites act as binders and better ways of rating this ability would help in the difficult job of selecting the right bentonite for a given concentrate. The fact of the matter is that although several methods are in current use for testing bentonites, none of these methods are consistently foolproof. For example, a given bentonite may rate high by several standard tests yet turn out to be a poor binder, and of course the reverse also occurs. Actually, more knowledge is needed about 1) which properties of bentonite most affect pellet strength, and 2) the precise mechanism by which strengthening is produced. In this study attention is therefore paid to possible new techniques for rating bentonites. With the structural nature of bentonites as a starting point, we investigated the possibility of rating bentonites on the basis of the zeta potential, i.e., the electrokinetic ootential on the montmorillonite colloids — the main component of bentonite binders. The zeta potential technique was applied to a range of commercial bentonites from several areas in the U.S. and abroad. These bentonites were also rated by conventional tests and measurements, including:

Jan 1, 1968