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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 Thomas M. Drown

In experimenting in connection with Mr. P. W. Shimer (now chemist of the Thomas Iron Company, Hokendauqua, Pa.) on methods for the determination of silicon in pig iron, in order to find one which should be accurate and yet give results in a few hours, I have adopted the following procedure, which, as far as my experience goes, leaves nothing to be desired. About one gram of pig iron or steel is treated in a platinum or porcelain dish with 25 cubic centimeters of nitric acid (sp. gr. 1, 2). When action has ceased, 25 to 30 cubic centimeters of dilute sulphuric acid (one of acid and three of water) are added, and heat applied until the nitric acid is nearly or quite driven off. The heat of a water-bath is sufficient, though the process may be hastened by heating higher on a sand-bath. Water is then cautiously added (as soon as the free sulphuric acid is sufficiently cool) and the contents of the dish heated until the crystals of ferric sulphate are completely dissolved. The solution is then filtered as hot as possible, the residue washed first with hot water, then with 25 to 30 cubic centimeters of hydrochloric acid (sp. gr. 1, 12), and finally with hot water. After drying and igniting, the silica will be found to be snow-white and granular. The following are some results obtained by this method compared

Jan 1, 1879

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 Alphonse Hennin

It is well known that under certain conditions ammonia is found in the gas produced by the distillation of coal. Until recently it was held, and many still believe, that this ammonia exists in the coal, and is a natural product of the destructive distillation, varying in percentage, like the other products, according to the nature of the coal, but not formed synthetically beyond that limit. This opinion is in contradiction with well-established facts concerning the formation of ammonia from the elements of the coal. If any ammonia exists as such in the coal, the quantity is insignificant. The purpose of this paper is to explain the theory of the formation of ammonia during distillation, and call the attention of the members of the Institute to its application in connection with the production of heating-gas for metallurgical purposes, etc. For many years little or no importance was attached to the presence of ammonia in coal-gas. It was deemed by the gas-manufacturers an undesirable product of the process, as one of the impurities to be removed; and no attempt was made for its recovery. Not until its practical extraction and utilization was found possible, did scientists commence to investigate the question. Little was known about the nitrogen of the coal, and still less about the reactions leading to its transformation into ammonia. A. W. Hofmann, I believe, was the first to establish a relation between the percentage of nitrogen in the coal and the proportion of ammonia in the coal-gas. As early as 1863 he pointed out that, in dry distillation, such as is practiced in the manufacture of illuminating-gas, only one-third of the total nitrogen in the coal is liberated, two-thirds remaining in the coke. It is no longer possible to doubt that the ammonia is a synthetical product, resulting, under certain conditions, from the combination of the,elements of the coal. Chemistry teaches that ammonia is formed in many cases when

Jan 1, 1893

Este trabalho teve como objetivo estudar as possíveis transformações microestruturais ocorridas em um aço de alta dureza submetido a altas taxas de deformação induzida por impacto balístico de um projetil 7,62x51 mm perfurante (Pf). Este aço, produzido por siderúrgicas nacionais, compõe o quadro de materiais nacionais usados como blindagens para proteção veicular. Após o ensaio balístico, a microestrutura do material “como recebido” e da região adjacente ao impacto, foi analisada por meio de microscopia eletrônica de varredura. Os resultados comprovaram o surgimento da microestrutura conhecida por banda de cisalhamento adiabático nos impactos que produziram perfuração, ou seja, penetração completa do projetil, de acordo com o critério da Marinha.

Oct 30, 2017

This paper considers the standard of ore reserve assessments required by lenders when presented to support requests for project based loans. The way lenders use this information to structure a suitable financial package shows why ore reserves should be measured by industry set standards. This in turn raises questions concerning the assumptions used to derive mineable reserves from geological reserves. Consideration of the variety of related problems highlights the need for assessments to be defined according to acceptable standards. These should also address the suitability of the methodology to the assumed configuration of the orebody; the degree of variance and relaibility of estimates of grade and tonnage presented; and the estimation of probability that ore will in practice fall within the defined limits. In an increasingly international marketplace it is appropriate to compare Australian industry requirements to those of similar overseas industries, in this case the United States. Lenders would like to see that individuals responsible for the preparation of ore reserve estimates are certified on the basis of their skill and expereince by an industry body such as The AusIMM. The paper discusses how each of the parameters indicated above may impact upon a lender's assessment of the viability of a project. A number of practical examples are presented where inaccuracies or inadequacies in ore reserve information have led to reduced project performance.

Jan 1, 1987

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 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 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 Jasper Stuckey

THE object of this paper is to record and interpret field and laboratory observations made by the writers during five years of study of the barite deposits of North Carolina. Deposits of barite are known to occur in three localities in North Carolina (Fig. 1) two of which-the Hot Springs and Kings Mountain -contain material of economic value. The Hot Springs area begins near Bluff, some 6 miles south of Hot Springs, and continues northeast by Stackhouse; a total length of 7 miles. The Kings Mountain deposits lie along a belt that extends from the north end of Crowders Mountain in a southwestward direction, along the east side of this and Kings Mountain, to Kings Creek, South Carolina. The third locality is 3 1/2 miles southeast of Hillsboro, Orange County, a short distance west of the highway leading from Hillsboro to Chapel Hill. It is not known when barite was first discovered in North Carolina, but production from the Hot Springs area began some 50 years ago. The state has never produced large quantities of barite-usually there have been less than three producers-and definite figures are not available, but reasonably reliable estimates indicate a total production of 300,000 tons. From 1901 through 1920 barite mining was on a seemingly prosperous basis and a large tonnage. was shipped from the Hot Springs and Kings Mountain areas. With the depression of 1920 the industry began to decline and production practically ceased in 1926.

Jan 1, 1933

By A. Wallace Mitchell

Barite deposits in Nevada occur as bedded and vein-types along a north-northeastern -trending zone which parallels the Antler orogenic belt The bedded deposits of Nevada are the most significant economically. They are presently supplying eighty-five percent of the domestic barite production which is used primarily as a weighting agent in the petroleum drilling industry. The ore bodies are controlled both structurally and stratigraphically, occurring along regional and local structural breaks in siliceous eugeosynclinal rocks of mid-Paleozoic age. Evidence for origin of the barite includes sedimentary and hydrothermal features indicating that localization probably took place along fractures in the seafloor.

Jan 1, 1980

By Raymond Edmundson

BARITE probably was first mined in the United States in 1845, when a small deposit was operated in Prince William County, Virginia1. The next state to produce barite was Missouri, and according to Weigel2, mining began about 1860. Virginia was the leading producer during the early period of barite mining, but by 1893, Missouri was producing almost an equal amount3. From this date, Virginia, although not the leading producer, furnished large quantities of crude barite until oper-ations gradually declined about 1907. Since 1910, there has been only one producer in Virginia. It is not known when barite was discovered in each of the Virginia areas (Fig. 1), but it is reliably reported that mining on a commercial scale began in Campbell-Pittsylvania counties about 1874; Smyth County in 1877; and in the Russell-Tazewell area about 1890. Barite is widely distributed in Virginia, occurring in nineteen counties. The localities that contain material of some economic value have been grouped into six areas (Fig. 1), each designated by the county or counties in which the barite is found. As many of the smaller areas show a similarity in geologic occurrence, they will be considered in this paper as two major groups; namely, Appalachian Valley and Piedmont Province. The first group, which includes the barite deposits of Russell, Tazewell, Smyth, Botetourt and Roanoke counties, lies northwest of the Blue Ridge and its foothills and southeast of the Appalachian plateaus. The other group includes deposits from the Blue Ridge on the west to the western margin of the Coastal Plain, in Campbell, Pittsylvania, Bedford, Grayson, and Fauquier counties.

Jan 1, 1936

By Russell A. Fields

Barite (BaS04) is an industrial mineral with hundreds of uses. It is primarily used as a weighting agent in drilling fluids. This use comprised approximately 97% of U.S. barite consumption in 1981. Barite is found in three types of deposits: bedded, residual, and vein. Bedded deposits, because of their relatively large tonnage, have been the principle target of explorationists. Increased demand for barite in the mid to late seventies prompted many companies to significantly expand their efforts in barite exploration. Barite exploration techniques currently range from outcrop walking and geochemical exploration to gravity and seismic surveys.

Jan 1, 1983

By Natalya. N. Ankusheva

The problems of ore-bearing palaevolcanic structures in folded belts are actual because of their high productivity in nonferrous, ferrous and noble metals ores. Now relationships of location and conditions of formation for sulfide-massive and gold-bearing deposits are investigated very well in Urals. But carboniferous sulfide-barite mineralization, for example the barite veins in Arcaimsky palaevolcano are?nt studied enough now [3-5]. The purpose of this research is the studying of mineralogy and thermobarogeochemistry of barite from the hydrothermal veins. It will allow to determine the conditions of its formation and to compare it to the similar mineralization of others ore types.

Jan 1, 2006

By Michael Zurowski

This paper traces the history of International Mogul's assessment program on the Lake Ainslie barite-fluorite deposits of Cape Breton Island. The geology of the area is outlined, and the main vein systems described. The geophysical and geochemical exploration techniques employed are explained, the metallurgy of the ore is covered, and the market prices and economics of operation are described.

Jan 1, 1972

By Dennis A. Beiter, William J. Francart

Barometric pressure changes have been an important consideration in the sealing of mines, especially in the case of mine fires. These changes are caused by storm fronts and regularly, on a daily basis, by atmospheric heating and cooling. In many cases, anticipation of these fluctuations in a mine sealing operation or recovery can be an important consideration when scheduling activities. The barometric pressure changes create pressure differentials across sealed areas, inducing airflows which may create explosive mixtures of mine gasses, cause intensification of fires, and create irrespirable atmospheres outby seals. These effects of barometric pressure fluctuations on mine fire sealing and recovery operations are discussed. Data available from the National Weather Service is also discussed as a tool for predicting barometric pressure changes.

Jan 1, 1997

By Alexandre Keunecke Hardt

Nesse trabalho são abordadas as características de um barramento de serviços de manufatura, um software que promove a integração dos diferentes sistemas presentes no ambiente de TI industrial com o nível corporativo. O cenário atual de crescente competitividade e dinamismo da indústria siderúrgica e de mineração apresenta uma tendência cada vez mais forte de aumento da eficiência operacional. Isso demanda a gestão de ambientes de TI cada vez mais complexos que incluem desde sistemas especialistas a sistemas legados de fusões e aquisições. A integração dessas aplicações com os sistemas corporativos (ERP) resultam em um ambiente com intensas trocas de informações em que a operação se torna dependente do funcionamento sincronizado dessas comunicações. Este trabalho tem como objetivo discutir uma solução de arquitetura de integração manufaturacorporativa por meio de um barramento de serviços e apresentar um estudo de caso.

Aug 16, 2017

By Jorge Madias

Se analizan las distintas alternativas para la producción de barras de refuerzo de hormigón: endurecimiento por solución sólida (“dureza natural”); endurecimiento por temple y autorevenido en línea (Tempcore, Thermex, etc.) y endurecimiento por precipitación (microaleación con niobio, vanadio o titanio) y su influencia sobre la performance de las barras, en lo que hace a la resistencia a la corrosión, al fuego y a los sismos.

Aug 17, 2017

By Max Moya Bendezú

"El presente texto analiza algunos problemas inherentes a la fabricación de barrenos integrales, así como presenta una posible solución a los mismos. Los barrenos de perforación con collarines de jebe no han dado buenos resultados en Morococha. Sin embargo, su implantación en otras áreas de las minas de la compañía, como perforación podrá representar ahorros considerables en este renglón del costo total de producción. La principal causa de falla de los collarines de jebe es el recalentamiento que estos sufren por impacto y vibración al punto que descompone el jebe causando su prematuro deslizamiento. En ese sentido, los collarines de jebe solo son exitososcuando son usados con máquinas más ligeras que las empleadas en el presente experimento o cuando las presiones de aire no sean mayores de 65 o 70 libras por pulgada cuadrada. "

Sep 1, 1968