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By Rudolph G. Wuerker

WITH the growing complexity of ore dressing processes and the diversity of equipment, efficiency control has become increasingly important in beneficiation. In the case of iron ore dressing, there have been sporadic attempts'-3 to establish the optimum separation for various ores so that grade and recovery would be readily predictable. But no rigorous statistical analysis and graphical presenta- tion of such tests could be found in the literature of this country. Tests Made with Iron Ores Expanding upon existing methods of plant supervision and efficiency control, an investigation was started in the ore dressing laboratory at the University of Illinois on the applicability of distribution analysis to iron ores. A sample of crude ore was obtained from the Ohio mine of Cleveland-Cliffs Iron Co. at Ishpeming, Mich., consisting mostly of alternating bands of hematite and siliceous gangue, both about 1/4 in. wide. The ore was heavily coated with limonite, which often filled the cracks.

Jan 1, 1959

By P. Somasundaran

An experimental and theoretical treatment of the depressing effect of inorganic electrolytes on the amine flotation of quartz is presented. Experimental data obtained for the amine flotation of quartz as a function of pH with potassium nitrate as depressant was used to test the models for the effectiveness of inorganic ions as depressants. The validity of commonly used assumptions are examined. The surface tension data obtained for dodecylammonium acetate solutions as a function of KNO3, concentration indicated that the collector adsorption on bubble cannot be neglected in the treatments, since this adsorption changes significantly with the addition of the inorganic electrolyte. It also indicated the possibility of significant changes in the specific adsorption potential of the collector occurring with the addition of inorganic electrolytes.

Jan 1, 1975

By J. H. Clemes

The process of leaching silver ores with sodium hyposulphite is comparatively new, and published accounts of the details and losses of the process are as yet very few. The following account of a careful series of experiments to determine the actual loss in this process may therefore be acceptable to members of the Institute. The ore treated was highly calcareous, and the principal sulphide present was iron pyrites. Following is an analysis by Professor Price, of San Francisco, of the ore treated : Per cent. Silica,..........15.13 Sulphur,.........13.31 Arsenic,.......... 9.82 Iron............ 17.33 Alumina,..........1.35 Zinc,...........4.92 Lead,..........1.78 Carbonate of lime,..33.78 Magnesia,.......... 2.58 100.00 Ten tons were crushed dry with a 30 X 30 screen = 900 holes per square inch. In order to feel our way with this ore, two experimental or "pilot" charges were roasted. Pilot Charge No. 1. Treated 1000 pounds in a four-hearth reverberatory. 8.30 p.m.—Entered fourth hearth, remaining there one and onehalf hours; sulphur began to burn. 10 p.m.—Changed to third hearth; ore became red-hot half an hour after entering; the fireplace was kept almost destitute of fuel. 2.30 A.M.—Changed to second hearth. Charge continued, giving off a large quantity of sulphurous fume; the fireplace was kept dark.

Jan 1, 1884

By William Braden

In view of the current discussion of a proposed change in the United States mining law, abolishing the feature known as the extralateral right of a lode-location, it is an interesting circumstance that in the neighboring Province of British Columbia this feature was tried for eight years and then abandoned. The results of that abandonment have been such as to disprove the proposition, so confidently advanced by many

Jan 1, 1899

By C. F. Smart

Since their comparatively recent development, the alloys of cadmium with silver and copper or nickel, and of cadmium with nickel alone, have been used somewhat extensively as liners for connecting rod bearings and main bearings of internal-combustion engines. In applications where, owing to high bearing loads and elevated operating temperatures, the life of bearings made from tin-base or lead-base alloys has been undesirably short, cadmium alloys have demonstrated considerable advantage. In applications where, because of deflection of the crankshaft or bearing supports, copper-lead bearing metals have resulted in scored shafts, cadmium alloys have been operated successfully. The somewhat serious drawback to these alloys in bearing service has been that they, in common with copper-lead and certain lead alloys, are susceptible to corrosion in the presence of lubricants containing organic acids. These acids may be fatty acids (such as oleic acid) derived from animal or vegetable oils that sometimes have been compounded with engine lubricants, or they may be compounds of an acid nature developed by the oxidation of some petroleum oils under operating conditions. The result of such acid attack on bearings is illustrated by the photograph, Fig. 1. The petroleum oils that are most readily oxidized to a corrosive condition, and the operating conditions under which such oxidation most readily occurs, are now rather well known among the technical organizations of both the petroleum and automotive industries. While means have been developed for inhibiting petroleum oils against such acid formation, the knowledge that this condition may be encountered has been a factor in restricting the wider use of cadmium alloys as engine bearings. It has appeared, therefore, that their value and use would be enhanced if they could be made corrosion-resistant to a degree compatible with the most severe operating requirements. Investigation, undertaken with this in view, indicated that the addition of fractional percentages of the metal indium to the cadmium bearing

Jan 1, 1938

By C. F. Smart

Since their comparatively recent development, the alloys of cadmium with silver and copper or nickel, and of cadmium with nickel alone, have been used somewhat extensively as liners for connecting rod bearings and main bearings of internal-combustion engines. In applications where, owing to high bearing loads and elevated operating temperatures, the life of bearings made from tin-base or lead-base alloys has been undesirably short, cadmium alloys have demonstrated considerable advantage. In applications where, because of deflection of the crankshaft or bearing supports, copper-lead bearing metals have resulted in scored shafts, cadmium alloys have been operated successfully. The somewhat serious drawback to these alloys in bearing service has been that they, in common with copper-lead and certain lead alloys, are susceptible to corrosion in the presence of lubricants containing organic acids. These acids may be fatty acids (such as oleic acid) derived from animal or vegetable oils that sometimes have been compounded with engine lubricants, or they may be compounds of an acid nature developed by the oxidation of some petroleum oils under operating conditions. The result of such acid attack on bearings is illustrated by the photograph, Fig. 1. The petroleum oils that are most readily oxidized to a corrosive condition, and the operating conditions under which such oxidation most readily occurs, are now rather well known among the technical organizations of both the petroleum and automotive industries. While means have been developed for inhibiting petroleum oils against such acid formation, the knowledge that this condition may be encountered has been a factor in restricting the wider use of cadmium alloys as engine bearings. It has appeared, therefore, that their value and use would be enhanced if they could be made corrosion-resistant to a degree compatible with the most severe operating requirements. Investigation, undertaken with this in view, indicated that the addition of fractional percentages of the metal indium to the cadmium bearing

Jan 1, 1938

By C. H. Stein

THE Pennsylvania Legislature, on March 13, 1837, passed an act authorizing the Lehigh Coal & Navigation Co. to construct a railway to connect the North Branch Division of the Pennsylvania Canal with the slack water navigation f the Lehigh River; the navigation company accepted this act on May 10, 1837. Edwin A. Douglas, chief engineer for the navigation company, located the route for this railway from White Haven to Wilkes-Barre, which was called the Lehigh & Susquehanna Railroad. The object was to transport coal from the Wyoming Valley, of Pennsylvania, to the Atlantic seaboard. This railway was considered a marvelous piece of engineering, as it included a tunnel nearly 13 mi. long, and a series of inclines, or planes, up which the cars laden with coal were raised from the vicinity of Ashley to the summit f the mountain near Solomon's Gap, whence they were taken to White Haven by rail. There the coal was transferred to canal boats. In June, 1862, floods almost completely destroyed the upper division of the canal, so on March 4, 1863, the Pennsylvania Legislature passed an act prohibiting its restoration, but granted a charter for the construction of a railway from White Haven to Mauch Chunk to connect with the line from White Haven to Wilkes-Barre, previously built. On March 16, 1864, a supplementary act was passed extending the Lehigh & Susquehanna Railroad to Easton, Pa. This completed a direct all-rail route from Wilkes-Barre to the New York harbor (by way of the Central Railroad of New Jersey). Up to this time, all freight and passenger traffic passed over the planes, but in 1866 and 1867 there was constructed what was known as the "back track" down the mountain side between Solomon's Gap and Ashley over which all the passenger traffic and empty cars thereafter passed; it is now known as part of the main line. For the handling of the heavy coal traffic, however, this would have involved a continuous climb from Ashley, 170.27 mi., from New York, to Solomon's Gap, 157.8 mi. from New York, or a distance of 12.47 mi., and a total ascent of 1,013.75

Jan 9, 1921

By Y. C. Liu

An analysis is presented to show that the formation of rolling textures in fcc metals can be rationalized in terms of flow mechanisms operative during the rolling process. First, a general approach used by Calnan is followed, where the rolling process is approximated on the basis of two axes, p and Q. In this treatement there are two separate sets of slip systems, one for each axis, and it is shown that a homogeneous rotation can he achieved by restricting the slip systems for the two axes to share common slip directions Then, two criteria are used to select the active slip systems for the axis P: they must have relatively high resoloed shear stresses, and dislocations on these slip systems must interact attractively in order to lower total energy content Finally, a method of analysis is introduced to locate the end position of an axis by knowing its acti7.e slip systems. The result of the analysis indi- cates that two main flow mechanisms operate in fcc metals. The ideal orientation derived from one oj-them is (8 13 21) (21 8 13) which is very close to the (358) (523) orientation observed experimentally on the rolling texture of copper. This flow mechanism should only he operative in metals containing dislocations extended into partials separated by less than five times their lattice parameter. The ideal orientations derived from the other flow mechanism are a combination of (1 10} (112) and a spread of orientations with (110) parallel to the rolling plane. This type of ideal orientations corresponds to those observed in the rolling texture of silver 30:70 brass, and binary alloys with high alloying content. This flow mechanism should be operative in any fcc metal regardless of its stacking-fauIt energy. When a polycrystalline metal is subjected to a large amount of plastic deformation, it is generally observed that grain orientations alter and align themselves towards certain positions, eventually reach-

Jan 1, 1964

By C. S. Allen

With increased coal production and mechanization of coal mines many transportation problems arise. The main objective is to bring the coal to the tipple or dump it as quickly as possible. Larger and faster haulage locomotives or two locomotives connected in tandem have been adopted to solve the problem. Motor equipment, gears and control systems of locomotives to be placed on these hauls are carefully studied to meet these requirements, by an analysis of motor characteristic curves with the corresponding tractive effort curves, in order to determine the correct load for maximum efficiency and to determine the approximate schedule. Control equipment is usually considered to be the controller and resistance. Sometimes accelerating curves are calculated in order to obtain smooth starting in the least possible time without slipping the wheels. Train control is very important, but why limit this to acceleration ? Deceleratien-or-retardation of the locomotive is a part of the train control and should be given as much consideration as the control for acceleration. Types or Braking Common braking systems for mine locomotives utilize screw-type mechanical brakes, dynamic braking and the air brake. For gathering and haulage locomotives, the srrew-type mechanical brake is regarded as standard. A brake of this kind cannot be applied without much effort and lapse of time. Motormen, like other people, follow the path of least resistance, and therefore have their brakes ready for instant application—which means that the shoes are virtually dragging. Even then, a motorman bucks and plugs the motors to gain time and avoid as much physical effort as possible. "Bucking of motors" consists in turning the reverse cylinder of the controller to parallel position corresponding to the opposite direction of travel while the locomotive is in motion, without applying power from an external source. When this occurs, both motors tend to act as series generators, because the armatures are revolving and there is residual magnetism in the field circuit. Owing to slight differences in motor manufacture, one of these will generate a slightly higher potential and will overcome the generated voltage of the second and tend to drive it as a motor in the reverse Direction.-This action retards the locomotive but is very severe on the segments of the reverse cylinder and on the motor commutators. "Plugging motors" is the application of power to the motors corresponding to the opposite direction of travel. In order to "plug" the motors it is necessary first to "buck,, them (which reverses the connections to the motors) and then to apply power. Theoretically, this should be done only in an emergency, but locomotives in mine service are frequently thus treated., Dynamic braking is retardation of the locomotive by the motors acting as generators, which take no power from the line.

Jan 1, 1942

By C. S. Allen

With increased coal production and mechanization of coal mines many transportation problems arise. The main objective is to bring the coal to the tipple or dump it as quickly as possible. Larger and faster haulage locomotives or two locomotives connected in tandem have been adopted to solve the problem. Motor equipment, gears and control systems of locomotives to be placed on these hauls are carefully studied to meet these requirements, by an analysis of motor characteristic curves with the corresponding tractive effort curves, in order to determine the correct load for maximum efficiency and to determine the approximate schedule. Control equipment is usually considered to be the controller and resistance. Sometimes accelerating curves are calculated in order to obtain smooth starting in the least possible time without slipping the wheels. Train control is very important, but why limit this to acceleration ? Deceleratien-or-retardation of the locomotive is a part of the train control and should be given as much consideration as the control for acceleration. Types or Braking Common braking systems for mine locomotives utilize screw-type mechanical brakes, dynamic braking and the air brake. For gathering and haulage locomotives, the srrew-type mechanical brake is regarded as standard. A brake of this kind cannot be applied without much effort and lapse of time. Motormen, like other people, follow the path of least resistance, and therefore have their brakes ready for instant application—which means that the shoes are virtually dragging. Even then, a motorman bucks and plugs the motors to gain time and avoid as much physical effort as possible. "Bucking of motors" consists in turning the reverse cylinder of the controller to parallel position corresponding to the opposite direction of travel while the locomotive is in motion, without applying power from an external source. When this occurs, both motors tend to act as series generators, because the armatures are revolving and there is residual magnetism in the field circuit. Owing to slight differences in motor manufacture, one of these will generate a slightly higher potential and will overcome the generated voltage of the second and tend to drive it as a motor in the reverse Direction.-This action retards the locomotive but is very severe on the segments of the reverse cylinder and on the motor commutators. "Plugging motors" is the application of power to the motors corresponding to the opposite direction of travel. In order to "plug" the motors it is necessary first to "buck,, them (which reverses the connections to the motors) and then to apply power. Theoretically, this should be done only in an emergency, but locomotives in mine service are frequently thus treated., Dynamic braking is retardation of the locomotive by the motors acting as generators, which take no power from the line.

Jan 1, 1942

By C. H. Stein

The Pennsylvania Legislature, on March 13, 1837, passed an act authorizing the Lehigh Coal & Navigation Co. to construct a railway to connect the North Branch Division of the Pennsylvania Canal with the slack water navigation of the Lehigh River; the navigation company accepted this act on May 10, 1837. Edwin A. Douglas, chief engineer for the navigation company, located the route for this railway from White Haven to Wilkes-Barre, which was called the Lehigh & Susquehanna Railroad. The object was to transport coal from the Wyoming Valley, of Pennsylvania, to the Atlantic seaboard. This railway was considered a marvelous piece of engineering, as it included a tunnel nearly 55 mi. long, and a series of inclines, or planes, up which the cars laden with coal were raised from the vicinity of Ashley to the summit of the mountain near Solomon's Gap, whence they were taken to White Haven by rail. There the coal was transferred to canal boats. In June, 1862, floods almost completely destroyed the upper division of the canal, so on March 4, 1863, the Pennsylvania Legislature passed an act prohibiting its restoration, but granted a charter for the construction of a railway from White Haven to Mauch Chunk to connect with the line from White Haven to Wilkes-Barre, previously built. On March 16, 1864, a supplementary act was passed extending the Lehigh & Susquehanna Railroad to Easton, Pa. This completed a direct all-rail route from Wilkes-Barre to the New York harbor (by way of the Central Railroad of New Jersey). Up to this time, all freight and passenger traffic passed over the planes, but in 1866 and 1867 there was constructed what was known as the "back track" down the mountain side between Solomon's Gap and Ashley over which all the passenger traffic and empty cars thereafter passed; it is now known as part of the main line. For the handling of the heavy coal traffic, however, this would have involved a continuous climb from Ashley, 170.27 mi., from New York, to Solomon's Gap, 157.8 mi. from New York, or a distance of 12.47 mi., and a total ascent of 1013.75 ft., composed of grades 95.61, 83, and 51.4 ft. per mi., respectively, and

Jan 1, 1922

By H. F. Yancey, O. L. Furse

For several years the Bureau of Mines at its Northwest Experiment Station, in cooperation with the Mines Department. of the University of Washington, has been studying the breakage and degradation of coal. The first phase of the study was devoted to the determination of the friability of many coals of various ranks and comparison of various methods for estimating friability.' A study of the relative ease or difficulty with which various coals are reduced to the fine size required for use as pulverized fuel followed the completion of this work. Baltzer and Hudson2 list twelve research organizations in the United States, two in England, one in Germany and one in Canada that are reported to be engaged on this problem; showing the general appreciation of the need for a simple method of estimating the grindability of different coals. Hardgrove,3 ho has advanced a method for estimating grindability, points out that pulverizer tests of different coals are incomplete and unsatisfactory. He compares such tests to that of a boiler test made without knowledge of the calorific value of the coal. Frisch arid Holder4 also stress the same point. They state that,

Jan 1, 1934

By C. E. Corson

The experiments of which the results and significance are set forth in this paper do not by any means cover the whole subject of the heat-treatment of the material referred to, yet they constitute a contribution to that general subject, rather than to the special department of' annealing. The material here considered is acid open-hearth steel, containing from 0.50 to 0.80 per cent. of carbon, with a nearly uniform percentage of other elements. This class of steel is rapidly increasing in commercial importance. It is even rumored that the rail-specifications of some railroads will hereafter require open-hearth steel. Yet this particular grade seems to

Jan 1, 1907

By Leo F. Reinartz

Part II of a four-part series on the history of steelmaking in the US, points out the inadequate safety and living conditions that existed in steel mills at the turn of the Century. Also defined are furnace and process developments. OPERATIONS in steel plants today are highly mechanized. Men work in light, clean, orderly melting shops, making it difficult for old timers to convince young men that primitive, hazardous conditions existed in steel plants at the turn of the century. Working conditions then were very poor as compared to present day standards. In small plants especially, sanitary, locker, and washroom facilities, first-aid practices and stations were un- known Accidents were frequent and severe. Workers had a fatalistic attitude toward getting hurt. He who had an accident was looked upon as a hero. A dirty bandanna often served as a bandage. Infections were frequent. Electric cranes were in their infancy and broke down often Cables had not as yet replaced chains. Pig iron and scrap iron were loaded by hand in the stockyard, and stockyard locomotives were un- known; mules served as the usual motive power. It was not unusual to see recorded a delay of ½ hr in charging a furnace because of a balky mule. Furnace operations A few plants had primitive charging machines, but most furnaces were charged by placing scrap or pig iron on the paddle of a long peel, which rested on a bar across the furnace door opening. Laborers at the handle end of the peel, using the bar as a fulcrum, would heave the material into the furnace by a down and sideward motion of the peel handle. In time they became expert in placing these materials in the furnace, but it was hard, hot work, and a long time was required for charging. Cold charges of 25 tons required more than 12 hr for melting and re- fining the steel. Ports, doors, and frames were not water cooled. The charging and working area in front of the furnace was covered with steel plates. They were hot and often warped by the intense heat of the un- insulated checker chambers directly below. In the summer, working conditions on the charging floor were almost unbearable. Silica refractories were of poor quality. Because of this, and the inadequate training of furnace men in fuel control and furnace operations, roofs, front and back walls, and ends burned out rapidly. Dolomite machines were unknown; consequently, furnace banks and hearths were fettled with dolomite by the use of hand shovels. The round system required six or more men. Each man took a shovelful of dolomite and, in his turn, deposited it on the back wall and bank by a dexterous forward swing and twist of the shovel. The upward swing of the shovel partially protected his face from the searing heat of the furnace coming out through the wide-open door. Considerable skill and stamina were required to do this job properly. Reverse valves, usually of the cast-iron butterfly type, were located below the charging floor. They were operated by long levers on the charging floor level men they became warped, because of heat and abuse, great strength and skill were required to reverse them. Furnace operations were difficult. The quality and quantity of producer gas coming from irregularly stoked, hand-operated gas producers was uncertain and unreliable. Furnace Linings and ports were quickly burned out. Poor bottom and side-wall refractories, indifferent and inexperienced crews, as well as irregular re-

Jan 1, 1961

By Robert B. Paul

This paper describes the new lead smelter and refinery recently completed by the American Smelting and Refining company in Southeast Missouri.

Jan 1, 1970

By J. D. Hunt, R. J. McDonald

It is proposed that extensive fluid motion occurs between the dendrites of a Partially solid casting and it is suggested the A segregates in steel castings are a direct result of this motion. The fluid flow arises because of density differences between liquid ahead of the dendrites and the interdendritic liquid. Experiments are described on a model system investigating this fluid motion. The importance of interdendritic fluid flow is discussed with reference to longitudinal segregation. SERIOUS macro segregation is often found in large killed steel ingots. Among the most common segregates are those known as A and V, Fig. 1. The A segregates are arranged over the surface of cones, the wide parts being at the base of the ingot. The A segregates are pencil like in shape and extend from the columnar into the equiaxed region. The V segregates are distributed over inverted cones but have a less well defined shape. They occur at the center of the ingot. Because of the commercial importance of macro inhomogenities these segregates have attracted wide-scale attention. The segregates contain alloying elements and impurities which depress the freezing temperature and are thus the last liquid to freeze. A number of explanations have been proposed to explain their presence. It has been suggested1'' that the segregates are the result of the equiaxed zone growing towards the columnar region together with the interaction of convection within the bulk liquid. It has also been proposed that the segregates are the result of nucleation and rapid growth ahead of the dendritic front.3 Neither of these explanations is completely satisfactory because A segregates are pencil shaped and are not found as continuous cones. In this paper an alternative mechanism is proposed, and experiments are described on a model system to determine whether the mechanism occurs in practice. It is thought that A and V segregates are not peculiar to steels but should occur in many other large castings. Fluid motion within the bulk liquid region of a casting has been extensively discussed. Little attention has been paid to fluid motion within the partially solid regions. The work415 that has been done has been mainly concerned with the fluid motion which results from the volume contraction on freezing. The volume contraction is used to explain various types of macro segregation. The present authors suggest that in many cases the fluid flow resulting from volume contraction will be small compared with that due to other causes. When the columnar region is growing, the liquid still remaining between the dendrites has a much lower temperature near the ingot walls than at the dendrite tips. The composition of the liquid in contact with solid will vary with temperature. The density of the liquid will thus vary both because of changes in temperature and composition. The layers of different density liquid will give rise to a slow but steady liquid flow through the interdendritic regions. If there is no density change with composition, the temperature gradient within the dendritic region should give rise to a downward flow between the dendrites, shown schematically in Fig. 2. When the liquid density changes appreciably with alloy concentration this motion could either be en-

Jan 1, 1970

By Paul F. Kerr, Raymond F. Robinson

Uranium mineralization occurs in the footwall of the Sunshine vein from the 2900 to the 3700 level. Veinlets of uraninite associated with pyrite and jasper have been so extensively divided and recemented that units more than a few feet in length are seldom observed. The wall rock is St. Regis quartzite of the Belt series. The age of the uraninite, on the basis of isotopic analyses, is 750 * 50, which agrees with geological data suggesting that phases of the Sunshine mineralization are pre Cambrian. THE Sunshine mine in the Coeur d'Alene district, Idaho, is well known for its silver-bearing veins but prior to the summer of 1949 had not been recognized as a possible source of uranium. At that time, during a geiger counter reconnaissance by T. E. Gillingham, R. F. Robinson, and E. E. Thurlow, high radioactivity was noted and radioactive specimens were collected from the footwall of the Sunshine vein.' The detection led to the identification of uraninite-bearing veins, since explored jointly by the Atomic Energy Commission and the Sunshine Mining Co. After the occurrence was noted, the geology of the uranium deposit was studied by the Sunshine staff, and a laboratory examination of the ores was conducted at Columbia University. Several types of laboratory work were undertaken. Differential thermal curves were made of selected siderite samples and results from many more were secured through the work of Mitcham.2 X-ray diffraction and X-ray fluorescence analyses were employed on uraninite, jasper, and siderite. Chemical analyses were made through the cooperation of the Division of Raw Materials of the Atomic Energy Commission. General Geological Features Several silver-bearing veins cut the overturned north limb of the Big Creek anticline as mapped by Shenon and McConne1,³ while the Osburn fault, a long-recognized regional feature about a mile away, marks the north boundary of the Silver Belt. The Sunshine vein, Fig. 1, has a south dip more or less parallel to the 60" axial plane of the fold and cuts rocks of the Belt. Series, starting with the Wallace formation near the surface, continuing downward through the St. Regis formation, and probably extending into the Revett quartzite which lies below the bottom or 3700-ft level. The limb of the anticline is locally modified by secondary folds, one being prominently exposed in the uranian area along the Jewel1 crosscut near the Sunshine vein. Crumpling of the limb resulted from compression which formed the anticline and probably preceded the faults in which the vein deposits accumulated. Evidence of drag along these faults points to reverse movement in the uranium-bearing area and elsewhere. This is true of major faults in the mine workings, and the majority of faults which can be mapped, as pointed out by Robinson.' The St. Regis formation, as measured in the mine, appears to have an initial thickness of some 2000 ft, but the apparent thickness due to thickening during folding is some 3400 ft. Along the Sunshine vein the purple and green rocks characteristic of the Wallace formation in the nearby Military Gulch section p. 37 of ref. 5) have been completely bleached because of introduced sericite. Hydrothermal solutions acting on the wall rock have substituted for the original color a pale greenish cast, although no pronounced mineralogical change has resulted, as Mitcham has observed.' The silver and the uranium depositions appear to belong to distinct epochs resulting from several periods of emplacement. Likewise, multiple periods of deformation account for the faulting. Uraninite is generally associated with silicification, while silver . mineralization accompanies carbonate veins. Rarely, uraninite may be found in a matrix of siderite. Ordinarily uraninite formed prior to ar-gentian tetrahedrite. Where clusters of veins form a stockwork, uraninite-jasper veins often favor one trend while tetrahedrite-siderite veins favor another. During deformation, brecciation of the St. Regis quartzite provided openings between broken rock fragments for precipitation from vein-forming solutions. Fractures due to major breaks were filled during the first stages of vein formation, while later deformation displaced the first veins and provided new channels along which further mineralizing solutions proceeded. The uraninite veins, as the first formed, have suffered fracturing, displacement, and segmentation. Uranian vein segments uncut by faults and more than a few feet in length are rare or nonexistent. Siderite veins are more massive and often extend without a break for tens and even hundreds of feet. In general they show much less segmentation. While the siderite is usually later, there is an overlap in the periods of deposition, some earlier siderite veins being extensively segmented in much the same way uraninite veins have been broken. Vein silica is more extensively distributed than the uranium and iron mineralization it carries. Along the vein course concentrations of uraninite frequently fade away and barren white quartz continues, the transition often occurring within a few feet along strike or down dip. An example appears on the 3700-ft level where a uraninite vein, see Fig. 2a,

Jan 1, 1954

By E. C. Dominguez

INTRODUCTION The first commercial plant in the world to successfully produce pellets from manganese ore fines is the ICOMI pelletizing facility in northern Brazil. The main purpose of this paper is to describe the manganese pelletizing process that was developed through a cooperative R & D program by the Bethlehem Steel Corporation and ICOMI, i.e., Industria e Commercio de Minerios, S. A. The process combines heavy- media and gravity separation, reduction roasting, magnetic separation, and pelletizing on a straight-grate indurating machine. It produces high-grade manganese pellets from reviously unsalable low-grade ore fines at a rate of 20,000 tonnes (1) per month. The physical properties of the manganese pellets are comparable to those of iron ore pellets. The pelletizing plant, built at a cost of about 18 million dollars, is part of an ICOMI complex that includes manganese ore mining, an ore-washing plant, and railroad and port facilities, as well as two town sites. These two towns, one at the mine and the other at the port, each with complete community services, were built by ICOMI to serve the needs of over 1500 employees that operate the industrial complex. To give an idea of the magnitude of the investment represented by this complex, the cost up to 1957 to develop the mine and supporting services and social infrastructure was over 100 million dollars. It should be borne in mind that the above capital cost figures are in dollars of the years during which the respective projects were initiated and completed.

Jan 1, 1977

Jan 1, 1958

By Whitman E. Brown, Louis J. Erck

The installation in 1948 of a Hum-phrey~ spiral concentrator section at the Hill-Trumbull plant of The Cleve-land-Cliffs Iron Co. is the latest commercial method on the Mesabi Range being used for the recovery of fine iron ore. In two stages of concentration 84 spirals treat approximately 120 long tons per hour of minus ? in. ore. These spirals augment the production of the heavy-density plant which recovers the plus 36 in. iron from the plant crude ore. Structure of the ore is such that, when crushed, about 50 pct of the plant crude is minus ? in. size. After de-sliming in a 66 in. Akins classifier, grinding the classifier product in a ball mill and again desliming in a 78 in. Akins classifier about 15 pct of the crude ore remains to be treated in the spiral plant. Overall recovery of the ball mill feed in the Hill-Trumbull spiral plant during the 1948 season was about 53 pct of the weight and 66 pct of the total iron content. Of the actual feed delivered to the spirals from the 78 in. classifier 64.9 pct of the weight was recovered containing 73.7 pct of the total iron. The average analysis of the spiral concentrate is 55.05 pct Fe and 14.83 pct SiO2. An average of mill assays during the 1948 season is given in Table 1. The Hill-Trumbull plants treat both wash ore and jig-type ore. During the 1948 season spirals were used only on the fine sizes of jig-type ore. At times the deslimed minus ? in. size is of sufficient grade to warrant bypassing the spirals but in the main the fine size is delivered to the 48 first stage spirals and thence to the 36 cleaner or second stage spirals. In the past several years numerous Mesabi Range ores in the fine size cate- gory have been tested by a wide variety of beneficiating equipment. The prodigious amount of research devoted to the recovery of values in the fine ore reflects the dire need of the iron industry to squeeze the last possible unit of iron from the mined ore and to develop suitable equipment and processes to satisfactorily concentrate the leaner horizons as they are encountered in the process of mining. Large governmental and private appropriations have been allotted, new laboratories built, research and technical staffs increased, and operator-manufacturer cooperative agreements applied to hasten the solution of the problem. The University of Minnesota, at its Eighth Annual Mining Symposium in January 1947, dedicated as its objective the bringing to light of technological developments in iron ore beneficiation. Papers were given at that time relating to processes being developed. Specifically, these papers reviewed flotation, Baum jig, selective media concentrator, Hardinge concentrator, Dorrco sizer, heavy media concentration, Hydrotator, and the Humphreys spiral. The Cleveland-Cliffs Iron Co., after encouraging results from tests in a small pilot plant using one full size spiral, made the first commercial installation of Humphreys spirals on the Mesabi Range at their Hill-Trumbull mine, Taconite, Minn. This company

Jan 1, 1950