Search Documents

By Craig Cina

Transporting goods from producers to consumers is a fundamental part of the US economy. The demand for transportation closely reflects the economic health and well-being of the nation's industrial, commercial, and agricultural sectors. The inland waterway barge industry has traditionally played a key role in transporting needed commodities to industries on an economical basis. Barges account for 10% of the domestic intercity tonnage carried by all transportation modes. Water carriers operating on inland waterways hauled more than 450 Mt (500 million st) of cargo in 1980-up from 428 Mt (472 million st) in 1970. Inland Waterway Shipments Metallic and nonmetallic minerals comprise one of the largest commodity groups moved on inland waterways. As illustrated in Table 1, metallic and nonmetallic mineral shipments accounted for more than 69 Mt (77 million st), or nearly 15% of all commodities shipped in 1980. Putting this tonnage in perspective, coal and petroleum represent the two largest commodities moved on inland waterways. In 1980, petroleum and petroleum products accounted for 138 Mt (152 million st), or 28% of all commodities shipped. Similarly, coal represented 120 Mt (132 million st), or 25% or all commodities shipped. Even though shipments of metallic and nonmetallic minerals are smaller than coal and petroleum, they still account for a sizeable portion transported. The inland barge industry moves a variety of metallic and nonmetallic minerals ranging from manganese ores to building cement. Minerals transported by barge include: • iron, copper, bauxite, and manganese ores for metal production; • lime and limestone for construction and electric utility scrubbers; • phosphate rock, natural fertilizers, and gypsum for agricultural needs; • sand, gravel and crushed rock, clay, asphalt, tar, and pitches, and building cement for construction purposes; and • a host of other minerals to meet industrial needs. A few mineral commodities are responsible for a large proportion of waterborne mineral shipments.

Jan 10, 1982

By Ernest E. Thurlow

Introduction Today, more than 50% of rail-carried commodities are mineral industry related, with coal being the most important single commodity moved by rail. In 1980, coal accounted for more than 5.7 million of the total 22.6 million carloads moved by rail. Metallic ores were third behind grain, with more than 1.4 million carloads. Crushed stone, gravel, sand, and other non-metallic minerals totaled almost 2.3 million carloads. Chemicals and allied products, including fertilizer and coke, added another 1.7 million cars, with petroleum and petroleum products totaling 300,000 carloads. Coal Several things happened in the 1970s that gave rise to increased consumption of coal-particularly western coal-and to its dominant position among rail-carried commodities. First, the Clean Air Act of 1970 required generating plants to make significant reductions in sulfur dioxide emissions. To comply, utilities could either invest in scrubbers or switch to low-sulfur western coal. Many opted for the latter. By 1972, increasing demands by the utility companies halted what had been a 25-year decline in national coal consumption. Second, the Arab Oil Embargo of 1973 put an end to cheap oil and gas, limiting their future as fuels for electric generating purposes and increasing the potential for coal. Third, in 1977, President Carter announced an energy program with coal as its cornerstone, calling for an annual two-thirds increase in national coal production by 1985. He also called for conversion to coal by utilities and large industrial users. Finally, he proposed a 10-year, $10 billion program to encourage domestic coal production and stimulate development of export markets. Coal bounded into world prominence. Foreign demand for steam and metallurgical coal increased tremendously, while US demand for western coal also shot up. This meant greater demands on the transportation sectors that traditionally carried coal to market. Many railroads began programs to serve the coal industry. One example is Burlington Northern's commitment to handle increased western coal tonnages. The company spent more than $1 billion in recent years to develop a system capable of moving more than 91 Mt (100 million st) of coal each year. Other leaders in this renewal were Norfolk and Western, Union Pacific, Santa Fe, and Southern Pacific railways. The importance of the rapid growth of coal traffic to the railroads is shown in the accompanying table, which gives percentages of total tonnages hauled and revenues attributed to coal. With coal providing the railroad industry with a substantial share of its revenues, there is keen competition among the rail companies themselves and among railroads and other transportation sectors for coal haulage. But there is also cooperation when more than one railroad is involved in delivering the coal from mine to market or when a combination of transportation modes is more economical. The latter is represented by Conrail's interest in working with the port authorities of New York and New Jersey to establish a new coal port that would serve not only export markets, but also utilities and industries in the northeast. Iron Ore Next to coal, iron ore (taconite) is the most important single mineral commodity handled by railroads. In Minnesota, where most iron ore is produced, rail transportation is primarily by Burlington Northern and the Duluth, Missabe, & Iron Range Railway Co. (DM&IR). The DM&IR, owned by US Steel, serves several producers on the Mesabi Iron Range. Two of the larger producers, Erie Mining Co. and Reserve Mining Co., also own railroads that operate between the mines and the ports of Silver Bay and Taconite Harbor on Lake Superior. Several iron mines and taconite plants in Michigan are served by the Chicago and Northwestern, and the Soo Line. Total 1981 shipments of taconite and iron ore are estimated at 55.9 Mt (55 million It), compared with about 61 Mt (60 million It) in 1979 the most ever shipped in one year. Still, with annual production capacity of the eight Mesabi Range

Jan 10, 1982

By Steven Tubbs

Steven Tubbs From mine to farm is a long journey for Florida's phosphate, but it is an important one to the American farmer who uses phosphate fertilizers to replenish the soil and produce the crops which eventually wind up on the American dinner table. In this phosphate-food connection, transportation plays a vital life-giving role, a role that is unique because of the large quantities of phosphate produced and the mineral's location in relation to its markets. Florida Leads World Florida is the world's largest phosphate producer, supplying 80% of the nation's and a third of the world's annual total. About 95% of Florida's phosphate goes into agricultural chemicals, with 90% going into fertilizers. Phosphate production is primarily concentrated in west central Florida, with the exception of mining and processing in north Florida by Occidental Chemical Co. The phosphate rock is beneficiated at the mine sites and then is transported out of Florida in a raw state, or to one of the industry's 18 chemical complexes where it is processed further. In 1981, Florida produced more than 42 Mt (46 million st) of phosphate rock-a 1% decrease from 1980. The industry also produced more than 12 Mt (13 million st) of phosphate chemical products in 1981 and transported them to both domestic and foreign customers. This year, the state's phosphate production and shipments are substantially lower than recent annual levels because of a depressed worldwide phosphate market. With production down slightly in 1981, shipments declined and company inventories increased dramatically. Phosphate-related shipments through the port of Tampa alone fell 20%. As a result, in 1982, phosphate operations cut production to reduce inventories. According to the Fertilizer Institute, during the fiscal year ending June 30, 1982, phosphate rock production fell 18%; phosphate rock shipments, 28%; finished fertilizer production, 30%; finished fertilizer shipments, 25%; and phosphate rock exports declined by 20%. Despite depressed conditions, Florida phosphate production and shipments are expected to increase in the near future with more rock being processed into fertilizer products. Phosphate is one of Florida's major industries. The US Bureau of Mines estimates it contributed $3 billion to the state's economy in 1981 and an additional $1.4 billion to the US economy. In addition, phosphate exports contributed to

Jan 10, 1982

By A. T. Yu

Two major events highlight recent developments in US ore and coal ports: completion of the last series of modern taconite pellet transshipment facilities on the Great Lakes; and modernization and construction of coal ports, particularly on the East and Gulf Coasts. The New Taconite Transportation System To reduce raw material transportation costs, a fleet of new generation high-capacity 304-m (1,000-ft) self-unloading vessels were built to carry iron ore pellets from the Minnesota-Michigan iron ranges to the steel plants on the lower Great Lakes. Existing port facilities had to be modernized, revised, or completely rebuilt to accommodate these large vessels. Some of these were Burlington Northern's Allouez, WI, loading dock; Duluth, Missabe & Iron Range Railway Co.'s Two Harbors, MN, facility; Republic Steel's Lorain, OH, facility; and Chessie's Toledo, OH, dock. Allouez and Two Harbors receive taconite pellets from unit trains and load them onto large vessels either after dumping or via a large stockpile and reclaim system. The Lorain facility receives iron ore pellets from self-unloading vessels' discharge boom conveyor and reloads the pellets into rail cars or small vessels destined to inland steel mills. The Toledo facility receives Armco pellets from vessels, stockpiles them through the winter, and reloads into unit trains destined for Armco's mills along Chessie's rail tracks. Burlington Northern's $75-million Allouez pellet dock, completed in June 1977, was built to receive pellets produced by Hibbing Taconite Co. and National Pellet Plant in Minnesota, stockpile them through the winter when the lakes are frozen, and load them into 304-m (1,000-ft) vessels in the shipping season. As much as 10 Mt (11 million st) of pellets may be stockpiled within the loop track. A 6-km (4-mile) long conveyor system connects the stockpile area and the dock. Thirty-six new concrete silos were built on the dock to house 2 kt (2,000 st) each of pellets before shiploading. The $35.5-million expansion of the Two Harbors transshipment facilities began shiploading in July 1978 after ground breaking in Aug. 1974. Particularly noteworthy is the first application of the Orboom system-a breakthrough in technology for the modernization of the century-old pocket docks on the Great Lakes to accommodate the new generation of super vessels. The pocket-type loading dock has been a standard on the lakes for nearly a hundred years. Bottom-dump rail cars fill the ore pockets on top of a finger pier. Gravity chutes matching standardized ore ship hatch spacings are lowered to fill the holds of a 20.3-kt (20,000-dwt) ship. The construction is simple and the loading swift. In spite of advances in technology elsewhere, most of these docks continue to serve the iron ore and coal trade in the same manner they did in the 19th century. Although performance of the pocket docks on small vessels remains outstanding, the new 304-m (1,000-ft) vessels are beyond the reach of the old docks. After extensive development, the Orboom system (Patent No. 4,065,002) for pocket docks was successfully developed. The heart of the Orboom system is the retractable shuttle loading arm which loads the wide beam vessels. The Orboom shuttles are fed by existing pockets of the dock that, in turn, are charged by a tripper conveyor along the length of the dock. The Two Harbors shiploading system is supported by a 0.9 Mt (1 million st) storage-reclaim network. Unit trains are bottom dumped. Taconite pellets are stacked and reclaimed by bucket wheel reclaiming systems. Lower Lakes New Ore Ports At the lower Great Lakes receiv-

Jan 10, 1982

By John J. Stetler

Introduction Samarco Mineracao S.A. is a Brazilian corporation jointly owned by S.A. Mineracao da Trindade (SAMITRI) and Utah International Inc., with 51% and 49% interests respectively. Headquartered in Belo Horizonte in the state of Minas Gerais, Samarco owns and operates an open-pit mine capable of producing 10 Mt/a (11 million stpy) of iron ore; a concentrator rated at 7 Mt (7.7 million st); a 12-Mt (13.2-million st) capacity pipeline transportation system; a 7 Mt (7.7 million st) filtering and pelletizing plant; and a harbor facility. The mine, concentrator, and initial pipeline pump station are located at Germano, near the town of Mariana, about 300 km (186 mi) north of Rio de Janeiro by air. The pipeline terminal, pellet plant, and harbor are at Point Ubu, 70 km (43 mi) south of Vitória the capital city of Espirito Santo State, and about 300 km (186 mi) by air east of the mine. The 396-km (246-mi) pipeline uses 508-mm (20-in.) pipe except for a 53-km (33-mi) section where 457-mm (18-in.) pipe is used to absorb and control slack flow through increased velocity in one of the areas along the route. Iron Ore Slurry The hematite iron ore concentrate produced at the Germano plant is processed by grinding the average 53% run-of-mine itabirite iron ore to -150 µm (100 mesh) for gangue liberation. It is treated further by cyclones to remove the 10 µm (1250 mesh) slimes to prepare the ore for flotation. During the multistage cationic flotation operation, the silica is reduced to make low silica (-0.9%) concentrate for the direct reduction (DR) iron-making process or to make normal silica (-3.5% +2.5%) concentrate for the blast furnace (BF) iron-making process. The concentrate then is reground further to meet the particle size requirements for pelletizing. The reground hematite concentrate is screened in closed circuit with the regrind mills for close control of the maximum particle size, not to exceed 3.5% +75 µm (200 mesh) for pipeline wear protection. Thickened concentrates at 70% solids are pumped to four 5-kt (5,510-st)(dry) agitated slurry storage tanks that hold the feed before it goes to the first pipeline system pumping station. Pipeline Capacity The pipeline system was designed to transport 12 Mt/a (13.2 million stpy) at 65% solids with an average minimum safe operating velocity of 1.5 m/s (5 fps). The pipeline will transport 5 Mt (5.5 million st) in 1982. The system, therefore, is moving the slurry in 13-kt (14,330-st) batches, dispatched at intervals to move 20 kt/d (22,050 stpd). In operation, the pipeline has exceeded its 93% availability design factor. Pipeline Facilities Pump station No. 1 is located at the Germano minesite 1 km (3,330 ft) above sea level. It has the following principal equipment: • four 5 kt (5,510-st) (dry) agitate slurry storage tanks; • two centrifugal charge pumps (one stand-by); • a 217-m (712-ft) safety loop; • seven mainline positive displacement triplex plunger pumps (189 m3/h, or 832 gpm, at 14.9 MPa, or 2,162 psi, maximum output pressure); • four corrosion-erosion spools; • a control and command center. Operation The output at pump station No. 1, with 66% solids, is pumped 151

Jan 10, 1982

By Christine M. Kammer

In 1852, six barrels of iron ore were loaded aboard the steamer Baltimore at Marquette, MI, after a trip by mule wagon from the nearby Cleveland Iron Mining Co. Shipped to Sault Ste. Marie, they were portaged around rapids and reloaded onto another ship for the final journey to the steel mills of Cleveland. In 1855, the same company-the predecessor of Cleveland-Cliffs Iron Co.-chartered the brigantine Columbia to carry the first iron-ore cargo through the newly opened Soo locks. In 1981, about 2,190 iron-ore shipments in the form of taconite pellets were transported by water from US Great Lakes-ports. The total volume during the 284-day shipping season was 63 Mt (62 million It). Counting Canadian ship¬ments, almost 76 Mt (75 million It) of iron ore were moved on the lakes last year. The five Great Lakes-Superior, Huron, Michigan, Erie, and Ontario-contain 20% of the world's fresh water. The area surrounding the lakes has 26% of the nation's populations, 47% of its steel production, and over 80% of the raw materials required to make steel. That figure includes 71% of the country's iron ore and 40% of its limestone. Only the availability of low-cost water transportation of raw materials has kept the heartland steel producers competitive. Iron ore shipped on the lakes originates in the Lake Superior district's Mesabi and Marquette iron ranges. Major mines and their principal partners are Cleveland-Cliffs Iron Co.'s Empire, Republic, and Tilden; Armco and Republic's Reserve Mining Co.; Oglebay Norton Co.'s Eveleth; Hanna Mining Co.'s National and Butler; Inland Steel Co.'s Minorca; Pickands Mather & Co.'s Erie and Hibbing, the latter operated in conjunction with Bethlehem Steel Corp.; and US Steel Corp.'s Minntac. Pelletized ore products at these facilities is shipped through seven principal ports on the upper lakes: Duluth, Two Harbors, Silver Bay, and Taconite Harbor, MN; Superior, WI, and Marquette, MI, on Lake Superior; and Escanaba, MI, on Lake Michigan. In 1981, tonnage volumes ranged from 13.3 Mt (13.1 million It) shipped from Duluth, to Marquette's total of 5.4 Mt (5.3 million It). The ore docks, with two exceptions, are operated by railroads, most of which are owned by mining companies. Table 1 illustrates US iron-ore shipments in 1981. In the lower lakes, ore is discharged at dock facilities close to the great steel-producing centers of Chicago, Detroit, Cleveland, Pittsburgh, and Buffalo. Between the mines and mills, lakes and connecting waterways form one of the country's most effective transportation systems. Each year, vessels on the Great Lakes transport about 181 Mt (200 million st) of bulk industrial and agricultural materials-a greater quantity at a lower cost than can be achieved by any other transportation mode. Major commodities in Great Lakes trade are iron ore, coal, grain, limestone, cement, sand, and petroleum products. About 125 US flag vessels serve this trade, among them 13 "1,000-

Jan 10, 1982

By John P. Smith

As the US looks within its borders in its drive toward energy independence, economical coal transportation, particularly from vast western reserves, becomes an increasingly difficult but compelling challenge for both the country and the coal industry. Coal producers continue to develop improved technology for more efficient and cost-effective coal mining and processing. But for controlling transportation costs, coal producers must rely on a delicate balance between product demand, competition among carriers, federal regulation, and a symbiotic relationship with coal transporters. In 1981, 739 Mt (815 million st) of coal were mined in the US. Nearly 90% of this coal was moved via

Jan 10, 1982

By Sharon Thomson

Since 1977, Amax Coal Co.'s Belle Ayr mine near Gillette, WY, has been the largest producing coal mine in the US. In its 10 years of operation more than 90 Mt (100 million st) of coal have been shipped from the mine's facilities to electric generating plants across the country. It is thought to be the largest amount ever produced in US history from a single coal mine. The railroad is Belle Ayr's lifeline for moving this massive volume from a relatively isolated corner of northeastern Wyoming. There are no waterways for barge traffic, and highway truck hauling would be impractical considering the quantity and distance of coal to be moved. Transportation in the Powder River Basin-at least for the present-is strictly unit trains. An average of four unit trains daily load at Belle Ayr. These trains average 108 cars long, with a capacity of 91 t (100 st) per car. Burlington Northern Railroad serves the Powder River Basin, but locomotives supplied by Union Pacific, Milwaukee Road, and Kansas City Southern are a common site as well, since coal will often travel these lines too on its way to utility plants in Colorado, Kansas, Iowa, Texas, Arkansas, Louisiana, Wisconsin, and Oregon. When Belle Ayr opened transportation in the Powder River Basin was in an early development stage. As the first large-scale coal shipper in the area, Belle Ayr was the only user of a 27-km (17-mile) railroad spur south of Gillette. Other mines, however, were to open soon on the abundant, low-sulfur reserves. Today, less than a decade after Belle Ayr's debut, 13 large-capacity mines operate near Gillette. The 27-km (17-mile) spur that once served only Belle Ayr has been extended 177 km (110 miles) south to service other mines as well, and to tie into a major rail line in central Wyoming. The Powder River Basin is now served by a wishbone-shaped track configuration that allows train movement north into Montana, south into Colorado, and east into Nebraska for connections across the country. Operations at Belle Ayr are closely tied to train arrivals and departures, with coordination essential between mine operations and rail personnel. "Train movement in the Powder River Basin has evolved to the point where we are fine-tuning mining operations to coordinate them with a more dependable transportation system," according to Joe Jefferson, transportation supervisor with Amax Coal's western division. That, however, hasn't always

Jan 10, 1982

By Raymond E. Blair

Introduction Mining and minerals transportation spans the distance from the pit face and mine wall to the consumer. This transportation can be as simple as coal transfer from the mine and preparation plant by conveyor to a mine mouth electric generating plant. Or it can be as complex as copper ore transportation: concentrated, smelted, refined; drawn into wire and insulated; and cut into reels and transported to local industrial supply houses. The route of aluminum from the bauxite pits to the supermarket shelf in the form of household food wrap is another example of the potential complexity of minerals transportation. For perspective, however, mine to market minerals transportation can be split into three components: materials handling, transportation, and distribution. It should also be recognized that each mineral, market, producer, and consumer has unique transportation characteristics regarding costs, transportation mode, and alternatives in the transportation scheme. Some obvious considerations are the number of producers and consumers, the number of markets and customers the mineral serves. Concerning the latter, are you selling a million tons to one customer or a ton each to a million customers? Transportation volume About the only generalization that can be made about minerals transportation concerns the large volume of materials involved. No other industry compares to the mining and minerals industry in its huge movement of product in the crude, semi-processed, processed, fabricated, and converted states, as shown by the accompanying table of US mineral production. Whether it is crushed stone or sand and gravel moving by truck to a local market from local producers, or coal moving by 9.07 kt (10,000 st) unit trains from a mine to a power plant, or iron ore moving by lake vessel from the upper lake ports to the lower lake steel mills, mineral transportation volumes are huge. The nature of production and consumption affects the transportation mode. More than 60% of the coal moves by rail. The majority of iron ore moves by lake vessel. Ninety per cent of the sand and gravel and more than 80% of crushed stone moves by truck. Factors Affecting Minerals Transportation Some would define minerals transportation as the cost and route to move a mineral product from the first point of sale to the first point of consumption. This definition does not recognize that there can be many

Jan 10, 1982

By Keith P. Bingham

A total transportation system providing for delivery of finished products to customers and raw materials to the plant is one of the key elements contributing to Dravo Lime Co.'s success. Dravo Lime operates one of the largest noncaptive lime and limestone plants in the US at Maysville, KY, where products produced can cost as much to deliver as they do to manufacture, depending on the product itself, its destination, and mode of transportation. With delivery costs comprising a significant portion of total costs for its products, Dravo Lime has made total transportation services an integral part of its business strategy. Prices for most products produced at Maysville are quoted f.o.b. destination. In short, Dravo Lime's Distribution Department relies on the approach that says to customers: "Leave the delivery to us." The 0.9-Mt/a (1-million stpy) Maysville facility, located about 121 km (75 miles) east of Cincinnati, OH, on the Ohio River, primarily produces sulfur-absorbing Thiosorbic lime used by coal-fired electric utilities as a scrubber reagent to remove SO2 from stack gases. The product is currently supplied to eight power plants in the Ohio River valley region which extends through portions of Kentucky, Indiana, Ohio, West Virginia, and Pennsylvania. The plant ships approximately 907 kt (1 million st) of lime and a comparable amount of limestone fines each year. In addition, it arranges for delivery of about 181 kt (200,000 st) of coal to the plant. Lime is transported by covered hopper barges, covered rail cars, covered dump trucks, and pneumatic trucks. It is transferred from barges to storage silos and trucks at a terminal on the Ohio River near Marietta, OH. At another terminal near Aliquippa, PA, lime is transferred from barges to silos, trucks, and rail cars. Future plans call for rail-truck transfer terminals. To produce lime from limestone at the Maysville plant, about 181 kt (200,000 st) of coal is burned annually in three coal-fired kilns. In transporting this coal from the mine to Maysville, Dravo takes maximum advantage of opportunities for reloading carriers with limestone for outbound backhaul movement. Coal, shipped from southeastern Kentucky mines in rail cars, is transferred to barges at a river terminal in West Virginia. After it is unloaded at Maysville, the barges are cleaned with a front-end loader and then reloaded with limestone. Limestone also is backhauled in connection with truck deliveries of coal. The economics of using backhaul shipments has permitted Dravo to enter into markets in which Maysville limestone otherwise would not be competitive. The company plans to backhaul limestone in empty open hopper cars in the future. As part of its ongoing assessment of the distribution system that supports the Maysville operation, Dravo Lime recognizes that a new environment has developed between shippers and carriers because of regulatory changes in the railroad and trucking industries. Although dry bulk shipments by barge to and from Maysville have always been unregulated, other forms of transportation have not. With railroads and motor carriers now approaching varying degrees of deregulation, contracts and agreements are replacing tariffs, and rate negotiations are becoming a daily activity. Dravo Lime plans to take advantage of these transportation changes, all of which may be beneficial to both its plant and its customers.

Jan 10, 1982

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 Nathaniel Arbiter, Brij M. Moudgil

Separating oil shale from waste material or into high- and low-grade fractions can have a major economic influence on the surface retorting process. Different shale rock components vary significantly in physical and surface chemical properties, such as specific gravity, color, and water wettability. Various techniques that use the differences in one or more of these properties have been proposed to preconcentrate oil shale before retorting. This article discusses some proposed techniques, such as gravity separation, sorting, and froth flotation. Retorting oil shale is the most common method for recovering oil from the rock. This process is accomplished either underground (in situ) or above ground (ex-situ or surface retorting). Both techniques have serious limitations, such as low recoveries in the underground method and the ability to process rich shales only in the above ground retorting method. Also, environmental problems are associated with both techniques. Some of these limitations could be overcome if feed to the retorts is of consistent grade. This could be achieved by selecting appropriate sites for in situ retorting and selective mining for surface oil shale retorting. Both of these, however, would have a serious economic impact on shale oil recovery. Obviously, little control can be exercised over preparing feed material in the in situ retorting process, but beneficiation of oil shale could definitely be advantageous in surface retorting, and should have positive influence on the overall economics of recovering oil from the shales. For example, preconcentration of mined shale could result not only in reduced costs for materials handling, but also in waste disposal costs, since waste characteristics before and after the retorting process are significantly different. Upgrading the oil shale might also allow substitution of alternate technology for retorting as well as extend the process to recover oil from marginal deposits. Also, the separated material may become a potential source for recovering other values from shale deposits. Overall, the incentives for preconcentration are to reduce costs and improve thermal efficiency of the recovery process. Oil Shale Properties Important to Preconcentration Oil shale is a carbonaceous rock assaying 5-30% organic material (kerogen) and 70-95% ash-forming minerals. Kerogen is soft, nonbrit¬tle or semi-brittle material, and generally forms a matrix between irregularly distributed mineral grains. Inorganic mineral mat¬ter-quartz, feldspar, dolomite, kaolinite, dawsonite, and nahco-

Jan 9, 1982

By Dale S. Hursh, William A. Brooks

Introduction US dependence on external energy sources is dangerous because of unstable political situations existing in key energy exporting countries. So, recent national energy policies call for increased reliance on domestic energy sources. Coal ranks as the most feasible domestic energy source due to its abundant reserves and continental distribution. But to efficiently extract these coal reserves, huge sums of capital funds are needed. Due to the depressed economy, lenders of capital funds are forced to be more stringent with loan applications. This results in fewer loans granted. In many cases, it is uncertain if funding can be obtained. Furthermore, the greatest level of domestic mine financing is expected to be in the coal sector. Demand for capital in the domestic coal industry is anticipated to increase 80% by 1990. The Chase Manhattan Bank in New York warns that these future needs cannot be met by the present capital markets. This article analyzes the current and expected situations of the capital markets available to the domestic coal industry, including: • current and expected future types of financing used in the domestic coal industry; • problems the domestic coal industry may encounter as it seeks capital; and • the future availability of capital funds as concluded from analysis of the first two items. Background Information Regardless of industry, all projects or ventures can be divided into four basic stages: generation; evaluation; selection; and execution. Within the mining industry, one can break down these stages to draw a clear picture of mine development, as shown in Fig. 1. Each successive stage has a corresponding risk level. This risk level defines the type of financing available to the mine operator. Mining Venture Risks A coal mining venture can be characterized by its unique blend of technical and financial risk. As the mine moves through different development stages, varying proportions of each of these risks are encountered. It is these risks that the lender evaluates to determine project suitability. For a coal mining venture, the major complexities generally occur with the technical risk. These include: • quantifying the coal reserves: • assessing the feasibility of the mining method; and • evaluating the design of the wash plant. The reserve risk is gauged by the amount of measured, mineable, and saleable reserves. The greater the latter amounts, the lower the risk. Secure title to the reserves plus title for any surface areas required are also of concern to the banker. Feasibility of the mining method and evaluation of the wash plant design should verify that the project can be completed according to the engineered spec-

Jan 9, 1982

By Fritz Kleiner, Walter Meintrup

On Nov. 4, 1981 A/S Sydvaranger's 1-kt/h (1,100-stph) wet-process, iron ore ball mill completed its first four months of uninterrupted, full-load operation in Kirkenes, Norway. This 6.5-m-diam (21-ft-diam) mill is driven by a gearless ring or wraparound 8.1-MW (10,860-hp) motor at 13.1 rpm-a first of a kind in this segment of industry. This article examines reasons for selecting this type of drive over more conventional schemes, lists specific advantages of such large mills, and describes the installation in Norway. History For almost a decade, good operating experiences have been gained with 28 gearless ring motor drives in the cement industry, driving 2.5 to 4-m-diam (8.2 to 13-ft-diam) tube mills with drive powers ranging from about 3-4 MW (4,000 - 8,000 hp). Why then did the mineral ore processing industry hesitate until 1980 to adopt this successful concept for similar applications on ball, semiautogenous, and autogenous mills? There are a number of good reasons in the eyes of conservative mill builders and operators, the most commonly cited ones are: • No operating experience in this segment of specialized industry. • More severe environmental conditions in the wet ore grinding process. • An indifferent attitude of mill builders and electric motor manufacturers towards new drive technologies. • Limited confidence in solid-state power supply systems, such as frequency converters of the required size. There have been and still are numerous problems associated with low-speed geared mill drives of any kind, especially with individual motor/gear sizes approaching or exceeding about 4 MW (5,360 hp). Every mill builder knows about them, but operators learn to accept them as inevitable. The Decision to Change Three things combined to break this technological stalemate: the courage and progressive spirit of one major iron ore processor in Scandinavia, the cooperation of three experienced manufacturers, and an unusual application problem that could not be solved by any conventional approach. The last factor was surely the decisive one, but the first one does not come as a surprise either. The Swedes near Kiruna and the Norwegians around Kirkenes are experienced ore miners and processors, and much credit goes to them for technological breakthroughs in the industry. At A/S Sydvaranger in Kirkenes, above the Polar circle at about the latitude of Alaska's northern tip, the existing grinding facilities, with a total of 14 100 to 240-t/h (110 to 264-stph) ball mills, can not be expanded. Nevertheless, to increase mill throughput, only installing a larger mill in place of an existing smaller one was a practical alternative. For this replacement, the owners set requirements that seemed impossible to meet: • The old 100-t/h (110-stph) ball mill should be replaced with a new ball mill with 10 times the rated throughput, without significantly impairing the operation of the remaining mills, and without significantly changing the mill building. • The new mill should have a variable-speed drive to ultimately optimize the grinding process by means of a closed-loop process¬computer-controlled grinding cycle, and to minimize the specific energy consumption. • Availability, efficiency, and life expectancy of all new components must be higher than those being replaced. • Inrush-current and harmonic loads on the rather weak electric supply line must be minimized to ensure safe plant operation. All old ball mills at A/S Sydvaranger are the geared type, using single synchronous and wound-rotor, slow-speed motors with ring-and-pinion gears. Operators are familiar with the limitations and problems associated with such drives, and they are aware that the following items become major concerns when drive powers are drastically increased: • Gears are subject to wear and tear, require frequent maintenance, and eventual replacement of major parts. • Gears are sensitive to misalignment, overload, and thermal distortion, limiting their useful life. • On dual or quadruple drives, load-sharing and torque oscillations between motors can be a major reason for concern. • At these speeds, ring-and-pinion gears reach their torque transmission capabilities altogether at around 4 MW (5,360 hp) per motor/pinion. To obtain the desired variable-speed performance of the new drive, the only practical and economical conventional solution would have been a frequency-controlled, low- or medium-speed dual motor drive with about 8 MW (10,720 hp) of power. This, however, was not feasible because of limited floor space. Therefore, bids were solicited for the alternative drive method, the gearless ring motor. General Considerations Why are such large mills considered? After all, one could avoid all the problems by simply staying with smaller mill unit sizes. Under competitive pressures of free markets, however, grinding efficiencies and specific energy consumption become key factors in selecting new equipment. Specific energy consumption of ball mills decreases with increas-

Jan 9, 1982

By Randolph E. Scheffel, David C. Fitch, David K. Hogan, Mark R. Welsh

In Oct. 1981, Ranchers Exploration and Development Corp. began producing silver bullion from the Escalante mine and mill complex, located in southwestern Utah. Current in-place reserves are estimated at 2.42 Mt (2.67 million st) of ore, containing about 936 t (33 million oz) of silver at an average grade of 428.5 g/t (12.5 oz/st). The vein-type deposit is being mined underground through a decline that is currently 864 m (2,835 ft) in length, but will ultimately be at least 1.5 km (5,100 ft) long. The mine is completely mechanized with rubber-tired equipment, and is producing 680 t/d (750 stpd) of ore, five days a week, or 177 kt/a (195,000 stpy). Additional capacity is available. The cyanide leach mill and associated refinery are presently producing 4.35 t/month (140,000 oz/month) of silver bullion-an an¬nual rate of about 52.25 t (1.68 million oz). With minor modifications, the mill can produce up to about 70 t/a (2.25 million oz/year), and expansion is currently underway. History The Escalante property is located 68 km (42 miles) west of Cedar City, UT, on the west side of the Escalante Valley, where the vein forms a gentle ridge in an area of low, rolling hills. For years, the vein has been the object of considerable exploration, but never became more than a sporadic producer, primarily due to low silver prices. Heber Holt of Enterprise, UT, staked the original four claims in 1896; they were patented in 1910. During the next 48 years, limited exploration and mining activity was conducted on the property. Systematic evaluation and development did not, however, begin until March 1958, when Samuel S. Arentz, a prominent mining engineer and consultant, formed several joint ventures with mining and oil companies that conducted drilling, drifting, mining, and water drawdown tests on the property. However, it remained uneconomic, principally because of low silver prices and costs for pumping large flows of underground water. In 1975, Ranchers obtained an option on the property and in 1979 began a drilling program. As of May 1982, the company had drilled 70 core holes, bringing the number of exploratory holes drilled on the property to 138. Test mining began in 1979 as silver prices increased, and full mine development began in 1980. Mill construction began in Sept. 1980, and on Aug 29, 1981, the first ore was fed to the mill.

Jan 9, 1982

By Ralph J. Anctil, James E. Palmer

According to relatively recent estimates by the US Geological Survey and the US Bureau of Mines, there are more than 0.9 Tt (one trillion tons) of remaining identified coal resources in the seven major western US coal-producing states and about 200 Gt (220 billion tons) in the demonstrated reserve base. Considering coal's current national production level of 0.7 Gt/a (0.8 billion tpy), these US reserve and resource figures are reassuring. Given here is a preliminary analysis of geologic constraints and an estimate of their effects on mining and recoverability of western coal. Mining Constraints USGS and USBM coal figures incorporate only thickness and depth, and are "blind" to many other major geologic constraints on mining and recoverability. The most important of these geologic constraints include: • coal seams too thin or too thick for conventional mining methods; • coal seams that cannot be mined due to insufficient separation from underlying or overlying previously-mined beds; • unstable or otherwise unfavorable roof strata; • soft or heaving floor strata; • coal seams that are too lenticular or discontinuous for conventional mining methods; • coal seams in intensely faulted areas; • coal seams having high angles of dip precluding the use of conventional coal mining methods; • coal seams that cannot be mined due to proximity of water-bearing strata; and • coal quality problems such as excessive ash, sulfur, chlorine, or sodium. Coal Thickness Present USGS-USBM classification for reserve base includes bituminous coal beds more than 0.7 m (28 in.) thick and subbituminous beds more than 5 m (60 in.) thick to depths of 305 m (1,000 ft). Both of these thicknesses are less than the thicknesses now considered mineable in the western US. The lower limit for bituminous steam coal in deep mines is about 1.5 m (5 ft). For subbituminous coal, a thickness of at least 2.4 m (8 ft) is generally required. Accordingly, the Bureau of Mines reserve base includes many thinner coal seams that will not be mined in the foreseeable future. Within the Powder River Basin of Wyoming and Montana many seams-Wall, Upper Pawnee, Lower Pawnee, Cache, Manning-range in thickness from 7.6 m (25 ft) to more than 30 m (100 ft) and occur at depths to 305 m (1,000 ft). These have been included in the Bureau of Mines reserve base. However, the mining technology required to mine these thick seams does not now exist. It will require many years for development. The ultimate recoverability from these thick seams is unknown, but could be as low as 25%.

Jan 8, 1982

International Minerals & Chemical Corp.'s New Wales operation near Mulberry, FL, is reportedly the world's largest concentrated phosphate chemical fertilizer and phosphate-based animal feed ingredients complex. Its latest expansion represents a $191-million investment. Two Northwest draglines were put to work at the operation early last year and, according to a company spokesman, total production from the units have more than doubled that from older rigs. This article describes how the draglines are used and provides details on the New Wales operation. The principle product at New Wales is phosphoric acid, produced by reacting ground phosphate rock with sulfuric acid in large concrete attack tanks. For each ton of phosphoric acid produced, New Wales must dispose of about 4.5 t (5 st) of waste gypsum. New Wales stores the gypsum on-site, and uses durable Northwest draglines to help handle the material. Two Units Maintain the Gypsum Stack After the gypsum is separated from the phosphoric acid through 23-m-diam (75-ft-diam) vacuum filters, it is mixed with water from a 121-hm2 (300-acre) recirculating cooling pond and, in slurry form, is pumped to the top of a 121-hm2 (300-acre) gypsum stack located adjacent to the cooling pond. The slurry contains mostly gypsum (CaSO4), with small traces of silica and other elements. The water at this point is corrosive, containing from 1-2% phosphoric acid. Its pH usually ranges from 1.5-2.0. Water drains from the gypsum stack into the cooling pond. Only about 15% of the pond's water, however, comes from the gypsum stack; the balance is from various sources throughout the complex and is held in the pond to cool before being returned for reuse in the plant. About 97% of New Wales' water needs come from this recycling program. The gypsum remains on the stack, inert, ready for future processing if it becomes economically feasible. Throughout the handling process, Northwest draglines work around the stacks' rim, continually directing the waste flow and digging out dried solids to heighten the perimeter dike to provide more storage volume. When wet, gypsum is extremely soft. When dry, it compacts well and provides footing with enough bearing capacity to support the machines. Processing at New Wales started in 1975 and the gypsum storage area has already been built up 12 m (40 ft) above grade. A total of 14.8 km3 (12,000 acre-ft) of solids are now stored. The draglines dredge material from near the perimeter dikes and place it to build parallel berms. This

Jan 8, 1982

By Marvin V. Damm, Lloyd C. Venburg, Dan Sokol

Analytical and computer models are used to evaluate information obtained from existing data and investigation programs so mine water control systems can be designed and developed. These models allow the geohydrologist to predict the amount of groundwater inflow and the impact of dewatering and stream diversion on the hydrologic regime, and to determine the schedule and equipment needed for mine dewatering. This article describes uses of the model and the essential components necessary to construct an effective and practical one. Hydrologic models are constructed to determine the extent that mining activities will affect the ground water and surface water hydrologic regime. These models range from basic analytical, mathematical models to the more sophisticated finite difference and finite element groundwater models. Many factors determine the degree of sophistication, including the mining stage, the complexity of the hydrologic regime, the mining process, and regulatory requirements. Model Uses The geohydrologist and engineer construct models so the entire ground and surface water handling and supply system can be integrated and optimized. These models can provide the following data: • Information for water balance studies-the entire hydrologic regime for the area, including precipitation, transpiration, evaporation, infiltration, runoff, and the effect of geologic features. • Data on seepage rates during mining. • Information to design the depressurization and dewatering system, including water well spacing, location of sumping systems, need for grout curtains, and possible horizontal drain and underdrain locations. • Data needed to schedule dewatering and mining operations. • Prediction of initial and long-term impacts of mining and dewatering, including local and areal drawdowns, effects on existing wells, and modifications to the surface-subsurface hydrologic regime. Potentiometric surface maps and hydrographs can be prepared from these data. • Prediction of the effect of discharge from the water control system on the surface hydrology and data input to design systems for water discharge, storage, recharge, or reinjection. The results of a computer study that illustrates the effect of dewatering and reinjection into an aquifer to confine the cone of depression are shown on the accompanying figure. • Information to forecast potentiometric surface recovery after mining ceases. The accompanying figure shows the pumping and reinjection rates in a program that is adequate to dewater a mine and permit the recovery of potentiometric levels to approximate premining levels after mining ceases. • Documentation and design information for monitoring systems to be installed during all mining phases. • Water quality predictions and geochemical changes, including the possibility of brackish or saline water intrusion because of extensive dewatering or depressurization operations. • Documentation and data for acquiring permits from regulatory agencies. Model Input Program For any model to be effective, detailed hydrologic and geologic data must be gathered from a review of existing information and from an investigative program. These data should cover entire model limits. Data updating, revising, and refining should occur as new information is received from the investigation and monitoring programs, and from the mining operation as it progresses through the pre-mining, mining, post-mining, and reclamation

Jan 8, 1982

By James S. Browning

This article describes research conducted by the University of Alabama's Mineral Resources Institute on removing sulfur from coal using a combination of gravity concentration and flotation methods. The research used the gravity and centrifugal force capabilities of Humphrey's spiral to remove part of the pyritic sulfur and ash. Flotation of the Humphrey's spiral coal concentrate removed additional sulfur and ash. In addition to obtaining good recoveries of high quality coal, the tests demonstrated that pyrite in the wastes could be isolated as enriched flotation products by the combined gravity-flotation approach. Domestic coal production in 1980 reached a record 757 Mt (835 million st). Forecasts are that coal production and use will approach 907 Mt (1 billion st) by 1985, with much of the increased production being used for electrical generation. Of current production, it is estimated that about 454 Mt (500 million st) of coal nationwide are subjected to some degree of cleaning, ranging from crushing and screening to gravity concentration and flotation. With expanded coal production and more rigid controls placed on coal combustion, it is reasonable to assume that the tonnage subjected to some form of preparation will increase, with time, thereby adding to the burden of coal rejects being generated. A major problem associated with increased coal use for electricity generation is the need for utilities to conform to emerging federal air quality standards for sulfur oxide emissions from power plants. To a lesser extent, other industrial operations burning coal face a similar situation. Controlling sulfur oxide emissions by using low-sulfur coal or resorting to stack gas desulfurization are two recognized approaches, but removing sulfur from the coal, if possible, by physical beneficiation before combustion is preferred because of its simplicity and lower cost. Reducing the inorganic sulfur in coal to tolerable limits by physical beneficiation, including flotation, as now practiced, is still relatively inefficient and has not kept pace with the more sophisticated physical beneficiation approaches generally employed by the nonfuel minerals industry. As one phase of a broad program conducted by the Mineral Resources Institute at the University of Alabama on sampling and evaluating impounded fine size waste coal, tests were made using samples from two impoundments to determine the quality of coal recoverable by a combination of Humphrey's spiral concentration and flotation. Particular attention was given to organic and inorganic sulfur deportment and distribution in the various products. Another objective was to determine if pyrite in the waste could be recovered for possible marketing. The use of Humphrey's spirals to concentrate fine coal was practiced as early as 1947. At that time, the Hudson Coal Co. used spirals to concentrate anthracite fines. In 1950, spirals were used to treat fine-size bituminous coal and later, in 1976, spirals were reportedly used for removing pyrite from fine-size coal. More recent investigations have discussed the use of Humphrey's spirals for treating fine-size waste coal in Alabama. Samples Description Washer waste samples were obtained from two impoundments. One sample was representative of waste generated during washing steam coal from the American, Pratt, and Nickel plate seams in Alabama. The other sample represented metallurgical coal washer waste from processing coal from the Carter, Johnson, and Milldale seams. Partial samples analyses are shown in Table 1, and screen analyses of the samples are given in Tables 2 and 3. Screen ana¬lyses showed that one sample contained about 4% of material coarser than 2 mm (10 mesh) and the other contained about 13% of plus 2 mm (10 mesh) material. Also, the analyses indicated that ash and sulfur increased as the material's particle size decreased. Experimental Laboratory Tests Sink and float tests using a heavy liquid (1.4 specific gravity) were made on the different screen sizes shown in Tables 2 and 3 to determine the effectiveness of gravity concentration for separating coal from pyrite and other gangue constituents. Tests indicated that gravity separation, under optimum conditions, could be expected to yield coal products containing 10-12% ash, and 0.2-0.3% pyritic sulfur. Good coal recoveries could also be expected. Using sink-float tests as a guide, tests were made in a Humphrey's spiral by a procedure in which a 90-135 kg (200-300 lb) portion of the

Jan 8, 1982

By Clifford R. Haryett

The potash industry in Saskatchewan, Canada, has advanced in numerous mining and ore processing areas over the last decade. This article describes these innovations and their effect on the industry in the area. During the 1970s, Canada's Saskatchewan province became a world leader, second only to the USSR, in potash production for crop fertilizer. Despite a serious oversupply in the early part of the decade, and a drop in demand due to the agricultural impact of the oil crisis, the Saskatchewan potash industry continued to make extensive capital expenditures to bring mining and processing innovations onstream. These innovations were directed at reducing production costs, improving work conditions, and overcoming environmental concerns.

Jan 8, 1982