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By Mingyang Li, Yan Lv, Xiaolong Ma, Xudong Gao, Jie Zhao, Yingyi Zhang

This study aims to investigate the reduction thermodynamics of ilmenite and pre-oxidized ilmenite, and reveals the isothermal reduction kinetics of pre-oxidized ilmenite concentrate by carbon monoxide. The results indicate that the ilmenite concentrate and pre-oxidized ilmenite concentrate can be selectively reduced by controlling the temperature. The pre-oxidation process leads to the breakage of complex mineral structure, and the formation of porous simple oxides, which is an effective method to increase the reduction and leaching rate. 

By Hongling Wang, DI WU, Shuai Li, Hui Shu

Isothermal reduction experiments on carbon-bearing pellets of copper slag were investigated by the thermogravimetric method with biomass carbon as a reducing agent. The results indicated that the reduction process of copper slag‑biomass composite pellets was dominated by gas phase diffusion, and the apparent activation energy was 88.44 kJ/mol. In the temperature range from 1000 to 1200 °C, the metallization rate of pellets increased with increasing temperature, and the maximum metallization rate was 78.4%. The optimal reduction temperature of CSBCP (copper slag-biomass composite pellets) was 1200 °C.

Nov 23, 2022

By P. E. Damon

An arsenal of isotopic techniques is avail-able that can date the full range of hydrothermal ore deposits. The following are prerequisites for ideal results: (1) Careful collection of samples that are related to the event in a field and process context; (2) Optical examination of the component selected for dating to be sure that it has not been altered; (3) Careful preparation of a pure component of the sample selected for dating; (4) Precise and accurate measurement; (5) Knowledgeable interpretation of the data with reference to decay systematics, properties of the component analyzed as well as the field context and thermochemical environment of the ore process.

Jan 1, 1992

By Carol A. Hill

Native sulfur occurs with barite, celestite, and bioepigenetic calcite in the Culberson, Pokorny , and Leonard Minerals deposits, Delaware basin. The sulfur in these deposits, in "castile" masses, and in deposits of the Fort S tockton district have 6 34s values between +9 and -15. Native sulfur in the caves of the Guadalupe Mountains is somewhat lighter [(634s = -15 to -25)]. Barite in the Culberson, Leonard Minerals, and Comanche Creek sulfur deposits have 63% values of +35 to +73; celestite in the Culberson and Leonard Minerals occurrences have values of +38 and +36, respectively, and 87Sr/86Sr values of 0.707808 and 0.708138, respectively. Barite associated with sulfide, deposits, Guadalupe Mountains, have [634s] values of +41 to +62. Barite at Seven aeart Gap, Apache Mountains, is somewhat less enriched in heavy sulfur [(634s = +14 to +37)].

Jan 1, 1992

By Robert E. Blackett

To help local governments plan for long-term supplies of sand and gravel for buildings and infrastructure, the Utah Geological Survey is assessing natural aggregate resources (mainly sand and gravel) in the St. George, Utah area. Whereas much of the aggregate in the study area is adequate for road-base construction, high-quality aggregate for Port- land cement concrete is limited due to geology, and also due to land administration and environmental issues. Virgin River alluvial gravels southwest of St. George are generally poor sources of aggregate because they contain clasts of soft sediments and soluble minerals derived from Mesozoic rocks. Elsewhere, widespread secondary calcium carbonate (caliche), as rinds and matrix in gravel, lower the quality of material. Young river-terrace deposits in Fort Pearce Wash, and along the Virgin River above St. George are the primary sources of sand and gravel for the area. Alluvial fans on the east side of the Beaver Dam Mountains, and on the west side of the Hurricane Cliffs are also sources of aggregate. Stream-channel deposits associated with "inverted valleys" north of the towns of St. George and Hurricane, Utah, and older pediment gravels on the west flank of the Beaver Dam Mountains may be future sources of high-quality aggregate. Accelerated urban development during the 1980s and early 1990s has caused St. George and other communities in Washington County to encroach upon sand and gravel pits originally located in rural, undeveloped areas. Urban residents often view nearby sand and gravel operations as undesirable neighbors and pressure elected officials to close the pits. Pit closures effectively eliminate the remaining reserve from the sand and gravel resource base of the area. More- over, resources may also be lost as new homes are built upon undeveloped sand and gravel deposits. The St. George area is particularly susceptible to loss of aggregate resources because high-quality natural aggregate for construction is already in short supply. Moreover, most of the land in the study area is administered by the U.S. Bureau of Land Management and subject to various land-use restrictions. Much of this public land cannot be developed for mineral materials, such as sand and gravel, because of federal regulations protecting rare plants and animals, archaeological sites, and important watershed areas. Of particular concern to resource development are areas designated as Areas of Critical Environmental Concern, Wilderness Areas, and Wilderness Study Areas. Protection for Endangered Species is a critical element in all planning efforts. Those species present in the St. George area or in areas near- by include: the desert tortoise, southwestern willow flycatcher, Virgin River chub, and dwarf bearclaw poppy. As the St. George area is depleted and/or deprived of sand and gravel resources through extraction and urbanization respectively, construction costs will rise unless conservation measures are instituted. To avoid the loss of aggregate resources, the UGS is pursuing a program of data gathering and field surveying of surficial deposits to determine tonnage and quality of the remaining sand and gravel resources. The resource information from this program will help land planners, developers, and government officials make informed decisions concerning urban development throughout the region.

Jan 1, 2001

By Paul R. Thomas

This paper addresses two issues affecting the international ferrochromium market as they pertain to the changing pattern of U. S. chromium import dependency. These issues are 1) the long-term ferrochromium production cost differential between the United States and the Republic of South Africa and 2) the ability of Zimbabwe to expand ferrochromium production and exportation. This paper draws upon the data and analyses of a recent Bureau of Mines Minerals availability Program appraisal that evaluated the international availability of chromium in the form of chromite and ferrochromium from 10 market economy countries. South African ferrochromium producers are shown to have a long-term production cost advantage over U.S. producers of $0.03 to $0.04 per pound of contained chromium, in 1981 dollars. Zimbabwean ferrochromium production and exportation are expected to increase in the future. Major expansions of production capacity will be dependent upon alleviating potentially serious constraints in electric power, rail, and port facilities. In the long term, ferrochromium production costs in Zimbabwe are expected to increase faster than the rate of inflation, because as chromite mining from the podiform resources in Zimbabwe decreases, production from the Great Dyke resources will increase.

Jan 1, 1984

By C. L. Molina

The U.S. Geological Survey (USGS), in cooperation with the Bureau of Land Management (BLM), Geological Survey of Wyoming, and U.S. Bureau of Mines (USBM), will produce an estimate of the amount of available coal in an area about 55 Ian (35 miles) south of Gillette, Wyo., where the Wyodak coal bed is 8-27 m (25-90 ft) thick. Available coal is coal that actually is accessible for development under current regulatory, land-use, and technologic conditions. Local coal-development considerations include roads, ranches, railroads, pipelines, power lines, wildlife and archaeological sites, alluvial valley floors, cemeteries, and the Hilight oil and gas field and gas plant. Some of these considerations would be mitigated so that surface mining may proceed; others presently preclude mining in their vicinity.

Jan 1, 1995

By L. Larrimore

Electric utilities depend heavily on coal as a major fuel source for power generation, annually producing more than 85 million ton'> of ash, boiler slag and FGD (flue gas desulfurization -"scrubber") materials as by-products. Utilities and others who burn coal have traditionally disposed of these by-products in ponds or landfills. However, in the last 10-15 years there has been a greatly increased emphasis on beneficial utilization of these materials by the producers themselves as well as by customers who purchase the by-products. Regulatory, cost and technical performance issues currently impact the use of coal ash and other coal combustion by-products (CCB).

Jan 1, 1997

By D. Dodgen, L. Larrimore

Electric utilities depend heavily on coal as a major fuel source for power generation, annually producing more than 85 million tom of ash, boiler slag and FGD (flue gas desulfurization - "scrubber") materials as by-products. Utilities and others who bum coal have traditionally disposed of these by-products in ponds or landfills. However, in the last 10-15 years there has been a greatly increased emphasis on beneficial utilization of these materials by the producers themselves as well as by customers who purchase the by-products. Regulatory, cost and technical performance issues currently impact the use of coal ash and other coal combustion by-products (CCB).

Feb 24, 1997

By S. J. Cohen

Changes in our energy, national security, and commerce needs have necessitated identification of new sources of minerals, such as rare earths, lithium, copper, silver, aluminum, titanium, and the minerals on the U.S. Geological Survey’s (USGS) list of critical minerals (USGS, 2022). With the need to domestically produce these minerals, more mining will be required within the U.S. Some of these critical minerals deposit with naturally occurring radioactive materials (NORM), therefore, mining these minerals may concentrate NORM to the point that some states may require licensing and radiation protection programs. NORM is not regulated by the Federal government; it is regulated by the individual states. Consequently, overall national state of NORM regulation is chaotic with each individual state either choosing to regulate or not regulate NORM, and, if a state chooses to regulate NORM, then that state develops its own unique regulations. Further complicating the regulatory environment, states utilize a wide variety of strategies for regulating NORM, which sometimes results in inappropriate regulations, inconsistencies with specific radionuclides that are regulated, and inconsistencies with specific NORM types that are regulated. This paper will review the nature of NORM regulations, identify regulatory traps, and provide general guidance for identifying NORM and potentially avoiding regulatory jeopardy. Because of the chaotic nature of NORM regulations nationally, seeking guidance from qualified professionals with relevant expertise is recommended. Also, contacting the appropriate regulatory agency to gain a complete understanding of the NORM regulatory environment is useful for maintaining compliance.

Feb 1, 2023

By Eugene Guccione

The US mining industry today is fighting for its existence. We are plagued by the shortage of materials, of equipment, of fuels, of capital, of manpower. If we solve those shortages, we are then frustrated in our attempts to open a new mine or, perish the thought, a new smelter. If we manage to make a profit, demagogues will accuse us of stealing from consumers; and, if we do not make a profit and have to shut down, the same demagogues will accuse us of creating unemployment. Meanwhile, in every aspect of our business - from research, exploration and development, to production, marketing and selling - we are hindered in every way by the bipartisan mismanagement and crippling controls of a government bureaucracy gone amok. We are fighting a war on every front. Some of you realize that ours is a war of ideas. In order to win, our industry must make its ideas heard. But to be heard, we must have something to say - which means: we must know our case logically and consistently, all the way down to essential principles. A principle is a primary truth applicable to a great number of instances. A principle is like a road map: it shows you all the possible alternatives for getting from where you are to where you want to go. Although practically everybody recognizes the usefulness of a map and the need to consult it to find the best way' to get from one city to another, most people are not as careful in charting the course of their life, or the course of their industry, or the course of their nation. And so they act blindly, at random, by the whim of the moment, and get nowhere fast.

Jan 1, 1975

By Jamal Rostami

Continuous miners (CM) are the most popular underground mining machinery in soft rock mining, playing a dominant role in the production of minerals ranging from coal to evaporites while finding increasing use in salt and potash mines. Along with the ongoing technological advancements in the mining industry and the underground equipment, new generation of CMs offer several new features that are designed to enhance their operational capabilities and production rate. In addition to new bits and bit holders, one of the areas of improvement is the cutterhead design through computer modeling and simulation based on the full scale cutting tests. This paper discusses the state-of the-art CM technology and development of the computer models for design analysis and performance estimation of CMs. The general approach used in the modeling, along with the results of field trials for several projects will be presented.

Jan 1, 1998

By Jamal Rostami

With the recent technological advances; Tunnel Boring Machines (TBM) have become a viable economic alternative to drill and blast in hard rock excavation. These machines are finding increasing use in underground mine development due to the potential benefits they offer. The successful application of TBM technology to mining depends on the selection of the most suitable equipment and cutting tools for the rock and ground conditions to be encountered. In addition to required testing and geotechnical investigations, cutterhead design optimization is an integral part of the machine selection to assure a successful application of the machines in a specific project. This paper presents and discusses the back-ground of TBM application in a mining environment and the lessons learned, the process of conducting site investigation and the necessary laboratory testing together with machine selection and performance estimation for TBM use III mine development.

Jan 1, 1997

By Ergin Arioglu, Werner Burger

"SUMMARY The Istanbul Strait Road Crossing Project includes a 3.34 kilometer subsea tunnel excavated by TBM with an excavation diameter of 13.71 m. The tunnel will incorporate two road decks, each employing two traffic lines and shoulder with the daily capacity of 100,000 light vehicles. The tunnel alignment crosses full face rock sections with heavily fractured zones due to tectonic events as well as a long central stretch of difficult mixed face and very variable soft ground conditions. The demanding ground conditions and the large diameter in combination with realized face pressures well above 10 bar required a highly specialized and well adapted TBM. The paper describes the project challenges and the related technical solutions incorporated within the TBM design as well as the real site experience. INTRODUCTION In 2013, a 13.71 m diameter Mixshield was manufactured in Germany for the Istanbul Strait Road Crossing Project. The delivery of the TBM in late 2013 was a major milestone for the Istanbul Strait Road Crossing Project, also known as the Eurasia Tunnel Project. The Eurasia Project (www.avrasyatuneli.com.tr/en) consists of a 14.6 km route including a 5.4 km tunnel segment in its central part crossing the Bosphorus. The 3.34 km subsea section of the tunnel was excavated in closed mode using a Mixshield TBM. The remaining tunnel length is constructed by sprayed concrete lining (SCL) method followed by a cast in place (CIP) lining or by cut and cover (CC) structures for the TBM transition boxes (Figure 1, right). Other project sections on the European and Asian side consist of upgrading and widening surface access roads towards the tunnel. Conceptual ideas of connecting Asia with Europe via a tunnel crossing the Bosphorus have been around for an extended time and only became realistic towards the end of the 20th century based on significant technical developments in mechanized tunneling. Feasibility studies for a new Bosphorus crossing in 2003 and 2005 confirmed and suggested a road tunnel in its present alignment as the preferred solution. Following an international tender process the Ministry of Transport, Maritime Affairs and Communications of Turkey assigned ATAS, a special purpose company formed by Yapi Merkezi (Turkey) and SK E&C (South Korea), to design, build and operate the Eurasia Tunnel Project. The Implementation Contract was signed in February 2011. In 2012, Herrenknecht AG was selected as the supplier for the 13.71 m Mixshield TBM."

Jan 1, 2016

A large-diameter road tunnel will cross beneath the strait in Istanbul and expand the infrastructure bottleneck between Europe and Asia. The technical planning of the tunneling operations poses complex challenges. Therefore, the construction consortium ordered a specially adapted tunnel boring machine (TBM) from Herrenknecht. The 13.6-m (44.6-ft) machine, a Mixshield, was completed in early July 2013 in Schwanau, Germany. To get from the European to the Asian side of Istanbul, people and goods have to cross the Bosporus Straits. So far, two road bridges as well as ferries provide the only transport link between the two parts of the city and the two continents. The tense traffic situation for the nearly 14 million residents of the city and for international transit traffic should be improved considerably thanks to the construction of a new road tunnel under the Bosporus. ?The project is certainly one of the most challenging tunneling operations currently being addressed in the world,? said Herrenknecht project manager Georg Schleer. The route of the ?Istanbul Strait Road Tube Crossing Project? runs around 100 m (330 ft) below sea level at its deepest point. The interior diameter of the tunnel will be 12 m (40 ft) so that two lanes in each direction can be accommodated. They will extend one above the other on two levels. 3.34 km (2.1 miles) of the tunnel with a total length of 5.4 km (3.3 miles) are being created by a 13.6-m- (44.6-ft-) diameter Herrenknecht TBM that will begin its underground mission from a launch shaft on the Asian side.

Sep 1, 2013

By Gordon Clark, Basar Arioglu, Zlatanic. Sanja, Nasri Munfah, Togan. Tolga

"The 13.2 m external diameter double deck Istanbul Strait Road Tube Crossing is one of the most challenging underwater tunnel projects in the world. Subjected to 11 bars of hydrostatic pressure, variable geology, and being in a very active seismic area, the execution of the project required innovative solutions, sophisticated construction techniques, and prudent risk management approach. The 5 km tunnel consists of 3.4 km TBM bored tunnel, 1 km twin NATM tunnels, and cut and cover sections. The project is being delivered in a Build-Operate-Transfer (BOT) contract in a public-private partnership. The technical challenges, coupled with financial and commercial risks required the implementation of sophisticated risk management tactics including the provision of Independent Design Verification. Presently, the project is in its advanced stages of construction with a recent successful TBM breakthrough on August 22nd 2015. The paper presents the technical challenges of the project from the design, construction, and risk management aspects and provides the status of the construction. PROJECT BACKGROUND The $1.245 billion Istanbul Strait Road Tunnel Crossing project, dubbed the Eurasia Tunnel, is one of several major infrastructure projects being implemented in the Republic of Turkey in a public-private partnership approach. The project provides a direct and easy connection between the Anatolian (Asian) side of Istanbul and the heart of its historical district on the European side across the Bosphorus Strait which connects the Black Sea with the Sea of Marmara. Upon its completion in 2017, the project will improve connections to a wide network of motorways on both sides, increase capacity across the Bosphorus by 100,000 vehicles a day, reduce congestion and save motorists an average of 45 minutes of commuting time in each direction, and bringing significant economic benefits to the city and the region; it will ease traffic across the strait, reduce congestion, decrease pollutants and emission while maintaining the historical silhouette of the city. Figure 1 provides a general view of the project location and alignment. The overall project consists of three parts totaling 14.6km. Parts 1 and 3 consist mainly of widening existing motorways, providing connections to existing roads, reconstructing local bridges and underpasses on the European and Anatolian sides respectively. Part 2 is the tunnel crossing across the Bosphorus; it is the most complex part of the project with the greatest challenges and risks. Part 2 is 5.4 km long consisting of 3.4 km of 13.2m external diameter TBM bored tunnel under the Bosphorus Strait, 1-km of twin NATM tunnels on the Asian side, cut and cover transition boxes in the Asian and the European sides and depressed approaches on both sides. In addition, this segment includes the toll plazas, ventilation buildings, and the tunnel control and maintenance facilities."

Jan 1, 2016

By Gordon Clark, Basar Arioglu, Nasri Munfah, Sanja Zlatanic, Tolga Togan

"The 13.2 m (43 ft) external diameter, double deck Istanbul Strait Road Tube Crossing is one of the most challenging underwater tunnel projects in the world. Subjected to 11 bars of hydrostatic pressure, variable geology, and being in a very active seismic area, the execution of the project required innovative solutions, sophisticated construction techniques and prudent risk management approach. The 5 km (3.1 mile) tunnel consists of a 3.4-km (2.2-mile) tunnel boring machine- (TBM) bored tunnel, 1 km (0.62 mile) twin NATM tunnels and cut-and-cover sections. The project is being delivered in a build-operate-transfer (BOT) contract in a public-private partnership. The technical challenges, coupled with financial and commercial risks required the implementation of sophisticated risk management tactics including the provision of independent design verification. The project was opened to traffic on December 20, 2016, four months ahead of schedule.. This article presents the technical challenges of the project from the design, construction, and risk management aspects..Project backgroundThe $1.245 billion Istanbul Strait Road Tunnel Crossing project, dubbed the Eurasia Tunnel, is one of several major infrastructure projects being implemented in the Republic of Turkey in a public-private partnership approach. The project provides a direct and easy connection between the Anatolian (Asian) side of Istanbul and the heart of its historical district on the European side across the Bosphorus Strait which connects the Black Sea with the Sea of Marmara. The project improves connections to a wide network of motorways on both sides, increase capacity across the Bosphorus by 100,000 vehicles a day, reduces congestion and saves motorists an average of 45 minutes of commuting time in each direction bringing significant economic benefits to the city and the region. It eases traffic across the strait, reduces congestion, decreases pollutants and emission while maintaining Bosphorus. It is the most complex part of the project with the greatest challenges and risks. Part 2 is 5.4 km (3.6 miles) long consisting of 3.4 km (2.2 miles) of 13.2 m ( 43.3 ft) external diameter TBM bored tunnel under the Bosphorus Strait, 1-km (0.62-miles) of twin NATM tunnels on the Asian side, cut-and-cover transition boxes in the Asian and the European sides and depressed approaches on both sides. In addition, this segment includes the toll plazas, ventilation buildings, and the tunnel control and maintenance facilities."

Mar 1, 2017

By Basar Arioglu, Mustafa Tanriverdi, Seok Jae Seo

"INTRODUCTION Istanbul is a unique megalopolis connecting two continents. Population growth and economic development require permanent solutions and continuous investments on the transportation infrastructure. While the average population growth rate in Turkey is around 1.3% per annum, Istanbul is growing at an even faster rate of more than 1.5%. Even more striking is the fact that car ownership in Istanbul is increasing 5% a year, which is four times faster than the population growth. Although Istanbul Metropolitan Municipality (IMM) has worked persistently to improve the quantity and quality of the public transportation system in the city through, in particular, extending the available rail system network, the need for extra roads has always fallen behind demand. To make things worse, Istanbul is divided by the Bosphorus Strait, the large waterway connecting the Black Sea to the north and Marmara Sea to the south, which leads to the Mediterranean. This waterway is crossed via two suspension bridges, the Bosphorus Bridge built in 1973 and the Fatih Sultan Mehmet Bridge built in 1988. Current daily traffic across the bridges is around 450,000 vehicles per day. Ever increasing cross-Bosphorus traffic demands require other routes to be in place a soon as possible. While a third bridge farther north is currently under construction, yet another tunnel crossing is coming to the end of construction and is planned to be in service by December 2016. Being implemented under a Build-Operate-Transfer (BOT) model, Istanbul Strait Road Tunnel Project (ISRTP, the Project) has been under the spotlight not only because of its distinctive technical characteristics but also because of its robust business model, exacting financial and legal arrangements, diverse stakeholders and challenging organizational management structure. The following paragraphs offer an overall view of the Project from inception to where it stands now and extend to the imminent operational phase, touching lightly on all major aspects of this challenging journey."

Jan 1, 2016

By Basar Arioglu, Jaeung Kim, Mehmet Öztürk, Jinmoo Lee, Dongho Lee, Taek-Kon Kim

"Istanbul Strait Road Tube Crossing Project (Eurasia Tunnel) includes 3.34 km of a bored double-deck tunnel under the Bosphorus Strait, at a maximum depth of 106 m from the sea level, and 1 km of twin NATM tunnels on the Asian side. The region’s variable geology, hydrology and propensity for seismic activity, combined with high water pressure and large-diameter/double-deck tunnel configuration, make the Eurasia Tunnel one of today’s most challenging and complex projects under construction. Due to the site’s proximity to the active North Anatolian Fault, the tunnel is designed to withstand a 7.5 magnitude earthquake. The tunnel penetrates through both the Trakya bedrock (on both European and Asian sides) and the alluvial sediments at the bottom of the channel. The tunnel is designed to accommodate differential displacements by introducing seismic/flexible joints at proper locations at the transition zones between rock and soft soils. Tunnel fire is also a significant design consideration for undersea tunnel due to that the rubber protecting it in close proximity of the seismic joint should resist a fire for long term safety and durability. This paper mainly focuses on the design for method of tunnel response analysis in transverse and longitudinal direction against seismic demands relating with the seismic joints. INTRODUCTION Istanbul Strait Road Tube Crossing Project (Eurasia Tunnel) will build and operate a roadway tunnel under the Borphorus connecting Kazlicesme on the European side and Goztepe on the Asian side, to provide additional road-access across the Strait and consist of three main parts as shown in Figure 1."

Jan 1, 2016

The past four years since the 2008 MINExpo have been a roller coaster ride for the mining industry, with highs and lows and everything in between. One of the natural consequences of this uncertainty has been a number of significant consolidations and mergers, and this trend has trickled down into the crushing industry. And while there have been some significant changes to this sector of the mining industry, many of the big players have weathered the storm. The following is a look at some of the mineral processing companies that will be at MINExpo. McLanahan Corp. McLanahan Corp. is an example of the changes in the sector. The crushing and grinding stalwart acquired Universal Engineering, expanding its traditional focus on soft mineral crushing to hard rock crushing. At MINExpo, it will be showing off three new pieces of equipment, the LabMill Crusher, the Rocker Tooth Crusher and the Recessed Filter Press.

Jan 1, 2012