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By D. Nilsson, B. Aaro

To find out if there are any potential savings in "in-the-wall haulage for open pits," the Swedish companies ASEA and Kiruna-Truck in 1984 gave us financial support to study this solution in more detail. In the study, the use of in-the-wall haulage was studied for three hypothetical open pits with different sizes and shapes. Annual ore production rates also varied. A part of this thor¬ough study was published by the Swedish Mining Research Foundation (see Report F 8444, "The Use of Electric Trucks and In-the-Wall Haulage in Open-Pit Mining," in Swedish with an English Summary). Although in-the-wall haulage is of interest in some open pits, the local terrain is important for profitability. The authors do not think in-the-wall haulage is of any major interest for the mining industry. The following is a summary of some of the author's findings. To place the haul road in the wall is not of interest in open pits with declining metal contents in the bedrock. In such mines, the volumes from the haul roads will not yield reve¬nues. The cost per m3 for an underground haul road is much higher than for a haul road in the pit. This means that it is only of interest to place the haul road in the wall when mining gets deeper than about 50 m (165 ft). In-the-wall haul roads will reduce flexibility in the pit, and it will make necessary the use of smaller equipment with lower productivity and higher costs per ton. As Hustrulid, et al. show (Table 4), excavation savings of material hauled are very low, $0.10 to $0.25/t (0.09 to 0.27 per st). The extra operating cost, due to lower productive equip¬ment, will normally be much higher and thus destroy the whole idea with in-the-wall haulage. If electric trucks are profitable for in-the-wall haulage, it is normally also profitable to use electric trolley assist for trucks on the haul road in the pit. But the profitability of using electric power is different in different countries, and depends on the relation between the cost for electric power and diesel fuel. In the US, diesel fuel is inexpensive compared with electricity, but in a country like Sweden, diesel fuel is much more expensive. In most open pits, the trucks have to move a considerable distange from the loader until they reach a final haul road in the wall. A trolley line along such temporary haul roads will be exposed to flyrock. It is normally less expensive to perform rock support from the open pit than from underground ramps in the wall. In Fig. 8, Hustrulid et al. gives the impression that the underground haul roads will be very close to each other. This is seldom the case. Figure 1 shows a haul road in the wall. The haul road passes through each cross-section only once. Ar¬ranging a reliable dewatering and rock support system from only one underground ramp is probably impossible. Many more drifts are therefore necessary. In our report, we also studied what would happen if the final pit slope is increased by 5°, using underground drifts in the wall. Our conclusion was that the extra cost for drifts, rock support, pumps, etc. destroys the whole idea, and that it was better to accept a higher stripping ratio with the haul road in the pit and to use conventional low-cost open pit equipment. Finally, we think it is would be difficult to try to reduce the safety factor when determining the slope angle by moving the haul road in the wall. Minimizing the risk for pit wall collapse is also important with in-the-wall haulage, primarily because men and equipment will be working in the pit, but also to guarantee many accesses between the pit and the haul road in the wall.

Jan 1, 1989

By D. Nilsson, B. Aaro

To find out if there are any potential savings in "in-the-wall haulage for open pits," the Swedish companies ASEA and Kiruna-Truck in 1984 gave us financial support to study this solution in more detail. In the study, the use of in-the-wall haulage was studied for three hypothetical open pits with different sizes and shapes. Annual ore production rates also varied. A part of this thorough study was published by the Swedish Mining Research Foundation (see Report F 8444, "The Use of Electric Trucks and In-the-Wall Haulage in Open-Pit Mining," in Swedish with an English Summary). Although in-the-wall haulage is of interest in some open pits, the local terrain is important for profitability. The authors do not think in-the-wall haulage is of any major interest for the mining industry. The following is a summary of some of the author's findings. To place the haul road in the wall is not of interest in open pits with declining metal contents in the bedrock. In such mines, the volumes from the haul roads will not yield revenues. The cost per m3 for an underground haul road is much higher than for a haul road in the pit. This means that it is only of interest to place the haul road in the wall when mining gets deeper than about 50 m (165 ft). In-the-wall haul roads will reduce flexibility in the pit, and it will make necessary the use of smaller equipment with lower productivity and higher costs per ton. As Hustrulid, et al. show (Table 4), excavation savings of material hauled are very low, $0.10 to $0.25/t (0.09 to 0.27 per st). The extra operating cost, due to lower productive equipment, will normally be much higher and thus destroy the whole idea with in-the-wall haulage. If electric trucks are profitable for in-the-wall haulage, it is normally also profitable to use electric trolley assist for trucks on the haul road in the pit. But the profitability of using electric power is different in different countries, and depends on the relation between the cost for electric power and diesel fuel. In the US, diesel fuel is inexpensive compared with electricity, but in a country like Sweden, diesel fuel is much more expensive. In most open pits, the trucks have to move a considerable distange from the loader until they reach a final haul road in the wall. A trolley line along such temporary haul roads will be exposed to flyrock. It is normally less expensive to perform rock support from the open pit than from underground ramps in the wall. In Fig. 8, Hustrulid et al. gives the impression that the underground haul roads will be very close to each other. This is seldom the case. Figure 1 shows a haul road in the wall. The haul road passes through each cross-section only once. Arranging a reliable dewatering and rock support system from only one underground ramp is probably impossible. Many more drifts are therefore necessary. In our report, we also studied what would happen if the final pit slope is increased by 5°, using underground drifts in the wall. Our conclusion was that, the extra cost for drifts, rock support, pumps, etc. destroys the whole idea, and that it was better to accept a higher stripping ratio with the haul road in the pit and to use conventional low-cost open pit equipment. Finally, we think it is would be difficult to try to reduce the safety factor when determining the slope angle by moving the haul road in the wall. Minimizing the risk for pit wall collapse is also important with in-the-wall haulage, primarily because men and equipment will be working in the pit, but also to guarantee many accesses between the pit and the haul road in the wall.

Jan 1, 1990

By S. M. Jasinski

Peat is a natural organic material of botanical origin. Peatlands are situated predominately in shallow wetland areas of the Northern Hemisphere. Commercial deposits are formed from the gradual decomposition of plant matter under anaerobic conditions for about 5,000-years. In 2004, peat was harvested in 16 states. Florida, Michigan and Minnesota accounted for more than 80 percent of the U.S. production. Reed-sedge was the dominant variety of peat harvested in the United States, comprising almost 80 percent of the output. This was followed by humus, hypnum moss and sphagnum moss.

Jan 1, 2005

By A. G. Mayton, L. Adler

The paper under discussion provides an excellent and concise study of compartment ergonomics for thin seam equipment. However, in accomplishing this, some very important operational aspects were ignored. Since these are likely to be determinant, the authors' response is solicited. The novel shuttle car with its cross-car, end-mounted compartment is operationally very different from the current one. The latter can be considered a highly mobile extension of the continuous miner or loader, with a pass-through conveyor, dump boom, and extra storage. As such, the vehicle's kinematics are the simple "I," or shuttle pattern, bent for going around pillars, with an intermediate stop at the "change-out point" (Adler, 1986 ). The action of the cable reel adjusts well to this pattern. The proposed shuttle car's motion either superimposes a "Y," time is lost (5 seconds) for each cycle, space is needed, line of sight is compromised, and a cable anchor is probably required at the dump. A chute is almost prohibitive in construction time and cost. The lack of a dump boom further curtails flexibility in the proposal. The value of a standard hand and opposite standard hand configuration also needs consideration. Many front-end loaders have a rocker (overshot) capability that is designed to achieve an "I” pattern. And crawler loaders sometimes use a side dumping bucket variant for the same purpose. These examples indicate the pattern's importance. For underground, thin seam application, the ram car has become popular. This is an articulated truck, battery-powered, and with an ejector dump. Its operational patterns would be similar to the novel shuttle car, except without the loading flexibility provided by a conveyor. Since the cab location of the proposed shuttle car largely obviates some of the major advantages of the present shuttle car, the question arises whether this configuration could be adapted to the current ram car and scoop

Jan 1, 1991

By L. Adler

The paper under discussion provides an excellent and concise study of compartment ergonomics for thin seam equipment. However, in accomplishing this, some very important operational aspects were ignored. Since these are likely to be determinant, the authors' response is solicited. The novel shuttle car with its cross-car, end-mounted compartment is operationally very different from the current one. The latter can be considered a highly mobile extension of the continuous miner or loader, with a pass-through conveyor, dump boom, and extra storage. As such, the vehicle's kinematics are the simple "I," or shuttle pattern, bent for going around pillars, with an intermediate stop at the "change-out point" (Adler, 1986). The action of the cable reel adjusts well to this pattern. The proposed shuttle car's motion either superimposes a "Y," time is lost (5 seconds) for each cycle, space is needed, line of sight is compromised, and a cable anchor is probably required at the dump. A chute is almost prohibitive in construction time and cost. The lack of a dump boom further curtails flexibility in the proposal. The value of a standard hand and opposite standard hand configuration also needs consideration. Many front-end loaders have a rocker (overshot) capability that is designed to achieve an "I" pattern. And crawler loaders sometimes use a side dumping bucket variant for the same purpose. These examples indicate the pattern's importance. For underground, thin seam application, the ram car has become popular. This is an articulated truck, battery-powered, and with an ejector dump. Its operational patterns would be similar to the novel shuttle car, except without the loading flexibility provided by a conveyor. Since the cab location of the proposed shuttle car largely obviates some of the major advantages of the present shuttle car, the question arises whether this configuration could be adapted to the current ram car and scoop.

Jan 1, 1990

By Sue Sawyer

In October, November and December, teachers at the National Science Teachers' Association (NSTA) area conventions were lured to visit the Minerals Education Coalition (MEC) booth by the promise of free rocks, video tapes, and literature on earth science topics. Teachers were content to stand in lines that at times took as much as an hour and a half to progress through the exhibit. Adding to their interest was the opportunity to converse with people from the minerals industry who were staffing the booth. The MEC was formed by a group of associations and companies in the minerals industry. They felt the need to educate the public about the current-day minerals industry and how it affects everyone's life. The American Institute of Mining, Metallurgical, and Petroleum Engineers, Inc. (AIME) underwrote the major expenses of exhibit space and exhibitor services at all three conventions in 1997. SME members have been active in staffing and chairing the NSTA exhibit booth. But they represented only about one-third of the volunteers for the booth. Additional volunteers were drawn from local minerals companies, associations, interested teachers and other support groups. (See donors list on page 64.) In 1997, the conventions were held in Pittsburgh, PA, Denver, CO and Nashville, TN. The local SME GEM Committees chaired Pittsburgh and Denver and The Rogers Group Inc. supplied the chairperson in Nashville. Each exhibit relies on a local committee to plan and run the booth. Support is available from the GEM Projects Coordinator at SME headquarters. Usually the chair of the committee is drawn from the local SME membership. It is easy to see why the MEC booth is so popular. Free literature, videos, posters, workshop packets and rock specimens were handed out to about 5,500 science teachers at the three sites. Feedback from the attending teachers was overwhelmingly positive: "Who do we thank for these great materials?" Some of those great materials included Caterpillar's outstanding donation of Common Ground videos and teacher packets for Pittsburgh, Denver and Nashville for every teacher expected to attend. Placer Dome sent enough What's a Mine coloring books and It Comes from a Mine activity books for teachers at all three sites. Newmont supplied all teachers with an excellent poster describing gold processing. Women in Mining Education Foundation had plenty of its classroom activity handouts. The American Coal Foundation provided a list of its educational materials that are given out free to teachers who request them on school letterhead. The National Mining Association had its Facts About Minerals and Facts About Coal available. US Borax provided the funding to reproduce the NMA black and white posters that were published as inserts in Mining Voice magazine. In addition, each site had other materials chosen by the local committees to round out their selections. At each exhibit site, committees raise between $8,000 and $12,000 in cash donations from industry to support the high overhead of producing this exhibit. Usually, there are between 12 and 18 different rock specimens representing a range of mineral ores from aggregates to the metal ores. The committee arranged to have these donated (along with the freight charges to ship them to the site). Literature is also donated by the industry. It covers a diverse spectrum from basic information on rocks and minerals to posters, flow charts, videos and coloring books. Other donations include storage space before the event, haulage of items to the hall and door prizes. These exhibits could not have been staged without the network of SME Local Sections and the able chairs and committees at each site. At this time, credit should be given to their extensive donation of time and effort.

Jan 1, 1998

By Gordon M. Pugh, David G. Rasmussen

INTRODUCTION The two unit operations in cut-and-fill stoping that would benefit most from increased mechanization are drilling blastholes and moving broken ore to the ore¬passes. Drilling in current practice is done with hand¬held jackleg and stoper drills. Broken ore is commonly moved from the face to the orepass by a small slusher. This type of equipment can be easily moved through the raises. Hand-held drills have a slow drilling rate and require one operator for each machine. Drilling can be done much faster by small jumbo-mounted machines as two or more drills can be operated by one miner. Load-haul-dump (LHD) units move broken ore from the face to one or more orepasses at a much faster rate with less loss and dilution than slushers. These units are mobile and may be used at more than one place during a shift. The problem which must be overcome in applying this higher degree of mechanization is the restricted means of access inherent in current practices. Cut-and¬fill methods are usually applied to mining veins that are narrow, irregular in dip and strike, or where ground con¬ditions require the support of sand fill. The mechanized equipment which is needed to accomplish high produc¬tion cannot be raised or lowered through raises without being disassembled. A jumbo which will give the desired performance would be mounted on a rubber-tired carriage with a diesel engine for propulsion. Twin hydraulic booms run by a small air motor would carry pneumatic drills. Over¬all dimensions of the unit would be about 8 m (26 ft) in length, 1.6 m (5'/z ft) in width, and 1.6 m (5'/z ft) in height. An LHD of the desired capacity would be rubber¬tired and either diesel or electric-powered. The overall dimensions of a 2.3-m (3-cu yd) unit will be about 8 m (26 ft) in length, 1.8 m (6 ft) in width, and 1.5 m (5 ft) in height. It will weigh about 12 700 kg (28,000 1b). It can readily be seen that conventional raises can¬not handle this size equipment. The most desirable means of access enables equipment to be driven into the stoping areas. Ramps can enter the stope by being driven upward in the vein walls or by being developed in the vein on top of the fill as the stope advances. This ramp system not only permits the use of rubber-tired equipment in multiple working places but also enables its removal for repairs without component breakdown. In the proposed method, as in conventional cut-and¬fill stoping, sand fill will replace the mined-out ore. By constructing an inclined timber floor at one end of the stope, a ramp can be maintained on top of the fill and advanced as the stope is advanced cut by cut (Fig. 1). The ramp is, therefore, developed during the stoping process and is only driven as a tunnel when rising over and around the sill and crown pillars. A stoping section consists of three blocks of different geometric shapes. The first and last blocks to be mined will be triangular in the plane of the vein, and the blocks between will have the shape of parallelograms (Fig. 1). The first block will develop the initial ramp by breast stoping and filling to the ramp floor (Fig. 2). The ramp will need to be completed through to the next level be¬fore stoping of the subsequent block can begin. The subsequent blocks are mined by back stoping with the next ramp being developed at the other end of that block (Fig. 3). The length of each subsequent block can be varied without changing the slope of the ramp. As the new ramp is developed, the previous ramp is filled along with the stope cut. Access up and down is maintained through the stope. The final block is again breast stoped as no new ramp will be developed at the end line for jumbo egress. Boreholes provide ventilation between levels as well as utility access. They can also provide a secondary escapeway for personnel during periods of development. These boreholes would be located about 3 to 4.5 m (10 to 15 ft) in the footwall and spaced about 183 m (600 ft) apart along the vein. The orepasses are spaced about 61 m (200 ft) apart in the vein. This spacing allows not only a short tram for the LHD unit but also provides surge capacity for the ore between haulage trains. These passes are raised from the haulage levels. As development progresses, the raises are driven through the sill pillar, and then car¬ried in the fill as stoping progresses. Ventilation and utilities can be maintained through an orepass when it is not needed for ore. The end line orepasses are intended for this purpose as well as for personnel emergency egress. Overall dimensions and criteria assumed to illustrate the ramp method of access in a highly mechanized cut¬and-fill stope are: haulage level spacing of 61 m (200 ft); ramp gradient of 17%; average dip of approximately 1.57 rad (90°); initial stope length of 358 m (1177 ft); subsequent stope length of 179 m (588 ft); average stoping width of 3 m (10 ft) ; sill pillar thickness of 3.6 m (12 ft); crown pillar thickness of 1.8 m (6 ft); bored raises of 1.5-m (5-ft) diam; and cribbed orepasses of 1.2 x 1.2 m (4 x 4 ft) through the sill pillar and 1.2 m (4 ft) square inside the cribbed portion. DEVELOPMENT The ramp access system lends itself well to conduct¬ing the several phases of development concurrently. Haulage Drifts and Raises The first development step will be to drive the 3 x 3-m (10 x 10-ft) haulage drifts above and below

Jan 1, 1982

By Stephen H. Hall

INTRODUCTION At some point in the design and development stage of a mineral venture, the assay laboratory building, its interior layout, and major pieces of analytical equipment must be specified for construction or purchase. Even the most experienced chemist would have difficulty in proposing useful specifications without a good deal of investigation into the kinds of analytical tasks that the laboratory will be expected to address, the probable workload, and the operating time constraints. This chapter will provide a logical approach to laboratory design that starts with such an investigation. Specific examples throughout the chapter are drawn from the author's tenure as Chief Chemist at Barrick Mercur Gold Mines, Mercur, Utah, from 1982 to 1985. It is necessary to understand the nature of a modern production laboratory, and to recognize that its operations bear more resemblance to its parent processing plant than to a research, teaching, or custom analytical laboratory. The assay lab is a processing facility unto itself, where samples and reagents are the raw materials, and assay results are the final product. Its most efficient operating mode is as an assembly line, treating samples in a nearly continuous flow. Nevertheless , there are important differences between the lab and the process plant. The products - assays - are individually unknown quantities until they are "produced.' This can vastly complicate quality control compared to the process plant. Capital costs are general 1 y small compared to the plant, but the ratio of operating costs to capital costs for a laboratory is often very much higher than for the plant. This is due to the labor intensive nature of analytical work. For instance, during Fiscal Year 1984 at Barrick Mercur Gold Mines, labor costs for the laboratory staff represented about five percent of the total labor budget, while the laboratory building and equipment represented only about six-tenths of one percent of the original start-up capital. Failure to recognize both the similarities and differences between laboratory and plant operations is the foremost cause of difficulty encountered in designing a laboratory. The

Jan 1, 1986

By O. Ogunsola, M. Downing

This paper gives a brief overview of impacts of coal blending on coal-fired power plants performance and discuses the preliminary results of an on-going study aimed at evaluating the effect of coal properties on the effectiveness, compatibility and thermal reactivity of coal blends. Plant survey studies reported no significant impacts on an existing plant designed for a high rank coal when switched to a blend of low- and high- rank coal. However, slight modification of some aspects (handling, fuel storage/stockpile, transportation, preparation, and general housekeeping) of plant design and operation may be necessary. The preliminary results of an on-going study at the Mineral Industry Research Laboratory shows that more compatible and better blends could be made from coals where ranks are closer than from those where ranks are far apart.

Feb 24, 1997

By Jason Morrison

The Norwegian Lake Tap Method was successfully used to tap into the side of Lake Dorothy 36.5 m (120') below the lake surface. The lake tap allows water to flowinto an access tunnel from the lake lowering the water elevation below its natural out-fall. When the lake reaches a predetermined elevation below the outfall, a 1.5 m (60?) valve in the tunnel will be shut and discharge from Lake Dorothy will stop temporarily allowing construction of a dam located 2.9 km (1.8 miles) downstream at Bart Lake. The lake tap and tunnel were one phase of the $64 million Lake Dorothy Hydroelectric Project, owned and operated by Alaska Electric Light & Power Company (AEL&P), a private utility located in Juneau, AK. The Lake Dorothy portal site and tunnel are located approximately 25.7 km (16 miles) southeast of Juneau, AK, in the remote Tongass National Forest at an elevation of 701 m (2,300') above sea level in the mountains above the Taku Inlet. Thirty degree snow covered mountainsides and limited access by helicopter were just two of the many factors which challenged this unique project. The lake tap and tunnel development consisted of 250 m (820') of horizontal tun-nel, averaging 3.6 m x 3.6 m (12' × 12'), excavated using conventional drill and blast methods in highly competent Granodiorite and Tonalite rock, placement of one 3.9 m (13') long concrete plug, or bulkhead, located at the tunnel midpoint, and one 3 m (10') diameter lake tap into the side of Lake Dorothy. This paper will provide an analysis of the logistical and engineering challenges involved in the development of one of only a handful of lake taps in North America. AEL&P and contractor J. S. Redpath Corporation worked together to complete this critical project phase safely and on schedule, in a location accessible only by helicopter and plagued by constantly changing, harsh weather conditions. A strict schedule had to be maintained to ensure the timely operation of the downstream dam and power plant.

By Peter Zhang, Daniel Su, Berk Tulu, Bo Hyun Kim, Zoheir Khademian

Over 2,000 shale gas wells have been drilled in the Pittsburgh Seam longwall reserves. As longwall panels are laid out, some of these shale gas wells must be located in longwall chain pillars. With longwall mining on both sides and the constraint of chain pillar size, gas well in chain pillars are subjected to longwall-induced ground movements and stresses, which could induce deformations in gas well casings Casing deformations are associated with several factors such as overburden geology, surface topography, setback distance, and casing construction. Overburden geology is one important factor that largely determines the locations and levels of deformations in gas well casings Previous NIOSH gas well research has found that casing deformations above the coal seam horizon are smaller under deep cover than unde shallow cover and that casing deformations could occur at the coal seam horizon under deep cover. Recent mine-by cases have provided more insights into the locations and amount of longwall-induced casing deformations as well as the potential occurrence of a large casing deformation at the coal seam horizon. This paper presents three recent mine-by cases with shale gas wells in the chain pillars between two adjacent longwall panels under different overburden depths. Casing deformations were measured by multi-finger caliper surveys and predicted with numerical modeling. With the established numerical model, the effect of overburden depth was further analyzed to investigate the potential occurrence of a large casing deformation at the coal seam horizon under deep cover. These mine-by cases not only provide a general demonstration of how overburden depths can affect longwall-induced stresses and deformations but also give a good indication about the level of casing deformations that could occur under different overburden depths. The study concludes that (1) casing deformations reduce with increase of overburden depths at the gas well; (2) a cementing alternative with production casing uncemented is an effective means to eliminate production casing deformations; and (3) large plastic casing deformation could occur in the production casing at the coat seam horizon under deep cover. The experience and knowledge gained from these mine-by cases would help longwall operators and gaza companies to take appropriate measures to minimize the influence of longwall mining in shale gas wells in chain pillars.

Jun 25, 2024

By J. H. Tu

The technical paper correctly points out that the kriging variance is not a good measure of the uncertainty of the estimated (i.e., kriged) value of individual blocks. The au thors claim that their proposed jackknife method, which is a rekriging of each block by eliminating, in turn, one sample from the original sample set and then taking the average of the rekriged estimates, not only gives good block estimates, but the resulting jackknife kriging standard deviation is a useful indicator of the "true uncertainty associated with block estimates." However, they immediately abandon the idea of using the block-by-block standard deviations, reasoning that these standard deviations are not independent and that there is no easy way to utilize them. There may be another reason for not using them. The jackknife standard deviations for individual blocks given in their example are mostly in the range of 0.004 to 0.005 oz/st (0.14 to 0.17 g/t) with only one block having a high value of 0.012 oz/st (0.41 g/ t). These individual block standard deviations are as low as the jackknife standard deviation for the mean grade of the entire shape, i.e., 0.0041 oz/st (0.14 g/t). Do they represent the "true uncertainty" of the individual block estimates? Could the authors explain this? In a global shape consisting of a large number of blocks, any given sample will affect the kriged estimate of only those few blocks within its vicinity. This is the rationale for the authors' selective rekriging, making the jackknife algorithm more efficient. On second thought, why not do away with jackknifing altogether? Just cumulate and normalize, if necessary, the kriging weights of each sample used during the ordinary block kriging process, and then compute the global variance from these kriging weights and their respective sample grades? After all, isn't the global mean grade nothing but the weighted average of the samples used in the estimation? Reply by G.S. Adisoma and M.G. Hester The jackknife is one of the many tools in a practitioner's toolbox to solve estimation problems. The strengths of the technique lies in its simplicity, i.e., it uses the concept of mean and standard deviation and the fact that it can be easily combined with other tools, in this case kriging. Because the jackknife kriging (JK) estimate is also the mean of the pseudovalues, the JK standard deviation is attractive just as the standard deviation of the mean explains the variability of the data. The difference is that the pseudovalue calculation in jackknife kriging uses the ordinary kriging (OK) weighting scheme instead of simple arithmetic averaging. The data used to illustrate the jackknife technique in the paper consist of high values that are roughly three times the low values. The resulting JK estimate of the block grades show that the highest estimate is roughly twice the grade of the lowest estimate. The contrast between the low and the high estimate is more evident in the JK estimate than in the OK estimate, even though the mean grades of the blocks for the two estimates are very similar. Nonetheless, in this paper, we are concentrating more on the need for a more realistic measure of uncertainty, or precision, for the estimate. Unlike its OK counterpart, the JK standard deviation of the blocks clearly reflects the original data variation. The highest JK standard deviation of the blocks is three times its lowest value. This follows our intuition that, when the samples used to estimate a block is more variable, the resulting estimation variance (or standard deviation) should be higher than the case where the samples are more uniformly valued. However, block-by-block standard deviation or variance is of little practical value in reserve estimation and classification, as well as in mine planning. One is usually more interested in quantifying not the variance of the individual block estimate, but the uncertainties associated with a much larger dimension, such as the minable reserve. Thus, the thrust of the paper is to find a simple way to obtain a single estimation variance or standard deviation associated with the reserve grade estimate. The discussion by J.H. Tu did not mention how one would obtain the global variance from the OK weights and the sample grades. As a technique that offers a data valuebased measure of uncertainty for its estimate, the "leave-one-out" jackknife fills this need nicely through the block kriging shortcut approach described in the paper. Note: The first column and the last two columns of Table 3 in the paper should have contained a single number each, namely, an OK estimate of 0.0317, a JK estimate of 0.0333 and a JK standard deviation of 0.0041 oz/st, respectively, for the shape, as are obvious from the text. ?

Jan 1, 1998

By J. H. Tu

The technical paper correctly points out that the kriging variance is not a good measure of the uncertainty of the estimated (i.e., kriged) value of individual blocks. The authors claim that their proposed jack-knife method, which is a rekriging of each block by eliminating, in turn, one sample from m the original sample set and then taking the average of the rekriged estimates, not only gives good block estimates, but the resulting jackknife kriging standard deviation is a useful indicator of the "true uncertainty associated with block estimates." However, they immediately abandon the idea of using the block-by-block standard deviations, reasoning that these standard deviations are not independent and that there is no easy way to utilize them. There may be another reason for not using them. The jackknife standard deviations for individual blocks given in their example are mostly in the range of 0.004 to 0.005 oz/st (0.14 to 0.17 g/t) with only one block having a high value of 0.012 oz/st (0.41 g/ t). These individual block standard deviations are as low as the jackknife standard deviation for the mean grade of the entire shape, i.e., 0.0041 oz/st (0.14 g/t). Do they represent the "true uncertainty" .of the individual block estimates? Could the authors explain this? In a global shape consisting of a large number of blocks, any given sample will affect the kriged estimate of only those few blocks within its vicinity. This is the rationale for the authors' selective rekriging, making the jackknife algorithm more efficient. On second thought, why not do away with jackknifing altogether? Just cumulate and normalize, if necessary, the kriging weights of each sample used during the ordinary block kriging process, and then compute the global variance from these kriging weights and their respective sample grades? After all, isn't the global mean grade nothing but the weighted average of the samples used in the estimation? Reply by G.S. Adisoma and M.G. Hester The jackknife is one of the many tools in a practitioner's toolbox to solve estimation problems. The strengths of the technique lies in its simplicity, i.e., it uses the concept of mean and standard deviation and the fact that it can be easily combined with other tools, in this case kriging. Because the jackknife kriging (JK) estimate is also the mean of the pseudovalues, the JK standard deviation is attractive just as the standard deviation of the mean explains the variability of the data. The difference is that the pseudovalue calculation in jackknife kriging uses the ordinary kriging (OK) weighting scheme instead of simple arithmetic averaging. The data used to illustrate the jackknife technique in the paper con¬sist of high values that are roughly three times the low values. The resulting JK estimate of the block grades show that the highest estimate is roughly twice the grade of the lowest estimate. The contrast between the low and the high estimate is more evident in the JK estimate than in the OK estimate, even though the mean grades of the blocks for the two estimates are very similar. Nonetheless, in this paper, we are concentrating more on the need for a more realistic measure of uncertainty, or precision, for the estimate. Unlike its OK counterpart, the JK standard deviation of the blocks clearly reflects the original data variation. The highest JK standard deviation of the blocks is three times its lowest value. This follows our intuition that, when the samples used to estimate a block is more variable, the resulting estimation variance (or standard deviation) should be higher than the case where the samples are more uniformly valued. However, block-by-block standard deviation or variance is of little practical value in reserve estimation and classification, as well as in mine planning. One is usually more interested in quantifying not the variance of the individual block estimate, but the uncertainties associated with a much larger dimension, such as the minable reserve. Thus, the thrust of the paper is to find a simple way to obtain a single estimation variance or standard deviation associated with the reserve grade estimate. The discussion by J.H. Tu did not mention how one would obtain the global variance from the OK weights and the sample grades. As a technique that offers a data value-based measure of uncertainty for its estimate, the "leave-one-out" jackknife fills this need nicely through the block kriging shortcut approach described in the paper. Note: The first column and the last two columns of Table 3 in the paper should have contained a single number each, namely, an OK estimate of 0.0317, a JK estimate of 0.0333 and a JK standard deviation of 0.0041 oz/st, respectively, for the shape, as are obvious from the text.

Jan 1, 1997

By Kevin A. Foo, Joseph L. Young, William W. Reid

The title of this paper is "Designing Very Large Bio-oxidation Plants". To our knowledge, only one such plant has been designed and built to date, and that is U.S. Gold's Tonkin Springs plant in Nevada. This plant was commissioned in Spring of 1990 and operated for a short time successfully as a bio-leach plant but U.S. Gold did not have the financial strength to overcome the consequences of construction delays and increased capital cost. The plant has temporarily been 1 put on a standby basis. Recently, < > a potential joint venture between Tonkin Springs Gold Mining Company and Homestake Mining was announced. Homestake will operate the mine with the technology and subsequent improvements would be co-owned by both companies. This paper is not a "how to" type publication because we feel that such an approach could be dangerous if used improperly. Rather, we discuss some of the important aspects of process selection, testing and design that need attention, and some of the lessons learned to date. As with all developments, improvements and new knowledge will accrue as more companies use bio-oxidation technology. The Tonkin Springs plant is fair evidence that bio-oxidation has "arrived" as a technology, and that successful design and operation of plants treating greater than 1000 t/d of feed is possible.

Jan 1, 1990

By I. WILKOMIRSKY, J. BECKER, F. Parada

CORRECTION

Jan 18, 2023

By H. A. Taylor

Graphite is elemental carbon that crystallizes in the hexagonal system as six-sided platelets. It occurs naturally and is mined. And it can be made artificially from petroleum coke in the form of shapes (electrodes) and powders. The market for most kinds of graphite in most end-uses was good in 2004. The 2005 graphite market looks positive. The major graphite prices, as given in Industrial Minerals, remained unchanged throughout the year. The preliminary 2004 U.S. Geological Survey (USGS) prices for natural graphite showed almost no change for crystalline flake. They were $600/t ($544/st) in 2004 and$622/t ($564/st) in 2003. Mexican amorphous graphite was almost unchanged at $150/t ($136/st) in 2004 from$152/t ($138/st) in 2003.

Jan 1, 2005

By James E. Gingrich

The new Track Etch* technique for uranium exploration has been utilized in several survey programs conducted during the last few years. The results from these programs have been very encouraging, and new uranium ore bodies have been discovered by using this new technique. The Track Etch method is being used in several exploration programs in various locations around the world. The Track Etch exploration technique utilizes small pieces of special radiation-sensitive plastic film to detect the presence of radon gas which is released by uranium ore bodies. Because of the selectivity and sensitivity of the technique, ore bodies not normally detected with other surface or airborne monitoring methods are found. Since no large equipment or special training of personnel is needed, the Track Etch technique is easily used in field operations. The basis for the Track Etch method, its application in field exploration programs, and the results obtained to date in locating uranium ore bodies is discussed.

Jan 1, 1974

By CHENCHEN SUN, GUOPING LUO, GUOCHENG ZHANG

Preparation of briquettes by adding CaF2 reagent into the Australian iron ore powder. The structure and morphology of iron ore briquettes during various reduction stages (i.e., Fe2O3→Fe3O4, Fe3O4→FeO, and FeO→Fe) were observed via an ore microscope and scanning electron microscopy. The results showed that CaF2 reacted with SiO2 to form CaO and SiF4 gas during the roasting process. The reduction swelling index decreased from 12.36 to 8.83% when the CaF2 content in the briquettes increased due to CaF2-mediated refinement of the hematite grains during the first stage of the reduction process. Lattice distortion resulting from the presence of Ca2+ in the FeO lattice during the second stage of the reduction process, coupled with an increase in the porosity of the iron ore briquettes and the formation of a low-melting-point slag phase, promoted the anisotropic growth of FeO lamellar crystals, which resulted in an increase in the reduction swelling index from 4.27 to 7.36%. During the third stage of the reduction process, the growth of iron whiskers was promoted by wüstite (FeO) lattice distortion caused by a solid solution of Ca2+ in the FeO lattice; the reduction swelling index increased from 15.61 to 24.72%, resulting in the catastrophic swelling of the iron ore briquettes.

May 27, 2021

By A. W. Khair, S. S. Peng

Background The mine is located in Ebensburg, Cambria County, PA. Cambria County is located within the Allegheny Mountain section of the Appalachian Plateau Province. The geologic structures in the mine area included folds, faults, joints and cleats in the coal. These geologic structures seem to have genetic relationships with the Allegheny Front (lannacchione and Puglio, 1979). The mine&apos;s geologic structures have been influenced mainly by Ebensburg Anticline and Wilmore Syncline (Watson, 1979). Current longwall panels lay along the western limb of the Wilmore Syncline oriented south 30° west. Surface topographic relief in the area is less than 152 m (500 ft) and overburden thickness varies from 183 to 244 m (600 ft to 800 ft). The coal seam in the mine is part of the Lower Kittanning Formation. The thickness of the B-seam is the subject of discussion. It varies from 1.2 to 1.5 m (48 to 60 in.) and consists of two parts. The lower part is 1.1 to 1.2 m (44 to 48 in.) of soft coal and the remainder is bony coal. The coal seam dips slightly from 0° to 6° to the east-south direction. Panel entries are driven 61 m (200 ft) wide, consisting of three 5.5 m (18 ft) wide entries and two pillars 24.4 x 30.5 m (80 x 100 ft) centers. The mine has a history of cutter roof problems in the entries (Fig. 1) that has delayed the advance rate of entry development considerably and the cost of maintaining those entries is very high due to the requirement of very heavy artificial supports (Fig. 2). Due to excessive convergence in the headgate, installation of additional support and often resetting of steel beam, to provide enough clearance, in these entries imposed additional delay during the retreat of the longwall face, as the shearer cuts coal adjacent to the headgate and shield support at the headgate needs to advance under the steel beams (Fig. 3). Methodology Extensive underground observation indicated that roof cutter [ ]

Jan 1, 1992

By Richard H. T. Garnett

In 1900, placer gold was discovered on the beach of Nome, AK on the southern coastline of Alaska&apos;s Seward Peninsula (Garnett, 1991). The site is about 800 km (500 miles) from Anchorage. Nome is connected to Anchorage only by air (daily) and by sea (summer). Total onshore placer gold production from Nome&apos;s immediate vicinity was more than 155.5 t (5 million oz). Alaska Gold Co, has continued to produce gold onshore with, until recently, two bucketladder dredges, each of 255-L (9-cu ft) bucket capacity. Small-scale marine dredging for gold has been at- tempted several times this century (Garnett, 1991). Western Gold Exploration and Mining Co. Ltd. Partnership (WestGold) is the only company to have been successful in achieving a significant offshore production. The Nome bucketladder-dredging operation from 1986 to 1990 constituted a unique marine-mining experience in the United States. \Inspiration Gold Inc., WestGold&apos;s predecessor, acquired six offshore leases in 1985. The total lease area of 87 km2 (21,551 acres) extended from the coastline to the 4.8-km (3-mile) offshore limit (Fig. 1). Those leases al- ready had been partially explored. Drilling was conducted off the shorefast winter sea ice. Therefore, it was rarely more than 1.6 km (1 mile) from the shore or in water deeper than about 9 m (30 ft). In 1985, estimated reserves comprised of a 5-m (17-ft) vertical thickness of sediments below 6.3 m (20 ft) of water. This meant a mean digging depth below the mean sea level (msl) of 11.3 m (37 ft). It was thought that the offshore Nome deposit possessed a feature that is common with many terrestrial gold placers - the secret of profitable exploitation of the marine deposit lay in maximizing the dredge throughput to minimize the unit costs. The inability of the project to withstand the prohibitively high cost of a new dredge was recognized. So Inspiration Gold purchased a used unit. This was the world&apos;s largest ocean- going bucketladder dredge (Fig. 2). Binzn was an 850-L (30 cu ft) bucket capacity dredge that was lying idle in Singapore. Originally constructed in the Jurong shipyard of Singapore in 1979, Bima was designed by Mining and Transport Engineering, a subsidiary of IHC Holland. Billiton Marine used the dredge for tin production at Pulau Tujuh in Indonesia (Dieperink, 1978) before it was laid up in mid-1985. Bima underwent a nine-week refit before departing Singapore on June 4,1986, with 800-t (880-st ) of deck cargo. It was dry-towed for 32 days to Alaska. A slower, less expensive, wet-tow at the authorized 5.5 kmthr (3 knots/hour) would have delayed the dredge&apos;s arrival in Alaska untl almost the onset of winter. The 13,000-km (8,100-mile) voyage was made on the deck of Smit Lloyd&apos;s "Giant-4" submersible barge towed by its 7.8- MW (10,500-hp) tugboat. The first season&apos;s dredging revealed several major shortcomings in Bima. Further repairs and modifications were undertaken at Tacoma, WA. The dredge returned to Nome for the June start of the 1987 summer dredging season. The refitted Bima worked offshore at Nome from 1987 to 1990. It produced 3.67 t (118,078 oz) of gold at an average recovered grade of 824 mg/m3 (0.0204 oz/cu yd). In 1991, the dredge was dismantled and sold.

Jan 1, 1997