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By Brendan Howard

Rio Tinto has a large globally distributed technical workforce and needs to ensure these employees have the requisite skills to not only manage technical risk and enable safe efficient production, but also ensure they are keeping pace with a fast-changing technological landscape. Traditional approaches to learning struggle for scale and an inability to respond to the extreme diversity of capability development needs. In response, Rio Tinto has successfully introduced innovative approaches to learning and employee engagement via leveraging the power of globally distributed networks for peer-to-peer knowledge transfer and providing mechanisms to recognise, reward and retain the individual technical contributors.

Feb 1, 2024

By Ralph B. Hall

Examination of cored material from the Southern Extension of the Florida Phosphate District has indicated a decidedly complex and diverse sequence of phosphatic sedimentary units. The perfunctory logging techniques formerly used in the Central District are inadequate to properly describe the intricate geology of these sediments. Adequate geologic training and familiarity with the potential ramifications of his judgement are a necessity for the logging geologist. A combination descriptive-graphic logging model is proposed that utilizes a standardized sediment nomenclature system and descriptive symbols for type materials commonly found in these sediments. Justification for adoption of this or a similar logging model is discussed.

Jan 1, 1983

By J. A. Bradbury

N. A. Degerstrom, Inc. has constructed and operated a processing plant approximately five miles north of Soda Springs, Idaho for processing a byproduct phosphate treater dust from Monsanto's elemental phosphorus plant, also located in Soda Springs. The plant is designed to produce agricultural-grade phosphoric acid, gallium, and silver. The design capacity of the plant is 54.4t (60 st) of treater dust per day, which can produce 16,326t (18,000 st) of phosphoric acid, 6,600 kg of gallium, and 6,033 kg (194,000 oz.) of silver per year.

Jan 1, 1993

By H. Sevim

Three transportation systems in surface coal mines: 1-Truck Haulage, 2-Belt Conveying, and 3-Coarse-Coal Slurry Transportation are compared from the operations and cost point of Views. Computerized design and cost models were developed and cost data banks were compiled for each system. These models can be used to evaluate transportation systems and layouts that are practiced in most of the U.S. surface coal mines. A typical midwestern area strip mine was considered for illustration purposes. Sensitivity analysis on critical parameters such as production rate, transportation, distance, etc. was conducted and the outcomes are presented.

Jan 1, 1990

By D. W. Gentry

Introduction Until recently, there were many jobs for mineral engineering graduates. Traditionally, minerals-related career paths available to university graduates stem from rather standard offerings in the disciplines of mining, metallurgy, petroleum, geology, geophysical engineering, and mineral economics. Within each discipline, there exists many career opportunities. In fact, until fairly recently, the most difficult decision for most graduates was choosing among all the available alternatives. Unfortunately, this relative state of euphoria changed quickly and dramatically within the minerals sector. Within two or three years, graduates from minerals-related engineering disciplines found it exceedingly difficult - and then almost impossible - to secure employment in the minerals sector upon graduation. At the same time, there were dramatic reductions in production requirements and, ultimately, mine closings. This resulted in massive layoffs and often termination of professional personnel possessing significant and valuable industrial experience. Obviously, this worsened an already bad employment picture for those hoping to begin a career in minerals. Certainly, there is no universal agreement on what the future offers for the US minerals industry or the career opportunities associated with it. However, there are a number of considerations that deserve study by students, faculty, administrators, and industrial personnel before minerals-related career paths are chosen. Where Will the Jobs Be and How Many? Everyone is aware that the minerals industry is very cyclic. It is not surprising then that job opportunities for new graduates also fluctuate. Typically, there is a two-to-four year lag between industry's engineering manpower needs and the academic community's ability to produce this talent. Due to the response lag, there will necessarily be years when supply and demand do not match. Employment Projections It is extremely difficult to anticipate what the key career paths might be within the next few years. Considerable speculation remains with respect to whether activity in the US minerals sector over the short-, intermediate-, and long-term will improve, remain status quo, or further deteriorate. However, some information pertaining to the prospects for career opportunities in mining engineering was offered by Tingley and Ghose (ME, Sept. 1983, p. 1274) from a study performed by Fenvessy and Schwab. Results from this industry-sponsored survey suggest that the US will experience 700 more mining engineers than needed in 1985, 1300 in 1990, and 1800 in the year 2000. These conclusions were based on the assumptions that future graduate levels remain flat and demand increases 3.6% annually. Educators quickly argued that depressed job markets, coupled with university student mobility, would negate the assumption of flat mining graduate levels in the immediate future. Student Mobility Student mobility from one engineering discipline to another is high. This is perhaps best demonstrated by the tremendous growth in programs such as computer engineering and computer science at the expense of enrollments in the more traditional engineering programs. The ability and willingness of students to quickly change engineering disciplines in response to existing and perceived job market demands have created significant student, faculty, and resource dislocations within universities nationwide. This has resulted in problems for university faculty and administrators responsible for effective use of

Jan 2, 1985

By J. Kretschmann

Mining heritage can be of outstanding value for many regions around the world, because mining has been done for thousands of years for the benefit of mankind and its development. This paper presents an ongoing project creating a general guideline for the handling of mining heritage on the basis of experiences made in Germany. Interactions of stakeholders in the ?heritage network? as well as strategies for the technical proceeding will be described. An action plan for the sustainable handling of mining heritage has already been developed in part, which includes necessary measures. Best-practice recommendations will be derived. Keywords: m ining heritage / preservation / guidelines / action plan / Sustainability

Feb 27, 2013

By Sidney M. Cohen

[Portland cement is a product made from a combination of limestone and argillaceous material which would supply the necessary amounts f calcium, silica, alumina and iron to form cementious compounds when fired at high temperatures. The resulting mixture, usually around 80% limestone and 20% argillaceous, is ground nine (80% -200 mesh), blended and then fired1 (2600-2700°F) to produce a cement clinker from which the final cement product is produced by grinding. The argillaceous component can be shale, clay, slate or other sources of the individual components of silica, alumina and iron. This paper deals with a case where a clay component was under consideration. The planned Plant site was to be located at a well defined limestone deposit. When it came to the argillaceous component, the nearest uniform deposit of clay was over 50 miles away and would require purchase of land or clay from the owner plus the daily delivery costs to the plant site. This situation made the plant site economically questionable. It was decided that a local clay deposit, which was available at the plant site but was orginally not considered due to lack of chemical uniformity and its high free silica content, would be reconsidered.]

Jan 1, 1983

By A. Gupta, F. Hrach, L. R. Mendoza, K. Flynn

ST Equipment & Technology LLC (STET) has developed a novel processing system based on tribo-electrostatic belt separation that provides the mineral processing industry a means to beneficiate fine materials with an energy-efficient and entirely dry technology. In contrast to other electrostatic separation processes that are typically limited to particles >75μm in size, the STET triboelectric belt separator is suited for separation of very fine (<1μm) to moderately coarse (500μm) particles, with very high throughput. The STET tribo-electrostatic technology has been used to process and commercially separate a wide range of industrial minerals and other dry granular powders. Here, bench-scale results are presented on the beneficiation of low-grade Fe ore fines using STET belt separation process. Bench-scale testing demonstrated the capability of the STET technology to simultaneously recover Fe and reject 2 from itabirite ore with a D50 of 60μm and ultrafine Fe ore tailings with a D50 of 20μm.The STET technology is presented as an alternative to beneficiate Fe ore fines that could not be successfully treated via traditional flowsheet circuits due to their granulometry and mineralogy. INTRODUCTION Iron ore is the fourth most common element in earth’s crust [1]. Iron is essential to steel manufacturing and therefore an essential material for global economic development [1-2]. Iron is also widely used in construction and the manufacturing of vehicles [3]. Most of iron ore resources are composed of metamorphosed banded iron formations (BIF) in which iron is commonly found in the form of oxides, hydroxides and to a lesser extent carbonates [4-5]. A particular type of iron formations with higher carbonate contents are dolomitic itabirites which are a product of the dolomitization and metamorphism of BIF deposits [6]. The largest iron ore deposits in the world can be found in Australia, China, Canada, Ukraine, India and Brazil [5]. The chemical composition of iron ores has an apparent wide range in chemical composition especially for Fe content and associated gangue minerals [1]. Major iron minerals associated with most of the iron ores are hematite, goethite, limonite and magnetite [1,5]. The main contaminants in iron ores are 2 and Al2O3 [1,5,7]. The typical silica and alumina bearing minerals present in iron ores are quartz, kaolinite, gibbsite, diaspore and corundum. Of these it is often observed that quartz is the mean silica bearing mineral and kaolinite and gibbsite are the two-main alumina bearing minerals [7]. Iron ore extraction is mainly performed through open pit mining operations, resulting in significant tailings generation [2]. The iron ore production system usually involves three stages: mining, processing and pelletizing activities. Of these, processing ensures that an adequate iron grade and chemistry is achieved prior to the pelletizing stage. Processing includes crushing, classification, milling and concentration aiming at increasing the iron content while reducing the amount of gangue minerals [1-2]. Each mineral deposit has its own unique characteristics with respect to iron and gangue bearing minerals, and therefore it requires a different concentration technique [7].

Jan 1, 2019

By Bhaskar B. Thapa, Michael T. McRae, Johannes V. Greunen

This paper describes the preliminary design of the fourth bore of the Caldecott Tunnels along State Route 24 in Oakland, California. The paper focus is on two major aspects of the project: initial support system design and seismic design. The initial support system was designed based on the New Austrian Tunneling Method (NATM).NATM provides the required flexibility to accommodate the variable ground conditions in the weak, folded, and faulted rock along the alignment. The seismic design provides a final lining system that meets serviceability requirements for a 1,500 year seismic event with an estimated peak ground acceleration of 1.2g.

Jan 1, 2007

By P. K. Muduli

The number and the type of trucks and shovels are two important factors in determining the optimal design parameters of an open-pit mining system. Characteristics of trucks&apos; arrival and service-time distributions determine the performance measures of a truck-shovel system when it is modeled as a closed queuing network. In all of the previous analytical queuing studies of truck-shovel systems, trucks are assumed to be identical with respect to their arrival and service-time distributions. This assumption, although desirable for reducing computational difficulties, causes either underestimation or overestimation of the performance measures depending on the number and type of equipment used in the model. The relative error in performance measures could be significant when the number of different types of trucks and shovels is large. In this paper an analytical method is proposed to model the truck-shovel system as a multiple-chain closed queuing network. This approach would provide the capability of estimating system performance measures for planning purposes when the truck fleet is not necessarily composed of identical trucks. An example of truck-shovel systems is discussed to show how the incorporation of different types of trucks does affect performance measures.

Jan 1, 1996

By Rudolf Fahn

Bentonites are best suited for the preparation of acid activated clays with efficient adsorption properties. They are weathering products of acid volcanic ashes and their natural deposits are world-wide spread. The main constituent of bentonite is the aluminium hydrosilicate nontmorillonite with a high ability to swell. Süd-Chemie owns bentonite deposits in Germany and subsidiaries in Italy, Mexico and Arizona.

Jan 1, 1979

By Ryan C. Stephan, Zach Agioutantis, Christopher Mark

During the past 15 years, roof fall rates have fallen dramatically in US coal mines, particularly in regions where the roof is weakest. The remarkable reduction in the number of roof falls has been accomplished with more effective roof support systems. The purpose of this paper is to present a design methodology that builds on and quantifies the basic roof support concepts that have been successful in the USA. The methodology starts by defining three modes of roof support, based on the roof strength relative to the stress level: (1) suspension, where roof bolts mainly provide skin control for strong roof; (2) beam building, where moderate strength roof can be supported by roof bolts alone; and (3) supplemental support for weak roof. Next, a large database of roof fall histories at a number of mines is used to define the approximate boundaries of these three regimes based on the coal mine roof rating and the depth of cover. Finally, guidelines are presented for site-specific design of support systems within each regime. The new computer package, analysis of mine roof support (AMRS), implements the design methodology.

Sep 29, 2020

By James A. Clem

Approximately 2,000 years ago, the Lord Admonished the Scribes (Lawyers) and Pharisees (Religious leaders of that time) that they had paid the tithe but had omitted the weightier matters of law, Judgement, Mercy, and Faith. (Matt. 23:23). I want to talk about "The Weightier Matters of Law." In a situation where big government is trying to have an effect on even small details of a work activity, otherwise simple situations become complex. Regulations are written to such detail that constant compliance with strict interpretations can be a nightmare--not to mention off the target of the intended purpose for the regulation. One soon re- cognizes the oneros characteristics of Federal statues

Jan 1, 1979

By B. Pina

The conversion of maf coal to pyridine solubles and gas was investigated in a microautoclave batch reactor for two Kentucky washed coal samples (Ky. #9 and Ky. #11). Solvent hydrogen donor strength was controlled by the tetralin content of a mixed 1-methyl naphthalene-tetralin solvent. Primary liquefaction conversions greater than 90% in 10 minutes of reaction time at 427°C were achieved in liquefaction solvents with moderate hydrogen-donor strength (circa 40% tetralin). A modified irreversible first order rate expression, containing a parameter (a) to account for the intrinsic reactives of the maf coal, described the experimental kinetic data rather well. The integrated form of this rate expression is -k1e x = a (a- ß)e (eq. 1) Parameter ß in equation (I) is the pyridine solubility of the starting maf feed coal, x is the primary liquefaction fractional number of conversion, k1 is the specific reaction velocity constant and ? is reaction time. Primary liquefaction rate was found to be quite temperature sensitive and independent of coal when a liquefaction solvent containing 40% or more tetralin was employed. Primary liquefaction rate appears to depend on liquefaction solvent hydrogen donor strength for solvents containing = 40 wt.% tetralin. The intrinsic reactives in the maf feed coal or a appear to depend mainly on the inertinite group maceral content of the coal for the two coals studied in liquefaction solvents containing 3 40wt.% tetralin. In contrast, a appears to decrease in liquefaction solvents of low donor strength., i.e; solvents with less than 40wt.% tetralin.

Jan 1, 1984

By John Corcoran

INTRODUCTION Content of this Report The 1300m long twin-bore 8.1m diameter Airside Road Tunnels (ART) were excavated beneath the busy taxiways and stands of Heathrow Airport between 2002and 2003. The tunnels were fully completed and handed over to the client for use early in 2005. This paper will describe the purpose of the tunnels, and the measures put in place to minimize the impact of construction on the daily activities involved in running an international airport. Terminal 5 Construction Heathrow Airport is the busiest international airport in the World, with a current capacity of circa 67 million passengers per year, based on existing infrastructure of4 passenger terminals, 1 cargo terminal, 2 runways and 170 aircraft stands. Terminal 5(T5) is being built to increase Heathrow’s passenger capacity by providing the following: 12 additional aircraft stands through redevelopment of the south apron area, in the autumn of 2004 A main terminal building (T5A) and a first satellite (T5B), and 43 additional stands by the spring of 2008, most of which will be able to receive the new generation large aircraft (Airbus A380) A second optional satellite (T5C) by year 2010 A third optional satellite (T5D) by year 2015 The total value of the project is approximately 4.2 billion pounds for the main phase of the works spanning from 2000 to 2007. Purpose of the Airside Road Tunnel The ART has been constructed to support the internal road traffic of the airport between terminals, aircraft stands, runways and taxiways, for passenger buses, service and technical vehicles. The majority of the traffic will be buses transporting passengers between the terminals and their aircraft.

Jan 1, 2005

By Kevin Beirne

Most people involved in the mining industry are familiar with student-industry co-op work-study programs. Many colleges and universities have used them for years. Northern College’s Haileybury School of Mines student co-op program adds a new dimension of productivity to the college and the mining industry. The college is located in Hailey-bury, Ontario, Canada. An example of the program’s success is the school’s relationship with Sabin Metal’s SMC (Canada) Ltd.’s McAlpine Mill in Cobalt, Ontario. Students gain practical knowledge and experience while industry gains an eager-to-learn worker. And many of the college’s advanced research services are made available to industry to supplement their own capabilities. The McAlpine Mill was established to provide custom milling of slags and ores. It also recovers metal values from other products of the primary and secondary precious metal industries.

Jan 1, 1999

By M. J. Sapko

The design requirements for mine ventilation seals have undergone a radical transformation in recent years, and these revisions have greatly increased the cost of the seal designs and their construction. For example, in the past two years, new federal regulations have increased the minimum design requirement to withstand explosion pressures from 138 kPa (20 psig) to 345 kPa (50 psig) or 827 kPa (120 psig), depending on whether the sealed mine volume is monitored continuously or not. Moreover, there is still a possibility that under certain conditions (such as detonations) even higher pressure requirements may be necessary. The ability of a monolithic, stand-alone mine seal to reliably withstand the full range of current and future pressures is becoming increasingly difficult and expensive. In an effort to develop a practical alternative, the West Virginia Office of Miners? Health Safety and Training (WVOMHST) and the National Institute for Occupational Safety and Health (NIOSH) have collaborated in a research effort to develop a practical, economic, and safe mine sealing technique that can enable mines seals to meet the full range of new explosion pressure design requirements. The basic idea is to use a barrier of common mine gob and rubble in combination with a conventional mine seal so that the pressure resulting from a gas explosion is reflected, absorbed, and attenuated, so the pressure on the ventilation seal is reduced. This paper discusses some concepts and preliminary test results for a ?Passive Mine Blast Attenuator? (PMBA) that can provide a useful alternative to increasingly larger and stronger stand-alone mine seals. Numerical models and full-scale experiments conducted at the NIOSH Lake Lynn Laboratory Experimental Mine (LLEM) show that the use of a PMBA can signficantly reduce the blast pressure and impulse on conventional ventilation seals. DISCLAIMER: This information is distributed solely for the purpose of pre-dissemination peer review under applicable information quality guidelines. It has not been formally disseminated by the National Institute for Occupational Safety and Health (NIOSH). It does not represent and should not be construed to represent any agency determination or policy.

Jan 1, 2009

By L. J. Altenburg

There are a lot of key factors involved in achieving a successful Safety Program. I would like to discuss some of these factors and how they have played a major part in our success at Jacobs Ranch Mine. The areas I will cover concern: 1) Facility Standards (Corporate/Minesite), 2) Communication (Employee/Management -"Teamwork"). 3) Proper Training (Employee/Management). 4) Employee Attitude. 5) Incentive Programs. 6) Health Programs. 7) Results/Benefits.

Jan 1, 1994

By Lon Santis, Gregory M. Rumbaugh, Christopher Mark

This paper examines the relevant theory, experience, and past practices relating to development mining near gas or oil wells. It addresses setback distance for both coal and stone room-and-pillar mining. This study also involved a review of accident reports involving well interceptions and downhole well surveys. It provides technical considerations for decisions regarding safe setback distances for development mining throughout the United States. The study’s scope is limited to mining near active or inactive (i.e., non-producing, abandoned or inadequately plugged) wells with known surface locations.

Jun 25, 2024

By Michael N. Maltezos

"There is certainly no argument that LED lighting systems have taken a strong foothold in the lighting marketplace over the last several years. This has even proven true in the world of transportation and transit lighting, for which new LED cobra head style luminaires are replacing traditional HID cobra head luminaires on North America’s roadwaysand linear LED light fixtures are replacing conventional linear fluorescent light fixtures in North American rail transit facilities. However, LED technology has taken a while longer to penetrate the very specific market of vehicular tunnel lighting in this continent. Though both the New York/New Jersey Holland and Lincoln Tunnels have recently been retrofitted with LED lighting, and an LED Lighting RFP is currently out for Boston’s Central Artery Tunnels, very few vehicular tunnels in North America to date have been illuminated with LED light fixtures. This is largely because cost effective LED lighting, that met our typically stringent tunnel lighting standards, was until recently simply unattainable. However, with the rapid advances in LED technology over recent years, owners and specifiers of North American tunnel lighting projects have finally begun to adopt LED lighting systems as the norm. In fact, a recent Lux Fit/Yole Development “LED in Road and Street Lighting Report” stated that “LED luminaire growth will be driven firstly by tunnel lighting, and then relayed into highway, road, residential and amenity lighting applications starting in 2014.” 1 Our highways are continually becoming more congested. As a result, Provincial and State Departments of Transportation (DOTs) are constantly looking for innovative ways to improve traffic flow. One way DOTs are now helping to ease congestion is by expanding the use of tunnels and long underpasses in large interchange reconstruction projects. With less available right-of-way to work with, and the high costs of maintaining elevated bridge structures over the years, it often makes more sense to “go under” (rather than over) the traffic congestion points. With the addition of these new tunnels and long underpasses comes the issue of proper illumination within these structures, for a safe and efficient driving task. DOTs use recommended lighting practices and guidelines for highway lighting, which include specific criteria for tunnels, set by either the Illuminating Engineering Society of North America (IESNA) or the American Association of State Highway and Transportation Officials (AASHTO). However, both IESNA and AASHTO point out that these recommended practices and guidelines are not a mandate, and DOTs are free to make their own decisions about lighting criteria. Accordingly, effectively illuminating tunnels is often times a challenge. This paper will examine the key considerations of the tunnel lighting application in generalas well as what LEDs now bring to the table and how, accordingly, traditional lighting technologies will be phased out in the future illumination of tunnels."

Jan 1, 2016