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By John S. Egbert

Many of you are familiar with the Washington Metro Project. However, inasmuch as some may not be, and others may want to refresh their memories regarding certain facets of the project, I will cite a few summary details about the rail transit system we are constructing. That summary will also give each of us a common point for departure as I develop the principal thoughts that I want to leave with you. The Washington Metropolitan Area Transit Authority (WMATA) is an interstate agency established by Compact between the District of Columbia, Maryland and Virginia and approved by the United States Congress. Currently, the Authority has approval to build and operate a 101-mile (162.5 km) regional rapid rail transit system as shown on Appendix A. Of that total, 38 miles (61.2 km) will be in D. C., 32 miles (51.5 km) in Maryland and 30 miles (48.3 km) in Virginia. (Mileage figures, because of rounding error, do not add to 101 miles.) Referring again to the 101-mile total, 48 miles (77.2 km) will be underground, 42 miles (67.6 km) on the surface and 10 miles (16.1 km) on aerial structures. Of the 48 miles (77.2 km) that are underground, 15 miles (24.1 km) are rock tunnel, 14 miles (22.5 km) are earth tunnel, 0.5 miles (0.8 km) 9.s sunken tube and 19 miles (30.6 inn) are cut-and-cover construction. The system will include 86 stations, with 51 of them underground. Referring again to the full 86 stations, 43 will be in D. C., 23 in Maryland and 20 in Virginia. We currently have 37 miles (59.5 km) of line and 41 stations in operations as shown on Appendix B. Also shown on Appendix B is another 16 mile (25.7 km) increment and 13 stations which have been substantially completed, but are not yet in service. Additionally,

Jan 1, 1981

By M. P. Evans, Rainer Kahrger

During the last decade or so great advances were made in the solvent extraction, electro winning technologies. They, combined with heap leaching, made it viable to exploit large, relatively low grade oxide copper deposits. The El Abra mine is a good example for such a deposit. Situated in Northern Chile at an elevation of about 4000m (14000 feet), 70 krn north of Calama, the El Abra deposit has been known for many years. In the early 1990's Codelco decided to sell a major holding in the deposit to international mining companies. After lengthy negotiations Cyprus Minerals finalized in June 1994 the purchase of 51% of the deposit with Codelco retaining the balance. lance. Already in 1993 Cyprus and the engineer on the project, began discussions with international materials handling companies with regards to the materials handling system required for the project. These early discussions were considered critical for this fast track project. Immediately after the notice to proceed with the project, several companies were invited to submit competitive conceptual proposals for that portion of the material handling system which was to transport crushed and treated ore from the plant to the leach pad and build the leaching heaps at a rate of up to 150 000 tons per day. A supplier was selected. Additional studies were made for the conveyor system from the mine to the fine crushing plant. Due to the extremely rugged terrain and high altitude at the mine, a decision was made to locate the plant and the leaching operations 15 km east of the mine at an elevation of 3400m. In July 1994 the supplier started the conceptual engineering with a design team at the engineer's San Francisco office. The undertaking was unique in the sense that the supplier's engineering team was integrated into the project for the duration of the conceptual engineering. The open and continuous communication greatly contributed to the success of the design work.

Jan 1, 1996

By David A. Grisafe

Divided opinions concerning dredging-permit locations and boating uses on the Kansas River in northeastern Kansas led to a study of the recreation potential on the river by a legislatively mandated interagency group (five agencies) that included the Kansas Geological Survey (KGS). In addition, the KGS conducted its own study of the river corridor, encompassing the development, geology, and economic resources of the corridor (Brady and others, 1998). The corridor area is 12 mi wide and 140 mi long (171 river miles). Included in the study was the potential impact of restric¬tions to river dredging. The Kansas River and its floodplain in northeastern Kansas are underlain by Lower Permian and Upper Pennsylvanian limestones and shales. The river and its floodplain are the major sources of sand and gravel for northeastern Kansas, and the limestones along the river bluffs supply crushed stone and building stone. The population of the 10-county area bordering the river has grown by 20% since 1980, and now comprises nearly 40% of the state's population (U.S. Bureau of the Census, 1996). Projections (Floerchinger, 1992) indicate close to 50% of the Kansas population will reside in these counties by 2025, with a continued increase in the demand for aggregates. Factors such as floodplain width, price and availability of land, and overburden ratios tend to favor river dredging on the lower part of the river, and floodplain or pit dredging on the upper portion. The use of alternate sources of sand and gravel such as the Missouri and Arkansas Rivers would increase sand prices due to transportation costs to much of the 10-county area. In 1996, river and pit dredges along the Kansas River supplied more than 3 million tons of sand and gravel valued at about $8 million to northeastern Kansas. As a result of its study, the KGS had concerns with the idea of large recreation zones on the river that excluded river dredging in areas of presently large population and projected population growth. This controversial issue is likely to recur elsewhere.

Jan 1, 1999

By Heinz Petry

In deep strip mines the job of moving overburden may be so much bigger, and more costly than the removal of coal or ore that the operation is often called dirt mining. Constant improvement in stripping machines and techniques of using them is needed to offset rising costs and to increase production in mines that are now operating, and to make it economically possible to work deeper or thinner deposits.

Jan 1, 1962

By Russell L. Dahl

In a continuing effort to improve plant efficiency, United States Steel's Atlantic City Ore Operations completed the rubber lining of its balling drums in late 1982. This resulted in benefits of reduced bentonite consumption, reduced maintenance costs, improved production rates, and lower power consumption. These advantages far outweigh the disadvantages of increased oversize production and increased surging on the roll screen sizing devices. Certain operating characteristics and variables are discussed herein.

Jan 1, 1983

By D. J. Gurtler

On January I, 1988, Chino Mines Company initiated the use of a system of economic splits for all materials encountered in mining. All mined material is evaluated as mill ore, solvent extraction-electrowinning plant feed and non-ore material to determine its disposition. Post-implementation studies indicate that a significant increase in financial returns on material mined was realized when compared with the copper cut-off grade previously in use.

Jan 1, 1990

By George D. Brunton

The past and present argillaceous rock studies for the U.S. National Waste Terminal Storage Program consist of: (1) evaluation of the geological characteristics of several wide- spread argillaceous formations in the United States; (2) laboratory studies of the physical and chemical properties of selected argillaceous rock samples; and (3) two full-scale in situ surface heater experiments that simulate the emplacement of heat-generating radioactive waste in argillaceous rock.

Jan 1, 1981

By Irving Hauser

The determination of new ways to cut costs in then times of economic uncertainty is essential in running a successful business. Arco Petroleum Products Company a Division of Atlantic Richfield Company recognized an opportunity for a substantial cast savings in transporting calcined petroleum coke to market by simply building an economical port facility at a location that would enable them to drastically cut their normal rail haulage distance.

Jan 1, 1982

By Hendri Silaen, Ishak Degei, Nicoll Soumilena, Arwin Edijanto, Avesiena Primadiansyah

PT Freeport Indonesia’s Deep Mill Level Zone (DMLZ) is one of three operating cave mines at the Grasberg mine complex. The DMLZ is situated in the East Ertsberg Skarn System (EESS). It is set 500 m below the operating DOZ mine and located approximately 1,500 m below the surface, making it one of the world’s deepest panel caving operations. Initial undercutting of the DMLZ commenced in the second half of 2015 and has expanded to more than 120,000 m2. High pre-mining stresses and the changes associated with caving, combined with a strong and brittle rock mass, led to significant seismicity and rock bursting. Stress and seismic management are the main challenges for the operation and have evolved significantly from initial undercutting to the present. Considerable amounts of empirical data associated with ground response have been collected, evaluated and combined with historical lessons learned from the Intermediate Ore Zone (IOZ) and Deep Ore Zone (DOZ) mines, which are located within the EESS. This has provided an improved understanding of how the various geological, geotechnical and mine design criteria relate to one another. Additionally, the information has allowed for the development and implementation of improved strategies for stress and seismic management in the DMLZ. This paper describes how these learnings have driven changes in mine geometry, layout, and support systems. Through comprehensive monitoring and detailed inspections, positive changes have been seen in the ground response, leading to an increase in footprint reliability and accelerated cave growth. The paper summarizes the key learnings at the DMLZ regarding stress and seismic management as well as the positive improvements towards sustained and safe caving operations in the DMLZ.

Apr 26, 2022

By Thomas R. Kuesel, Harvey W. Parker

INTRODUCTION This paper describes the use of a shield and compressed air for construction of a short section of a pair of twin single-track tunnels for the Metropolitan Atlanta Rapid Transit Authority (MARTA) transit system. Although only two blocks long, this section posed the greatest difficulties to both engineers and contractors, and is the most expensive section of line construction on the MARTA system. All this derives directly from its setting--these tunnels had to be constructed through mixed-face conditions. SETTING The Broad Street tunnels form a link between the Peachtree Center and Five Points Stations, in the heart of Atlanta's central business district (Figure 1). Peachtree Center sits atop a solid rock ridge, which inspired the design of a deep rock-mined station, as described in the 1979 RETC. Five Points Station is MARTA's hub--the intersection of the system's two main branches. It is located in the old railroad gulch, a filled-in erosional valley at the base of Peachtree Ridge, and was constructed by open-cut methods. The alignment and profile of the Broad Street tunnels were closely constrained by these two adjacent anchors, and in the six-block stretch between them there was very little room for maneuvering. Since the rock ridge petered out about in the middle of the section, it was evident at the outset that there would be about two blocks of rock tunneling at the north end, two blocks of soft ground construction at the south, and two blocks of mixed-face in between. It is this central two-block section that is the focus of this paper.

Jan 1, 1981

By Alexander N. Winchell

"The waters of Lake Superior flow into those of Lake Huron through the St. Mary's river. The rapids in this river are about half a mile wide and three-quarters of a mile long, in which distance the fall amounts to about twenty feet. Since this was the only obstacle to navigation between the west end of Lake Superior and ports on any of the other Great Lakes except Ontario, attempts were made many years ago to permit the passage of small boats from Lake Huron to Lake Superior by means of canals and locks. The first canal was built on the Canadian side of the river by the Northwest Fur Company in 1797-98. The lock was 38 feet long, 8 feet 9 inches wide and had a lift of 9 feet. A tow path was made along the shores for oxen to track the bateaux and canoes through the upper part of the rapids., The lock was destroyed during the war of 1812 by United States troops from Mackinac Island.The first ship canal, known as the State Canal, was built on the American side of the river in 1853-55, about 750,000 acres of land in Michigan having been granted by congress to a private company as a 'concession for its construction. This canal was more than a mile long, 65 feet wide at the bottom and 100 feet wide at the water's surface. It had two locks, each 350 feet long by 70 feet wide, with a lift of about 9 feet. The depth of water in the canal was about 13 feet and in the locks about 11 1/2 feet."

Jan 1, 1920

By Dick T. Atkinson

Due to improvements in the safety of other aspects of mining (primarily in roof control), haulage related accidents, particularly rail haulage accidents, are about to become the most common category of hazards causing death and injuries to underground coal miners. The major causes of these accidents are collisions between vehicles, men caught between rib and trip or between cars, derailments, and runaway cars. Such hazards can be greatly reduced if the motorman has the capability to selectively couple and uncouple cars from the cab of the locomotive, to transmit braking intelligence to the coupled cars, to determine if the trip is intact, and if brakes are automatically applied in any uncoupled car. These capabilities can be provided through an improved coupler system, designed and built by Foster-Miller Associates under a Bureau of Mines contract. Early in the program, a survey of rail haulage patents and literature was conducted. Manufacturers of couplers, mine cars and braking systems were contacted and information relevant to the remote control mine haulage application was collected. From this information evolved a working specification and a design concept. The key elements of the specification, shown in Table I, are the result of a detailed tradeoff study and considerable thought given to the specific problems encountered in the mining environment. A brief explanation of each element is as follows: Automatic Coupling - The couplers operate similarly with most already in underground use - they latch together when a trip is backed into a car intended for coupling. Remote Uncoupling - From the locomotive, the motorman can decide how many cars are to be uncoupled, operate the appropriate controls, and the desired coupler is opened.

Jan 1, 1977

By Hugh R. Rhys

The question of the desirability of recovering cullet from MSW in order to recycle it into the manufacturing of glass containers remains a controversial one. The main factors appear to be: 1. The position of the Glass Container Manufacturers Institute (GCMI), as the trade association for most container manufacturers, is that post-consumer cullet is a vital source of raw material. Present requirements are for: a) Flint cullet b) Non-flint cullet of known mix proportions c) Mixed unsorted cullet of known mix propertions c) Mixed or non-flint cullet of unknown mix proportions. A market balance for these products exists, and this might somewhat limit the outlets for (b), (c) and (d), or severely limit the outlet for (d) alone. 2. The color specifications are rather strict. With cullet admixtures of 20% of the melt or more, and the use of decolorisers in a flint furnace discouraged because their action is reducing in a process which requires an oxidising environment, color contamination in a flint furnace is serious.. For amber and green furnaces (reducing) it is less serious, but in order that the quantity of decolorisers may be controlled, the color balance (as a measure of the Fe and Cr content) of the admixtured cullet should be known. 3. Why not simply color analyze, either by a continuous on-stream or off-stream: photo-electronic analysis, or by systematic batch sampling (with some kind off electronic surveillance of the mainstream) and just send mixed, color measured cullet to only amber and green furnaces? The flint would-be simply included in the mix. This is probably technically feasible, but is subject to the market limitations noted in point1.

Jan 1, 1975

The Bagdad mill, built in 1977, was de-signed for a mill capacity of 36,300 tpd. An ABC (Autogenous Mill-Ball Mill-Crusher) grinding circuit was chosen. The original mill contained three completely independent grinding circuits, each containing one 9.75 m diameter by 3.96 m long fixed speed autogenous mill, one 4.72 m diameter by 6.71 m long ball mill and one 2.13 m diameter short-head cone crusher. Total installed power per grinding circuit was 8,464 kw with 5,966 kw in the autogenous mill, 2,237 kw in the ball mill and 261 kw in the crusher. (See FIGURE I--Major Equipment Flow Diagram.) The autogenous mills were designed to be able to operate semi-autogenously but were never converted to SAG. As a result of this design, only about 4,100 kw of the designed power is utilized in the autogenous mills. The grinding circuits are closed with 2.44 m by 6.10 m double deck vibrating screens. Screen oversize is returned, by a series of conveyors, underneath the mill coarse ore stockpile to feed the crushers. Variable speed belts feed the crushers and control power draw. Crusher product reports directly to the tail end of the autogenous mill feed belt. (See FIGURE 2--Typical Crusher Feed and Product Size Distributions.) Tramp iron in the autogenous mill-crusher circuit is handled in a unique way. A magnetic sensor detects the metal. This closes a gate which directs the crusher feed onto a separate belt which bypasses the crusher and returns the material to the autogenous mill feed belt.

Jan 1, 1992

By G. J. Gersbach

The Robe River Iron Ore Project began in 1962 when Cliffs International acquired mining leases in Western Australia's Pilbara Region. Initial reserves were proven and bulk ore samples sent to the U.S.A. for pilot plant testwork. Cliffs Western Australian Mining Company Pty. Limited (30%) manages the project in joint venture with Mitsui Iron Ore Development Pty. Limited (30%), Robe River Limited (35%) and Cape Lambert Iron Associates (5%).

Jan 1, 1983

By W. J. C. Venter

The use of activated carbon to improve the selectivity in the separation of base metal minerals from bulk concentrates played an important role in the development of separation techniques employed at Tsumeb Corporation's Tsumeb and Kombat mines. In this paper the Kornbat mill flowsheet and metallurgical data are given with particular reference made to the separation techniques using activated carbon. The mine's historical background, geology and mining methods are described briefly.

Jan 1, 1973

By W. H. A. Timm

Lake Dufault Mines, Limited, is located ten miles north of Noranda, Quebec. Following discovery of a copper-zinc orebody late in 1961, metallurgical investigations of diamond drill core were conducted by Lakefield Research Limited during 1962 and 1963. These were followed by pilot-plant tests in May and June of 1964, utilizing underground development ore. Milling operations commenced on August 16, 1964, and reached rated capacity of 1,300 tons per day by October 1, 1964 (Figure 1). Since that time, tonnage was gradually increased to a maximum of 1,400 tons per day and since January 1, 1968, gradually decreased to the present rate of 1,100 tons per day due to an increase in the hardness of the ore. The ore milled from start-up until January, 1968, was mainly massive sulphides, consisting of a complex mixture of iron, copper, zinc and minor amounts of lead sulphides with important associated values in gold, silver and cadmium (aver- age specific gravity 3.8). From January, 1968, until the present, the ore being processed is described geologically as a boxwork of sulphide stringers of chalcopyrite, pyrite and pyrrhotite and some local dissemination in siliceous rhyolite (average specific gravity 2.9) supplemented by the massive copper-zinc ore. The limited size of the orebody and the mining method employed (open stoping by blasthole and slash and bench methods) would have made grade control from the mine difficult and expensive. It was decided to try to cope with grade variations in the mill. The resulting rapid and wide swings in mill heads, hardness and specific gravity have presented many and varied challenges for the mill personnel.

Jan 1, 1970

By Andrew J. Gaber

Beginning in 1961 the Coal Research Bureau of the West Virginia University School of Mines began a program of research to investigate the potential of the magnetic separation process to remove sulfur of the pyritic form from pulverized coal. Using a so-called isodynamic magnetic separator (1) it was demonstrated that significant quantities of pyritic sulfur could be removed from coal. Pulverized coal samples representing several different coal seams were individually screened into sizes in the 48 mesh by 200 mesh (297 to 74 microns) range, and untreated and steam-air treated samples of each were processed by the magnetic separator. The results of the investigations to magnetically remove pyrite from coal were published in two separate reports issued by the Coal Research Bureau (2,3), The isodynamic magnetic separator was designed about 30 years ago for use in geological and mineralogical laboratories (1,4,5) to isolate one or more minerals exhibiting only small differences in their magnetic propertiese Specifically, to accomplish this, the air gap of the unit was designed to provide a nearly constant magnetic gradient both laterally and longitudinally in the separating zone. It is reported that mineral concentrates of 99.5 percent purity can-be produced on closely-sized fractions after several cleanings through the unit. The isodynamic magnetic separator, therefore, was not expected to process coal containing sizes smaller than 200 mesh, or to demonstrate commercial capability to process pulverized coal. The primary purpose of the Coal Research Bureau in using the unit was that of determining if the magnetic process could remove pyrite from coal, and thereby encourage further research directed toward development of acceptable full-scale processing equipment.

Jan 1, 1969

By Robert E. Kirby

The potash mine and refinery of AMAX Chemical Corporation is located 26 miles east of Carlsbad on the north end of the potash producing areas. This property was developed between 1949-1952 and production of muriate began in August 1952. Two shafts, located 400 feet apart, were sunk to the ore zone 900 feet below the surface. A 15-foot diameter ore hoisting shaft equipped with a 1000-ton ore pocket, crusher and automatic skip loading equipment plus a 20-foot diameter service shaft with a curtain wall for exhausting air were provided. Sylvinite production to date has been from the first ore zone, stratigraphically, the lowest of ten identified mineralized zones in the salt section. This first ore zone has been the top producer of Muriate of Potash over the years. In our area we do have some very marginal mineralization in the third ore zone some 35 feet above the first. We have not mined from this seam as yet but we are investigating the economics very closely with access slopes and an experimental mining panel. Our ore seam is generally flat lying but does have local gentle rolling with grades from 2% to 5%. The mine was designed and developed from the beginning with conventional mining practices and rail haulage from the mining section to the ore pocket. As mining progressed in the early years, production increased from less than one million tons annually to a maximum of 3,935,000 tons in 1964. Efficiency also kept pace with the increasing production and continually improved until the efficiency of the production crews reached an average of 100.3 tons per manshift in 1964.

Jan 1, 1974

By Norman M. Junk

Following the wide-spread acceptance of ANFO as a useful, low cost blasting agent, studies have been made to adequately describe the physical and explosive properties of this material (1). As the quality of the AN blasting prill improved, reliability and sensitivity to initiation were greatly increased and many methods of priming were chosen from the standpoint of economics with little appreciation for the need to initiate so as to obtain the most efficient detonation. Under certain conditions, ANFO could be initiated with primers no more powerful than a No. 8 blasting cap (2). Research on primers for ANFO followed and it was demonstrated that this blasting agent was subject to extreme transient velocities upon initiation with wide variations in energy output depending upon the nature of the primer. For these reasons it was shown that powerful priming was economically justified (3). These studies helped to define the properties of an effective primer and the guides for its efficient use. In the vast surface coal mining industry, technological advances in earth moving equipment were paralleled by the development of larger and larger borehole drills (4). Even though ANM) was the major blasting agent used in this industry, investigations of priming techniques in these larger boreholes was almost non-existant. In 1962, Mr. Cleon Woolsey of Enos Coal Company disclosed to the industry that dramatic improvements in blasting production could be achieved with new priming and boostering methods (5). The research program at the Atlas laboratories was designed to explain these results and extend the study of initiation of ANFO with both high explosives and slurry explosives and to define the principles involved.

Jan 1, 1968