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By A. Patri, D. S. Nimaje

Wireless sensor networks and wireless communication systems have become indispensable in underground mines. Wireless sensor networks are being used for better real-time data acquisition from ground monitoring devices, gas sensors, and mining equipment, whereas wireless communication systems are needed for locating and communicating with workers. Conventional methods like wireline communication have proved to be ineffective in the event of mine hazards such as roof falls, fires etc. Before implementation of any wireless system, the variable path loss indices for different workplaces should be determined. This helps in better signal reception and sensor node localization, and also improves the method by which miners carrying the wireless devices are tracked. This paper proposes a novel method for determining the parameters of a suitable radio propagation model, which is illustrated with the results of a practical experiment carried out in an underground coal mine in southern India. The path loss indices, along with other essential parameters for accurate localization, have been determined using the XBee modules and ZigBee protocol at 2.4 GHz frequency.

Jan 1, 2015

By A. M. Gaudin

Introduction The discovery of artificial radioactivity, that is, of radioactivity of acorns other than those which are naturally radioactive, has increased vastly the possibility of using radioactivity as an analytical cool. The incomparable value of radioactive atoms, which are commonly termed tracers, arises from the extreme sensitivity of this analytical method. To get an idea of this extreme sensitivity it may be useful co recall that gravimetric analytical methods will not permit the weighing of anything much lighter than one-hundredth of a milligram of material. Under the most favourable circumstances, this represents an uncertainty in the answer of 1016 acorns, or 10,000,000,000,000,000 acorns. Accurate spectrographic methods possibly have a sensitivity 10,000 times greater than this, but the uncertainty is still of the order of 1012 atoms. The tracer permits ascertainment of decay of a single atom so that its sensitivity, without half trying, can be several orders of magnitude greater than that of any other method available co chemists. In addition co the sensitivity of tracers to which reference has just been made, tracers have another property which makes them unique. A radioactive atom is almost exactly like the corresponding non-radioactive acorn m regard to its electronic structure, and therefore in regard to its chemical properties. The nucleus is different, but the nucleus does not participate in chemical reactions. Therefore, a tracer acorn behaves like an ordinary atom until such time as its nucleus undergoes a catastrophic decay. This unique property permits one to use tracer acorns as atomic spies and therefore to follow the behaviour of acorns of a certain kind among their own kind. In other words, the tracer method permits us to study and measure what we call self-diffusion. All of the uses of tracers that have been made depend on the two properties co which reference has been made.

Jan 1, 1949

By Henry Faul

MEASUREMENT of radioactivity of rocks and ores has developed into a complete method of geophysical exploration. The problem falls into three natural categories: (I) surface radiation measurement in the field and underground; (2) radioactivity logging of drillholes; and (3) laboratory analysis of samples. Portable counters are used in the field for tracing radioactive formations and for quantitative estimates of radioactive content of surface rock. Wartime advances in battery design make it possible to construct small precision counters that can be carried easily. Even the smallest conventional diamond drillholes can be logged, and actual content of the radioactive element can be measured. The exact grade of very thin active layers or veins can be estimated only approximately. Samples may be analyzed for their alpha, beta or gamma activity, and beta assaying is the best suited to rapid routine operation. Simple calibration with standard samples is sufficient for rough work, but a density correction is necessary when greater precision is required. Samples with high emanating power should be fixed and stored for three weeks to reestablish the radium-radon equilibrium prior to precision assaying. Carnotite can be fixed by sintering or molding with plastics. Among the important new developments, a low-voltage Geiger tube has been designed recently, and crystal scintillation counters hold great promise for high-efficiency gamma-ray measurement.

Jan 1, 1947

By L. R. Wilkinson, W. J. Howarth, G. J. Wenk

Over a period of three years, a cooperative program in Australia has resulted in the development of radioisotope immersion probes for the on-stream analysis of mineral slurries. Two basic probe types are now available on a commercial basis - fluorescence and absorption probes - and within each type there are a number of variations so that optimum sensitivities can be obtained for elements with atomic number greater than titanium (22), thus covering most metals of interest to modern metallurgy.

Jan 1, 1973

By Adrian Molinari

A radioisotope probe (Minexan 202) capable of simultaneously analyzing a mineral slurry for five elements and pulp density has been developed by Outokumpu Oy, Finland. The probe is designed to operate immersed directly in a process stream, or it can be equipped with a flow cell through which passes a continuous sample of the main stream. A minicomputer (PDPII) is used to control the probes and calculate the assay data. This paper describes the probe as applied to slurry analysis and compares it to the conventional x-ray on-stream analyzer (Courier 300).

Jan 1, 1977

By Nicolas Reynier

The separation of radionuclide during rare earth element (REE) production is an important requirement for developing the Canadian REE mining industry. Separation of actinides from REE is often a large concern in the rare earth industry because of the need to manage the radioactive nuclides. A patented process developed for actinides extraction from radioactive wastes was applied to REE ore. Objectives were to optimize the process for REE leaching from ore, and separate radioactive impurities from sulphuric and nitric liquor by ion exchange (IX). Ore leaching was optimized using a surface response plan to ensure statistical significance. In optimized conditions, solubilization yields ranged from 90–95% for Th, 60–75% for U, 48–55% for LREE, and 59–75% for HREE in sulphuric and nitric media. Both media were compared for radionuclide removal from rich REE-bearing mineral liquor by IX. Actinides separation ranged from 92–97% for Th and 69–96% for U in sulphuric and nitric media.

By Moore, Richard B

PROBABLY no other metal excites as much interest, among both scientific men and the general public, as radium. This is due partly to the high cost of radium salts and partly to the peculiar properties of the element. Since radium-bearing ores were discovered in the United States, the interest of American scientific men has been stimulated and, at the present time, more radium is extracted and refined in this country than in all the rest of the world together. HISTORY The property of radioactivity was discovered, partly by accident, by Henri Becquerel, the French physicist, in 1896. He was experimenting with certain fluorescent substances in order to find, if possible, a connection between fluorescence and the recently discovered Y-rays. Among other chemicals which possess the property of fluorescence, he was using

Jan 8, 1918

By G. W. Adams

Foreword While the literature on radium is voluminous, there is no single publication available from Canadian sources which attempts to cover at all fully the world radium industry. The comparatively recent developments in the Wilberforce area, and the consequent arousal of public interest in radium, seemed to call for the publication of such a paper which would be intelligible to the layman. To satisfy this apparent need, the writers submit this paper which contains material derived from various sources, and for which the writers make no claim of originality. Direct references are made throughout the paper to sources of information.

Jan 1, 1931

By J. Font

The RAF or copper fire refining process at the Caletones smelter of CodelcoChile consists of several pyrorefining stages that successively lowers the levels of S, Fe, Pb, As, Sb, Te, Se and to some extent 0 in the copper melt, allowing the production of high quality fire-refined copper of 99.93 % purity (RAF copper). This chemical feature of the RAF copper is only achieved by quite long processing times, and a considerable consumption of fluxes and fuels in the RAF vessels. The main goal of this study was to improve the RAF process performance by thermodynamic considerations and industrial scale tests, i.e., an in situ approach for the process as featured by intensive sampling, characterization and subsequent modifications. Thus, both theoretical and industrial data were derived, and based on kinetic and thermodynamic evaluations, a higher operational standard was achieved for the RAF process. These new operational practices allowed enhancing the overall economic of the RAF process, by reducing the time and operational costs, and consequently increasing the availability of the vessels.

Jan 1, 2007

By Christopher J. Bise

INTRODUCTION The principal means for transporting men, supplies, and mined material in an underground or surface mine are rail systems, conveyor belt systems, or a combination of the two. Typically, large underground mines use rail haulage from the mining sections to the hoist, with conveyor belts being used within the sections. Small mines use conveyor belts in the mains and sub- mains as well as in the panels. The size and layout of surface mines also contribute to variations in the way these haulage systems are applied. The following sections address the typical problems confronting mining engineers in designing these haul- age systems. For rail, these include rail selection and turnout design, locomotive tractive-effort calculation, and motor sizing. Belt haulage calculations include belt width and speed specifications, tension and take- up requirements, idler spacings, and motor sizing. TRACK LAYOUTS Introduction The adequacy of mine track layouts is dependent upon such factors as rail weight (Table l), suitable ties, a well-drained roadbed, and properly designed curves, grades, and track alignment. As long as the installation conforms to the manufacturer's recommendations, good service can be expected from the rail system. Typically, mining-engineering calculations for rack layouts have dealt almost exclusively with the design of turnouts. As such, the following section provides the necessary information for computing the theoretically correct dimensions of turnouts. Turnout Design Fig. 1 shows a typical turnout with an identification of the component parts. Fig. 2 identifies the variables that are used to determine the turnout dimensions. The formulas that concern the mining engineer are those listed: [ ]

Jan 1, 1986

By Cleophus Short

[Of the many occupations in and about the coal mines, those of the haulage crews are among the most hazardous. Statistics ship that the second greatest number of fatalities about the coal mines occur during haulage ion and through the use or misuse of haulage equipment. During the five year period between January 1, 1957 and January 1, 1962, the m stone mine had a. Sack haulage frequency of 4098 and mined 3, 541,939 toads per haulage fatality. Coal mire haulage is similar in respects to railroading. We gee very serious consideration to the instillation of tack and to the selection of the haulage crews. In doing this, we are attempting to have our coal mine haulage as. Safe as that of the railroads.]

Jan 1, 1963

By Peter Johnson, David Barber, Lachlan Henderson

"Within underground portions of metro rail networks the traditional approach to a design fire has been to assume a worst credible railcar fire and develop ventilation and egress measures for life safety. This approach is being challenged as a rail network approach to design fires becomes a more practical and realistic approach. The network approach is based on utilizing an in-depth hazard analysis, to understand ignition and fire load sources in tunnels, above and below the floor of the railcar and within stations, and then utilizing a quantitative risk assessment to determine sets of fire scenarios. The process allows small, medium and large fires to be considered, with the consequences also being quantified. The selection of design fires has a significant influence on fire protection measures within a metro network and hence, is a major cost input. The rail network approach provides more robust decisions on fires, based on the hazards present. INTRODUCTION A fire within a rail car or one that occurs as part of a rail system can threaten the lives of users, maintenance staff and emergency services personnel. Fires in metro systems are rare events but can have severe consequences. As a result, any analysis of a potential fire must be thorough and rigorous and address not only regular accidents and small fires, but also very low probability, high consequence scenarios. The fire safety design process for a tunnel and station must start with the design engineers, contractor and operators making a number of key decisions related to fire protection measures, which may have significant cost considerations. One of the key aspects that influences the required fire protection is the design fire and the design fire scenarios, which is a key input for analysis. This paper provides an overview of the author’s experience in designing fire protection measures for rail networks in Europe, Australia and NZ, where a risk based framework is used to develop design fires and scenarios for the whole rail system – trains, stations and tunnels. This system wide approach is innovative, challenges the norms, but provides significantly more informed outcomes. The range of design fires will include small fires that may halt the network, larger fires for smoke hazard system design and significant post-flashover fires to assess the structural response."

Jan 1, 2016

By Raymond S. Shrode

Transportation is one of several important increments in the total market cost of most commodities. On a national average it has been reported that transportation accounts for about 25% of the total cost of a product at the market place. And industrial minerals are no exception. In fact, the proportionate cost frequently exceeds the 25% average. Further, it may actually determine the economic value of a deposit. Transportation may possibly be thought of as a specialized subject of concern only to a traffic manager and of only nominal interest to the mining engineer, the geologist or other technically oriented member of mineral producers' staff. However, in the industrial minerals field, interest is not commonly confined to exploration, development, production or marketing, but is in contrast an overlapping one. In a very real sense this broad area of interest in the total economics of the business is the specialty of the industrial minerals man. And transportation is a vital part of the total picture. Comments in this paper deal with rail transportation.

Jan 1, 1969

By R. H. Migliaccio, M. B. Kahle

The railroad haulage system was started at Kennecott's Bingham Mine in 1906 and has remained a prime mover of ore and waste for the succeeding sixty years. As the stripping ratios increased contract stripping on the upper levels of the mine was introduced employing truck and shovel methods. The ore production then was 90,000 tpd. Analysis of expanding the ore production to 108,000 tpd revealed that the increased ore production and continually rising stripping ratio would result in waste production requirements that exceeded the capacity of the rail haulage system above 6290 level. The advent of larger haulage trucks (65-100 tons) in the early 1960's made available to the Bing- ham Mine economic and operating factors which showed truck haul- age to be the best replacement for rail haulage on the upper levels of the mine. As part of that analysis it was concluded that company stripping would replace the contractor stripping in the top area of the mine.

Jan 7, 1973

By John W. Brauns, David H. Orr

9.1-1. Description and Basic Function. A conventional railroad haulage system for a surface mine performs the function of transporting the ore and/or waste out of the pit to a crushing plant or dump. Trains consisting of a locomotive and gondola or side-dump care suitable for loading by power shovels are used. Gondola cars are restricted to hauling ore as a rotary dumper is required to unload them. Side-dump cars are more versa- tile, being satisfactory for carrying both ore and waste; but because of their additional dumping mechanism they are likely to be more expensive to maintain (12). Also they weigh up to two times as much as a flat-bottom car of the same capacity, and, therefore, fewer cars can be hauled per train. Standard-gauge track is most commonly used. Track systems incorporate temporary track of low quality in areas where moves are frequent and permanent track of high quality on main lines. Rail haulage enabled open pit mining to establish its reputation, for efficiency. Prior to World War II it was the principal type of transportation used in large pits. Other successful surface mine haulage methods have been developed since that time. These have served to supplement railroad transportation, permitting selection of a method that is best adapted to the peculiar requirements of each mining project. 9.1-2. General Applicability and Controlling Physical Conditions. For handling rough rock, the shovel-train system is unexcelled (6). The ideal application is in a physically large, but not excessively deep, open pit mine from which the coarsely blasted ore and waste must be transported distances in excess of three miles. If, in addition, a high production rate is to be maintained, railroad haulage will probably afford a lower cost per ton transported than will any other haulage method. Relatively gentle

Jan 1, 1968

By AIME AIME

A COMMITTEE of the American Railroad Association, consisting of Samuel Rea, president of the Pennsylvania System, Chairman; F. D. Underwood, president of the Erie Railroad; A. T. Dice, president of the Philadelphia & Reading Railroad; E. J. Pearson, president of the New York, New Haven & Hartford Railroad; and C. H. Markham, president of the Illinois Railroad (who was represented at the meeting by J. F. Porterfield of his system), met at the headquarters of the American Institute of Mining and Metallurgical Engineers, New York, on April 6 to assist in the Coal and Coke Committee's attempt to solve the bituminous coal problem. There was a full discussion of the questions of seasonal freight rates and the purchase by the railroads during the slack months of their winter's supply of coal. As the question of fuel supply for the railroads is in the hands of the Railroad Association, as well as the coal operators, it was vital that it should be represented at this important conference. The situation from the point of view of the mine operators was presented very thoroughly. No seasonal rates were considered necessary for the year 1920, and, as this matter requires considerable thought, it will be given thorough study and worked out in detail at a subsequent meeting.

Jan 1, 1920

The past decade has seen remarkable progress by the railroads both in equipment and concepts in the handling of dry bulk. materials. While such shipments have always been an important part of the traffic handled by the railroads I little was done to improve the efficiency of handling or toward attempted optimization of equipment design before 1960. Several developments at about that time turned attention to this important segment of railroad traffic. One was the construction of a successful coal slurry pipe-line. Another was the promise of substantial economy in electric power transmission by ultrahigh voltage systems and finally, came the growing technological and economic feasibility of nuclear fuel electric generating plants. Each of these developments was a threat to the coal traffic of the railroads --the most important single commodity they handled in terms of revenue and tonnage. By the mid-1950's I Southern Railway management had become most concerned with its growing investment in freight car equipment and the declining revenue productivity of the capital employed. Additionally I there was substantial concern with the loss of business and potential losses in the area of the railroad's greatest economic advantage --bulk commodity movements. In 1958 a small team was established to study this problem. They arrived at two conclusions. The first conclusion was that within limits of maximum gross allowable weight on rail the lowest unit net capacity cost of investment came at maximum allowable gross weight per car unit. The second conclusion was that with a high degree of utilization costs per weight unit transported could be reduced to the pOint where

Jan 1, 1971

By A Penney, M J. Pascoe, R M. Stephenson

The empirical McCracken and Stacey stability and risk assessment method has been in use for more than 20 years to assess geotechnical stability issues for raise bored shafts. The methodology has been applied with various levels of success. Increasingly, trends in mining and civil tunnelling have been towards larger diameter, single pass, raise bored shafts to rapidly provide means of ventilation, material movement (ore passes), or emergency egress. Identifying and assessing potentially problematic zones before raise boring commences can allow for appropriate risk-based decisions on construction, or to investigate alternative solutions. The implementation of a proactive solution to raising through an identified weak zone is preferred to the application of an engineered solution to an area subjected to substantial instability or failure. Methods for investigating potentially problematic areas are discussed in this paper based on AMC’s benchmarking data. Proactive investigation programmes resulting from these investigations are also discussed. Previous publications discussing the benchmarking data have concentrated on Australian case studies. Increased efforts and recent updates have been made to expand the database to include international case studies. This has provided further refinement of lower bound ‘raise bore rock quality index’ (QR) values, and various rock mass parameters for stability assessments. CITATION:Penney, A, Stephenson, R M and Pascoe, M J, 2018. Raise bore stability and risk assessment empirical database update, in Proceedings The Fourth Australasian Ground Control in Mining Conference (AusRock), pp 434–445 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Nov 30, 2018

By John G. Ayttes

"The following is a review of the advance of raise boring and its current position. The viewpoint presented is that the mining industry, through its worldwide acceptance of raise boring, has acknowledged the success of the method in general. Acceptance, however, does not imply complete satisfaction with either the equipment or current operating costs. Therefore, a brief review of how boring costs are being r educed is presented, citing examples. Recent raise borer applications of special interest are presented to show adaptability of current equipment, and some special projects in the planning stage are highlighted."

Jan 1, 1972

By W. J. Taylor, T. D. Parris

"Over 90,000 feet of raise have been bored at International Nickel underground mining operations throughout the Sudbury District since the advent of raise boring in the early part of July, 1964. With a total of 10 raise borers on hand at this time, techniques have improved steadily since introduction at INCO mines. The first unit, designed for use in rock of low compressive strength, had to be modified and redesigned to cope with Sudbury Area Precambrian rock. As equipment and boring techniques improved, a specially designed machine for larger holes was developed and is now in use. More powerful units, with a thrust capacity of up to 750,000 pounds, are under investigation. Raises have been bored up to 84-inch diameter, and the changeover to 5- and 6-foot flat reaming heads with improved cutter design has increased performance substantially. As a result, 5-foot-diameter raises have been completed to a length of 750 feet and 6- and 7-foot raises to over 500 feet. Reference is also made to the drilling of over 23,000 feet of drainage and sand-fill holes, ranging up to 7% inches in diameter, with smaller underground rotary drill equipment.Finally, a look into the future indicates the need for further improvements in equipment design to permit economic boring of 7- to 8-foot-diameter raises in Sudbury Area ground types."

Jan 1, 1972