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By M. Mpofu, M. van Schoor, T. Kgarume, H. Grobler

The South African mining industry has committed to achieving a state of zero harm for its workforce, with a strong emphasis on worker health and safety. Among the major safety concerns are falls of ground, a leading cause of injuries and fatalities. Ground-penetrating radar, a non-destructive geophysical method, is recognised for its ability to image structures, fractures, and geological features within the rock mass. However, ground penetrating radar data is often acquired in local coordinates, posing challenges for visualisation in mine computer-aided design or three-dimensional visualisation software. This study explores the pivotal role of light detection and ranging data in transforming ground penetrating radar data from local survey coordinates to absolute mine coordinates. A comprehensive georeferencing methodology is presented, providing the stepwise progression from the initial georeferencing of ground penetrating radar data to the ultimate integration of ground penetrating radar and light detection and ranging datasets, resulting in the creation of a ground penetrating radar-light detection and ranging three-dimensional model. The proposed approach not only facilitates the integration of but also offers a practical means of visualising the integrated datasets within commonly used computer-aided design or three-dimensional visualisation software. An essential aspect of this integration is the adoption of non-proprietary data formats, specifically American Standard Code for Information Interchange text files, ensuring broader accessibility and compatibility. The potential for integrating diverse datasets to construct insightful models of the underground mining environment is illustrated. Integration of different datasets has the potential to offer a holistic understanding of the mining environment, providing essential information to decision-makers.

Jul 23, 2025

By Irving Lipkowitz

While the light metals are recognized generally as a distinct group in technical literature, economic classifications and data usually still treat them as part of the nonferrous group of metals. However, the economic characteristics of the light metals also differ markedly from those of other nonferrous metals. The distinctiveness of the light metals, as, a group and individually, becomes evident when their growth, since World War II is compared with that of other metals, as in Table 14.3.1. The growth of light-metals production has been much sharper than that of other metals. A weighted average for the light metals shows an increase of 112% during the 1958 to 1968 period. This compares with a 62% increase in the "All Primary Metals" component of the Federal Reserve Board Index of Industrial Production. The contrast was even sharper during the next six years (1968-1974), with light metals production up another 50% as against a 21 % increase in the FRB Primary Metals production index. The most important reason, however, for considering light metals separately is the trend and pace of technological change and not their distinctive statistics. Technology both creates and demands increasingly sophisticated materials. As technology advances and as all the world makes more extensive use of advanced technology, the importance of the light metals is likely to accelerate rapidly. There may be a profound clue to the future in the fact that light metals were predominant among the materials used in the construction of the Apollo 11 spacecraft. In determining what materials to use for the spacecraft and its equipment, the National Aeronautics and Space Administration (NASA) has explained that it did not look to "some of the more exotic metals" and relied instead on "generally proven materials." Accordingly, it apparently used a wide variety of metals, including precious metals, rare earths, special steels, copper, and light metals. What seems particularly significant is that, in seeking performance, NASA relied as heavily as it did on the light metals. Materials breakdown estimates show that aluminum accounted for over 75% of the materials used, titanium for another 5%, and magnesium was also used. Thus, light metals accounted for over 80%' of the materials used for the Apollo 11 spacecraft. The light metals are also unique in their availability. They rank high in abundance among the elements in the earth's crust. Aluminum is the third most abundant element, after oxygen and silicon, with magnesium ranking eighth, and titanium ninth. Among the structural metals, aluminum is the most abundant in the earth's crust, iron is second, magnesium third, and titanium fourth. This potential availability of light metals provides strong incentives for continuing improvements in process technology, because of two major national problems: (1) there is

Jan 1, 1976

By Richard P. E. Hermsdorf

IN the nonferrous sessions this year, magnesium wiggled its way into a dace of prominence such as it has never before enjoyed. This was evidenced not only by the number of papers presented on that metal but by the attendance at the meetings. The atmosphere permeating these magnesium meetings was similar to that which exists in a family with a new baby. Everybody crowded around to see what it looked like and then wondered whether it would be a success and credit to the family. Well. magnesium appeared to be a vigorous youngster, full of life, and raring to go. A close relative of maenesium named " aluminum, although much more grown up, also attracted much attention. From the activity and spirit in these sessions

Jan 1, 1944

By Henrique Silva Furtado

Light meter is an ArcelorMittal innovation that uses off-gas light intensity to predict bath carbon, which is akin to the visual cues that the operators employ to finish a blow. Light meter enables the prediction of end point that is independent of any operator’s judgment. The results have been in general consistent with the actual carbon content at BOF end point at Tubarão. Besides some outliers that occurred due to strange intensity curves, the system implemented in Tubarão BOF 3 reported a carbon prediction error statistic that is very similar to dissolved oxygen–carbon end point statistics. Preliminary trials using light meter without any filter improved carbon hit ratio significantly.

Jul 30, 2018

The story of the rise, progress, and development of our modern railway system is a long but an exceedingly interesting one. The phases it has passed through, the discussions that have arisen from time to time on the most economic modes of construction and working, and the final result these various discussions have led to, are full of importance and interest to the engineer. It is not my intention to deal historically with the subject. I desire simply to speak to the requirements of the hour in Australia. It will not be disputed, I think, that these colonies have reached a point in railway construction and management when, if additional lines to any extent are still to be built, a different principle must be adopted. There are yet large tracts and areas of country to be tapped by the rail and the locomotive, which for years to come must remain untouched if the same expensive gauges and modes of construction are continued. We have yet to see clearly the necessity of introducing a system of light lines that will pay their own way and at the same time augment the traffic of our main lines. This question really no longer remains an unsolved problem. It lies, in a few words, in the acceptance of the, narrowest gauge and the simplest mode of construction that can constitute a pacticable railway. I fear it is hopeless to suggest that private companies should be legally permitted to construct such lines. It seems as if it were next to impossible to move official authorities to enter upon the construction of lines on this principle. It is, all the same an undoubted fact that if private companies could obtain Acts of Parliament, that in several of the colonies a new impetus would be given to railway construction.I may point out that not only has the principle of narrow gauge light railways been adopted in India but private companies are obtaining power to build them. Outside of :England many narrow gauge lines have been made, and in France, Denmark, Italy, and Sweden they have been highly successful.

By A. J. Beer, A. Wetherelt

Paper presented at the UK minerals industry conference held in Leeds, UK, 3-5 April 1995. Camborne School of Mines has developed a simple, cost-effective light-sectioning method that has been used successfully in tunnels and small stopes. Light sectioning provides an almost visual examination of the stope's excavated profile. An illuminated section of walls, roof and floor is recorded photographically. Overbreak and underbreak can then be easily quantified by reference to the designed shape. The prototype rig is described. Use of a fish-eye lens to capture a greater field of view is discussed. Calibration was achieved by comparison with images made with a conventional wide-angle lens with nominal distortion. The system is reliable under a range of operating conditions including dust, heat and humidity. It is also simple and easy to use, does not require skilled personnel and is low cost

Jun 18, 1905

By Alan L. Sangster

Abstract -Auriferous, bedding-parallel veins occur in zones of carbonaceous, argillaceous and sulfidic turbidites in the Lower to Middle Cambrian sandy flysch of the Goldenville Formation. The ?34S values for vein and wall-rock arsenopyrite and pyrrhotite, and for regional pyrite and pyrrhotite, are highly positive. The values are similar to those from Cambro-Ordovician sediment-hosted deposits of other types, and display trends that increase upward in the stratigraphic sequence. The similarity in composition of vein and wallrock sulfides indicates a seawater-sulfate source for sulfur, derived from the enclosing rocks at the time of vein formation. The upward increase in ?34S values is consistent with closed system sulfate reduction in the anoxic portion of a stratified water-column. Published ?18C and ?18O values for Meguma Group vein carbonates are unlike those of other gold-vein carbonates, but are similar to those of diagenetic-metamorphic carbonates from the Meguma Group and elsewhere. These data indicate that the source for the vein-related sulfides and carbonates may be the host strata; possibly the arsenic and gold were derived from the same source.

Jan 1, 1992

By Alan L. Sangster

Auriferous, bedding-parallel veins occur in zones of carbonaceous, argillaceous and sulfidic turbidites in the Lower to Middle Cambrian sandy flysch of the Goldenville Formation. The 0348 values for vein and wall-rock arsenopyrite and pyrrhotite, and for regional pyrite and pyrrhotite, are highly positive. The values are similar to those from Cambro-Ordovician sediment-hosted deposits of other types, and display trends that increase upward in the stratigraphic sequence. The similarity in composition of vein and wallrock sulfides indicates a seawater-sulfate sourCe for sulfur, derived from the enclosing rocks at the time of vein formation. The upward increase in ?34S values is consistent with closed system sulfate reduction in the anoxic portion of a stratified water-colurnn. Published ? 13C and ? 18() values for Meguma Group vein carbonates are unlike those of other gold-vein carbonates, but are similar to those of diagenetic-metamorphic carbonates from the Meguma Group and elsewhere. These data indicate that the source for the vein-related sulfides and carbonates may be the host strata; possibly the arsenic and gold were derived from the same source.

Jan 1, 1992

By G. S. Cole

By 2025, the U.S. automotive industry will have to average 54.5 mpg (4.3l/100km) Corporate Average Fuel Economy (CAFÉ). While new/improved powertrain technology (turbocharging, electrification, diesels, transmissions and stop/start) will be critical, it is estimated that 25-40% of the new CAFÉ standards will require significant mass reduction, and lightweight structural materials will be required. This presentation examines vehicle mass reduction based on new developments in manufacturing automotive structures and components using light metals (aluminum and magnesium), conventional heavy metals (iron and steel), polymers, and carbon-fiber reinforced polymer composites. Components that used to be sand cast or pressure die cast provided minimal fatigue strength and ductility. But greater mass reduction uses more light metals in structural applications. They require eliminating porosity and inclusions to improve ductility and fatigue strength. Improved casting processing, with vacuum die casting, counter pressure and squeeze casting, and new forging and extrusion applications are being developed for this purpose. New grades of ultra-high strength steels can be made thinner, and save over 1/3 the mass vs conventional mild steels. But more complex and expensive processing, such as hot stamping and in-mold quenching, is required. Most engine block structures have migrated from grey cast iron to aluminum over the past 40 years. But compacted graphite cast iron has higher strength at high combustion temperatures and pressures so that high powered engines can be smaller and even lighter than aluminum. Assembling a range of lightweight materials into vehicle structures requires specialized assembly techniques, including sophisticated structural adhesives that can mitigate vehicles’ unique corrosion environment. The presentation will conclude with discussing lightweighting strategies of Asian, American and, European marques and the materials, component designs and assembly techniques used to achieve 2025 CAFÉ.

Jan 1, 2016

By Zay Jeffries

AMONG the various metals with low specific gravity, two, aluminum and magnesium, are used in the nearly pure state or as bases for light-weight alloys. Although the production of magnesium is only about one-twenty-fifth that of aluminum, a higher percentage of its output is used in the transportation industry than that of any other metal. The per-centage varies from year to year but, on the average, more than three-fourths of the magnesium production has been used for this purpose. In the United States, about 40 per cent of the aluminum production is used for transportation purposes. It seems obvious that equipment demanding repeated movement with need for rapid acceleration and deceleration should be as light in weight as the economics of engineering materials will permit. There are, however, differences of opinion with reference to both the economics and the engineering aspects of this subject. Tables 1 to 7 inclusive relate to the principal light-metal materials currently used in the transportation industry. These, with the accom-panying titles and footnotes, are in the main self-explanatory. Although the variations in mechanical properties can be easily seen from the tables, it should be kept in mind that the values given are for ordinary tempera-tures and that the changes in properties with temperature are not the same for the different alloys. Also, the corrosion properties cannot be deduced accurately either from the compositions or from the physical properties. Again, certain of these alloys are used because they possess desirable combinations of properties not listed in tine tables, including heat conductivity, coefficient of expansion, machinability, ease of casting or working, light reflectivity, anodic coating characteristics, etc. These, together with variations in prices, must be given careful analysis to effec-tively utilize the light alloys. Some of the alloys listed in the tables are new and some are old, but all are standard. Even the older alloys are available in new shapes and larger sizes than heretofore, and all are used in the transportation industry in structures of new design. Certain of the applications of specific alloys will be touched upon in the following brief history of the use of the light metals in transportation.

Jan 1, 1936

By N Pranoto, E Lawell, T Dean, M Grant

The Goonyella Riverside Mine is located 30 km north of Moranbah in Central Queensland, Australia. Recent mining activities have exposed the north–south striking Kenya and Zimbabwe thrust Faults. These faults vertically offset coal seams by up to 25 m and locally thicken coal packages through imbrication of coal seams. The presence of back-thrusts add to the geotechnical complexity of maintaining highwall stability. The Kenya and Zimbabwe Faults have provided multiple challenges to the mining operation, with an unplanned additional 240 kt of coal tonnes being mined from imbrication of coals seams or from the refinement to local scale geological models. These additional coal tonnes have been either identified during the mining of the coal seam or just prior to overburden removal above the coal seam. These faults can also negatively impacted highwall stability with highwall failures, lowering the overall slope angle for pit designs and increasing stand-off distances for hazardous highwall conditions. Unmanned Aerial Vehicles are used to scan exposed highwalls and enable geological mapping via high-quality 3D images. Measure while drill data from drill and blast rigs can provide local-scale intersections of the faults and coal seams. Mine Geologists utilise these and other data sets to create localised geological models refined position of the fault planes and coal seams. These models are utilised by relevant mine site teams to ensure the safe and efficient mining of coal around these faults.

Mar 22, 2022

By William H. Highlands

Lightning is a natural phenomenon which poses a potential hazard to people, structures, and equipment unless adequate protection is provided. The type of protection required is related to the nature and of the facility. The decision making process involves a number of interrelated factors which should be considered when determining the need for protection.

Jan 1, 1989

By William C. Geitz

"Lightning has always posed a serious threat to blasting operations, especially wkhin the mining and construction industries and operations involving the manufacture, transport, storage and handling of explosives. In recent years, technological advancements in communications systems and microprocessors have significantiy improved the accuracy and efflliency of lightning detection and warning instrumentation. These advancements have increased the availabilii of highly reliable,accurate and affordable systems for use within the explosives arena."

Jan 1, 1991

By Thomas J. Fisher, Thomas Novak

Strong circumstantial evidence suggests that lightning has initiated methane explosions in abandoned and sealed areas of underground coal mines. The Mine Safety and Health Administration (MSHA) investigated several of these occurrences within recent years. The investigated explosions occurred at significant depths, ranging from 500 ft to 1200 ft. Data from the National Lightning Detection Network indicate a definite correlation between the times and locations of the explosions with those of specific lightning strikes. This paper addresses the question, "Can lightning cause potential differences capable of igniting methane-and-air mixtures at overburden depths at which underground coal mining occurs?" A mine depth of 600 ft was selected for this initial study. Computer simulations were performed, with and without the presence of a metal- cased borehole extending from the surface to the mine level. CDEGSTU software from Safe Engineering Services & Technologies, Ltd (SES) was used for the simulation.

By David R. Zuchelli, Elio L. . Checca

Two case studies of methane gas explosions and their effect on the operation of underground coal mines are presented. The studies detail the recovery operations and investigations at each mine site. These include the circumstances prior to the explosions and the effects on the surface and underground ventilation control systems. Various ignition sources such as surface and underground electrical power systems, degasification sites, ventilation shafts, test well casings, and lightning activity were investigated. In each case, a lightning report from the National Lightning Detection Network1 was used in conjunction with the physical evidence and eyewitness accounts to confirm lightning strikes as the ignition source for the explosions.

Jan 1, 1995

By Allen R. Rowen

One of the greatest deterrents to more widespread use of manufactured lightweight aggregate is the fact that no industry-wide standards for its application exist. It is true that ASTM has specifications covering lightweight aggregate, but they are so broad as to be of little assistance in mix design work. Today even an engineer who has worked with one lightweight aggregate may be faced with re-education on his next light- weight concrete job if he is in an area served by another producer. Manufacture of lightweight aggregates has grown with the country, appearing in the patent literature at least as early as 1875, when a patent was issued covering use of burnt clay aggregate as an admixture in manufacture of artificial stone. The widely known Haydite came into the picture prior to 1920 as a result of work by Stephen J. Hayde, and there have been many others since who have contributed significantly to the growth of the industry and its technology.

Nov 1, 1956

By Henry N. McCarl

The New England States form the most northeastern portion of the continental United States and include Connecticut, Rhode island, Massachusetts, Vermont, New Hampshire, and Maine. These states have an aggregate population of over 10.5 million people, and an average annual population rate increase of about 1.3%. A great deal of new construction is required each year to meet the increasing demand for new homes, roads, offices, factories, and warehouses. Yet, prices of construction materials such as blocks and concrete are generally higher in New England than in other well populated areas of the United States. This is an indication of local demand being somewhat greater than supply, an atmosphere conducive to new developments in the production of construction materials. One such field of development is the rapidly growing Lightweight Aggregate Industry. Recent construction in Boston has used a great deal of lightweight aggregate. New structures using lightweight aggregate in lightweight concrete include the following: M.I.T.'s 20-story Earth Science Center and 17-story Married Students Housing Project Prudential Life Insurance Center, West End Redevelopment Project at Charles River Park, Hotel Americana, and the British-owned 33-story office building at 50 Pearl Street.

Jan 1, 1964

By Joel D. Hammond

Lightweight concretes date back to before the Roman Empire. The earlier concretes were made by combining a burnt lime for cementious material with pumice or volcanic rock for aggregate. Although structural value was limited due to its primitive nature, many structures were able to withstand the test of time. The rotary kiln expanded shale industry had a slow start that began around 1908. The industry was founded by Stephen J. Hayde of Kansas city, Missouri. Mr. Hayde noticed that the bloating effects of some aggregates were undesirable by the brick industry. Material of this type was considered waste and avoided in brick production, but he realized it had all the qualities and basic requirements for a concrete aggregate that would reduce weight and still retain structural value. It came into national attention by use in ocean-going vessels through a shipbuilding program undertaken by the united states Fleet Corporation. This research was brought about by the need to find a suitable material to replace high-grade plate steel due to a shortage created by World War I. The need prompted the government to supply the reserves that Stephen Hayde desired to continue and complete research into producing a uniform lightweight aggregate. His results pointed to the rotary kiln method for which he was granted a patent in 1918. One of the most famous and largest concrete ships built through this program was the U.S.S. Selma. Although the Selma

Jan 1, 1977

By N. S. Wagner

The production of lightweight aggregates in Oregon is a new industry, and, like all new enterprises, it is suffering from growing pains characterized by numerous, small operations some of which flourish for a short time and then cease altogether. Normally all industrial mineral products are produced in a highly competitive atmosphere. At the present time this condition does not exist to a very marked degree in the state because as yet producers have not saturated the constantly expanding market. This paper has been prepared with the intention of outlining very briefly the current status of the various products now being used as lightweight aggregates in Oregon. The present picture will surely change, perhaps quite radically within even a short space of time.

Jan 1, 1949

By T. A. Klinefelter

Lightweight concrete aggregates are materials weighing less than the usual aggregates of sand, gravel, and crushed rock. Concretes made with sand and gravel or crushed rock weigh 145 to 150 lb per cu ft, compared with 50 to 90 lb per cu ft for concretes made with lightweight aggregate. The ultra-lightweight concretes weigh much less than 50 lb per cu ft. Lightweight aggregates may be natural or manufactured materials, or byproducts from other commercial operations. Natural materials include pumice and pumicite, tuffs, breccia, scoria, diatomite, and vegetable products, such as peat, straw, and sawdust. Manufactured materials include expanded perlite, vermiculite, slag, clay, shale, and slate. Byproducts include cinders, aircooled slags, and coke breeze. Concretes made with lightweight aggregate were used first in construction of commercial buildings, later in homes. Present usage is general in multistory and other building construction, such as bridge decks, barges, jet-plane runways, piers and other structures. The industry has grown remarkably in the last decade. General Considerations The particular use to which the concrete may be put determines the importance of the various properties of the aggregates employed. Any given type of aggregate, however, should be reasonably uniform in composition and properties. It should be suitably graded and maintain proper weights, insulation values, and adequate strength to prevent breakdowns in mixing. It should bond properly with the cement, be inert to chemical reactions with cement and steel, and resist weathering, moisture, insects, and fungi. Some properties of any given type of lightweight aggregate from different suppliers may vary considerably because of differences in the source of raw material and the method of treatment. This statement applies particularly to expanded clays, shales and slates. All lightweight concretes have higher absorption of moisture and lower thermal conductivity, lower compressive strength, as well as lower unit weight as compared with standard concretes made with sand, gravel or crushed rock. Excepting cinders, the cost of lightweight aggregates is usually higher. Grading and unit weight requirements are given in ASTM standards: C 330-53T, Lightweight Aggregates for Structural Concrete; C 331-53T, Lightweight Aggregates for Concrete Masonry Units; C 332-54T, Lightweight Aggregates for Insulating Concrete. The production of masonry units shows the growth of the use and types of lightweight aggregates. In 1947 the total number of lightweight block was 460,000,000 units in 8 by 8 by 16-in. equivalents. By 1954 this had increased to 950,000,000 units. Of the 1954 production, 27 pct was of manufactured types, 43 pct of cinders, and 30 pct of remaining types. Raw Materials Used as Lightweight Aggregates It was stated above that a variety of products both natural and manufactured are used as lightweight aggregates. It is easy to understand that a bulky material of low unit value cannot be transported far and still remain a low cost product. Hence the product used in a particular market depends upon the availability of the possible raw materials. Thus it is

Jan 1, 1960