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The zinc-lead lode at Rosebery, on the West coast of Tasmania, has a total length of over 4000 ft. It consists of five elongated lenses parallel to the foliation planes of the quartz sericite schist, and is situated at the junction of the quartz sericite schist and a thin belt of slate. The lenses consist of massive, fine grained sulphide ore, with small amounts of quartz, barite, sericite and chlorite, and they terminate in masses of low grade ore. The gangue minerals increase in quantity in the low grade ore which includes small quantities of the manganese garnet, spessartite. The schist walls of the lenses are in places impregnated with lode minerals to a degree sufficient to permit them to be regarded as economic ore.The ore-bodies have developed from incoming mineral solutions by the replacement of the quartz sericite schist and are localised where the ore solutions have been confined by a relatively impervious slate band. The early stages of replacement of the schists are signified by the development of pyritic bands which are succeeded by a strong development of zinc blende. With ptogressive crystallisation, the character of the mineral solutions gradually changed and the development of galena, and its associated bournonite, became more important in the later stages.Remnants of the replaced schist, in the form of isolated wisps and schlieren of sericite and chlorite, are present in the ore body, more noticeably in the pyritic specimens. An important feature of the ore is the association of small ogllantities of gold with trahedrite.

Jan 1, 1934

By P. E. Georghiou, S. Shafiei Zadeh, H. Hassan Nejad

Data are presented on the extractant behaviour on toxic metal removal from spent hydroprocessing catalyst, produced at the North Atlantic Refinery plant in Newfoundland and Labrador. Aliquat 336 was selected due to its potential capabilities for the separation of cobalt, molybdenum and nickel from the leachate extractant produced by aqua regia. The solvent extraction process was statistically modeled using central composite design (CCD), and the numerical optimization was conducted to achieve the optimum point for toxic metal recovery for the extractant.

Jan 1, 2014

By Alan Bauer, Melvin A. Cook

Measured detonation pressures of "prills and oil" (94/6 ammonium nitrate/fuel oil) and three of the new "slurry" blasting agents are presented and compared with computed, ideal detonation pressures and with detonation pressures expected from the measured detonation velocities. Results seem to show that the peak pressure in the detonation wave in these cases is the Chapman-Jouguet pressure and that no "spike" exists in these detonation waves. The absence of the Zeldovich-von Neumann "spike" is noteworthy in view of the very long reaction zone lengths of these mixtures. The measured detonation pressure of one of the slurry blasting agents (DBA-3") under steel confinement ( 172 kilobars) is shown to be considerably greater than the ideal detonation pressure of 75 per cent gelatin dynamite (p. = 135 kilobars) despite the fact that the detonation was still somewhat non-ideal in "DBA-3," its computed ideal detonation pressure being 180 kb. The popular 94/b AN /FO blasting agent exhibited a detonation pressure of only 13.5 kb in 5" paper tubes, but 37.5 kb in 5"• steel pipe compared with a computed ideal pressure of 40 kb.

Jan 1, 1961

By Chu E. Ho, Paul Napoli

This paper presents the performance of nineteen open-ended steel pipe piles driven through highly variable overburden soils into glacial till and schist bedrock. The piles were 16 inches in diameter and 0.656 inches thick, with yield strength of 50 ksi. The piles were designed for a service capacity of 250 kips and were driven to achieve an ultimate geotechnical capacity of at least 500 kips. Due to the large variation in the ground conditions, installed pile lengths ranged from 25 to 66 feet. Some piles were driven to refusal on the bedrock while others were terminated at final driving resistance of 2 to 7 blows/in. Two piles were suspected to be plugged during driving while others did not. Each pile was instrumented with strain gages and accelerometers near the pile top, and observed using a Pile Driving Analyzer (PDA) to provide preliminary guidance on pile capacity achieved at end of initial drive (EOID). The influence of plugged and unplugged pile toe conditions on the interpretation of pile capacity was investigated using Case Pile Wave Analysis Program (CAPWAP). Characteristics of driving energy, compressive and tensile stresses developed in the steel pipe piles, and the resulting pile deformation behavior are discussed. INTRODUCTION The Hunters Point South redevelopment in Long Island City, Queens is one of New York City’s major efforts to transform former manufacturing zones into mixed developments for the middle-income community. The site is located along the eastern shoreline of the East River and Newtown Creek. The development included low to high-rise residential buildings, a public school and retail structures. Open spaces were created along the East River and Newtown Creek waterfronts in the form of a continuous park providing for recreational and community related activities. Waterfront structures included small park buildings, walkways and viewing platforms with the shoreline protected by revetments as part of the City’s flood mitigation strategy. The project was implemented in two phases, with completion of construction for Phase 1 in 2013 and Phase 2 in 2019. Based on available historical information, extensive reclamation took place between 1855 and 1898. After 1951, changes to the shoreline were made along the East River, including the removal of reclaimed land along the northern portion of the project site to allow for docking facilities. By 1977, these facilities had been demolished and backfilled to form the current shoreline configuration. The present site was temporarily used as a parking lot with stockpiles of fill mixed with construction demolition rubble, rip-rap and boulders of varying heights across the site. The existing ground surface varied significantly up to approximately 25 feet difference in elevation. The stockpiles were removed and the site was re-graded during final development of the project. This paper discusses the foundation design challenges due to the loose overburden soils and potential obstructions within the fill material, in particular, the issues relating to installation of open-ended steel pipe piles through the ground conditions encountered on site.

Jan 1, 2019

By John Kuyt, Zili Li, Michael Mooney, Michele Mangione

"INTRODUCTIONTwin bored tunnels are commonly used for a variety of road and tunnel projects throughout the world. A major component of these twin tunnel projects is the construction of connecting cross passages that provide emergency access between tunnels and space for tunnel service equipment. Cross passages can present significant geotechnical risk and technical challenges to a project – support systems must be considered for redistributing loads around the mainline tunnel openings and supporting new loading resulting from excavation activities. Additionally, cross passages pose risks to construction schedule and cost because of their sequencing at the end of construction, so mitigation of schedule overruns can be critical. By observing field instrumentation data records from completed projects, a betterunderstanding of the force development in each temporary structure can be achieved with indication of which structures are the most critical to support ground loads.This paper discusses the data obtained during the Brisbane Airport Link construction project, a road tunnel located in Brisbane, Australia. Strain gauge instrumentation data from the precast segmental lining and propped opening steel sets is presented with relation to the construction sequence and local geology. Interpretations and conclusions based on the observed trends are proposed, with several key mechanisms affecting the loading and unloading identified.Brisbane Airport Link Project OverviewThe Brisbane Airport Link project in Brisbane, Australia, connects central Brisbane to the airport located northeast of the downtown with over 7km of twin-bore road tunnels, two lanes each, with several caverns, interchanges, and access ramps constructed along the alignment to connect to other key routes in the city. The project was executed under a Public-Private Partnership (P3) scheme, funded and operated by the consortium BrisConnections. The main contractors were a joint venture of John Holland and Theiss, while the design was carried out by Arup and Parsons Brinckerhoff.Construction of the tunnels was conducted using a combination of 17 roadheaders and two 12.5m double-shield Herrenknecht TBMs [1]. The TBMs were used in EPB-type closed mode for the initial portion of their drive, starting at the northeast end of the alignment. Tunneling started in soft ground, weathered rock, and mixed face conditions initially, progressing to competent sedimentary rocks as the drive continued. Support was accomplished using a 12.1 m diameter steel fiber reinforced concrete (SFRC) segmental lining installed behind the TBMs in a 9 segments + 1 key arrangement. The innovative design of these segments is detailed in the paper by Harding and Francis [2]. Ancillary roads and underground interchange caverns were constructed by sequential excavation techniques using roadheaders, accounting for nearly half of the total underground excavations."

Jan 1, 2016

By Michelle Mangione, John Kuyt, Zili Li, Michael Mooney

"Twin bored tunnels are commonly used for a variety of road and tunnel projects throughout the world.A major component of these twin tunnel projects is the construction of connecting cross passages that provide emergency access between tunnels and space for tunnel service equipment. Cross passages can present significant geotechnical risk and technical challenges to a project – support systems must be considered for redistributing loads around the mainline tunnel openings and supporting new loading resulting from excavation activities. Additionally, cross passages pose risks to construction schedule and cost because of their sequencing at the end of construction, so mitigation of schedule overruns can be critical. By observing field instrumentation data records from completed projects, a better understanding of the force development in each temporary structure can be achieved with indication of which structures are the most critical to support ground loads.This article discusses the data obtained during the Brisbane Airport Link construction project, a road tunnel located in Brisbane, Australia. Strain gauge instrumentation data from the precast segmental lining and propped opening steel sets is presented with relation to the construction sequence and local geology. Interpretations and conclusions based on the observed trends are proposed, with several key mechanisms affecting the loading and unloading identified.Brisbane Airport Link project overview. The Brisbane Airport Link project in Brisbane, Australia, connects central Brisbane to the airport located northeast of the downtown with more than 7 km (4 miles) of twin-bore road tunnels, two lanes each, with several caverns, interchanges and access ramps constructed along the alignment to connect to other key routes in the city. The project was executed under a public-private partnership (P3) scheme, funded and operated by the consortium BrisConnections. The main contractors were a joint venture of John Holland and Theiss, while the design was carried out by Arup and Parsons Brinckerhoff.Construction of the tunnels was conducted using a combination of 17 roadheaders and two 12.5-m (41-ft) double-shield Herrenknecht tunnel boring machines (TBM) (Harding & Francis, 2013). The TBMs were used in earth pressure balance- (EPB) type closed mode for the initial portion of their drive, starting at the northeast end of the alignment. Tunneling started in soft ground, weathered rock, and mixed face conditions initially, progressing to competent sedimentary rocks as the drive continued. Support was accomplished using a 12.1-m (39.8-ft) diameter steel fiber reinforced concrete (SFRC) segmental lining installed behind the TBMs in nine segments + one key arrangement. The innovative design of these segments is detailed in the paper by Harding and Francis (Harding & Francis, 2013). Ancillary roads and underground interchange caverns were constructed by sequential excavation techniques using roadheaders, accounting for nearly half of the total underground excavations."

Mar 1, 2017

By T. D. Rourke, E. J. Cording, O&apos

INTRODUCTION Detailed investigation of a 60-ft-deep excavation in a mixed profile of sands and stiff clay was performed by the University of Illinois for the Washington Metropolitan Area Transit Authority (METRO). The work was coordinated through DeLeuw, Cather and Co., the General Engineering Consultant of METRO. Instrumentation was concentrated in a portion of braced excavation for the Gallery Place Station near the intersection of 7th and G Street. The early construction date, the 60 ft depth of cut, and the proximity of large buildings formed the basis for selection of this site as the focal point of observation and measurement. A history of lateral and vertical displacement is provided wherein movements which occurred during excavation to the full depth of cut and, subsequently, during station construction and the removal of braces are described in detail. Observations of preloading and the consequent brace loads and wall displacements are described. The effect of temperature change on brace loads is discussed and the measured apparent earth pressure for the 60-ft cut is provided. The paper discusses the relationship of lateral displacements of the cut wall to the construction procedure, and compares the lateral wall displacement with both lateral and vertical movement in the surrounding soil mass. Based on observed movement, the method by which displacement was predicted for a nearby 82-ft-deep excavation is described. The performance of the 82-ft-deep excavation has been summarized elsewhere (2).

Jan 1, 1974

By K. Woodward

"SynopsisSeismically active mines generally experience an increase in seismic hazard due to rock mass instability following blasting. Re-entry protocols commonly include measures to limit the spatial and temporal exposure of personnel to increased seismic hazard induced by blasting. The management of periods of increased seismic hazard requires the development of re-entry protocols for a unique mining environment. Identifying mining conditions that may result in significant seismicity following blasting relies on retrospective analysis, which is often focused on seismicity occurring within a certain period after blasting and within a certain radius of the blast in the broader context of site-specific experience.The analysis of seismicity without considering blasting times and locations allows for the relationship between seismicity and blasting to be investigated without prior assumptions concerning dependency. To achieve independent analysis, seismicity that is clustered in space and time (referred to as a seismic sequence) must be identified by assessment utilizing only seismic parameters. An automated algorithm is implemented that assesses the timing, location, and quantity of seismicity to identify seismic sequences, represented by the time of the first event and mean location of all events in the sequence.The relationship between sequences and blasts is assessed by calculating the distance and time from each sequence to the closest blast in space and time. Establishing an independent classification between sequences and blasting provides insight into the unique cases where seismic sequences are remote and/or delayed with respect to blasts and identifies cases when sequences exhibit a weak relation to blasting. The nature of seismic responses to blasting has direct implications for the management of the increased seismic hazard associated with seismic sequences.The approach presented in this study contributes to the management of seismic hazard by providing empirical support for the relationship between seismic sequences and blasting. These relationships indicate the portions of sequences that can and cannot be practically managed using tactical approaches. Furthermore, the analysis of sequences reveals the nature and evolution of rock mass responses to blasting. These results have implications for the extent of spatial or temporal re-entry restrictions required for the optimal management of time-dependent rock mass response to mining."

Jan 1, 2015

By J. J. Cilliers, I. K. Craig, J. D. le Roux, K. Hadler

An analysis of the state-observability characteristics of a dynamic tank-to-tank model of a flotation bank indicates that the concentrate-flow rate of each tank can be estimated from accurate measurements of the pulp height in each tank and the final tailings flow-rate exiting the final tank. Therefore, there is an opportunity to construct an observer (model-based soft-sensor) which can estimate the concentrate flow-rate of tanks in a flotation bank. The concentrate flow-rate, i.e. mass pull, is generally measured by means of froth image analysers on industrial plants. A model-based soft-sensor will not only provide a means to validate froth image analyser results, but could potentially substitute them as they are less expensive to implement and maintain. Keywords: Concentrate flow-rate, estimation, flotation, modelling, observability, soft-sensor

Jan 1, 2020

By O. A. Knight

THE suppression of the austenite-martensite transformation that can be brought about by the addition of certain alloying elements, such as manganese or nickel, to plain carbon steel has been known for a long time, especially since Guillet's investigation at the beginning of this century. The extent to which the critical range is lowered depends upon the percentage and nature of the special element added. First the Ar1 point is lowered gradually, then at a certain percentage a sudden lowering to about 300° C. occurs. The addition of still larger percentages of the alloy may result in lowering the Ar1 point to room temperature or below, in which case the steel remains austenitic at room temperature, especially after rapid cooling. The effect of alloying elements of this general type on the lowering of the transformation temperature is well illustrated by Sauveur(1)§ in his Fig. 281a, reproduced here as Fig. 1. This type of curve is characteristic of both manganese and nickel though it requires about 2 1/2 times as much nickel as of manganese to produce the same result. The influence of nickel in retarding the transformation of austenite into the lower transition constituents is due to its lowering of the critical range of the steel, which is also well illustrated by Sauveur(1) (after Osmond) in his Fig. 284, reproduced here as Fig. 2. Scott(15) presents a diagram illustrating the effect of manganese on the Ac3 and Ar3 points which is strikingly similar to the diagram above referred to in Fig. 2 concerning the effect of nickel.

Jan 1, 1934

By Ronald Damen, Dion Denes

"Friction fatigue is the loss of soil-pile friction around the shaft area of the pile. It has been observed during impact driving of piles, and has been modelled to a limited degree using physical scale models. This paper proposes the use of high strain dynamic pile testing to assess and quantify friction fatigue in impact driven piles. The method is applied to two case studies: one on a project off the north-west coast of Australia and one on a South Pacific Island. On both sites calcareous sand layers are present. Pile Driving Analyzer (PDA) monitoring has been conducted during impact driving of steel piles, which allowed for assessment of shaft resistance development both with depth and with progressive driving, by use of wave equation signal matching. Lessons are drawn from the case studies to improve future observations.INTRODUCTIONFriction fatigue is the loss of soil-pile friction around the shaft area of the pile, under cyclic loading or during pile driving. The phenomenon has been frequently observed in some non-silica sands, such as pumice sands and calcareous sands and has been the subject of academic study.The occurrence of friction fatigue impacts the driving behaviour of piles and the shaft friction component of the ultimate geotechnical strength (Rd,ug). If potential friction fatigue is not recognised in the design phase of a project, required pile toe levels can be significantly underestimated. This could lead to extra cost and delays, or, if no adequate pile verification is conducted, to geotechnical failure or underperformance of piles. This is especially true in remote locations, such as Pacific islands, where calcareous material is often present.A better understanding of the phenomenon would aid both pile design and driveability assessment. This paper proposes the use of high strain dynamic pile testing to assess and quantify the effect of friction fatigue from impact driving. Two case studies are presented in which high strain dynamic testing has been conducted on driven piles in calcareous sands to illustrate the method.BACKGROUNDFriction fatigueThe geotechnical strength of piles is composed of the resistance to static loading by the base of the pile and the shear resistance between the shaft of the pile and the adjacent soil. The latter is often referred to as the shaft resistance or shaft friction.During impact pile driving, a decrease in shaft resistance is often observed. Although this phenomenon is also observed during vibratory pile installation, this paper deals predominantly with impact driving. This decrease in material strength from the tip of the pile influences the shaft resistance and may be either temporary or permanent. Temporary reduction in shaft resistance is common in cohesive soils and is thought to be caused by excess pore water pressure, which has insufficient time to dissipate. This phenomenon, commonly referred to as set up, is observed to a significantly lesser extent in non-cohesive materials such as clean sands (Rausche et al., 2004)."

Jan 1, 1900

The word "engineering" should not be considered as all-inclusive. Perhaps it should be redefined at this time. Various fields of learning that are indispensable to the locating, beneficiating, processing and using of minerals cannot be classified properly as engineering. For example, in locating deposits, the sciences of paleontology, stratigraphy, mineralogy, petrology, petrography, geo- chemistry, economic geography, and mineral economics might be involved. Beneficiating, processing, and using go beyond the normal scope of engineering to include fuel technology, physical and organic chemistry, physical and atomic metallurgy, and ceramics. Fifty-eight institutions of higher learning in the United States offer curricula in one or more subject-matter fields of the mineral arts and sciences. Thirty-four curricula are offered in mining; 42 in metallurgy; 17 in petroleum and natural gas; 13 in ceramics; 1 in fuel technology; 23 in geological engineering; 8 in geology; 4 in geophysics; 2 in mineral preparation; and l in mineral economics.1 Under given conditions, some of these curricula probably could be eliminated without the slightest retardation in the rate of advancement of knowledge concerning the science of mineral discovery, extraction and utilization, but it is no credit to mineral industries colleges that five departments of mining per-

Jan 1, 1950

By G McCullough, B Mutsaers, J Jessop

"*This is an abstract only* Geometallurgical initiatives have demonstrated considerable value to operations that have trialled them. However, it is extremely difficult for these initiatives to become properly embedded into the operations and for that value to be realised on an ongoing basis.This paper will explore some of the historical reasons why this is the case. Some of these reasons include the limited tools available to manage an integrated operation. These, in turn, have resulted from poor communications infrastructure, inadequate sensor capability and the way technical mining software has evolved over the last 30 years.This paper will then investigate how the evolution of technology in recent years can help overcome these constraints and compare progress with similar industries.CITATION:McCullough, G, Mutsaers, B and Jessop, J, 2013. Obstacles to embedding geometallurgy decision-making into operations and how to increase maturity of this critical capability, in Proceedings The Second AusIMM International Geometallurgy Conference (GeoMet) 2013, pp 139-140 (The Australasian Institute of Mining and Metallurgy: Melbourne)."

Sep 29, 2013

By P Church

What is the best method of splitting a sample from a reverse circulation drill rig? How important is it to obtain a correctly split sample? What is the impact of an incorrectly split sample? These are just a few of many questions asked daily in the mining industry with regard to sampling. Modern sampling theory is well described in the literature in texts and is taught in short courses throughout the world, however little has been published on the relative performance of sample splitting devices used in the field. This paper compares the performance of the Jones tiered riffle splitter with a cone splitter manufactured by SGS Metal Craft in Western Australia. The testwork was carried out at AnglogoldÆs Sunrise Dam Gold Mine, 55 km south of Laverton in Western Australia. Mineralisation at Sunrise Dam is hosted in a structurally complex framework of shear zones with dips that range from steep (70¦) to shallow (25¦). The deposit is characterised by significant amounts of coarse gold, which presents a challenge in sampling, analysis and grade estimation. The three major areas where sampling errors can occur are in drilling, sampling, sample preparation and analysis. Sampling errors attributable to drilling and sample preparation often far outweigh the errors made at other stages in the process, however historically most effort to identify sampling errors has concentrated on the laboratory and analytical procedures. Splitter design and cleanliness can have a large impact on sample collection and preparation. Splitter performance was tested with respect to sample weights, particle size distribution, and gold grade consistency. The aim was to determine if each particle has an equal probability of being sampled, the resulting sample has integrity, and if any segregation problems occurred. The cone splitter was found to provide the best split in terms of particle size distribution, with no apparent size bias. Duplicate samples had more comparable masses than those provided by the riffle splitter. Most importantly, the cone splitter gave less grade variability between duplicate samples than the riffle splitter. Testwork also confirmed that, like the riffle splitter, the cone splitter must be oriented vertically and the design of the rig or cone splitter trailer should accommodate this requirement.

Jan 1, 2003

By J. Oyunaa, P. Munkhbaatar, A. Sarnai

"The molybdenum mining process used at Mongolia Erdenet Company is a selective flotation of molybdenite from the copper porphyry ores in which the extraction of molybdenum comes as a byproduct of the ongoing copper production.The mineralogical composition of molybdenum concentrate is 99.4% molybdenite (MoS2), 0.09% molybdenum oxide (MoO3), 0.52% powellite (CaMoO4) and wulfenite (PbMoO4) and content 47.76– 47.92% molybdenum, 1.5–2.67% copper, 0.04% renium.From compared solvents sodium and carbonate and ammonia are like extracted molybdenum than hydrochloric acid, which contained 96.23–97.72 p.c. of its total amount. Hence to take into consideration abundance, cheap and suitable for analysis and processing the molybdenum concentrate ammonia is choosing as a basic solvent. By direct evaporation of ammonia extract solution, we obtained ammonium ortomolybdate, which contains 73.47% MoO3. INTRODUCTIONMolybdenum occurs in the earth’s crust in an abundance of about 10–14%, mainly as molybdenite, MoS2. Small quantities are also associated with other metals having similar chemical properties. Thus wulfenite (PbMoO4) is found in oxidized parts of sulfidic lead deposits in many regions of the world; powellite [Ca(Mo,W)O4] is a calcium molybdate usually formed from the modification of molybdenite in deposits containing tungsten as scheelite (CaWO4) and tungsten substitutes for molybdenum up to about 10%. Ferrimolybdite (Fe2Mo3O12·8H2O) is the product of oxidation of molybdenite in the presence of iron (III) compounds. Molybdenite is the primary source of molybdenum. Should demand for molybdenum rise so that additional sources become necessary, wulfenite, powellite, and ferrimolybdite may become commercially significant. Molybdenum ore is mined by underground and open-pit methods. A typical primary molybdenum ore body contains 0.05–0.25% Mo, and secondary ore bodies (copper porphyry ores) average 0.3–1.6% Cu and 0.01–0.05% Mo. Flotation remains the preferred and almost exclusive method of upgrading the molybdenite mineral to an industrial-grade molybdenite concentrate containing 90–95% MoS2, the balance being gangue (Habashi, 1997)."

Jan 1, 2016

By David Gwyther

There is increasing recognition that in order for a development project to proceed successfully, it must first obtain a ?social licence to operate? from concerned stakeholders. Obtaining this ?licence? is in many ways a separate process to the legal one which involves, among other things, submitting an environmental and social impact assessment (ESIA) to the appropriate regulatory authority for review. Essentially, the function of an ESIA is to present a project?s technical, financial and social benefits, together with its environmental and social impacts in a transparent way to enable regulators to make an informed decision about whether the benefits outweigh the impacts, and thus whether or not the proposed project should proceed. The focus in the early days of ESIAs was primarily technical and was aimed to answer two fundamental questions: ?Can the project be built?? and ?Can we minimise impacts to a level that is acceptable to the community?? Basically, the ESIA process was a technical test of competence, but more recently, ESIAs have become much more than this. The main ESIA risk is now more akin to a test of a project?s legitimacy ? i.e., with more weight placed on the social licence, or the political test of moral authority ? with the process involving stakeholders from multiple backgrounds and disciplines, including some anti-development NGOs/civil society groups with their views on mining, (particularly in developing nations), often already pre-determined. Within the backdrop of this potential maelstrom, now enter a proposal for a new industry (such as deep sea mineral extraction).

Jan 1, 2011

By Steven McCutcheon

As most of us have learned through prior and often frustrating experience, anyone proposing to construct a new or expanded mining-ore processing facility must first contend with a rather complex array of environmental laws and permitting regulations administered by a number of different Federal, State and local agencies. At our lost count, there were about 55 federal enactments affecting base and precious metals projects. Applicable State and local laws will usually increase that number significantly. The time and costs associated with complying with all these various regulatory programs usually constitutes one of the major areas of uncertainty in the development of a proposed project. There are many in the mining industry who firmly believe that these environmental regulation and permit programs necessarily causes significant delays and increased costs in the development of a project. This belief, unfortunately, is probably a result of a basic misunderstanding of how the environmental permitting and regulatory system actually works.

Jan 1, 1984

By Theodore H. Eyde

In 1971, the Minerals Division of The Superior Oil Company acquired exploration rights to an unpatented claim group in the Superior (Pioneer), Arizona mining district, lying west of the Concentrator fault. This major post-mineral fault displaces the Magma vein-fault, which is mined in the Magma Mine at Superior, Arizona. The Magma vein-fault and the enclosing section of pre-mineral rocks consisting of Paleozoic and younger Precambrian sediments and diabase, is overlain by a thick section of post-mineral rocks, consisting of the Gila conglomerate, the Apache Leap dacite, and the Whitetail conglomerate. Geologic information on the thickness and attitudes of the rocks obtained from previous diamond drilling indicated that the section of post-mineral rocks might be from 3,000 to over 4,010 feet thick in the target area. (Figure 1) The Magma vein-fault is a steeply dipping vein which has produced nearly a billion dollars of copper, zinc, silver, and gold. It has been mined continuously for nearly 10,000 feet along the strike and nearly 5,000, feet vertically down the dip. It ranges from less than a foot to over 50 feet wide and contains sulfide mineralization con¬sisting of pyrite, chalcopyrite, bornite, and chalcocite.

Jan 1, 1973

By Theodore H. Eyde

The Superior Oil Co. drilled two holes, 4720 and 5940 ft, respectively, using conventional oilfield rotary drilling equipment. The results indicated that large rotary drills can be adapted to mineral exploration purposes with few modifications. The principal advantages are: a large hole diameter, excellent samples of cuttings, a geolograph which is a constant drilling record, rapid penetration even in hard rocks, and the ability to use electric logs for measuring the properties of the rock being penetrated. The disadvantages are the high cost of mobilization, drilling, and oilfield service at remote locations. Though the oilfield sampling techniques are adequate for identifying lithology, improvements are necessary to obtain representative samples for analytical purposes. As deeper targets are explored, mineral exploration organizations will have to resort to rotary drilling.

Jan 1, 1975

By A. Eltringham

Operations downstream of mining and beneficiation are still being subjected to increasing scrutiny as highly capitalized projects have been either slow to achieve their targets or have actually failed to do so. Leaching and smelting projects have fundamentally high calls on capital and technology as reaction rates are increased and the capture and disposal of unwanted products are subjected to greater restrictions. Separating value from waste inherently becomes riskier as the purification of the desired product imposes greater demands on the process to produce benign wastes. When we superimpose on the chemistry of the project severe predictions of throughput rates, that bring in facets of manufacturing, we are introducing complexities that the records show are not handled well. This paper discusses some of the more common challenges that operators face and what methods are available and are likely to be successful in preventing the loss of value as projects are brought on-stream. This thinking needs to start much earlier and at greater intensity than our industry has normally chosen to employ.

Jan 1, 2011