Search Documents

W. S. GRESLEY, Erie, Pa. (communication to the Secretary): A six-entry method of opening coal-mines is, or was a short time ago, practiced in the Connellsville coal-region; but Dr. Chance's method has a novel aspect; for while in the Connellsville region the main pillars are formed outside of two pairs

Jan 1, 1901

Prof. Henry M Howe, New York: It is extremely probable that this efflorescence of silica is due to the liquation either of silicon or of a silicide, and the subsequent oxidation of the silicon to silica. As Mr. Fackenthal says, it is very hard to see why silicon should liquate from an iron containing so little silicon, and it seems more probable that some silicide of some volatile element has liquated, and has dissociated on reaching the air, and that the volatile element has volatilized, leaving the silicon to oxidize to silica. The volatile elements present which might thus liquate in combination with the silicon are sulphur, zinc, and lead. It is hard to see why sulphide of silicon should have liquated from an iron containing so little of either sulphur or silicon. At first, one naturally thinks that either the zinc or the lead present in this furnace might have liquated as silicide. It is true that they are both volatile at the temperature within the furnace, but then the vapor-tension* of each of them within

Jan 1, 1901

A. R. Ledoux,New York City: The so-called combination method " is generally used in assaying bar copper for silver. It has been modified from time to time. Briefly outlined

Jan 1, 1901

Fred. T. Greene, Rossland, B. C. (communication to the Secretary): At the beginning of his gaper, Mr. Herzig refers to an article of mine in the Engineering and Mining Journal of January 27, 1900. I would like to add that the method de-

Jan 1, 1901

George L. Heath, South Lake Linden, Mich. (communication to the Secretary): In presenting some notes on the "Heine's Blue Test" Mr. Smith expresses a preference for fresh standards and a cheaper bottle; but this is rather a reversion to the old method, since I devised in 1897 the newer method of preparation and preservation of' permanent standards, which were not used with any success in the original method. Many busy western assayers no doubt value a method for preparing a permanent set of standards in air-tight glass-stoppered bottles, whose use brings the method as near perfection as one could desire as regards rapidity of color-reading and avoidance of unnecessary work. Mr. Smith notes that his color-readings were compared with an electrolytic assay of another ore-sample, and that my electrolytic assays were made on the " blue test" solution from colorimetric assay. He omits, however, reference to the fact, showing the advantage of my procedure, that the next column in table of

Jan 1, 1901

In discussing Mr. Keller's paper, I quoted the results obtained by Mr. Allan Gibb, correctly crediting them to Mr. Gibb, with due reference to the report in which they were published. But in the table immediately following, and in my further remarks, following the table, I find that, by some clerical or other error which I cannot, after the lapse of time, explain, I spoke of Mr. Gibb as Mr. "Dean"—a metallurgist who had written on a related subject, but not on the point I was discussing. In short, my reference throughout was to the work of Mr. Gibb; and by reading a Gibb " for a Dean " in all places on pp. 832 and 835 where the latter name occurs, my remarks will be brought into accordance with my intention, and with the facts.

Jan 1, 1901

Jan 1, 1901

W. M. Courtis, Detroit, Mich. (communication to the Secretary) : Having made a rapid examination of the deposits described in this paper, I am not inclined to generalize confidently concerning its geological relations. But, since an analysis furnished by me has been included in the paper, it may be of further use to give the results of other samples and analyses. I give, therefore, a table of analyses by different parties, showing the average from surface-specimens:

Jan 1, 1901

Modern off-highway trucks have evolved over 30 years from small 20 ton units to vehic- les with capacities of up to 170 tons. Diesel engines are used by all manufacturers while transmissions are either mechanical or electri- cal. Development over the years has kept pace with component availability from engine, trans- mission and tyre manufacturers.Computer simula- tion studies are recognised for purposes of vehicle evaluation and costing under various op- erating conditions. Several manufacturers are currently manufacturing or evaluating vehicles with capacities of up to 260 tons. This paper describes the essential facts associated with the operation of off-highway trucks of the rear dump type in the mining industry.

Jan 1, 1973

By R. C. Freas

Imported products and materials have been in the news over the last several years in a wide variety of industries. Certainly the mining and industrial minerals industry has not been exempt from this. Cement imports have received considerable attention in the press and a number of written articles. We are also seeing imported aggregates particularly along the gulf coast and east coast of the United states. We are now hearing increasing talk of bringing high brightness calcium carbonate from offshore sources into the U.s. domestic markets. This paper takes a look at the location of these sources, factors affecting their acceptance by U.S. industry and presents a general cost comparison of offshore and domestic calcium carbonate. In addition, the market response of U.S. suppliers and the impact of imports is also discussed.

Jan 1, 1989

By M Lovitt, T Hewitt

The extraction of drawbells in Lift #2 at Northparkes Mines E26 orebody was achieved by single shot blasting, enabled through the use of electronic detonators. This paper discusses the designs considered at the time of the feasibility study and the various changes made to these designs prior to and during the construction phase of the Lift #2 block cave. Operational issues encountered are highlighted, as are ways in which these were overcome. The amount of personnel utilised to mine the drawbells is also covered. Lists of design and operational considerations to be used for drawbell extractions have been included.

Jan 1, 2005

By Norbert Steiner

For the desulfurization of weak SO2 gas streams, Degussa developed a process using dilute H2SO4 solution containing H2O, instead of conventional gas scrubbing with all solid absorbent medium (limestone, MgO). The process is based on fast reaction of H2O, with SO2 yielding H2SO4 up to 70% strength, depending on off-gas temperature. Compared to the conventional systems with typically < 95% efficiency, independent on the raw gas SO2 concentration, residual SO2 concentrations of less than 20 mg/Nm3 can be easily achieved, corresponding to nearly 100% removal. These features render the H2O, process a very attractive, low capital cost technology to retrofit existing conventional desulfurization plants.

Jan 1, 1996

By Norbert Steiner, Roy Norcross

For the desulfurization of weak SO2 gas streams, Degussa developed a process using dilute H2SO4 solution containing H2O2 instead of conventional gas scrubbing with all solid absorbent medium (limestone, MgO). The process is based on fast reaction of H2O2 with SO2 yielding H2SO4 up to 70% strength, depending on off-gas tem­perature. Compared to the conventional systems with typically < 95% efficiency, independent on the raw gas SO2 concentra­tion, residual SO2 concentrations of less than 20 mg!Nm3 can be easily achieved, corresponding to nearly 100% removal. These features render the H2O2 process a very attractive, low capital cost technology to retrofit existing conventional desulfurization plants.

Jan 1, 1996

By C Chambers

"AustraliaÆs mining sector faces challenges to its competitiveness; operating costs are being adversely affected as a result of volatile commodity prices and growing international market pressures.Diesel fuel-generated power used in typical remote mining projects is generally reliable and quick-to-deploy; however it is ongoing expensive operating cost.Many mines and communities in remote locations source electricity from diesel generation, and often pay over $300/MWh in fuel and carbon only (i.e. excluding CAPEX). These costs are expected to rise over time and are vulnerable to price shock events or supply chain interruptions in international markets.Solar photovoltaic (PV) and other renewables can be integrated with existing diesel units to provide a highly reliable power supply. Such renewables now provide a cheaper source of electricity while maintaining the mining industryÆs stringent reliability requirements; some renewables are now cheaper than diesel power ù supplying electricity at approximately $226/MWh.Also, significant funding and concessional rate financing have recently become available to support the development of remote solar-diesel (or solar-wind-diesel) hybrid systems, including: up to $2.2 billion of as-yet uncommitted grants through the Australian Renewable Energy Agency (ARENA) and is now seeking mining industry partners, up to $10 billion of concessional financing for emerging renewable technologies through the Clean Energy Finance Corporation (CEFC) and this commences July 2013, ongoing revenue support through the Renewable Energy Target scheme, and other regional support programs administered by various governments.This paper explores: the business case for renewables - what applications and when to consider them, the potential operating cost savings if solar was integrated, the technical challenges and common pitfalls, and how to overcome them, and the upfront investment costs and whether the site is eligible for Government subsidy programs.CITATION:Chambers, C, 2013. Off-grid solar in the mining sector - Can renewable energy reduce your operating costs?, in Proceedings MetPlant 2013, pp 71-85 (The Australasian Institute of Mining and Metallurgy: Melbourne)."

Jul 15, 2013

Improve surface mine haul-age truck safety and efficiency by providing a means for sensing the weight and distribution of the truck&apos;s load. Approach The safety hazards and the economic implications of overloading mine-haulage trucks were analyzed to determine the net effect of that practice on mine operations. The analysis indicated that: Ten to 25 pct overloading is typical; Higher haulage, tire, and maintenance costs occur due to overloading (a 20 pct overload was estimated to increase operating costs 7 pct per ton); Ten to 15 pct of haulage? truck injuries and fatalities are attributable to overload conditions, at a cost over one million dollars per year to the mining industry. Vehicle-weighing technology that conformed to the performance specification for an off-highway haulage truck overload detection system was selected for in-mine testing. How It Works Normally, volumetric estimates are made during the loading sequence which do not account for the varying ore density. Hence, the actual weight of a load is never precisely known. By providing a precise measurement, an overload detection system will not only indicate vehicle overloading, but will also show under-utilization of the truck. One system tested by the Bureau of Mines was the ?Load Analyzer" manufactured by Pactronics Corporation in California. This system consists of a meter-type analog readout for the cab console and three "Electrosensors" (linear variable differential transformers) attached to the main frame. Using conventional welding and brazing techniques, two sensors are attached between the front members of the engine sub-frame and the top of the left and right trailing arms (one sensor per arm). The same techniques are used to attach the third sensor to the rear centerline of the truck. between the main frame cross member and the A-frame. The readout unit on the cab console indicates by color-coding whether each sensor loading is under (green), at (yellow), or over (red) the pre-set rated load. The three-sensor configuration with in-dependent readouts also detects uneven distribution of the load.

Jan 1, 1984

By Leon J. Perrier

The paper describes the equipment in use, haulage grades, road conditions, tire sizes, tire performance and related problems. Various types of failures and causes, corrective action taken, tire records and reporting for control are also discussed.

Jan 1, 1977

By L. Hagenbuch

Off-highway truck purchasers know the amount of tonnes, pounds, kilograms, etc, a truck will carry. However just because a truck is rated at 240 tons may in no way correlate to what that truck will actually carry. Two numbers define the carrying capacity of an off-highway truck: 1. The weight carrying capacity of the truck; 2. The volume carrying capacity of the truck. These two numbers must be in sync or the amount of payload carried will vary from the carrying capacity of the truck. Currently the Society of Automotive Engineers (SAE) standard J1363 January 1985 defines the volumetric carrying capacity of an off-highway truck. However as is well known in several South American countries, the SAE standard overrates the truck’s effective volumetric carrying capacity 15% to 20%. This paper presents a method for measuring “effective” body volumetric carrying capacity, resulting in a truck body for carrying the targeted load, matched to the loading equipment that interacts positively with the truck chassis.

Jan 1, 2002

By Alan K. Burton

An industry-wide demand for bigger and more efficient trucks, with their supposed economies of scale, is well established. Some trucks have been, and often are brought "off the shelf," with the manufacturer offering only certain minor options, much as in the private automobile industry. The market is well established; there is keen competition; in recent years there have been few significant changes, and few are expected. With large trucks (100-ton-capacity and over), however, the situation is different. Here, with an individual truck costing several hundred thousand dollars, there is an ever in- creasing trend to engineer a truck for a specific application. The body will be designed and sized for the material that the truck will carry; the engine and transmission will be geared to the haul profile, and tires will be designed to suit road conditions and work requirements. Early Truck Development Haulage trucks designed expressly for open-pit mine service were introduced during the 1930&apos;s. The first models to arrive on the scene hauled about 15 tons, and easily outperformed the modified highway trucks that had been used for mine haulage up to that time.

Jan 8, 1975

By Alan K. Burton

Along with tires and transmission systems, engines have been a limiting factor in the growth of large off- highway trucks. The problem, primarily, has been the development of reliable, high-performance engines that are not prohibitively heavy or expensive. For many years, horsepower to overall truck weight ratios have been in the vicinity of 300 lb per hp for rear dump units up to 50 tons capacity. This ratio is obviously very poor when compared to the much lighter and smaller highway trucks, which frequently have a performance ratio of 100 lb per hp. Unfortunately, the larger mining trucks have not been able to match even the 50-ton trucks, and in some cases, ratios have dropped as low as 450 lb per hp. This results in a performance of only 67% of that achieved by the older smaller trucks. Thus, the message is clear: what is needed is more horsepower and less weight.

Jan 10, 1975

By Alan K. Burton

The number of trucks required to perform a certain task is a function of the productive capability of one independent truck and the total tonnage required. Hourly productive capability of one truck is the product of trips, or cycles, per operating hour and effective payload. One cycle is made up of load, dump, and travel time, the sum of which comprises theoretical cycle time. This time is then derated by a productivity factor, giving an average effective cycle time which is used to calculate the number of cycles per hour. Rated payload is the truck&apos;s designed tonnage, while effective payload is the average amount that is actually carried. Manufacturers, particularly of the larger trucks, produce various body sizes designed to carry materials of different densities. However, it is not always possible to carry the rated payload because the material might be lighter than expected, a body of the required size cannot be produced, or because of spillage on particularly steep grades.

Jan 12, 1975