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By Emilie Williams

Introduction Mouska Mine, Doyon Division site Background and timeline Obstacles to standard paste delivery system Components of Mouska paste system Technical considerations Operational considerations Mouska Mine Underground gold mine 30 km east of Rouyn-Noranda, Quebec Part of Doyon Division, 100% owned by IAMGold Commercial production since 1991 Cumulative production over 850,000 oz Conventional mining until 2009 485 m shaft from surface 560 m internal shaft 500 tpd (ore and waste) Off-site milling Approximately 150 employees

Oct 1, 2010

By Michael E. Charles, Jaroslav J. Vocadlo

"The hydraulic transport of solids through pipelines can have many advantages over other modes of transport. Numerous successful applications both within plants and over longer distances have demonstrated the technical and economic feasibility of slurry pipelining. Solids successfully transported include kaolin, coal, iron ore, gilsonite and limestone, and others, such as sulphur and potash, are likely to be transported in Canada in the near future. However, though the technology of solids pipelining is quite advanced the underlying principles have not yet been formulated past the semi-empirical stage. The main objective of this paper is to present a discussion of the important technical and economic considerations in the design of so lids pipeline systems by reference to typical data. The Worthington slurry pumps and pilot facilities are briefly described."

Jan 1, 1972

By Warren E. Wilson

THE transportation of solids in pipe lines is a matter of deep concern in many fields of engineering. Much experimental and theoretical work has been done in an effort to devise means of designing pipe lines that will satisfactorily transport given solid loads, but there remain many unanswered questions in this field. The present discussion will be confined to a rather narrow portion of this field and will endeavor to point out certain factors that may well be considered when comparing the relative economy of various installations. The data have been presented previously but a new interpretation was prompted by a suggestion in a paper by Professor O'Brien,1 of the University of California, that the friction work per pound of dry material should be considered in determining the relative efficiency of various installations. This method of considering relative economy in various pipe lines leads to some rather unexpected conclusions, especially with reference to the economy of large pipe sizes. A previous suggestion by the writer3 concerning the economy of a rather peculiar type of installation is strengthened. It is not believed that the considerations set forth herein apply directly in the case of dredge lines, where economy is largely a matter of a high rate of pumping in order to reduce the unit overhead charge. However, it is believed that some value may be gained from these considerations in cases involving the disposal of a fixed amount of solids per unit time with a minimum expenditure of energy and at a low cost for replacement of worn pipes. Such situations are not uncommon in the disposal of mill tailings and the disposal of solids deposited from irrigation waters. It was found that data leading to general conclusions for various pipe sizes were not available but certain definite trends are indicated and methods of analyzing available data are presented in the hope that they may be of assistance in preparing engineering estimates on designs of pipe lines of the type described above. ENERGY. REQUIREMENTS Carrying out the idea contained in Professor O'Brien's paper concerning the method of computing energy required to transport solids, the following analysis leads to some rather interesting conclusions. Let us represent: [Solids load in terms of mass per unit time by W Ratio of mass of suspended solids to total mass of mixture flowing by p Volume rate of flow of mixture by Q Length of pipe by L Slope of energy grade line by s Mass per unit volume of solids by m, Mass per unit volume of liquid by ml Mass per unit volume of mixture by m,,, We then have as an expression for the solids load: W = pQm¬] The work done per unit mass, P, on the mixture to move it along the pipe the

Jan 1, 1945

Inflation, tight money and keen competition spur companies to consider advanced material handling systems capable of reducing cost per ton of moving ore, waste or men and supplies. Since transportation charges account for an average of about 25% of the total delivered price of a product, then this cost center may actually determine the economic value of a new deposit. This being so, it is interesting to note that of the 1.4 billion tons of revenue freight carried by all Class I carriers of the nation in 1967, over 247 million tons or 17.5% were industrial minerals or products dependent on industrial minerals, i.e., glass, gypsum board, brick, etc. Because most bulk commodities have a comparatively low market value and are usually classified for lower than normal freight rates, railroads rely on large volumes and better equipment utilization to effect an equitable return. It is for this reason that the unit and shuttle train concept came into being. The average rate per ton-mile of all materials hauled by rail in 1968 was 1.31 cents. The low rates existing for industrial minerals contributed to this low average as did unit and shuttle train rates.

Jan 10, 1969

By Paul M. Godlewski, Roberto J. Guardia

Hundreds of highway and rail transportation tunnels in North America have been rehabilitated in the last two decades. Tunnel rehabilitation is usually dictated by an owner’s need to extend the working life of the structure, but typically has the added benefit of increasing capacity (greater speed or increased clearance) and enhancing safety. Not only has rehabilitation proven to be an economical alternative to new tunneling, but it can be safely accomplished by working during short work “windows” without taking the tunnel out of service. This paper presents methodology for planning and designing of tunnel rehabilitation projects, and case histories illustrate successful excavation and support technologies.

Jan 1, 2003

By W. Jack Wilkes, Gilbert L. Butler

TRANSPORTATION TUNNELING The use of tunnels for transportation, namely rapid rail transit systems and highways is on the increase. How much that increase might be through the 1980's is the question that is discussed in this paper. In 1975, there were 218 route miles of subway tunnels for rapid rail transit and 154 lane-miles of highway tunnel. From the viewpoint of many transportation planners and designers, the tunnel is one of the tools which may be used to by-pass many types of obstacles: a mountain, a body of water, or a Central Business District (CBD). Therefore, the transportation tunnel is a rural as well as an urban solution with major emphasis on the latter because of the current transportation needs of our cities. In the case of rural locations, tunnels are usually constructed through mountains in order to eliminate miles of steep grades and dangerous curves, such as the Eisenhower Tunnel which cuts through the Continental Divide in Colorado along 1-70 and saves 10 miles and 40 minutes of driving time. Tunnels also provide an excellent transportation link across bodies of water in order not to interfere with shipping lanes. The Chesapeake Bay Tunnel and Bay Tubes of the BART system are excellent examples of this type of tunnel.

Jan 1, 1976

By J. W. Buch

IN THE FIELD of track haulage, interest has seemed to center on the question of larger mine cars both for handling material from loading point to shaft bottom or surface, and for shuttle service. Saving of time in car changing is obvious if larger cars are used. In addition, shorter trips result where car transportation is from face to opening without transfer. This also brings about side-track and equipment savings. Track shuttle service, using large automatic-dump cars (10 tons) between loading machines and trip loading point, has been a satisfactory solution for the operator who mechanizes a working mine regularly equipped with a large number of small mine cars. This development in track shuttle haulage, has made track installation and maintenance increasingly important, requiring closer supervision.

Jan 1, 1942

By William F. Haddon, Phillip J. Maddex

Marco Polo brought the first borax to Europe late in the 13th century. It was especially treasured then for one of its many qualities-that of working with gold as a soldering flux. Georgius Agricola in 1556 gave it the name chrysocolla (which the Moors called borax)-literally, "gold glue." Deposits of borax have been elusive and widely scattered-first found only in Tibet and Italy, and, in 1836, at Iquiqui, Chile. Dr. John Veatch made the first California discovery in 1856 while examining a mineral spring east of Red Bluff. This "Borax Lake" soon supplied 90% of U.S. demand, but flooding and other production problems caused the scene to shift from Borax Lake to Little Borax Lake and then to Nevada in 1871. Early transportation was by "Twenty-Mule Teams."

Jan 1, 1971

By Scott G. Britton

In this chapter, I shall discuss railroad con¬struction for modern underground coal mines. Because men, materials, and supplies are being moved more often and farther by rail, the ef¬ficient and safe construction of the system takes on new importance. Most large coal mines are opting to use track haulage over other support transportation systems because of cost, ease of installation, reliability, and other factors. En¬gineers tackling the problem of designing such a transportation network must be aware of all the steps required for an effective transportation system design. This chapter discusses all aspects of efficient trackwork construction. The areas covered in¬clude design factors, laying the track, installing turnouts and switches, and installing trolley wire. Each area includes a description of the steps needed to complete the work.

Jan 1, 1983

By John W. Buch

IN my review a year ago I pointed out that a small coal-mining companies as well as large had decided that the so called ?central shop? was a benefit. These central shops replaced in a large measure the commercial shops operated by those who have no direct connection with production of cod. Central shops in this time of salvage and major repairs have proved their worth. In addition, many of the larger companies had in their central shops equipment available for the production of many thousands of parts for our vast war machine and, as subcontractors, are doing this type of work. This is a real contribution to the war endeavor. Lack of new supplies has resulted in exhaustion of those stocks formerly stored or hidden in underground shanties. This means that the small stock of repair parts likely LO be available to any mine

Jan 1, 1943

By John P. Smith

As the US looks within its borders in its drive toward energy independence, economical coal transportation, particularly from vast western reserves, becomes an increasingly difficult but compelling challenge for both the country and the coal industry. Coal producers continue to develop improved technology for more efficient and cost-effective coal mining and processing. But for controlling transportation costs, coal producers must rely on a delicate balance between product demand, competition among carriers, federal regulation, and a symbiotic relationship with coal transporters. In 1981, 739 Mt (815 million st) of coal were mined in the US. Nearly 90% of this coal was moved via

Jan 10, 1982

By Antonio Fernández, Javier Cáceres, Enrique Ramírez, Camila Yepez

El sector minero es una de las pocas industrias que depende de los precios de mercado para producir. Por lo cual, mantener ventaja competitiva y garantizar la eficacia del proceso para alcanzar las metas propuestas por la empresa minera representan un desafío constante. Esta investigación tecnológica tiene como objetivo maximizar la eficacia en los procesos de transporte y perforación manteniendo los costos más bajos en su proceso productivo. La investigación presentó dos desafíos durante la etapa de prueba que fueron la especialización del personal y modificación progresiva de los equipos para cada actividad específica.

Sep 30, 2022

By Carlos Bravo R.

El presente texto describe el proceso del sistema de transporte del fierro a través de fajas transportadoras en la minería Marcona. Anteriormente los camiones era el sistema de transporte utilizado en la minería de Marcona. Sin embargo, dado los riesgos de seguridad del sistema locomotor, se empleó el método de las fajas transportadoras. Dicho sistema entra en funcionamiento a partir de 1966 y se extiende hasta San Nicolás. La operación del sistema integral de fajas transportadoras se convierte en uno de los sistemas más modernos del mundo y permite una mayor productividad de tonelajes a transportar, rindiendo mecánicamente y eléctricamente en la minería.

Nov 20, 1967

By Einar Carreño

El artículo evalúa 4 alternativas para el transporte de la mezcla para concreto shotcrete en una operación minera subterránea (Volcan): 1) con planta en el interior de la mina, 2) mezcla enviada por una red tuberías de acero a tubo lleno, 3) mezcla enviada a impacto por un tubo de acero vertical y 4) con un sistema mixto de transporte masivo de relleno cementado. Se evalúan con detalla ventajas y desventajas de cada alternativa y se ofrecen recomendaciones para optimizar el proceso reduciendo tiempo y costos.

Sep 20, 2019

By Eberhard Rother

El presente texto describe el transporte fluído de materiales sólidos, su clasificación, características del flujo de mezclas heterogéneas, los experimentos del transporte hidráulico de fluidos y los resultados de estos en la ingeniería.

Sep 1, 1960

By R. Breña

El "Marconaflo" es un sistema comercialmente económico y patentado por la Compañía Marcona, el cual sirve para transportar concentrados de hierro en forma de pulpa, tanto en buques como en instalaciones en tierra. En este sentido, el objetivo del trabajo radica en describir las necesidades de la industria minera para el desarrollo de este nuevo sistema. Así también se describe el proceso de su operación, proyección en el transporte y la industria minera.

Nov 20, 1972

By André Brasil

Dado que las represas de relaves construidas por el método de aguas arriba presentan deficiencias relacionadas con los aspectos constructivos y de seguridad, es difícil evaluar la variabilidad real del depósito basándose apenas en los procesos de campo. En ese sentido, el presente texto desarrolla un modelo para describir y simular el mecanismo de formación de las represas de relaves considerando las variables externas (concentración y caudal de descarga) e internas, así como muestra soluciones analíticas y numéricas comparados a nivel laboratorio.

Sep 9, 2007

By P. Wyhoit

En las últimas décadas, la industria minera sueca se ha caracterizado por una racionalización y mecanización crecientes. En ese sentido, el nivel de producción debe ser correlativo con el número de empleados. Por ello, el cambio del transporte con rieles a sin rieles progresaba rápidamente, ya que de esta forma iniciaba una nueva fase de automatización mecánica. Sin embargo, los ingresos de muchas minas pequeñas suecas disminuyeron durante la década del 60 debido a la caída de los precios del mineral y al aumento del costo de la mano de obra. En consecuencia, el presente texto describe el uso de la minería sin rieles desde 1971. Esto condujo a un rápido aumento de producción que compensaba el bajo precio del mineral. De esta manera, la operación sin rieles permitió la supervivencia de minas menores que enfrentaban, durante los últimos años, los decrecientes precios de minerales hierro-fosfóricos en Europa.

Nov 1, 1975

By Marcel Labbé

La largeur de l?armature peut être modifiée selon les besoins du client entre 48 " et 64" de largeur totale, donc 2 sections de 24" à 32". Ceci permet à l?opérateur d?effectuer le démantèlement de l?équipement pour le déplacement dans les endroits restreints. Le déménagement d?un niveau à un sous-niveau devrait se faire dans un quart de travail de 8 heures. L?option de largeur permet au client de choisir un équipement adapté à son environnement de travail (1). La largeur de la table de forage peut être modifiée selon les besoins du client entre 48" et 96". Cette particularité permet une meilleure stabilité, et plus de précision dans le forage (2). Il y a 4 pattes hydrauliques à chaque coin pour la stabilisation lors de forage (3). La table de forage a 360° d?angle de forage sur 3 côtés du transporteur. La table peut sortir de chaque côté du transporteur de 40 ½" à partir du centre du transporteur pour faciliter la mise en place de la foreuse dans les endroits difficiles d?accès. La plage de forage est considérablement agrandie. Cette caractéristique qui fonctionne hydraulique, permet à l?opérateur de forer sans être obligé de changer la position du transporteur pour des changements de trous. Tous les types de foreuse peuvent être installés sur cette table de forage (4). Sa petite dimension lui permet d?accéder, par des monteries de 30" de diamètre, à des sites de travail de 2,5 mètres de hauteur et largeur. C?est un équipement adapté aux gisements filoniens. Ce genre de gisement est de moins en moins rentable pour les compagnies minières. La mécanisation des ces gisements va permettre de les rentabilisés en augmentant la productivité et la santé du travailleur, en réduisant la dilution (5). Les manettes de contrôle de la foreuse, les mouvements de la table de forage ainsi que le déplacement du transporteur ont été installés selon les recommandations d?un ergonome. Des recherches ont été effectuées par ce spécialiste sur les cas d?accident survenus avec l?utilisation de ce genre d?équipement. Il a déterminé les positions le plus confortable que l?opérateur doit prendre pour éviter les douleurs prolongées (6). Le système de roulement est composé de 4 roues pleines installées sur 4 planétaires de 9000 à 15000 livres de capacité munis chacun d?un moteur hydraulique. Des freins ont été installés sur les planétaires pour assurer la sécurité de l?opérateur et faciliter le positionnement du transporteur lors du forage. Des roues rétractables peuvent être installées pour faciliter l?accès sur rail (7). Ce transporteur peut être alimenté par une puissance électrique plutôt que par une puissance pneumatique. Cette puissance électrique est fournie par un Power Pack qui transforme l?énergie en puissance hydraulique. Ce type d?alimentation est employé lors du forage de développement, mais il peut aussi être utilisé pour le forage long trou. Cet avantage permet au client qui a un problème de pression d?air d?utiliser l?électricité. Par contre si vous utilisez l?électricité mais que dans un secteur isolé le gros courant électrique n?est pas accessible vous pouvez utiliser votre équipement en utilisant la puissance pneumatique. Le changement d?alimentation énergétique se fait facilement (8). Cet équipement est construit pour effectuer 4 types d?activités : forage de développement de niveau et sousniveau avec l?installation d?un bras porteur, forage et pose de câbles d?encrage pour soutènement de terrain, forage de production long trou et forage de monterie ascendante et descendante. L?avantage est que vous investissez dans un seul équipement au lieu de 2 ou 3. Cet avantage vous fait économiser dans votre budget d?équipement. En plus cet équipement est construit pour de dure travaux et ne contient aucun système électronique (9).

May 1, 2001

By D Wilson, R R. Vandebeek, R A. Bowes

"As business opportunities are sought around the world, the explosives industry must oftengrapple with the United Nations Transport of Dangerous Goods Recommendations.Canadians have problems in this area that are similar to those of other countries. Thispresentation outlines, through a case study, how a container for shipping ""explosives"" wasdesigned, tested and approved for use by the Chief Inspector of Explosives, the""Competent Authority"" for Canada."

Jan 1, 1993