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By N. Saldía, C. Riveros, R. Hills, S. Barrera

The transport of tailings composites provided by different sources is a field of study where a limited amount of research has been conducted. Nevertheless, such systems are important sources of operational difficulties, especially in the case of high clay content tailings. The case presented in the present paper consists of a free surface flow pipeline transporting a composite of two different tailings with high clay content. It has presented operational difficulties such as partial blockages and upstream box and air intake overtopping events. In the present paper, the causes of these difficulties are identified. These include lack of complete mixing of the different tailings, multi-layered flow with low velocity and high yield values with high frictional losses. The pipeline characteristics and performance are analysed in three stages: design, initial operation and enhanced operation, the latter accomplished by means of increasing turbulence in the box located upstream from the pipeline. The last section of the pipeline and another distribution pipeline system located downstream from the pipeline have performed well. The cause of different behaviour of both systems is also assessed.

Jan 1, 2007

By Slavoljub D. Maksimovic, Steve J. Page

The Bureau of Mines measured respirable dust emission rates from overburden drilling at a surface coal mine and the transport of this dust to downwind locations. The emission rates were estimated by using multiple gravimetric dust samplers mounted on a cross-shaped tripod located immediately downwind of the drill. The transport of this dust was measured at more distant downwind locations by a combination of respirable gravimetric sampling and integrated bag sampling of sulfur hexafluoride (SF6), which was used as a tracer gas. Two modes of sampling were used: (1) At five sampling locations arranged in a semicircle around the drill. The radius of this arc ranged from 15.85 m (52 ft) to 71.32 m (234 ft). (2) In-line sampling at downwind locations with samplers located at intervals of either 10.67 m (35 ft) or 15.24 m (50 ft) for a total distance of 76.20 m (250 ft). Samples were taken 1 .22 m to 1.52 m (4 to 5 ft) above ground level. Test results for the semicircular test arrangements showed that at any downwind location, the maximum contribution of respirable dust due specifically to the drilling operation was 42%; the average for eight tests was 13.6%. In general, there was no correlation between the downwind distance of this maximum contribution and the maximum contribution itself because of changing wind direction. Test results for the in-line arrangements indicated that the transport of the dust from the drilling operation usually decreases rapidly with distance and that, even though the drill dust may produce significant health hazards for the drill operator and drill helper (or other personnel in the immediate vicinity), the exposure of downwind personnel to drill-generated dust may not be a significant problem.

Jan 1, 1987

By Jing G. Yen

When a solid-liquid mixture is conveyed through a pipe,' four hydrodynamic conditions may develop depending upon the properties of the transporting medium, the properties of the transported material, the properties of the pipeline and the flow characteristics. They are classified as homogeneous flow, heterogeneous flow, intermediate flow and saltation. Heterogeneous flow, which is the subject of the present analysis, occurs when solid particles are coarse, of high density, and the mean velocity of the flow is relatively low, such that the combination allows the establishment of a pronounced concentration gradient in the cross-section of the pipe. In this type of system the suspended matter does not change the rheological properties of the conveying fluid, and solid and fluid phases behave somewhat separately. In recent years much work has been directed toward gaining more insight into the hydrodynamics of heterogeneous flow (1,2,3,4,5,) However, almost all knowledge obtained is empirical in nature and limited in scope. Much effort has been extended to collect experimental information on the energy losses associated with systems of slurry flow (6-13) The work of Durand and Condolios(14,15) represents one of the most extensive experimentations in this field. Through systematic test runs, the effects of the major flow-parameters were studied one at a time. From the results, they concluded empirically that:

Jan 1, 1969

By Lifeng Zhang

The transport of fluid, heat and particles (bubbles and solid inclusions) in flowing molten steel is investigated in steel refining ladles, the continuous casting tundish, continuous casting mold and strand, and steel ingot casting processes. Inclusion removal from the molten steel by flow transport and bubble flotation, and inclusion growth by collision and diffusion are discussed. Removal of impurity elements such as [C] and [O] during steel refining are reported.

Jan 1, 2006

By Julian Szekely

Transport phenomena, that is heat transfer, mass transfer and fluid flow, play a critical part in the operation of metallurgical reactors. In this paper, we shall present a review of our current state of ability to model these systems mathematically, with emphasis on the use of computational codes that are generally accessible to the public and on the comparison of the theoretical predictions with measurements.

Jan 1, 1993

By David Forrest

In 1981, K. E. Drexler proposed using massively parallel nanomechanical systems to manufacture large atomically exact structures. As in macroscopic mechanical systems, they would contain components that serve traditional functions such as trusses for support, gears to transmit power, bearings for low-friction support of rotating surfaces, motors to supply torque, pipes and conveyor belts for material transport, and channels for coolant. Many of these components would only contain a few thousand atoms. Specific designs for these devices became available in the early 1990s, and a few working devices appeared in laboratories by the early 2000s. As advances continue, a thorough understanding of the operative transport phenomena will guide the intelligent design and construction of nanomechanical structures, devices, and systems. The familiar equations of continuum mechanics are generally inadequate to describe the flow of heat and mass in the proposed nanosystems. Boundary conditions often need to be described in terms of potential surfaces. Surfaces are not geometrically smooth, but periodic according to the locations of atomic nuclei. Friction occurs not due to the plastic deformation of asperities on mating surfaces, but to phenomena such as thermoelastic damping and phonon viscosity when atoms slide past each other. Electrostatic forces dominate over gravitational forces by orders of magnitude; there is no role here for natural convection. Structural components, no matter how stiff and strong, are in constant motion due to the thermal noise in the system. The fluids are described in terms of individual molecules in constant motion.

Jan 1, 2006

By Yogeshwar Sahai

Submerged gas injection into melts contained in furnaces, ladles, or similar transfer vessels is commonly used in industrial practice. In this review paper, conditions leading to gas bubble formation at the nozzle are first summarized. The increasing gas injection rates and other conditions, such as nozzle size, lead to regimes which are commonly known as "bubbling" and "jetting". These are explained. The gas/melt interactions result in energy transfer to the melt. In recent years, a large number of researchers have investigated the relationships between the energy density and the mixing times. Their work is reviewed, and the mixing mechanisms is described. Finally, computational approaches of modeling submerged gas injection are briefly presented.

Jan 1, 1993

By P. K. Songfack

The transport of slurry within the ball mill depends on the peripheral velocity and porosity of the ball charge. Residence time distribution and mill hold up are of-ten used as indicators of the mode of transport. In this work, the transport problem is tackled via direct simulation of the three dimensional motion of the ball charge. In doing so, the following quantities are calculated: (i) ball size distribution as a function of the distance from the feed end of the mill (ii) mean peripheral and longitudinal velocity and longitudinal velocity of balls of different sizes, and (iii) the spatial distribution of porosity within the ball charge. Hence, the problem of transport is handled as a motion of part of the slurry with the ball charge and part as hydrodynamic flow through the porous structure.

Jan 1, 1993

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Jan 1, 1938

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Jan 1, 1938

By John C. Draper

The principal object of an underground coal mine transportation sys tem is to move coal from the face where it is produced to the outside of the mine where it is prepared for market. In addition to the movement of coal, a transportation system must also move supply materials to the inside; it must move men in and out of the mine ; and it must move rock and other debris out of the mine for disposal. Usually, mine haulage is divided into three categories named for the various areas of the mine served: 1) Face Haulage. This is used at face from the mining machine to the intermediate transport system. 2) Intermediate or Secondary Haulage. Generally this is used between face haulage and main haulage. Sometimes this is merely an extension of the main haulage. 3) Main Haulage. This extends from the secondary haulage to the outside and is usually either a track or conveyor system, sometimes a combination of both. Transportation modes of coal in the various areas pose different problems, but the whole system must be synchronized. For instance, at the face the coal should be removed quickly from the various places to facilitate the movement of machines, whereas the intermediate system just passes the same coal on to the main transportation system. Selection of the transportation system must be based on the seam height, mining methods used to extract the coal, capacity required, ease of coal handling, and haulage efficiency. When driving rooms, mine cars can be used. They often simplify supply haulage and rock handling because they can also handle these items. Conveyors could be used and would have a greater haulage capacity but they cannot handle supplies easily or segregate the rock. When using a different mining method, such as longwall, mine cars cannot be used because there is not sufficient space to move the cars at the face nor can the cars haul the coal without delays which would cause excessive losses in production. As for ease of handling

Jan 1, 1973

By Duluth Engineers' Club, Engineers' Club of Northern Minnesota

"Duluth & Iron Range Railroad. The Duluth & Iron Range Railroad was built from Two Harbors to the Vermilion range at Tower, a distance of 67.6 miles, in 1884, and extended to Ely, twenty-one miles east of Tower, in 1888. It was built into Duluth in 1886, and branches were extended from its main line to the Mesabi mines in 1892 and 1893. The original grades on this road are very steep, going north, and in the thirteen miles from Two Harbors to Highland there is a rise of 1,150 feet. A new line between these points has been built with an increase of three miles in distance and with maximum grades of 1 per cent. Duluth, Missabe & Northern Railway. The Duluth, Mis¬sabe & Northern Railway was constructed from Stony Brook to Mountain Iron, a distance of 48.62 miles, in 1892. The Biwabik branch from Iron Junction to Biwabik, a distance of 15.54 miles, was constructed in 1892. The Superior branch from Wolf to Hibbing, a distance of 16.06 miles, was co11structed in 1893. The Alborn branch from Coleraine Junction to Coleraine, a distance of 53 miles, was constructed in 1906. The total main line mileage is 242 miles, of which 82 miles from Duluth to Hibbing is double tracked"

Jan 1, 1920

By John C. Draper

The principal object of an underground coal mine transportation system is to move coal from the face where it is produced to the outside of the mine where it is prepared for market. In addition to the movement of coal, a transportation system must also move supply materials to the inside ; it must move men in and out of the mine ; and it must move rock and other debris out of the mine for disposal. Usually, mine haulage is divided into three categories named for the various areas of the mine served : 1) Pace Haulage. This is used at face from the mining machine to the intermediate transport system. 2) Intermediate or Secondary Haulage. Generally this is used between face haulage and main haulage. Sometimes this is merely an extension of the main haulage. 3) Main Haulage. This extends from the secondary haulage to the outside and is usually either a track or conveyor system, sometimes a combination of both. Transportation modes of coal in the various areas pose different problems, but the whole system must be synchronized. For instance, at the face the coal should be removed quickly from the various places to facilitate the movement of machines, whereas the intermediate system just passes the same coal on to the main transportation system. Selection of the transportation system must be based on the seam height, mining methods used to extract the coal, capacity required, ease of coal handling, and haulage efficiency. When driving rooms, mine cars can be used. They often simplify supply haulage and rock handling because they can also handle these items. Conveyors could be used and would have a greater haulage capacity but they cannot handle supplies easily or segregate the rock. When using a different mining method, such as longwall, mine cars cannot be used because there is not sufficient space to move the cars at the face nor can the cars haul the coal without delays which would cause excessive losses in production. As for ease of handling

Jan 1, 1981

By John C. Draper

The principal object of an underground coal mine transportation sys- tem is to move coal from the face where it is produced to the outside of the mine where it is prepared for market. In addition to the movement of coal, a transportation system must also move supply materials to the inside; it must move men in and out of the mine; and it must move rock and other debris out of the mine for disposal. Usually, mine haulage is divided into three categories named for the various areas of the mine served : 1) Pace Haulage. This is used at face from the mining machine to the intermediate transport system. 2) Intermediate or Secondary Haulage. Generally this is used between face haulage and main haulage. Sometimes this is merely an extension of the main haulage. 3) Main Haulage. This extends from the secondary haulage to the outside and is usually either a track or conveyor system, sometimes a combination of both. Transportation modes of coal in the various areas pose different problems, but the whole system must be synchronized. For instance, at the face the coal should be removed quickly from the various places to facilitate the movement of machines, whereas the intermediate system just passes the same coal on to the main transportation system. Selection of the transportation system must be based on the seam height, mining methods used to extract the coal, capacity required, ease of coal handling, and haulage efficiency. When driving rooms, mine cars can be used. They often simplify supply haulage and rock handling because they can also handle these items. Conveyors could be used and would have a greater haulage capacity but they cannot handle supplies easily or segregate the rock. When using a different mining method, such as longwall, mine cars cannot be used because there is not sufficient space to move the cars at the face nor can the cars haul the coal without delays which would cause excessive losses in production. As for ease of handling at a longwall face, conveyors are convenient because of their low height, ruggedness, and ability to operate while being advanced. Similarly, in low seam heights, conveyor systems are easier and more economic to operate than the regular track haulage because roof has to be taken down for handling mine cars of adequate size.

Jan 1, 1981

By John C. Draper

The principal object of an underground coal mine transportation system is to move coal from the face where it is produced to the outside of the mine where it is prepared for market. In addition to the movement of coal, a transportation system must also move supply materials to the inside; it must move men in and out of the mine; and it must move rock and other debris out of the mine for disposal. Usually, mine haulage is divided into three categories named for the various areas of the mine served : 1) Face Haulage. This is used at face from the mining machine to the intermediate transport system. 2) Intermediate or Secondary Haulage. Generally this is used between face haulage and main haulage. Sometimes this is merely an extension of the main haulage. 3) Main Haulage. This extends from the secondary haulage to the outside and is usually either a track or conveyor system, sometimes a combination of both. Transportation modes of coal in the various areas pose different problems, but the whole system must be synchronized. For instance, at the face the coal should be removed quickly from the various places to facilitate the movement of machines, whereas the intermediate system just passes the same coal on to the main transportation system. Selection of the transportation system must be based on the seam height, mining methods used to extract the coal, capacity required, ease of coal handling, and haulage efficiency. When driving rooms, mine cars can be used. They often simplify supply haulage and rock handling because they can also handle these items. Conveyors could be used and would have a greater haulage capacity but they cannot handle supplies easily or segregate the rock. When using a different mining method, such as longwall, mine cars cannot be used because there is not sufficient space to move the cars at the face nor can the cars haul the coal without delays which would cause excessive losses in production. As for ease of handling

Jan 1, 1981

By Charles L. Kimbell

Bulk carriers, freighters, and tankers are the three classes of marine vessels engaged in transporting mineral commodities. However, vessels in each of these categories are not devoted wholly to mineral commodity transport. Bulk carriers move agricultural products as well as crude minerals and mineral fertilizers, as ore/bulk/oil carriers also do. Freighters, owing to their great variety, can be devoted wholly to hauling mineral products or wholly to moving nonmineral goods, as well as carrying mixed mineral and nonmineral cargoes. They include general cargo carriers, full containerships, partial containerships, roll-on/roll-off ships, and barge carriers. Tankers, although largely engaged in moving crude oil and refinery products, also transport liquid chemicals, molasses, wine, liquefied natural gas, and other fluids. Although physical characteristics of vessels, such as sue, draft, crew requirements, and type of propulsion system, as well as fuel costs, have an undeniable influence on shipping industry performance, problems of and changes in the quantity and quality and types of material moved also significantly affect the shipping sector of the world economy. Unfortunately, comprehensive data in this regard are not available.

Jan 1, 1992

By Charles L. Kimbell

Tables 16 through 19 continue the series of providing the world merchant fleet distribution by type of vessel and the ranking of the major fleets by country of registry. Table 20 this year provides a summary of the world's liquid gas carrier fleet. These vessels are included in the totals given for the world's tanker fleet, but gives a breakdown demonstrating the growth of the importance of natural gas in the world's energy commodity consumption. Panama and Suez Canals Tables 21 and 22 provide the latest available information on the transit of mineral commodities through the Panama Canal, by number of vessels, direction, and the commodities transported. Although the number of vessels transiting the Panama Canal dropped slightly (0.5%) between 1989 and 1990, the total amount of cargo moved rose by 3.6% and the amount of mineral commodities moved rose by 7.2%.

Jan 1, 1993

By Ivette E. Torres

Bulk carriers, freighters, and tankers are the three classes of seagoing vessels engaged in transporting mineral commodities. However, vessels in these classes are not exclusively devoted to mineral commodity transport. Bulk carriers move considerable tonnages of agricultural products as well as crude minerals, their concentrates, mineral fertilizers, and the like. Freighters, owing to their great variety, can be devoted wholly to hauling mineral products or wholly to nonmineral goods, as well as carrying mixed mineral commodities and nonmineral commodities. They include general cargo ships, full container ships, partial container ships, roll-on/roll-offships, and barge carriers. Tankers, although largely engaged in moving crude oil and refinery products, also transport liquid chemicals, molasses, wine, liquefied natural gas, and other fluids. Although physical characteristics of vessels such as size, draft, crew requirements, type of propulsion system, ratio of gross tonnage to cargo tonnage, and fuel costs have undeniable influences on shipping industry performance, problems of and changes in the quantity and types of materials moved also significantly affect the shipping sector of the world economy, and thus have a bearing on the minerals sector of that aggregate. Unfortunately, comprehensive global data reflecting changes in these critical variables are not published.

Jan 1, 1994

By Charles L. Kimbell

Bulk carriers, freighters, and tankers are the three classes of seagoing vessels engaged in transporting mineral commodities. However, vessels in these classes are not wholly devoted to mineral commodity transport, as seen in tables 16 through 22. Bulk carriers move considerable tonnages of agricultural products as well as crude minerals, their concentrates, mineral fertilizers, and the like. Freighters, owing to their great variety, can be devoted wholly to hauling mineral products or wholly to non mineral goods, as well as carrying mixed mineral commodities and non mineral commodities. They include general cargo ships, full container ships, partial container ships, roll-on/roll-off ships, and barge carriers. Tankers, although largely engaged in moving crude oil and refinery products, also transport liquid chemicals, molasses, wine, liquefied natural gas, and other fluids. Table 16 shows the distribution of the world's merchant fleet by vessel type in terms of the number of vessels, their gross tonnage, and their deadweight tonnage. The increase of nearly 1.5 % in the number of vessels between 1990 and 1991 compared with a 2.7% growth in gross tonnage and a nearly 2.3 % increase in deadweight tonnage points to an increase in the average size of vessels. Of the four categories of vessels reported, all showed increases in number and in deadweight tonnage between 1990 and 1991 except for "other," and on the gross tonnage basis, all groups registered increases. Although physical characteristics of vessels such as size, draft, crew requirements, type of propulsion system, ratio of gross tonnage to cargo tonnage, and fuel costs have undeniable influences on shipping industry performance, problems of and changes in the quantity and types of materials moved also significantly affect the shipping sector of the world economy, and thus have a bearing on the minerals sector of that aggregate. Unfortunately, comprehensive global data reflecting changes in these critical variables are not published.

Jan 1, 1993

By Kevin B. Doyle

Virtually all industries use sulphur in some form. About half of the world's production is used in the production of fertilizers. Sulphur is produced in one form or another in over sixty countries in the world. The major producing countries, in order of importance, are: U.S.A., Canada, U.S.S.R., Poland, Japan, France, Mexico, and Spain. Canada is the largest exporter of sulphur presently supplying about 30% of the world elemental sulphur export trade. It has held this position since 1968. World sulphur resources are virtually unlimited. Future world competition will come from Iraq and other Middle East countries as well as Central and South America.

Jan 1, 1978