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By Venkata Krishnaiah Yeddala, Sai Vivek Adari, Suresh Kumar Velugu

Assam cancer care foundation (ACCF) proposed the construction of hospitals and related facilities across 18 locations in the state of Assam-India. Tezpur is one among the 18 locations of Assam with high seismic risk. The strata at the site are comprised of mostly fine silty sands of lower SPT- N values. The water table is also encountered and ranging from 1 m to 2 m below EGL. Since the site lies in seismic zone V as per IS 1893, detailed liquefaction analysis is carried out for all five boreholes and indicates that soil is liquefiable and ground improvement is inevitable up to a depth of 15 m below existing ground level. To mitigate the liquefaction potential and enhance the seismic performance of the soil, ground improvement using stone columns by Wet top feed Vibro-replacement method is proposed. Also, the differential settlements can be avoided effectively under the raft foundation with Vibro Stone Columns. In this paper, field test validation results such as Pre and post-SPTs and ECPTs to access the extent of ground improvement, along with other information adopted in this project presented.

Nov 1, 2022

By R. G. Warncke, J. H. East, D. Harrington

The mining industry of the United States has long been severely criti- cized because of its high rate of accident occurrence, not only as compared with other industries of the United States but also with the mining industries of other countries, particularly Europe. Statistics, often not strictly com- parable, indicate that the accident-frequency rate in all mining is currently about three times and the accident-severity rate is about seven times as great as the average for general industrial work in the United States. These fig- ures are by no means comforting to humanitarian mining men, irrespective of their status in the industry, and they constitute a challenge that certainly cannot continue to be ignored much longer. The picture becomes much darker when the above statistics are augmented with data indicating that on an exposure basis our mines (more particularly our coal mines) have accident rates two, three, or even more times as great as more or less similar mines in Europe, particularly England, Wales, Belgium, France, and Germany. The sting is alleviated to some extent by the knowledge that our coal mines produce about 4 to 5 times as much coal per man day as is produced in at least some European mines. However, all of these foreign acci- dent statistics should be analyzed carefully before we become very much con- cerned about them, because they are not strictly comparable, for several reasons, not the least of which is the fact that foreign methods of compiling or recording accident statistics often differ materially from ours. Moreover, foreign mining and other conditions are definitely dissimilar to ours in many phases, and numerous other factors affect the comparability of foreign mine- accident statistics with those of the United States. Unquestionably, it should also be taken into consideration that the accident rate of the 140,000,000 or more constituting the populace of the United States as a whole is much higher than that of any other major country in the world and is two, three, or more times the rate of the European countries that have more favor- able mine-accident rates than those of the United States (table 1). Moreover, it is significant that the mine-accident-severity rate of British mines is about six times the average accident-severity rate of the major industries of the British Isles, or but little more favorable than the comparable figures in the United States; namely, that mining has an accident severity rate about seven times the average of about 30 of the major industries of this country.

Apr 1, 1949

By D. J. Parker, J. B. Benson, J. H. Bird, F. E. Cash

"INTRODUCTION The organic act that became effective July 1, 1910, imposes two very definite primary obligations upon the Bureau of Mines: (1) The prevention of loss of life and limb and the protection of the health of workers in the mineral industries, and (2) the conservation and scientific utilization of the country's mineral resources.The subject of this publication falls within the scope of both of these responsibilities by reason of the fact that (1) certain safety precautions are involved in combating even surface fires and, (2) although peat is not now, so far as known, utilized commercially or otherwise in this country as a fuel, it is extremely valuable agriculturally in at least one of our States, The justification for the conservation of such low-grade fuel through fire prevention appears warranted because of its present value to agriculture and the possible advantages accruing to future generations as a source of heat and power.Although the Bureau of Mines has published information on the origin and uses of peat, this is the first attempt to give out data concerning the prevention and control of peat-bog fires. Although the information presented here is restricted to the Lake Superior District, California, and Florida, there may be similar conditions in other sections of the country that have not come to the attention of engineers of the Bureau of Nines."

Jul 1, 1947

By O. W. Kamper

To most of you present here the word "refractories" is not new and you are familiar with the materials and use. To many people though the question is asked, "What are refractoriness and what are they used for?" Refractories are non-metallic products which are so resistant too melting at very high temperatures that they can be used for building or lining furnaces of all kinds. A large variation occurs in the size, form, and composition depending on the service for which they are intended. They are made from a wide variety of raw materials, of which fire clay and quartzite are used in largest quantities. Other refractory raw materials include magnesite, chrome, diaspore, bauxite, kyanite, sillimanite, olivine, zircon, and many others. Most of these are assembled from-widely-'separated points in the United States while others come from the far corners of the earth. Chrome is imported from the Philippines and South Africa, and, to a lesser extent, Turkey and Greece Kyanite and sillimanite come: from India and bauxite from the Guianas. And there's "magnesite from brines," produced in chemical plant's by treatment of sea water or inland deep-well brines with hydrated lime. The proportion of magnesia available in sea water is so small, less than one pound from 500 pounds of water,, that millions of gallons must be pumped and processed each day in a sea water magnesite plant. The realm of refractory raw materials, therefore, is very extensive and continues to grow because of the endeavor to find-better raw materials from which to produce better products for refractory service.

Jan 1, 1960

By Gordon Clark, Basar Arioglu, Nasri Munfah, Sanja Zlatanic, Tolga Togan

"The 13.2 m (43 ft) external diameter, double deck Istanbul Strait Road Tube Crossing is one of the most challenging underwater tunnel projects in the world. Subjected to 11 bars of hydrostatic pressure, variable geology, and being in a very active seismic area, the execution of the project required innovative solutions, sophisticated construction techniques and prudent risk management approach. The 5 km (3.1 mile) tunnel consists of a 3.4-km (2.2-mile) tunnel boring machine- (TBM) bored tunnel, 1 km (0.62 mile) twin NATM tunnels and cut-and-cover sections. The project is being delivered in a build-operate-transfer (BOT) contract in a public-private partnership. The technical challenges, coupled with financial and commercial risks required the implementation of sophisticated risk management tactics including the provision of independent design verification. The project was opened to traffic on December 20, 2016, four months ahead of schedule.. This article presents the technical challenges of the project from the design, construction, and risk management aspects..Project backgroundThe $1.245 billion Istanbul Strait Road Tunnel Crossing project, dubbed the Eurasia Tunnel, is one of several major infrastructure projects being implemented in the Republic of Turkey in a public-private partnership approach. The project provides a direct and easy connection between the Anatolian (Asian) side of Istanbul and the heart of its historical district on the European side across the Bosphorus Strait which connects the Black Sea with the Sea of Marmara. The project improves connections to a wide network of motorways on both sides, increase capacity across the Bosphorus by 100,000 vehicles a day, reduces congestion and saves motorists an average of 45 minutes of commuting time in each direction bringing significant economic benefits to the city and the region. It eases traffic across the strait, reduces congestion, decreases pollutants and emission while maintaining Bosphorus. It is the most complex part of the project with the greatest challenges and risks. Part 2 is 5.4 km (3.6 miles) long consisting of 3.4 km (2.2 miles) of 13.2 m ( 43.3 ft) external diameter TBM bored tunnel under the Bosphorus Strait, 1-km (0.62-miles) of twin NATM tunnels on the Asian side, cut-and-cover transition boxes in the Asian and the European sides and depressed approaches on both sides. In addition, this segment includes the toll plazas, ventilation buildings, and the tunnel control and maintenance facilities."

Mar 1, 2017

By David Yang

Commercially available flotation technologies for recovery of mineral fines have remained essentially unchanged for several decades. Recent studies have focused simply on improving mechanical and open column cells. Such studies have explored different control strategies and have aimed to improve reagent selectivity, fine air bubble generation and particle-air contact. However, no study has questioned whether current techniques are the most efficient technology for recovering mineral fines. Given that both mechanical and open column cells have a widely accepted carrying capacity limitation, the lack of extensive research into an alternative technology is surprising. Most recently, open column flotation has become an entrenched technology, and it is undermining the efficient recovery of mineral fines worldwide. An alternative exists. Packed column flotation overcomes the above-stated problems as the technology surpasses the carrying capacity limitation of current means by several-fold and almost always achieves the best performance in many comparative pilot tests and full-scale plant operations. Filling a column with packing plates creates a network of sloped walls capable of supporting a froth bed many times deeper than conventional machines. Having froth up to 75 percent of the total column volume tolerates all feed changes encountered in the plant environment and permits maximum flexibility in concentrate quality control. Furthermore, its scale-up is straightforward by increasing column volume or the number of interconnected small cells. As the air breaks upon rising and is distributed horizontally through packing plates, the air spargers can be replaced with a simple blower, resulting in considerable savings in operation and maintenance costs. Packed flotation technology provides a break-through solution for the separation of fine and ultra-fine minerals. Its simplicity, superior performance, and low cost structure make it an appealing alternative to current technologies and allow greater flexibility in downstream processing. Future industrial applications include a wide variety of metallic and non-metallic ores. This paper focuses on some recent scale-up campaigns for nickel and copper sulphide flotation applications compared directly to conventional equipment.

Jan 1, 2014

By Albert Stazicker

AT Climax the warehouse department operates as an independent unit similar to the mine and mill departments. It has the responsibility of receiving, checking, unloading, and storing all material and supplies delivered to the plant. In addition, the transportation of all supplies comes under the direction of the warehouse so that prompt delivery of supplies to all departments is one of its major functions. The transportation division operates heavy and light trucks, trailers, two large tractors, and two snowplows. In addition to delivering supplies it is also responsible for snow removal from the roads, hauling of sand and gravel for concrete and domestic coal to employees. and all miscellaneous work involving the use of tractors or trucks.

Jan 1, 1946

By Gordon Clark, Basar Arioglu, Zlatanic. Sanja, Nasri Munfah, Togan. Tolga

"The 13.2 m external diameter double deck Istanbul Strait Road Tube Crossing is one of the most challenging underwater tunnel projects in the world. Subjected to 11 bars of hydrostatic pressure, variable geology, and being in a very active seismic area, the execution of the project required innovative solutions, sophisticated construction techniques, and prudent risk management approach. The 5 km tunnel consists of 3.4 km TBM bored tunnel, 1 km twin NATM tunnels, and cut and cover sections. The project is being delivered in a Build-Operate-Transfer (BOT) contract in a public-private partnership. The technical challenges, coupled with financial and commercial risks required the implementation of sophisticated risk management tactics including the provision of Independent Design Verification. Presently, the project is in its advanced stages of construction with a recent successful TBM breakthrough on August 22nd 2015. The paper presents the technical challenges of the project from the design, construction, and risk management aspects and provides the status of the construction. PROJECT BACKGROUND The $1.245 billion Istanbul Strait Road Tunnel Crossing project, dubbed the Eurasia Tunnel, is one of several major infrastructure projects being implemented in the Republic of Turkey in a public-private partnership approach. The project provides a direct and easy connection between the Anatolian (Asian) side of Istanbul and the heart of its historical district on the European side across the Bosphorus Strait which connects the Black Sea with the Sea of Marmara. Upon its completion in 2017, the project will improve connections to a wide network of motorways on both sides, increase capacity across the Bosphorus by 100,000 vehicles a day, reduce congestion and save motorists an average of 45 minutes of commuting time in each direction, and bringing significant economic benefits to the city and the region; it will ease traffic across the strait, reduce congestion, decrease pollutants and emission while maintaining the historical silhouette of the city. Figure 1 provides a general view of the project location and alignment. The overall project consists of three parts totaling 14.6km. Parts 1 and 3 consist mainly of widening existing motorways, providing connections to existing roads, reconstructing local bridges and underpasses on the European and Anatolian sides respectively. Part 2 is the tunnel crossing across the Bosphorus; it is the most complex part of the project with the greatest challenges and risks. Part 2 is 5.4 km long consisting of 3.4 km of 13.2m external diameter TBM bored tunnel under the Bosphorus Strait, 1-km of twin NATM tunnels on the Asian side, cut and cover transition boxes in the Asian and the European sides and depressed approaches on both sides. In addition, this segment includes the toll plazas, ventilation buildings, and the tunnel control and maintenance facilities."

Jan 1, 2016

James GayleY, New Pork City (communication to the Secretary*) :—The main thing that is sought after in this matter is that all purcliases shall be made by analysis. This is done already in special lines, as in the manufacture of various grades of steel in which phosphorus, silicon and sulphur are specified within narrow limits, and I quite agree with Mr. Cook that specifications, which are over-rigid in unessential particulars, should be avoided, as they defeat their own purpose because unreasonable requirements permitting no variation are practically not fulfilled, and it is impossible to specify grade

Jan 1, 1905

"The successful commissioning and ramp up of the Albion Process™ at the GPM Gold Project relied on the successful scaling up of the process from batch and continuous pilot plant campaigns (Voigt et al., 2015). Critical information about reaction kinetics and residence time, grind size and pulp density were determined at the laboratory scale and successfully applied to the commercial scale. A limitation of small scale testwork, is that some parameters cannot be measured reliably and scaling up is a function of the physical size of the equipment which isn’t possible to test with laboratory scale equipment. Oxygen mass transfer rate is one such parameter since this is a complex interaction of many factors including slurry temperature, solution and slurry chemistry, slurry viscosity, agitator type, dimensions and power, oxygen bubble residence time, oxygen purity, tank geometry and oxygen injection technique. Oxygen generation represents an important operating cost for the Albion Process™. Pivotal to the Albion Process™ operating economically at atmospheric pressure is the capability to efficiently transfer oxygen while utilising as much oxygen injected to the process as possible. To respond to this Glencore Technology developed the HyperSpargeTM supersonic gas injector. This paper compares the HyperSparge™ against other sparging techniques to quantify the benefits of oxygen injection via a supersonic gas jet on scale up of the oxygen mass transfer system. The paper then examines plant survey data from the GPM Gold Project to demonstrate the very high oxygen utilisation that can be achieved with a correctly designed oxygen mass transfer system.INTRODUCTION One of the main challenges in chemical reactor design is the scale-up of processes from the laboratory to industrial scale. Processes which cannot be faithfully simulated with an experiment at the laboratory scale face challenges due to the physical dimensions and complexity of full scale operation. One example of this is the design of oxygen mass transfer systems in atmospheric oxidative leaching circuits such as the Albion Process™. A number of constraints associated with the use of laboratory scale equipment to design full scale circuits are involved in gas mass transfer processes in agitated slurries such as the Albion Process. Chiefly, typical laboratory and pilot size equipment lacks the required volume to provide useful design data without relying on empirical correlations: the specific agitator power input is artificially high, the bubble residence time in the vessel is artificially low, the oxygen partial pressure at the base of the vessel is artificially low and the oxygen delivery method may differ significantly to the industrial process. Further, the dynamic nature of the process introduces additional impacts on gas mass transfer, including the presence of solids, recycle streams and minor elements, plus the variances within the reality of a process plant such as disruptions or variance of feed quality."

Jan 1, 2017

By D. Auerswald, M. Kotze, V. Yahorava, T. Udayar

Uranium can be recovered from lower grade uranium ores (<800 mg/kg U3O8), leach residues, and waste dumps cost-effectively via resin-in-pulp (RIP). Using this technology, no solid/liquid separation or washing of the leach residues are required. Furthermore, the uranium recovery can be higher than with conventional methods. RIP technologies have, however, been perceived negatively due to concerns around potential resin fouling and losses. This paper highlights the advancements made in RIP and discusses a number of potential applications where the technology could deliver economic and consequential environmental benefits by reducing the uranium levels in the waste.

Jan 1, 2014

By K. S. Raja, M. Misra, S. K. Mohapatra

"Ordered arrays of TiO2 nanotubular photocatalysts were prepared by a simple anodization process. Band gap states of the TiO2 were altered by controlling the anodization electrolyte composition and thermal annealing conditions that resulted in enhanced photo activity. These nanotubes were used for reducing CO2 to methanol either by photochemical or photo electrochemical routes. Pd nano-particle loaded TiO2 nanotubes were employed for photochemical reduction of CO2 to methanol that showed a conversion rate of 12 x 10-3 mol m- 2h-1. Carbon modified TiO2-xCx type nanotubes were used as photo anode and Ti as cathode for photo electrochemical reduction of CO2. The potential of Ti cathode was maintained at -0.5 V SCE. The formation rate of methanol was determined as 13 x 10-3 mol.m-2h-1.1. IntroductionGlobal warming due to emission of carbon dioxide is a serious environmental concern. The atmospheric concentration of CO2 is about 384 ppm by volume and about 3 x 1012 tonnes by weight. Burning of fossil fuels and deforestation are the leading causes for increase in the anthropogenic CO2. More than 32 x 109 tonnes of CO2 are released per year (based on 2006 data) worldwide from the fossil fuel. Pumping CO2 from the fossil fuel power plants into deep ocean basin is one of the most discussed disposal options. The other potential option is converting this green house gas into valuable fuels.Carbon dioxide feed stock can be converted into fuels of solid, liquid or gas phase by chemical, electrolytic, photocatalytic and photo-electrocatalytic methods. Reduction of CO2 to fuel form of any phase requires energy. The reduction process should be energy efficient so that we do not spend more energy and emit more (indirect) CO2 in the process of converting CO2. From this point of view, conversion processes occurring at room temperature look attractive.Electrolytic conversion of CO2 into various forms such as methane1, ethane2, ethylene3, methanol4,5, ethanol6, n-propanol, formic acid7, and formaldehyde has been widely reported. The standard equilibrium potential (at pH: 0) for reduction of CO2 to methanol is 0.14 VSHE and to methane is 0.2 VSHE which is thermodynamically more favorable than hydrogen reduction. However, the gas phase reduction is kinetically complex requiring effective electrocatalyst. The major issues with electrolytic conversion of CO2 to useful products are:"

Jan 1, 2010

By P. N. Anyalebechi

A comparative study of the mechanical properties of automotive steering knuckles produced by three different shape-casting related processes has been conducted. It involved the characterization of the tensile and fatigue properties of aluminum alloy A356 knuckles produced by the vacuum/pressure riserless casting (VRC/PRC), pressure counter pressure casting (PCPC), and the hybrid Cobapress (a casting-forging) processes, in accordance with the appropriate ASTM standards. Surprisingly, the knuckles produced by the hybrid Cobapress process exhibited the lowest strength. For example, the average 0.2% yield strength of the Cobapress knuckles was 31 MPa and 40 MPa less than that of the VRC/PRC and PCPC knuckles, respectively. However, between stresses of 150-200 MPa, the fatigue lives of the VRC/PRC, PCPC, and Cobapress knuckles were comparable. But above 200 MPa, the Cobapress knuckles exhibited the lowest fatigue life. The observed differences in the mechanical properties are attributed to the inherently different microstructures of the different knuckles.

Jan 1, 2009

By Francis Gray

Mr. F. W. Gray: It is not my intention to read my paper as it is too long, so I will touch only on the high lights. The Sydney field is the most favourable example of undersea coal mining that exists, and I have not been able to find anything like it elsewhere. The nearest approach to it is a field in England where the Whitehaven collieries are operating, but it has a lot of faults. The net result of these faults so far met with in the seaward advance of the workings has been to increase, by something over 100 feet, the gain in depth of cover, in a distance of approximately three and three-quarter miles. In the Sydney field there are no faults of any consequence. On the east side, the English measures rise. In Australia the sea bottom fell and the cover became too light. On Vancouver Island the coal ran out, and in Japan the seams are steep and contorted. The Chilian fields resemble our own to some extent. An inundation of two collieries took place there some time ago, due, it is said, to the rise workings being allowed to approach the sea bottom too closely in the vicinity of a fault. The Cape Breton undersea field has been proved over a frontage of about thirty miles and has been attacked and penetrated for a considerable distance along that front. We have passed the prospecting stage and now generally use developed land areas as points of attack to win the undersea coal. Of our mining under the sea, it can be said that, with the exception of No. 1-B and Princess colliery, Sydney Mines, no real attempt has been made to win the undersea coal.

Jan 1, 1927

By Herbert J. French

ALLOY steels have become essential to industry in meeting the rigid requirements on materials imposed by our, advanced technology. In comparison with the total ingot capacity of the steel industry, the volume of alloy steels is relatively small although for many years annual alloy-ingot tonnage has, been in seven figures. However, the monetary value of the alloy-steel production is exceedingly high and the benefits derived from the products are relatively great. The trend in total ingot production since 1932 has been generally upward with only two major interruptions. That of the year 1938 was due to a decrease in general business activity whereas that of 1946 resulted largely from work stoppages. Traditionally, the tonnage of alloy-steel ingots produced was in the neighborhood of 5 to

Jan 1, 1948

By John Nagy, Henry G. Dorsett, Murray Jacobson

Laboratory studies show that ignition of a dispersed combustible dust in an open vessel may be prevented by adequate inerting . Factors affecting the inerting requirements are -- dust concentration , spark energy , ignition temperature , composition of the substances used for inerting , fineness of dust and type of combustible . The oxygen concentration of the atmosphere and in some instances the proportion of admixed inert powder and moisture required to prevent ignition are given for 367 dust samples . Variations in inerting requirements with strength of igniting source are discussed .

Jan 1, 1964

By Erico Tabosa, Meng. Jun, Kym Runge, Matthew Brennan, Weiguo Xie, Dee Bradshaw

Turbulence and its distribution are of great importance in flotation cell design as they affect suspension of particles, air dispersion and particle-bubble collision rates, which in turn determine flotation performance. However, there is no mature technique to measure turbulence in three phase (liquid-solid-gas) systems such as in flotation cells. In this article, the authors present two new approaches that are suitable for measuring turbulence distribution in three phase systems and validate their applicability. The first technique uses a piezoelectric vibration sensor (PVS) to measure fluid kinetic energy standard deviation and the second technique applies electrical resistance tomography (ERT) to measure conductivity variation at a measurement position in a flotation cell. For the PVS technique, calibration of the sensor was performed to determine the values of parameters that were needed to calculate the force applied to the sensor. Then measurement was conducted in a 60L batch flotation cell and the results were compared with LDA measurement. This demonstrated that the piezoelectric sensor signal provides a good representation of fluid kinetic energy standard deviation at the position of measurement. For the ERT technique, conductivity distribution data was processed to give conductivity variations, which were then used to calculate fluid kinetic energy standard deviation at the measurement position. The spatial distribution of turbulence obtained by performing multiple measurements at different positions in the 60 litre batch flotation cell was found to agree with the PVS measurement results. These two techniques are potentially powerful tools for turbulence measurement in flotation environments, enabling a clearer understanding of turbulence’s influence on flotation performance to be determined.

Jan 1, 2014

By The Honourable George Prudham

"I AM PLEASED indeed to be present with you here today and to be taking part in the proceedings of your convention. You have been greeted and welcomed to the Province by Premier Manning who is also provincial Minister of Mines and Minerals, and to this City by Mayor Hawrelak. As Minister of Mines and Technical Surveys in the federal government and as Member of Parliament for Edmonton West, I have been asked to share the honour of extending greetings and a cordial welcome to all.It is a happy coincidence that this representative national gathering, indicative of the growing strength and significance of a great basic Canadian industry, is taking place in the Macdonald Hotel, the new addition of which marks another important step forward in the progress of this City and district.This happens to be the third national convention of the C.I.M. that I •have had the pleasure of attending and I trust that I am not presumptuous in expressing the hope that I will have the opportunity of attending many more conventions of the Institute in my present capacity.Dr. Kidd has bestowed on me a high honour by asking me to be Co-Chairman of this Inaugural Session of the Convention and thus to share with him the responsibility of presiding over the proceedings of this afternoon."

Jan 1, 1953

"In an environment of rising energy prices and mining at greater depths, cost-efficient loading and hauling equipment is essential. Conducted at an underground mining operation, this study analyzes the energy consumption and gas emissions of diesel and electric load-haul-dump machines (LHDs) with similar bucket capacities. Based on energy prices from the first quarter of 2014, results of discrete event simulation show that energy costs for diesel and electric LHDs are US$0.24/t and US$0.07/t, respectively. Also, diesel LHDs emit 2.68 kg CO2 per litre of diesel fuel, whereas using electric machines reduces the need for ventilation to mitigate engine heat and emissions and reduces energy costs.RÉSUMÉ Dans un contexte de croissance des prix de l’énergie et d’exploitation minière à des profondeurs de plus en plus grandes, il est essentiel d’avoir des équipements de chargement et de transport les plus rentables possible. La présente étude, effectuée dans une mine souterraine, analyse la consommation énergétique et les émissions de gaz de chargeuses-navettes (LHD) au diésel et à l’électricité ayant des capacités de godet similaires. En se basant sur les prix courants de l’énergie, les résultats d’une simulation d’événements discrets montrent que les coûts énergétiques pour les LHD au diésel et à l’électricité sont respectivement de 0,24 $US/t et de 0,07 $US/t. De plus, les LHD au diésel émettent 2,68 kg CO2 par litre de combustible diésel alors que les machines utilisant l’électricité réduisent le besoin de ventilation pour atténuer la chaleur des moteurs et les émissions en plus de réduire les coûts énergétiques."

Jan 1, 2015

By Martti E. Maliniemi

The Svappavaara mine is located 47 km southeast of Kiruna C. The ore deposit now being worked, Leveäniemi, belongs to Luossavaara- Kiirunavaara AB (LKAB) and is the company&apos;s, and also Sweden&apos;s, third biggest mine after Kiirunavaara and Malmberget. The distance by rail to the Norwegian port of Narvik is 214 km and to Lulei on the Gulf of Bothnia 340 km (Fig. 1). The village of Svappavaara has about 800 inhabitants. The climate is arctic in character. The temperature during the months of December to February is about -20º to -35ºC, and the ground is covered by a blanket of snow for about eight months of the year. The brief, intensive summer often arrives with startling speed, bringing both sunshine and warmth. HISTORICAL BACKGROUND Mining operations took place in Svappavaara as far back as 300 years ago. During the period 1655-1684, copper ore was taken from the deposit called Gruvberget in the vicinity of the village. The total production of raw copper was probably about 1,045 tons. During the 18th and 19th centuries, several attempts were made to extract iron ore from the numerous deposits found within the district. These brave attempts, however, were foiled by the high phosphorus contents and the enormous transport difficulties. The present-day mine fields in Leveäniemi were discovered in 1897. At that time, it was difficult to determine the size and value of the deposit because of the thickness of the soil cover (3 to 15 m) and the

Jan 1, 1969