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By F. K. Mulenga, M. Lusambo

"Geometallurgical models are a strategic tool used primarily in planning, diagnosis, and process optimisation. This paper discusses the development of a predictive model for flotation recovery at Kansanshi concentrator in Zambia as a function of key operational parameters. Daily data for milling and flotation from the circuit processing the copper sulphide ore was analysed. This data, recorded over a period of one year of production, was collected from diverse sensors measuring semi-autogenous milling and flotation parameters. Statistical analysis showed that copper head grade, acid-insoluble, and acid-soluble copper, SAG mill throughput, ball mill load, and tonnage of feed material to the SAG mill in the -125 +63 mm size fraction contributed to the prediction power of the proposed empirical model by as much as 90%. Finally, a proposal was made for the development of a simulation model under MODSIM®, a flexible tool for mineral processing applications. This was to test the limitations of the empirical model for future refinement. IntroductionKansanshi is the largest copper mine in Africa and the world’s eighth largest copper producer, with a total of 253 272 t of copper produced in 2016 (Newall, 2017). It is located approximately 10 km north of Solwezi, the capital and administrative headquarters of the North Western Province, Republic of Zambia. The ore deposit consists predominantly of chalcopyrite and malachite with variable amounts of chalcocite, bornite, chrysocolla, and azurite. Because of the varying proportions of sulphide and oxide copper minerals, the ore is classified into three distinct categories: sulphide, mixed, and oxide ores. As such, three separate processing circuits are used to mill the ore down to a standard targeted grind size of 80% passing 150 µm before froth flotation and leaching.A lot of research and development has been done to improve the performance of the sulphide ore circuit at Kansanshi. Despite the research efforts and subsequent operation, the sulphide ore circuit did not attain the target recovery and grade for 2016, primarily because of the complexity of the orebody.The constant drive to achieve the set production target of recovery and concentration grade after froth flotation motivated the development of a tool for the prediction of recovery. The anticipated benefit is not only to enable the plant to apply corrective actions when needed, but also to make a tool available for the quick assessment of the plant performance of the. For that purpose, data spanning June 2016 to May 2017 was analysed, cleaned up and curvefitted to an empirical model. In doing so, key parameters were determined and calibrated to represent the behaviour of the plant."

Nov 1, 2018

By C. A. Sutherland

"Smelting of copper-gold ore from nearby Rossland mines started at Trail in the 1890s. As ore from the Rossland mines became exhausted, lead smelting offhand-sorted galena orefrom other British Columbia mines was initiated. With the development of flotation technology for the separation of lead, zinc, and iron sulphides in the first two decades of this century, the large Sullivan orebody at Kimberley, British Columbia, became the foundation for the growth of a major zinc and lead smelter at Trail. Lead smelting began in 1901, electrolytic zinc in 1916, and by 1984, the Trail metallurgical complex had produced 10 million tons of each metal. Its present capacity is 270000 tonnes per year of zinc and 110 000 tonnes/year of lead.This paper reviews the history of technological changes in the Trail production plants, emphasizing the zinc plant modernization program started in the 1970s, and also the planned introduction of the QSL oxygen lead smelting process in the late 1980s. Lead modernization will increase production capacity to a maximum of 160000 tonnes per year.IntroductionCopper-gold ore was discovered at Rossland, British Columbia, in the year 1890, starting a mining industry that was to last over three decade s. Selected ore was at first transported at high cost to distant U.S. smelters, so there naturally followed a decision to construct a small copper smelter to process the local ore to matte. It was built in 1896 at the mouth of Trail Creek on the Columbia River, about 10 km from Rossland. This little smelter was to develop and diversify in the next 90 years into the world's largest lead-zinc produce.The mining boom that occurred in the northwestern United States and southeastern British Columbia in the period of 1890 to 1910 saw the brief operation of many small local smelters. The only one to survive was the smelter at Trail. The circumstances that permitted its continued life and subsequent growth, form a fascinating history of business deals, litigation, and steady technical progress.Early investment in local railway transportation and options by F.A. Heinze, the smelter' s founder, attracted the attention of the Canadian Pacific Railway Company, which purchased Heinze' s assets in 1898. This provided the capital base for survival and growth of the smelter, which remained and prospered under the Canadian Pacific umbrella for almost ninety years. It was registered as the Consolidated Mining and Smelting Company of Canada Limited in 1906; in 1966, this name was shortened to Cominco Ltd."

Jan 1, 1988

By Fuming Wang, Xin Lu, Hao Bai, Hebin Zhu

"In this study, CO2 emissions and carbon footprint of a typical steel works with integrated process and iron and steel industry in China was calculated and analyzed by a carbon footprint method based on the model of process CO2 emissions in iron and steel making. The carbon footprint of iron and steel industry from 1991 to 2010 in China showed a rapid increasing tendency. In 2008, the CO2 emissions of iron and steel industry in China was 1.289 billion tons, 19.71% of the national total CO2 emissions, and the corresponding carbon footprint was 159.13 million hm2 of green area. Carbon deficit of iron and steel industry also go up gradually if considering the carbon storage by green vegetation. Thus, the internal carbon reduction strategy, such as energy structure optimization and energy saving technology, was mainly encouraged for the sustainable development of iron and steel industry in China.IntroductionThe Global Warming resulting from the increase of Greenhouse Gases (GHGs), in particularly CO2, in the atmosphere has become the main reason of global climate change, and large emission reductions are required for sustainable development [ 1]. The iron and steel industry is the largest energy consuming manufacturing [2] in the world and the largest emitter of CO2 emissions. In 2005, it accounted for about 20% of global industrial energy use and 30% of energy and process CO2 emissions from industry [3]. In China, the crude steel has firmly been ranking at first of the world recent years and kept growing tendency year by year. With the production growth, the CO2 emissions of iron and steel industry also increased significantly and hence the steel industry has become one of the most sources of CO2 emission in China [4], which has attracted more and more attention to seek the carbon reduction strategies.Carbon footprint is an important and useful concept originating from Ecological Footprint, which was used efficiently to quantitatively analyze the impact of the human activities on ecological system, in particularly impact of the human energy activities [5]. In the view of Life Cycle, the carbon footprint is efficient to analyze the direct and indirect CO2 emission in the whole life of various products used in human activities. As to the iron and steel, the important materials and products in the human life, the carbon footprint analysis is quite necessary to evaluate the CO2 emission impact on the corresponding ecological system and global environmental."

Jan 1, 2013

By Monique Nykamp

"INTRODUCTIONTerminal 46 is located just south of downtown Seattle, and is one of the Port of Seattle’s busiest container terminals. The Terminal 46 Redevelopment Project was undertaken to replace the existing 15-m-wide (50 ft) cranes along the apron with 30-m-wide (100 ft) cranes, which can unload larger, post- Panamax ships. The project included upgrading the existing waterside crane rail with new piles and constructing a new land-side rail behind the sheetpile bulkhead. The new piles had to be installed adjacent to the existing apron without causing damage, which was a signifi cant geotechnical challenge due to the soft soil conditions at the site. An instrumentation program performed during the test pile program evaluated this challenge and allowed for the development of specifi c production pile installation procedures that had the least possible effect on construction costs and schedule. SITE HISTORYThe site lies along the west side of Elliott Bay, north of the mouth of the Duwamish Waterway. Prior to development, this area was part of the tide fl ats where the Duwamish River drained into Elliott Bay. Prior to 1970, there were several existing timber piers and structures in the area. In the 1970s, the Port of Seattle constructed a 900-m-long (3,000 ft), 30- m-wide (100 ft) apron to support fi ve, 15-m-wide (50 ft) container cranes. The contained backland area was then fi lled with dredged spoils (sand and silt with organics) and the upper 5 to 20 m (16 to 65 ft) backfi lled with sand and gravel.The existing apron was constructed using 0.4 m (16 in) octagonal prestressed concrete piles to support the precast concrete deck and crane rails. The pile-supported bents were spaced at 6.1 m (20 ft), center-to-center, along the longitudinal direction. Pile lengths typically varied from about 20 to 40 m (65 to 130 ft) with 15 to 26 m penetration below mudline (50 to 85 ft penetration). The slope below the apron was constructed at about 1.75 horizontal to 1 vertical to allow for suffi cient water depth for cargo ships. In most areas, a riprap buttress was placed at the toe of the slope. A typical cross section of the apron is shown on Figure 2.Several stability, settlement and pile driving issues arose during the original construction of T-46 (Pita, 1983). Reportedly, movement of the submarine slope occurred during pile driving, resulting in settlement behind the bulkhead. Pile driving reportedly caused settlement of adjacent piles. In addition, some piles were “running” (dropping quickly under one hammer blow) during installation."

Jan 1, 2007

By Monique Nykamp

"INTRODUCTIONTerminal 46 is located just south of downtown Seattle, and is one of the Port of Seattle’s busiest container terminals. The Terminal 46 Redevelopment Project was undertaken to replace the existing 15-m-wide (50 ft) cranes along the apron with 30-m-wide (100 ft) cranes, which can unload larger, post- Panamax ships. The project included upgrading the existing waterside crane rail with new piles and constructing a new land-side rail behind the sheetpile bulkhead. The new piles had to be installed adjacent to the existing apron without causing damage, which was a signifi cant geotechnical challenge due to the soft soil conditions at the site. An instrumentation program performed during the test pile program evaluated this challenge and allowed for the development of specifi c production pile installation procedures that had the least possible effect on construction costs and schedule.SITE HISTORYThe site lies along the west side of Elliott Bay, north of the mouth of the Duwamish Waterway. Prior to development, this area was part of the tide fl ats where the Duwamish River drained into Elliott Bay. Prior to 1970, there were several existing timber piers and structures in the area. In the 1970s, the Port of Seattle constructed a 900-m-long (3,000 ft), 30- m-wide (100 ft) apron to support fi ve, 15-m-wide (50 ft) container cranes. The contained backland area was then fi lled with dredged spoils (sand and silt with organics) and the upper 5 to 20 m (16 to 65 ft) backfi lled with sand and gravel.The existing apron was constructed using 0.4 m (16 in) octagonal prestressed concrete piles to support the precast concrete deck and crane rails. The pile-supported bents were spaced at 6.1 m (20 ft), center-to-center, along the longitudinal direction. Pile lengths typically varied from about 20 to 40 m (65 to 130 ft) with 15 to 26 m penetration below mudline (50 to 85 ft penetration). The slope below the apron was constructed at about 1.75 horizontal to 1 vertical to allow for suffi cient water depth for cargo ships. In most areas, a riprap buttress was placed at the toe of the slope. A typical cross section of the apron is shown on Figure 2.Several stability, settlement and pile driving issues arose during the original construction of T-46 (Pita, 1983). Reportedly, movement of the submarine slope occurred during pile driving, resulting in settlement behind the bulkhead. Pile driving reportedly caused settlement of adjacent piles. In addition, some piles were “running” (dropping quickly under one hammer blow) during installation."

Jan 1, 2007

By Hajime Miki, Gde Pandhe Wisnu Suyantara, Tsuyoshi Hirajima, A. M. Elmahdy, Keiko Sasaki

"Seawater has been reported to depress molybdenite in a copper-molybdenum (Cu-Mo) flotation process at high pH due to the precipitation of Mg(OH)2. Meanwhile, to improve mineral recoveries, collectors are usually added into the flotation cells, thus adding the complexity to the mechanism of bubble-particle interactions involved in Cu-Mo flotation. Therefore, understanding the interaction mechanism in seawater flotation and in the presence of collectors is important to explain the minerals depression. The present work investigated the effect of kerosene on the bubble collision and attachment to pure chalcopyrite and molybdenite surfaces in MgCl2 solution as one of the seawater major components at pH 6 and 11. Mineral surfaces were characterized using atomic force microscopy (AFM). In addition, minerals floatability in the same system were tested in a column flotation. The study of bubble-particle interactions shows that following several collisions, bubble could displace the intervening liquid layer on the mineral surfaces, forming a three-phase contact (TPC). A TPC formed more rapidly in the presence of emulsified kerosene in a 0.01 M MgCl2 solution at pH 6 for both minerals. The reason is kerosene increased the surfaces hydrophobicity and destabilized the intervening liquid layer on the surfaces. Moreover, the average time required to form a TPC was shorter on molybdenite surface. This can be attributed to the effect of adsorbed kerosene on molybdenite surface and molybdenite surface roughness.INTRODUCTIONIn froth flotation, bubbles are used to separate hydrophobic mineral particles from hydrophilic particles. In this process, bubble-particle interactions (i.e., collisions, attachment, and detachment) are crucial with regard to mineral recoveries. The effectiveness of froth flotation depends on the formation of stable aggregates between the hydrophobic particles and the bubbles, allowing the bubble to carry the particles to the froth layer. To form such aggregates, the bubbles and particles must collide, and the intervening liquid layer must be drained below the liquid layer critical thickness, forming a stable threephase contact (TPC) (Ralston & Dukhin, 1999). Particles detachment may take place if the particles still have sufficient kinetic energy and the TPC is not formed. Previous studies of bubble-particle interaction in electrolyte solutions have been conducted using atomic force microscopy (AFM) (Assemi, Nguyen, & Miller, 2008), and by approaching the bubble using mica plate (Pushkarova & Horn, 2008), however, these studies did not focus on the bubble-particle collisions. Bubble collisions and attachment to hydrophobic (Teflon) and hydrophilic (glass) surfaces in a a-terpineol solution have been investigated by Krasowka et al. (2003)."

Jan 1, 2016

By O. C. Blade

"INTRODUCTION This report on the properties of motor fuels sold through service stations in the United States is a continuation of a series of reports made in accordance with a cooperative agreement between, the Coordinating Fuel Research (C.F.R.) Committee of the Coordinating Research Council (C.R.C.) 3/ and the Bureau of Mines of the United States Department of the Interior. The first of these reports presented data on motor gasolines sold during the winter of 1935-36.-4/ Further reports have been issued describing motor gasolines sold during the succeeding summers and winters to the summer of 1941 and during the winter of 1942-43 and the summer of 1943 5/ No reports were made on motor gasolines sold during the winter of 1,) 41-42 and during the summer of 1942. The present report presents analytical data for 1,356 samples, representing the products of approximately 103 companies. As in previous surveys, the companies covered by the survey include both large and small suppliers. Conforming to former reports, the data cover three groups of samples - regular-price, premium-price, and third-grade gasolines - and each group has been averaged separately. The number of samples, items and brands comprising each group is as follows: Regular-price, 770 samples, 286 items, and 94 brands; premium-price, 537 samples, 236 items, and 72 brands; third-grade, 49 samples, 31 items, and 18 brands. The meanings of these terms as used in the surveys are as follows:"

May 1, 1944

By George K. Martin

This paper deals primarily with roof bolting in Kentucky coal mines from January 1, 1949, through December 31, 1954, a six year period. The Consolidation Coal Co? (Ky.), a division of the Pittsburgh Consolidation Coal Co., began systemmatic roof bolting in November 1948 in Mine #204, Elkhorn #3 Seam, at Jenkins, Kentucky, After the efficiency of roof bolting had been proven by the Consolidation Coal Co., this procedure was adopted by other companies throughout the state. In December 1954, approximately 46.4 percent of Kentucky's total production of coal from underground mines was obtained from roof-bolted areas. Statistics in this report will show the progress made in roof bolting during the six years, in addition to the roof bolting being done as of December 31, 1955. Significant progress has been made in the coal mines of Kentucky in reducing the roof-fall fatality, rates, during the past several years by adopting systemmatic roof bolting. The ground work by the Consolidation Coal Co, (Ky.) in cooperation with the Federal Bureau of Mines was based upon the previous experience of the St. Joseph Lead. Cc, in its Southeastern Missouri Mines and The Tennessee Coal and Iron Division of the United States Steel Corporation. The author gratefully acknowledges the cooperation and assistance given by officials of the various mining firms using roof bolts, the Kentucky Department of Mines and Minerals, and the Federal Bureau of Mines in furnishing photographs and information.

Jan 1, 1958

By Liangying Wen, Feng Xia, Chenguang Bai

"The situation of the Ti-V-Magnetite samples reduced with microwave has been investigated in laboratory. Firstly, the paper focuses on the heating behaviors of vanadium-titanium magnetite and characteristics of carbothermic reduction of V-Ti-magnetite in the microwave field. The effect of concentrate's size, quality on heating behaviors and reduction processes were researched. Results show that microwave heating may be a new heating resource replace of carbonic combustion reaction in reducing reaction. When the allocation of carbon is (16.7-30)%, carbothermic reduction of V-Ti-magnetite in the microwave field can proceed; with the increasing of carbon mixed, the metallization rate increases; and Fe, V can be reduced from their oxides in the microwave field; Titanic low oxide can be reduced from TiO2.1. IntroductionThe resource of Ti-V-Magnetite is abundant in the western area of Panzhihua in China, so far a mineral deposit of 4.64 billion tons have been proved up, it contains 14.75 million tons of V2O S which accounted for 87% of the vanadium and 5.93 hundred million tons of TiO2 accounted for 94% of the titanium resource respectively in China. The previous study proved that the major composition of mineral of the Ti-V-magnetite are Ti-magnetite, limonite, iron spinel, magnesium spinel etc, and the main elements of the Ti-V-magnetite in this area are Fe, Ti, V, Cr, Co, Ni, Ga, Sc etc[1] Due to the restrict of the BF-BOF process technical, during the smelting of the iron, the level of extracting the vanadium, titanium as well as other metal elements is limited. This results serious wasting of resources. To develop a new reduction process of Ti-V-magnetite is on the agenda, the microwave assistant reduction could meets this need, based on its characteristic of easy controlling of heating rate. To make use of the microwave energy to substitute the released heat sources of carbon combustion with air, use the solid phase state reduction at a relative lower temperature, make the beneficial element in Ti-V-magnetite transferred into the metal phase, then separated from the impurity. It is well worth to point out that once the microwave based reduction method has its industrial scale, it will take an outstanding position by its less release of carbon dioxide. This new environment-friendly process will play a vital role in the development of social industry and economy."

Jan 1, 2008

By W. Lodge, G. Rasmussen

"The carbon-in-pulp (CIP) process has been the dominant gold recovery technology since the 1980s. During all this time carbon measurement, and control of the carbon transfer pumps has been largely manual in nature. Such manual operation inevitably limits process efficiency, potentially resulting in higher gold solution losses, and higher cost of circuit operation. Based on the authors’ experience, average plant solution loss is in the range of 0.02-0.03 ppm Au, as opposed to the general industry target of 0.01 ppm Au or less. Gekko Systems, in conjunction with Curtin University’s Gold Technology Group, has developed a carbon concentration meter, the ‘Carbon Scout’ meter. The meter automatically measures carbon concentration in all tanks, providing more frequent and more precise data. Combined with SIMCIL, a CIP circuit process model which is used to determine the optimum set points for the circuit, the meter should ensure lower gold solution losses, and more efficient operation of the carbon circuit. This paper will review they critical factors for good carbon management, the development of the meter and results from the first plant installation. Additional benefits of the Carbon Scout, including improved health and safety and the opportunity to measure other key variables in the leach/adsorption circuit from one central location will also be described.INTRODUCTION The carbon-in-pulp (CIP) process was first introduced to the gold industry in the early 1950s at the Carlton Mill in the USA (Fast, 1988), with the modern version of CIP becoming fully developed with large scale installations in South Africa in the late 1970s (Laxen, 1982). CIP quickly became the technology of choice for new operations, and for the retrofitting or upgrading of existing operations. In the 1980s the carbon-in-leach (CIL) circuit configuration became the process design of choice due mainly to its lower capital costs. With 40 years of operational experience, CIP/CIL for gold recovery is now mature a technology, whose operations and limitations are well understood. To extract further efficiencies from such technologies, by improving recoveries and/or reducing operating costs, is challenging and may require new approaches to circuit management. Gekko Systems, in association with the Gold Technology Group at Curtin University, has developed the Carbon Scout, an automated carbon measurement device. This device replaces manual measurement of carbon concentration in carbon adsorption tanks, providing more frequent and more accurate data for control of the CIP process. Data from the Carbon Scout can be used to automatically control the carbon forwarding pumps."

Jan 1, 2018

By William Gleason

"Speakers and attendees of the 2016 Cutting Edge Conference could not be faulted for keeping one eye on the presentations taking place at the Hyatt Regency at LAX in Los Angeles, CA on Nov. 7 and 8 and another on the results of the historic election in the United States that took place on Nov 8. While there was certainly interest in the presidential campaign, there was also a great deal of interest in Measure M on the California ballot. Measure M, which passed easily, is a half-cent sales tax increase that will fund the most ambitious transit expansion in Los Angeles County history.In the coming years, the ballot measure will transform a traffic-choked region by funding the construction of nearly a dozen new rail lines with an estimated $120 billion raised in four decades. Among the projects that could come to fruition are a twin-rail tunnels project through the Sepulveda Pass and new connections in the city.During the update on West Coast projects, Bill Hansmire summed things up with a slide asking “How much work is there on the West Coast,” and his answer was “Billions.”From Seattle, WA south to Los Angeles, there is already a lot of work for tunneling and underground construction experts, and Measure M ensures that there will be plenty of work for decades to come.Currently, The Los Angeles County Metropolitan Transportation Authority (Metro) has three rail projects underway that were funded by Measure R in 2008 — the Regional Connector, the Purple Line subway extension and the Crenshaw/LAX Line that are designed to alleviate the traffic pressure with an eye to more solutions.Measure M is the fourth sales tax increase to fund transportation in L.A. County, bringing the base sales tax rate to 9.25 percent. In some cities, which already levy their own sales tax, the rate would be higher, The Los Angeles Times reported.About 35 percent of the revenue will fund major new transit projects, such as the subway under the Sepulveda Pass, extension of the Gold Line to Claremont, extension of the Crenshaw Line to West Hollywood and acceleration of the Purple Line Subway construction along Wilshire Boulevard to finish in 2024, 10 years earlier than scheduled.About 17 percent would fund a dozen highway improvement projects, such as widening parts of I-5 in the Antelope Valley and southeastern county, adding bus lanes to the Sepulveda Pass section of the 405 freeway and adding truck-only lanes to a section of the 710 freeway."

Dec 1, 2016

By George C. Trevorrow

It is a pleasure to appear on this program and discuss a subject which is of particular interest to me. In my regular duties as Safety Director of Bituminous Coal Operators' Association, I am called on by member companies to discuss matters affecting face ventilation. As a member of the Joint Industry Safety Committee, as I will later describe, I have a part in processing requests for the use of auxiliary fans for face ventilation. The use of auxiliary fans in bituminous coal mines for this purpose came into rather wide use in the late. '20's when conveyor mining was introduced. In this application, the equipment consisted of a chain conveyor with a face chain conveyor parallel to the face on which the coal was loaded by hand and, in turn, was discharged onto the room conveyor and thence to a loading point on the entry at the mouth of the room. Another method was to use a shaker conveyor with a duckbill which was maneuvered across the face of the room from which the coal was loaded and transported by the shaker to the loading point. In either case the equipment did not readily lend itself to driving crosscuts or breakthroughs with the result that rooms were driven to depths of 250 or 300 feet without adequate means of ventilating the face area with the main split of air. It was, therefore, necessary to use other means of ventilating this area as the rooms were being driven and during retreat work if pillars were extracted. Auxiliary fans of the blowing type were utilized for this purpose. They were of very small capacity using small diameter tubing. By the time the room was driven half way to its projected limit ventilation was very poor or practically nonexistent. To compound the problem the fan was usually set up at the mouth or neck of the room and in many cases the intake air to the fan was the return air from the room. It is small wonder, therefore, that there is on record 12 cases where auxiliary fans were given as the cause of explosions. In 9 of these occurrences, arcs or sparks from open-type motors or accessory equipment on these fans were given as the primary ignition source. They fell into such ill repute that in a number of cases they were blamed as the ignition source even though smoking was strongly suspected as the primary cause.

Jan 1, 1967

By Fernanda Ferrante, Wagner Reis Modesto Ribeiro, Eduardo Pena Carvalho

CSN Mineração S.A. is the second largest exporter of iron ore in Brazil and is among the five most competitive in the market. Casa de Pedra currently has an approximate production capacity of 30 million tons per year. The fleets of small trucks 6x4 and 8x4 models are responsible for the ore movement, traveling an average distance of 10 km between origin and destination. 116 trucks of this size are used in CSN Mineração for the handling of products. Every month this fleet consumes an average of 550,000 liters of fuel. The objective of the work is to do a fuel consumption analysis by truck through the embedded telemetry system. The reports generated through this system provide the specific consumption of each equipment and also the specific consumption of each Driver. As reports are generated it is possible to assess which equipment had a higher specific consumption and, in this case, the respective trucks with greater consumption are directed to the Maintenance team for analysis and action in the event that a problem is identified in the equipment. At the same time, the analysis of the drivers who had the highest specific consumption and conducted a practical and theoretical training, addressing the techniques for a safer and therefore economical direction, is carried out. In 2019, the economy of fuel consumption type S10 was 204 thousand liters, which represents 9% of all consumption foreseen for the period.

Oct 3, 2019

By Edwin S. Smith

One of the many responsibilities of mining engineers and mill superintendents is to provide for the safe and economic disposal of wastes (or tailings) remaining after a mineral has been extracted from an ore. The cost of disposal of these tailings exerts a considerable influence on the minimum grade of ore extracted from the mine. It varies to a great extent with each project and is dependent on many diverse factors, such as the local topographical, meteorolgical, geological and seismological conditions together with the applicable water pollution laws of the area. The process used to extract a mineral from an ore determines the physical characteristics of the tailings and thus is one of the more important factors to be considered when planning disposal facilities. Today's trends .in ore-processing operations complicate the problems of waste disposal: recently developed extraction methods result in the production of finer tailings, the use of lower grade ores produces greater volumes of wastes, while the enhanced land values in the vicinity of industrial plants preclude the former practice of spreading wastes laterally and force the expansion of waste desposits upwards to greater heights. The frequent occurrence of stability problems in waste deposits indicates that many mining organizations may not be employing current soil mechanics concepts and practices. One of the most spectacular, and often most disastrous, types of tailings dike failure is that resulting from liquefaction of the fine particles combined with a breach of the main retaining dike.

Jan 1, 1967

By A. W. Khair, S. J. Jung

"IntroductionIn a typical incremental loading test, the AE activity increases rapidly in the initial stage of the loading. It is associated with initial closure under compression of favorably oriented cracks already present, together with sliding of crack faces against each other /1/. After the initial stage, crack closure and movement largely cease and the AE activity drops to a barely detectable level /2/. In the final stage of loading test, cracking associated with the onset of inelastic deformation' occurs, and the rate of AE rapidly increases /3/ indicating an increase in the •number of events associated with higher number of microcracks. To understand better primary fragmentation process, Anderson and Ruzzi conducted tests to identify a practical method of monitoring fracture development in rock, as caused by an excavation tool /4/. They proved that a relationship existed between the AE activity, generated during fracturing and the amount of fracture surface area created.A process of fragmentation, demonstrated by conical bits acting orthogonal to the flat surface of block of coal specimen with and without lateral confining pressure is presented here. The monitoring of AE during the fracturing process of rock/coal has been a very useful indirect method in studying fracture mechanism.Specimen PreparationLarge blocks of Waynesburg coal were obtained from a surface mine. These blocks were then out and molded to approximate dimensions of 25.4 x 25.4 x 15.2 'an (10 x 10 x 6 in.). These specimens were instrumented with three strain gages in a 45 degree rosette. One was mounted parallel to the bedding plane direction, another was tinted at an angle of 45 degree from the bedding plane direction and the third was mounted perpendicular to the bedding .plane direction. Each of the three strain gages were set 5.1 an (2 in.) away from the impact point.Typical Test ProcedureIn a typical experiment, the specimen was placed in the confining chamber.Predetermined equivalent in-situ stresses were applied to the specimen by using two sets of hydraulic cylinders. Two 1 in. thick steel plates ware positioned between the sample and the hydraulic cylinders in order to distribute the pressure uniformly over the whole surface of the specimen. The LVDT null position was adjusted with respect to the coal face. After setting the LVDT, the bit and associated weight was lifted to a predetermined height (equivalent to a predetermined kinetic energy) by a win. The three strain gages were balanced using the signal conditioner and the output was recorded by a 6 channel strip chart recorder. The experimental set-up is shown in Figure 1."

Jan 1, 1989

By Issa S. Oweis

Limestone is a sedimentary rock composed primarily of calcite (calcium carbonate). In the presence of an aqueous solution of carbon dioxide (carbonic acid) bicarbonate radicals (2HCO3)- are produced that are highly soluble. The same type of reactions occur in terrains where dolomite (calcium magnesium bicarbonate) reacts with carbonic acid to produce highly soluble bicarbonates (4HCO3)-. The source of carbon dioxide is the small content in rainfall but to a large extent from the organics in the soil. The solution activity depends on many factors including the content of carbon in the rock, acidity of soil water, groundwater velocity and other factors. The resulting features are referred to in literature as sinkholes, solution channels, caves, karstic topography, and cavernous limestone. The presence of solution features affect the shafts in several ways: (a) the shaft resistance is affected by voids along the shaft, (b) concreting of the shaft should consider the presence of voids along the shaft, and (c) the shaft base may be in close proximity to a solution feature that may cause future collapse under structural loads. Methods to mitigate such effects include verification of rock to below the base (vertically and laterally). Cavities are stable by virtue of arching in the rock. Under the action of end bearing from a shaft, the arch may collapse depending on its proximity to the base of the shaft and the strength of the rock. This paper focuses on this issue. Finite Element analyses are conducted to relate shaft end load and bearing area that will produce failure based on given rock properties, size and location of cavity. Failure is defined as settlement of the base equivalent to 5% of shaft socket diameter. The software Plaxis is used for analysis. The rock is considered as c-f material derived based on Hoek-Brown failure criteria (2002 edition) that is based on Geological Strength Index (GSI).

Jan 1, 2009

By Helen S. W. Chow

The use of piled raft foundations for tall buildings has been increasing in this decade as it is an economical alternative to conventional piled foundations. Piled rafts are composite structures comprised of the piles, raft and soil and so soil-structure interaction is important in computing the behaviour of the foundation. In this paper, the behaviour of piled rafts subjected to non-uniform loadings will be examined where the raft is supported by piles of different lengths. Finite layer techniques are used for the analysis of the horizontally layered soils and finite element techniques are used for the analysis of the raft and piles. This method accounts for the soil-structure interaction and the lateral resistance of the soil on the piles and raft. Results provided from the present method are compared with the results of a full 3D finite element analysis.

Jan 1, 2006

By Göran Bäckblom

The Swedish mining companies LKAB and Boliden, the equipment supplier Atlas Copco, the general contractor NCC and the specialist company Reflex joined forces in 2005 to advance the field of rock technology for the purpose of mining and underground construction. The creation of the company Rock Tech Centre is part of the strategy developed by the Swedish mining industry to strengthen co-operation with industry, academia and society. This paper outlines the current R&D strategies developed for the industry in general, discusses what focus areas are selected and provides some details on the current RTC project portfolio, especially faster and better drifting.

May 1, 2006

By Dunlop GA

Pilot Plant confirmatory testing of the treatment route developed in the Metallurgical Laboratory is an essential factor in the development of complex ore bodies. Objectives should be well defined to permit the efficient planning and cost effective operation of the pilot plant project. The primary objective for the pilot plant should be to confirm the viability of the developed flowsheet on a continuous basis, examining only major variables such as ore types, quantum changes in grind, comparison between bulk and sequential flotation circuits, use of flotation columns, evaluation of autogenous grinding and production of samples of concentrates for market evaluation. Secondary objectives may include the collection of engineering design data and the production of a comprehensive report to Bankable Document standards to provide technical support for capital financing. The complexity of the ore body and the scale of the final operating project together with the pilot plant objectives will determine the extent of the pilot plant operations. The level of expenditure associated with a pilot plant can vary, in total cost and as a percentage of the total development capital investment required to take the prospect from exploration to a producing mine. Factors contributing to expenditure are discussed. Associated with cost considerations is the level of confidence mining company investors can have that their capital investment will return dividends.

Jan 1, 1990

By Donna L. Anderson

This U.S. Bureau of Mines report describes a system to determine the position and heading of a continuous mining machine during the maneuvers required at the face area of a mine. The system consists of commercially available angular position sensors and a computer interface developed and tested at the Bureau. The sensors employed are laser-based scanning devices that report the angular location of retroreflective targets within their 90° field-of-view. The targets are mounted on the continuous mining machine; the laser scanners are mounted on an external reference structure. The computer interface consists of a single-board computer-controller programmed to gather and process the angular position information, and to calculate the machine's position and heading relative to the reference structure. A sensor fusion algorithm will be incorporated into the computer interface programming to increase the accuracy and reliability of the system.

Jan 1, 1989