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By Nicholas J. Grant, Rolf Nordheim, Thomas B. King

Constant-load creep-rupture tests were conducted in an argon atmosphere at temperatures of 1600 to 2200°F on two heats of iron containing about 0.06 and 0.09 pct P in solid solution. The tests were conducted in the as-cast condition. Stresses were selected to give strain rates approaching those encountered in the hot working of steel, and within the limits of the creep-rupture test apparatus, namely. from about 0.001 to 50 pct per sec. FOR generations, rolling and forging practices have been developed largely by empirical methods, based on prior experience. While largely successful, difficulties are frequently encountered when new or different alloy compositions are tried for the first time. There is need to know the relationships which exist among temperature, strain rate, composition, and other variables on the deformation and fracture characteristics of steels. It has been shown for aluminum and several high-temperature alloys that the deformation and fracture characteristics follow rather well-defined laws and patterns which are closely related to the effects of strain rate, temperature, and composition.1"3 As the melting temperature of aluminum or its alloys was approached, it was possible to study the interplay of work-hardening factors and recovery or recrystal-lization, the latter resulting in improved ductility and increased resistance to intercrystalline fracture. In particular, the effects of composition are very poorly known. Within the meaning of "composition" should be included impurity elements, such as sulfur, phosphorous, lead, copper, and many others, as well as those elements which are added for alloying purposes in iron. The role of multiphase structures, in contrast to solid solutions, should also be studied in much greater detail. high strain rate creep-rupture tests would provide information regarding the deformation and fracture characteristics of metals at hot-working temperatures. It was also desired to establish the stresses which are necessary to accomplish the desired deformation, and to relate these to the strain rate and temperature. Secondly, it was the purpose of this particular study to determine the effects of phosphorus, within solid solution limits, on the deformation and fracture characteristics of iron at hot-working temperatures. EXPERIMENTAL PROCEDURE Two phosphorus levels were selected, one corresponding to the upper limit normally found for commercial steels, and one substantially higher than this, but within the region of solid solubility at the test temperatures chosen for this investigation. Twenty-pound heats were prepared by induction melting electrolytic iron in air in a magnesia lined furnace. After deoxidation with about 0.2 pct Al, ferro-phosphorus was added, and the heats were then poured into prefired silica molds. The purpose of using silica molds was to obtain a slow cooling rate during solidification to produce a relatively coarse grain size, producing a structure subject to some segregation and therefore more nearly characteristic of ingot structures. The major part of the casting assembly provided a large shrinkage head in order to produce sound castings and to promote slow cooling of the specimens. The primary austenitic grain size varied from ASTM No. 2 to No. 00. The composition of the heats, including a low phorphorus melt, used for comparison purposes, is shown in Table I. It will be noted that the oxygen content of the phosphorus containing heats is relatively high, in spite of the deoxidation practice, a condition which is difficult to control in small melts. Creep-rupture tests were nevertheless undertaken when it was noted that this quantity of oxygen did not appear to give results any different from those from a heat containing 0.01 pct 0, low phosphorus and comparable carbon Content;4 see Table 11.

Jan 1, 1961

By D. A. Wheeler

Invented by Pierre Boutin in the early 1960s the column was a complete break from the conventional flotation cell. 1. When used as a rougher-scavenger, the column is excellent. 2. When used as a cleaner, the results can be spectacular. The very first column tests were carried out using it as a rougher-scavenger in a reverse float where silica was floated from iron. It produced a concentrate underflow as good or better than that produced from roughing and scavenging stages in cells, The froth tailing overflow was better than that produced by several stages of cell cleaning. Column scaleup progressed rapidly from the two inch diameter unit to a semi automated 12 inch diameter column on material from the Iron Ore Company of Canada. A change in operating philosophy within IOCC brought all flotation development, column or conventional, to a halt. At that time, IOCC had an exclusive right to the use of the column in Canada in the field of iron ore. We moved into the field of sulphides. A Canadian copper producer sent ore for testing and the results led to their purchase of the first commercial size of column - a 36 inch diameter machine. It was a mechanical disaster. It took several years to raise sufficient funds to return to that mill with our basic 18 inch square unit. It was to be tested and modified in order to learn how to properly design a large column. Originally used as a rougher- scavenger, it had to produce tails equal to the final tailings from this well run plant. It did, and did so while producing a rougher-scavenger concentrate almost equal to the plant final concentrate. It was finally used as a cleaner and produced concentrate 5% higher in copper than the plant final concentrate with equal cleaner tails. This phase of the column development was carried out under very difficult circumstances. The mill superintendent had realized that if he took the froth removal system from our original mechanical disaster and applied it to a conditioner while injecting air, he would have a flotation cell. He had personally applied for patents on this Maxwell Cell. Our development work was done in his mill and as our results became better and better, our difficulties became worse and worse. We finally had to terminate this work. The 18 inch column installed at Mines Gaspé 14 years later was identical to the one removed from Opemiska. The 18 inch column was tried on various ores over the following years and always produced excellent results. However, it was not really a production size unit. We had always aimed for the 72 inch column (72" x 72" x 44' 9"). Prior to this huge machine, we needed the intermediate 36 inch column. The failure of the original 36 inch diameter unit at Opemiska had raised the possibility of short circuiting inside the column as the cross section increased. The first 36 inch square unit was tested in parallel with the proven 18 inch column. If the underflow of the 36 incher was not as good as that of the 18 incher, short circuiting was a possibility in the larger unit. It had been designed for insertion of drop in partitions, four feed points had been provided and the 36 inch column would have become a modular unit of four 18 inch columns. Testing showed the underflows of both columns to be identical. There was no short circuiting in the 36 inch column. Once we had the 36 incher, we had no fear of the 72 inch column. It is permanently partitioned into four 36 inch columns but uses only one set of instrumentation. All the component parts of the 72 inch column come from the 36 inch unit. In spite of our results, the mining community did not believe the column could work. Finally, in 1980, Mines Gasp6 ordered an 18 and 36 inch column for their byproduct molybdenum

Jan 1, 1988

By D. Nilsson, B. Aaro

To find out if there are any potential savings in "in-the-wall haulage for open pits," the Swedish companies ASEA and Kiruna-Truck in 1984 gave us financial support to study this solution in more detail. In the study, the use of in-the-wall haulage was studied for three hypothetical open pits with different sizes and shapes. Annual ore production rates also varied. A part of this thor¬ough study was published by the Swedish Mining Research Foundation (see Report F 8444, "The Use of Electric Trucks and In-the-Wall Haulage in Open-Pit Mining," in Swedish with an English Summary). Although in-the-wall haulage is of interest in some open pits, the local terrain is important for profitability. The authors do not think in-the-wall haulage is of any major interest for the mining industry. The following is a summary of some of the author's findings. To place the haul road in the wall is not of interest in open pits with declining metal contents in the bedrock. In such mines, the volumes from the haul roads will not yield reve¬nues. The cost per m3 for an underground haul road is much higher than for a haul road in the pit. This means that it is only of interest to place the haul road in the wall when mining gets deeper than about 50 m (165 ft). In-the-wall haul roads will reduce flexibility in the pit, and it will make necessary the use of smaller equipment with lower productivity and higher costs per ton. As Hustrulid, et al. show (Table 4), excavation savings of material hauled are very low, $0.10 to $0.25/t (0.09 to 0.27 per st). The extra operating cost, due to lower productive equip¬ment, will normally be much higher and thus destroy the whole idea with in-the-wall haulage. If electric trucks are profitable for in-the-wall haulage, it is normally also profitable to use electric trolley assist for trucks on the haul road in the pit. But the profitability of using electric power is different in different countries, and depends on the relation between the cost for electric power and diesel fuel. In the US, diesel fuel is inexpensive compared with electricity, but in a country like Sweden, diesel fuel is much more expensive. In most open pits, the trucks have to move a considerable distange from the loader until they reach a final haul road in the wall. A trolley line along such temporary haul roads will be exposed to flyrock. It is normally less expensive to perform rock support from the open pit than from underground ramps in the wall. In Fig. 8, Hustrulid et al. gives the impression that the underground haul roads will be very close to each other. This is seldom the case. Figure 1 shows a haul road in the wall. The haul road passes through each cross-section only once. Ar¬ranging a reliable dewatering and rock support system from only one underground ramp is probably impossible. Many more drifts are therefore necessary. In our report, we also studied what would happen if the final pit slope is increased by 5°, using underground drifts in the wall. Our conclusion was that the extra cost for drifts, rock support, pumps, etc. destroys the whole idea, and that it was better to accept a higher stripping ratio with the haul road in the pit and to use conventional low-cost open pit equipment. Finally, we think it is would be difficult to try to reduce the safety factor when determining the slope angle by moving the haul road in the wall. Minimizing the risk for pit wall collapse is also important with in-the-wall haulage, primarily because men and equipment will be working in the pit, but also to guarantee many accesses between the pit and the haul road in the wall.

Jan 1, 1989

By David W. Cannon, Russell V. Mann

In a dispersion of particles in liquid a net charge will develop at the particle-liquid interface. This surface charge is usually due to the adsorption of charged material from solution. The existence of this surface charge gives rise to the formation of the electric double layer of counter-ions which surrond the charged particle. The particle surface charge and the electrostatic repulsion which exists between similarly charged particles is the primary stabilization mechanism for lyophobic colloids (1). The separation of charge which occurs at the particle-liquid interface gives rise to several dynamic phenomena associated with colloidal systems or with solid-liquid interfaces in general. These phenomena are known as electrokinetic phenomena and the four classic electrokinetic phenomena are; electrophoresis, electroosmosis, streaming potential, and sedimentation or Dorn potential. The actual driving force for electrokinetic phenomena is not the surface charge per se, but the charge at the interface between the liquid which is hydrodynamically bound to the particle surface and the bulk fluid. This interface is known as the slipping plane or the plane of shear and the potential at this interface is the zeta potential (2). The factors linking the electrokinetic phenomena is that they involve a relative motion between the liquid and the charged particle or solid surface and the driving force is the zeta potential of the solid. In addition to the four classic electrokinetic phenomena there are two additional electrokinetic effects in disperse systems; the electro-acoustic effects. When an alternating electric field is applied to a cooloidal dispersion the particles will move in the field due to their net zeta potential. If there is a density difference between the particles and the fluid this motion will result in the development of an acoustic wave. The effect was discovered at Matec and has been termed the Electrokinetic Sonic Amplitude or ESA (3). ESA is the pressure amplitude generated by the colloid per unit applied electric field strength and has SI units of pascals per volt per meter. When an alternating pressure field (acoustic wave) is applied to a colloidal dispersion the inverse of the ESA effects occurs. A density difference between the disperse phase and the continuous phase leads to a relative motion between the particles and the surrounding liquid. This means that there will be a periodic displacement between the charged particle and the oppositely charged counter-ions in the electric double year. This displacement results in the development of an alternating dipole moment at the frequency of the applied field. This effect is termed the Ultrasonic Vibration Potential or UVP and was first predicted for electrolyte solutions by Debye in 1933 (4). UVP is measured in units of volts per unit velocity amplitude of the applied acoustic field or volts per meter per second. In 1938, Rutgers (5) and Hermans (6) pointed out that the effect would also be present in colloidal dispersions. A detailed theory for UVP effects in colloids, also called CVP, was first presented by Enderby in 1951 (7). Extensive studies of the UVP in electrolytes have been carried out by Yeager et al (8). Recently, O'Brien (9) has developed a general theoretical treatment of electro- acoustic effects in colloids and has derived a reciprocal relation linking ESA and CVP effects. The most commonly studied electrokinetic phenomena is electrophoresis. Electrophoresis is the movement of charges particles in an applied electric field. The velocity of the particle divided by the applied electric field strength is the electrophoretic mobility of the particle. The zeta potential can be calculated from this mobility (2). The magnitude of both the ESA and CVP effects are directly proportional to the electrophoretic mobility of the particles. The mobility determined by the two electro-acoustic effects is the dynamic or AC mobility of the particles.

Jan 1, 1990

By Michael Chender

The rapid and continuing expansion of computer and communication capability is giving birth to profound changes in the business environment. Some commentators hold that the basis of the world economy has already shifted from industry to information. Regardless of the overall implications of these changes, it is now clear that every company potentially has both access to and a need for much more information for decision making than was the case a few years ago. The importance of information to the mining industry has been underlined by the rash of unexpected economic and political developments and by the accompanying market volatility that have marked the past decade. It should be abundantly clear to even the smallest mine operator that the price for his output can be instantly affected by unexpected developments halfway across the world. Nevertheless, many mining companies still are much less sophisticated about information than they might be. For many, the historical feeling that information is an unnecessary luxury for a production-oriented business still seems to linger. On the other hand, the overwhelming volume of source material, uncertainty as to its accuracy, and the problems of finding relevant material when needed, presents stumbling blocks to viable systems of information management. Introduction When a company needs certain information, it has two basic alternatives. It can either research and develop the information in-house or pay for someone else to do it. Few mining companies have the in-house capability to assemble information needed for careful planning. On the other hand, companies often engage consultants to find information that is in fact easily accessible. All too often companies give up on procuring needed information because of the frustration of not being able to find it, and of not wanting to pay seemingly exorbitant sums for someone else to produce it. The result is poor planning. This article addresses two aspects of the information problem-finding the right sources and then accessing the particular information desired, especially as it pertains to nonferrous metal exploration and development issues. In the first section, major English-language sources that report on exploration and development (excluding primary sources of geological information, such as technical journals) are discussed.* In the second section, some available techniques for efficiently accessing this information are presented, focusing on the new MINESEARCH database system. Part One: The Information Following the News The most obvious way to follow exploration and mining developments from a distance is through regular mining media. Many active mining districts have local newspapers, usually published in the district's major towns, that give extensive coverage to miningrelated activities. For instance, to follow activities in Idaho's Coeur d'Alene silver district, one might subscribe to the Kellogg Wardner News and/or the Wallace Miner. Similarly, one might get the Sacramento Bee for news of current mining developments in north-central California. The American Metal Market, published in New York, is the daily newspaper that covers the metals industry as a whole, both in the US and abroad. Its coverage is weighted towards the refining, manufacturing, and consumption end of the business, but it frequently carries stories on mining activity, company dealings, and market outlooks. For news of major mining companies, the daily Wall Street Journal provides occasional coverage of North American companies, while the Financial Times of London serves as probably the best single source for worldwide company information. International Coverage There are three metals industry weeklies that have broad international coverage and readership. These are Metal Week, Metal Bulletin, and Mining Journal. Each has its strengths. Metals Week, a McGraw-Hill newsletter, focuses primarily on news of the metals markets, concentrating on those developments that are seen to most directly affect the price of nonferrous metals. Metals Week is strongest on North American news. Metal Bulletin, published in London, is particularly strong on

Jan 4, 1983

By W. Chubb

By measuring the hardness of metals at temperatures just above and just below their allotropic change point, it has been established that crystal structure has a real effect upon the strength of metals. The DPH of cobalt, iron, titanium, uranium, and zirconium have been measured at temperatures up to 1000°C. It was found that the body-centered-cubic crystal structure is always the softer structure when it is involved in an allotropic transformation. The close-packed and more complex structures are inherently harder, and may be expected, therefore, to be better base materials for high strength alloys. IT has been observed that for metals with nearly the same melting point (i.e., tin and lead, magnesium and aluminum) the metal with the more complex crystal structure has a higher tensile strength and hardness. It might be asked whether this effect is really caused by the difference in crystal structure; and, if so, just what is the contribution of crystal structure to the strength of these metals. A qualitative answer to these questions can be obtained by measuring the change in hardness produced by the change in structure in metals exhibiting allotropic forms. The evidence for changes in mechanical properties during allotropic transformations is rather meager. In 1909, Rosenhain and Humfrey' observed that "ß" iron showed much less deformation at the transformation temperature than a iron. By means of a torsion test, Lee found that iron bars were "critically plastic" at the a-7 transformation temperature. Sauerwald and Knehans have shown that the dynamic hardness of iron increases between 900" and 1000°C. In 1930, Albert Sauveur' presented data on the hardness, tensile strength, and torsional strength of pui-e iron up to 1000°C. He concluded, "At 900°C, the a iron transforms into y iron, and this is accompanied by increased strength and stiffness and decreased ductility." The same year, Schischokin" obtained data on the hardness of thallium at temperatures above and below its transformation temperature. His data are replotted on semilogarithmic coordinates as Fig. 1. The fact that his data fall on straight lines in this type of plot is believed to attest to the purity of his metal and the accuracy of his results. In 1941, Nadai and Manjoine" obtained tensile data on pure iron with an indicated increase in strength at about 900°C. These experiments make it quite evident that changes in mechanical properties occur when a metal transforms from one crystal structure to another; but, except for Schischokin's data on thallium, none of the measurements seem accurate enough to determine the relative magnitude of the mechanical property change. Materials The metals that have been examined for changes in hardness during transformation include l—as- deposited commercial electrolytic cobalt about 99.7 pct pure, 2—Armco ingot iron, 3—are-melted iodide titanium of a purity in excess of 99.8 pct, 4—uranium of a purity in excess of 99.5 pct, 5—are-melted iodide zirconium of a purity in excess of 99.8 pct, 6—annealed, 0.08 pct C, rimmed steel, and 7—commercially pure RC55 titanium. While the purity of the first five of these materials leaves something to be desired, it will be noted that the observed hardness discontinuities occurred at the accepted transformation temperatures. (These temperatures are indicated by vertical arrows in Figs. 1 and 3 through 7.) The last two materials are commercial alloys introduced to show the effect of minor alloying elements upon the hot hardness curve. Apparatus Hardnesses at elevated temperatures were determined by means of a vacuum hot hardness machine. A diagram showing the basic features of this machine appears as Fig. 2. This machine is essentially a deadweight hardness .machine in a furnace within a vacuum chamber. The sapphire-tipped indentor

Jan 1, 1956

By W. D. Haentjens, A. P. Pipilen, M. Weintraub, A. A. Orning

W. D. Haentjens (Barrett, Haentjens and Co., Hazleton, Pa.) — The authors are to be complimented on undertaking a project which has little available experimental data. There are so many variables in the hydraulic transport of solid materials that it is difficult to correlate the experimental information from one series of tests into usable data involving other materials or even similar materials but of different size consists. The friction data is of particular interest to those involved in pipeline design. Most such pipelines, however, involve portions which are not level and the effect of sloping or vertical lines might also be considered in extensions of this test work. Pump manufacturers are concerned about criticism resulting from the stated amount of degradation occurring in a pump. The amount of degradation is affected somewhat by pump design and this should be taken into consideration. The pump which was loaned for this work was a modification of a standard medium duty slurry pump. This modification was for maximum particle size, however if minimum degradation is the object, then other design changes would be indicated. Although there is a tendency to be less concerned with degradation in industrial applications, it is nevertheless an important factor in many uses and further studies should be made. In particular, the amount of degradation could possibly be segregated into more classifications, rather than charge some losses to the pump which apparently are occurring in other handling. It seems difficult to evaluate the degradation which occurs in handling the coal into the pump sump and in removing it from the line into the tank. Each handling, of course, contributes some degradation, as does the screening operation itself. These are all charged to the pump, or to the pipe line and pump together; and, although they may be small, they could possibly be evaluated. It is interesting to note the verification of the old rule of thumb of maximum particle size equal to approximately one-third of the pipe size. Our experience has shown size distribution to have an effect on the flow characteristics and if this data is available for the tests which were run, it would be interesting supplementary information. A. P. Pipilen, M. Weintraub and A. A. Orning (Authors' Reply) — In this paper the authors have attempted to outline some of the major factors affecting a rational design for a solids-liquid transport system. They are grateful to Mr. Haentjens for pointing out several other equally important considerations. Pump manufacturers, in general, should be complimented on the strides that have been made in decreasing particle degradation within the pump. Considerable research and a great deal of mathematical analysis is required before pump design in this field can become a science rather than an art, for each system requires a different set of compromises. As Mr. Haentjens indicates, maximum-particle-size handling capability may be inconsistent with minimum degradation; even more important, the rotor profile for the most efficient transfer of energy to the fluid may have to be compromised to reduce particle breakage, for, whenever particle density differs from fluid density, the two phases will have different trajectories. Some evidence of this geometric factor is provided by a cursoy analysis in the Bureau of Mines Report of Investigations now in preparation, where it is indicated that, for the pump used, degradation decreased when the tangential velocity was decreased and when the radial velocity was increased. This relation, itself, is probably a function of particle size and concentration. Some data on particle size distribution, as requested by Mr. Haentjens, will be provided in the Report of Investigations referred to above in addition to that already presented in Table II of the original paper. However, in the limited number of tests it is difficult to distinguish between cause and effect, for not only did the particle size distribution alter the flow characteristics, but, through the medium of degradation, the operating conditions rapidly altered the particle size distribution.

Jan 1, 1965

By Peter M. Fozzard

The San Bartolomt silver deposit was discovered by a United Nations team of geologists working with a counter- part team of staff of the Ecuadorian Government's General Directorate of Geology and Mines (DGGM). The Phase I project over five areas of operation during which this discovery was made was financed through a United Nations Development Program contribution of $860,000 and an Ecuadorian Government participation of about $680,000 equivalent. Existence of mineralization at San Bartolomé was first recognized in 1966 when a reconnaissance geochemical stream-sediment program was carried out over a 10 500 km2 (4,054 sq mile) area centered around the city of Cuenca in southern Ecuador. Over the course of this project more than 10,000 samples of stream-sediment, soil, and rock materials were collected. Average costs per sample were $10.00, as follows: collection, $5; sample preparation, $1.60; assay work, $3.40. Initially in the program (1965-1966) sediments were collected along all motorable roads and tracks. Routine analyses, originally by colorimetry and later by AAS, were for Cu, Pb, Zn and occasionally As, Ni, and Co. Discovery geochemical samples from the San Bartolomé drainage area were among the first to be taken in 1965. As luck would have it, the road along which this traverse was taken passes only some 100 m (328 ft) downstream from the mineralized suboutcrop. The relevant two streams sampled are of inconsequential size, some 1 m (3.3 ft) in width, with a limited flow volume throughout the year. Original anomalies were recognized through cold-extractable Cu/Zn analyses. The pH of all river waters was also recorded at sample sites. Resampling the discovery sediments when AAS became available showed total extractable values of between 150 ppm-300 ppm Zn, 550 ppm Pb, and 10 ppm Ag. In 1967 the first followup was by rough-and-ready means. Dithizone field-kits (THM) were used to rapidly test soils from the surrounding area. The area has no outcrop. This work allowed the definition of an area of interest of some 2 km (1.2 miles) x 500 m (1640 ft). Six approximately 1 km (0.6 mile) to 1.5 km (0.9 miles) lines spaced at approximate 250 m (820 ft) intervals were established and used for IP surveys and soil sampling at 50 m (164 ft) intervals. Where one of the lines crossed the westernmost geochemical discovery creek a first-priority geophysical anomaly coincided with a major Zn/Pb (and later Ag) soil anomaly. A pit was sunk and encountered mineralized vein material at a depth of 1.5 m (5 ft). This lucky glory hole confirmed the geochemical discovery and prompted systematic followup. Immediately, costeaning of the west bank of the discovery creek, the Quebrada Ocashuaico, was carried out and exposed weathered and leached mineralization. Nearly 100 mineralized veinlets ranging in thickness from 0.5 cm (0.2 in.) to 8 cm (3 in.) were exposed across the 180 m (59 1 ft) costean. Sixty mineralized veinlets were determined over a 90 m (295 ft) wide zone. Sampling delineated minable widths averaging between 0.16 and 0.31 kg/t (5 and 10 oz per st) Ag with associated copper (very sporadic) lead and zinc. Over the period 1968- 1972 a considerable amount of detailed work was completed: detailed IP, EM Turam, magnetic and mise-a-la-masse geophysics, very detailed soil- sampling, trenching, drilling and glory-hole drifting, and cross-cutting. Numerous problems were encountered: the area was found to be a most difficult geoelectrical target; zero outcrop; pyrite (nonargentiferous zones) associated with faulting; mineralized groundwater; extensive clay development; loss of diamond drill-core, and no two-dimensional surface information. As the program developed the complexity of the structure was slowly unravelled, using a degree of good guesswork. Apart from photogeological and ground geological mapping at various scales, the following

Jan 1, 1985

By Ernest E. Thurlow

Introduction Today, more than 50% of rail-carried commodities are mineral industry related, with coal being the most important single commodity moved by rail. In 1980, coal accounted for more than 5.7 million of the total 22.6 million carloads moved by rail. Metallic ores were third behind grain, with more than 1.4 million carloads. Crushed stone, gravel, sand, and other non-metallic minerals totaled almost 2.3 million carloads. Chemicals and allied products, including fertilizer and coke, added another 1.7 million cars, with petroleum and petroleum products totaling 300,000 carloads. Coal Several things happened in the 1970s that gave rise to increased consumption of coal-particularly western coal-and to its dominant position among rail-carried commodities. First, the Clean Air Act of 1970 required generating plants to make significant reductions in sulfur dioxide emissions. To comply, utilities could either invest in scrubbers or switch to low-sulfur western coal. Many opted for the latter. By 1972, increasing demands by the utility companies halted what had been a 25-year decline in national coal consumption. Second, the Arab Oil Embargo of 1973 put an end to cheap oil and gas, limiting their future as fuels for electric generating purposes and increasing the potential for coal. Third, in 1977, President Carter announced an energy program with coal as its cornerstone, calling for an annual two-thirds increase in national coal production by 1985. He also called for conversion to coal by utilities and large industrial users. Finally, he proposed a 10-year, $10 billion program to encourage domestic coal production and stimulate development of export markets. Coal bounded into world prominence. Foreign demand for steam and metallurgical coal increased tremendously, while US demand for western coal also shot up. This meant greater demands on the transportation sectors that traditionally carried coal to market. Many railroads began programs to serve the coal industry. One example is Burlington Northern's commitment to handle increased western coal tonnages. The company spent more than $1 billion in recent years to develop a system capable of moving more than 91 Mt (100 million st) of coal each year. Other leaders in this renewal were Norfolk and Western, Union Pacific, Santa Fe, and Southern Pacific railways. The importance of the rapid growth of coal traffic to the railroads is shown in the accompanying table, which gives percentages of total tonnages hauled and revenues attributed to coal. With coal providing the railroad industry with a substantial share of its revenues, there is keen competition among the rail companies themselves and among railroads and other transportation sectors for coal haulage. But there is also cooperation when more than one railroad is involved in delivering the coal from mine to market or when a combination of transportation modes is more economical. The latter is represented by Conrail's interest in working with the port authorities of New York and New Jersey to establish a new coal port that would serve not only export markets, but also utilities and industries in the northeast. Iron Ore Next to coal, iron ore (taconite) is the most important single mineral commodity handled by railroads. In Minnesota, where most iron ore is produced, rail transportation is primarily by Burlington Northern and the Duluth, Missabe, & Iron Range Railway Co. (DM&IR). The DM&IR, owned by US Steel, serves several producers on the Mesabi Iron Range. Two of the larger producers, Erie Mining Co. and Reserve Mining Co., also own railroads that operate between the mines and the ports of Silver Bay and Taconite Harbor on Lake Superior. Several iron mines and taconite plants in Michigan are served by the Chicago and Northwestern, and the Soo Line. Total 1981 shipments of taconite and iron ore are estimated at 55.9 Mt (55 million It), compared with about 61 Mt (60 million It) in 1979 the most ever shipped in one year. Still, with annual production capacity of the eight Mesabi Range

Jan 10, 1982

By T. H. Butler

The two most talked of questions in the mining industry today are rock dusting and mechanical loading. The one as a matter of safety, and the other as a matter of economy, and both are of vital interest to the mining fraternity. Rock dusting and other safety methods will be dealt with by others at this meeting, so I will confine my few remarks to the matter of mechanical loading. I will not attempt to tell you what mechanical loaders are doing in the different mining fields throughout the country, or what they should do, but will endeavor to give you an outline of the work being done with mechanical loaders in No. 4 Mine of the Union Pacific Coal Company, at Hanna, Wye. In order that you may better understand and be in a position to follow me it will be necessary to cite the conditions under which we are working. and the type of loaders in use. The seam pitches from 14 to 17 degrees, and is normally 32 feet in thickness, and is overlaid with a soft sandstone roof. The panel system of working is used, planes being driven on the pitch, and rooms driven on the strike. Owing to faults being encountered planes are driven between the faults, and the. rooms on either side are in some instances 800 to 1,000 feet in depth. Rooms are advanced eight feet in height, and 32 feet in width, by hand loaders and .Toy mechanical loaders, and when driven to the boundary,, 18 feet of the remaining 24 is loaded out with Thew electric shovels, and six feet left to protect the roof. In January, 1916 the company installed a Type 1 Thew shovel, equipped with a 1 1/4-yard dipper, and in July, 1917, they installed a Type 0 Thew electric shovel, equipped with a 1-yard dipper, and in the year 1918 two additional Type 0 Thew shovels, equipped with a 1-yard dipper, were installed, making a total of four Thew shovels for this mine. The introduction of these shovels caused the employees much concern, and like all departures from the old methods of mining, met with indifference by some and open antagonism by others, so that for some time they results obtained were not satisfactory. However, by constant supervision and changes in the method of haulage the results obtained at present, while not entirely satisfactory, are much better and the production and costs are reasonably good. The Thew shovels in use are mounted on traction wheels with swivel axle and move. in all directions by their own power, and while the weight of each is approxi¬mately 20 tons, they are not as cumbersome as. one would think and are easily operated. The system used in working these shovels is to shoot the coal clown ahead of the shovels and maintain two tracks, two cars being used on each track so that shovel is loading on one track while driver is, changing cars on the other. When place is finished the shovel is run back to the first cross-cut by its own power and lowered to the next room with block and tackle, the roof coal in cross-cut being shot down to a height of 16 feet to allow passage of the boom. With better results from the Thew shovels we soon realized that it was necessary to find some method of developing rooms faster than was being done with hand loaders in order to keep the Thew shovels in working places, and in November, 1923, the company purchased from the Joy Machine Company two Type 4 B U Joy loaders, and the installation of same met with the same indifference and antagonism from the employees as did the Thew

Jan 1, 1924

By M. Dotto, T. G. Joseph, M. Curley

"Equipment selection is a key decision in mine planning. Equipment size affects decisions from pit size to the total operation cost. Particularly when replacing haulage fleets for long-life surface mining operations, mining operations focus solely on haulage productivity. Road width and specifically ramp width are significantly affected by an increase in hauler size in terms of overall strip ratio through required highwall set-backs or sterilizing of lower ore access due to required overlying ramp fill structures. In addition, in light of ever increasing regulatory and reporting emissions requirements, bigger equipment may not translate into lower emissions per tonne moved. This study analyzes hauler-scale impacts on aspects not currently incorporated into conventional mine planning, including expansion of roads to accommodate larger equipment, road layer thickness variation depending on hauler size, and fuel consumption and emissions. Results indicate that such relationships have a large impact on cost. Therefore, an expanded consideration of the capacities of increasing equipment size in mine planning is highly recommended. ¦ KEYWORDS Equipment selection, Grade resistance (GR), Haul road, Haul truck, Mine planning, Payload, Rolling resistance (RR), Total resistance (TR) RÉSUMÉ La sélection du matériel est une décision importante dans l’aménagement des mines. La taille de l’équipement a une incidence sur la prise de décisions, depuis la taille de la fosse jusqu’aux coûts totaux des activités. L’exploitation minière se concentre uniquement sur la productivité des moyens de transport, particulièrement lorsqu’il s’agit de remplacer les parcs de camions de transport dans les exploitations à ciel ouvert à longue durée de vie. La largeur des routes, et spécifiquement la largeur des descenderies sont considérablement affectées par une augmentation de la taille des camions de transport en termes du coefficient global de recouvrement qui dépend de la taille requise des parois (si les descenderies sont agrandies, les parois devront être creusées de haut en bas afin d’agrandir la taille du fond de la fosse). Il faut aussi pouvoir procéder à l’excavation des gradins les plus profonds de la mine et ainsi préserver l’accès à cette zone, ce qui pourrait devenir difficile si la quantité de stériles utilisés pour la structure des descenderies augmente et s’ils occupent une trop grande partie du fond de la fosse. En outre, au vu des exigences de plus en plus strictes en matière de réglementation et de déclaration des émissions, un équipement plus volumineux ne sera pas nécessairement synonyme d’une réduction des émissions par tonne déplacée. Cette étude analyse l’incidence de la taille des camions de transport sur des aspects actuellement non intégrés dans l’aménagement classique des mines, notamment la création de routes permettant le passage d’un équipement plus volumineux, la variation de l’épaisseur de la couche d’asphalte des routes en fonction de la taille des camions de transport, ainsi que la consommation de carburant et les émissions. Les résultats indiquent que ces relations ont des répercussions importantes sur les coûts. Ainsi, on recommande d’accorder une attention accrue aux capacités d’augmentation de la taille de l’équipement dans l’aménagement des mines. ¦ MOTS CLÉS aménagement des mines, camion de transport, charge utile, résistance au roulement, résistance due aux rampes, résistance totale, route de transport, sélection du materielINTRODUCTION Over the past five decades, the mining industry has progressively attempted to increase production rates through the use of larger haulage equipment. Each new generation of mine is designed to operate with the most recent and often bigger equipment iteration, while older mines are re-evaluated to keep pace with upgraded mixed fleets. Whereas production gains are often realized with larger equipment, there are additional aspects to consider when evaluating the feasibility of mo"

Jan 1, 2019

By D. L. Martin

THAT small amounts of impurities have a harm-J- ful effect on the malleability of metals and alloys is well-known. One common type of em-brittlement involves the formation of a small quantity of eutectic at the grain boundaries, and is typified by sulfur embrittlement of nickel. Another example of eutectic embrittlement—sulfur embrittlement of cobalt—is described in this report. In the preparation of specimens for a study of Co-Pt alloys, it was observed that the hot swagabil-ity of the alloys appeared to be influenced by the grade of cobalt used as melting stock. The cause of the hot-shortness was not traced to any particular impurity, although sulfur was suspected.' The damaging action of sulfur on the malleability of cobalt has not been generally recognized,'; in spite of the fact that the Co-S phase diagram8 eveals the same basic conditions—low solubility and eutectic formation—responsible for sulfur embrittlement of iron and nickel.7, 8 Apparently sulfur embrittlement has not been a serious problem in the fabrication of cobalt alloys. One related factor is likely the limited commercial experience with high cobalt alloys, since the predominant use of cobalt has been in alloys containing less than 75 pet Co. A series of Co-S alloys was prepared and studied to establish the effect of sulfur on the hot working characteristics of cobalt. Specimens, 5/8 in. diam by 4 in. long, were prepared by vacuum melting in magnesium oxide crucibles and casting in a copper mold. Two grades of low sulfur electrolytic cobalt were used as the basic material for the study, one from Johnson, Matthey and Co. and the other from the International Nickel Co. Each contained about 99.5 pet Co and had a nominal sulfur content under 0.005 pet. The sulfur was added initially as cobalt sulfide powder. Later, some low sulfur alloys were prepared by diluting the high sulfur alloys with cobalt. Trouble was experienced in controlling the sulfur content. Apparently much of the cobalt sulfide powder was lost during melting, as most of the samples contained a lower sulfur content than was added. The alloys were evaluated for hot brittleness by heating to 1000°C in a hydrogen furnace and swaging in air. The results of these tests are summarized in Table I. All the alloys containing less than 0.008 pet S were successfully hot swaged to 1/4 in. diam. The bars containing more than 0.015 pet S could not be swaged because of the formation of intercrystal-line cracks similar to those illustrated in Fig. 1. Examination of the microstructure of the cast bars revealed cobalt sulfide eutectic at the grain boundaries, Fig. 2. The sulfide was not always continuous at grain boundaries in bars that were hot embrittled but, in general, the particles did form a network that could account for the brittleness above the eutectic temperature, 880°C. There is no question about the brittle nature of a specimen exhibiting a continuous sulfide network such as is shown in Fig. 2b, though a sulfide distribution similar to that in Fig. 2a is marginal. This particular bar cracked when hot-swaged. However, other bars with lower sulfur content but with some sulfide phase at grain boundaries were successfully worked. The reduction of area of a hot tensile test specimen was also found to be a sensitive indicator of sulfur embrittlement. The variation of reduction of area with sulfur content is shown in Fig. 3 for specimens fractured at 900°C in an evacuated capsule. The ductility of cobalt is greatly reduced when the sulfur content exceeds 0.005 pet. Similar results were obtained for alloys tested at 800°C, below the eutectic temperature. The upper sulfur embrittlement limit of 0.015 pet, Table I, agrees with the observation of Kalmus8 hat

Jan 1, 1957

By M. T. Hepworth, T. P. Papazoglou

Hydrogen diffusion in hcp and bcc titanium in the temperature range 610° to 900°C was measured by reacting cylindrical specimens of high-purity titanium at constant temperature with small constant pressures of hydrogen of the order of a few Torr. In the range 0 to 6.7 at. pct H in hcp titanium, the diffusion coefficient D in sq cm per sec is given by: where T is in °K and R in cal per g-atom OK. Only three measurements of diffusivity in bcc titanium were made: at 900' : the diffusivity in ß titanium was found to be 1.8 x 10-4 sq crn per sec. McQUILLAN1 has studied the constitution of the Ti-H system and reported the concentration of hydrogen as a function of pressure of hydrogen and temperature. He found hydrogen absorption was reversible and rapid at temperatures above 500°C in both crystallographic modifications, the a (hcp) phase and the ß (bcc) phase, with the latter phase stabilized by hydrogen additions. Wasilewski and Kehl 2 measured the diffusivity of hydrogen in hcp and bcc Ti-H alloys. For bcc alloys, they reacted cylindrical specimens of titanium with hydrogen gas at 1 atm pressure. They measured the rate of absorption of hydrogen isothermally on specimens ranging from zero hydrogen content when above the transformation temperature to hydrogen contents sufficient to stabilize the bcc phase when below the transformation temperature. By integrating Fick's second law for a cylindrical geometry, assuming a diffusion coefficient independent of composition, they calculated diffusivities as a function of temperature. In the range 650" to 1000°C their results in bcc titanium yielded the expression: where D is in sq cm per sec, T in OK, and R the gas constant in cal per g-atom-OK. Their studies on the hcp a phase were conducted by exposing long cylindrical titanium specimens to hydrogen at a sufficiently high pressure to establish a surface layer of fl phase 80 to 120 u thick for the duration of an isothermal experiment. Concentration profiles were then determined by hydrogen analysis from chips obtained upon machining quenched specimens. The diffusivity of hydrogen was then calculated yielding the expression: The present investigation was undertaken principally to redetermine the diffusivity data on a titanium by a direct absorption from the gas phase at sufficiently low hydrogen pressures to avoid the presence of a surface bcc phase and also to check the diffusivity data at low hydrogen concentrations in the bcc stmcture. EXPERIMENTAL PROCEDURE High-purity electrolytic sponge titanium (99.9 pct) of BHN 91 was arc-melted, forged, rolled, and machined into cylinders of final hardness, upon annealing, of BHN 92. Cylindrical specimens of two sets of dimensions were used: 1.524 by 2.931 cm and 1.905 by 3.663 cm diam and length, respectively. The experimental apparatus used for annealing specimens and for admitting known amounts of hydrogen at constant pressure is shown in Fig. 1. In a typical experiment, a specimen was lightly abraded with fine-grain silicon carbide, washed with water and detergent, and then thoroughly degreased with reagent-grade tri-chlorethylene and acetone. The specimen was suspended by a Chrome1 wire in the center of a quartz furnace tube, without contact with the tube, and heated to 925°C (as measured by a thermocouple adjacent to the specimen, outside the tube) for a period of at least 4 hr under a vacuum of from 10-6 to -7 Torr as measured by an ionization gage. The furnace temperature was then adjusted to the temperature chosen for the particular diffusion study and the specimen allowed to equilibrate thermally. Hydrogen was then ad-

Jan 1, 1969

By Richard L. Breithaupt

INTRODUCTION A shuttle car is a self-propelled rubber-tired haul¬age vehicle designed specifically for underground min¬ing, primarily in coal mines (see Figs. 1 and 2). The drive mechanism is located on the sides of the vehicle, and the load is carried in the center. A chain-and-flight conveyor distributes the load when the car is being loaded by a loading machine or continuous miner and also discharges the load onto a conveyor belt or into a mine car. As the name implies, the shuttle car shuttles back and forth between the working face and the un¬loading point and is not required to turn around. Shuttle cars have served as primary haulage in this country since 1940 and still perform this function in most coal mines today. TYPES OF SHUTTLE CARS Shuttle cars may be battery-powered, diesel-powered, or cable-reel electric powered. Battery-powered cars were used between 1940 and 1950, but are almost out of existence today because of their limited power. Diesel cars have been used in coal mines, but are used mostly in noncoal mines where rules and regulations are not as stringent. Also, objections by organized labor have limited the use of diesel-powered shuttle cars in coal mines. Today, the largest number of shuttle cars are cable-reel cars. Electric power is fed through a cable stored on a cable reel that may have a capacity from 152 to 244 m (500 to 800 ft), depending upon the size of the cable and the cable reel (see Table 1). This, of course, limits the travel of a shuttle car. However, time studies have shown that for the most efficient haulage cycle, the length of haulage should not exceed 91 m (300 ft). As haulage distance increases, the waiting time for the loader or miner becomes longer, and haul¬age efficiency suffers. Cable-reel cars are manufactured in standard hand and opposite standard hand models. A standard car has the operator's control on the left front side and the opposite standard car has the opera¬tor's controls on the right front. Generally a loader or miner operates with two shuttle cars, one of each type. This allows the trailing cable to lie on either side of the entry and prevents the cables from fouling each other. Shuttle cars are designed to operate with either dc or ac power. Cars using dc power are designed for 250-v supply and ac cars are designed for either 440, 550, or 950 v, three-phase voltage. Most coal mines that are relatively level can use dc cars where dynamic brak¬ing is not required. For mines having steep grades (in excess of 15%) ac cars are used because ac traction motors have inherent dynamic braking and are safer when tramming downgrade. A recent innovation in shuttle car design in the last five years has been the introduction of an ac/dc car. This design utilizes ac input power through the cable, and the power is rectified on the car to 250-v do for traction motors. The pump motor and conveyor motor are powered by ac voltage. The main advantage of this design is efficiency-a much smaller cable may be used and the smooth operating characteristics of the dc traction motor is obtained. This prevents shock loading on the traction drive train, which is an undesirable feature of ac traction motors. SHUTTLE CAR FEATURES Elevating Discharge Today, all shuttle cars are equipped with an elevating front conveyor that allows the shuttle car to discharge into a mine car or belt feeder without the use of ramps. Hydraulic Power System Today, all shuttle cars are equipped with an hy¬draulic power system. An hydraulic pump is driven by an electric motor which provides hydraulic power for steering, elevating the front conveyor, and powering the

Jan 1, 1982

By W. M. Reilly, Martin E. True, O&apos

A technique, equipment, and a compound have been developed and field tested for sealing tubing joint thread leaks without removing the tubing from the well. This eliminates the necessity of killing the well with possible damage to the producing formation, which could result if it were exposed to drilling mud. A thread sealing compound, developed and tested in the laboratory, is introduced into the tubing and squeezed into the joint to eliminate the leak. A high percentage of successful field applications have eflected an appreciable cost reduction in repairing leaking tubing strings in East Texas and in the Louisiana Gulf Coast area. INTRODUCTION In producing oil and gas wells the industry has been plagued with a never ending problem of tubing connection leakage. This situation is becoming increasingly more significant as more gas wells are placed on production and as higher pressures are encountered at greater depths of current drilling. Substantial progress has been made in minimizing thread leaks by careful handling and cleaning of joints and by the use of improved sealing compounds in combination with controlled makeup. But even with the use of the best known methods and sealing materials during initial makeup, occasional leaks through tubing joint threads appear inevitable. In some instances, tubing joints in high-pressure gas wells have been found to leak gas at relatively less pressure than that at which the tubing had been tested satisfactorily using liquid. Many expedients have been employed to prevent the physical replacement of tubing when leaks have developed. Perhaps the most commonly used is the sodium silicate treatment in which the solution is lubricated into the tubing to form a crystalline plug in the leak. Generally, any benefit realized is of a temporary nature. In addition to field studies on handling and makeup of tubing, extensive laboratory work has been undertaken on the development and testing of thread dopes.' Also, substantial effort has been devoted to testing tubing joints using high-pressure gas as a pressure medium.' The results of this work have emphasized that tubing joints are susceptible to occasional leaks, especially when subjected to relatively high differential pressures. To cope with the problem of leaking connections, an extensive investigation was undertaken to devise means of sealing leaks without removing the tubing from the well and without reducing the inside diameter of the tubing. The purpose of this paper is to present a technique, together with the associated equipment and compound, which have been developed for effecting a seal of leaking tubing in place. DISCUSSION Work was initiated simultaneously on two ventures: (1) to develop a satisfactory leak sealing compound and (2) to develop tools necessary to find the leak and place the compound. Leak Sealing Compound In the development of a sealing compound, tests were conducted on those compounds commercially available which include: (1) conventional thread lubricants, (2) thermo-setting resins and (3) other materials which held promise of effecting a seal. Although none proved completely satisfactory in their available form, two commercial compounds proved nearly equally effective in sealing leaks during laboratory tests after proportioned quantities of graded silica had been added. Field usage has indicated that the preferred compound is one prepared of an aluminum-stearate base thinned to the proper constituency and carrying a mixture of fine mesh graphite and graded silica. The compound developed by Humble Oil & Refining Co. is designated as Tubing Thread Leak Sealant 800. Placement Tools and Technique In developing tools to detect joint leaks and to place the sealing compound, work was done initially on wireline equipment. Preliminary designs were completed of a tool somewhat on the order of a pressure bomb to test individual joints with gas at high pressure to determine if the joint was leaking. An entirely different tool equipped with opposed packers was intended for placement of the sealing compound at high pressures in each leaking joint. The application of these tools

Jan 1, 1958

By Elton A. Youngberg

J. H. HEARDING, Jr.*—Extremely hard ferruginous chert (taconite) was encountered in driving a drift at the Fraser underground mine near Chisholm, Minn., on the Mesabi Iron Range. In order to get better results in drilling in this ground, it was decided to try tungsten carbide bits. In the beginning, 1½ in. tungsten carbide bits and 1 1/8 in. round-lugged alloy steel drill rods with "jack-stud" inserts were used. Considerable difficulty was encountered because the jack-stud became loose in the drill rods. Because there was not enough alloy steel drill rod on hand, we began to insert jack-studs in the ordinary high carbon drill rods and found, to our surprise, that there was less trouble with jack-studs working loose in these rods than there had been with the alloy steel rods. As a result, use of the alloy steel rods has been discontinued entirely. Under the heading "Drilling Procedures" the statement is made that all holes are started with detachable bits or conventional steel to prevent undue strain on the tungsten carbide bit inserts when collaring a hole on uneven ground. This practice was followed in our work originally for the same reason. It was soon found, however, that the holes could be started with the tungsten carbide without injuring the inserts if the drill operator was careful and did not give the drill too much air until the bit had a chance to seat itself in the rock. J. C. FRANZ*—In a discussion of other technical papers with reference to percussion drills and the use of carbide tungsten bits, it was my impression that the authors reported one of the first difficulties experienced with the use of standard, conventional percussion drills, was insert bit failures due to crushing of the bit inserts when the bits became dull. During the past few years, some of the rock drill manufacturers, I am told, have adopted an air drill for use with the carbide bits that have a lighter blow and faster rotation than the regular machine. This machine has been tested and the carbide bit failures have been considerably reduced. L. W. DUPUY†—The difficulties Mr. Youngberg mentions that were had with rod and coupling breakage call to mind similar troubles experienced at the Picacho mine in California near Yuma.6 The commercial couplings then available were found to be tempered almost to brittleness. Rod breakage was usually in the threads near the end of the rod. The highly-tempered couplings would break as soon as the rod broke. The solution was to thoroughly anneal the couplings and to put in only a very mild temper. Subsequently the alloy used in making the couplings was changed from the original by the manufacturer, but still only a very mild temper was used. The result was that the softer coupling would give but would not snap and release its hold on the broken rod thread. Fishing jobs were reduced to the few where the rods broke at the rod end of the thread. Thread breakage on the rods was further reduced by thorough annealing prior to tempering. The data Mr. Youngberg presents regarding the use of carbide inserts on long blasthole drilling is most interesting and it would appear that the use in this manner of percussion drills and carbide bits will have many applications. W. M. WOODWARD*—How many feet of hole, on the average, do you get from a tungsten carbide bit, and is there much variation from this average? E. A. YOUNGBERG (author's reply) —In recent months the 2 in. tungsten carbide bit footages in long hole drilling hake varied from 115 .to 140 ft monthly. The footages obtained from individual bits vary from several feet to over 300 ft, however the life of a majority of the bits will be within 25 ft of the average.

Jan 1, 1950

By C. D. Elifrits, N. B. Aughenbaugh

Introduction Federal and state laws enacted to regulate coal mining and the accompanying public concern about the adverse effects that mining might have on land use have focused much attention on the subsidence of the land surfaces over underground mines. Some questions asked are • Will abandoned mines subside in the future even though they have exhibited no surface adjustment to date? If so, when will subsidence take place? • Can a specific surface area be affected by subsi¬dence more than once? • What surface form will the subsidence feature take? • Is there any way to predict when subsidence will occur and end? An attempt is made here to address these questions insofar as it is possible with available data and experience of evaluation of subcritical extraction conditions. Mining that results in subsidence features can be classified as supercritical, subcritical, and critical with respect to the minimum span lengths of the worked-out rooms (Fig. 1). A complete basin will not develop fully immediately over subcritical conditions because the span lengths of the entries are less than the critical dimension (Wardell, 1983). Passageways, entries, and room-and-pillar panels are all included in the subcritical category. Because of the short span lengths, subcritical mining conditions tend to be stable over the life of the mine unless adverse geologic conditions exist (Gray et al., 1974; Dunrud, 1976). Various roof control and support procedures are employed to maintain entry stability during mining. Little information exists concerning the time factor of subsidence over areas of subcritical extraction. Data that have been collected relate to longwall mines, whereby the cavity sizes are designed large enough to induce caving behind the working faces so that complete subsidence at the surface occurs within a short period of time. The UK's National Coal Board (1975) has reduced the enormous amount of data it has collected to empirical correlations and has published these correlations in its Subsidence Engineers Handbook. The handbook states that "None of the foregoing remarks applies to pillar and stall working," with respect to the section discussing the time factor of subsidence caused by longwall mining (National Coal Board, 1975, p. 40). To understand and evaluate how time relates to subsidence above room-and-pillar mines, one must first recognize how mine cavities deteriorate and fail. The propagation of failure to the surface must then be studied, and, finally, the failures that are manifest at the surface in the form of depressions accompanied by both compressional and tensional movements must be investigated. Failure of mine cavities Any cavity beneath the earth's surface represents a condition of nonequilibrium and tends to close with time. Failure of cavities in a subcritical mine can be classified as failure of the roof, failure of the floor, failure of the supports (pillars, cribs), and elastic rebound of the rock. One mode of failure may dominate, but generally combinations of the four will occur. Also, initial instability of geologic materials and structural features and in situ stress may be unknown factors that can contribute to cavity failure. Roof failure is the most obvious opening stability problem in most operating mines. The bridging capabilities of the roof rock are dependent on the rock's material strength, geologic discontinuities, and reaction to humidity changes in the air of the mine. This type of failure may vary in magnitude from gradual flaking to massive roof falls. Mine floor instability can be manifest in the form of a general heave over a broad area or of individual pillar punching. The weaker and thicker the immediate floor material, the more prone a mine is to experience floor problems. Water seeping into an area can soften the underclay, reduce its bearing capacity, and precipitate failure of support for the overburden.

Jan 1, 1987

By Z. Szczepanik, D. Milne, K. Kostakis

Abstract This paper presents the results of a series of creep tests performed on a total of nine samples of Lac du Bonnet granite from the Underground Research Laboratory near Pinawa, Canada. Each of the nine samples were subjected to stresses in excess of 80% of the average uniaxial compressive strength of the granite and were maintained at that level of constant loading for periods of time ranging between a few minutes and several months. Acoustic emission was recorded in order to monitor the development and accumulation of brittle microfracture damage in the samples throughout the long-term loading. According to previously published theoretical predictions and field results, as well as similar experimental results of creep tests in granite, samples should fail when loaded to 70% of their UCS for an extended period of time. Six of the samples did not fail when subjected to stresses in excess of 80% of their UCS over periods of several months and were subsequently subjected to uniaxial compression to failure. The average strength of the samples that had previously been subjected to long-term loading were comparable to the average published strength of this rock. Three of the nine samples had increased end confinement and these three samples failed under long term loading. Résumé Cet article présente les résultats d'une série d'essais de fluage de roche exécutés sur neuf échantillons de granite de Lac du Bonnet, du laboratoire souterrain de recherches près de Pinawa, Canada. Chacun des neuf échantillons a été alors soumis aux charges au-dessus de 80% de la résistance à la UCS moyenne du granit et a été maintenu à ce niveau du chargement constant pendant des périodes s'étendant entre quelques minutes et plusieurs mois. L'émission acoustique a été enregistrée pendant les essais afin d'obtenir des indications des dommages pendant le chargement à long terme. Selon des résultats théoriques précédemment édités et les résultats expérimentaux semblables des essais à long terme en granite, échantillons devrait échouer si chargé à 70% de leur UCS pendant une période prolongée. Six des échantillons n'ont pas cassé quant ils ont été soumis aux charges au-dessus de 80% de leur UCS et ont été plus tard soumis à la compression uniaxiale à la rupture. La force moyenne des échantillons qui avaient été précédemment soumis au chargement à long terme étaient comparable à la force éditée moyenne de cette roche. Trois des neuf échantillons avaient augmenté le confinement de fin et ces trois échantillons ont cassé sous le chargement à long terme. Zusammenfassung Dieser Artikel beschreibt die Resultate von Kriechversuchen, die an neun Proben aus dem Lac du Bonnet Granit des "Underground Research Laboratory" bei Pinawa in Kanada durchgeführt wurden. Jede der neun Proben wurde Drücken unterworfen, die mehr als 80% der einaxialen Druckfestigkeit des Granites entsprechen. Diese Drücke wurden für verschiedene Zeitspannen von wenigen Minuten bis zu einigen Monaten auf einem konstanten Niveau gehalten. Während der gesamten Langzeitbelastung wurden akustische Emissionen aufgezeichnet, um die Entwicklung und gesamthafte Beschädigung der Proben durch Sprödbruch aufzuzeichnen. Entsprechend bisher veröffentlichter theoretischer Vorhersagen, Feldversuchen und auch experimentellen Resultaten von Kriechversuchen an Granitproben wäre ein Versagen der Proben zu erwarten gewesen, wenn sie über längere Zeit einer Last von 70% ihrer einaxialen Druckfestigkeit unterworfen werden. Wider Erwarten trat bei sechs der Proben kein Versagen ein, als sie mit über 80% ihrer einaxialen Druckfestigkeit über mehrere Monate belastet wurden; daher wurden sie im Anschluss bei einaxialer Kompression zum Versagen gebracht. Die mittleren Festigkeiten der im Langzeittest verwendeten Proben sind vergleichbar mit den normalerweise für diesen Gesteinstyp angegebenen Festigkeiten. Drei der neun Proben versagten unter der Langzeitbelastung; diese drei Proben hatten eine erhöhte Endflächenreibung.

Jan 1, 2003

By D. Nilsson, B. Aaro

To find out if there are any potential savings in "in-the-wall haulage for open pits," the Swedish companies ASEA and Kiruna-Truck in 1984 gave us financial support to study this solution in more detail. In the study, the use of in-the-wall haulage was studied for three hypothetical open pits with different sizes and shapes. Annual ore production rates also varied. A part of this thorough study was published by the Swedish Mining Research Foundation (see Report F 8444, "The Use of Electric Trucks and In-the-Wall Haulage in Open-Pit Mining," in Swedish with an English Summary). Although in-the-wall haulage is of interest in some open pits, the local terrain is important for profitability. The authors do not think in-the-wall haulage is of any major interest for the mining industry. The following is a summary of some of the author's findings. To place the haul road in the wall is not of interest in open pits with declining metal contents in the bedrock. In such mines, the volumes from the haul roads will not yield revenues. The cost per m3 for an underground haul road is much higher than for a haul road in the pit. This means that it is only of interest to place the haul road in the wall when mining gets deeper than about 50 m (165 ft). In-the-wall haul roads will reduce flexibility in the pit, and it will make necessary the use of smaller equipment with lower productivity and higher costs per ton. As Hustrulid, et al. show (Table 4), excavation savings of material hauled are very low, $0.10 to $0.25/t (0.09 to 0.27 per st). The extra operating cost, due to lower productive equipment, will normally be much higher and thus destroy the whole idea with in-the-wall haulage. If electric trucks are profitable for in-the-wall haulage, it is normally also profitable to use electric trolley assist for trucks on the haul road in the pit. But the profitability of using electric power is different in different countries, and depends on the relation between the cost for electric power and diesel fuel. In the US, diesel fuel is inexpensive compared with electricity, but in a country like Sweden, diesel fuel is much more expensive. In most open pits, the trucks have to move a considerable distange from the loader until they reach a final haul road in the wall. A trolley line along such temporary haul roads will be exposed to flyrock. It is normally less expensive to perform rock support from the open pit than from underground ramps in the wall. In Fig. 8, Hustrulid et al. gives the impression that the underground haul roads will be very close to each other. This is seldom the case. Figure 1 shows a haul road in the wall. The haul road passes through each cross-section only once. Arranging a reliable dewatering and rock support system from only one underground ramp is probably impossible. Many more drifts are therefore necessary. In our report, we also studied what would happen if the final pit slope is increased by 5°, using underground drifts in the wall. Our conclusion was that, the extra cost for drifts, rock support, pumps, etc. destroys the whole idea, and that it was better to accept a higher stripping ratio with the haul road in the pit and to use conventional low-cost open pit equipment. Finally, we think it is would be difficult to try to reduce the safety factor when determining the slope angle by moving the haul road in the wall. Minimizing the risk for pit wall collapse is also important with in-the-wall haulage, primarily because men and equipment will be working in the pit, but also to guarantee many accesses between the pit and the haul road in the wall.

Jan 1, 1990

By Floyd C. Bossard

A method of hand-calculating the air-cooling requirements of a conceptualized underground mining operation is presented for the reader's orientation. Separate air heat load calculations were conducted for adiabatic compression, electromechanical equipment, wallrock, broken rock, groundwater, and blasting operations. The air heat sources were calculated for four mining levels under conditions representative of a typical planned mining operation at depth. The total heat gain on each level will approximate the level air-cooling requirements. The results of these hand calculations can be further modified by the use of mine ventilation computer software that refine the heat-source calculations, predict underground ambient air temperatures, and establish the air-cooling requirements of a mine. INTRODUCTION The principal mining method employed is a modified vertical crater retreat (VCR) blasthole operation. Typical scopes range from 20 to 40 feet wide, 75 to 100 feet long, and 100 feet in height. Six and one-half inch blastholes are drilled with an "in the hole" hammer drill. Eight-foot high horizontal rounds are blasted down. Mucking of ore from the undercut to orepass is done with LHD equipment operated from a remote control station. Backfill includes hydraulically placed tailings with cement, and waste rock when available. Stope access is from ramp sub-levels on 50-foot vertical intervals. Crosscuts are ramped down to the first stope cut 25 feet below the sub-level elevation. Then the crosscuts are raised by taking down the back when each stope cut is completed, until an elevation 25 feet above the sub-level is reached. The crosscuts are filled with tailings, and/or waste rock. See Figure 1. Typically, a two-pronged approach to defining the air-cooling requirements is conducted. First, the principal sources that make up the air heat load are individually hand-calculated. Second, projections of mine heat load are calculated by utilizing computer modeling techniques. This paper discusses the first method (hand calculations) of determining the individual components of heat flow into the mine. CALCULATED AIR HEAT LOADS Adiabatic Compression The plans for the mine include delivery of 300,000 cfm of air to ventilate the lower level operation. This is equivalent to approximately 200 cfm/ton of rock produced (300,000 cfm/1500 tpd of ore and waste). As air flows down a shaft, with no heat interchange between the shaft and air and no evaporation of moisture taking place, the air is heated in the same way as if it were compressed in a compressor. Dry air increases in temperature about 5.4°F per 1000 feet. One BTU is added to each pound of air for every 778 feet of decrease in elevation, or is subtracted for the same elevation increase. For dry air, the dry-bulb temperature change is 1/(0.24 x 778) = 0.00535°F/ft., or 1°F/187 ft. elevation. Auto-compression may be masked by the presence of other heating or cooling sources, such as shaft wallrock, groundwater, air and water lines, electrical facilities, etc. The major factors influencing the temperature of the air delivered underground by a shaft are (1) the night time cool air temperature's effect on the rock or lining of the shaft, (2) temperature gradient of ground rock related to depth, and (3) evaporation of moisture within the shaft which increases the latent temperature and decreases the sensible temperature. [Calculation For Adiabatic Heat of Compression] a. Assumptions: 1. Three hundred thousand cfm of fresh air at 3000 level has increased in temperature during the summertime to the point where it has little available cooling power. Air-cooling will be required on 3000 Level and below. 2. Elevation of 3000 Level is approximately +1000 ft. above sea level.

Jan 1, 1993