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By M. Shahsavar, J. Sattarvand, J. Gomez

Mining can be categorized as a hazardous activity, considering some factors such as environmental conditions with a considerable presence of humidity, suspended particles, or falling rocks have affected the severity and number of accidents compared with other economic sectors. The industry analyzes incident reports to narrow the rate of severe injuries and fatalities, conducting root cause analysis and identifying leading indicators. As the International Council on Mining and Metals noted, the vast trove of incident data is not analyzed as much as possible due to a lack of analytics expertise at mine sites. However, machine learning could solve the problem of analyzing all the incident data in a no-timeconsuming way, considering the abundant data, and without using expert personnel in data science. Thus, a Convolutional Neural Network and a Naïve Bayes model were introduced to perform classification in the MSHA database. The database from 2020 consists of 60 fields to describe safety incidents; these fields include mine I.D., accident date, subunit (mill, surface), material extracted, and other metadata.

Jun 25, 2023

By Dal Negro Enrico, Andrea Picchio, Boscaro Alessandro

"The Doha Metro Project is one of the most relevant ongoing tunneling projects. The whole project consists of about 100 km of tunnels with 21 EPB TBMs working in the same period. Due to the variability of the geological formations, the soil conditioning is a relevant aspect of this project because the parameters should be frequently adjusted to achieve the best performances of the TBMs. The study of the soil conditioning has been carried out accurately to obtain the best results on site. The study of the geotechnical data, the choice of the most suitable foaming agents and polymers and the laboratory study of the soil conditioning has been a fundamental part of the job. The application of the soil conditioning products on site with the analysis of the TBM data have confirmed the preliminary study results with some correlation between the features of the ground and the soil conditioning parameters to be used. INTRODUCTION Phase 1 of the Doha Metro Underground project is composed by 3 lines able to bring passengers to all the points of interest in the Qatar capital city. The Red Line, also called coastal line, connects the north of the city to the south, and to the new Hamad International Airport, following the coast line. The Golden Line, called Historic Line, will connect the southern area of Doha to the “Aspire zone” the area of the city where many state of the art sport centers are located, passing through the old city center. The Green Line, named education line, will connect the old city center to the Doha Education City. All the lines are realized with 2 tubes, single track. The whole underground project is realized with 21 TBMs, excavation diameter of 7.10 m. The project has been divided in 4 packages, for a total excavation length of more than 100 km. The need to underpass roads, existing buildings, and to excavate, in some areas, at less than 100 m from the coast line, forced the choice of a tunneling system with Earth Pressure Balance (EPB), that involves in the project another fundamental aspect of this tunneling system: the soil conditioning. The soil conditioning has multiples functions in the EPB system such as to make the soil suitable to properly apply the pressure on the tunnel face and to be extracted effectively with the screw conveyor. To properly study this topic it was necessary to study the geological formations to be excavated, the hydrogeological conditions of the underground, the foam injection systems of the EPB TBMs and to perform specific tests to evaluate a suitable conditioning to be verified and adjusted during the real scale application."

Jan 1, 2016

By L. V. Wade

The use of longwall/shortwall mining systems is under increasing scrutiny by the U. S, coal industry as a means to reverse the decline in productivity. The success of these mining systems depends to a great extent upon designing the system hardware to best suit local conditions. Of particular importance in this regard is designing the various elements of the total ground support system, including face, face end, and gate road supports, to accommodate local geologic conditions. This presentation centers on the problem of selecting the face support system. The existing geologic situation can influence the selection of the face support hardware in a variety' of ways. In general terms, these influences can be grouped into the following four areas: 1. The capacities required of the support unit; 2. The roof, coverage supplied by the support units; 3. The flexibility required of the support unit to meet changing geologic conditions; and 4. The required stiffness characteristics of the individual support units both vertically and horizontally. The following will center on the first area, i.e., the required d capacities of the support unit, in particular, the maximum required load density for a particular geologic situation.

Jan 1, 1976

By Kenneth Deaton

"A packaged cooling system is being developed for refuge alternatives (RAs) that will meet U.S. Mine Safety and Health Administration (MSHA) qualification guidelines for deployment in coal mines. This system will allow full occupancy ratings of deployed refuge alternatives to be maintained by keeping the apparent temperature inside the RA from exceeding 35° C (95° F).Research investigations sponsored by the National Institute for Occupational Safety and Health (NIOSH) have shown that heat buildup caused by occupants in mobile RAs will result in apparent temperatures that exceed the 35° C (95°F) limit established in 30 CFR 7.504.Figure 1 shows the temperature rise in an inflatable RA having an occupancy rating of 23 people at an 27° C (81°F) mine air temperature. This plot shows the need for either heat mitigation or occupancy derating in warmer mines.The Refuge Alternative Environmental Control System (RAECS) will be designed to provide enough heat mitigation to eliminate occupancy derating due to heat buildup over the 96-hour refuge period.This article describes testing of a prototype cooling system that uses proven vapor compression technology powered by batteries to keep the RA interior below the 35° C (95° F) limit for a minimum of 96 hours. Testing of this prototype cooling system was conducted in December of 2015 and January of 2016 at the NIOSH test mine in Bruceton, PA. December testing was conducted at the prevailing mine ambient temperature — approximately 15.5° C (60° F). The January testing was done with the mine ambient temperature in the immediate vicinity of the RA artificially elevated to 29° C (85° F). Realistic heat gain from RA occupants was provided by human simulators developed by NIOSH. These simulators add sensible heat corresponding to human metabolic processes and latent heat generated by respiration and perspiration. Heat generated by CO2 scrubbers was also added. Results of cooling system performance using these simulated loads at the two ambient conditions are described. A comparison of the apparent temperature in the RA using two different control techniques is also presented. This work documents the ability of the cooling system to meet the established apparent temperature limit at the full occupancy rating of a six person RA. A new cooling system intended for use with existing RA deployments and having greater cooling capacity is currently in development and will be described.Expendable desiccant modules were also used to provide supplemental water vapor removal and their role in mitigating cooling load is addressed."

Dec 1, 2016

By James M. Link

The first rule of mineral deposits always seems to be: the deposit is never close to the market. With gems and precious metals, this is not much of a problem. But with most of the mineral commodities used in today's world, transportation becomes a major part of the cost to the consumer. In Japan, for example, more than 60% of the cost of coal to the consumer may be attributed to transportation. The purpose of this article is to examine pipeline transportation, particularly mineral slurry pipelines, as a means of getting the mineral to market. Pipelines Today Regulated pipelines in the US totaled nearly 724 Mm (450,000 miles) in 1980 according to the Federal Energy Regulatory Commission (FERC). Worldwide, more than 210 Mm (125,000 miles) of new pipelines will start construction in 1982 at an estimated cost of more than $150 billion. According to the Bechtel Corp., the period between 1982 and 2000 will see major growth in pipelines of all kinds. In North America, major movements of crude oil from Alaska and synfuels from the Rocky Mountains will require the construction of nearly 16 Mm (10,000 miles) of new pipelines. Nearly 42 Mm (26,000 miles) of new gas transmission pipelines will be needed to tap both US and Canadian arctic gas fields and move the gas to major markets on both coasts. Other pipelines will be required to move additional quantities of natural gas from the Rocky Mountains to more populous regions. Bechtel says more than 24 Mm (15,000 miles) of slurry pipelines will be needed to transport coal from both eastern and western coal provinces to the Mississippi valley and coastal areas. In 1980, 125 companies delivered more than 1 km3 (6.5 billion bbl) of crude oil and 652 hm3 (4.1 billion bl) of products in the US. At the same time natural gas pipelines transported 498 km3 (17.6 trillion cu ft). The reported investment by these companies was nearly $20 billion at the end of 1980. Advantages of Pipeline Transportation The obvious success and vitality of the oil and gas pipeline industry is based, at least in part, on the fact that pipelines are a very efficient and low-cost method of transportation. This fact, coupled with the need for lower cost trans¬portation, has led to the marriage of oil and gas transmission technology and the bulk mineral solids transportation industry. The off-spring of this marriage is the mineral slurry pipeline. Slurry pipelines have a number of advantages over other transportation methods. One of these is the fact that they are buried-out-of-sight, out-of-mind. Second, they are relatively small users of labor because they lend themselves to automation and remote, or even computer control. Third, they offer an attractive economic alternative to other transportation systems. For example, for a 1000 km (621 miles) distance, rail costs of 1?/ km (1.7?/ton-mile) are about equivalent to slurry pipeline costs. But, as the distance increases, pipeline cost per t-km continues to drop while equivalent rail charges remain essentially insensitive to distance. Where existing rail, barge, or ocean ships are available, the cost of new construction associated with a slurry pipeline probably will render it noncompetitive. However, where new rail or other construction is needed, the cost of a slurry pipeline is very competitive. About three-fourths of the cost of a pipeline is in pipe, fittings, and construction. Nearly a fifth of the investment is in pump stations and the remainder is in right-of-way, surface facilities, utility acquisition, communication facilities, and other support areas. The fact that pipelines are capital intensive is, at the present time, a mixed blessing. For example, the delivered cost of coal in a hypothetical project doubles when the cost of money rises from 9% to 17.5% per year. The largest cost element for delivered coal in this example is in depreciation and finance charges. The next largest cost element is electricity to power the pumps, with labor making up the smallest increment of the delivered cost of coal. World Slurry Pipelines The idea of a slurry pipeline was probably first investigated in the latter 19th century, but the first ones were successfully built and operated in the US in the early 1900s. Today, they are fairly common worldwide. Table 1 shows a number of the world's slurry pipelines. An examination of these will further emphasize the fact that pipelines provide a cost competitive alternative where new construction of a transportation system is required. In each of the examples, the desired mineral commodity is located in a remote corner of the world, markets are at a great distance, value of the commodity is not great, and no other transport system is available.

Jan 10, 1982

By John W. Trammell

The White Pine Mine is situated in Ontonagon County, approximately six miles south of Lake Superior, in the Upper Peninsula of Michigan (Figs. 1 and 2). The ore body mined by White Pine Copper Company occurs in the lower - most 20 to 25 feet of the Nonesuch formation, a series of middle - to upper Keweenawan shales, siltstones, and sandstones. This paper elaborates on the solution of problems in ore grade control and mine planning arising from the presence of an essentially barren sandstone stratum within the ore body.

Jan 1, 1964

By Yongsik Jeong, Kwangmin Kim

Most tailings storage facility (TSF) failures occur in active, upstream-type TSFs, often due to extreme and unexpected weather conditions—specifically, heavy rainfall and strong winds. This case study of a TSF in southern Arizona examines the use of the optimum safe beach distance (Doptimal, the optimum distance between the crest and decant pond) as a tool for monitoring geotechnical stability and reducing catastrophic failures. A digital model of the TSF was used to determine the critical beach distance (Dcritical) under normal weather conditions, and Doptimal was then determined by adding incremental distances to account for the effects of heavy rainfall (Drainfall) and strong winds (Dwind). To overcome accessibility issues, a drone was used to map the TSF geometry and create a digital model. This model served as the basis for conducting a coupled stress-seepage, finite-element (FEM) analysis with a safety factor of 2.0 to assess geotechnical stability (Dcritical). The safe beach distance increments were determined using the PMP (probable maximum precipitation) and possible maximum wind speed. Based on this analysis, the optimal safe beach distance at the study site was identified as 202.2 m. Since the current beach distance (371 m) exceeds this value, the TSF was considered to be stable and satisfied the design safety factor of 2.0. However, this distance should be reassessed periodically to account for changes in the TSF geometry and other conditions. Furthermore, it applies only TSFs that are well-managed and feature a smooth, non-undulating beach surface with a consistent slope.

By Miguel Reyes, Mathew Girman, Chenming Zhou

Modern smart mining increasingly depends on sophisticated electrical and electronic systems for improved safety and productivity. With more electronic systems being introduced underground, the mining industry faces electromagnetic compatibility (EMC) issues caused by electromagnetic energy emitted by one device adversely impacting the normal function of another. This paper provides an overview of EMC and electromagnetic interference (EMI) research for underground mining, including a review of EMI in other industries applicable to mining, published EMI research pertaining to mining applications, representative EMI incidences, related EMI legislation in mining, and mitigation strategies.

Jan 3, 2022

By Ching-Yi Tsai

The effect of various constituents on the pyrolysis and combustion of a pulverized coal in an entrained-flow reactor has been inves¬tigated. Predicted time-temperature histories of the coal' particles and experimental weight loss data indicate a strong coupling of heat and mass transfer to the pyrolysis and combustion rates. A higher combustion rate following ignition was observed as particle size was increased to 112 µm. This is related to a higher particle temperature after ignition for the larger particles. Although the heating rate prior to ignition decreases with increasing particle size, higher slip velocities and surrounding gas temperatures for the larger particles promote early ignition. The presence of liptinite in the coal increases the weight loss rate before and immediately after ignition. Similar behavior was observed for pyrolysis. Fractions of a HVA bituminous coal which were rich in mineral matter or semi-fusinite were found to have a higher heterogeneous char combustion rate than vitrinite rich samples.

Jan 1, 1984

By Delbert L. Keenon

The principal concepts of computer control and automation have been successfully applied in industries world-wide, The enthusiasm generated by the proponents of computer control, and the apparent mystery enveloping the techniques of computer control, have caused attention to be focused on this infant industry from all quarters. Consequently, the motivation to "computerize" may be the hope that computers will solve all economic problems. The truth remains that not only have there been monumental successes, but there have been some colossal failures. This paper will attempt to outline a generalized guide to computer control and present methods for avoiding some of the major pitfalls. Since the investment required for computer control systems has been drastically reduced in the past year, small operations will likely find that computerized process control is attractive in areas where it has never been considered before, The discussion presented here is intentionally non-technical and directed towards those who may soon find they have a possible application for a control computer. The primary purpose of computer control is to reduce expenditure and increase profits by improving the quality of product, increasing the efficiency of operation, reducing the materials and man hours required or a combination of these. Success or failure to reach the desired goal depends, to a large degree, on a well-planned approach. This includes recognizing a possible computer application, properly defining the job which is to be accomplished, evaluating computer systems, selecting a capable manufacturer, and following through with sound systems engineering and programming.

Jan 1, 1965

By Scott G. Britton

Until now, only the range of typical construction projects which are repeated over and over during the life of a coal mine have been discussed. This chapter looks at underground construction projects which occur only once or twice during the life of any given mine and are major construction projects in both time and cost. These projects usually require the services of an outside engineering and construction firm with hands- on experience in design installation. Because of this involvement with engineering and construction firms (EIC), the role of the construction engineer will change from one of actively de- signing and directing tasks to one of planning, inspection, and quality control. To reflect this role change in the discussions, the focus of this chapter will be changed to a broad overview of project participation. Of course, the projects under consideration in this chapter could easily fill more than one book on their design and installation. In addition, major construction projects are extremely site specific, requiring months of data collection about site geology, physical conditions, and potential excavation and construction requirements. Therefore, no attempt shall be made to discuss any detailed construction aspects as was done in earlier chapters. The purpose of this chapter is to present the fundamental concerns of a staff engineer or supervisor. This engineer does not make the decisions on choosing the EIC firm, but assists and interacts with their project team to accomplish the goals set forth by higher management. The construction topics to be reviewed fall into three main categories. The first category is highlighted by the installation of a main surge bin; the second is typified by the construction of an underground shop; and the third category encompasses special projects such as rotary dumps, crusher stations, and foremen's offices. These categories highlight the differences between degrees of mine responsibilities for project completion. The first topic is usually a turnkey project by an E/C firm for a given mine. The second topic represents the leading role of the mine in the project with a contractor as a support service or equipment supplier only. The third topic, special projects, is an example of a joint venture-between a contractor (leading partner) and mine management. These roles can change with any given project, but the changes in management responsibilities for the construction engineer can be nicely illustrated for the purposes of this text. The first step toward constructing major mine projects is to analyze the mine which influence their design. From the mine management standpoint, these parameters should reflect the role the mine will play in the project construction. In other words, what is the nature of the proposed mine environment and what are the material, labor, and time requirements needed to assist or direct the chosen engineering and construction firm? Answering these questions requires some basic project planning and cost estimation work. Here, only a general treatment is necessary, since detailed discussions of these topics will follow in Chapters 8 and 10. For those persons interested in the role of the EIC contractor, I suggest beginning by reviewing the article by Beall, "The Role of an Engineering and Construction Contractor," presented in the October 1980 issue of Mining Engineering magazine.

Jan 1, 1983

By Anita Wu

"GENERAL BACKGROUND/CONTEXT The £300 million Bond Street Station Upgrade project will provide essential congestion relief and step-free access to an important interchange and destination station in the heart of the London Underground network. In 2010 London Underground (LU) let a design & build contract to Costain Laing O’Rourke (CoLOR), with the works to be completed in early 2017. CoLOR’s lead designer is Halcrow-Atkins JV (HAT). The station upgrade works comprise the following principal elements: •,A new satellite ticket hall on the North side of Oxford Street •,Two additional escalators and stairs providing congestion relief to the Jubilee line platforms •,Four lift shafts to provide step-free access between the different levels of the station •,Additional stairs to Central line platform level •,Tunnelled connection to the Crossrail station immediately to the south •,Connecting passageways, including ten connections to existing station tunnels. To achieve this, an existing property at 354-358 Oxford Street has been purchased and demolished, and the basement deepened to make provision for the new ticket hall. From this basement two circular shafts have been sunk, providing construction access for the tunnelled passages and lift and escalator shafts. The tunneling is principally in the London Clay stratum, which is widely recognized as a favorable tunneling medium, although the deepest parts of the works extend into the Lambeth Group strata which consist principally of stiff clays at this level but also contain water-bearing sands. The majority of tunneling has been carried out using mechanical excavation and sprayed concrete linings but other techniques have been used in areas where SCL is not practicable.A key challenge for design and construction of the works has been spatial constraint, in particular due to: •,The existing underground station layout •,The Limits of Deviation for the works •,The small construction site at 354-358 Oxford Street •,Overlaying Third Party assets including Listed buildings, sewers and water mains."

Jan 1, 2016

By C. L. Jiang

The selective depression of pyrite obtained from Kentucky No.9 seam in coal flotation with various kinds of inorganic and organic chemicals was systematically examined. Most of the organic chemicals tested showed little selectivity in pyrite depression. It was found that both orthophosphate and pyrophosphate were effective for the selective depression of coal pyrite in coal flotation using fuel oil as a collector. At substantially low concentrations of pyrophosphate, the flotation of coal pyrite was completely depressed over a wide pH range, while the coal flotation remained unaffected. The mechanism of the selective depression of pyrite by phosphates has been explained with the help of thermodynamic calculations of iron-phosphate-water systems and zeta potential measurements. It was shown that pyrophosphate reacts strongly with iron ions of pyrite to form stable hydrophilic iron pyrophosphate complexes on pyrite surfaces.

Jan 1, 1998

By G. Montgomery

This is a summary of what has happened to the domestic production of two industrial minerals vital to a healthy US economy: fluorspar and barite. A few years ago we were self-sufficient in both minerals and good ore reserves still exist. FLUORSPAR Some 9% of the fluorspar presently being consumed in the US is imported, whereas the use of fluorspar has not declined proportionately. Several factors can be mentioned.

Jan 1, 1986

By Arthur R. MacPherson

Primary autogenous grinding has been in general use for somewhat over 20 years. During this period there have been many highly successful plants built on this principle, while some others have had problems such as: 1. Not performing as predicted from test work. 2. Highly fluctuating tonnage rates. 3. Mechanical problems. 4. High liner wear. Many of the problems with commercial autogenous mills have resulted from improper sampling and testing of the ore during the development period. It is recognized that the fully autogenous mill is very sensitive to any changes in grindability which may occur in the feed to such a mill. The semi-autogenous mill is somewhat less sensitive, but large swings in grindability of the feed require adjustment of ball charge and this cannot be easily accomplished in a short period of time.

Jan 1, 1976

By Paul C. Lingo

The title of my talk today might lead you to two logical conclusions: The industry is faced with a problem that requires a solution and after discussing the problem I will offer a solution. The first conclusion is painfully accurate. One need only look at the accident statistics to be aware of the problem. During the eight-year period 1954 through 1962, the United States Bureau of Mines reports that falls of rock and coal accounted for 1,435 of the 2,516 fatal injuries that occurred in underground bituminous coal mines. Some improvement was made during 1962. For the first time since records have been kept, falls of rock and coal accounted for less than 50 per cent of the underground fatal injuries. The 105 deaths recorded in 1962 indicate that a great amount of work remains to be done in this area. As to the second conclusion, let me assure you at the outset that I have no panacean solution; however, I do propose to discuss some aspects of the problem and some possible methods of solution. What methods of solution are now, or have been employed in attempting to solve the problem? More specifically, what methods have you and your associates used? Has it been an orderly well thought out approach to the entire problem, or has it been a somewhat piecemeal approach which tackled the immediate problem and left the total problem for another day? Perhaps a new approach may be in order.

Jan 1, 1964

By David Crouthamel, Raymond Henn

"The need to fill the void space or annulus created between an excavated tunnel or shaft and the final lining system has long been a requirement in underground construction. Most of those types of voids are created as a result of employing the two pass tunneling lining method. Filling of this void is called backfilling. For many years the materials used as backfill were primarily reinforced and non-reinforced concrete, sanded grout, neat cement grout, or blown-in sand/pea gravel. However, in the past 20 years the use of cellular grouts/cellular concrete as the backfill material has greatly increased. Most cellular grout is made of a mixture of water, Portland cement (with or without the addition of fly ash), a foaming agent and admixtures such as a water-reducer or superplasticizer.It is the authors’ preference to use the term cellular grout as opposed to cellular concrete since by ACI Concrete Terminology an ACI Standard (ACI CT 13), concrete contains aggregates. Normally cellular grout does not contain sand (finite aggregate), but almost never contain course aggregates.The authors believe there are several reasons for this increased use of cellular grout as backfill, such as:• The increase utilization of the various trenchless tunneling methods. Tunnels constructed using trenchless method tend to be smaller in size, excavated diameter or cross sectional area. Making man-entry for placing backfill from inside the secondary liner, utilizing pre-installed grout posts, more difficult if not impossible. It is these workspace restrictions that are the drivers as to when to utilize grout ports installed during the pipe/liner fabrication versus grout delivery pipes installed within the void/annulus space.• The ability of cellular backfills to be pumped and flow longer distances.• The unit weight of cellular grouts can be controlled by mix design and generally can range from 560 Kg/m3 (35 lbs/CF) to 1040 Kg/m3 (65 lbs/CF)."

Jan 12, 2017

By Robin J. Hickson

The Grasberg copper-gold deposit was discovered in the spring of 1988, one year before the planned closure of Freeport Indonesia's original Ertsberg openpit copper mine. In spite of Grasberg's remote location, 600 m (1968 ft) above the Ertsberg, atop a hitherto inaccessible mountain, Freeport-McMoRan brought its latest open-pit mine into production in the last week of 1989, less than two years after discovery. Freeport Indonesia's (FI) copper-gold mining operations are located in Irian Jaya, the easternmost province of Indonesia on the western side of the island of New Guinea. Fl's six ore deposits are all located within a 10- x 10-km' (3.9- x 3.9-sq mile) Contract of Work area. They are all between the elevations of 2900 and 4300 m (9515 and 14,100 ft) above sea level, some 96 km (60 miles) from the island's southern coast. A 118-km (74-mile) access route connects FT's port site of Amamapare on the Arafura Sea to the project area. The first section is an 18-km (11-mile) barge waterway. The final 100-km (63mile) is a two-lane gravel highway. The highway terminates 9 km (5.5 miles) beyond the FI townsite at the project's central mill, some 2850 m (9250 ft) above sea level. The mining areas are separated from the mill by a 780-m (2560-ft) sheer cliff face. The world's longest free span tramway system, with a total length of more than 1.6 km (1 mile), is the only means of access for men and materials between the mill and the surface mines. Weight restrictions for the tramway for equipment considered for the project are 15.4 t (17 st). The minimum clear width dimension of two tunnels along the portsite access road is 5.6 m (18.4 ft).

Jan 1, 1991

By James W. Griffith, Sarah A. Riling

Bituminous coal dust was repeatedly placed into one lung lobe of anesthetized Macaca nemestrina monkeys using a flexible fiberoptic bronchoscope. Radiographs taken at 15 day intervals showed a focal radiographic density after 90 days time when a total of 1 gram of dust had been instilled. The radiographic density progressed slightly in size until 12 months by which time 3 grams of dust had been instilled and the animals were euthanized. At necropsy, the only significant gross lesion detected was the focal black pulmonary lesion located at the dust instillation site. Histologically, the lesion was composed of coal dust laden macrophages located primarily within interstitial tissue and interspersed with a slight amount of reticulum and connective tissue fibers. The distribution of coal dust was limited to the instillation site in the right caudal lung lobe based on radiographic, gross and histologic examination. Bronchoalveolar lavage of both right and left caudal lung lobes was performed 8 times during the 12 month long experiments without significant complications. More macrophages were found in lavage fluid from the right lung than the left, and most macrophages from right lung contained coal dust particles. Based upon a limited physical examination and complete blood count at 15 day intervals the animals remained normal during the experiment. We conclude that the primate lung's response to focal experimental bituminous coal dust resulted in a marked focal increase in pulmonary alveolar macrophages, which can be recovered regularly in high numbers by bronchoalveolar lavage. The model described has significant potential for investigating the pathogenesis of various respirable dust-induced pneumoconioses, for evaluation of new therapeutic approaches, and for refining experimental and clinical diagnostic applications of bronchoalveolar lavage. Key words: Coal Workers Pneumoconiosis, Disease model; Primate, Lung Lavage Fluids

Jan 1, 1991

By F. A. Gates, Bengt Samuelson, James E. Edmunds, S. McCune, Neil Hario, Norman L. Weiss, J. M. Bertram, A. M. Cavaliere, F. M. Jr. Stephens, D. D. Chiang

DESIGN BASIS Size of Project The size of the project generally is expressed in tons of ore milled per day, but company policies differ widely in this respect with a few adhering to this set figure but many expecting the design capacity to be liberal. To some companies that follow the latter practice a 25,000-tpd milling plant that cannot reach 30,000 or 35,000 tpd with¬out major additions is a disappointment. The engineers responsible for planning the operation must know what is intended. Other projects are sized according to the tonnage of product rather than of mine ore; examples are iron ore mills that express size in terms of tons per year of pellets or high-grade concentrates, heavy minerals plants in tons per year of rutile or ilmenite, cement plants in barrels per year, potash in tons per year of muriate, phosphate in tons per year of washer rock and flotation concentrate, and others. However, tons per day milling rate is also the common denominator in most of those instances because the major equipment has to be selected on that criterion. Equally important are operating schedules, particularly the number of operating days per week and shifts per day for ore delivery, crushing, grinding, and processing. Hours per shift also are an impor¬tant factor in design, particularly in the case of ore delivery, and the lost time expected for maintenance, cleanup, inspection, preventive maintenance shutdowns, and many others, has to be taken into ac¬count. Frequently, the ore deposit will vary in hardness and grade to such a degree that the capacity of the mill will vary widely from year to year and cannot be expressed as a fixed figure, but rather as an average over a calculable period, such as ten years, or as a specific daily capacity over the first two years, next four years, etc., or some similar projection. A good example of this kind of situation is Asarco's Mission operation 15 miles southwest of Tucson, Ariz., described by Weiss and Vincent,1 where the major rock types differed widely in hardness, so that a change in the proportion of these types in the mill feed could have imposed difficult design problems if a constant tonnage rate had been expected. Expected Life The life of a mining operation depends upon the size of the deposit and the rate of mining. The latter is a policy decision based on an economic analysis2 which, in turn, is based on many factors. From the point of view of mill planning, the estimated life of the operation determines many criteria and affects many decisions on strength of structures and degree of protection of men and materials, the quality of the materials-handling and process machinery, the type of delivery systems for ore to the mill and concentrates to the smelter or market, environmental considerations, and many others. Costly installations that may be excellent investments for a 20-year project may be waste¬ful for a 5-year operation. An example is the comparison of different methods of crushing or grinding. Take single- vs. multiple-stage grind¬ing-the former may be found more economical for a 5-year operation, and the other, more costly method more economical for a 15- to 20-year life. Mining and Ore Transportation The mining method and the means of transportation of the ore to the first crushing stage have far-reaching effects upon mill design, particularly the crushing sections, and upon site selection (see Chapter 2, Situation of Mill). Consequently, mill design cannot advance until the mine planning has reached at least tentative decisions concerning these important matters, or reach the final stages until much is known about the ore that may be expected month by month and year by year for a reasonable period. Methods of ore transportation used in over 90 underground and open-pit mines are listed briefly in Section 32 (Table 1), and more detail is found later in this section and in Section 10, Storage and Transport. These methods include surface railroad, trucks, conveyors, surface skips, underground skips, and tramming from hoist or tunnel. In surface mining, transportation of the uncrushed ore by rail or truck to the primary crushing plant-conveniently located for lowest overall cost-is most common. Rail transportation provides low perton-mile costs. Truck transportation, though in some cases less eco¬nomical, is more flexible and more adaptable to mountainous terrain; furthermore, recent improvements have reduced the operating costs to keep trucks competitive on low-grade ores. The design of the primary crushing plant will be essentially the same whether delivery is by truck or rail, but the location of the plant is subject to more rigid restrictions in the latter case because of grade limitations, and these in turn may adversely affect the selec¬tion of the mill site as well. The influence of truck haulage in reducing the stripping ratio in open-pit mines is an added reason for predicting a minor role for rail transportation in the future. The use of conveyors to transport ore from the pit to the milling plant involves (in most cases) crushing the ore to a reasonable size (10 to 20 in. maximum with today's crushers) before conveying. The Twin Buttes system3 which went into operation in late 1969, utilizes primary crushers (two) and conveyors to receive rock waste, ore, and low-grade stockpile material from trucks, then transport them to the appropriate destination. Flexibility is dependent upon the porta¬bility of the primary crushers. In the face of this development, inclined skip hoists are no longer important to the mill designers. Underground mines generally pose fewer problems of design; these will be discussed in Chapter 2. Character of Deposit The degree of homogeneity of the ore in various parts of the mine is an important factor. The characteristics that concern the millman (approximately in order of importance) are: hardness, assay, metallurgical response, size distribution,4 and moisture content. Under metallurgical response may be included degree of oxidation, mineral¬ogy, clay content, and reagent consumption, as well as process re¬sponse in general. Short-term variations-hour-to-hour, day-to-day, or even week-to-week-make operation of the plant more difficult, require greater flexibility of process design and, perhaps, also require more instrumentation and manpower. Uniformity of the ore in the characteristics noted previously and

Jan 1, 1985