Search Documents

By A. E. M. Warner, I. E. Hills, C. L. Harris

Since the late Dr. Keith Brimacombe, et al, performed tests at the now-closed Asarco Tacoma smelter and the Inco Copper Cliff Smelter on Peirce-Smith copper converters almost thirty years ago, many Pyro-metallurgists have investigated using the technology. To the best of the authors knowledge, except for shrouded tuyere technologies using substantial oxygen enrichments, the core idea of using high pressure air injection has not been implemented anywhere in the world. This paper reviews the fundamentals of this technology and summarizes the basic economic considerations. It also presents the circumstances of where and when high-pressure injection might be justified.

Jan 1, 2007

By Randy R. Huberty

Although originally designed with deep foundations consisting of all driven steel H piles and drilled caissons, a unique application of Augered Cast-in-Place (ACIP) piles as an alternate design resulted in a significant cost savings for the Midfield Terminal Project at the Pittsburgh International Airport. The project was enormous in scope covering an area two miles long by one mile wide, with changes in elevation of over 200 ft. The varying geology combined with the large amounts of fill required resulted in a complex set of geotechnical design parameters that had to be evaluated through both load testing and analyses. A total of almost 400,000 lineal feet of ACIP piles were installed for this project.

Jan 1, 2001

By L. Linzer, J. Oelofse, T. Rangasamy

Extraction of isolated blocks of ground with elevated levels of stress and/or seismicity is a common occurrence in South African gold mines. Isolated blocks of ground that are divorced from the main orebody and are bound by complex, dip and strike parallel, non-persistent geological structures dominate the Klerksdorp gold fields. No quantifiable methods exist to assess the risk associated with mining these and other classes of remnants. A case history, from a gold mine that planned to extract three remnant blocks hosted in a large complex fault system, is used to illustrate the decision making process based on a combination of underground observations, numerical and seismic techniques. Simple risk estimation matrices were developed and used to estimate remnant-mining risk and finally to quantify the decision on which of the three remnant blocks could be extracted at the lowest possible geo-mechanical risk. Il est courant dans les mines aurifères sud-africaines d’extraire des blocs de terrain isolés qui possèdent des niveaux élevés de contraintes et/ou sismicité. Les régions aurifères de Klerksdorp sont dominées par des blocs de terrain isolés qui sont séparés du gisement principal et qui sont retenus par des structures géologiques non continues, à parallèle de pendage et direction, et complexes. Il n’existe pas de méthodes quantifiables pour évaluer le risque associé à l’extraction de ce genre et autres genres de résidus. Une observation de cas, celle d’une mine d’or qui avait l’intention d’extraire trois blocs de résidus qui se trouvaient dans un grand système complexe de faille, est utilisée pour illustrer le processus décisionnel basé sur une combinaison d’observations souterraines, et de techniques numériques et sismiques. Des matrices simples d’estimation de risque furent développées et utilisées pour estimer le risque lié à l’extraction des résidus et finalement pour quantifier la décision sur lequel des trois blocs de résidus pouvait être exploité au moindre risque géo-mécanique. Die Extraktion isolierter Gesteinsblöcke mit erhöhtem Spannugsniveau oder Seismizität ist in südafrikanischen Goldminen üblich. Isolierte Gesteinsblöcke, die von der Haupterzader getrennt und durch komplexe, parallele abfallende und horizontale nicht persistent geologische Strukturen gebunden sind, beherrschen das Klerksdorp Goldfeld. Es gibt keine quantifizierbare Methoden die das Risiko welches mit dem Abbau dieser und anderer Klassen verbunden ist beschreiben. Eine Fallstudie einer Goldmine, welche die Extraktion von drei in einem großem komplexen Verwerfungssystem eingelagerten Einschlußblöcken plante, wird verwendet um den Entscheidungsprozeß zu illustrieren, der auf einer Kombination von Untertag Beobachtungen und numerischen und seismischen Techniken basiert. Einfache Gefahreinschätzungsmatrizen wurden entwickelt und angewendet um das Abbaurestrisiko abzuschätzen und letztendlich die Entscheidung zu quantifizieren, welcher der drei Einschlußblöcke unter dem niedrigst möglichen geo-mechanischen Risiko extrahiert werden konnte .

Jan 1, 2003

By Timothy D. Stark

Jet grouting has increasingly become a ground improvement technology used to address seepage concerns and provide strength improvement to soils underlying dams. The technique of jet grouting uses high pressure/volume jet fluids to erode existing soil, evacuate some or most of the soil, and mix the remaining cuttings with cement slurry to form soilcrete. While considered a useful technology, this paper discusses some of the problems that can develop while jet grouting in or below a dam with an operational reservoir and seepage condition. Jet grouting experience at Tuttle Creek Dam indicates concerns with respect to ground fracture; spoil return, column diameter consistency, and homogeneity of resulting soilcrete. Recommendations are presented to increase monitoring of downhole parameters during jet grouting to better understand the downhole pressures and soil response during jet grouting.

Jan 1, 2012

By Raymond Rivera

El presente texto describe la evaluación desarrollada por INGEMMET donde se analiza el potencial de los depósitos minerales en el Batolito Andahuaylas, Yauri, así como el potencial de algunas zonas que presenten características geoeconómicas importantes, utilizando herramientas geológicas como geocronología, isótopos radiogénicos, geoquímica de rocas y sedimentos, petromineralogía y geología estructural.

Sep 12, 2011

The development of the potential supply analytic system has advanced to the point that quantitative estimates of economically recoverable resources can be made as the final step of the traditional regional mineral resource assessment process. In 1983, the BOM and the ADGGS jointly developed a methodology to quantitatively assess the potential for undiscovered yet economically recoverable minerals within a designated geographic area. This methodology was first applied in the assessment of the undiscovered mineral potential of the Kantishna Hills, Alaska (White et al., 1987). At that time the assessment procedure combined a series of technical judgements regarding the major geologic, engineering and economic factors that influenced the occurrence and exploitation of mineral resources in the Kantishna Hills area. Since then the methodology has been further developed and enhanced, particularly with respect to the engineering and economic analysis components. The resulting Potential Supply Analysis System (PSAS) was recently used to evaluate the economic potential of selected types of undiscovered precious-metal deposits in the Tonopah quadrangle of Nevada (Gunther, et al., 1988) and, with some enhancements, has been used to estimate the' economic value of the undiscovered mineral potential of the WMNRA/SNCA study area. The PSAS has been designed to address five basic questions about the mineral potential of an area: 1) What alternative states of geologic nature are possible in the area of interest (e.g. How many and what types of undiscovered deposits could be present and what might be their grade, tonnage and depth attributes?) ?;

Jan 1, 2011

By N Herault

PT Freeport Indonesia recently completed preproduction development and construction of the Big Gossan underground copper and gold mine, located in the Ertsberg mining district of Papua, Indonesia. Production has commenced with an expected ramp-up to full production of 7000 tonnes per day in 2012. The Big Gossan utilises an open stoping mine method with paste backfill.In order to deliver ore to the mill, which sits in a valley above the ore deposit, an underground production shaft and hoisting facility was designed and constructed as the key component of ore haulage. The design and construction of the Big Gossan shaft posed many challenges to the project team. Available shaft design and construction expertise were limited as this was the first shaft of its kind in Indonesia and the project was undertaken during a time of high industry demand for new shaft systems. Construction resources were also limited due to the remote location and competition with existing, producing mines for these resources and skills. The project also taxed the ability of Freeport to provide services and resources to this as well as their other projects.Completion of the Big Gossan shaft was a milestone in PT Freeport Indonesia’s plan to fully transition ore production to the underground environment in this decade.This paper deals with the various challenges faced by PT Freeport Indonesia and shaft contractor, PT Redpath Indonesia, during the construction of the Big Gossan shaft and offers suggestions to improve future shaft projects of a similar nature.

Mar 21, 2011

By L. Salnais

"Aluminum alloy structural components f or aircraft designed prior to the early 1970s, were machined from 2024, 7075 and 7079 plate, bar and forgings in either the T3xxx of the T6xxx tempers. Protective treatments for these parts consisted of chromic acid anodizing and alkyd zinc chromate primer, plus a nitrocellulose lacquer for exterior parts.The major service problem with these parts was the frequent occurrence of exfoliation corrosion and stress corrosion cracking (S. C. C.). Therefore, 2024 and 7079 alloys, with min or exceptions, were not used in aircraft designed after the early 1970s. Replacement materials were 7075 and 7050 alloys in the overaged, exfoliation corrosion and S. C. C. resistant, T73xxx tempers.The use of improved materials together with the upgrading to chromated epoxy primers, polyurethane enamels and the introduction of water displacing corrosion inhibiting compounds have significantly reduced corrosion in aircraft. IntroductionThe prevention of corrosion in aircraft has been a challenge to aircraft designers for many decades. With the design of the first all-metal aircraft, the designer and builder were thrust into the relatively new field of protective treatments as corrosion started to become more prevalent. This resulted from the continually increasing importance and wider utilization of aircraft, and their exposure to a wider variety of ho stile environments such as urban industrial pollution, high humidity tropical areas and salt ladened marine environments.Corrosion advanced another significant step when, after World War II, designs of new and larger aircraft utilized larger and thicker metal sections in the manufacture of structural components. With thicker mill products came higher residual heat treat, fabrication and assembly stresses resulting in an increased number of stress corrosion and exfoliation corrosion problems.Apart from the exterior environment, aircraft interior s can be exposed to a number of fluids which are either directly or indirectly responsible for corrosion. The most common of the fluids is water which is usually introduced as a result of condensation, especially in pressurized fuselages, and spillage from lavatories, galley s and electrolytes from batteries. These fluid s have a degrading effect on protective treatments and are also corrosive to the substrate metal. Fluids such as phosphate ester hydraulic fluids and ester based turbine engine lubricating oil s are not corrosive to the substrate metal, albeit they do contribute to corrosion by the degrading effect on protective treatments."

Jan 1, 1988

"WELFARE…Welfare endeavor in connection with both the metal and the coal mines of Utah has shown gratifying progress during recent years and both the operators and their employees are deserving of much credit for the efforts put forth to better living, working, educational and receational conditions in most of the mining camps of the state.In the older metal mining camps of Utah, where the towns are incorporated and independent of the mining properties operating in the vicinity, less opportunity is pre¬sented for the companies to exercise efforts looking towards improved welfare conditions than is the case of camps located on company ground and under the full control of operators.Even in such camps, however, as illustrated in Bingham, the companies can do much to better welfare conditions. In this camp the Utah Copper Company has spent $800,000 since 1 920 in the erection of modern brick cottages, apartment houses and the Gemmell Memorial Club. The cottages and apartments have every convenience to be found in up-to-date city homes. The Gemmell Memorial Club, erected and equipped at a cost of $1 75,000, was provided by the company for the benefit of the Utah Copper Company employees living in the canyon and has been made the recreational center for the camp."

Jan 1, 1925

By M Lentz

This paper will discuss the issues associated with blasting in an urban mining environment that have been addressed by Winstone Aggregates at the Mt Wellington Quarry. These issues include - control of vibration and air overpressure, repeatability of shot performance, fragmentation on an extremely low maximum instantaneous charge, compliance with Territorial Authority regulations and perception. Over the last two years, in order to address these issues, Winstone Aggregates have undertaken a programme of continuous improvement, which has included; ò implementation of new technology; ò revising site procedures; ò conducting an investigation into the structural response of local buildings; ò investigating safe extrapolation; ò extensive public consultation; ò establishing credibility during the consent process; ò identification of perception issues; and ò building relationships and trust with neighbours. The issues addressed at the Mt Wellington Quarry have increasing significance for traditionally rural mining operations, as the input of the local community being urban or rural, increases. New and existing operations have the potential to adopt best practice now, building trust with the community and raising the profile of the industry.  

Jan 1, 1999

By Leonard Sugin

Recent changes in the field of ore and bulk commodity handling has forced a reevaluation of previously conceived notions. When vessels were small, and sources of raw material were reasonably close to areas of need, the role of the shipping terminal was of secondary importance. Now terminals must be built to take advantage of the economic benefits of the supercarriers. The shipping rates of the 80's will not be determined by the 60,000 DWT or even 150,000 ton capacity bulk carrier, but rather by the supercarriers in the 250,000 DWT class or larger. When the Suez Canal was closed, the shipping industry took a hard look at the economics of the large bulk carrier. Naval architects overcame the problems and successfully designed large supertankers, which today are plying the seas in excess of 350,000 DWT. Orders have been placed for tankers of 480,000 DWT. The shippers of dry bulk materials are now coming to similar conclusions about the economics of supercarriers. As of today, over 40 orders have been placed for vessels in the 250,000 DWT class, representing an investment of over 11/2 billion dollars, and many more are being considered. These vessels are being designed as combination ore/oil (0/0) or ore/bulk/oil (OBO's) carriers. The oil industry has seen the need for terminals which can accommodate these supertankers. The dry bulk shippers, and particularly ore shippers, must now act.

Jan 1, 1972

By Peter Klaver

Deep tunnels have been used for decades for the temporary storage of large volumes of urban runoff, both storm water and combined sewer overflow (CSO). Tunnels are attractive because they reduce surface disruption and do double duty as storage and conveyance systems, collecting overflows from multiple locations and transporting them for treatment to various facilities. Like any hydraulic system, however, there are dynamic effects that must be fully understood during the design phase so that the final constructed product does not have unintended negative consequences. Preliminary sizing of storage tunnels is typically based on the total volume required. For example, if studies have determined that a volume of 56.8 ML (15 million gal) will provide the intended level of control, then that figure can be used, along with a preliminary idea of the desired tunnel length, to compute the required diameter. Of course, filling a long tube with water from various points along the way is not at all the same as pouring water into a bucket, and these dynamic effects require additional attention from design engineers. The rapid filling of storage tunnels can lead to the formation of bores, which are essentially moving walls of water. An open channel bore can build in height until it reaches the crown of the tunnel, at which point it becomes a pipe-filling bore. Figure 1 depicts both kinds of bores moving upwards in a rapidly filling tunnel. Bores can strike the ends of tun-nels with tremendous force, driving water and entrained air upwards into dropshafts and creating strong pressure surges in portions of the tunnel that are already filled. If the hydraulic surges are high enough to reach grade, they can cause overflows and/or damage structures at the surface. Trapped air pockets can occur through several phenomena, including the reflection of bores off dropshaft structures and the occurrence of ?premature pressurization.? The latter refers to the situation where the inflow to a tunnel is increasing more rapidly than the tunnel can convey it, such that the pipe becomes surcharged at an upstream point while points downstream are still flowing as an open channel. These air pockets are a great nuisance as they migrate toward points in the tunnel where they can rise to the surface, which are often shafts that are already filled with water (Fig. 2). The ?geyersing? that results can be hazardous and costly.

Jan 3, 2010

By Malcolm Ross

Fibrous minerals are common in nature but asbestiform minerals are rare. The unique mineralogical characteristic common to all the asbestos minerals is their morphologic form (or habit of crystallization) as polyfilamentous fiber bundles. The individual fibrils within the bundles have a tendency to be very long with a narrow range of diameters and grow with their long fiber axis in parallel orientation to the bundle length. The asbestiform habit imparts to the asbestos minerals sufficient flexibility and tensile strength so that most can be woven into cloth. In the past application has focused on their ability to insulate against the transfer of heat. However, these minerals possess other properties which make them useful in many industrial applications. © 2007 Elsevier Inc. All rights reserved. Keywords: Asbestos; Asbestiform; Fibrous

Jan 1, 2007

By Lewis M. McNay

The Bureau of Mines located and examined 292 burning coal refuse banks throughout the Nation's coal-producing regions in 1968. These coal waste fires, extending over 3,200 acres, produce poisonous, acrid gases and particulate matter that pose a threat to health and safety in the surrounding areas, damage vegetation, and cause the deterioration of nearby structures and buildings. Methods of extinguishing coal refuse fires are discussed, and an approach to eliminating future occurrences of these fires is presented.

Jan 1, 1971

By Gerald Greene

Tan various lead producers have given the subject of lead drosses much attention in recent years but the problem of their economical treatment is yet to be solved. Formerly the copper in the furnace feed was removed from the furnace in the form of matte. The speiss at that time consisted principally of the iron arsenide. The practice today is to roast off most of the sulfur and the copper in the feed forms a dross in the furnace, which is removed from the furnace with the lead. This material is poured into the drossing kettles and allowed to cool down to but slightly above the freezing point of lead. The copper dross, containing almost all of the arsenic and part of the antimony, is skimmed off and treated in a small reverberatory furnace at most plants. This is essentially a liquation process. The skimmed dross contains from 70 to 80 per cent lead, and much of this lead is liquated out. The products from this treatment are: (1) impure lead, (2) speiss and (3) matte. The speiss from the reverberatory furnace was studied in this research. The literature on the subject is of very little assistance, as almost no work has been done on the problem of establishing the exact identity of the various phases present. One author(1) states that speiss consists of a series of isomorphous compounds of the general formula FexAsy in which the Fe may be replaced by Ni, Co, Cu, Pb, Ag, Au, Pt, Zn, Cd and the As replaced by Sb, S and Bi. Hofman(2) states that the iron arsenide present is Fe5As.

Jan 1, 1935

By Júlia Guimarães Sanches

O curso de Engenharia de Minas sofreu uma expansão, juntamente com todo o ensino superior no país, por volta de 2005. O objetivo do presente estudo é avaliar as características dos cursos do país e realizar uma comparação com cursos de outros países com grande produção mineral. Foi feito um levantamento inicial a partir de informações disponíveis nos sites do MEC, INEP e das universidades. Como complemento, realizou-se um questionário com os coordenadores dos cursos de Engenharia de Minas do Brasil. Foram compilados ainda dados relativos à estrutura curricular e carga horária dos cursos de Engenharia de Minas dos EUA, Canadá, Austrália, Chile e África do Sul. Em relação à comparação das grades curriculares com os cursos de outros países, observou-se que no Brasil o curso possui uma maior cara horária de Tratamento de Minérios em detrimento da lavra. Nos demais países estudados, o foco das disciplinas é a lavra, já que nestes países a área de Tratamento de Minérios é assunto de outras Engenharias.

Oct 30, 2017

By T Atchison

The Vale Ferro Carajßs S11D project in northern Brazil is based on the movement of unprecedented volumes of waste and ore for mobile in-pit crushing and conveying or ætrucklessÆ systems. In peak years, the system is intended to handle a combined 160 Mt of material.The planning and implementation of the first such system for Vale, in a remote greenfield site, utilising the services of a range of international study, design and supply partners has provided a unique set of technical and project delivery challenges. The lessons from these are of value to the industry as the trend to remote and high-volume operations continues.This paper describes the key features of the mining system and documents the challenges and mitigations for important technical, cultural and project delivery issues that have arisen. It is a combined description of the journey taken by both Vale (as owner) and SKM (as delivery partner) over the course of many years.CITATION:Atchison, T, 2013. Lessons from the S11D truckless mining project, in Proceedings Iron Ore 2013 , pp 177-184 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Aug 12, 2013

By Walter W. Kaufman

This Bureau of Mines manual for design of surface mine haulage roads covers such aspects of haulage road design as road alinement (both vertical and horizontal), construction materials, cross slope, and drainage provisions. Traffic control and design of proper lane widths to promote safe vehicle movement are included, as are suggested criteria for road and vehicle maintenance and for runaway-vehicle safety provisions. The aim of this publication is to provide those involved with surface mine haulage road design with a complete manual of recommended practices that, if implemented, will promote safer, more efficient haulage routes.

Jan 1, 1977

By Dave Otto, Ron Elliot, Ed Hatch

This paper is a summary of the work carried out by an international team of specialists in the successful explosive compaction of the sand fill core of the Molikpaq offshore oil production structure. The sand fill core is an essential element for the stability of the structure. The sand core must resist liquefaction forces caused by heavy wave action, ice loading, and earthquakes. Explosive compaction methods were used to improve the stability of 220,000 cubic meters of coarse dredged sand placed in the core area. This project was challenging for a number of reasons. It was performed offshore in Russia, seven kilometers off the East Coast of Sakhalin Island. Logistics were a challenge, not just in getting the men and materials to the site, but also working with restricted headroom inside an operating oil drilling platform. This project called for the use of specialty explosives, strict blast vibration controls requiring a complex sequential blast design, and use of custom designed drill rigs. As Russian equivalent explosives were not available, the project involved getting approval for use of North American explosives in Russia, and use of a combined Russian - Canadian blasting crew. The blasting program was carried out successfully, meeting the required densification target _in a safe, effective manner, with no damage to the structure.

Jan 1, 2000

By Ekhlaq A. Khan

"The new third Bridge over Narmada River at Bharuch which was recently completed is characterized by some aesthetically appealing elevations of the pylon and large size of the deck. This paper gives an insight to design and construction technique adopted for foundation construction of Extra-dosed span - 3 rd Narmada Bridge at Bharuch over river Narmada, Gujarat. Site being located in intertidal zone had its unique geological characteristics and own set of difficulties during construction.INTRODUCTIONThe Indian subcontinent offers diverse subsoil conditions. With current modern and future trend of long span bridges the substructure design often demands large size foundations. The foundation of theses bridges are usually deep and large in size. The execution of such foundations in maritime environments often involves important temporary works, in order to provide a safe workplace, comply with environmental requirements and achieve high quality standards.Often Pile foundations are preferred solution now a days, but due to various statutory and environmental regulations their construction poses a challenge. With better equipment and corresponding quality control, construction of large diameter pile foundation has emerged as a faster and reliable option.OVER VIEW OF THE PROJECTThe first two lane bridge on NH-8 (Vadodra – Mumbai) known as Sardar Bridge was constructed in 1977, subsequently an additional two lane bridge was constructed in 1999-2000, 29 m downstream of the first. In view of rising volume of traffic and as part of upgradation of NH8, National Highways Authority of India (NHAI) proposed to construct 3rd new 4 Lane Bridge 100 m downstream of 2nd Narmada Bridge, based on Central Water and Power research Institute (CWPRS) study and recommendation.The general layout (fig. 1) of the 3rd Narmada bridge has 8 spans of 144 m and 2 spans of 96 m with total length of 1344 m, supported by132 nos. of 1.5 m diameter piles of about 50 m depth. The substructure has leaning “Y” shaped lower pylon of height 30 m together with cast in situ pier diaphragm. The piles are of M40 and superstructure & pylon of M50 grade of concrete."

Jan 1, 2017