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By Virgil W. Carmichael

In the Fort Union formation of western North Dakota, eastern Montana and northeastern Wyoming there are immense tonnages of lignite and subbituminous coal that have not yet been evaluated in terms of present economic conditions. Continued expansion of United States energy requirements has focused ever increasing attention on this tremendous resource, particularly as efficiency in mining and transporting of coal, as well as in electrical energy generation and transmission have improved and as hydrogenation and gasification of coal approach economic feasibility. This "total energy" concept for coal includes all of the energy uses that coal offers and has resulted in mergers of oil and coal companies and acquisition of coal re- serves by oil companies, as well as by coal companies and others. There is no doubt that these coals are entering an exciting new era of exploration and development that will result in greatly increased production. As a matter of fact, increased consumption for energy generation is well under way and recognition of the economic feasibility of high-Btu pipeline gas and synthetic petroleum products from coal is imminent. As coal is gradually displaced in steam electric generation by the more exotic fuels and processes, it will be increasingly used as raw material for the synthetic petro-chemical industry and the organic chemical industry.

Jan 1, 1968

By C. L. Elmore

This paper describes a new development in the cyanidation of gold ores, which we expect will result in a major improvement in the way many gold ores are treated. The process has evolved through work at Hazen Research, Inc. for Kamyr, Inc. and in brief, the consists of utilizing oxygen rather than air in the carbon-in-1 each (CIL) process. We refer to this improved process for all ores amenable to cyanide leaching as carbon-in-1each with oxygen or CILO.

Jan 1, 1988

By Jason Clarke, Glen Trainor

As the mining industry faces increased challenges with declining ore grades and harder to access deposits, operating mine sites in an environmentally responsible and economically viable manner will require innovations that improve efficiency in energy logistics, and automation. Technological advancements in mining have been successful primarily because of the willingness and capability of these solutions to share information with one another, for example OEM payload systems sending information to Fleet Management Systems, and in turn Fleet Management Systems interfacing to ERP systems. To promote and facilitate the sharing of data, there has been a push towards open standards with initiatives led by organizations like ISO, ISA, EMESRT, and GMG. These efforts are aimed at creating a more collaborative and interoperable environment within the sector. However, when it comes to implementing autonomous solutions, a different trend dominates— closed-stack solutions. These closed stack solutions not only prohibit a mine site from selecting best-of-breed solutions, by blocking the competition from entering the market, they also risk slowing innovation that could help overcome the challenges the mining industry faces. Open Autonomy, an internationally published standard that allows any FMS to work with any Autonomous solution, breaks this closed-stack approach and invites competition from other industries. This competition comprises of autonomous suppliers from other industries and manufacturers of smaller, civil-sized haul trucks. The availability and capabilities of these smaller-sized autonomous haul trucks will help tackle the challenges of responsibly and economically mining lower quality ore grades and mining harder to access deposits.

Feb 1, 2024

By Nicole R. Henderson

Many mining engineering graduates enter the mining industry lacking training in mine emergency management. As a result, mining universities in the United Sates and other countries are beginning to form volunteer student mine rescue teams to train mining engineering students in handling mine emergency situations and give them hands-on experience managing potential emergency scenarios underground. In the early 1980s, the Missouri University of Science and Technology developed the first collegiate mine rescue team in the United States. For approximately 30 years, it was the only successful collegiate team until the Colorado School of Mines (CSM) started its program in 2009. Currently, there are at least five collegiate teams in the United States and one in Canada. At the Freiberg University of Mining and Technology in Germany, the goal is to adapt the Colorado School of Mines Mine Rescue Program to develop a collegiate team of its own. Currently, mining engineering students cover the theoretical basics of mine rescue in an occupational health and safety lecture and take a basic, one-day mine rescue training course at the Central Mine Rescue Station in Leipzig. The course covers the basic mine rescue topics and gives students the opportunity to experience working in elevated heat and smoke conditions while wearing breathing apparatus. This training gives students a small insight into the importance of mine rescue and mine emergency management. Collegiate mine rescue teaches students the importance of mine rescue and mine safety by giving them hands-on learning experiences before entering the mining industry.

Feb 1, 2014

By Sean Dessureault

The mining industry has used fleet management systems (FMSs) for decades. These systems were developed long ago in large truck-and-shovel mines, where hardware sales were the core business driver for vendors. These traditional models can be overhauled in the era of the Internet of Things (IoT), Big Data, gamification and low-cost tablet technology. Relatively low-cost tablets are ubiquitous in modern life, and they are packed with communication radios and sensors like Global Positioning System (GPS) and inertial measurement units used widely for games, fitness measures and navigation. These powerful computer devices provide the same, if not more, sensing capability than traditional fleet management hardware, all at a fraction of the cost and without complicated cables or challenging supply lines. 

By Duane A. Smith

Introduction From the days of the Spanish in the eighteenth century, Colorado's San Juan mining district has attracted miners and public interest. The Spanish left behind names - San Juans, La Plata, Animas, legends of lost mines, and the remains of a few scattered mining operations. They came, but did not stay. Again in 1860-61, as a spinoff of the Pike's Peak gold rush, prospectors climbed the mountains and descended into the canyons searching for gold. They found some, not enough to convince them to remain and confront the isolation, often hostile environment and the Utes, who rightfully felt this to be their home. Not until the 1870s did miners come to stay. In their wake little camps grew in the high valleys and squeezed into narrow canyons. Nowhere else in Colorado were there more rugged mountains, a higher average elevation, nor a climate that one old Swede said was "three months of mighty late fall and nine months of winter." The San Juans proved eventually to be a mineral treasure chest. At the moment, however, the prospectors sought gold. Then they discovered silver deposits and the first rush was on. It got started just in time to be completely overcome by the Leadville excitement. At Leadville, investors almost fell over themselves to buy claims and stock in the hopes of becoming another millionaire like Leadville's own Horace Tabor. The San Juaners could only look from the sidelines and speculate how it might have been had fate been kinder. Fate was seldom kind, as these pioneers quickly discovered. From the mid-1870s on, the San Juaners wrestled with some major problems. And the fate of their district rode in the balance. The problems they faced were similar to those of other Colorado districts, compounded by their geographic isolation. Every mining district needed the best transportation system available, experienced investors combined with sound investment, and mineral reserves to develop. The San Juans offered the last in abundance. It was hoped the first two would appear. Railroads - much needed transportation link Nothing was more desired than railroad connections, the penultimate nineteenth century form of transportation. Colorado's own, the Denver & Rio Grande, resolved the issue with its mountain-hugging narrow gauge. As early as the mid-1870s, the D&RG dreamed of tapping this potentially lucrative market in southwestern Colorado. A national economic depression and then the Leadville silver excitement prevented immediate construction. Not until 1879-80 did survey crews start work.

Jan 2, 1988

By Donald Whittaker

Severe climatic conditions in mines are normally associated with working at depth. More precisely, it is a matter of working in regions of high strata temperature, since, for example, some coal mines in the Ruhr have strata temperatures at 1000 m which are matched only at 3 times that depth in the South African gold mines. In Britain we are perhaps fortunate in encountering strata temperatures in our deeper coal mines some 10-15 K lower than at the same depth in the hot mines of the Ruhr. Nevertheless the problems of high temperatures and humidities in UK mining operations, which in the past have been confined to a few specific sites, have in recent years become more widespread, and there is every reason to suppose that the trend will continue. Clearly strata temperature is not the only .causative factor. Long ventilation circuits serving districts remote from the shaft must also play a part, while the heavy use of machinery and the rapid, rates of excavation of modern mining methods are obviously important. It is necessary to understand the mechanisms of all such factors, and to measure their magnitudes and fluctuations, if remedial measures are to be properly designed or predictions made which are accurate enough to be of use in ventilation planning. This paper presents the results of a long-term (and continuing) investigation carried out in several mines to measure the major sources of heat and moisture on longwall districts and trunk conveyor roadways. The variation with time of these sources is reported, and the resultant effect on the climate is considered. In their investigations of the heat exchanges occurring in a whole mine Oakes and Hinsley (1955-56)1 listed and estimated the magnitudes of a large number of heat sources. Some of these, namely autocompression of the air in the shaft, diesel engines and compressed air mains, do not apply to the present investigations, which refer to longwall districts with conveyor transport and no compressed air supply. Others, such as oxidation of coal and, desorption of methane, have not been taken into account in the measurements, but are discussed later. One other source, the importance of which was pointed out by Gracie and Matthews (1975)2, is the coal on the conveyor, a form of strata heat emission, but one which is strongly dependent on the rate of coal production. The heat emissions measured in the present investigations were the energy consumed by electrical machinery, the heat conducted from the strata and the heat lost by the conveyed coal. Most of the emitted heat was removed from the district by the ventilation air, and was measured by continuously recording the enthalpy of the air at fixed stations. The heat removed by service water, supplied for machine cooling and dust suppression, was also measured. Account was of course taken of the relatively minor changes in level around the districts, in terms of the potential energy gained or lost by the coal and by the ventilation air (autocompression).

Jan 1, 1980

"There’s no fast way to add more than four miles of track, most of it underground, to the Sound Transit Link Light Rail system in the Seattle area. But increasingly busy traffic through a number of neighborhoods made it necessary. That’s the challenge a joint venture of several tunneling contractors faced when starting its portion of the $1.9 billion Northgate Link Extension in 2013, and the project is still keeping them busy three years later. Completion will mean just a 14-minute ride from Northgate to downtown for an extra 60,000 passengers by 2030. The transit lines will join 58 km (36 miles) of new and under-construction light rail lines running north, east and south from Seattle.Voters, tired of long commute times, approved the project, a key part of Seattle’s regional mass transit system, in 2008. The extension is part of a plan adopted by the Sound Transit board in 1996 to connect the region’s major activity centers. The Northgate project is meant to relieve one of the area’s most congested traffic areas by connecting the Northgate, Roosevelt and University District neighborhoods to existing routes including downtown Seattle and SeaTac airport.Sound Transit dedicated more than a quarter of the project’s estimated expense — $440 million -— to general contractor JCM Northlink LLC to handle the tunnel segment. JCM is a joint venture formed in 2013 between Jay Dee Contractors of Livonia, MI, Frank Coluccio Construction of Seattle, WA and Michels Corp. of Brownsville, WI. The contractors regularly collaborate on large-scale projects and brought experience working on a different section of the extension they completed in 2013.JCM project leaders knew immediately that the schedule would be demanding. They had to work around the clock, six days a week to meet deadlines. The extension runs through highly populated areas, meaning contractors had to follow strict city noise restrictions between 10 p.m. and 7 a.m. Plus, supervisors needed to manage the scheduling of nearly 250 employees to keep work running smoothly.“We had eight different operations and four different subcontractors trying to work in one tunnel,” said Chris Wood, JCM site project superintendent. “It’s important that we keep work linear. That’s the biggest challenge: keeping a path in and out so you can pour concrete, keep electricians and carpenters going, and accomplish everything else.”"

Jan 6, 2018

"There is no fast way to add more than 6.4 km (4 miles) of track, most of it underground, to the Sound Transit Link Light Rail system in the Seattle, WA area. But increasingly busy traffic through a number of neighborhoods made it necessary. That’s the challenge a joint venture of several tunneling contractors faced when starting its portion of the $1.9-billion Northgate Link Extension in 2013, and the project is still keeping it busy three years later. Completion will mean just a 14-minute ride from Northgate to downtown for an extra 60,000 passengers by 2030. The transit lines will join 57 km (36 miles) of new and under-construction light rail lines running north, east and south from Seattle.Voters tired of long commute times approved the project, a key part of Seattle’s regional mass transit system, in 2008. The extension is part of a plan adopted by the Sound Transit board in 1996 to connect the region’s major activity centers. The Northgate project is meant to relieve one of the area’s most congested traffic areas by connecting the Northgate, Roosevelt and University District neighborhoods to existing routes including downtown Seattle and SeaTac airport.Sound Transit dedicated more than a quarter of the project’s estimated expense — $440 million -— to general contractor JCM Northlink LLC to handle the tunnel segment. JCM is a joint venture formed in 2013 between Jay Dee Contractors of Livonia, MI, Frank Coluccio Construction of Seattle, WA and Michels Corp. of Brownsville, WI. The contractors regularly collaborate on large-scale projects and brought experience working on a different section of the extension they completed in 2013.JCM project leaders knew immediately that the schedule would be demanding. They had to work around the clock six days a week to meet deadlines. The extension runs through highly populated areas, meaning contractors had to follow strict city noise restrictions between 10 p.m. and 7 a.m. Plus, supervisors needed to manage the scheduling of nearly 250 employees to keep work running smoothly.“We had eight different operations and four different subcontractors trying to work in one tunnel,” said Chris Wood, JCM site project superintendent. “It’s important that we keep work linear. That’s the biggest challenge: keeping a path in and out so you can pour concrete, keep electricians and carpenters going, and accomplish everything else.”"

Dec 1, 2016

By J. W. Jang, I. Iwasaki

Introduction Grinding ball wear in wet grinding is due to a complex combination of abrasion, corrosion, impact and their interactions. The ball charge is continually falling from a height greater than half of the ball mill's diameter, and contact is made with ore particles or other balls. Abrasive wear occurs through penetration and plowing of media materials from the ball surface by hard ore particles (Gangopadhyay and Moore, 1985). Electrochemical interactions between the abraded and unabraded areas of the ball surfaces, as well as between the grinding media and the minerals, occur in grinding mill pulps (Adam et al., 1986). The wear depends on the media composition, the hardness and the corrosive/abrasive characteristics of the slurry. The marked-ball-wear test method was used to evaluate the performance of grinding media under nitrogen and oxygen atmospheres. Also, the wear mode was studied by observing the grinding media surface under a scanning electron microscope. In general, grinding media of high hardness and high chromium contents were found to have better corrosive wear resistance than those of low hardness and low chromium contents (Jang, Iwasaki and Moore, 1988). The purpose of this investigation was to determine the size distribution and the shape of wear debris in a study of the wear rates and wear behaviors of grinding balls. Experimental Materials The grinding ball alloys used in this investigation were: •martensitic stainless steel (MSS; 0.96% C and 16.2% Cr), •high-carbon, low-alloy steel (HCLA; 0.89% C and 0.53% Cr), and •mild steel (MS; 0.22% C and 0.09% Cr). The mineral used in this study was synthetic corundum, because it was on hand and contained no magnetic impurities. Debris A 203- mm (8-in.) diam porcelain mill was used for grinding the corundum. The mill charge consisted of: •1200 g of 12-grit synthetic corundum, •770 mL of 0.05 mole/L Na2SO4 (61% solids), and •125 steel balls of nominally 25-mm (1-in.) diam. To minimize the debris corrosion, nitrogen was introduced into the mill. Grinding with MSS, HCLA-steel or MS balls was conducted for 2 hr at 51 rpm. The grinding time using the MS ball was varied from 0.5 hr to 2 hr in an attempt to study the debris amount and shape as a function of time. The debris was collected with a hand magnet from the ground slurry and separated from the corundum particles using a Davis magnetic tube. After the separation, the debris particles were immediately washed with acetone and then filtered and dried. Debris size analysis Buckbee-Mears 3-in.-diam, micro-mesh sieves and an electromagnetic shaker were used for determining the debris size distribution. In sieving, isopropyl alcohol was used. The debris fraction collected from each sieve was washed with acetone, dried and then weighed on an analytical balance. [ ]

Jan 1, 1993

By Jim Gebhardt

Douglas W. Fuerstenau (DWF) grew up on a farm and in several small communities in rural South Dakota during the depression years, where he learned the value of hard work. Working hard can produce results but being clever and hardworking will give you a bright future. In his later school years, Fuerstenau’s family moved to Rapid City where his intellectual curiosity and capacity helped him graduate with a B.S. in Metallurgical Engineering from the South Dakota School of Mines and Technology in 1949. His technical interests led to graduate studies and completion of a master’s degree from the Montana School of Mines in 1950 and Sc.D. degree from the Massachusetts Institute of Technology (MIT) in 1953.

By Chen Bing Ching

Hsikwangshan mine is located at Lengshuijiang city of Hunan Province. It is a stibnite deposit. The orebody is gently inclined; its ore run is about 3 km in length and extends about 1.2 km along the direction of dip. The thickness of the ore body is non-uniform and varies from 1.5 to 20 m. The orebody is mined by room and pillar and cementation filling. The nine levels at the ore top have been mined out. At present, the mining operations are at the eleventh level. The mine ventilation system consist of three main fans which are installed in different shafts and are ventilated in parallel. The main fans can be connected to each other through comprehensive return air drifts. Two of the fans are located underground and the other on the surface. The general configuration of the ventilation system is shown in Figure 1. Because the operating areas are scattered and vary frequently as well, it is difficult to bring about air flow control. If the air flow cannot be varied with the variation of production in time, the air quantities are not sufficient in some areas and are excessive in others. However, it is also a problem to coordinate the three main fans with one another to obtain the optimum economic cost of operation. In order to make the air delivery fit the variation of production continuously to satisfy the ventilation requirement of the working faces and to reduce power consumption, we have made a great effort over five years to install an automatic control system for mine ventilation at the Hsikawangshan mine. The key part of this system is a microcomputer. The whole system consists of a console, which is located at the surface; the circuit network that is provided for signal transmission; air doors and ventilators at the working face; the scale air doors which are installed at the main branch airways; main fans and their speed regulating devices, as well as the sensors used for observing pressure, air quantities, temperature and the concentration of carbon monoxide, etc. This system can continuously telemeter the air quantities and carbon monoxide concentration in the main branch airways, air pressure, air quantities, electric current, the temperature of the bearings of the main fans, etc. According to the production air requirements, the system controls the ventilators or air doors which are located at the working faces and regulates the air quantity in the main branch airways. It can also choose the optimum mode of operation automatically, and regulate the rotating speed of the main fans to guarantee the least total power consumption while satisfying the total air quantity requirements. If abnormality of the observed results is discovered, the audible and flashing light alarm signal starts up automatically. The operating mode of ventilation equipment also feeds back to the control room and displays on the console. The configuration of control the system is shown in Figure 2.

Jan 1, 1987

By Tim McMahon

"A slurry is any combination of liquids and solids where solids make up more than 10 percent of the mixture. Mining operations create various types of slurries from processes such as dewatering, bitumen extraction in oil sands, concentrator plants, milling operations, tailings, lime addition and so on. The mines then transport these slurries through pipelines (Fig. 1).Slurry valves are used when the mine needs to transport ore a long distance and there are no other viable transportation methods, such as roads or railroads.Severe service valves must be used in slurry applications and they must be tested to ensure reliability. This article describes how Emerson designs and tests its Fisher valves for use in mining slurry applications.Slurry pipeline valvesWithin a slurry pipeline system, valves are required as part of the pumping stations, choking stations and isolation stations. There may be multiple pumping stations depending on the length of the pipeline or the terrain it crosses. Choking stations are used to reduce the velocity and the pressure in the pipeline, either before a pumping station or at the end of the pipeline, and to ensure the pipeline does not slack (remains full and pressurized). Isolation stations exist so that a pig (a device sent through a pipeline to clean or inspect the pipe) can be inserted or removed from the pipeline.Typical valves used in a slurry pipeline are severe service ball valves. The valves use floating balls that are held between the seats and are not pinned or permanently attached to the shaft that rotates the ball. The inside diameter of the ball typically matches the pipeline inside diameter, enabling the pipeline to be cleaned or inspected with a pig.They can be built to accommodate the high pressures required for the typical slurry pipeline. These pressures can require up to ASME Class 2500 valves and flanges. The valves can get qlarge, up to NPS 36 inches.Specialized segmented ball valves and slurry knife gate valves are also used in some slurry applications when pressures are lower, in the ASME Class 150-300 range."

Sep 1, 2019

By Meng Wang

"In this study, multiple methods that include geological surveying, laboratory studies, and numerical modeling have been used to study the deformation characteristics of a “deep inclined rock roadway with weak planes” (DIRRWP). Failure of the DIRRWP was found to be triggered initially by the shearing of the rock near the weak plane. The movement of the failed rock resulted in reduced confinement of the deeper rocks, and causing the failure of the supporting units and the severe deformation of the surrounding rocks. Hence, it is concluded that DIRRWP stability is affected predominantly by rocks near the weak plane. Corresponding control strategies for DIRRWP deformation were proposed: (1) greater support intensity is necessary to maintain the stability of the whole DIRRWP; (2) additional support is needed for rocks near the weak plane to reduce the potential of failure; (3) to increase the bearing capacity of the floor strata, as the floor needs to be supported; and (4) a supplementary support technique should be considered for cases of large deformation. The case study presented here indicates that the proposed control strategies can significantly reduce the potential of failure in rocks near the weak plane, thus preventing severe deformation of the DIRRWP.INTRODUCTIONAs shallow seams are mined out, the cover depths in most Chinese coalmines have become increasingly greater. Deep cover in a coalmine is considered to occur when the cover depth exceeds 800 m (Sun, Chen, and Miao, 2018). The loading and failure behavior of rocks in a deep cover setting are quite different from those in a shallow cover setting owing to the increase in in-situ stress, temperature, and hyperosmosis (Lobanova, 2008; Zhang et al., 2013). For instance, experience shows that bulking and dilating deformation in deep roadways is much greater than that which occurs in shallow roadways (Hou and Yang, 2018; Zhang et al., 2016). In addition, anisotropic behavior and thickness deviation of coal measure rocks, combined with the appearance of weak planes (e.g., faults, joints, and coal cleats) in coal and/or rocks, can significantly affect the stability of an underground roadway (Ghazvinian et al., 2013; Sun, Chen, and Miao, 2018). The presence of weak planes can significantly complicate displacement and stress transmission in nearby rocks. Additionally, tensile, compressive, and/or shearing failure in rocks near weak planes can be easily caused by high in-situ stresses in deep roadways; such failures may lead to further severe deformation of the surrounding rocks, resulting in roof falls and rib spalling (Kamata and Mashimo 2001; Wu, Ohnishi, and Nishiyama, 2004). A typical failure of the so-called “deep inclined rock roadway with weak planes” (DIRRWP) is shown in Figure 1. Severe deformation can be found near the weak plane. In this study, a plane or thin layer of rock/coal parting that can significantly reduce the strength of the surrounding rocks—and thus affect roadway stability—is defined as the weak plane."

Jan 1, 2019

By Kexin Cai, Isidro Rivera, Shawna Von Stockhausen, Maria Chastka, Kevin Huynh

The Newell Creek Dam Inlet/Outlet Replacement Project is located approximately 11 miles north of Santa Cruz, California along Highway 9 in the San Lorenzo Valley. This project will replace the existing inlet/outlet works at the Loch Lomond Reservoir by constructing a tunnel using conventional excavation methods while simultaneously drilling three intake shafts to intercept the tunnel from within the city’s water supply. This project will improve the system’s overall operational efficiency and performance, and provide a safe and reliable facility for the City of Santa Cruz’s drinking water supply. This paper discusses the overall project configuration, construction observations, and challenges during construction, including tunnel excavating through the marine sedimentary siltstone of the Monterey Formation, probing and pre-excavation grouting, and the tools utilized to manage the project.

Dec 1, 2022

By S. D. Bearden

The world's reserve base is adequate for at least 100 years at the current consumption rate. China, India, and the U.S. are expected to remain the leading producing countries. The U.S. will continue to be the largest consumer of the production. None of the known substitutes for barium sulfate are expected to impact existing applications. World production in 1995 was 4,410Mt. This is about 50% of the projected capacity. Consumption is directly proportional to hydro-carbon well installation activity. Imports are expected to continue to supply more than half of the U.S. requirements.

Jan 1, 1997

By D. R. Kelland

A program has been carried out over the last two years to apply the technology of High Gradient Magnetic Separation (HGMS) to the problem of mineral beneficiation and specifically oxidized taconite iron ores. This program, supported by the RANN division of the National Science Foundation, has consisted of a laboratory program at the Francis Bitter National Magnet Lab- oratory at MIT and a pilot investigation at the Hanna Mining Company Research Laboratory. 1 The laboratory tests were conducted using several batch type high gradient separators and a continuous separator with a rotating matrix which was constructed at the beginning of the program. The high field magnets available at F.B.N.M.L. were used for investigations above 10 kG but most of the test work was performed in the range of this field value. Ore samples were contributed by several iron ore companies and consisted of oxidized taconites having goethite and hematite as their principal components.

Jan 1, 1975

By M. G. Gorman

The effects of particle size, particle shape and degree of aggregation on n-dodecylamine flotation of -20 µ m quartz and glass beads were studied. A microflotation cell suitable for use with very fine particles was used in the flotation experimentation. Degree of agglomeration of particles was estimated by comparing size distributions of the quartz and beads in a dispersed system to size distributions in systems in which the collector was present. Results obtained show that in such flotation systems the fine particles are not generally present as individual particles during flotation but rather as aggregations. However, the quartz floats more readily than the beads indicating that there are some shape effects in the systems, considering the large specific surface areas of the materials it also appears that substantial amine consumption in the systems may limit flotation or lead to a requirement of greater reagent dosage for equivalent flotation to that tor larger particles.

Jan 1, 1990

By Mark Leggett, Kevin Roberts

The need to modernise and increase the safety provision of older road tunnels raises challenges in maintaining the operation of the tunnel during such improvement works. The Mersey Kingsway twin road tunnels located in Liverpool UK, constructed in the late 1960s, have had three new cross passages constructed to allow emergency evacuation from one tunnel to the other tunnel and provide safer access for emergency services. The 3200m long road tunnels are lined with an unusual reinforced concrete steel-faced segmental lining with a paint finish. Construction of the cross passages occurred during night possessions with the tunnels returned to normal operation during the daytime. Constructed through water bearing sandstone and lined with precast concrete segments, the passages required advance ground treatment and support works. This paper presents the historical background to the Mersey Tunnels and describes the procurement strategy, design and construction approach adopted for these important safety improvements.

Jan 1, 2003

By G. M. (Frits) Swinkels

The Apex property, mined in the early Twentieth Century for direct shipping copper, also contains gallium and germanium in iron oxide minerals. In 1982, Musto Explorations Limited began an exploration program to define reserves. A metallurgical process was developed, and a production decision was reached in late 1983. This text describes the process development and design. The Apex mine, located near St. George in Southwestern Utah is owned by St. George Mining Corporation, a subsidiary of Musto Explorations of Vancouver, B.C. Musto acquired the property in early 1982. A pilot plant was operated by Hazen Research, Inc., Golden, CO later in 1982. In late 1983 sufficient information had been developed for St. George to proceed with the project. The final process design was prepared by G. M. Swinkels of Vancouver, consultant to Musto, and Hazen Research. Process engineering was done by Hazen Research, and St. George acted as its own contractor. Commissioning of the plant began in October 1985.

Jan 1, 1986