Search Documents

By R. V. Norris

The anthracite coal trade, with a shipment averaging about 70,000,000 tons per year, differs essentially from other coal business, iii the fact that the larger sizes, comprising about 65 per cent. of the total, are used almost exclusively for domestic purposes, principally during the winter months; and that for proper combustion close-sizing is imperative, so that eight sizes are made; broken, egg, stove, and nut, known as prepared sizes, and pea, buckwheat, rice, and barley, known as steam sizes. These sizes are made in the regular course of preparation, and but little variation in the natural percentage of each is practicable. Thus it is necessary either to work the collieries intermittently, or to dispose of all the varying sizes in their fixed proportions. Unfortunately, the market does not at all times absorb the coal in proper proportions, and rather than interfere with the regular operation of the mines it has been found economical to provide storage for the excess. While the cellars of' the consumers are the great storage-plants of the country, this capacity is not under the control of the trade, except so far as reduced prices during the spring and summer months may tempt the use of this reserve. The same remark applies but with less force to the retail yards, which, though usually small, store in the aggregate a large amount of anthracite. While every effort is made to utilize to the utmost the individual storage-capacity of the country, there still remains the necessity for taking care of the irregularities of the market by the construction of storage-plants under the direct control of the producers. Such plants are usually the property of the railroads, and are situated at points most convenient from a traffic stand-point.

Jan 1, 1912

By QinGuo, Shenghui Guo, Lei Li, Jinhui Peng, Linqing Dai, Libo Zhang

The ferrous removal process after carbothermic reduction of chromite fines with microwave heating combined with leaching was investigated. Under the following conditions: Reaction temperature: 1150 , Reaction time : 40min, Semi coke ratio: 12% , the iron content of the reduction product : 13.05% . Metallization achieved was 52.7%. Reduced chromite was leached with 8% of H2SO4 and FeCl3 aqueous solution. The results show that: the recovery rate of chromium can reach 88.06%, the mass ratio of chromium to iron is 3.5:1 for leaching 30 minutes with 8% of H2SO4; the recovery rate of chromium can reach 88.91%, the mass ratio of chromium and iron is 2.56:1 for leaching 4h at room temperature with FeCl3 aqueous solution (100g/L). The leaching time of latter is longer but can realize the circulation effectively and reduce the waste liquid processing problem.1

Jan 1, 2016

By Felix G. Berra, David H. Orr

The first large scale application of radio remote control equipment to standard gage railroad trains has been achieved at the Morenci mine of Phelps Dodge Corp. at Morenci, Ariz. Twenty or more ore and waste haulage trains are remote control operated at any one time, each with a one-man crew. Reduction of train crews from two men to one man has materially lowered the total cost of train operation. Elimination of brakemen has also resulted in an improvement in train efficiency brought about by a shortening of train haulage cycle times.

Jan 4, 1965

By MARSHALL D. DRAPER

CHINA is one of the large producers of the world's tin. About 95 per cent of the total Chinese production comes from the Kotchiu district in the southern part of the province of Yunnan. Yunnan occupies the southwestern part of China, bordering on Burma,. Siam and. French Indo-China. From the British port of Hong Kong,' small steamers sail southwest at about four-day intervals, reaching Haiphong in French Indo-China in two or three days. This, one of the principal ports in Indo-China, is a modern French city of some 50,000 population which, with its tropical surroundings, has much natural beauty. It is a few miles from the sea on the Red River, which has its source in China. Both at Haiphong and Hanoi, the capital of Indo-China, sixty-three miles north of Haiphong and also on' the Red River, there are foundries, shipyards, machine shops, cement and brick plants and various similar industries.

Jan 1, 1931

Coal Transport Via Pipe Line Claimed Feasible Moving coal via pipe line is a project proposed by the U. S. Bureau of Mines. A pipe line 100 miles long capable of transporting 5000 tons of coal a day with water could be built for about $10 million. The cost of moving the coal 100 miles would be between $1.28 and $2.01 a ton.

Jan 9, 1951

By Freeman Bishop

Of all President Nixon's many legislative proposals, the one that will probably have the most far reaching effect on the mining industry will be the collecting of odds and ends of antipollution programs into the confines of a single independent Federal agency, the Environmental Protection Administration. In addition, the President is asking this Congress to approve shifting some policy and planning to the Commerce Department in an agency that will probably be known as the Oceanographic and Atmospheric Administration. This division will deal with ocean mining policy and future sources of minerals and metals.

Jan 1, 1970

By Steven D. Scott

The source of ore metals for base and precious metal volcanogenic massive sulfide (vms) deposits has been debated for decades. Metals can be obtained from high-temperature sea water-rock reactions in subseafloor circulatory hydrothermal systems, or provided by the magmatic fluids that are degassed from magma. The magmatic signatures are largely erased in the hydrothermal system by the overwhelming, long-term circulation of seawater. Melt inclusions in phenocrysts (plagioclase, olivine, pyroxene) of volcanic rocks provide an effective means of understanding the potential for a magmatic contribution to the ore-forming fluids. We present results of a melt inclusion study on the volcanic rocks that host active seafloor hydrothermal fields in the eastern Manus immature back-arc pull-apart basin of Papua New Guinea and an Ordovician-age back arc in New Brunswick, Canada that hosts the ?giant? (330 mmt) Brunswick #12 vms ore deposit. A fluid phase is typically observed in cavities within melt inclusions, indicating that the magma was saturated with volatiles prior to its eruption. The fluid is CO2-dominated with lesser H2O and CH4 in melt inclusions of mafic volcanics and is H2O-rich in felsic volcanics. Tiny crystals and amorphous precipitates (recrystallized at Brunswick #12) of Fe, Ni, Zn, Cu and Mn chlorides, sulfides and oxides coat the walls of the vapor cavities. The crystals include magnetite, magnesite, calcite, anhydrite, gypsum, barite, pyrite, chalcopyrite, halite, silicates and apatite. At Manus, the compositions of the precipitates on the bubble walls of melt inclusions are similar to those found in the vesicles in the matrix glass of the same sample. The ore metals in the volatile phases changed from Ni+Zn+Cu+Fe ? Cu+Zn+Fe ?Fe+Zn (+Pb?) as the magma evolved from basalt, basaltic andesite ? andesite, dacite ? rhyodacite, rhyolite. Glass of the melt inclusions compared to that of the matrix of the rocks from Manus have significantly higher concentrations of H2O (av. 1.64 vs 0.7wt%), Cl (av. 2500 vs1300 ppm) and S (av. 900 vs 100 ppm) suggesting that these volatiles were extensively exsolved from the magma. A minimum of 1.0 to 1.7wt% of magmatic volatiles is estimated to have been degassed before and during the eruptions. The focused discharge of a magmatic fluid as a result of pre-eruptive degassing could be responsible for the metals in the sulfide deposits on the seafloor. If 1 km3 of magma were emplaced in a shallow chamber, then the associated magmatic fluid would be 35.1 million tonnes. If this fluid contained 2.3 wt% Zn and 7.2 wt% Cu (Yang and Scott, 1996, Nature), a total of 0.8 million tonnes of Zn and 2.5 million tonnes of Cu would be to the hydrothermal system.

Jan 1, 2005

"The Ohio River Bridge East End Crossing Tunnel requires a 75-year service life of its cast-in-place reinforced concrete lining. This twin-tube 3-lane (each tube) highway tunnel is about 55-ft wide and 30-ft high. Since unified tunnel service life prediction methodology does not exist in the US, challenges occurred during the design-build phase of this project. These challenges include the methodologies in determining the reinforced concrete’s degradation mode, the lining’s surface chloride concentration level, the reinforcing steel’s critical chloride threshold value for corrosion, how to verify the concrete’s diffusion coefficient, and the durability impact from concrete crack width. This paper presents a methodology in verifying the proposed concrete mix can achieve the service life requirements. This methodology can be adopted for service life prediction for future tunnels to be built in the US. INTRODUCTION The Ohio River Bridge East End Crossing (ORBEE) Tunnel is part of a Public Private Partnership project, which connects transportation network between Louisville, Kentucky and southern Indiana. Located in Louisville, Kentucky, the twin-tube highway tunnel provides northbound and southbound lanes of the Kentucky approach to a new bridge across the Ohio River. Tunnel lengths are approximately 1,675-ft and 1,685 for the northbound tube and the southbound tube, respectively. Connected by two cross-passages, both tubes have a roadway width of 40-ft, for 3-lane traffic, and a vertical clearance of 26.5-ft.The tunnel was constructed by drill and blast method with shotcrete and rock dowels as initial ground supports. The final tunnel lining system includes: •,Nominal 16” cast-in-place reinforced concrete lining, with 2” and 3” concrete covers over reinforcing steel for its extrados and intrados, respectively. •,20” cast-in-place reinforced concrete invert slab, with 4” and 3” concrete covers over reinforcing steel on its top face and bottom face, respectively. •,PVC waterproofing system around tunnel perimeter, excluding invert slab. •,Perforated PVC groundwater collection pipes on both sides of the tubes and one below the invert slab of each tube."

Jan 1, 2016

By Monique Nykamp

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

Jan 1, 2007

By Monique Nykamp

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

Jan 1, 2007

THE following paragraphs represent an endeavour to describe, briefly the equipment used for the manufacture of sulphuric acid and superphosphates by the Corporation.SULPHURIC ACID PLANTS.Two separate units are in operation, No. I Plant working on sulphur dioxide generated from pyritic ore, No. 2 Plant working on sulphurous gases obtained from the Huntingdon-Heberlein desulphurizing process. The latter plant is unique in being the first installation for the successful use of these gases.

Jan 1, 1918

By P. Marinos, G. Tsiambaos, H. Saroglou

The anisotropic behaviour of “Athens Schist” has been brought out through the testing of specimens with varying orientation of schistosity with respect to the major principal stress under uniaxial, triaxial and dynamic conditions. A large number of results from tests on intact rock specimens of the “Athens Schist” were statistically analysed and evaluated. Le comportement anisotropique des roches du système “Schistes d’ Athènes” a été déterminé sur des épreuves avec une orientation différente de la schistosité par rapport à l’axe de chargement sous des conditions axiales, triaxiales et dynamiques. Un grand nombre des résultats a été statistiquement analysé et discuté. Zur Bestimmung der anisotropen Eigenschaften der Athen Schiefer wurden einaxialen, dreiaxialen und dynamischen Kompressionsversuchen an Gesteinskernen durchgeführt, bei denen die Belastungsachse verschiedenen Neigungen gegen die Schieferung hat. Die Messreihen an anisotropen unzerreissbaren Fels Samplen von Athen Schiefer wurden statistisch analysiert.

Jan 1, 2003

By Johann van Wjk

Mandatory Codes of Practice to Combat Rock Fall Accidents came into force on South African Collieries in 1997. These were drawn up in accordance with guidelines issued by the Chief Inspector of Mines, The Codes of Practice (CoP's) are legal documents in terms of the South African Mine Health and Safety Act 1996. One of the main results Of the introduction of the COP'S from a practitioner's point of view is that they formalized much of what would have constituted a typical visit to an underground section previously. Other important requirements were as Billows: Support rules and Strata Control Standard Procedures were to be drawn tip. Identification of Special Areas (areas requiring a higher level of rock engineering input and with, typically, higher order of support and restrictions on mining geometries), Changing conditions underground to he identified timeously. Implementation of the CoP to he monitored. To comply with these requirements on Ingwe Collieries (a division of BHPO Billiton Energy Coal) it was decided to produce too separate forms to be used in conjunction with each other. The first of these, the "Underground Section Physical Risk Rating" measures the physical conditions in each section whereas the second form, the "Section Perfomance Rating" determines how well the section personnel are Coping with the conditions. This form also pleasures compliance with the Support Rules and Strata Control Standards. Both forms are essentially risk matrices but with various scenarios described, each with a certain weighting. The "Risk and Performance Form" system for bord and pillar operations has by now been used for five years in the Ingwe and Eyesizwe Mining Collieries and has achieved a great deal of acceptance. This system has enabled the quantification of previously subjective observations and has improved the strata control awareness and management of underground mining sections. Amongst other initiatives it has assisted ill reducing the severity and frequency of fall of-ground accidents.

Jan 1, 2002

Jan 1, 1970

By William L. Crentz

Late in the nineteenth century en active coal-mining industry was begun in the Lower Freeport bed near Reynoldsville, Pa., where the bed thickened to more than 10 feet in places . The coal was readily accepted as an excellent steam fuel. Much of the thick coal his been depleted, but there are many areas where the deposit averages about 14 feet in thickness. As the more desirable mining sites were worked out in the Lower Freeport bed, other beds were exposed from which will come the county's major cowl production in future. The Lower Freeport bed is still the most important bed in Jefferson County from a production standpoint. The Lower Kittanning bed is second. Sporadic mining is being done in the Upper Freeport, Upper Kittanning, Middle Kittanning, Clarion, and Brookville beds. Strip mining has permitted recovery of much coal that could not be mined profitably by conventional underground methods.

Jan 1, 1953

By C. R. Kato, G. Proulx

"Within the continuous scenario of reduced aluminium price and plants production costs increase, the energy consumption optimization in the aluminum electrolytic pots continues as the main focus for the producers. Energy consumption was chosen as a key performance indicator to drive the efforts and actions for improvements. Alcoa improved the energy consumption by approximately 3% from 2005 to 2015. This improvement was a result of best practices implementation, new technologies introduction, strategic actions with plant curtailments and management practices. The main objective of this paper is to highlight the importance of the management practices for planning and operational improvements beyond the technology changes. About 10 years ago, Alcoa reorganized its approach to retain knowledge in the Smelters by using a Best Practices format. For each specific subject, a skilled team defined the minimum requirements and the Best Practices for several aspects of operation and maintenance, which affect the environment, safety, cost, customers and performance. These Best Practices were deployed to all Smelters combined with training sessions to process and operation professionals. We will describe how the Best Practices were organized, the deployment strategy used, and the approach to measure the plants’ success. We will describe the management approach that includes Manufacturing Analyses focused on 3-year potential, annual planning, and weekly monitoring of plant stability. A manufacturing analysis is organized at select plants with cross-functional participation of specialists from technical, operational, procurement and finance. The output of a manufacturing analysis includes a roadmap of enablers to improve energy efficiency. A quarterly follow-up of enabler deployment is held with the plant and resources that participated in the analysis. Annually, there is a Planning Process where energy consumption enablers are selected to be implemented during the next 3 years for each plant. A monthly critical analysis is made by the plants with regional best practice support. On a weekly basis, key performance indicators are reviewed with determination of a stability index for each plant. Any deviation signal of unstable condition is alerted and supporting resources are diverted to the plant to reverse trend with countermeasures.INTRODUCTIONDue to factors like excess aluminum in the market and lower consumption in China, the LME price is declining along the last years, as showed in Figure 1. In 2011, the price peaked at US$ 2,400/ton and since then, continues to trend down and approaching the lowest level at US$ 1,500/ton in the last 5 years."

Jan 1, 2016

By J. Szekely, S. Rhee

"A mathematical formulation has been presented to describe heat and fluid flow phenomena in CVD operations. In the statement of the problem, which included consideration of plasma enhanced CVD systems, emphasis was placed on identifying the parameters which play a key role in determining the rate and the spatial uniformity of the deposition process. This was done both through the appropriate dimensionless groups and by presenting an extensive set of computed results. The main conclusions that may be drawn from this work are that the deposition rate will be inherently non-uniform for atmospheric CVD systems; this may be somewhat ameliorated by inclining the susceptor or changing the vessel contours. Operation at greatly redeced pressures and for PECVD systems will give a much more spatially uniform deposition rate.1. INTRODUCTIONIn recent years, there has been a growing interest in chemical vapor deposition techniques for the preparation of thin films for semiconductor, photovoltaic applications and for coatings in general, as evidenced by numerous journal articles and symposium proceedings devoted to this topic (1-6). An interesting variant of this technique is to perform the deposition in a plasma or glow discharge at low pressures because this technology obviates the need for the thermal decomposition of the precursor at the substrate surface and permits operation at greatly reduced temperatures (7-10).By far, the largest portion of the reported work dealing with both these aspects of the technology has been concerned with the characterization of the deposit, quite properly so. However, in more recent times it has been realized that the transport aspects of these processes are also deserving of attention because the understanding of heat flow, fluid flow and diffusional phenomena may provide the key to the solution of problems associated with obtaining uniform deposits and the proper scaling of laboratory measurements in order to design industrial CVD systems."

Jan 1, 1986

Executive Committee. CHESTER F. LEE, Chairman. C. R. CLAGHORN, Vice-Chairman. WC. BUTLER. M. K. LODGERS. Joseph DANIELS, Secretary-Treasurer. Meeting, Jai. 25, 1913.-Dean Milnor Roberts read a paper on The Equipment and Curricula of the College of Mines, University of Washington.

Jan 4, 1913

By Bernadette C. Michalski

THE RAPID GROWTH of the small Albanian mineral industry in the 1950's began to taper off by 1961 and slackened sharply in 1963. The abandonment of Soviet and East European technical assistance programs in mid-1961 greatly affected Albania's mineral development, since four-fifths of all technical aid personnel were engaged in mineral activities. Chinese assistance apparently has not been able to fill the void. Overall mineral production increases during 1961-63 averaged 1 percent per year in value, as compared with 3 percent in 1959 and 5 percent in 1960. Although by world standards Albanian mineral output, except for chromite, is insignificant, it is vital to the country's domestic economy. The mineral industry generated about 14 percent of the gross industrial product in 1962 and employed a notable share of the industrial labor force. In recent years, mineral products have provided about three-fifths of the country's exports by value. Chromite and iron-nickel ores together constituted from one-fourth to one-third of the total export value. In 1963, total trade turnover increased 12 percent over 1962.

Jan 1, 1964

By James Wm. White

Computer based dispatching in open pit truck haulage operations yields many benefits of current interest to mine management. The key tangible benefit is a substantial productivity increase with a given fleet of equipment or, alternately, a significant reduction in equipment required to meet production quotas. Other tangible benefits, depending on the operation, include minimizing rehandle, meeting several blending constraints simultaneously and ensuring a target plant feed rate. Intangible benefits include production forecasting, performance comparisons of trucks or shovels of different manufacture and extensive on-line report generation. Recent advances in mini and micro computer hardware and software and solid state electronics permit design and implementation of system features not feasible even a few years ago. Here we discuss many of these recent developments with emphasis on system aspects and dispatching algorithms.

Jan 1, 1983