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The excavation of sandstone of generally medium strength for the Liverpool Link Line by Dosco Mark 2A Roadheaders has demonstrated the versatility and good performance of road- headers in suitable rock formations. A description is given of the strata traversed by the tunnels together with descriptions of equipment and crews, excavation sequences, operating difficulties and the results achiev- ed. In addition tunnel construction is des- cribed for a difficult section where there was only O.Sm clearance between invert and a four lane vehicular tunnel below, and O.5m clearance between tunnel crown and a century old sewer above.

Jan 1, 1976

By Matthew A. Perras

With growing populations, infrastructure projects are utilizing underground space to expand transportation networks, water supply and sewer disposal systems and hydropower facilities. These new projects require large diameter tunnels to meet the growing demands. As the tunnel diameter increases, not all rock mass properties are scalable and precedent experience becomes less reliable. One such non-scaleable property is lamination thickness. Numerical modelling was conducted to determine the influence of lamination thicknesses on a 16 m diameter tunnel. Five different areas of excavation response were found to exist for laminations ranging between 0.16 to 16 metres in thickness. For this tunnel diameter, critical lamination thicknesses of 6 metre and 1 metre were found to exist. Above 6 metres the excavation response was similar to isotropic models. Below 6 metres the stresses and yield are channeled by the lamination boundaries, increasing plastic deformation. Below 1m multiple lamination units become unstable and the displacements increase significantly and the shape and extent of the yield zone size changes dramatically. The yield zone is controlled by bed deflections and bed parallel shear. As the lamination thickness decreases tensile failure first begins in the haunch area and progressively extends above the crown until a self-limiting plastic yield zone shape is reach at lamination thicknesses below 0.4 metres. Conclusions drawn from observations at the Niagara Tunnel Project are those of the authors.

May 1, 2009

Some 50 miles of tunnel have been driven in the Snowy Mountains Area since tunnelling commenced in 1951. Hates have improved progressively due to the know-how of American supervision and use of large matched equipment of modern design.The work has been carried out by contractors, working almost exclusively under schedule of rates contracts. The Authority has maintained active research into tunnelling problems, especially that of support, and this has resulted in considerable economies and improved rates of progress. The contractors also have sought economies both by management and equipment techniques. Ammonium nitrate came into favour as an explosive essentially because of its lower cost, and handling techniques have improved progressively. Rock conditions preclude use of the "Mole" type equipment in its present stage of development, but one contractor introduced the "sliding floor" and this could exert a great influence on future tunnelling methods.Examination of tunnels that have been in service for some time confirmed the quality of the work and endorsed the policy of continued research and development.GENEHALThe Snowy Mountains Scheme provides for the diversion of the Snowy and Eucumbene waters through two transmountain tunnels to the western river systems. These diversions, together with additional regulations provided for waters already flowing inland, will provide an average additional discharge of 1,818,000 ac it per year for irrigation.Furthermore, approximately 6,000 million kWh of electrical energy will be generated annually in power stations with a total installed capacity of some 3,000,000 kW (Fig. 1.).INVESTIGATIONThe aim of investigation work is firstly to collect sufficient information to allow the overall scheme to be planned and then to follow up with detailed information on eachproject. The correct balance for all aspects of this work is a matter for keen judgment, as the tunnels must be planned...

Jan 1, 1963

By T. W. Peglas, J. Doherty, R. A. Day

The South East Transit Project is a $520 million project in Brisbane, Australia which includes the construction of a 32 km Busway to access the south-eastern suburbs. Close to the centre of Brisbane, tunneling techniques have been used to minimise surface disruption. This paper describes some of the features of the longest driven tunnel on the project, the Vulture Street Tunnel. The Busway is a two lane expressway for buses which requires a 10.2 m finished width and a 12.6 m excavated span of driven tunnel. The Vulture Street Tunnel carries the Busway at minimal cover beneath the operating Vulture Street Railway Station, beneath a three storey office building and beneath the roadway to the Mater Hill Busway station. Halfway along the route, a Y-junction has been constructed to enable future connection with a light rail route. Key features in the design and construction of the Vulture Street Tunnel include: Use of canopy tubes to drive a 12 m wide tunnel beneath operating railway tracks with less than two metres of cover in highly weathered rock. Underpinning the office building in the route of the tunnel construction from within the building carpark. Construction of a 24 m span Y-junction with 7 metres cover of weathered and faulted rock. Use of predictive analysis as an adjunct to traditional back analysis to estimate the tunnel settlements from pressuremeter test results. This paper describes the design methodology with particular reference to settlement prediction, as well as construction innovations used to complete the tunnel. This paper will be of interest to all designers who have to create large spans in minimal cover in weak rock in urban areas and who have to predict the settlement

Jan 1, 2001

By A J. Burchell

The introduction reviews the tunnelling carried out in Singapore since the early 1980s. Between 1983 and 1990, Phases 1 and 2 of the mass rapid transit system were constructed. These included some 20 km of bored and cut and cover tunnels together with 18 underground stations. Some particular points of interest in this massive project are briefly commented upon. Reference is also made to other underground or underwater schemes undertaken during this period such as the proposed large caverns project and the submerged tunnel to Pulau Seraya. A description of the subsurface works, now under construction in Singapore, follows. This includes an all underground North-East railway line 20 km long with 16 stations. At a budget of US$ 3 billion, this is a major civil engineering undertaking. Another project is the extension of the railway to Changi Airport which involves 3.5 km of twin tube tunnelling together with a major underground station which is fully integrated into the airport terminals. An on-going program of further major railway extensions over the next 10 to 15 years is in place and an outline is given of some of the most important underground sectors. Other proposed projects such as the underground roads system and the deep level sewers are briefly described. Together they demonstrate the very significant volume of underground construction scheduled for the next century in Singapore.

Jan 1, 1999

By Dean Brox

The Galore Creek Mine project is one of the newest major mining projects under development in Canada. The project is located in a very remote area of northwestern British Columbia and is being developed by NovaGold Resources and Teck-Cominco of Vancouver. The mine project comprises one of the largest and highest grade undeveloped porphyry-related gold-silver-copper deposits in North America. In order to access the mine site a new 120 km road is required including a 4.4 km mine access road tunnel. Glaciers with heavy snow pack cover approximately two-thirds of the tunnel alignment with a maximum cover of 1200 m. The size of the access road tunnel is about 50 m2 and has been designed as a large single lane road tunnel to accommodate the transport of large size mining equipment for mine start up and ongoing operations. The rock conditions along the tunnel alignment comprise very strong volcanic rocks. Key services for mining operations will be incorporated into the tunnel comprising diesel and power as well as the concentrate pipe-line. Structural portal canopies and portal houses have been incorporated into the tunnel design due to the risk of rockfalls and avalanches in the portal areas. The mine access road tunnel is a significant and critical-path component to the overall project to provide vehicular access to allow construction of the mine site. In order to meet the expected mine start up date the construction of the tunnel works have commenced prior to any other works at the mine site and will be constructed entirely by helicopter support. The tunnel works commenced in the summer of 2006 with the advanced excavation of the overburden materials at the portals. Tunnel construction from the North portal commenced in the spring of 2007. When completed, the mine access tunnel will be the longest private road tunnel in North America. The key design and constructability issues for the mine access road tunnel project are presented and discussed along with a construction status update as of late 2007.

Jan 1, 2008

By Tim Langmaid, Steve Skelhorn, Stephanie Robillard, Allen Mitchell

"The Port Mann Main Water Supply Tunnel project provides a critical water main crossing of the Fraser River for the owner, Greater Vancouver Water District (Metro Vancouver). The project consists of two 60-metre-deep slurry panel shafts and a 1-kilometre-long, 3.5-metre excavated diameter tunnel located near Vancouver, British Columbia, Canada. The initial tunnel lining is a precast concrete steel fiber reinforced gasketed segmental lining. The final lining is a 2.1-metre-diameter welded steel pipe. This paper describes the challenges encountered during tunnel construction and the solutions implemented. Key challenges include earth pressure balance tunnelling at up to 6 bar pressure—the highest to date in Canada—a water-crossing without surface access for the majority of the tunnel drive, ground freezing from a river platform for a critical TBM intervention, and boring through cobbles and boulders in dense glacial till. INTRODUCTION Metro Vancouver supplies drinking water to 18 municipalities, one electoral district and one treaty first nation, serving a population of more than 2.4 million residents. Water is collected in three mountainous watersheds to the north of the Greater Vancouver area, in southwestern British Columbia, Canada. To supply the growing demands of Metro Vancouver’s customers, treated water must be conveyed across two significant water bodies: the Burrard Inlet and the Fraser River. The existing Port Mann water main is one of several key links between the watersheds north of Vancouver and the municipalities south of the Fraser River. The Port Mann Main Water Supply Tunnel (PMMWST) is the first of a series of upgrades, to increase capacity, enhance scour protection, and improve seismic resilience. The new tunnel is 3.5 metres (11.5 ft) in diameter and 1 kilometre (0.6 mi) long. When completed, it will contain a new 2.1 metre (7 ft) diameter steel water main that will help ensure the continued, reliable delivery of drinking water to these municipalities, and will more than double the capacity of the existing 1.2 metre diameter main."

Jan 1, 2016

By Jacek B. Stypulkowski

This paper discusses the challenges faced by the design team of the under-river crossings of electric transmission feeders in New York City, a densely populated urban area. The under-river crossing of a 345 kV feeder was initially designed as Horizontal Directional Drilling (HDD), but was redesigned as a utility tunnel because of site con¬straints on both sides of the river. Multiple studies addressed location, available tech-nologies and costs. Multiple soil investigation phases addressed design aspects of HDD, as well as tunneling. Contractual issues varied from a design build alternative with Geotechnical Data Report (GDR) to design tender approach with GDR & Geotechnical Baseline Report (GBR).

By D. H. Diering

The paper takes the reader into the depths of a modern ultra-deep South African gold mine and gives a perspective on the vertical and horizontal extent of the tunnel networks in such a mine. Depending on the mine design layout employed, tunnels once excavated are subjected to various levels of stress change over their life time, and the support requirements are explained. It is suggested that shotcreting is the only viable ultra-deep level support medium, and after looking at the latest developments, the logistical problems are put forward. In an effort to overcome most of these problems, the South African ultra-deep mining industry embarked on a collaborative research programme in 1998. The importance of tunnelling and in particular tunnel support as a critical technology for future successful ultra-deep level mining is stressed. While not yet fully ?on top of? these problems and challenges, our industry is now fully addressing them and we expect to make significant progress during the next 4 to 5 years.

Jan 1, 2000

By Joaquim Luiz Monteiro de Barros Júnior

Este trabalho tem como objetivo principal apresentar de forma didática e com um exemplo prático a viabilidade da instalação de turbinas TRT, com a finalidade de gerar energia elétrica em plantas siderúrgicas.

Oct 30, 2017

Discussion of the paper of, RICHARD H. RICE, presented at the Pittsburgh meeting, October, 1914, and printed in Bulletin No. 89, May, 1914, pp. 721 to 743. S. G. VALENTINE, Oxford, N. J.-In a paper read at the New York meeting of the Institute last February I presented some notes taken from our experience with the turbo blower operating on a blast furnace. In connection with Mr. Rice's very interesting paper there are a few items that might be of further practical interest. The question of the reliability of this type of blower will naturally be presented. In this connection we would say that our turbo blower has been in practically continuous use during the present blast, which was begun June 7, 1912, with only three interruptions for repairs of any consequence. Soon after blowing in there was developed a tendency of the blower to surge or pulsate. This occurred on operating at a point considerably below the normal capacity of the machine, and was checked with comparatively little trouble by throttling the intake slightly and taking up a small lost motion on the governor connections, a legacy of the previous blast that had not been attended to. All this required only a few hours' time. In. March, 1914, the furnace being banked on account of a blizzard that cut off our freight deliveries for five days, the opportunity was used to replace the carbon packing on the steam-turbine shaft and to repack the steam inlet valves. In June, 1914, the blower was off 8 hr. to replace an oil ring and scrape a bearing. With these exceptions we have made continuous use of the machine and find we can depend upon it with entire safety as a piece of machinery.

Jan 4, 1915

By Richard Rice

TURBO blowers for blast-furnace blowing have now been in use for some years, and a review of the experience gained and the present state of progress may be interesting. FIG. 1.-STEAM TURBINE DIRECT CONNECTED TO AIR COMPRESSOR. The first blast-furnace blowing engine of this type to be installed in America was built by the General Electric Co. and is installed at the oxford Furnace of the Empire Iron & Steel Co. This machine was put into operation March 8, 191.0. A duplicate unit is situated at the furnace of the Northern Iron Co. at Port Henry, N. Y., which unit was put into opera ion June 30, 1910 (Fig. 1).

Jan 5, 1914

By Sanjeeva Latchireddi

"Deteriorating ore grade and high demand of metals has tremendously influenced the unit capacity of SAG mills. Pebble circuits have been added to the existing SAG circuits to increase their unit capacity. To make the pebble circuits justifiable, the grate openings are increased almost to 4.5 inches to draw large quantity of pebbles. The inherent transportation problems associated with SAG mills in closed circuit with pebble fraction are more complicated than the single stage SAG mill operation, because the coarse pebbles behave significantly different to that of slurry in pulp lifters. In addition, operation of mills at higher speed, to take advantage of precise design of high release angled shell lifters significantly reduces the discharge efficiency of the conventional pulp dischargers. The presence of a sizable quantity of pebbles in the pulp lifter limits the space available and reduces the flow gradient through the grate thus increases the load inside the mill and hence the mill power-draw. This paper analyses all the problems associated in discharge of slurry and pebbles in SAG mills with pebble circuits. The Outokumpu patented Turbo Pulp Lifter (TPLTM) aims at eliminating the inherent material transport problems to ensure good grinding conditions. Recent installation of TPLTM in a 26-ft SAG mill has proven these claims by reducing the specific power consumption while increasing the mill capacity.INTRODUCTIONThe conventional wisdom is to look at the semi-autogenous grinding (SAG) mill as just another grinding mill in which ball charge, mill filling, and mill speed are varied to attain maximum throughput. Liner design for the SAG was also approached more from a wear perspective rather than a metallurgical and hydraulic-flow perspective. The extensive research work carried out by Latchireddi and Morrell (1997,2003a and 2003b) has demonstrated to think of the SAG as more of a pump in which the grates and pulp discharger end (“impeller”) were designed to efficiently discharge the product sized particles smaller than the grate size with minimal recirculation out of the mill.The rock load in the mill is essentially depends on ore characteristics and the discharge rate of broken particles. The discharge rate of the product material depends on how efficiently the discharge pump (grate and pulp lifters) is operating. Similar to the impeller design affecting the pump capacity, the pulp lifter design affects the discharge capacity (or mill throughput) of the SAG/AG grinding mills. The general arrangement of AG/SAG mills discharge system is shown in Figure 1."

Jan 1, 2007

By Jerry T. Shelby

Surface and underground mining operations require equipment with high power output ratings. Haul trucks, loaders, dozers, and other equipment need increasing horse-power to meet production demands. To get more horsepower out of the engines driving the equipment, most manufacturers use turbocharging. Detroit Diesel puts the number at about 90% turbocharged, while Caterpillar estimates 75% to 80% of all its equipment is turbocharged. Turbocharging increases the power output and overall engine efficiency. But it presents some maintenance and operational problems that were not factors when only naturally aspirated engines (nonturbocharged) dominated the scene. A turbocharger is an exhaust-driven air compressor. Using the waste energy in the engine exhaust, a turbine wheel is driven. This wheel is connected by a common shaft to a compressor wheel. The shaft is supported by two plain bearings, or bushings. As the turbine wheel is rotated, the compressor wheel continually compresses the intake air to the cylinders. Compressing the intake air means that more air can be put into the cylinder to burn more fuel. The more fuel the engine can completely burn or combust, the more horsepower the engine can produce. Even though the turbocharger is a relatively simple device, it is a sensitive engine component. It requires special consideration at engine start-up and shutdown. Being freewheeling and exhaust driven, turbochargers can experience temperatures of 540°C 1000°F) and rotational speeds of more than 100,000 rpm. Due to those temperatures and speeds, lubrication is critical to the operation and life of a turbocharger. The turbo is located high on the engine, with the oil supply running through an external line from the sump. The recommended practice is to start the engine and allow it to idle for a few minutes before any revving or loading. This allows the oil to reach the turbo and properly lubricate the bearings before high rotational speeds are seen. Turbo oil supply lines can be as long as 1.5 m (5 ft). Depending on ambient temperatures and oil viscosity, it can take as long as 30 seconds for oil to reach the spinning turbo. However, as little as five seconds without oil can damage the turbo's bearings, reducing its life and overall efficiency. Lubrication problems seen at shut-down can also significantly affect turbo life and efficiency. Manufacturers recommend an idling period of five to seven minutes before engine shutdown. This allows the turbo to slow down and cool off somewhat to help prevent oil coking and bearing damage. When the engine stops, so does the oil supply. There is very little oil left on the bearing surfaces and in the turbo oil supply passages. The immediate heat transfer from the turbine wheel to shaft, bearings, and turbo body literally cooks what is left. This high heat without oil flow can cause bearing deformation by actually melting some of the bearing material. The rapid oil oxidation and coking will restrict oil passages, damage bearings and shaft. Besides heat soaking, there is another problem. If the turbo is spinning at high speeds when the engine is shutdown, the turbo must spin-down to a stop without oil flow. With the large size of turbos used on mining equipment, this spindown time without oil can be for as long as 10 to 20 seconds. Fortunately, lack of lubrication at start-up and shutdown and the subsequent bearing damage can be prevented by oil injection devices. These devices hold a reservoir of engine oil. The oil is injected to the turbocharger bearings immediately on start-up and for several minutes after shutdown. Oil injection devices are spring loaded, hydraulic accumulators. They are actuated at start-up by a solenoid wired to the starter motor. Engine oil pressure charges the accumulator during normal operation. Upon shut-down and loss of oil pressure, the device provides oil to the turbo for about two or three minutes. With an oil injection device, the engine can be started and immediately driven without fear of turbo damage. Also, an abrupt shutdown will not damage the turbocharger since the device will continue to lubricate for two or three minutes. A word of caution. Be sure the oil injection device provides positive oil displacement (pressurized oil flow). Do not use a gravity-flow device. Unless it is a true accumulator, the device could starve the turbo for oil on start-up, Ask for start-up and shut-down pressures and delivery times before considering installation. Keep the oil clean, and follow the manufacturer's recommended oil change intervals. These intervals are usually shorter than with naturally aspirated engines. Use oil with a CD rating designed for diesel applications. A multiviscosity oil is preferable. Use a synthetic engine oil, such as Mobil's Delvac 1, Gulf's Super Duty II, or Chevron's Sub-zero Fluid. Synthetics have much better flow properties at low temperatures. They also have greater oxidation stability (they can take the high heat of turbo-bearing lubrication. And they produce fewer deposits because they are more thermally stable. But synthetic oils do cost more - two or three times more. One additional point - maintain the air intake system. Since all mining is usually in a dusty environment, air filters should be changed regularly and intake systems should be checked for leaks. All intake air passes through the turbo. Any dirt or abrasives entering the turbo will damage the unit and shorten its life. While mining is a heavy duty business with severe operating conditions, you can get the life from your turbocharger that you expect by following a few simple steps: • equip the turbo with an oil-injection device to provide lubrication on start-up and shutdown; • change the oil and filters regularly; and • use the proper oil-synthetic, if possible.

Jan 3, 1987

By N. P. Widodo

The ventilation measurements by tracer gas method at Pongkor gold mine show that effective diffusion coefficient, E, at straight airways indicated a similar range of measured one by the laboratory experiments which can be estimated by Taylor equation. On the other hand, E of the curved airways in the mine was estimated as larger than that of the straight ones (1.5 to 32 times than that obtained by the Taylor equation and these have been compared with the data measured in Kushiro coal mine, Japan). The curved mine airways, with small curvature against airway radius and complex velocity profile, possibly give concentration ? time curves with long tailings, thus those airway conditions could make larger E. Laboratory experiments of gas diffusion by a pulsed injection of small amount gas, into straight and curved airways, have been conducted in order to investigate a range of E in mine airways. The plots of E against Reynolds number show that the present laboratory results of straight-long airways are almost close to one calculated by Taylor equation. On the other hand, the values of E measured at curved single-direction airways were smaller than that of the straight airways, which may be due to effects by secondary vortexes flow in the curved airways.

Jan 1, 2009

By R. V. Ramani, K. V. Raj, S. Bandopadhyay

The air flow problems in openpit mines are complex. Computational fluid dynamics (CFD) models can provide detailed information regarding air flow pattern, velocity distribution, temperature, and pollutant concentration in an enclosed domain of an openpit mine. A range of turbulent models can be selected with varying complexity and accuracy. Pollutant transport models, however, differ in their assumptions and structure as well as in the algorithms they use. As a result, predictions vary from model to model. This paper presents a study of pollutant transport in an actual openpit mine under a stable boundary layer. The objective was to test two turbulence models using similar geometry and the same input conditions and model constants. Measured data were used to compare the results of the two CFD models, namely, the kappa-epsilon (к-є) model and the Large Eddy Simulation model. Despite the complex synoptic situations, different meteorological input data and fast-changing conditions, the simulation results from both the models were in good agreement regarding the dispersion of pollutants.

Jan 1, 2015

By M. Sagheer

An 8.5-km (5-mile) conveyor has gone into operation in western Turkey to eco¬nomically transport crushed lignite from the mine area to a power plant. This conveyor has replaced trucks as the principal mode of transporting the lignite. One principal element of Turkish govern¬ment policy is the country's commitment to increase electricity supplies for mining and other industries. Lignite is an important source of electric power supply in Turkey. Production was about 48 Mt (53 million st) in 1987, amounting to more than 20% of the total power supply in Turkey. In the western Anatolia supply network, it plays a major role for power generation. Deposits are located in the Soma region of western Turkey. The lignite is of low quality, deposits are scattered, and the terrain is dif¬ficult and hilly. These conditions demand an economical and technically feasible method of transporting the raw material from mining areas to the central thermal power plant. The Soma power plant is located about 120 km (75 miles) northeast of Izmir, near the coast of Aegean Sea. An overland conveyor of a unique design has gone into commercial operation at the Soma power plant facilities of the Turkish state electricity organization, Türkiye El¬ektrik Kurumu (TEK). The conveyor re¬places truck transport to ensure economical use of the lignite deposits. Computer-aided design (CAD) added more precision, qual¬ity, and flexibility of engineering in design activities. It also helped quick realization of the project that was executed in cooperation with the German company Krupp Industri¬etechnik and the Turkish firm Gama Endüstri AS. Unique features The conveyor includes several major features rarely combined in a single flight: Overland long distance conveyor. • Horizontal curves. -Steep vertical concave and convex curves to match the difficult terrain. Down-hill conveying. Frequency converter drives with vari¬ able belt speed. Generating operation mode to backfeed the energy to the network. Layout The 8.5 km (5 mile) long conveyor takes the -200 mm (-8 in.) lignite from the primary crushing plant located near the mine to the central, final crushing plant located in the stockyard area near the power station. The drive and belt tensioning assemblies are situated near the tail end of the flight. The high voltage switchgear is housed in a room in the primary crushing plant build¬ing upstream from the conveyor flight. The frequency converters are installed in the low voltage switchgear room located below the control room within the primary crushing plant building. Conveyor design The conveyor includes two 4 km (13,120 ft) radius horizontal curves, one left-hand and the other right-hand. The minimum radii

Jan 1, 1989

By G. Atesok

Turkey?s EU affairs started in 1963 with the Ankara Treaty. On 31 December 1995 the Customs Union between Turkey and the European Union came into effect. In order to achieve the Copenhagen Criteria?s, Turkey, made laws parallel to the Framework Programs. On 3 October 2005, with the confirmation of ?Membership Framework Document? the negotiation process of Turkey has started. Coal had important role in the industrialization of EU and it is directly related to Energy and Environmental subjects. In this point many restriction became with the some protocols, in last decades. European Union composed Energy and Coal Policy, therefore engaged to reduce the emissions, and made new regulations. This regulations concern Turkey?s energy future, since large; but low quality of lignite reserves of Turkey, it is expected to have some difficulties with Union?s Environmental Legislation during Turkey?s congruity process. With the last natural gas import agreements of Turkey, the production and consumption of coal sunk in last seven years. However, considering environmental sustainability, the role of coal in energy production will rise up in the coming future. In this paper, in terms of Turkey Energy Sector, production and consumption problems of coal discussed and evaluated considering EU?s coal, energy and environmental rudiments.

Jan 1, 2014

By Ed Beswick

Resource Update Drilling Program ? Pre-feasibility ? Exploration Metallurgy Program ? Grindability ? Metallurgical Optimization ? Hydrometallurgical Options Preliminary Mine Development Design Environmental Permitting Infrastructure Development

May 1, 2008

By S. q. Honingh, G. Van Weert

Currently produced zinc-enriched blast furnace dust is stored on site at CORUS IJmuiden. To end this practise, a research program was started in 1996. Four technologies were studied: oxidative autoclave leaching in a chloride medium, fluid bed pyrohydrochloridisation (pyrohydrolysis) to yield lead-zinc-free (hematite) calcine, EAF (plasma) smelting/zinc fuming, and incorporation of the dust in 'iron foundry cupola charges. All aim to remove zinc and lead, recycle the iron residue internally, and produce a saleable zinc-lead product.

Jan 1, 2000