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By H. Lyn Bourne

This marks the 15th consecutive year for this column. During 1995, readers were asked to supply royalty data for construction raw materials especially for states where none is available. The response was discouraging and royalty data are still missing for several states for either sand and gravel or crushed stone. Several readers have said that this article has merit but more new information is needed to justify its continuation. Several articles and pieces of news relative to mineral royalties appeared in the trade journals. R. Lee Aston (E&MJ, November, 1995, p. 16N) described South Australian royalties as amended by the government in1994. The royalty rate (a percentage) was lowered but the assessed value for minerals was raised and the current rate amounts to 20 cents//t (18 cents/st).

Jan 1, 1996

By J. S. Limb

Actual issues which arose during the discovery process or subsequent court testimony are presented. While most of these issues relate to the author’s specialty of mineral appraisal some are more general in nature and could be of interest to those who may be involved in current or future court testimony. Several important areas to be reviewed and agreed upon with the client and their legal counsel are discussed. General observations on litigation, the discovery process, testimony and some repercussion’s are also given.

Jan 1, 2001

By R. P. Stahura

In many ways, conveyors are the lifeline of mining and processing operations. Like arteries in the human body, they continuously supply materials to and carry finished products and waste away from vital on-going operations. And like arteries, when the conveyors are running with less than maximum efficiency and productivity, it spells serious trouble for the operation's overall health. Inefficient conveyors suffer carryback, leading to the build-up of materials on idlers and other expensive components. They spill and leak material at loading zones and conveyor transfer points, causing accumulations that can damage the belt, wear moving components, and increase both clean-up labor and maintenance expense. They wander or mistrack, spilling material and endangering personnel and conveyor components including the belt itself. And through these inefficiencies, they multiply the operation's hidden costs. These added expenses are created in lost production, increased downtime for service and maintenance, and the cost of the replacement of prematurely worn equipment. In addition, the attitude that inefficiency is "good enough" is recognized elsewhere in the organization; as a result, other departments relax or operate at less than peak performance. Quality goes down and with it employee morale.

Jan 1, 1992

By David A. Heitman

The Buick Concentrator is a highly automated operation which utilizes a process control system for continuous monitoring and control. The process control system development, installation, and application to the concentrator grinding and flotation circuits are presented in this paper. The design and implementation of analog field sensing instrumentation, a continuous on-stream X-ray analyzer, grinding and classfication circuit controls, and a recent digital process control system utilizing a centralized computer are discussed. Emphasis is placed on the project planning and installation of the digital control system including a presentation of future plans for continuing application of computer control.

Jan 1, 1982

By Q. Feng

"Efforts have been tried to apply the mixture of mine tailings and fly ash as construction materials. Through the present investigation, a protocol to make construction materials using the mixture of mine tailings and fly ash has been set up. The experiment results of the present work also help set up the working conditions such as activation temperature and time, the concentration of NaOH, the addition of Ca(OH)2, forming pressure, mine tailing to fly ash weight ratio, curing temperature and curing time. The findings of the present work provide a novel method for the geopolymerization of the mixture of mine tailings and fly ash as construction materials, such as bricks for construction and road pavement. INTRODUCTION In mining activity, after the valuable materials are extracted from ores, millions of tons of solid rejects, i.e., mine tailings, are stored in the tailings dam, which occupies a huge area of land and leads to high monetary, environmental and ecological costs. For example, the impoundment of mine tailings can bring with serious environmental problems such as mine dust and tailing dam failure. On the other hand, the making of general construction material results in a lot of greenhouse gas emission. Therefore, it is of great interest to utilize mine tailings, for which a lot of energy has been consumed during the comminution process, as construction materials using the novel geopolymerization technique. (Xu and van Deventer, 2000, 2002a, 2002b; Pacheco-Torgal et al., 2007, 2008; Zhang et al., 2011; Ahmari et al., 2012) Fly ash is another industrial waste which needs to be carefully impounded because of its potential impact on environment. Many efforts have been tried to utilize fly ash as construction materials because it is a silica/alumina rich aluminosilicate source. In addition, the facts that fly ash is quite reactive to alkali and its particle size is usually very small (< 50 microns) make the specific material an ideal source for the geopolymerization process to make construction materials. Geopolymerization is a process of obtaining a polymeric structure from aluminosilicate by dissolving aluminosilicate sources in a strong alkali (NaOH) solution at an elevated temperature. After being cured at an elevated temperature for a specific time, the geopolymerization product shows a greatly increased compressive strength. Therefore, the product can be used as construction material such as bricks and road pavement. It provides a very promising method to apply aluminosilicate sources such as mine tailings and fly ash as construction materials."

Jan 1, 2016

By Ulrich Maidl, Gustavo Aguiar, Argemiro Ferreira, Marco A. Peixoto Silva, Marc Comulada

"Metro Line 5 in Sao Paulo is being constructed. This lot extends for 4,940 m with twin EPB shield tunnels under a dense and busy urban area, with an excavation diameter of 6.9 m. The tunnels run predominantly in the tertiary soils of Sao Paulo where extensive experience exists from previous EPB shield tunnel projects. However, new experience is being gained in Sao Paulo in shield tunnelling through Saprolite, the weathered product of the underlying Gneiss crystalline basement, through the resulting residual soils and in rock-soil mixed face conditions. Furthermore, experiences in difficult mixed face soil conditions with overconsolidated clay at the face in combination with loose sands at the crown under the groundwater table will be presented. Additionally, the design, operational and controlling approach followed for the shield drive at particular critical cross-sections where the shields were driven close or under buildings. INTRODUCTION Within the framework of Sao Paulo´s metro network expansion, the excavation of the shield tunnels for Metro Sao Paulo Line 5 is currently taking place. The present paper deals with the description of the most relevant features from the construction of the Line 5 – Lot 3 tunnels. The paper presents how particular challenges were dealt maximising potential of EPB shield tunnelling technology. Challenges were posed not only by the difficult boundary conditions of urban shield tunnelling, such as shield drive under buildings, but also by complex geotechnical situations. PROJECT DESCRIPTION The great urban area of São Paulo is one of the biggest cities in the world, with around 20 Million people living in the city and in the suburb area. The city faces great mobility problems and in the last years the government has been investing great amounts on the megacity´s metro expansion. The Line 5 Extension plays an important role to connect the south area to the central area of the city, with a whole extension of 11 kilometres, including 11 new stations. It is estimated that this line will transport almost 900.000 passengers/day. The first stretch of the expansion, Lot 3, consists of two single tunnels, almost 5 kilometres long each, crossing 4 stations. Figure 1 shows details of the Line 5 Expansion."

Jan 1, 2016

By G. V. Campbell, O. T. Holdsworth, M. G. Nelson

A senior design project is required by all accredited mining engineering degree programs. Often referred to as the capstone of a student’s education, this project is expected to include all the important components of the preliminary economic assessment of a mineral prospect, including orebody modeling, grade and reserve estimation, selection of mining and processing methods, preliminary mine design, access and utilities, environmental compliance and reclamation, and financial analysis. Two of the authors (Campbell and Holdsworth) completed a senior project in 2021. They analyzed the Akie zinc deposit located in Canada. This paper summarizes the economic analysis portion of that project. The two primary objectives of this economic analysis were risk reduction and integration of economics and engineering. Addressing risk is important as risk is one of the primary concerns in mining investments. Risk reduction was the primary concern through the entirety of this economic analysis. Integration of financial analysis and engineering design was the first component of a risk reduction design. This allowed for financial and engineering design to be optimized in conjunction with one another. This produced benefits from both a financial and an engineering prospective. From a market, economic, and financial risk perspective, risk was reduced by forecasting multiple metal price scenarios, and then addressing the Akie project’s economic viability at each price point. Lastly, risk was address through consideration of nontraditional financing options. The project also sought to minimize financial and human capital risk, by proposing mutually beneficial cooperative social relationships and favorable work, schedules. Description of that work is not included in this paper.

Mar 2, 2022

By R. S. Jurani

Sunshine Mining Company&apos;s Kellogg operation is the primary silver producer in the United States, and maintaining a comfortable working environment in this deep underground mine historically has been a complex and costly problem. To improve the ventilation and cooling systems at a time of declining and uncertain silver market, it was proposed to optimize the performance of existing facilities at minimum cost. This paper discusses a 2-year, $400 000 optimization program that resulted in increased total mine airflow, cooler ambient temperatures, reduced compressed air usage, and lower energy consumption by primary fans, air compressors, and refrigeration plants, thereby saving the company approximately $650 000 per year.

Jan 1, 1987

By H. J. Bickel

This paper is concerned with general concepts and statistical devices used in projecting overall energy requirements. Particular emphasis is given to the use of individual end- use markets as an approach to developing future overall energy requirements, and translating these requirements into fuel consumption.

Jan 1, 1962

By Brianna M. Eiter, Jennica L. Bellanca

Mineworkers face a challenging and dynamic work environment every workday. To maintain a safe workplace, mineworkers must be able to recognize worksite hazards while they perform their jobs. Though hazard recognition is a critical skill, recent research from the National Institute for Occupational Safety and Health (NIOSH) indicates that mineworkers fail to identify a significant number of hazards. To further the understanding of mineworkers’ hazard recognition ability and to begin to address hazard recognition performance, NIOSH researchers analyzed data collected during a laboratory research study to determine the effect of individual mineworker factors including risk attitude, work experience, and safety training on hazard recognition accuracy. The results of this study show that mineworker risk attitude and safety-specific work experience affect hazard recognition performance while hazard-specific safety training does not. These results suggest that some of these individual factors can be overcome through experience and training. Potential strategies that can be used to address these factors are also discussed.

Aug 31, 2020

By J. van der Walt

The Meikle Mine is located in the northeastern part of Nevada in the gold-rich Carlin Trend. First discovered in 1989, Meikle is being developed into a 2.2-kt/d (2,500-stpd) underground mine that will open during the second half of 1996. Work has already been completed on the mine’s cooling plant, a necessary item due to the high rock temperature and the hot ground water. In North American mines, there has been little need for refrigerated cooling. Therefore, Barrick needed to draw on experience from elsewhere in the world — particularly South Africa — to meet these requirements. The history of cooling mines using mechanical refrigeration dates back to the 1920s at Morro Velho in Brazil and 1936 at Ooregum in India (Dobson,1940 and Biccard, 1946). From 1940 to 1960, several cooling plants were installed on the deep level gold mines on the Witwatersrand in South Africa. These were followed by similar installations on the mines in the Klerksdorp, Welkom, Evander, Rustenburg and Thabazimbi areas. The first mine cooling plant in Germany was built during 1976.

Jan 1, 1996

By F. W. Brackebusch

Paste is a high density mixture of water and fine solid particles with a relatively low water content (10-25%) such that the mixture has a consistency as measured by the ASTM slump cone test from slightly greater than zero up to nearly 12 inches (305mm). Particles of different size classes will not segregate or settle when the paste is not being agitated or when it is stationary in a pipeline. Cement may be a component of paste. Larger particles of aggregate can generally be added to a paste without greatly changing the pipeline transport characteristics. A paste may bleed water slightly when it is allowed to be motionless for periods of up to several hours, but the solids do not become so dense that the paste cannot be easily re-fluidized. The dividing line between the definition of a high density slurry and a paste is not sharp. It is a practical matter that must be considered when designing a pipeline transportation system. If the pipeline is very short, there is very little risk of plugging the pipeline with a high density slurry when flow is stopped for short time periods. With longer pipelines the mixture must remain stable without motion for periods as long as several hours to avoid pipeline plugging. The fine particles in a paste mixture can be composed of mine tailings or naturally-occurring clays, silts and fine sands. The mineralogy of the particles thus can have a wide variety from quartz and feldspar to clays, micas and even salts.

Jan 1, 1993

By Sotiris Psomas, Colin M. Eddie

"Steel Fibre Reinforced Concrete (SFRC) Segmental Tunnel Linings have successfully been used for over 20 years in the UK and have been adopted in a number of high profile projects such as High Speed 1, Crossrail, Thames Tideway, as well as High Speed 2. Tunnel linings and especially SFRC design are not covered in the Eurocodes. This shortage of SFRC tunnel design rules seems to be partially addressed by several international publications. However, in the UK, the ‘design-assisted by testing’ (DAT) approach has also been adopted. The Paper discusses the UK’s best design practice and focuses on the DAT methodology as applied in the case of the 6.9km (4.3miles), 7.8m (25.6 feet) ID Lining for the £635million Lee Tunnel Project. The design approach, the full scale testing at the Building Research Establishment (BRE), and the construction innovations are presented. This experience will be transferred to the £4billion Thames Tideway Tunnel.INTRODUCTIONSteel Fibre Reinforced Concrete (SFRC) has been used for Tunnel segments for more than 20 years. The first application of SFRC in the UK was for the Heathrow Baggage tunnel (1994). Since then significant size tunnels have been designed and constructed, such as the Jubilee Line (1999) High Speed 1 (CTRL, 2006), Crossrail (2014), Lee Tunnel (2014) and the scheduled 25km Thames Tideway (‘Super Sewer’) and High Speed 2 rail tunnels. However one the main obstacles in achieving streamlined design and improving efficiency are the lack of appropriate design guidelines for SFRC tunnel segments. This issue will – to some extent – be addressed by a number of current documents on tunnel FRC design either being produced by BSi (PAS8810, expected 2016), ACI (544.R) and ITAtech (Design Guideline PCFRC, 2015) in an effort to advance the design of SFRC and take into consideration the recent developments in Steel and Macro-Synthetic FRC technology."

Jan 1, 2016

By J. G. Groppo

A beneficiation process has been developed to provide selective separation of unburned carbon from high loss-of-ignition (LOI)fly ash. Using froth flotation to achieve selective separations requires long residence times and high reagent costs. A proprietary reagent system has been developed to address these limitations. Based on the results obtained from laboratory and pilot-scale investigations, a flowsheet design has been developed to produce two distinct usable products from class F fly ash — low LOI ash and a high-carbon product suit-able for reburning or further upgrading.

Jan 1, 1996

By Wenming Wang, Edgar E. Vidal, Scott A. Shuey, Patrick R. Taylor, Judith C. Gomez

Introduction In modern society, vanadium is defined as a strategic metal. Some 90% of the global consumption is used as an alloying agent for carbon steels, tool steels, and high-strength low-alloy steels (particularly for pipelines). Advanced titanium-aluminum-vanadium alloys are seeing application in the aerospace industry. Small but ever growing amounts are finding application as catalysts or in electronics. New uses are continually being discovered for this metal. One example of a new application is the vanadium-redox battery for use in generation plants and back-up power sources. Vanadium is found in a large number of minerals, of which the most important are carnotite, roscoelite, vanadinite, mottramite, and patronite. Just over a third of the world&apos;s vanadium is produced as a primary product; the balance is a by-product of the iron and steel, oil refining, power generation and uranium enrichment industries. Vanadium can also be sourced by recycling spent catalysts from the petrochemical industry and ash produced by the combustion of oil emulsion in power stations. However, recycling activities are believed to account for only a small amount of total world supply. Vanadium is recovered from these ores largely as the pentoxide (V2O5) [1]. The major sources of vanadium-bearing magnetite ores are scattered throughout Australia, China, Russia, and South Africa. Current estimates of world’s Proven & Probable vanadium reserves are of the order of 41.3 million tones [2, 3]. Commercial vanadium-bearing titaniferous magnetite deposits can be found in Kachkanar, Russia; Pan Zhihua, China; Bushveld, South Africa; and Windimurra, Western Australia [4]. Other deposits have been found in New Zealand, Canada, and India, among other countries. Vanadium consumption in the steel sector has increased some 7% per ton of steel over the last 10 years as new alloying applications have been found to improve steel&apos;s strength-to-weight ratio. Future demand from the aerospace and nuclear industries for non-ferrous vanadium alloys such as titanium and super-alloys is also likely to grow. Vanadium is usually added in the form of ferrovanadium, a vanadium-iron alloy. Vanadium compounds, especially the pentoxide form, are used in the ceramics, glass, and dye industries, and are also important as catalysts in the chemical industry. While established approaches may be used at an industrial scale to treat vanadium-bearing titaniferous magnetite ores in several countries, new alternatives are being developed worldwide. This review will give short overview of the treatment of vanadium-bearing titaniferous magnetite ores, an overview of direct reduction and direct smelting processes and an approach to determine technical alternatives for the property.

Jan 1, 2005

By Robert Rennie, Taylor Davies, Ahsanul Rafi

Electric locomotives powered by extensive electrical cabling systems were prevalent in the mining industry in the early days of the 20th Century [1]. Since the movement of tethered electrical mining locomotives was limited, the advent of diesel-powered mobile mining equipment provided more flexibility. This led the mining industry to be dominated by diesel-powered locomotives for most of the 20th Century and the entire 21st Century, to date. However, diesel power has certain drawbacks. Diesel-powered vehicles produce tailpipe emissions such as diesel particulate matter, carbon dioxide, sulfur dioxide, and nitrogen oxide. Mine workers exposed to these emissions were, and continue to be, subject to health issues such as respiratory problems, increased risk of lung cancer, and cardiovascular disease. [2][3]. Extensive ventilation systems are required to dilute the diesel exhaust and dissipate the heat generated by these vehicles. Moreover, as mines are getting deeper due to depleting resources, ventilation costs in diesel-powered mines are becoming increasingly high. These factors, coupled with the trend towards greenhouse gas (GHG) reduction in mine operations, has allowed zero-emission electric locomotive systems to gain traction. As lithium-ion battery technology is becoming more advanced, battery-powered electric vehicles can now perform duty cycles comparable to those of diesel-powered vehicles. Although battery-electric vehicles (BEVs) are comparable to diesel-powered vehicles in terms of mobility, they have certain limitations. For instance, the amount of onboard energy is limited by the battery energy density and specific energy. The MT42 diesel haul truck from Epiroc, for example, has a fuel tank capacity of 580L, which is equivalent to around 1450 kWh of net electrical energy [4]. The electrified version of the MT42, on the other hand, has an onboard battery with 375 kWh of usable energy weighing around 4.9 metric tonnes [5]. Moreover, storing and refueling of diesel-powered vehicles is simple and quick, whereas battery energy storage and charging systems require extensive infrastructure development. Charging time is mostly limited by battery chemistry and design. Due to these limitations, the benefits of battery-powered mining vehicles are more likely to be realized with proper planning and optimization of the BEV fleet. This includes optimizing mining layouts for BEV use, charging infrastructure design, and management of onboard energy storage systems.

Jun 25, 2023

By David M. Rubio

The Ortiz Mine is an open pit-heap leach gold operation in central New Mexico processing about 3,100 tonnes (3,400 short tons) per day. It is the initial mining property in the United States developed by Gold Fields Mining Corporation, a subsidiary of Consolidated Gold Fields, PLC. This paper discusses the evolution of the present mining and ore control procedures as adaptions to the characteristics of both the rock being mined and the orebody, and with respect to the fact that mining is done by a contractor.

Jan 1, 1984

By J. Gallagher

Henderson Mine has been transporting molybdenum ore using a rail haulage system for the past 21 years. Due to the age of this system, limited performance, and obsolescence, a capital investment decision was imminent. Henderson used this opportunity to evaluate other transportation methods and continuously improve their mining practices. These efforts resulted in a new mine plan for Henderson, which ensures that Henderson will continue to supply high quality molybdenum into the 21st century. This paper will discuss the dramatic changes taking place at the Henderson Mine as a new production level is mined. These changes include the installation of an underground crushing, conveying, and truck haulage system, as well as increasing the scale of the panel caving process. Each of these topics will be discussed, as will their rock mechanics and material flow implications.

Jan 1, 1998

By H. C. Lautenschlaeger

Let&apos;s start with a bit of History. Before the advent of woven wire screen cloth or perforated plate as we know it today, screens or sieves, as they were called, were probably made by the Greeks or Romans around the year 150 B.C. Coarse openings were made from bamboo or other woven reeds or with holes punched in leather hides, while fine openings may have been made using hair from the long tails of horses woven with small openings. The first metallic woven wire screens were probably produced by the Germans in the 15th Century. All of these screening devices were, of course, hand operated. The first records of mechanically driven shaking screens are found in "John Smeathon&apos;s Diary of His Journey to the Low-Country" in 1775. He was the English Civil Engineer who built the famous Eddystone Light House and discovered the formula for making hydraulic cements. He described a screen the Dutch were using as a wooden frame on which woven wire was mounted. This box was inclined at an angle and hinged on the lower end. The upper or feed end was equipped with a pulley so they could raise it up, say 5" or 6", and then let it drop abruptly onto a sill or stop plate, thus jarring the material deposited on the woven wire through the openings. Material that was passed over the deck was scooped up and redeposited on the woven wire for rescreening. This was an early form of what is today known as a recirculating load.

Jan 1, 1983

By Robert Burgess, Dale Gill, Jaco Steyn, Bill Kyslinger

"With mining, especially coal extraction, comes the necessity of supporting the roof. Since the 1950s, the primary method for roof support has been the use of roof bolts. Roof bolting is considered one of the most hazardous jobs in underground coal mining. In 2004, there were 3,405 injuries reported to the U.S. Mine Safety and Health Administration (MSHA). Of those injuries, 17 percent were associated with bolting machines (593 injuries). The majority of the injuries resulted from rock falling from supported roof. However, injuries involving a part of the body being struck by, or caught between, during bolting and drilling occurred with relatively high frequency (Burgess and Steiner, 2007).Roof drilling and bolt installation is labor-intensive and repetitive. These labor-intensive and repetitive requirements can lead to cumulative trauma. Operators are expected to perform a considerable amount of lifting, carrying, bending, reaching and stretching. Back and shoulders become sore from bending and twisting to install bolts or lift and position drill steels, wrenches and bolts. Confined operator spaces also contribute to difficult and awkward working positions for the operators (Cornelius and Turin, 1998).In South Africa, the majority of the roof bolting machines used are “man-in-position” style machines (Fig. 1). This puts the operator in close proximity to where the drilling and bolting process is performed. When proper operation procedures are followed, it has been proven to be a very effective, productive and safe system. The MSHA-certified automatic temporary roof support (ATRS), canopies and dust collection system of Fletcher bolters all provide the operator with unparalleled protection. However, there are some occupational hazards inherent to the zone located next to the drilling and bolting zone. This has led some customers to request relocating the operator away from this zone. The idea being that the operators will no longer be located in the face area, greatly reducing their exposure to dust, noise, machine and geological hazards."

Mar 1, 2017