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By Leonid N. Shekhter, Corby G. Anderson, Esra Cankaya-Yalcin, Daniel G. Gribbin, Joseph D. Lessard, Larry F. McHugh

"A new process for smelting copper, Looping Sulfide Oxidation™ (LSO™) significantly and positively alters the smelting energy balance. This process uses copper oxide in conjunction with air for the desulfurization of copper and chalcopyrite concentrates. Copper oxide is regenerated in a flash type furnace and then ""looped"" back for the oxidation of the copper concentrate. Heat and material balances show that the Looping Sulfide Oxidation™ process requires significantly lower net energy than conventional technology. This process produces anode copper and higher S02 content off-gases for efficient formation of sulfuric acid. Additionally, the process yields slags with lower copper solubility as compared to the conventional technology.IntroductionBased on the positive results from LSO™ investigations [1], further lab investigations into co=on sulfides and metal oxides were performed. It was discovered that chalcopyrite (CuFeS2) is oxidized with copper (II) oxide. In this reaction over 98.5% of sulfur was removed as S02, while a significantly improved energy balance was observed. This paper intends to analyze both the conventional flash smelting process and the newly developed Looping Sulfide Oxidation™ process, comparing heat and material balance results. LSO™ yields improvements to the energy footprint for copper, opening the door to new copper processing opportunities."

Jan 1, 2013

By Robert H. Merrill, Raymond M. Stateham

Recently, the Denver Mining Research Center of the U.S. Bureau of Mines began tests to detect hazardous or potentially hazardous conditions in or around mines with infrared measurement devices. Among the many potential uses of infrared detection techniques are the location of misfires, underground mine fires, combustion in waste dumps, underground water courses and loose rock. However, the primary emphasis has been placed upon the detection of loose rock in roofs, pillars and faces in underground mines. The rock along the edge of an underground opening is subject to two temperature environments: the temperature of the air in the opening, and the temperature of the rock surrounding the opening. Assuming that the rock on the edge of the opening is solid, the rock will reach an equilibrium temperature that depends upon the temperature and flow of the air, the thermal conductivity of the rock and its ambient temperature. Presume that a loose rock exists among this solid rock; because there is a temperature barrier, to some extent, between the loose and the solid, the loose rock will be affected more than the solid rock by the temperature of the air. Therefore, depending upon the temperature differences between the rock and the air, the loose will be warmer or cooler than the solid.

Jan 1, 1970

By J. G. Henning, T. R. Yu, J. E. Croxall

"Test work was carried out to investigate the thermal response of loose and solid rock under varying environmental conditions. The primary interest was to develop a technique that could be used to increase the thermal variation between loose and solid rock for better detectability of loose rock underground with a thermal imaging infrared scanner.A variety of thermal enhancement methods were evaluated both in the laboratory and in the mine environment. Air temperature variation created by the exhaust from diesel driven, mobile mining machinery was studied in detail. When sufficient hot exhaust was supplied to the air, unsteady thermal conditions became more pronounced on the rock surf ace. This allowed a greater percentage of loose rock to be detected by a high-resolution infrared scanner within minutes.The degree of thermal enhancement of loose rock was found to be dependent directly on the thermal conductivity of rock, looseness, air temperature change, and inversely on the size of loose, airflow rate and distance downwind from the heat source. It was also found that an air temperature rise of at least r c, or rock temperature differential of1°C was necessary for minimal thermal enhancement required f or infrared detection."

Jan 1, 1990

By Chikaosa Tanimoto

INTRODUCTION Bratislava is located at the intersection of important traffic routes, including motor-ways, roads, railways, air traffic, trading, and inland waterway with an important harbour. The construction of the D2 Motorway Bratislava, Lamacska cesta Stare grunty was the last missing section of D2 Motorway and its completion linked the Czech Republic through Bratislava to the Hungarian Republic. Traffic was obliged until its completion to use the Lamacska Road and Mlynska Dolina, which were the most heavily trafficked roads in the city. The section of D2 Motorway to be completed in 2006 was 3,300m in length, of which the SITINA Tunnel was approximately half the length. After putting into operation the transit traffic(motorway) and urban traffic was separated. Transit traffic by passing the town was eased. The junctions D2 with Lamacska Road (Harmincova) and Mlynska Dolina also allowed better use of the motorway for the urban traffic The tunnel construction was specified by the features with the highly weathered and thermally altered granitic rock formation with the overburden of Quaternary sediment of 2?4 m thick, very thin overburden, severely controlled deformation limit and environmental protection. The tunnel had to be excavated beneath and nearby the academic complex area and the zoo, where sensitive facilities exist and animals live in. The tunnel consisted of two tunnels (Tunnel A and B) with the length of 1,415 and 1,440 m, respectively. The overburden thickness was in the range from 10?30 m. The standard cross-section and the one with invert arch were 79.5?81.5 m2 and 92.1?93.3 m2. The excavation took 21 months from September 2003 to May 2005. The construction was based on the concept of NATM. The SITINA Tunnel was the third application of NATM in Slovakia, following the BRANKISKO Tunnel (commenced in July 2003) as the first and the HORELICA Tunnel (in October 2004) as the second NATM practice. To protect the surrounding structures and citizens from tunneling operations, seismic monitoring was performed in association with blasting. The allowable limit of blasting vibration was fixed to be under the particle velocity of 15 mm/sec. The tunnel excavation cleared this limit as expected before construction. In driving through the difficult geological situation the excavation work hit 49 faults, and some of them occasionally caused serious face instability. In principle, the rock formation has been affected by the high hydrothermal effect and the resultant clay filing along faults and joints. The auxiliary reinforcement with the 4?8 m long pipe roofing was needed to protect the vicinity of mining face area. This operation extraordinarily required additional works and time which had not been expected before construction.

The Lornex mine is located in the Highland Valley area of British Columbia, Canada, one of the most,promising districts of low-grade porphyry-type copper mineralization in the world; Lornex is operated by Rio Algom Mines, Limited, a member of the Rio Tinto Zinc Group of London. Exploration from 1965 to 1968 disclosed an ore body of 293 million tons with a grade of 0.43% copper and 0. 14% molybdenum; this led to the decision to construct a 38,000 tpd operation, and production commenced in the fall of 1972. The ore is open-pit mined with 15 cu yd (11 5 m3 shovels, which load 100- and 200 -ton trucks. These trucks dump directly into a 60 in. by 89 in. Allis -Chalmers gyratory from two sides of the 14 ft 6 in. (4.42 m) deep dump pocket and across splitters mounted on the pocket sides. The unlined pocket would hold 1,000 tons level full. The crushedore discharges into a 300-ton surge hopper equipped with an automatic sonic level indicator to prevent over -filling. A 96 in. by 23 ft (2.44 m by 7 m) apron feeder delivers the ore from the surge hopper to a 72 in. (1.83 m) transfer belt equipped with a tramp iron metal detector. The transfer belt discharges to a 60 in. (1. 52 m) conveyor which conveys the ore about 3,000 ft (914 m) to the 475,000 ton ore storage pile located near the concentrator. Four 48 in. (1.22 m) pan feeders transfer the ore to the mill feed conveyors, which in turn supply the two 32 ft by 15 ft (9. 75 m by 4. 57 m) semi-autogenous mills, which easily accept the 10 in. (254 mm) product of the crusher. Each semi- autogenous mill is followed by a secondary ball mill. The unusually large open side setting of the crusher accounts for its 6,300 tph maximum capacity. Concentrator capacity is now 48,000 tpd. Eccentric removal is eased by the design of the door to the crushed ore pocket, which has the cart rails mounted on its outer surface and is lowered to a horizontal position in the pocket by an electric winch. The top of the door rests on wear bar covered concrete piers in the pocket. Another feature is a chute through the floor at the crusher base that extends into the crushed ore pocket. Dust and spills of ore on that floor during crusher repairs are easily swept into the crushed ore pocket. This feature is also used at Bougainville and Palabora and has been added to others after operation has commenced. The design follows the concrete rectangular box concept with four main service and maintenance levels shown in the sectional drawings, although a third additional section has been added at the maintenance

Jan 1, 1978

By J. A. Broggi

América es un continente geológico que contiene riquezas minerales descubiertas, pero que a su vez devela otros valores ocultos en su interior. En este aspecto se requiere la realización de un afloramiento mineralizado en condiciones de visibilidad, a fin de percibir mejor las particularidades que se encuentran ellas y evaluar si los carácteres favorales de tal superficie persistirán en profundidad. Por tal motivo, el objetivo del trabajo es resaltar la importancia de este procedimiento en relación a la demanda industrial, asi como revisar los afloramientos de carácter primario y secundario, en tanto ofrezca un tipo de alteración química en su interior y exterior respectivamente. Asimismo, señale la necesidad de registrar las incidencias de una explotación, como documentos de gran valor para el desenvolvimiento de la geología económica y progreso de la minería.

Jul 20, 1955

By Marie Kinzel

LOS ALAMOS, New Mexico, the birthplace f the atomic bomb, is one of the most famous-and mysterious-places in the world. It leaped into fame on Aug. 6, 1945, when the first atomic bomb burst over Hiroshima. Unheard of until that day, its present life is as hidden from most people as was its very existence in pre-Hiroshima days. Then, those who did know of it dared not breathe their knowledge. "What do you tell your wife when you go to Shangri La?" was the favorite quip of the few consultants who made regular trips from east or west to Los Alamos during the tense months when the bomb was in the making. Security regulations made it impossible even to hint at the rigid secrecy surrounding the project. The puzzled wives in question knew only that their husbands had top priority on airplane flights to Albuquerque. When they had verified the safe arrival of the flight, they undoubtedly breathed a sigh of relief. If they could have visualized the rest of the trip, the sigh of relief would have been replaced by a state of tizzy, until a telegram came saying "Arriving home on Flight X" (on a nice safe airplane).

Jan 1, 1946

JOINT convention week has become a feature of the year with western mining men. The first was held at Denver in 1926, the second at Salt Lake City in 1927, and the third is about to take place at Los Angeles. Holding in the same city in one week the meetings of a number of related organizations has been .found to permit the development of a well-rounded program at the same time that it economizes time and money for the members, many of whom belong to several of the participating organizations. For the third time, the American Mining Congress, represented by its Western Division, of which Philip Wiseman is chairman, is taking the lead and assuming the main responsibility. The A.I.M.E. is furnishing the papers for two sessions and the California Development Association for one. The Southern California Section, Robert R. Boyd, chairman, is host for the Institute, but the Northern California, Nevada and Arizona sections have each contributed papers to the program, and will be represented at the meeting. It will be a real reunion of the mining men of the Southwest.

Sep 1, 1928

By AIME AIME

NO MORE SUITABLE time and place than LOS Angeles on Thursday and Friday, July 28 and 29, could have been chosen for the Western Regional Meeting of the~1nstitutk. After attending two clays of technical sessions and enjoying the luncheons and dinners of the meeting, visitors, on the following days, could see the opening ceremonies and events of the Olympic Games, which started on July 30 and continued to Aug. 14. Such d spectacle can be seen only once in a generation in this country.

Jan 1, 1932

By AIME AIME

THE Petroleum Division held a very successful meeting in Los Angeles, Oct. 4 and 5. The meeting was held on the eighth floor of the Chamber of Commerce building, the first day being devoted to technical sessions. Seventy-five members were registered before the opening of the first session. Glenn D. Robertson, vice-chairman of the local section, opened the meeting and introduced Edwin Higgins, managing director of the California Oil and Gas Association, who gave an interesting talk on the recently enacted gas conservation law in California. He explained that the law is an experiment which will be watched with a great deal of interest. The purpose of the law, which went into effect on Sept. 1, is to curb wastage and over-production of gas,

Jan 1, 1929

THE third annual Joint Western Mining Convention, held at Los Angeles, Sept. 10 to 13 inclusive, was a notable success both as to attendance and interest. Registration the first day amounted to 201, and the total crept up to 347 before the close. The American Institute of Mining Engineers was well represented, approximately 80% of those registered and most of the speakers being members. This illustrates largely the amount of interlocking membership and the reason for holding at one time and place meetings of the several related organizations. The plan has proved so successful that it is probable that Spokane will extend an invitation for next year that seems likely to be accepted. It is proposed that the convention be timed so as to permit visitors from the East to stop there Oct. 3 to 5, en route to the American Institute of Mining Engineers meeting at San Francisco, Oct. 7 to 9. Simultaneously, it is expected that the Petroleum Division will hold its fall session at Los Angeles, the two streams of travel meeting in San Francisco, just before departure of the party of engineers traveling to Japan to attend the World's Engineering Congress. The Los Angeles meeting opened Monday morning with a general session under the auspices of the Western Division of the American Mining Congress with Philip Wiseman in the chair. After a series of short responses to the welcome extended, Charles W. Merrill discussed the needs of the western mining industry. A complimentary luncheon to members and delegates followed.

Jan 1, 1928

By AIME AIME

FEATURES of the second fall meeting of the Petroleum Division for 1941, held at the Ambassador Hotel, Los Angeles, Oct. 29-30, were the forum on the Paloma Plan on Thursday after- noon, the large attendance from east of the Rockies, and the dinner on Wednesday evening sponsored by the Southern California Section and at which President Suman spoke on the strategic minerals and metals situation. The attendance was large and the technical fare uniformly good ; the presiding officers had the proceedings well in hand at all times and kept things humming. Some- times it was necessary to taper off the discussion because of pressure on time. All this was due to careful groundwork before the respective sessions. These presiding officers deserve citation: L. W. Huebel, Howard Pyle, E. K. Parks, Carlton Beal, E. G. Trostel. R. W. French, Jr., John Dodge, and H. N. Marsh. The Los Angeles local commit- tees and the Southern California Section deserve much credit for the arrangements, which were recognized by suitable resolutions at the end of the meeting.

Jan 1, 1941

By Christophe Bragard, Brett Robinson

This paper reflects the challenges encountered during the construction of the light rail tunnels under Boyle Heights, in Los Angeles, California. Equipped with two state-of-the-art EPB TBMs, the construction team undertook the mining of twin bored tunnels in the Los Angeles alluvium. The gassy underground conditions dictated many aspects of the design of the tunnels, as well as the tools and means used for their construction. This paper will detail the challenges encountered during construction, as well as the means, methods and logistics used on the project. Discussion includes: EPB TBM machines with some very unique/specific features; complex assembly sequence due to limited shaft access; final precast concrete liner with double gaskets; NATM cross passage excavation in soft ground and below the water table; compensation grouting; mucking shaft arrangement.

Jan 1, 2007

By James A. Strosnider

INTRODUCTION The Metro Rail Project is approximately a 20-mile initial portion of Southern California's planned 150-mile transit network and will provide transit service to the dense population and employment centers within the Los Angeles regional core. The Southern California Rapid Transit District (SCRTD) has defined, as the first segment, a 4.4-mile five station rail line, which extends from the yard and shop area near Union Station to the Wilshire/Alvarado Station. Design packages are completed; utilities are currently being relocated; demolition is underway; early construction contracts have been awarded; and construction has started. This paper will describe the current status of the Metro Rail design and construction, after first briefly reviewing its history, objectives, and main components. PROJECT HISTORY The California State Legislature created the SCRTD in 1964 with a legislative mandate to design, construct, and operate a rapid transit system within the Los Angeles County area. To obtain the monies required to support this program, in June, 1974, Proposition 5 was passed by a solid majority, allowing a portion of state gasoline taxes to be used for rapid transit development. This measure provided a local source of funds for SCRTD to begin its rail rapid transit development program in Los Angeles.

Jan 1, 1987

By James E. Monsees, Richard J. Proctor

INTRODUCTION Los Angeles is one of the world's largest cities in area with a span of 70 km between its north and south limits. The population in the Los Angeles Basin exceeds 11 million people. Los Angeles is second only to New York City in density of U.S. urban population and it operates one of the largest city bus fleets in the world, 2,500 buses. After many years of planning and many consultants' reports, it is planned to initiate a 30 km (18.5 miles) starter line subway -- the "Wilshire Corridor" (Figure 1). Construction is to start in 1985. In several locations, subway routes ultimately will skirt or cross old oil fields, which may cause gassy tunneling. Of particular note are the La Brea Tar Pits, which overlie a part of the old Salt Lake oil field. Tunneling through tar sands for about 3 km will be unique for subway construction and will occur on the starter line. Experience with previous gassy tunnels in the greater Los Angeles area shows that tunnels can be completed safely if precautions are taken. Abundant ventilation is the main solution, although other precautions are discussed herein.

Jan 1, 1985

By Krishniah N. Murthy, James E. Monsees

BACKGROUND The development of public transportation in the Los Angeles Metropolitan area is, as in other cities, closely tied to the development of the area because of increases in population and commercial and industrial activity. Local transportation first appeared in the area in the 1870s when the population was fewer than 10,000 residents. Around 1910, after many consolidations of competitive interests, two large railway companies were formed: The Los Angeles Railway, which provided urban transportation in the Los Angeles City area, and the Pacific Electric Railway, which primarily provided suburban and interurban transportation. These two entities continued with their operations until after World War II, when the ownership passed on to the Los Angeles Transit Lines and the Metropolitan Coach Lines, respectively. By then the railroads needed new equipment, track rehabilitation, and, of course, more money-paying patrons. Lack of grade separation of railway facilities from other traffic increased commute times and encouraged travel by private automobiles. The romantic era of hopping on a Pacific Electric Company "Big Red Car" was coming to an end. As early as 1917, in fact, bus lines were substituted for unprofitable rail service. The Los Angeles Metropolitan Transit Authority (LMTA) was established in 1951 by the California Legislature to study and plan for improvements in the public transportation facilities in the Los Angeles area. In March of 1958 the Los Angeles Metropolitan Transit Authority took over the operation of the two lines.

Jan 1, 1989

During the last 20 years, more than 80 km (50 miles) of tunnels have been constructed in the Los Angeles, CA area. Recent projects include The East Central Interceptor Sewer (ECIS), completed in 2004. It spans more than 18 km (11 miles). The Northeast Interceptor Sewer (NEIS), completed in 2005, spans 11 km (7 miles). And the 2-km (1.3-mile) Metropolitan Transportation Authority?s Gold Line Eastside Extension (MCGLEE) was completed in 2006. All of the tunnel routes lay beneath heavily populated urban environments so minimizing ground surface settlement was critical to the success of the projects. Previous tunneling efforts in the Los Angeles area using open shield methods resulted in significant settlement that damaged roads, utilities, buildings and other structures. Earth pressure balance (EPB), or slurry machines, were specified for these projects to reduce subsidence risk. The contractors chose EPB tunnel boring machines (TBM) for the work. The closed and pressured face of the EPB TBM reduces loss of ground at the tunnel face and, when the machines are used in combination with gasketed pre-cast tunnel liners and backfill grout behind the installed segments, losses from over-cut of the excavated surface are also reduced.

Jan 1, 2008

By R. Schuerch, C. Cimiotti, M. Piemontese, N. Karlin, P. Perazzelli, P. Halton

The new Los Angeles, California JWPCP effluent outfall tunnel will transport secondary-treated effluent from the Joint Water Pollution Control Plant in Carson to White Point Manifold. The tunnel will be approximately 7 miles (11 km) long with a finished internal diameter of 18 ft (5.5 m). The TBM is designed to cope with high water pressure up to 10 bar. The geotechnical challenges are due to the heterogeneous subsurface conditions: in the first half of the alignment, the tunnel runs through soils with a low overburden under urban areas, and, in the second half, the tunnel runs through extremely weak, intensely faulted rock masses with high overburden. Following an overview of the project, this paper focuses on the northern portion of the alignment and presents a decision-making procedure developed during pre-excavation phase in order to cope with the expected heterogeneous conditions during mining. The risk assessment and the TBM operational design of the southern portion will be dealt with in a future paper.

Jun 13, 2023

By Nelson Sánchez

The Los Bronces Development Project (LBDP) was approved in October 2007 by the Anglo American plc Board at a capital cost of some US$1.74B, and is scheduled to be completed by the end of 2010. The project represents a big step forward for the Los Bronces mine since it will increase the treatment rate by 140%, the mining rate by 64% and almost double copper production during the first four years of the project. This economy of scale will also position Los Bronces as a much bigger and efficient mining operation, better prepared to face adverse market scenarios and allowing Anglo to consolidate its position in base metals. The project addressed numerous scope alternatives such as plant capacity vs mine capacity, cut-off grade strategy to maximise value based on the existing flotation and leaching process, cutback strategy, etc. Main infrastructure aspects of the project are as follows: ?Dump area with 2400Mt capacity for waste and low grade material ?Mining equipment: 1 x electric shovel, 12 x 300t trucks, 1 x drill ?Primary crusher: 60? x 89? ?Three new power lines (144MW capacity) ?Grinding plant at 87kt/day nominal capacity (includes a 4.3km tunnel with a regenerative conveyor belt) ?Grinding plant: 1 SAG mill 40? x 25?, 2 ball mills ?Slurry pipeline (52 km from grinding to flotation plant) with five choke stations ?Flotation plant (rougher, cleaning, regrinding circuits and molybdenum flotation). The history of Los Bronces started in 1867 when it was discovered. In 1978 ENAMI (Government company) sold Los Bronces to Exxon for US$112M. The same year a snow avalanche destroyed San Francisco Flotation Plant. In 1979 the plant was rebuilt at 4.9kt/day and from 1979 to 2002 several plant expansions were made up to 54kt/day capacity. In 2002 Anglo acquired Los Bronces for US$1.3B. The 2002 resource and reserve statement showed reserves at 459Mt at 1.02%CuT and resources at 780Mt at 0.80%CuT. The 2007 statement shows reserves at 1,480Mt at 0.67%CuT and resources at 1,644Mt at 0.45%CuT. Defining the size of a plant expansion is the key challenge that any expansionary project faces. The scope of this paper is a general review of the project, describing all the mining techniques that were used to define the best options that maximise value. In this context, a range of plant capacities (from 58 to 230kt/day) combined with a range of mining capacities (from 83 to 166Mt/a) were evaluated in detail, defining for each option a mine plan, Capex and Opex, and cut-off grade strategy for flotation and leaching processes and the associated Net Present Value (NPV) that was used as the selection criteria. The Los Bronces mineral resources potential provides good growth opportunities for the mine beyond LBDP implementation, offering an exciting invitation to continue studying new initiatives that maximise the value of this deposit.

Jan 1, 2008

By Fedor D. Ostojic

La siguiente investigación pretende resolver el problema de los relaves almacenados en su mayoría, en la Cordillera central del Perú. Para resarcir dicha situación, el autor centra su análisis en la etapa de almacenamiento, donde se encontraron 400 toneladas de relave, con una dilución de 20% de sólidos. A esto se suma otros factores como la mala ubicación del depósito de relaves, densidad de canales, rebalses del canal conductor, arenas estancadas, etc. Frente a estas dificultades, se propone la construcción de canales de distribución en forma "v", reemplazando los canales rectangulares. Asi también se sugiere las canaletas de 8 de fondo y 9 de alto, con esquineras triangulares, la limpieza del extremo exterior de la quebrada destinada para el depósito, un mejor uso del sistema de desague del agua clara a usar a través del empleo de sifones de tubos de 3" 6 4" ?' con válvulas en el extremo inferior, el uso de caballetes, el cultivo de grass más común en la zona y la plantación de la yareta como base de alimento para el ganado y fortalecimiento de la zona terrícola.

Jul 20, 1956