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By José E. Gutiérrez

El presente texto describe la metodología que la Minera Bateas diseñó para la obtención de modelos de corto plazo que incluye la administración, validación de data geológica, QA-QC, modelamiento geométrico, modelamiento numérico y reconciliación. En ese sentido, se explica el proceso de elaboración de un modelo corto para vetas -en tanto disminuye las diferencias geométricas como de leyes entre el modelo y la realidad.

Sep 12, 2011

By Eder Villarreal

Existen concesiones mineras en estado de prospección o exploración básica para las cuales, debido a que no cuentan con recursos o reserva mineral definidos, es muy difícil establecer un valor. La metodología que aquí se presenta muestra la forma de valorizar dichas concesiones mineras desde el punto de vista de costos y una serie de variables geológicas y económicas. El proceso consiste en calcular un costo base, realizar una evaluación cualitativa sobre la base de 10 variables, asignarle un peso a cada una de ellas y realizar una operación matemática utilizando dos ecuaciones.

Sep 20, 2019

By Fernando Pajuelo Rincón

El presente trabajo señala el proceso de la explotación de los conjuntos de vetas en la Compañía Minera Huarón, su optimización y función en la producción de las estructuras estrechas y totales de la producción minera. Para tal proceso se utilizó los vehículos electromecánicos (LHD) de pequeñas dimensiones que se adecúen a los parámetros técnicos y explotación de las estructuras. Asimismo, para cada conjunto se aplicó el sistema de corte y relleno ascendente mecanizado a fin de obtener una mejor selectibilidad, seguridad, productividad y economía de la estructura mineralizada.

Nov 24, 1986

By Vidal Navarro Torres

El presente trabajo señala el proceso experimental para determinar la transferencia del calor del macizo rocoso al aire en la atmósfera subterránea, dado que a ciertas profundidades cuando la temperatura de la atmósfera subterránea excede el valor máximo admisible por las normas y estándares de confort o comodidad térmica, se presenta el riesgo ambiental térmico. En ese sentido, el estudio comprende tres etapas: la primera etapa fue dedicada al desarrollo de un modelo matemático que establezca la variación de la temperatura debido a la transferencia del calor del macizo rocoso al aire de la atmósfera subterránea; la segunda etapa consistió en validar el modelo matemático en una mina subterránea de cobre, y la tercera fue realizar una aplicación práctica en dos minas con problemas de impacto ambiental térmico. En consecuencia, la metodología propuesta para la evaluación del impacto ambiental térmico en minas subterráneas se fundamenta en procedimientos científicos plenamente sustentados, cuyos resultados indican su aplicabilidad.

Sep 12, 2005

By Richard L. Coleman

El trabajo de ensayo metalúrgico para desarrollar un flujograma es el que ahora describimos, comenzando con una información experimentada requerida en todo momento hasta llegar a un esquema final de flujo de un proceso. Tanto las pruebas de laboratorio como de planta piloto son revisadas adecuadamente sobre las experiencias anteriores.

Jan 1, 1982

By Eugene Guccione

Evidence that the United States is gradually converting to the metric system of measurement can be perceived today even by housewives in a supermarket. The question is no longer whether but when the country will have completed the conversion. To the extent that any bickering about metrication still exists, the debate now centers on such issues as finding agreement on details of implementation, and whether federal legislation should speed up the metric-conversion process or allow it to proceed along its present evolutionary and voluntary course. Apparently, the voluntary or "make-haste-slowly" approach is gaining widespread support. According to The Research Institute of America, Inc., if and when federal legislation is enacted it will likely include the following national ground rules: (1) A National Metric Conversion Board will develop and submit to the President and Congress a comprehensive plan to achieve a coordinated, minimum-cost changeover. (2) The change- over will be completed 8 to 10 years after the board's plan goes into effect, and by that time the US will be predominantly, though not exclusively, metric. (3) Costs will "lie where they fall"; subsidies, special tax concessions, and antitrust exemptions will not be authorized by the legislation. (4) The changeover will be voluntary because of the recognition that while some firms can "go metric" in a matter of weeks, others may require 15 years or more, and a few might never convert. (5) In determining whether or not to convert, on an individual company basis, adherence will be to the "rule of reason-that is, ". . . do not convert unless the engineering, economic, or other benefits outweigh any metric-related disadvantages. No one is talking about rip- ping up our railroad tracks or rewiring our homes just to conform to the practice of metric nations in Europe." (6) Government is to be part of the solution, not part of the problem; in effect, says The Research Institute of America, the leverage of federal procurement will not be exerted to force-feed the metric changeover but will be coordinated with the sector-by-sector conversion of the economy.*

Jan 12, 1975

By Minna Päällysaho

For the first time, the idea of sustainable development was recognised at a high political level at the UN Conference on Environment and Development held in Rio de Janeiro in 1992 (UNEP, 1992). Then the governments of the world committed themselves to promote sustainable development in their national activities and international co-operation. In 2001, the European Council approved the EU Strategy for Sustainable Development (European commission, 2011). This complements and supports the EU?s so-called Lisbon Strategy (European council, 2000) on competitiveness. The revised Strategy for Sustainable Development was approved in June 2006. Recently sustainability has had an important role in policy and decision-making while the public awareness towards limits of the environment has been rising. However, the indicators of industrial sustainability satisfy primarily the needs of corporate management and global investors. The information is often broad and non-specific and might occasionally even give a false impression. Moreover, contradictions between environmental, economical and social aspects also point out the unreliability of existing sustainability indexes. Therefore, the current state of affairs serves the interests of neither the industry nor the policy makers. Current corporate sustainability indexes and indicator systems need to be assessed with scientific methods encompassing the identification of their strengths and weaknesses. This requires quantitative and qualitative assessment and synthesis of existing indexes and indicator systems, providing new data on the functionality of existing corporate sustainability indicators. Therefore, the assessment lays the foundation for the development of new, more balanced sustainability index. Our first aim in this multidisciplinary article is to analyse existing global sustainability indexes for process industry. Second, we will introduce a first version of a new sustainability index for process industry, which includes the environmental, social and economic impacts of the plant, as well as legislation aspects.

Sep 1, 2012

By Giulia M. B., Ferruccio Cribari, Alessandro Bertero, Eliano Romani, Roberto Sorge, Francesca Casini

"The use of Artificial Ground Freezing (AGF) to form earth support and seepage control barrier systems has had applications worldwide. These cover a variety of construction problems, including the formation of frozen earth walls to support deep excavations, structural underpinning for foundation improvement, and temporary control of ground water in construction processes. An application of AGF during construction of Line C of Rome underground is described in detail.The new line “C” of San Giovanni metro station was constructed adjacent to the existing line “A” of San Giovanni station; the new metro line “C” is deeper than line “A” and runs below the existing station. The underpass project envisages an Artificial Ground Freezing in order to create a structural and waterproof temporary cut-off suitable to the two new tunnels excavation, while keeping trains running in the safest possible condition. The excavation of tunnels under the water table, with a hydraulic head of over 10 m in not homogeneous soils having different mechanical properties and permeability and below existing sensitive structures, involves special ground freezing sequences and methods, as well as peculiar drilling systems and operations, such as TDDT (Trevi Directional Drilling Technology).Artifical Ground Freezing IntroductionNatural freezing occurs seasonally in many areas of the globe and can affect negatively the engineering performance of geotechnical structures; on the other hand, man-made freezing is a controllable process that can be used by civil engineers to stabilise temporarily the ground in order to support and/or exclude groundwater from an excavation until the final retaining and lining structures are constructed. Freezing and thawing of the pore fluid within soils involve complex thermal, hydraulic and mechanical processes that have significant mutual interactions. For example, phase changes of the pore fluid caused by temperature variations can modify the pore water pressure in the soil, which, in turn, can induce mechanical deformation. At the same time, any changes in the hydraulic and mechanical conditions affect the thermal processes by advection and changes of ice and water contents.An application of AGF which will be presented in the paper, refers to the construction works of Line C of Rome underground. In this case AGF was carried out to provide temporary support during excavation of the two Line C running tunnels directly underneath the existing S. Giovanni station of Line A, in the safest possible condition. In order to keep the trains of Line A operational during excavation, a temporary structure was installed and a real-time monitoring system was conceived in order to control the temperatures of the soil during freezing and the response of the structures of the existing station."

Jan 1, 2016

By Salvatore Fancello, Ferruccio Cribari, Amerigo Tanzi, Mauro D’Angelo, Massimo Lodico, Alessandro Bertero, Eliano Romani, Tommaso Gondolini, Fabio Giannelli

"The new metro line “C” entails the construction and rehabilitation of 24 stations and 21,5 km of metro line, 13 of which carried out underground; the new metro line will improve the transportation system of a congested city such as Rome.The new line “C” of San Giovanni metro station will be constructed adjacent to the existing line “A” of San Giovanni station; the new metro line “C” is deeper than line “A” and will underpass the existing station. The underpass project envisages an Artificial Ground Freezing in order to excavate two new tunnels, while keeping trains running in the safest possible condition.In order to allow trains to regularly run to and from the existing station’s line “A”, a temporary structure for rail support, during excavation of the under-crossing tunnels, was installed and a real-time monitoring system was devised in order to control both soil temperature during freezing activities and the existing station’s behavior. The monitoring system has been one of the key to the success of the project.The excavation of tunnels under the water table, with a hydraulic head of over 10 m in not homogeneous soils having different mechanical properties and permeability and below existing sensitive structures, involves special ground freezing sequences and methods, as well as peculiar drilling systems and operations, such as TDDT (Trevi Directional Drilling Technology).THE NEW “C” LINE OF ROME’S METROThe world’s most complex and extraordinary Metro System is currently being built in the heart of Rome. Its underground route stretches underneath the most important monuments, churches and historical buildings.Rome’s Metro Line C is the longest urban underground railway in Italy and it is the first line in Rome to extend further east to the Great Ring Road, thus bridging the gap between the farthest suburbs and the Historical Centre. It is an original project, carried out mostly underground at a depth of 25/30 metres below road level."

Jan 1, 2016

By Dario Libano, Franz-Werner Gerressen

"Diaphragm walls are known as underground structural elements commonly used for retention systems and permanent foundation walls or elements. Of course they can also be used as deep groundwater barriers. This paper will focus on the construction work in an urban area like Sao Paulo. The Line 5 of Metro Sao Paulo is one of four network expansion projects undertaken at the same time. The projects will cover various areas of the city. The Line 5 on São Paulo’s south-side will be extended 7.1mi (11.5km) to serve 770,000 riders per day, stretching a total of 12.4mi (19.9km) along 17 stations. The extension line will facilitate access to the city’s central section and the commercial and hospital districts located along the line. The Brooklin Station, subject of this paper, had to be carried out in a special five shaft shape design, shaft diameter 131ft (40m) each, without using ground anchors. A focus will be taken on the special requirements of the installation of the arrows as well as on the specialties of installation for the shaft shaped layout. Therefore, it was required to install a 3.3ft (1,000mm) diaphragm wall using a specific layout especially in the connecting sections of the shafts, the so called arrows, to provide a bearing area for the struts. Maximum wall depth was about 121ft (37m); the total volume was about 20,060 cubic yard (15,337m³). The paper will describe the construction method and the sequence of activities required for the construction of this diaphragm wall using a combination of hydraulic grab and trench cutter system.INTRODUCTIONThe Line 5 Extension, in the city of Sao Paulo/Brazil, is currently the most important investment in public transport by Sao Paulo state’s government. It will connect the south part of the city to the city center, crossing through four other major METRO lines and stations, all currently in operation. The extension includes a new parking yard for the trains and 11 new stations. The Brooklin Station is one of the new stations and has a unique geometry of five secant shafts. The station should open and operate in 2016.The original design included constructing five secant shafts stabilized by two plastic slurry walls using conventional grab technology. One of them was to contain the contamination plumes in the neighborhood and the other for temporary support to enable the excavation of the shafts. The final retaining wall design was reviewed and changed to a concrete structural diaphragm wall. The reason of design change was as well the reduction of construction time of the shafts by half to meet the schedule as to avoid dewatering effects in a geological region characterized by Quaternary sediments and environmental contamination plumes. It was the first time that a trench cutter (hydromill) was used in such a situation in Brazil. The cutter increased the quality of the joints by overcutting, and decreased the probability of having seepage into the shafts. The cutter created a seepage barrier and avoided movement of contamination."

Jan 1, 2017

By I. D. McPherson, Dominic P. Mahoney

The Metro Sports Facility is currently under development in Christchurch, New Zealand and is a key Anchor Project in the city’s post-earth quake recovery. When completed it will be largest indoor sports and swimming pool complex in New Zealand, with a building footprint in the order of 22,000m2. The site is underlain by poor performing soils comprising interbedded layers of soft compressible silts and loose liquefiable sands to over 20m depth. The site is typical for Christchurch with a shallow groundwater table and artesian conditions. The site performed poorly during the 2010-2011 Canterbury Earthquake Sequence with extensive liquefaction, and associated ground damage. To provide a resilient and economical foundation system for this key development project, deep ground improvement comprising of a uniform grid of some 7,200 stone columns in conjunction with robust shallow foundations has been adopted. This paper discusses the geotechnical site constraints, and ground performance under earthquake loading and describes the various options considered for the development. The foundation option selected, the design considerations of the adopted stone column ground improvement, and foundation solution are described in detail, as well as, construction observations. The paper aims to provide insight into an urban large-scale ground improvement project for the engineering practitioner.

Nov 1, 2022

By L. A. Romo, J. A. Ferrer

INTRODUCTION The principle line of the Caracas Metro is located generally along the most important east-west traffic corridor of the city from the yards and shops in Propatria at the western extremity to Petare, and eventually beyond to Palo Verde at the eastern end, a route distance of 21 kilometers. There will be 23 stations along the alignment, underground, at grade and elevated, and the line is forecast to handle 1,209,100 passengers daily by the year 2000 with a travel time of 29 minutes between Propatria and Petare. This principle line was divided into three sections for design purposes: Propatria-Fuerzas Armadas, Section I, Fuerzas Armadas-Chacaito, Section II and Chacaito-Petare, Section III. These sections were further subdivided into subsections for construction purposes. The Venezuelan Government, through its Caracas Metro Office in the Ministry of Public Works, awarded design contracts in sections to PARSONS BRINCKERHOFF-TUDOR-BECHTEL for Propatria-Fuerzas Armadas, Section I, OCOIDESA-GRID-APM for Fuerzas Armadas-Chacaito, Section II and OCOIDESA GRID-APM for Chacaito-Petare, Section III. Construction contracts were awarded by international bidding and work is now underway, by joint venture organizations of Venezuelan and foreign firms. The first two sections are under the administration of a company of Engineer/Inspectors in each section. The construction supervision of contracts in the first section is under the administration of the Venezuelan firm, Gómez-Celis-Herrera, (GCH) Engineers, acting under contract to the new C.A. Metro de Caracas that replaced ' the former Office of the Metro. The Propatria-Fuerzas Armadas section, approximately seven kilometers long, consists in part of the 2,951 linear meters of twin-bore

Jan 1, 1979

By Jan W. Merks

The objective of metrology in mineral exploration is to derive unbiased confidence limits for masses of metals contained in reserves and resources. Sets of test results for gold and silver determined in pairs of interleaved bulk samples give unbiased confidence limits for the central value of each metal. The same sets of test results show how to verify spatial dependence by applying Fisher?s F-test to the variance of a set and the first variance term of the ordered set. A significant degree of spatial dependence gives a higher degree of precision for the central values of gold and silver. Plotting variance terms of an ordered set against the variance of the set and its lower limits of asymmetric 99% and 95% confidence ranges gives a sampling variogram. Sampling variograms put in plain view where spatial dependence in sampling units or sample spaces dissipates into randomness. The application of statistical methods to test results for sets of ordered core samples within boreholes, and for sets of ordered ore volumes within profiles, plays an important role in defining reserves and resources.

Oct 1, 2009

By Daniel F. Meyer

INTRODUCTION The Metropolitan Boston Transit Authority (MIA) Red Line has served greater Boston commuter needs from its Harvard Square terminus since its opening in 1912. Since then, the population of Boston's northwest area has increased substantially, and with this growth have come dramatic changes in the type and distribution of urban land uses, including the number of households, jobs, shopping and recreational opportunities; these changes have created a need for improved transportation. Extension of the Red Line to better serve these communities has been a topic of discussion for nearly 40 years. In November of 1977, the Urban Mass Transportation Administration (UMTA) granted the MBTA approval and funding for the Red Line Extension Project. With funding in place, the MBTA proceeded with final engineering and construction of the section from Harvard Square to Alewife. When completed, the Red Line Extension will add 3.2 miles of new track to the MBTA system. Estimated final cost is about $400 million. On October 3, 1978, the MBTA received bids for the construction of Project 091-105, Harvard Square to Porter Square Tunnels and Shafts, which is part of the overall Red Line Extension. The Joint Venture of Morrison-Knudsen, White, Mergentime was the low bidder at $47,478,600. Official award of the contract came on October 25, 1978, with Notice to Proceed given October 31, 1978. The contract called for construction of two independent parallel concrete-lined tunnels in rock, soft-ground and mixed-face

Jan 1, 1983

By Rafael C. Castro, Paul V. Savard, Kathleen M. Murtagh

Preliminary design is underway for the Massachusetts Water Resources Authority’s (MWRA) next major tunnel program, the Metropolitan Water Tunnel Program (MWTP). The MWTP is the latest part of MWRA’s ongoing efforts to achieve redundancy for its metropolitan water transmission system including its historic deep rock City Tunnel, City Tunnel Extension and Dorchester Tunnels. The MWTP comprises several deep rock tunnels that will be approximately 10-foot to 12-foot finished diameter totaling just over fourteen miles long and ten connections to existing large diameter surface piping and pumping stations. This paper will present an update on current engineering and permitting efforts, packaging schemes, and the schedule to complete the MWTP.

Jun 13, 2023

By Charles W. Daugherty

INTRODUCTION The Washington Metropolitan Area Transit Authority's (WMATA's) rapid transit system, Metro, ultimately will comprise 162.5 km (101 miles) of line divided among 10 routes. As shown in Figure 1, about 24 km (15 miles) of the system will consist of mined rock tunnels distributed along the A, B, C and K Routes. The structural construction contracts for all of the A, C and K Route rock tunnels are complete and trains are running in about one-third of them. A contract for construction of rock tunnel section B-9, the southernmost third of the B Route, was awarded on June 27, 1980. The final design of Sections B-10 and B-lla, the remainder of the rock tunnel portions of the B Route and the Metro system, are well advanced and should be under con¬struction by 1982. Of Metro's 87 stations, 11 will have been constructed by mining in solid rock, a not inconsiderable achievement, since each structure must be over 183 m (600 feet) long, wide enough to accommodate two trains and one or two passenger platforms, and high enough to achieve a stable arching action without encumbering columns. With the passage of years, some original priorities have been reordered, and ways have been sought to streamline and simplify this most complex of Metro structures without grossly violating the architectural standards that make it unique. This paper will summarize that search, and describe the design and construction aspects of the resulting product, the dual chamber rock tunnel station.

Jan 1, 1981

By R. Schwarz, E. Pusch, A. Juch

"The paper describes in general the objectives, goals as well as theoretical background of "METSI"-project proposal submitted to German BMBF (Federal Ministry of Education and Research). The METSI project is a starting point for technology and know-how transfer of German water management and water treatment technologies to South African Mining industry. "METSI" is Setswana, one of the eleven official languages in South Africa, and means "water". It stands also for "Management System for the Implementation of Environmentally Sound Water Supply Technologies in South African Mining Areas with Involvement of all Relevant Stakeholders". The project focuses on development, design and implementation of mathematical models that consolidate and evaluate existing data and generate substantiated projections of "water" amount and quality. METSI covers a wide range of scientific, technical, social as well as economic questions related to "water in mining"."

Jan 1, 2011

By M. Greyling, C. Panaou, M. Bellino

Commonly the most frequent method of calculating the overall mass balance of a multi mineral platinum-group metal (PGM) concentrator circuit in Southern Africa has been through the use of spreadsheets, typically Microsoft EXCEL®. While there are some advantages in using spreadsheet based mass balances during the conceptual design phase of the project, their use becomes limited in the detailed design phase of the project. This paper discusses the successful application of METSIM® for mass balancing of a PGM concentrator and highlights the benefits gained during the conceptual and design phase of the project.

Jan 1, 2005

By H. Laitala, M. Lampi

Metso Outotec has developed a wide range of solvent-extraction technologies over decades and has introduced Metso Outotec VSF®X solvent-extraction plant. Standardized and modularized, Metso Outotec VSFX Plant provides a novel way to design, manufacture, transport, install, operate, and maintain solvent-extraction plants far better than in the past with highly sustainable and safe methods. For the customer, this means fast-track projects with savings in means of time, costs, quality, and operation. Sicomines and Metso Outotec have together implemented and commissioned a modern and efficient copper solvent-extraction plant. Plant commissioning and ramp up of the plant were fast and the plant is now operating efficiently. This paper presents Sicomines’ VSFX copper solvent-extraction project and gives a sight into operating figures for the plant.

Jan 1, 2023

By K J. Riihioja, E Nozawa

SmartTag is a radio frequency identification (RFID) based technology designed to allow tracking of ore from its source through blasting, run-of-mine (ROM) pads, crushers, intermediate stockpiles and finally into the concentrator. This paper presents current developments and the future direction of the SmartTagÖ ore tracking system, as well as presenting some case studies. Successful applications of the SmartTag system have encouraged development to allow the system to be used in a wider variety of plants, in particular plants with finer crushing and screening stages. This presented Metso with a number of technological challenges, including RFID tag and antenna design. By reducing the traditional RFID tag diameter from 60 mm to 20 mm the RFID tags can now successfully pass through a secondary crusher. The new smaller RFID tags (referred to as mini RFID tags) have been used in some Process Integration and Optimisation projects with very promising results. The results indicate that the miniature RFID tags have a higher survivability to blasting and through secondary crushing stages. Extending ore tracking further through the process allows more reliable linking of spatial data with time based process performance. Metso is looking at developing even smaller micro RFID tags, and is also investigating other applications for the SmartTag system, including ore tracking from the original source to the final destination (ie from the mine, through the plant and ports to the customer).

Sep 26, 2011