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By S. Slottee

The disposal of plant tailings in a safe and environmentally acceptable manner has taken on increased importance throughout the world, across all types of mineral beneficiation plants. In the U.S. plant life span, expansions and new plants in the current robust mineral markets are faced with environmental pressures to minimize the use of land for disposal by maximizing existing tailings pond capacity. The combination of many drivers from economic to environmental have brought paste thickeners into the coal industry (PasteThick 2007) Thickening tailings to a more concentrated slurry is a common step in the disposal flow sheet. Thickening to a non-settling ?paste?, also called ?thickened tails? or ?tailings stacking?, is a relatively recent development. This paper describes the paste thickener as an alternative for dewatering a fine coal refuse (tailings) stream for deposit as a paste. Initial operating results of the paste thickener are discussed.

Jan 1, 2008

Paste Thickening of Tailings at the Clermont Coal Preparation Plant

Sep 13, 2010

By T. Gollaher

The use of paste thickeners for mineral tailings has gained increasing acceptance by the mining industry throughout the world and in the U.S. during the last five years. Advantages of water recovery and environmental sustainability are the driving forces for paste as an alternative to conventional thickening and the slurry pond. This paper presents a summary of the differences between paste and conventional tailings thickeners, along with recent examples of full-scale paste thickener installations.

Jan 1, 2010

During 2009 the technical services staff at Barrick Gold Corporation's Australian Business Unit conducted a review of their five underground mines that utilise pastefill as the backfill component for these operations. Of the five mines reviewed three use dry tailings and two use wet tailings plants. The primary aim for these reviews was to determine whether pastefill was the right option to be used, and if not, what where the alternatives. The reviews undertaken focus on several areas including, paste plant operation, reticulation and barricade techniques, the geotechnical requirements for pastefill in regards to the current mining methods, the consideration of alternative methods, capital and operating cost histories compared to initial estimates, and a cost benefit analysis of pastefill against other mining methods. The main benefits from the use of pastefill is increasing the extraction of the resource, reducing or eliminating the need to leave pillars. In some mines the use of pastefill is geotechnically driven, to manage high stress environments or mining induced seismicity. A third benefit of using pastefill in some circumstances is that it reduces dilution, however it is considered that this is not a valid argument for most of the mines reviewed. At two mines no alternative to pastefill was determined, whilst differing extraction and filling strategies were potentially identified at the other three mines. The reviews developed cost benefit curves for those sites that had alternative mining methods to assist in determining whether pastefill is the right option to use for any particular stope. At the grades typically mined in each operation, pastefill was the preferred option to use. In all mines, pastefill was determined to be the best option at this time.

Nov 25, 2010

By Maureen A. McGuinness

Kidd Mine, an Xstrata Copper operation in Timmins, Ontario, operates a 400 t/h pastefill plant that provides paste backfill to stopes at the depth of 9000 ft. This paper will cover the operating practices of the pastefill plant both on surface and underground, highlighting tailings excavation, paste mix design and the pipe maintenance program. Kidd Mine, une opération d'Xstrata Copper à Timmins, Ontario, opère une usine de remblai d'une capacité de 400 t/h. Le réseau de distribution permet d'acheminer le remblai en pâte juste qu'à une profondeur de 9000 pi. Cet article couvrira le mode opératoire de l'usine de remblai tant à la surface que sous-terre en mettant l'emphase sur l'extraction des rejets miniers, la recette du remblai en pâte ainsi que le programme d'entretient du réseau de distribution.

Feb 1, 2008

By Andrew T. MacKenzie, Paul A. Rantala

Predictive pastefill rheology (flow characteristic), models have long challenged pastefill practitioners. While the methodology and practicality of recipe formulation is attainable in most locals, the remaining challenge has been to devise a predictive mathematical or empirical model of paste flow characteristics. Flow phenomenon can now be assigned mathematical and physical basis. The authors herein disclose physical and mathematical methods that demonstrate how operators could proceed when designing reliable pastefill systems. Knowledge presented will allow users flexibility in adjusting flow-rates. Laboratory data shows stiff pastefill delivery design can be derived through mathematical relationships of particle size, material characteristics and pipe diameter.

Jan 1, 2001

By S. C. Radopoulou

Pavement condition assessment is an indispensable constituent in maintaining roadway infrastructure. Current practices for pavement condition assessment are labor intensive which introduce subjectivity in pavement rating and are time consuming. Automated methods rely on full 3D reconstruction of the pavement surface which introduces high equipment and computation costs. This paper presents a methodology for detection of patch type distresses in asphalt pavement images. This method uses filtering and histogram equalization for clearing and enhancing the image accordingly. It continues by applying the morphological process of closing, along with some rules based on the characteristics of a patch when captured in an image, to finally detect the area it occupies. Criteria for area, length, and width of a patch as seen in an image are taken into account to decide whether a probable patch is actually a patch. The method has been implemented in C#. The preliminary experiments demonstrate it produces promising recognition results

Aug 1, 2013

By John D. Kinton

A patent is a right granted by the government to exclude others from making, using, selling, offering to sell, or importing a claimed invention. Once the right is granted, the patentee may use the U.S. Federal Courts to enforce that right. Reading a patent from a litigation perspective is quite different than reading it from a technical perspective. The Judge's interpretation of the claims will affect their scope, and likely the ultimate outcome of a patent case. Additionally, the patent right can be challenged. If done successfully, the patent can be rendered invalid or unenforceable. The likelihood of success, and well as the achievement of other litigation goals is often influenced by the forum where the litigation is initiated. Finally, patent litigation costs are significant, and will weigh heavily in the decision to file (or fight) a patent lawsuit.

Jan 1, 2006

By Mark W. Sajewycz

Creating technology, securing patent rights, and managing a patent portfolio are time-sensitive and dynamic activities. Agreements should be in place with technology partners (employees, contractors, joint venture partners), prior to embarking on research and development projects, so as to mitigate future disputes over patent rights. Technology partners should be educated on patent law basics so as to be mindful of patent bar triggering events. Accurate records must be maintained to capture information relevant for preparation and filing of patent application, including subject matter, names of inventors, and invention date. Developed inventions should be evaluated for whether to file for patent protection, delay patenting until technology is further developed, maintain trade secrecy, or effect deliberate public disclosure. Once decision is made to file for patent protection, time is of the essence, and application for patent protection should be filed as soon as possible, as many countries award patents on a "first-to file" basis. Decisions on where to file are made having regard to potential competitive advantages versus cost considerations, and can be delayed by taking advantage of priority rights recognized in patent legislation of most countries. Once patents are granted, competitors must be policed for potential patent infringement, and legal action may be necessary to prevent patent infringement.

Jan 1, 2006

By R. F. Taberer

Within the technology field generally known as biological heap leaching or percolation leaching, lies a wealth of technological knowhow that is potentially patentable and therefore can form the subject matter of patent applications. An organization often overlooks the potential for generating intellectual capital during its research by dismissing the possibility that what it is working on may be novel and inventive and therefore patentable. The organization labours under the misconception that there is nothing patentable in its work mainly because the novel aspect is overlooked against the general background state of the art or, if identified, is not recognized as having sufficient inventive merit. In the field of biological heap leaching, patents have issued on inventions that extend across a large range of technology, including microbiological inventions-for example a particular strain of microbe used in a heap leach application, electro-mechanical inventions, for example a column simulator that simulates the heap leach environment, and thermodynamic inventions such as methods of generating and maintaining heat in a heap.

Jan 1, 2012

By William E. Greenawalt

IN these days of special legislation for the benefit of various industries one might well consider one branch of human endeavor intimately associated with engineering-that of patents and patent litigation. It is estimated that 85 per cent of all industries in the United States are based directly or indirectly on patents. Most inventors are engineers, and most patent litigation pertains to the engineering industries. It is fitting, therefore, that engineers should be vitally interested in discussing patent affairs, particularly as inventors are not a professional group, and invention is mostly a transitory phase incident to the development of specific industrial problems.

Jan 1, 1937

By S. W. Miller

MOST of the steel welding done at the present time is in material containing not over 0.3 per cent. carbon, and the tests here described were in similar material. These tests are not as yet completed but it is hoped that more results and more reasons for the conclusions may be presented at the meeting in February. From the time the author found the peculiar structure in electric welds referred to in a previous paper,1 that is, needles or plates in the grains and similar material, in larger spots, at the grain boundaries, he has felt that these plates which may be iron nitride and probably contain some carbon, were at least partly responsible for the brittleness of electric welds. He has found but few traces of similar lines in oxyacetylene welds until the last 2 mo., when he has found them in large numbers under certain conditions. In the top of these welds, they are quite numerous. In the body of heavy oxyacetylene welds, they appear at times, but not nearly to the extent that they do in electric welds; the author has never seen them in the body of welds in material less than ;3/4 in. (19 mm.) thick. They are shown in Fig. 82. The reason they were not noticed before is undoubtedly due to the fact that in making tests of welded pieces the weld was always ground off level with the plate, and as this structure only appears in the top ;1/16 in. (1.5 mm.) of the weld, they were removed by the grinding or machining; also, welds ¾ in. thick had not been examined. It did not appear, in making bending tests, that this structure had much influence on the strength of oxyacetylene welds; while electric welds are noticeably brittle. Further, oxyacetylene welds made with certain special materials were exceedingly brittle even after the tops of the welds were removed; this was true in cases where there was no sign of the plates whatever and where the welds were remarkably free from oxide and the other usual defects. It appeared, therefore, that this brittleness did not depend on any variable that had been noticed so far, and it was

Jan 2, 1919

By S. W. Miller

MOST of the steel welding done at the present time is in material containing not over 0.3 per cent. carbon, and the tests here described were in similar material. These tests are not as yet completed but it is hoped that more results and more reasons for the conclusions may be presented at the meeting in February. From the time the author found the peculiar structure in electric welds referred to in a previous paper,1 that is, needles or plates in the grains and similar material, in larger spots, at the grain boundaries, he has felt that these plates which may be iron nitride and probably contain some carbon, were at least partly responsible for the brittleness of electric welds. He has found but few traces of similar lines in oxyacetylene welds until the last 2 mo., when he has found them in large numbers under certain conditions. In the top of these welds, they are quite numerous. In the body of heavy oxyacetylene welds, they appear at times, but not nearly to the extent that they do in electric welds; the author has never seen them in the body of welds in material less than ;3/4 in. (19 mm.) thick. They are shown in Fig. 82. The reason they were not noticed before is undoubtedly due to the fact that in making tests of welded pieces the weld was always ground off level with the plate, and as this structure only appears in the top ;1/16 in. (1.5 mm.) of the weld, they were removed by the grinding or machining; also, welds ¾ in. thick had not been examined. It did not appear, in making bending tests, that this structure had much influence on the strength of oxyacetylene welds; while electric welds are noticeably brittle. Further, oxyacetylene welds made with certain special materials were exceedingly brittle even after the tops of the welds were removed; this was true in cases where there was no sign -of the plates whatever and where the welds were remarkably free from oxide and the other usual defects. It appeared, therefore, that this brittleness did not depend on any variable that had been noticed so far, and it was

Jan 2, 1919

A. M. CANDY,* Pittsburgh, Pa.-I think more stress should be laid upon the question of welding with the carbon electrode, which we ordinarily call graphite arc welding. Mr. Miller's photograph indicated that the original parent metal had been decarburized to a marked degree. It would be interesting to know the carbon content of the parent metal, and whether or not Mr. Miller has made any investigations to determine if the metal is always decarburized or whether in some instances we actually have carbon injected into the weld, which has been the understanding that has been quite prevalent. There were one or two other points that Mr. Miller brought out concerning which I desire to ask one or two questions: The illustrations that he presented were obtained with what, I suppose, would be termed a real low-carbon steel welding wire, which gives in the deposited metal grains that are more or less symmetrical, whereas the Roebling electrode, which is a mild steel of higher carbon content, apparently gives a columnar structure. I do not know which-of these I structures is more desirable, but assuming that the structure produced by the really low-carbon steel wire is the more desirable, would it not be true that the very low carbon content would, probably owing to high temperatures that prevail in the arc, result in a greater amount of oxidation and probably result in either carrying into the weld more oxide or producing more oxide on the surface as the operator progresses? The short arc is an advantage in all cases. Whether Mr. Miller's trouble is oxide or nitride, the short arc helps him out, because the closer the end of the electrode is to the work the less chance there is for either oxygen or nitrogen to get in. And whichever is the cause of the trouble, the short arc keeps it out by lessening the time in which the steel is molten and the amount of air that gets in. It also makes sure that the molten metal will not fall into the crater. Everything is in favor of the short arc.

Jan 4, 1919

ZAY JEFFRIES, ? Cleveland, Ohio (written discussion?).-Mr. Miller's work on the path f rupture in fusion welds is fundamental. He is to be congratulated on the thoroughness with which he outlined and executed the experimental work. Following are some observations based on the data included in the papers and elsewhere. The iron nitride needles greatly increase the elastic limit of the ferrite-nitride complex. This is proved by the fact that the elastic limit of the weld material is very much higher than the elastic limit of pure

Jan 5, 1919

Authors have been conducting research on autonomous loading operation by wheel loader. Autonomous loading cycles has been demonstrated with real size experimental model. In V shape loading operation, travelling between scooping point and dumping point is dominant factor for cycle time of the operation. The positions of scooping point and dumping point changes with advancing the operation. In the developed system, path planning is performed at the beginning of every cycle. The path is formed by combination of curve and straight path elements. During travelling on the planned path, path following control is applied on the loader to keep position error in narrow range. Positioning of the loader is based on dead reckoning with correction by global positioning system (GPS) data. In a process of path following control, control value for steering angle is determined based on position error in lateral direction. Proposed method of path planning and position control is installed and tested in the real size experimental model. The detail and results will be described in the paper.

Dec 6, 2010

By Shigeru Sarata

A wheel loader is one of the main loading machines in open pit mines. The authors have been conducting research and development on autonomous operation of loading by a wheel loader. The most common loading method by a wheel loader is the ?V shape? path method. The loading operation consists of cycles of scooping from the pile, traveling to the dump truck, loading on the dump truck and return traveling to the scooping point for the next cycle. The traveling path includes a switchback in the middle of the path. The moving direction of the loader is changed at the switchback point. From observation of V shape path loading operations by experienced human operators, it seems that they control the bucket position between the scooping point and loading point on a shorter path for higher productivity. A new path planning method is proposed this paper, whereby a point on the center of the tip of the bucket is controlled moving from the initial point and the final point. The motion of the controlled point is generated by the wheel steering the wheel loader. The controlled point is moved along the direction to the final point; however, the motion and mechanism of wheel loader have restrictions, such as the velocity of the loader, the steering angle, and the steering angular velocity. Because of these restrictions, the path of the controlled point is not a straight line between the initial and final points. When this control method is applied between the scooping and the dumping points directly, the planned path is not stable in the leaving wing of V shape path. Therefore, the initial position of the wheel loader is set at the switchback point, then two approach wings to the scooping and the dumping points are made. The whole planned path is obtained by connecting the two paths. The shape of the planned path is strongly affected by the position of the switchback point, as well as the scooping and the dumping points. By simulation of path planning at different switchback points with the combination of the scooping and the dumping points, the paths for more effective loading are determined. The results of the simulation are presented in the paper.

Aug 1, 2013

By T. K. Bose

According to the Intergovernmental Panel on Climate Change (IPCC), the average global temperature has risen over the last century. If this trend continues over the next century, the IPCC projects a significant increase in temperature and a rise in sea level. The changes in climate could adversely impact human health, agriculture, water resources and ecosystems. Most national and international agencies have concluded that our use of carbon-rich fuel is responsible for global warming through the greenhouse effect. In the future, the situation may get worse if the increased need for energy in countries like China, India and Brazil is fulfilled by burning fossil fuel. Advanced natural gas-fuelled vehicles have the potential to reduce carbon monoxide and reactive hydrocarbon emissions substantially compared to gasoline vehicles. Further environmental benefits can be realized by using a blend of natural gas and hydrogen. Such an approach will help create an infrastructure for an eventual transition to hydrogen.

Jan 1, 2005

By Jinke Li, Fenghua Wang

"While coal fueling China's economic growth it has already been causing severe pollution and amounts of CO2 emission. How to make deep reductions in carbon emission is not only a huge challenge for the greatest consumer of coal, but also a revolution for China’s coal industry. The paper explores how to shrink CO2 emissions during the lifetime of coal. The paper points out that increase of coal mine efficiency and productivity, green mining, utilization of coal mine methane and environment-friendly disposal of coal gangue can reduce CO2 during coal mining; coal preparation and coal by wire can decrease CO2 during coal preparation and transportation; improving combustion efficiency, CO2 capture and storage (CCS) and coal transformation can lessen CO2 during coal utilization. The paper also points out that Circular Economy Park is a practical way to develop a low carbon economy for coal industry. An econometric model for total coal industry and each sector are constructed to measure carbon emissions based on CO2 equivalent emissions, then with detailed calculations, based on potential greenhouse-gas emission's reduction, a most likely low carbon roadmap of China's coal industry is depicted with scenario analysis method.Introduction Global warming poses a profound threat to humanity and the natural world and is one of the most serious challenges humankind has ever faced. According to the 2007 Fourth Assessment Report by the Intergovernmental Panel on Climate Change (IPCC), global surface temperature increased 273.89 ± 273.33K during the 20th century (IPCC 2007). Increasing concentrations of greenhouse gases have caused most of the observed temperature increase since the middle of the 20th century (United States National Academy of Sciences 2008), and CO2 is the most important cause of global warming. In 2005, CO2 contributed 76% of global greenhouse gas emissions, CH4 contributed approximately 16%, N2O contributed approximately 6% and the combined F-gases contributed approximately 2% (IEA 2010). Among the many human activities that produce greenhouse gases, energy use is by far the largest source of emissions. Since 1870, CO2 emissions from fuel combustion have risen exponentially (IEA 2009). Of the three types of fossil fuels - coal, natural gas and petroleum - coal constituted only a quarter of the world total primary energy consumption in 2007. The situation is even more critical in China than in the rest of the world, as energy-intensive industrial production is growing rapidly, and large coal reserves exist in combination with limited reserves of other energy sources. The development and production of the coal industry provide stability in China's economic growth. There are more than 7000 coal enterprises in China; the coal enterprises are the main contributor to China's ""economic miracle""."

Jan 1, 2017

By R. S. Handy

THE properties of the Patiño Mines and Enterprises Consolidated, Inc., a New York corporation, are near Llallagua in the department of Chayanta in the west central part of Bolivia, South America, about 80 miles southeast of Oruro and 250 miles southeast of La Paz, the largest city in Bolivia and its virtual capital. The properties are accessible by railroad from three points on the west coast-from Mollendo, Peru, across Lake Titicaca, from Arica by way of La Paz, and from Antofagasta, Chile. The latter route, although the longest, is recommended by the companies as affording a more gradual introduction to the high altitudes; the mine being 13,000 ft. above sea level. The company operates its own railroad from its properties at Uncia to Machacamarca on the Chile & Bolivia R. R., a distance of 60 miles. This railroad is well equipped and well operated, and its location among the mountains surrounding Uncia represents excellent engineering skill. In fact all of the railroads, although they are of only a meter gage, are remarkable for the excellence of their construction, the arrangement of their dining and sleeping cars and the precision of their operation. There is only one drawback to rail- road and hotel accommodations and that is the absence of heating facilities, which does not seem to affect the natives but keeps a tenderfoot's teeth chattering continually. The company is a consolidation of the Patiño company, owning properties at Uncia, with the Compafiia Estanfera de Llallagua, a' Chilean corporation owning contiguous properties at Llallagua. Before the consolidation these companies were deadly enemies, and there still remain at the surface plant at Uncia the fortifications and underground defences provided during the warfare between the two factions. Also, in the Azul, or "Blue" tunnel at the junction line between the two properties is a strong steel barricade still bearing marks of the bullets fired during the various armed tilts between the workmen of the two companies. The headquarters for the mining operations and the milling plant have been moved since the consolidation from the original location at Uncia to the Llallagua side of the mountain, where the Chilean company's operations were carried on. The historic old town of Uncia, with its massive stone buildings of Spanish design, is a wreck, while the Llallagua side is being rapidly built up with modern structures.

Jan 1, 1929