Search Documents

By R. V. Ramani

In a 1985 seminar, we were told that overoptimism abounds in Artificial Intelligence (AI), that A1 is neither a science nor a technology yet, and that we will be both exhilarated and disappointed with AI. In fact, even today, there is no single accepted definition of AI; however, certain features have been identified by AI researchers as essential to consider an entity.(e.g: machine or program) to be intelligent. According to Shank (1987), these features include communication (to be able to communicate with), internal knowledge (knowledge about itself), world knowledge (awareness and knowledge about the world outside), intentionality (knowing what one wants and a plan to seek it, ie. goal seeking behavior), and creativity (being adaptable to changing conditions). None of these figures would individually define intelligence; however, each would be a part of intelligence in its own way. The prospects for the development of entities with AI have never been as good as they are now. The combination of advancements in computer hardware and software along with new insights into the ways in which we store knowledge and use it for problem solving has enhanced the potential for the creation of intelligent entities. After some unbounded optimism of a major breakthrough in the fifties and frustrating disappointments in the two following decades, it appears now that AI has emerged from research labs to industrial practice. This is confined by the growing number of repeat applications of AI in business and industry to the extent that AI can now be considered a technology.

Jan 1, 1989

By D. Nilsson, B. Aaro

To find out if there are any potential savings in "in-the-wall haulage for open pits," the Swedish companies ASEA and Kiruna-Truck in 1984 gave us financial support to study this solution in more detail. In the study, the use of in-the-wall haulage was studied for three hypothetical open pits with different sizes and shapes. Annual ore production rates also varied. A part of this thorough study was published by the Swedish Mining Research Foundation (see Report F 8444, "The Use of Electric Trucks and In-the-Wall Haulage in Open-Pit Mining," in Swedish with an English Summary). Although in-the-wall haulage is of interest in some open pits, the local terrain is important for profitability. The authors do not think in-the-wall haulage is of any major interest for the mining industry. The following is a summary of some of the author's findings. To place the haul road in the wall is not of interest in open pits with declining metal contents in the bedrock. In such mines, the volumes from the haul roads will not yield revenues. The cost per m3 for an underground haul road is much higher than for a haul road in the pit. This means that it is only of interest to place the haul road in the wall when mining gets deeper than about 50 m (165 ft). In-the-wall haul roads will reduce flexibility in the pit, and it will make necessary the use of smaller equipment with lower productivity and higher costs per ton. As Hustrulid, et al. show (Table 4), excavation savings of material hauled are very low, $0.10 to $0.25/t (0.09 to 0.27 per st). The extra operating cost, due to lower productive equipment, will normally be much higher and thus destroy the whole idea with in-the-wall haulage. If electric trucks are profitable for in-the-wall haulage, it is normally also profitable to use electric trolley assist for trucks on the haul road in the pit. But the profitability of using electric power is different in different countries, and depends on the relation between the cost for electric power and diesel fuel. In the US, diesel fuel is inexpensive compared with electricity, but in a country like Sweden, diesel fuel is much more expensive. In most open pits, the trucks have to move a considerable distange from the loader until they reach a final haul road in the wall. A trolley line along such temporary haul roads will be exposed to flyrock. It is normally less expensive to perform rock support from the open pit than from underground ramps in the wall. In Fig. 8, Hustrulid et al. gives the impression that the underground haul roads will be very close to each other. This is seldom the case. Figure 1 shows a haul road in the wall. The haul road passes through each cross-section only once. Arranging a reliable dewatering and rock support system from only one underground ramp is probably impossible. Many more drifts are therefore necessary. In our report, we also studied what would happen if the final pit slope is increased by 5°, using underground drifts in the wall. Our conclusion was that, the extra cost for drifts, rock support, pumps, etc. destroys the whole idea, and that it was better to accept a higher stripping ratio with the haul road in the pit and to use conventional low-cost open pit equipment. Finally, we think it is would be difficult to try to reduce the safety factor when determining the slope angle by moving the haul road in the wall. Minimizing the risk for pit wall collapse is also important with in-the-wall haulage, primarily because men and equipment will be working in the pit, but also to guarantee many accesses between the pit and the haul road in the wall.

Jan 1, 1990

By D. Nilsson, B. Aaro

To find out if there are any potential savings in "in-the-wall haulage for open pits," the Swedish companies ASEA and Kiruna-Truck in 1984 gave us financial support to study this solution in more detail. In the study, the use of in-the-wall haulage was studied for three hypothetical open pits with different sizes and shapes. Annual ore production rates also varied. A part of this thor¬ough study was published by the Swedish Mining Research Foundation (see Report F 8444, "The Use of Electric Trucks and In-the-Wall Haulage in Open-Pit Mining," in Swedish with an English Summary). Although in-the-wall haulage is of interest in some open pits, the local terrain is important for profitability. The authors do not think in-the-wall haulage is of any major interest for the mining industry. The following is a summary of some of the author's findings. To place the haul road in the wall is not of interest in open pits with declining metal contents in the bedrock. In such mines, the volumes from the haul roads will not yield reve¬nues. The cost per m3 for an underground haul road is much higher than for a haul road in the pit. This means that it is only of interest to place the haul road in the wall when mining gets deeper than about 50 m (165 ft). In-the-wall haul roads will reduce flexibility in the pit, and it will make necessary the use of smaller equipment with lower productivity and higher costs per ton. As Hustrulid, et al. show (Table 4), excavation savings of material hauled are very low, $0.10 to $0.25/t (0.09 to 0.27 per st). The extra operating cost, due to lower productive equip¬ment, will normally be much higher and thus destroy the whole idea with in-the-wall haulage. If electric trucks are profitable for in-the-wall haulage, it is normally also profitable to use electric trolley assist for trucks on the haul road in the pit. But the profitability of using electric power is different in different countries, and depends on the relation between the cost for electric power and diesel fuel. In the US, diesel fuel is inexpensive compared with electricity, but in a country like Sweden, diesel fuel is much more expensive. In most open pits, the trucks have to move a considerable distange from the loader until they reach a final haul road in the wall. A trolley line along such temporary haul roads will be exposed to flyrock. It is normally less expensive to perform rock support from the open pit than from underground ramps in the wall. In Fig. 8, Hustrulid et al. gives the impression that the underground haul roads will be very close to each other. This is seldom the case. Figure 1 shows a haul road in the wall. The haul road passes through each cross-section only once. Ar¬ranging a reliable dewatering and rock support system from only one underground ramp is probably impossible. Many more drifts are therefore necessary. In our report, we also studied what would happen if the final pit slope is increased by 5°, using underground drifts in the wall. Our conclusion was that the extra cost for drifts, rock support, pumps, etc. destroys the whole idea, and that it was better to accept a higher stripping ratio with the haul road in the pit and to use conventional low-cost open pit equipment. Finally, we think it is would be difficult to try to reduce the safety factor when determining the slope angle by moving the haul road in the wall. Minimizing the risk for pit wall collapse is also important with in-the-wall haulage, primarily because men and equipment will be working in the pit, but also to guarantee many accesses between the pit and the haul road in the wall.

Jan 1, 1989

By J. A. Zimmer, M. S. Hillis, D. Moredock, J. A. Organiscak, A. B. Cecala

Enclosed cabs have been used on surface mining equipment for many years to protect equipment operators from health and safety hazards. The surface mining and quarrying process is a highly mechanized process that generates large quantities of respirable dust. Due to economic factors, more older mining equipment is being used today than in years past. With this older equipment, it is common to observe deterioration of many components on the enclosed cabs, which greatly reduce their protection effectiveness. NIOSH has performed a number of different field studies, as well as a comprehensive laboratory study, evaluating various factors and parameters regarding enclosed cabs. NIOSH has recently completed a cooperative research effort to evaluate the effectiveness of a newly designed unidirectional powered precleaner, filter and pressurizer that brings clean filtered air in at the roof of the cab and extracts all recirculated air near the floor. This research effort provided another example of the enhancement in air quality that can be achieved in an enclosed cab from the implementation of an improved filtration system and by establishing positive pressurization from increased intake air volume and sealing the cab. This testing showed a significant reduction in respirable dust levels in the enclosed cab when comparing baseline versus post-testing results. Since dust levels were similar near the roof and floor of the cab during post-testing, the unidirectional flow pattern did not appear to significantly improve the performance over the conventional design in this study.

Jan 1, 2009

By Salam Moubarak, Thomas Camus

"INTRODUCTION Since the introduction, several decades ago, of the first concepts of tunnel boring machines (TBMs), the unremitting increase of mechanized and automated tasks and the reduction of manual tasks carried out by human operators have gone hand in hand with the continuous improvement of these machines. In the present state of TBMs, the replacement of worn cutting tools is a critical, tedious, and dangerous manual operation especially for earth pressure balanced (EPB) and slurry TBMs. For such pressurized TBMs, hyperbaric interventions are used. They consist in replacing the pressurized soil/mud inside the chamber with compressed air that balances the face pressure. The operators can then ""dive"" into the chamber; however, because the human body cannot naturally undergo pressure changes, they have to follow strict procedures that have been developed for subsea divers, based on decompression stops. Indeed such interventions are actually quite often performed by professional deep-sea divers. The pressurized TBMS are consequently equipped with a manlock that allows for the required compression and decompression cycles. Hyperbaric interventions increase risk to the operators and require long decompression procedures that increase the TBM idle time and reduce its efficiency. At higher pressures, over 3.5 bar (ITA Report No 10, 2011), specific equipment and special gas mixes and/or saturation techniques are recommended (Lamont, 2012). Such procedures are even more expensive and time consuming although the duration of work in the pressurized area can be very limited for health and safety reasons. Contractors are therefore increasingly interested in automating these operations to reduce the risks to human workers and improve the TBMs performance. Moreover, the demand for new, ambitious and challenging tunneling projects (very deep, high pressure boring) is ever increasing, but the supply of suitable TBMs is limited and the risk from working in the hyperbaric environments becomes increasingly unacceptable. Impact of hyperbaric interventions The UK Health & Safety Executive has analyzed the consequences of working in intermediate pressure compressed air. The retrospective study of decompression illness (DCI) indicated that at certain pressures its incidence was around 2% of all exposures. More worryingly it showed that over 20% of the exposures commonly undertaken by shift workers in tunneling (those over 1 bar pressure for 4 hours or more) resulted in DCI. It was concluded that on some contracts up to 50% of shift production workers experienced DCI at some time during the contract, a situation which was considered to be wholly unacceptable (Lamont, 2006)."

Jan 1, 2016

By Michael L. Cramer, Kunsoo Kim

INTRODUCTION The Columbia River Basalt beneath the Hanford Site is one of several rock types being considered by the U.S. Department of Energy for the first commercial high-level nuclear waste repository. The Basalt Waste Isolation Project (BWIP) has been carrying out a comprehensive investigation to assess the feasibility of constructing a repository in basalt and to develop technology required for repository engineering and site characterization. Development of a nuclear waste repository requires a number of design considerations not usually necessary in the planning of conventional underground structures. Principal among these is the thermally induced stress field resulting from waste emplacement. This thermal stress, super- imposed on the preexisting in situ- and excavation- induced stress fields, needs to be evaluated in the design process due to the sensitivity of waste emplacement density to this factor. The nature of this thermally induced stress field is dependent on several factors, including the temperature distribution around the repository openings, the thermal properties of the rock mass, and the deformability of the rock mass. Re1iable performance of the repository structure is largely determined by the ability to under- stand the above rock mass characteristics and predict the underground opening response to waste emplacement based on this understanding. To gain an understanding of this rock mass behavior in a repository condition, the BWIP has conducted a large-scale heated block test in basalt at the Near-Surf ace Test Facility (NSTF) on the Hanford Site. This paper presents the results from the elevated temperature phase of the block test in which the thermal, mechanical, and thermo- mechanical response of the closely jointed basalt rock mass was evaluated as a function of stress and loading orientation at varying temperatures up to 200 oC. SITE GEOLOGY The NSTF test areas, including the block test site, are located in the entablature zone of the Pomona basalt f low. The Pomona flow entablature is structurally typical of most flows in the Columbia River Basalt Group in that it is characterized by long, undulating, polygonal columns up to 2.4 m in length. Columns vary from 15 to 30 cm in diameter, averaging about 20 cm. Over their length, columns can vary in dip by 150 to 200. The column structures are dissected by subhorizontal cross joints that are generally discontinuous and seldom cross columnar joint boundaries. Spacing of the cross joints also averages about 20 cm. A representative joint pattern taken from mapping of the tunnel wall near the block test site is shown in figure 1. Application of the Rock Mass Rating System (Bieniawski, l979) to the block test site yielded an overall value of 62. The corresponding value from application of the Q-system (Barton et al., 1974) is 8.7 (Cramer and Kim,1985). The NSTF is approximately 50 m below the surf ace. However, this depth is sti1l above the water table and conditions are generally dry. Interstitial water exists as the result of percolation of meteoric water from the surface.

Jan 1, 1986

By Gary Beerkirkcher

INTRODUCTION The mine hoisting equipment that is selected and installed at a mine is for the lifetime of the mine and, therefore, it is extremely important that a proper choice be made. Several types of mine hoist designs, including double drum hoists, single drum hoists, friction hoists, and various special designs of these, are available to¬day. Each has advantages and disadvantages and they should only be used in suitable applications. Drive systems for mine hoists must be evaluated together with the mechanical systems for each hoist application. It does not make sense to properly select the hoist mechanical system and then choose a drive system that turns out to be a bottleneck. MINE HOIST TYPES There are two basic types of mine hoists available in the world today: the drum hoist, on which the hoist rope is actually stored during the hoisting cycle, and the friction (Koepe) hoist, which merely passes the rope over the wheel during the hoisting process. Drum Hoists Single Drum Hoist: A single drum hoist (shown diagrammatically in Fig. 1) can be used as a service or production hoist with the cage or skip in balance with a counterweight (Figs. 2 and 3). It can efficiently service one or more levels, since the location of the counterweight at any time is not important. As a pro¬duction hoist with skips in balance, the single drum hoist is best used for single level hoisting. All rope adjustments for proper spotting must be done manually for the single drum hoist. This has to be done periodi¬cally to compensate for rope stretch. A variation of the single drum hoist is the divided drum hoist. If multilayer winding is necessary, the single drum hoist must have a divider to allow a sep¬arate compartment for each rope. If a counterweight is used with a divided drum application, the counter¬ weight rope can be wound on a smaller diameter (Fig. 4). Consequently, it moves a lesser distance than the main conveyance and rope adjustment problems are re¬duced. Double Drum Hoist: A double drum hoist in oper¬ation is shown in Fig. 5. Double Drum Hoist With One Drum Clutched: As a service hoist with cage and counterweight, a double drum hoist with one drum clutched (Fig. 6) can serve several levels efficiently. The advantage of having the clutched drum is that it allows rapid adjustment of ropes due to initial stretch. Some users may prefer the single drum hoist with manual rope adjustment, while others consider the added expense of the second drum and clutch is justified to make rope adjustments quickly. The value of this feature for a particular application should be discussed with the hoist manufacturer. As a production hoist with skips in balance for a multi¬level operation, the clutch can be adjusted for efficient hoisting from any level. Double Drum Hoists with Both Drums Clutched: There are also double drum hoists that have both drums clutched (Fig. 7). The main advantage claimed for this type of hoist is that if something happens in one of the two compartments, the hoist can operate in the other compartment to raise and lower men and sup¬plies. This feature is particularly favorable if there is only one shaft entrance to the mine. Multiple Drum Hoist: The multiple drum hoist, a South African innovation, is a type of drum hoist about which everyone should be aware. Basically, it uses two hoist ropes per conveyance which at great depths per¬mits use of smaller ropes and smaller drums. There are none in use in the United States today. However, they should be considered in very deep mines. Friction (Koepe) Hoists This hoist (Fig. 8) was introduced to the mining world by Frederick Koepe in 1877. The basic prin¬ciple of the friction hoist is that the hoist rope passing

Jan 1, 1982

By L. Adler

To properly analyze and apply mining equipment, a systematic, current, inclusive, and simple classification scheme is required. This paper provides such a classification for Roadheaders. This Roadheader classification is based on factors, such as the rock cutterhead, the boom type, and the chassis configuration. It first assigns Roadheaders as an equipment type within the larger group of Integrated Excavators. The Roadheader type is then delineated into the following subtypes: the standard, the extended boom, the tunnelers, and the miscellaneous. Next, these subtypes are devolved into kinds, and finally variants and attachments are considered. To resolve inconsistencies in characterizing the Roadheader, cross-referencing is employed within the classification scheme.

Jan 1, 1996

By William L. Rose

Production scheduling is an integral part of intermediate- and long-range open-pit mine planning, affecting equipment selection, manpower requirements and project economics. The development of mining phases, or pushbacks, is discussed in conjunction with generating the best spatial extraction sequence. An approach to scheduling production from these mining phases is then described. Using computers and a production scheduling algorithm, the impact of cutoff grade and advanced stripping policies can be evaluated through sensitivity studies to maximize the return on project investments.

Jan 1, 1985

By N. Moony

The benefit of gravity separation in improving total gold recovery in grinding circuits has been outlined in a significant number of papers to date. However, the use of batch centrifugal concentrators (BCC) as an industry standard to extract gold has limited the potential for maximizing gravity recoveries -particularly in coarse gold deposits. This is a reflection of the high upgrade ratios obtained by BCC's which has an inverse relationship with recoveries. Survey work in Australia has indicated that installation of the InLine Pressure Jig as an alternative to the Bee will significantly increase recoveries of gold by gravity and, accordingly, increase total gold recoveries and lower operating costs.

Jan 1, 1998

By Robert W. Waytulonis

Miners working in underground mines where diesel equipment is used are exposed to exhaust pollutants. These include carbon monoxide (CO), carbon dioxide (CO,), nitric oxide (NO), nitrogen dioxide (NO2), sulfur dioxide (SO2), hundreds of different hydrocarbons (HC) and particulate matter. Evidence from animal inhalation studies and limited epidemiological investigations have led the National Institute for Occupational Safety and Health (NIOSH) to recommend that ‘... whole diesel exhaust be regarded as a potential occupational carcinogen ...’ NIOSH further stated that ‘... the excess cancer risk for workers exposed to diesel exhaust has not yet been quantified, but the probability of developing cancer should be decreased by minimizing exposure…’ The International Agency for Research on Cancer(IARC) reached a similar conclusion, saying that ‘... diesel engine exhaust is probably carcinogenic to humans.’ Before these declarations, there was insufficient evidence concerning the carcinogenicity of diesel exhaust. It was well known, though, that diesel exhaust caused less severe problems, such as headache, eye irritation and unpleasant odors. In 1988, a milestone was reached in the Mine Safety and Health Administration (MSHA) regulatory process. An advisory committee recommended a three-tier approach to regulating diesels used underground-approval of diesel equipment, safety and health. Diesel particulate matter may be specifically regulated. In addition, ambient air quality standards are being proposed that will establish a new standard for CO2 and lower the permissible exposure limits for the NO2, CO, SO2 and formaldehyde emissions that originate from diesels and other sources. Additional safety and emission restrictions are also proposed for diesel engines in coal mines. The goal of the US Bureau of Mines (USBM) diesel engine research program is to minimize the health and safety problems associated with underground diesel equipment use. Part of this program is focused on reducing exhaust emissions from diesel-powered equipment used in underground mines.

Jan 1, 1993

By G. Falalakis

The Perama Hill gold project is an environmentally friendly project designed with the principle of zero discharge to the environment. The main issues of the proposed mine that are addressed in this paper are the water management, the dam and tailings management facility parameters as well as the mine closure plan, which demonstrate the sustainable design of the project. The water plant circuit will operate using 87% of recycled water and rainfalls, while the pumped aquifer is completely unsuitable for any other use. The proposed water management plan is based on different meteorological conditions for every month and optimizes the external water needs. The tailings pond area that is sited on intensely argilized rocks, will be composite-lined resulting in a permeability value of less than 10-10 m/s, and will exceed the safety parameters for maximum earthquake intensity, flood conditions and seepage. Tailings will contain less than 1 ppm cyanides (almost potable water ranges) and will be free of heavy metals (oxide ore material). The proposed rehabilitation plan comprises of decommissioning and demolition of the plant and auxiliary facilities, open pit partial back-filling and recontouring, appropriate capping of the tailings impoundment, revegetation, maintenance of area drainage system and monitoring for 5 years after rehabilitation. The plan is fullycosted, will be prepaid and through the agreed final land uses with the local community and the proposed actions of the corporate responsibility will attribute to the sustainable development of the area. The design of the Perama Hill project according to new EU and UN legislation and practices ensures that it will be the best example of gold mining operations in Greece.

Jan 1, 2008

The public relations problems of users of explosives have greatly increased within the past few years. One reason is that explosives and blasting agents are being consumed in increasing quantities. The principal reason, however, is that more people have become physically affected by blasting. Mines, quarries, and construction sites that were formerly in relatively remote locations now find themselves near congested areas. New express traffic ways being constructed to connect the suburbs with downtown areas are being built through the middle of long-established business and residential neighborhoods. The public becomes aware of blasting by two physical sensations-vibration and noise. Vibrations are usually so slight as to be negligible, and in most cases the only sensation noted is noise. The reduction of vibrations to this low level has been primarily achieved by the use of blasting practices and explosive products recommended by vibration engineers based on seismograph recordings. Unfortunately, very little scientific attention was given to the accompanying physical sensation-noise.

Jan 1, 1962

By J. A. Herbst

Successful transitions from micro- to macro-engineering are the keys to effective technology transfer between research and development organizations and industrial end users. At the same time, it has proven to be one of the most difficult tasks that the minerals industry has had to manage. Typically, developers of fundamental information concerning how mineral processing subsystems work have been academics and government scientists. These are the individuals giving the most important input to micro-engineering models that can benefit industrial operations. Publication is the usual route for "attempting" to transfer this technology to the end users. Unfortunately, with such publications, very little direct communication occurs concerning real industry needs or the future steps required to make the particular micro-engineering model useful. In the past, the industry has relied on in-house R&D groups and plant metallurgists to "translate" publications, to provide useful macro-engineering tools for plant applications. To some extent, engineering companies have also been asked to serve this function. However, these firms have been rather ineffective in this area since their conservative nature has caused them to look rather suspiciously at new technology. This approach to technology transfer has worked, albeit clumsily, for the last several decades. This communication system is now on the verge of total collapse due to conditions of the minerals industry. Mining companies can no longer afford the significant overhead expenses of specialized technical staffs. Universities are finding it extremely difficult to interest US students in mineral engineering programs, and funding for such programs is weak. Faculty members involved in micro-engineering research today tend to focus on pure (non-application-oriented) research.

Jan 1, 1992

By William H. Moore

Many of the gravel deposits in Mississippi which range in age from Mississippian to Recent are being exhausted. Particularly in southern Mississippi the supplies will become very short in the near future and some use of sand will have to suffice. All methods of exploration for sand and gravel are presently being used in the State and this will be of some assistance in finding other deposits. A good supply of material for expanded clay aggregates is present in the State and will be sufficient to supply the needs of this segment of the construction industry for years to come. Crushed stone has been a minor contributor in years past and will probably become no more important in the future.

Jan 1, 1979

By W. M. Aubrey

Cobbing, as used in this; paper, refers to coarse dry magnetics separation. It is applicable when, by its practice, plant cost can be reduced or the value of its products increased by the removal of a barren or lean reject or a high grade final product. This paper attempts to describe cobbing as it is now being practiced, and also the problems that are of concern to the operator and design engineer. In preparation, 16 plants were contacted, all of which were very cooperative with their time and data.

Jan 1, 1958

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

By C. L. Pillar

In many cases, substantial time may elapse between the exploration stage and a serious detailed planning stage which has the objective of putting a mineral property into production. This is always true where properties change ownership and new partners are brought in for joint venture situations. Such conditions make it imperative that the recording of complete and accurate geological data for the property is done during the active part of the exploration phase and accomplished by competent geologists and engineers. This work should not be left to helpers and technicians. Furthermore, it should not have to be redone years after the actual drilling was accomplished, when either those involved have parted company or those present have lost the touch and feel of their part of the exploration program and must rely on a memory sketchy in detail, at the best. All of this emphasizes the importance of thorough geological evaluation and reporting during the exploration program. To evaluate and comment on the application of geological data by a mine planning department, we must assume (1) that sufficient diamond drill holes have outlined the existence of a potentially economic ore deposit, and (2) that the next step is to obtain the required information to allow a detailed feasibility study. This paper will comment on: 1. what types of geological information are required, 2. how it can be obtained, and 3. comments on the application of this information by the mine planners.

Jan 1, 1973

By Christopher Mark

Horizontal stresses are caused by global plate tectonic forces. During 1995 alone, they were largely responsible for closing two U.S. longwall mines. This paper presents six case histories from Pennsylvania, West Virginia, Kentucky, and Alabama. In each case history, a mine encountered roof falls or difficult ground conditions in the headgate, caused by horizontal stress concentrations. The problems are detailed, and the control measures adopted are described. In most cases, nearby longwall panels without stress concentrations were trouble-free. The paper also discusses detailed measurements made at two adjacent Pennsylvania longwalls. One headgate was oriented to avoid a horizontal stress concentration, and the other was not. Eliminating the stress concentration dramatically reduced roof support loads and roof deformation. The paper concludes that proper panel orientation and sequence is the key to maintaining headgate ground control. The optimum orientation is not parallel with the maximum horizontal stress, as previously thought, but rather 20° in the stress shadow of the gob. Other stress control techniques, including artificial support, are briefly discussed.

Jan 1, 1997

By Edgar A. Scholz

The purpose of this paper is to make a comparative cost analysis of domestic and foreign exploration projects which developed into mines during the 1960-1974 time period. A total of 18 mining companies, American and Canadian, were approached to solicit cost data on domestic and foreign exploration projects which developed into mines. Only 20 percent of the companies to which questionnaires were sent made data available. Several companies answered negatively, informing us that they would have difficulty in attempting to sort our costs. Some companies were usable to release cost details. It is comforting, however, to realize that some of the non-contributing companies expressed eagerness to hear the findings of this paper. Inasmuch as the data available on exploration expenditures is, in some cases, somewhat uncertain and that no two mining companies follow the same system of cost allocations, the results obtained in this analysis should he interpreted as trends of a general character.

Jan 1, 1976