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By Steve Kral

The Red Dog zinc-lead deposit, said to be the world's second largest, is located inside the Arctic Circle in northwestern Alaska - a location too harsh and remote for some mining companies but just right for Cominco Ltd. The complex has been in operation since November 1989 and is producing 508 kt/a (560,000 stpy) of zinc concentrate, 109 kt/a (120,000 stpy) of leadconcentrate and 45 kt/a (50,000 stpy) of an Imperial Smelter Feed, a combined zinc-lead mixture that is too small to separate. All of this concentrate production derives from a relatively modest mine production of 5.4 kt/ad (6000 stpd) extracted from a surface pit. Despite being a high-grade zinc-lead deposit, Red Dog's metallurgy is complex, requiring a very fine grind and use of column cells for flotation. The Red Dog complex is located in the DeLong Mountains. They are characterized by eight stack and folded thrust blocks that contain sedimentary and igneous rocks. The Red Dog deposit is located in the second lowest thrust and ist hosted by late Mississippian to Permian age black shale, the Ikalukrok member of the Kuna formation. The Red Dog mining complex is operated by Cominco Alaska, Inc., a wholly owned subsidiary of Cominco American, Inc, which, in turn, is owned by Cominco Ltd. In 1980, the deposit region was acquired by NANA Corp. as part of the Native American Claims Act Settlement of 1971. NANA is one of 12 such Native Corporations in Alaska. In 1982, NANA and Cominco American signed a develop¬ment agreement and formed Cominco Alaska to manage the project.

Jan 1, 1992

By Louis W. Riggs

The primary concern in dealing with contractual arrangements for construction is getting the work completed satisfactorily, in the shortest time, and for the least expense for the owner--while assuring that all other parties associated with the contract make a reasonable profit for their effort. In our complex construction climate of today, achieving all of these is usually not possible. Somewhere between the beginning of design and the completion of the work, disagreements and delays arise which can destroy the best of intentions. Assuming that all parties associated with the contract are acting honorably and professionally, the disagreements generally arise through inappropriate contract types or through flawed contract documents. These flaws can be either sins of omission or commission, but we must find a way to lessen, if not completely eliminate, their impact. Disagreements and delays are directly related to the extra cost which the owner and the other involved parties must suffer. Usually the attorneys are the only ones who come out on the positive side. Inappropriate or defective contract documents can be the result of inadequate time for preparation and review, laziness in not searching out the proper terms and language, insufficient recognition of the proper assignment of risks, or just ignorance as to what is right and what is wrong for the particular project. They can also result from a client, particularly a public agency, providing rigid general conditions and format requirements with which the engineer is not allowed to tamper. Arguments

Jan 1, 1979

By Eugene F. Casey, John G. Ruggiero

INTRODUCTION Construction of tunnels in urban areas, especially reclaimed areas, pose many problems. The Red Hook Intercepting Sewer Tunnel, Contract 1A is a portion of the Red Hook Water Pollution Control Project located along the Brooklyn waterfront in New York City. This contract required the construction of a 2620 meter long (8600 L.F.), 3 meter (10-foot) diameter soft ground tunnel, eight Tunnel Manholes, nine Regulator structures, four Diversion and Tidegate structures and 765 meters (2500 L.F.) of branch intercepting sewers of diameters between .30 meters (12 inches) and 1.8 meters (72 inches). The construction contract bid price was $62 million with a duration of three years. The tunnel route crosses over five sets of operational twin cast iron subway tubes with clearances ranging from 4.3 meters (14 feet) to as small as 0.35 meters (14 inches). The route of the tunnel traverses historically interesting areas which have been reclaimed over the last 200 years. This paper is a case history describing the contractor's methods utilized to successfully advance the work through the above problem areas. LOCATION The Red Hook Intercepting Sewer Tunnel is located in the Borough of Brooklyn of New York City. The route is

Jan 1, 1981

By John R. Woodcock

The Kitsault molybdenum deposit lies along the east margin of thecoast Batholith Complex near the head of the fiord of Alice Arm. It is 800 km (497 miles) northwest of Vancouver, British Columbia. The deposit is located on Lime Creek 8 km (5 miles) from the coast on a wide dissected upland valley at an elevation of 600 m (1969 ft). It is an area of coastal rain forest with high annual precipitation and extremely high winter snowfall. Although the area is of high relief, outcrops are largely restricted to ridges and canyons. Most of the area is covered by the coastal vegetation or wet swampy upland areas. The south edge of the molybdenum deposit was exposed in a sharp canyon; however, outcrops over the remainder of the deposit were largely restricted to a few small exposures of resistant hornfels. The mineralization is related to an elliptical porphyry stock of 52.3 m.y. age which intrudes argillites and microgreywackes of the Late Jurassic Bowser Group. A circular zone of alteration, with a diameter of about 700 m (2297 ft), occurs in the north end of the stock and the molybdenite mineralization is concentrated in the outer parts of this zone of alteration. Thus, the northern part of the mineralization occurs partly in the hornfels and partly in the stock, whereas the southern side of the ring of mineralization cuts across the middle of the stock. Zoning within this system includes a central circular area of almost complete replacement of quartz plus K- feldspar and this grades sharply outward into a phyllic zone. Clay alteration is largely localized along late faults. The ring of molybdenite mineralization is partly overlapped and partly surrounded by a zone of pyrite mineralization. Some chalcopyrite is coextensive with the pyrite zone. Late polymetallic veins fill two conjugate fracture sets. These quartz veins contain galena, pyrite, some chalcopyrite, and a number of lead-bismuth sulfosalts.

Jan 1, 1991

By D. O. Miller

The effective staffing of personnel in a new concentrator facility is a key factor in the success of the operation. By selectively recruiting quality individuals, a company is in a strong position to build a positive work ethic which will become an integral part of it's culture. And culture, which is a set of standards that all employees work to uphold, is that intangible as- set that often determines whether or not a company will survive during difficult economic times. Recruiting and placement of personnel in a concentrator facility requires an emphasis on planning. Management must carefully analyze the following elements when designing a hiring plan: 1. Number of positions 2. Hiring schedule (timetable) 3. Critical positions 4. Lead-time for trainee posit ions 5. Characteristics of the ideal workforce This presentation will focus on a proven system that is efficient (and yet simple) for achieving a new concentrator facility's manpower requirements. IDENTIFYING THE STAFFING NEEDS As previously stated, the key to staffing is planning. Management will find that a basic manpower chart will provide the hiring schedule to meet deadlines. In fact, this system begins with a manpower chart (Figure 1). The chart basically works in reverse of the hiring requirements: the last scheduled hire is the first job on the list. This approach ensures that the company will not find itself compressed against the facility start-up date. A cardinal rule in recruiting a workforce is to allow sufficient time to orient and train employees to the procedures and culture of the system. Problems in selection of personnel begin when the hiring program is short-circuited for timing reasons. The quality of employee selected invariably suffers accordingly. The second section is the key to the success of the manpower program. This is the latest date by which a formal recruiting effort must begin in order for the hire date to be met. Leadtimes are usually as follows: 1. 90 days for company transfer positions 2. 60 days for experienced new hire positions 3. 30 days for trainee positions

Jan 1, 1986

By Giovanni Toniatti

Brazil is a country with continental dimensions. It hosts many different varieties of terranes and geological environments in its 8.5 million km2 (3.28 million sq miles). This mineral endowment has been important for the country's economic and social development process since the early colonial period, leaving Brazil with a legacy of almost 400 years of mining tradition. Mining in Brazil started in the early 17th century with diamond and gold discoveries. The made the country the leading producer of both for more than a century. This phase faded by the late 18th century when the alluvial deposits were depleted. It finally yielded to competing countries where technology and capital were being applied more efficiently. This period of mining dormancy lasted from the late 19th century until the first decades of the 20th century when Brazilian mining picked up. There was growing pressure on mineral resources by the affluence of the industrial society. The fast-growing demand resulting from the two world wars had brought the Brazilian mineral wealth back to the scene. This second Brazilian mineral boom made the country a leading producer of iron and manganese ore, quartz crystals and other strategic minerals. This expansion in Brazil's mining industry provided the basis for the country's industrialization process. This was led by the Brazilian steel and petroleum industries. Unfortunately, the thrust provided by this modern industrial basis was not properly used as a lever for further industrial development. The upstream industrialization process was not supported by the proper development of the raw materials supplying basis. The resulting industrial model was heavily dependent on imports of raw materials. It did not support the economic growth and faced fierce industrial competitiveness and sophistication that emerged with the postwar economic boom.

Jan 1, 1997

By N. E. Norman

A great deal of effort has been put forth in recent years to arrive at accurate projections of the demands for tunnels in this decade. In reviewing the statistics presented by various study groups, it appears that during the decade from 1960-69, there were some 1,335 miles of rock and soft ground construction tunnels excavated throughout the world. These statistics indicate 645 miles of rock tunnel and 689 miles of soft ground tunnel were excavated during the last decade. This is expected to increase to 3,000 miles in the 1970's according to projections made by various authorities in the field of construction tunneling. I point out the above statistics to emphasize two main points: (1) The demands for tunneling in this decade alone are staggering. (2) There is a fairly even distribution in the amount of rock tunneling and soft ground tunneling being excavated. Unfortunately, available statistics do not answer many important questions about tunneling which are of great importance to the contractor and to boring machine designers. For example, how many of the projects completed in the past decade involved both soft ground and rock tunneling? How many projects involved tunneling in conditions where both rock and soft ground were contacted at the same face. While the answers to these questions remain unanswered, I am sure most of you can think of numerous examples of projects where mixed face conditions are prevalent. Many of you are probably familiar with the Austin Crosstown Interceptor which was bid last month in Austin, Texas. Here is a project involving 57,000 feet of tunnel where limestones and clay shales are expected to be traversed. Another project, the Tonner Tunnels No. 1 and No. 2, near Los Angeles, involve some 22,000 feet of tunnel where mixed soil and rock conditions are expected. A large majority of the projected tunnels for this decade are to

Jan 1, 1997

By Donald G. Wieland, James H. Meinholz

INTRODUCTION The Milwaukee, Wisconsin Metropolitan Area provides an ideal opportunity to review the advancement of the art and science of mixed face tunneling in the past 65 years. Although there were earlier tunnel projects in the Milwaukee area, by other agencies, the majority of those driven in the Twentieth Century have been done under contract with the Milwaukee Metropolitan Sewerage District through the agency of the Sewerage Commission of the City of Milwaukee and the Metropolitan Sewerage Commission of the County of Milwaukee. Legal Description of District The Milwaukee Metropolitan Sewerage District was created by the Wisconsin Legislature in 1921 together with the Metropolitan Sewerage Commission of the County of Milwaukee. This concept of subregional wastewater control was an outgrowth of an investigation and report from a commission appointed by the Common Council of the City of Milwaukee in 1909 to study final sewage disposal for the City. In 1911 that Commission, comprised of J. W. Alvord, George C. Whipple and Harrison P. Eddy, recommended that the City construct a water filtration plant, construct a Menomonee River flushing works, expand the intercepting sewer system and, after a thorough study of the then existing and developing methods of sewage treatment, construct a sewage treatment plant. In response to those recommendations, the Wisconsin Legislature, in Chapter 608 of the Laws of 1913, created the Sewerage Commission of the City of Milwaukee. Recognizing that the improvement of surface water quality would require action on a watershed basis, the Legislature, in Chapters 554 and 590. of the Laws of 1921, created the

Jan 1, 1979

By Kenneth G. Knight, Frank L. Lynch

It's 12:30 A.M. The day before had been a long one with problems ranging from proper application of shotcrete during cold weather and the follow-on precautions for curing, meetings with city officials to avert a job shutdown because traffic wasn't being maintained properly and finally a briefing before METRO's General Manager to bring him up to date on projections for meeting the operational date of June 1975. The phone rings and Officer Jones of the Park Police says "Mr. Lynch, this lady in the apartments overlooking the jobsite is complaining of noise and she wants the job shutdown". "Officer Jones, have you called the Project Manager or the Resident Engineer?" "Yes, sir, but there is no answer!" "O.K., Officer, I'll check it out." In calling the job, I can only get the guard, because the inspector is in the tunnel. After some time, the guard calls back and says he doesn't know the way down into the tunnel. I have since had a difficult time believing that one. In the interim I finally reached the Resident Engineer and explained the situation. And finally at 1:30 A.M. the inspector called the Resident to say that the Park Police stopped the job at 1:00 A.M. because we didn't respond promptly. A similar situation had occurred some 2 years previously. With great expectation, noise specifications were developed to correct the earlier situation that had occurred. These newly developed specifications were in force at the time of this most recent shutdown. Common sense would tell you that even though we had developed and implemented, we believe, some of the best and most practical noise specifications in construction practice today, we had not enforced them. What caused the shutdown - a noisy

Jan 1, 1974

By A. H. Morris, W. Harrison

1. INTRODUCTION Roadheaders have a shadowy origin - probably in Eastern Europe - but were introduced to Europe and the West by the importation of a Russian PK3 machine by the National Coal Board in 1961. A number of features rendered this type of machine an attractive tool for coal mine operators: its flexibility of operation, its combined cutting and loading ability, the opportunity it provided of making any shape of roadway, as well as its ability to cut some rocks. Encouraged and sponsored by the National Coal Board, the development of roadheaders was taken up in Great Britain, notably by Anderson Strathclyde and Dosco; in Europe, predominantly in numerical terms by Voest Alpine and Paurat. Over the 24 years since the importation of the first PK3, evolutionary development has taken place to the extent that machines are now available in many forms up to 120 tons in weight. Machine design has altered, partly as a result of increased power requirements and partly in line with the use of a ripping or a co-axial head. However, the basic concept remains: a boom containing a motor and transmission gear, with a driven cutting head at its extremity and capable of universal movement urged by hydraulic rams mounted on the boom turret and on the machine deck. Generally, the turret, hydraulic powerpack and all other necessary equipment are mounted on a chassis, which contains a discharge conveyor, the whole being carried on caterpillar tracks so that a complete machine entity is provided. Figure 1 shows how the weight, power and - non-proportionally - the cutting ability of machines have increased over the years. From

Jan 1, 1985

By Lee W. Saperstein

The Research Council of SME, at its Annual Meeting in Reno, NR, in February 1993, held a Research Forum on Technology for the Future. The Forum's purpose was to find out from the members, particularly those from industry, their opinions on research needed in the mineral industries. Panelists were selected for their breadth of knowledge and connections. Many panelists, in turn, solicited opinions from additional contacts. A similar effort is underway with mineral-oriented schools. A parallel mission has been undertaken by the American Mining Congress (AMC) through its Committee on Technology. In particular, AMC is concerned that the needs of industry be transmitted in a timely way to federal agencies, especially the US Bureau of Mines. This article reports to the SME membership the principal findings of the Research Forum. The article is derived from a full report that is available from SME. Many of the calls for research made during the Forum can be clustered into five broad categories. These categories are discussed in the following sections of this article. However, since the time of the Forum, many reviewers of the full report have noticed that fundamental research was not given much emphasis. The Research Council points out that the Forum was organized around industrial needs. There is a call to the academic and research community to organize a similar Forum. The Council emphasizes that this is not the last word on research needs and that the membership is urged to continue to give ideas and opinions to the SME Research Council. There will be an opportunity at its next meeting during the SME Annual Meeting in Albuquerque, NM, Feb. 22, 1994, for open discussion of this report. Because the opinions were intentionally confined to representatives from industry, the problems portrayed and the solutions sought are from the vantage of an operator. It comes as no surprise that many of the espoused research desiderata seek more efficient or cost-effective outcomes for the various mining activities discussed. The order of the Forum was a straightforward set of mining activities: exploration, evaluation, mining and processing.

Jan 1, 1993

By G. C. Tipper, A. P. Deane, A. G. Myers

SCHEME DESIGN London’s Heathrow Airport, as the world’s busiest international airport, is missing one vital aspect - a dedicated rail link which connects directly to the city. All this is about to change with the construction of Heathrow Express - a fast, high quality rail service between the airport and the centre of London. It was recognised in the mid 1980s that if Heathrow was to accommodate the forecast growth in passenger numbers and the resulting increase in road traffic, a dedicated airport rail service would be vital. The main access into the centre of Heathrow is via a road tunnel with a direct link to the M4 motorway. The airport has introduced a number of traffic management schemes, but these can only achieve so much benefit. Growth in air passenger traffic is predicted to continue at an average of 4% per annum well into the next century and it was clear that significant investment was needed. Heathrow Express at a cost of over £350 million will provide this when it starts its service in June 1998. The business case for the scheme is based on a rider ship of around 15% of air passenger traffic. The initial Heathrow Express service will be based on four trains per hour, up to 8 car train lengths, providing a high speed non-stop service between the airport and central London in just 16 minutes. Initially a joint venture between the British Railways Board and Heathrow Airport, by mutual consent of the two parties, Heathrow Airport recently purchased the British Railways Board share making this one of the largest private sector rail projects currently under construction in the UK. Leaving Paddington, the main rail terminus in West London, Heathrow Express trains will travel 12 miles on the newly electrified line to airport junction, north of the airport. At this point they will leave the mainline to enter a 5 mile tunnel section that runs underneath the heart of the airport. The railway companies are responsible for track work, signalling and electrification of the 12 mile main line section including a grade separated junction over the main tracks for the Great Western Railway which links London and South Wales. Heathrow Airport is re-

Jan 1, 1997

By M. Christou

The LIFE-Environment Demonstration Project ?Treating Waste for Restoring Land Sustainability?(www.bangor.ac.uk/ies/TWIRLS/TWIRLS_home.htm), a project initiated by the University of Wales, Bangor, UK in which NAGREF is a partner, aims to demonstrate the effective use of industrial and municipal wastes for the remediation of post-industrial and degraded sites in urban and rural sites. Within the framework of this project, a schist quarry, which is located in a mountainous area near Athens and which has been exploited in the past for cement production, was chosen for bioremediation experiments in collaboration with the quarry owners, TITAN Cement Co. Three different areas within the quarry were selected representing 3 different topographies. These were a compacted, flat area with seasonal water logging (untreated control), a gently sloping, land formed area; and artificially created mounds of overburden rock material formed on the flat area. Compost produced from mixing municipal waste, green waste and digested sewage sludge at the recycling plant of the Association of Communities and Municipalities in the Attica Region (ACMAR), near Athens was used for nutrient amendment. Six replicates of three treatments were applied with varying compost application rates in order to examine the effect of the addition of organic matter in the establishment of suitable vegetation on the infertile schist material. Pine trees (Pinus halepensis Mill.), 4 per replicate, were pocket planted in a volume of 3 liters of schist or schist-compost mixture (1:2 and 2:1). Tree height, main stem diameter and branching were measured following planting and these measurements will be repeated annually to test hypotheses that compaction and water logging reduce Pine establishment by natural regeneration and that nutrient addition improves establishment of pine on schist waste. The availability of nutrients and variation in other soil physico-chemical parameters will also be studied in each treatment and related to plant growth. As a demonstration project, open days are planned on the site for the public and official bodies involved in municipal waste handling and other relevant areas. The aim of these will be to illustrate the effective re-use of waste for the sustainable restoration of post-industrial and degraded land.

Jan 1, 2006

By Kalle Hakalehto

Automation and mechanization in mining has no value of its own. It has to be measured in economic terms or in Increased safety or in the utilization of deposits which otherwise were unavailable. The mechanization and automation of workphases in the mining and rock construction process has led to the decrease of manual work. This has had a very essential importance in the countries where the labor is expensive or where there has been difficulties in the availability of labor. The work has become much more efficient. We would like to argue that the need of mechanization has been initiated mostly from the above mentioned reasons. The origin has seldom been the "process" approach or the real need or will to change the way mining is done. Through mechanization bigger unit sizes of machines and operations have become possible and better efficiency is achieved. This has led to new problems as well, but in most cases they have been solved so that better and more economic outcome than before has been the end result. The changes have thus been justified. It is perhaps feasible to state already at this stage that we see that the mechanization andautomation steps in the difficult conditions of mining have been remarkable. There is not a slightest underestimation of the achievements and importance of this development in our mind. Where we are to- day is the result of the experience, know-how and technological excellency of all the parties involved. The natural approach to automation has been through mechanization and automation of individual unit operations and machines. This has been the way as well in manufacturing industry as in mining. There may not have been any other way. The other presentations in this session tell us very clearly of the approach .which the machine manufacturers have taken. They have not done it alone but 'most of the initiatives have come from them. A good use of their present achievements gives many possibilities to increase the, efficiency in mining. We would, however, like to extend the view one step further to the future:

Jan 1, 1989

By Gregory B. Baecher, Walter Steiner, Herbert H. Einstein

1. INTRODUCTION Empirical methods have always been important in tunneling in contrast to many other branches of engineering. Beginning in the late 19th century, when engineering entered the phase of formal modeling, this dichotomy could be seen to emerge even in the work of individuals. Culmann (1), Ritter (2) Kommerell (3) and others simultaneously were developing analytical approaches to bridge and building design and empirical approaches to tunnel design. The dichotomy remains. Empirical or simple analytical methods are used at most in the preliminary design of bridges and buildings, while they are used in all phases of tunnel design and construction. In fact, the past decade has seen a resurgence of interest in empirical methods, and with it discussion and controversy. This discussion has centered on the suitability of various methods. In some applications identical results are obtained with differing methods and in some cases radically different ones. On certain occasions the discussion has focused more on the methodological rather than empirical by taking issue with the appropriateness of particular parameters or the structure of some methods. This paper attempts to establish a basis for judging the suitability of empirical methods in tunnel design, and their applicability to particular cases. The paper makes no claim of exhaustiveness, and instead emphasizes basic requirements for application. Various methods are reviewed against this background. A detailed comparison of empirical methods and a description of their concept and background is now being prepared (4). Specifically the paper first defines empirical methods, and their purpose (Section 2), describes their structure (Section 3), and focuses on the basic requirements each must satisfy (Section 4). Then

Jan 1, 1979

By Lynn B. Hales, Randy A. Ynchausti

Introduction There continues to be a large economic opportunity associated with improving process performance through advanced process control systems within the minerals industry. The basis for this opportunity lies in the inherently low efficiencies of many of the unit operations found in mineral processing plants as well as the continual variation that is present in the ores being processed. The ageless target of such control systems is improved recoveries and concentrate grades, higher processing rates and lower unit costs. Many plants are enjoying the benefits of modem, well functioning process control systems but few if any have achieved plant-wide optimization in an economical sense. As new process modeling and control technologies, such as neural networks, continue to evolve and develop, the potential for plant- wide optimization is becoming a closer reality. Neural network technology appears to have a significant potential in the general field of process control and control of mineral processing operations. Neural networks are an emerging technology that have been evolving out of the study of biological systems since the early 1940's. The first software simulation of neural computing networks was reported in 1956 by Nathanial Rochester of IBM Research during the first conference on artificial intelligence which was sponsored by the Rockefeller Foundation. Neural Networks Neural networks can be considered to be a class of computer program that perform their problem solving functions based on a rudimentary model of the human brain and how it solves problems. Traditional computer programs and even computers themselves solve problems or process data sequentially and in a deterministic manner. The human brain, on the other hand, processes data and solves problems in a massively parallel fashion. We think of computers normally in terms of having a single processing unit, sometimes a co-processor to assist in certain activities such as mathematical functions or communications, bytes of memory, processing speed and program/data storage size.

Jan 1, 1992

By W. A. Hustrulid

Introduction A problem that has faced mining engineers and mining geologists for many years is how to best explore a particular prospect so that the basic decision as to whether the material present is ore or only high-grade rock can be made with some confidence. It is obvious that one could not begin a large scale mining program on the basis of tests made on a few hand samples. On the other hand, one could not be 100 percent certain as to the average grade or tonnage before beginning development, as this would require the orebody to be mined out in the sampling process. The basic objectives of the exploration program can be stated as (1) to reduce mining risk; (2) to lessen the cost of development; and (3) to increase the profits of mining. The exploration program should be terminated when these objectives are no longer being met. The construction of tunnels is a specific mining operation. In the exploration program one should gather the data needed to determine (1) the type of excavation technique(s) to be used; and (2) the rate of advance that might be expected. As in the evaluation of an orebody, with the data collected it should be possible to estimate mining costs and project life. Unfortunately, at the present time, it is not possible to do this at least when dealing with medium to hard rock types. The reason for this, it is felt, is basically the inability to identify what specific rock mass properties are of use in tunnel design and to specify how these may be obtained in an exploration program. In short, the exploration program should be designed to give information regarding both the volume (length) and 'grade' (in

Jan 1, 1997

By M. A. Weaver

This paper will investigate the historic and present state of the bituminous coal industry within the Commonwealth of Pennsylvania, with special emphasis on surface mining operations. It will address pertinent parameters such as production, markets, quality, number and size of operations, price, and productivity from a statistical viewpoint. In addition, relevant statistical parameters of select areas of the Appalachian Coal Region will also be presented and discussed.

Jan 1, 1989

By Raymond E. Blair

Introduction Mining and minerals transportation spans the distance from the pit face and mine wall to the consumer. This transportation can be as simple as coal transfer from the mine and preparation plant by conveyor to a mine mouth electric generating plant. Or it can be as complex as copper ore transportation: concentrated, smelted, refined; drawn into wire and insulated; and cut into reels and transported to local industrial supply houses. The route of aluminum from the bauxite pits to the supermarket shelf in the form of household food wrap is another example of the potential complexity of minerals transportation. For perspective, however, mine to market minerals transportation can be split into three components: materials handling, transportation, and distribution. It should also be recognized that each mineral, market, producer, and consumer has unique transportation characteristics regarding costs, transportation mode, and alternatives in the transportation scheme. Some obvious considerations are the number of producers and consumers, the number of markets and customers the mineral serves. Concerning the latter, are you selling a million tons to one customer or a ton each to a million customers? Transportation volume About the only generalization that can be made about minerals transportation concerns the large volume of materials involved. No other industry compares to the mining and minerals industry in its huge movement of product in the crude, semi-processed, processed, fabricated, and converted states, as shown by the accompanying table of US mineral production. Whether it is crushed stone or sand and gravel moving by truck to a local market from local producers, or coal moving by 9.07 kt (10,000 st) unit trains from a mine to a power plant, or iron ore moving by lake vessel from the upper lake ports to the lower lake steel mills, mineral transportation volumes are huge. The nature of production and consumption affects the transportation mode. More than 60% of the coal moves by rail. The majority of iron ore moves by lake vessel. Ninety per cent of the sand and gravel and more than 80% of crushed stone moves by truck. Factors Affecting Minerals Transportation Some would define minerals transportation as the cost and route to move a mineral product from the first point of sale to the first point of consumption. This definition does not recognize that there can be many

Jan 10, 1982

By A. Dale Wunderlich

Introduction Loss prevention programs have become absolutely necessary at any precious metals producing property. In the past eight years, one security company, specializing in precious metals mine, mill, and refinery security, has been involved in investigations at gold and silver properties that have resulted in 62 criminal convictions. Of those, all but five were employees, former employees, contract employees, or vendors for the company. Several of the cases involved losses of more than $1 million. The largest number of employees prosecuted from one investigation was 17. A recent case resulted in 12 criminal prosecutions and, several years ago, one involved an additional 12 criminal prosecutions. The most serious theft problem facing precious metals mines is employee theft. Is is estimated that 95% of the dollar losses from precious metals thefts can be attributed to employees. This does not mean there is no robbery or burglary exposure. There have been successful robberies, burglaries, and extortion cases. Most mining companies, though, provide better protection against external theft than from internal theft. That is one reason employee theft has reached epidemic proportions. Any product can be stolen No product is immune to theft. Precious metals investigations have involved the theft of high grade ore, dore, bullion, concentrates, precipitates, loaded steel wool, loaded carbon, and sump cleanup. Over a period of several years, this author's security agency has documented the theft of more than 22.5 t (25 st) of load carbon. Most mining companies do not protect the number one adsorption tank or the loaded carbon screens, which frequently leads to losses. Precipitates, electrowinning tank sludge, sump material, and concentrates are usually afforded lit¬tle protection because mine management believes it is too difficult to process. There are custom mills throughout the United States that will process any form of precious metals with no questions asked. This has become a particular problem since the certificate of ownership requirement has been eliminated by most states. Due to the large number of gold mines coming on line, many mine managers are being recruited from base metal mines, where primary security problems involve the theft of tools and company property. These managers do not understand the unique security problems associated with precious metals production. Consequently, they usually forego many security needs in the interest of economy. Unfortunately, numerous cases are on file where mining companies have suffered large losses because their physical security and their security procedures were not adequately addressed when the property was in its planning stages. Properly designed and appropriate equipment The most economical time to plan alarm/closed-circuit televi-

Jan 4, 1988