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By M. Barsky, A. Govorov, E. Barsky

A study was conducted to determine the structure and lifting capacity of a two-phase stream in a vertical pipe at different distances from the point of introduction of the material into the instrument. Stream velocity was set at 2.8, 4.0, 4.8, 5.6 and 6.25 m/sec to ensure separation regimes. It was found that the llifting capacity of the two-phase stream exceeded that of pure air by a factor of three or more, and that in a turbulent regime the velocity curve displayed marked deformation, becoming more rounded and tending towards a parabola. The following formula was obtained for entrainment of a given size fraction under turbulent, laminar and transitional particle flow regimes:

Jan 1, 2003

In both exploration and mining, the laboratory is often seen as a cost rather than a profit centre. The aim in most mining companies is to increase profits by reducing costs, so the budget for the laboratory is under constant pressure.There is another option; to see the laboratory as the brain of the operation. By lifting the status of the laboratory and treating it as a profit centre, mine costs may be reduced in other ways, e.g. reduction in milling costs. This change of status will require investing more capital in better equipment, more training for employees and more employees to carry out project research.There are many examples of major costs being incurred because of inadequate laboratory work. Conversely, by spending more money on laboratories and their activities, overall costs can be reduced or profits enhanced.

Jan 1, 2002

By Amauri Garcia, Noé Cheung, André dos Santos Barros, Clarissa Barros da Cruz, Thiago Soares Lima, Rafael Kakitani

Materiais de interface térmica (Thermal Interface Materials - TIMs) são responsáveis pela troca térmica entre a fonte geradora de calor do processador integrado e o dissipador de calor. Devido ao seu baixo ponto de fusão, boa fluidez e cumprimento com as exigências de regulamentação (Restriction of Hazardous Substances - RoHS), ligas à base de bismuto têm sido investigadas para aplicação como TIMs de alta performance. Neste contexto, a análise das propriedades dessas ligas em função de parâmetros microestruturais torna-se, portanto, de elevado interesse científico e tecnológico para o setor eletrônico. Assim, este trabalho tem como objetivo desenvolver correlações entre propriedades de resistência à tração e a microestrutura da liga Bi-0,28%Ni solidificada sob um intervalo de taxas de resfriamento usualmente obtido em processos industriais. Por meio de microscopias óptica e eletrônica de varredura foi observada uma morfologia tipicamente eutética lamelar, composta por lamelas ricas em bismuto com o intermetálico Bi3Ni nos contornos. Os espaçamentos lamelares (λL) foram, então, correlacionados com os parâmetros térmicos de solidificação, sendo propostas leis experimentais de crescimento microestrutural. Ao fim, observou-se que, para λL < 101 μm, equações do tipo Hall-Petch caracterizam a variação do limite de resistência à tração e do limite de escoamento.

Oct 1, 2019

By Cyro Takano

A tecnologia de autorredução apresenta um grande potencial por apresentar características de alta velocidade de redução e de eficiência energética, resultando em economia de energia e em alta produtividade na produção de metal primário. Têmse dois processos consolidados de aglomeração. A utilização de cimento como aglomerante, com cura a frio que formam hidratos que conferem resistência, apresenta problema principal de sofrer degradação às temperaturas na faixa de 800 a 1000 °C, devido à decomposição dos hidratos. O outro processo é o de utilização das propriedades do carvão de alta fluidez e tratá-lo termicamente para que sirva de redutor e aglomerante. Este processo não é o de cura a frio, porém diminui consideravelmente a quantidade de escória em comparação com a utilização de cimento. O objetivo deste trabalho é o de analisar, na literatura técnica, os aglomerantes alternativos e iniciar os ensaios para verificar os comportamentos de resistência mecânica, principalmente a quente. Em função dos resultados a etapa seguinte será a de projetar um processo que seja compatível com resistência mecânica a quente. A análise resultou em sugestões para os ensaios. Os resultados preliminares, com utilização de bentonita e ácido bórico estão indicando resistência a quente das pelotas melhores que as obtidas com a utilização de cimento.

Aug 17, 2017

By C Cavern, G Jacobs, F Durufle, L Ameglio

Airborne geophysics and geomatics is at a crossroads as to whether it remains a viable mapping tool, both technically and commercially, and broadens its potential for new applications (eg environmental monitoring, civil engineering and precision farming). The use of small and stable multisensor aerial platforms to conduct highly flexible surveys flown at a low/reasonable cost of operation is a recurrent wish of many stakeholders in the natural resources exploration and mining industry. Through its Fly Light Airborne Geophysics research program, EXIGE and partners have pushed the development and testing of two new airborne carriers with unique capabilities for geo-surveys: GyroLAG’s gyrocopter and Infotron’s unmanned aerial vehicle (UAV). These carriers are the next generation of versatile and innovative aerial vehicles for remote sensing and monitoring. They are rotary, smart tailored, ultra-high resolution manned (gyrocopter) or autonomous (UAV) airborne platforms that combine the merits of dense data sampling, accurate position location, very low clearance above ground or sea level, slow speed, interchangeable and combined multiple geo-sensors, automatic data quality control and real-time quality assurance. They also have the benefits of being highly efficient, cost-effective, commercially attractive, safe, reliable and easy to deploy and operate. Their technical specifications and multiple advantages compared to traditional aircraft and/or ground crews are presented in this paper. An overview of various geo-sensors (magnetic, gamma-spectrometry, visual, near-infrared and LiDAR) carried on-board is also provided.CITATION:Ameglio, L, Durufle, F, Jacobs, G and Cavern, C, 2015. Light airborne platforms for monitoring mines and minerals, in Proceedings Third International Future Mining Conference, pp 11–20 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Nov 4, 2015

By John Ralston, Rossen Sedev, Nicola Richards, Quinn Anthony, Geoffrey Reynolds

Derivatised 2,4-diketopyrimidine groups have been anchored to planar gold surfaces as self¬-assembled monolayers (SAMs) for chemical and photochemical studies. Three derivatives, 5-methyluracil (thymine), 5-trifluoromethyluracil and 5-nitrouracil, were chosen for the specific moiety present at position C-5, which can exert strong or weak inductive effects on the adjacent aromatic ring. The measured acidity constants decrease from 5-methyluracil to 5-nitrouracil as the inductive properties of the group at C-5 position increase. When grafted to the surface the acidity constants increase, albeit still adhering to the expected inductive trend. The functionality also exerts an influence on the surface wetting properties. Surface wettabilities indicate that the orientation of the pyrimidine groups at the surface occurs so that the C-5 position has a direct effect upon the surface chemistry. Upon dimerisation the surface contact angles increase signifi¬cantly. At pH 11 the contact angle changes reflect that the dimer has a higher pKa than the monomer. The monomer surface is deprotonated at this pH while the dimer surface is partially deprotonated, leading to changes in contact angle of up to 22 degrees. Large changes in contact angle were observed for 5-nitrouracil which were independent of surface charge and were appar¬ently due to conformational changes alone. Electrowetting of three fluoropolymer surfaces by electrolyte solutions was studied with the sessile drop method. The electrowetting curve (contact angle/potential) is analogous to the elec¬trocapillary curve (surface tension/potential) and may be described by a combination of the Young and Lippmann equations. We demonstrate that for some specific surfaces a systematic deviation occurs at positive potentials. This departure is attributed to double layer effects, namely the adsorption of hydroxide and halide anions. pH, ionic strength and polymer composi¬tion can all influence electrowetting behaviour.

Jan 1, 2003

By M. Mpofu, M. van Schoor, T. Kgarume, H. Grobler

The South African mining industry has committed to achieving a state of zero harm for its workforce, with a strong emphasis on worker health and safety. Among the major safety concerns are falls of ground, a leading cause of injuries and fatalities. Ground-penetrating radar, a non-destructive geophysical method, is recognised for its ability to image structures, fractures, and geological features within the rock mass. However, ground penetrating radar data is often acquired in local coordinates, posing challenges for visualisation in mine computer-aided design or three-dimensional visualisation software. This study explores the pivotal role of light detection and ranging data in transforming ground penetrating radar data from local survey coordinates to absolute mine coordinates. A comprehensive georeferencing methodology is presented, providing the stepwise progression from the initial georeferencing of ground penetrating radar data to the ultimate integration of ground penetrating radar and light detection and ranging datasets, resulting in the creation of a ground penetrating radar-light detection and ranging three-dimensional model. The proposed approach not only facilitates the integration of but also offers a practical means of visualising the integrated datasets within commonly used computer-aided design or three-dimensional visualisation software. An essential aspect of this integration is the adoption of non-proprietary data formats, specifically American Standard Code for Information Interchange text files, ensuring broader accessibility and compatibility. The potential for integrating diverse datasets to construct insightful models of the underground mining environment is illustrated. Integration of different datasets has the potential to offer a holistic understanding of the mining environment, providing essential information to decision-makers.

Jul 23, 2025

By Irving Lipkowitz

While the light metals are recognized generally as a distinct group in technical literature, economic classifications and data usually still treat them as part of the nonferrous group of metals. However, the economic characteristics of the light metals also differ markedly from those of other nonferrous metals. The distinctiveness of the light metals, as, a group and individually, becomes evident when their growth, since World War II is compared with that of other metals, as in Table 14.3.1. The growth of light-metals production has been much sharper than that of other metals. A weighted average for the light metals shows an increase of 112% during the 1958 to 1968 period. This compares with a 62% increase in the "All Primary Metals" component of the Federal Reserve Board Index of Industrial Production. The contrast was even sharper during the next six years (1968-1974), with light metals production up another 50% as against a 21 % increase in the FRB Primary Metals production index. The most important reason, however, for considering light metals separately is the trend and pace of technological change and not their distinctive statistics. Technology both creates and demands increasingly sophisticated materials. As technology advances and as all the world makes more extensive use of advanced technology, the importance of the light metals is likely to accelerate rapidly. There may be a profound clue to the future in the fact that light metals were predominant among the materials used in the construction of the Apollo 11 spacecraft. In determining what materials to use for the spacecraft and its equipment, the National Aeronautics and Space Administration (NASA) has explained that it did not look to "some of the more exotic metals" and relied instead on "generally proven materials." Accordingly, it apparently used a wide variety of metals, including precious metals, rare earths, special steels, copper, and light metals. What seems particularly significant is that, in seeking performance, NASA relied as heavily as it did on the light metals. Materials breakdown estimates show that aluminum accounted for over 75% of the materials used, titanium for another 5%, and magnesium was also used. Thus, light metals accounted for over 80%&apos; of the materials used for the Apollo 11 spacecraft. The light metals are also unique in their availability. They rank high in abundance among the elements in the earth&apos;s crust. Aluminum is the third most abundant element, after oxygen and silicon, with magnesium ranking eighth, and titanium ninth. Among the structural metals, aluminum is the most abundant in the earth&apos;s crust, iron is second, magnesium third, and titanium fourth. This potential availability of light metals provides strong incentives for continuing improvements in process technology, because of two major national problems: (1) there is

Jan 1, 1976

By Richard P. E. Hermsdorf

IN the nonferrous sessions this year, magnesium wiggled its way into a dace of prominence such as it has never before enjoyed. This was evidenced not only by the number of papers presented on that metal but by the attendance at the meetings. The atmosphere permeating these magnesium meetings was similar to that which exists in a family with a new baby. Everybody crowded around to see what it looked like and then wondered whether it would be a success and credit to the family. Well. magnesium appeared to be a vigorous youngster, full of life, and raring to go. A close relative of maenesium named " aluminum, although much more grown up, also attracted much attention. From the activity and spirit in these sessions

Jan 1, 1944

By Henrique Silva Furtado

Light meter is an ArcelorMittal innovation that uses off-gas light intensity to predict bath carbon, which is akin to the visual cues that the operators employ to finish a blow. Light meter enables the prediction of end point that is independent of any operator’s judgment. The results have been in general consistent with the actual carbon content at BOF end point at Tubarão. Besides some outliers that occurred due to strange intensity curves, the system implemented in Tubarão BOF 3 reported a carbon prediction error statistic that is very similar to dissolved oxygen–carbon end point statistics. Preliminary trials using light meter without any filter improved carbon hit ratio significantly.

Jul 30, 2018

The story of the rise, progress, and development of our modern railway system is a long but an exceedingly interesting one. The phases it has passed through, the discussions that have arisen from time to time on the most economic modes of construction and working, and the final result these various discussions have led to, are full of importance and interest to the engineer. It is not my intention to deal historically with the subject. I desire simply to speak to the requirements of the hour in Australia. It will not be disputed, I think, that these colonies have reached a point in railway construction and management when, if additional lines to any extent are still to be built, a different principle must be adopted. There are yet large tracts and areas of country to be tapped by the rail and the locomotive, which for years to come must remain untouched if the same expensive gauges and modes of construction are continued. We have yet to see clearly the necessity of introducing a system of light lines that will pay their own way and at the same time augment the traffic of our main lines. This question really no longer remains an unsolved problem. It lies, in a few words, in the acceptance of the, narrowest gauge and the simplest mode of construction that can constitute a pacticable railway. I fear it is hopeless to suggest that private companies should be legally permitted to construct such lines. It seems as if it were next to impossible to move official authorities to enter upon the construction of lines on this principle. It is, all the same an undoubted fact that if private companies could obtain Acts of Parliament, that in several of the colonies a new impetus would be given to railway construction.I may point out that not only has the principle of narrow gauge light railways been adopted in India but private companies are obtaining power to build them. Outside of :England many narrow gauge lines have been made, and in France, Denmark, Italy, and Sweden they have been highly successful.

By A. J. Beer, A. Wetherelt

Paper presented at the UK minerals industry conference held in Leeds, UK, 3-5 April 1995. Camborne School of Mines has developed a simple, cost-effective light-sectioning method that has been used successfully in tunnels and small stopes. Light sectioning provides an almost visual examination of the stope's excavated profile. An illuminated section of walls, roof and floor is recorded photographically. Overbreak and underbreak can then be easily quantified by reference to the designed shape. The prototype rig is described. Use of a fish-eye lens to capture a greater field of view is discussed. Calibration was achieved by comparison with images made with a conventional wide-angle lens with nominal distortion. The system is reliable under a range of operating conditions including dust, heat and humidity. It is also simple and easy to use, does not require skilled personnel and is low cost

Jun 18, 1905

By Alan L. Sangster

Abstract -Auriferous, bedding-parallel veins occur in zones of carbonaceous, argillaceous and sulfidic turbidites in the Lower to Middle Cambrian sandy flysch of the Goldenville Formation. The ?34S values for vein and wall-rock arsenopyrite and pyrrhotite, and for regional pyrite and pyrrhotite, are highly positive. The values are similar to those from Cambro-Ordovician sediment-hosted deposits of other types, and display trends that increase upward in the stratigraphic sequence. The similarity in composition of vein and wallrock sulfides indicates a seawater-sulfate source for sulfur, derived from the enclosing rocks at the time of vein formation. The upward increase in ?34S values is consistent with closed system sulfate reduction in the anoxic portion of a stratified water-column. Published ?18C and ?18O values for Meguma Group vein carbonates are unlike those of other gold-vein carbonates, but are similar to those of diagenetic-metamorphic carbonates from the Meguma Group and elsewhere. These data indicate that the source for the vein-related sulfides and carbonates may be the host strata; possibly the arsenic and gold were derived from the same source.

Jan 1, 1992

By Alan L. Sangster

Auriferous, bedding-parallel veins occur in zones of carbonaceous, argillaceous and sulfidic turbidites in the Lower to Middle Cambrian sandy flysch of the Goldenville Formation. The 0348 values for vein and wall-rock arsenopyrite and pyrrhotite, and for regional pyrite and pyrrhotite, are highly positive. The values are similar to those from Cambro-Ordovician sediment-hosted deposits of other types, and display trends that increase upward in the stratigraphic sequence. The similarity in composition of vein and wallrock sulfides indicates a seawater-sulfate sourCe for sulfur, derived from the enclosing rocks at the time of vein formation. The upward increase in ?34S values is consistent with closed system sulfate reduction in the anoxic portion of a stratified water-colurnn. Published ? 13C and ? 18() values for Meguma Group vein carbonates are unlike those of other gold-vein carbonates, but are similar to those of diagenetic-metamorphic carbonates from the Meguma Group and elsewhere. These data indicate that the source for the vein-related sulfides and carbonates may be the host strata; possibly the arsenic and gold were derived from the same source.

Jan 1, 1992

By G. S. Cole

By 2025, the U.S. automotive industry will have to average 54.5 mpg (4.3l/100km) Corporate Average Fuel Economy (CAFÉ). While new/improved powertrain technology (turbocharging, electrification, diesels, transmissions and stop/start) will be critical, it is estimated that 25-40% of the new CAFÉ standards will require significant mass reduction, and lightweight structural materials will be required. This presentation examines vehicle mass reduction based on new developments in manufacturing automotive structures and components using light metals (aluminum and magnesium), conventional heavy metals (iron and steel), polymers, and carbon-fiber reinforced polymer composites. Components that used to be sand cast or pressure die cast provided minimal fatigue strength and ductility. But greater mass reduction uses more light metals in structural applications. They require eliminating porosity and inclusions to improve ductility and fatigue strength. Improved casting processing, with vacuum die casting, counter pressure and squeeze casting, and new forging and extrusion applications are being developed for this purpose. New grades of ultra-high strength steels can be made thinner, and save over 1/3 the mass vs conventional mild steels. But more complex and expensive processing, such as hot stamping and in-mold quenching, is required. Most engine block structures have migrated from grey cast iron to aluminum over the past 40 years. But compacted graphite cast iron has higher strength at high combustion temperatures and pressures so that high powered engines can be smaller and even lighter than aluminum. Assembling a range of lightweight materials into vehicle structures requires specialized assembly techniques, including sophisticated structural adhesives that can mitigate vehicles’ unique corrosion environment. The presentation will conclude with discussing lightweighting strategies of Asian, American and, European marques and the materials, component designs and assembly techniques used to achieve 2025 CAFÉ.

Jan 1, 2016

By Zay Jeffries

AMONG the various metals with low specific gravity, two, aluminum and magnesium, are used in the nearly pure state or as bases for light-weight alloys. Although the production of magnesium is only about one-twenty-fifth that of aluminum, a higher percentage of its output is used in the transportation industry than that of any other metal. The per-centage varies from year to year but, on the average, more than three-fourths of the magnesium production has been used for this purpose. In the United States, about 40 per cent of the aluminum production is used for transportation purposes. It seems obvious that equipment demanding repeated movement with need for rapid acceleration and deceleration should be as light in weight as the economics of engineering materials will permit. There are, however, differences of opinion with reference to both the economics and the engineering aspects of this subject. Tables 1 to 7 inclusive relate to the principal light-metal materials currently used in the transportation industry. These, with the accom-panying titles and footnotes, are in the main self-explanatory. Although the variations in mechanical properties can be easily seen from the tables, it should be kept in mind that the values given are for ordinary tempera-tures and that the changes in properties with temperature are not the same for the different alloys. Also, the corrosion properties cannot be deduced accurately either from the compositions or from the physical properties. Again, certain of these alloys are used because they possess desirable combinations of properties not listed in tine tables, including heat conductivity, coefficient of expansion, machinability, ease of casting or working, light reflectivity, anodic coating characteristics, etc. These, together with variations in prices, must be given careful analysis to effec-tively utilize the light alloys. Some of the alloys listed in the tables are new and some are old, but all are standard. Even the older alloys are available in new shapes and larger sizes than heretofore, and all are used in the transportation industry in structures of new design. Certain of the applications of specific alloys will be touched upon in the following brief history of the use of the light metals in transportation.

Jan 1, 1936

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Jan 1, 1938

By N Pranoto, E Lawell, T Dean, M Grant

The Goonyella Riverside Mine is located 30 km north of Moranbah in Central Queensland, Australia. Recent mining activities have exposed the north–south striking Kenya and Zimbabwe thrust Faults. These faults vertically offset coal seams by up to 25 m and locally thicken coal packages through imbrication of coal seams. The presence of back-thrusts add to the geotechnical complexity of maintaining highwall stability. The Kenya and Zimbabwe Faults have provided multiple challenges to the mining operation, with an unplanned additional 240 kt of coal tonnes being mined from imbrication of coals seams or from the refinement to local scale geological models. These additional coal tonnes have been either identified during the mining of the coal seam or just prior to overburden removal above the coal seam. These faults can also negatively impacted highwall stability with highwall failures, lowering the overall slope angle for pit designs and increasing stand-off distances for hazardous highwall conditions. Unmanned Aerial Vehicles are used to scan exposed highwalls and enable geological mapping via high-quality 3D images. Measure while drill data from drill and blast rigs can provide local-scale intersections of the faults and coal seams. Mine Geologists utilise these and other data sets to create localised geological models refined position of the fault planes and coal seams. These models are utilised by relevant mine site teams to ensure the safe and efficient mining of coal around these faults.

Mar 22, 2022