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Modern off-highway trucks have evolved over 30 years from small 20 ton units to vehic- les with capacities of up to 170 tons. Diesel engines are used by all manufacturers while transmissions are either mechanical or electri- cal. Development over the years has kept pace with component availability from engine, trans- mission and tyre manufacturers.Computer simula- tion studies are recognised for purposes of vehicle evaluation and costing under various op- erating conditions. Several manufacturers are currently manufacturing or evaluating vehicles with capacities of up to 260 tons. This paper describes the essential facts associated with the operation of off-highway trucks of the rear dump type in the mining industry.

Jan 1, 1973

By R. C. Freas

Imported products and materials have been in the news over the last several years in a wide variety of industries. Certainly the mining and industrial minerals industry has not been exempt from this. Cement imports have received considerable attention in the press and a number of written articles. We are also seeing imported aggregates particularly along the gulf coast and east coast of the United states. We are now hearing increasing talk of bringing high brightness calcium carbonate from offshore sources into the U.s. domestic markets. This paper takes a look at the location of these sources, factors affecting their acceptance by U.S. industry and presents a general cost comparison of offshore and domestic calcium carbonate. In addition, the market response of U.S. suppliers and the impact of imports is also discussed.

Jan 1, 1989

By M Lovitt, T Hewitt

The extraction of drawbells in Lift #2 at Northparkes Mines E26 orebody was achieved by single shot blasting, enabled through the use of electronic detonators. This paper discusses the designs considered at the time of the feasibility study and the various changes made to these designs prior to and during the construction phase of the Lift #2 block cave. Operational issues encountered are highlighted, as are ways in which these were overcome. The amount of personnel utilised to mine the drawbells is also covered. Lists of design and operational considerations to be used for drawbell extractions have been included.

Jan 1, 2005

By Norbert Steiner

For the desulfurization of weak SO2 gas streams, Degussa developed a process using dilute H2SO4 solution containing H2O, instead of conventional gas scrubbing with all solid absorbent medium (limestone, MgO). The process is based on fast reaction of H2O, with SO2 yielding H2SO4 up to 70% strength, depending on off-gas temperature. Compared to the conventional systems with typically < 95% efficiency, independent on the raw gas SO2 concentration, residual SO2 concentrations of less than 20 mg/Nm3 can be easily achieved, corresponding to nearly 100% removal. These features render the H2O, process a very attractive, low capital cost technology to retrofit existing conventional desulfurization plants.

Jan 1, 1996

By Norbert Steiner, Roy Norcross

For the desulfurization of weak SO2 gas streams, Degussa developed a process using dilute H2SO4 solution containing H2O2 instead of conventional gas scrubbing with all solid absorbent medium (limestone, MgO). The process is based on fast reaction of H2O2 with SO2 yielding H2SO4 up to 70% strength, depending on off-gas tem­perature. Compared to the conventional systems with typically < 95% efficiency, independent on the raw gas SO2 concentra­tion, residual SO2 concentrations of less than 20 mg!Nm3 can be easily achieved, corresponding to nearly 100% removal. These features render the H2O2 process a very attractive, low capital cost technology to retrofit existing conventional desulfurization plants.

Jan 1, 1996

By C Chambers

"AustraliaÆs mining sector faces challenges to its competitiveness; operating costs are being adversely affected as a result of volatile commodity prices and growing international market pressures.Diesel fuel-generated power used in typical remote mining projects is generally reliable and quick-to-deploy; however it is ongoing expensive operating cost.Many mines and communities in remote locations source electricity from diesel generation, and often pay over $300/MWh in fuel and carbon only (i.e. excluding CAPEX). These costs are expected to rise over time and are vulnerable to price shock events or supply chain interruptions in international markets.Solar photovoltaic (PV) and other renewables can be integrated with existing diesel units to provide a highly reliable power supply. Such renewables now provide a cheaper source of electricity while maintaining the mining industryÆs stringent reliability requirements; some renewables are now cheaper than diesel power ù supplying electricity at approximately $226/MWh.Also, significant funding and concessional rate financing have recently become available to support the development of remote solar-diesel (or solar-wind-diesel) hybrid systems, including: up to $2.2 billion of as-yet uncommitted grants through the Australian Renewable Energy Agency (ARENA) and is now seeking mining industry partners, up to $10 billion of concessional financing for emerging renewable technologies through the Clean Energy Finance Corporation (CEFC) and this commences July 2013, ongoing revenue support through the Renewable Energy Target scheme, and other regional support programs administered by various governments.This paper explores: the business case for renewables - what applications and when to consider them, the potential operating cost savings if solar was integrated, the technical challenges and common pitfalls, and how to overcome them, and the upfront investment costs and whether the site is eligible for Government subsidy programs.CITATION:Chambers, C, 2013. Off-grid solar in the mining sector - Can renewable energy reduce your operating costs?, in Proceedings MetPlant 2013, pp 71-85 (The Australasian Institute of Mining and Metallurgy: Melbourne)."

Jul 15, 2013

Improve surface mine haul-age truck safety and efficiency by providing a means for sensing the weight and distribution of the truck&apos;s load. Approach The safety hazards and the economic implications of overloading mine-haulage trucks were analyzed to determine the net effect of that practice on mine operations. The analysis indicated that: Ten to 25 pct overloading is typical; Higher haulage, tire, and maintenance costs occur due to overloading (a 20 pct overload was estimated to increase operating costs 7 pct per ton); Ten to 15 pct of haulage? truck injuries and fatalities are attributable to overload conditions, at a cost over one million dollars per year to the mining industry. Vehicle-weighing technology that conformed to the performance specification for an off-highway haulage truck overload detection system was selected for in-mine testing. How It Works Normally, volumetric estimates are made during the loading sequence which do not account for the varying ore density. Hence, the actual weight of a load is never precisely known. By providing a precise measurement, an overload detection system will not only indicate vehicle overloading, but will also show under-utilization of the truck. One system tested by the Bureau of Mines was the ?Load Analyzer" manufactured by Pactronics Corporation in California. This system consists of a meter-type analog readout for the cab console and three "Electrosensors" (linear variable differential transformers) attached to the main frame. Using conventional welding and brazing techniques, two sensors are attached between the front members of the engine sub-frame and the top of the left and right trailing arms (one sensor per arm). The same techniques are used to attach the third sensor to the rear centerline of the truck. between the main frame cross member and the A-frame. The readout unit on the cab console indicates by color-coding whether each sensor loading is under (green), at (yellow), or over (red) the pre-set rated load. The three-sensor configuration with in-dependent readouts also detects uneven distribution of the load.

Jan 1, 1984

By Leon J. Perrier

The paper describes the equipment in use, haulage grades, road conditions, tire sizes, tire performance and related problems. Various types of failures and causes, corrective action taken, tire records and reporting for control are also discussed.

Jan 1, 1977

By L. Hagenbuch

Off-highway truck purchasers know the amount of tonnes, pounds, kilograms, etc, a truck will carry. However just because a truck is rated at 240 tons may in no way correlate to what that truck will actually carry. Two numbers define the carrying capacity of an off-highway truck: 1. The weight carrying capacity of the truck; 2. The volume carrying capacity of the truck. These two numbers must be in sync or the amount of payload carried will vary from the carrying capacity of the truck. Currently the Society of Automotive Engineers (SAE) standard J1363 January 1985 defines the volumetric carrying capacity of an off-highway truck. However as is well known in several South American countries, the SAE standard overrates the truck’s effective volumetric carrying capacity 15% to 20%. This paper presents a method for measuring “effective” body volumetric carrying capacity, resulting in a truck body for carrying the targeted load, matched to the loading equipment that interacts positively with the truck chassis.

Jan 1, 2002

By Alan K. Burton

An industry-wide demand for bigger and more efficient trucks, with their supposed economies of scale, is well established. Some trucks have been, and often are brought "off the shelf," with the manufacturer offering only certain minor options, much as in the private automobile industry. The market is well established; there is keen competition; in recent years there have been few significant changes, and few are expected. With large trucks (100-ton-capacity and over), however, the situation is different. Here, with an individual truck costing several hundred thousand dollars, there is an ever in- creasing trend to engineer a truck for a specific application. The body will be designed and sized for the material that the truck will carry; the engine and transmission will be geared to the haul profile, and tires will be designed to suit road conditions and work requirements. Early Truck Development Haulage trucks designed expressly for open-pit mine service were introduced during the 1930&apos;s. The first models to arrive on the scene hauled about 15 tons, and easily outperformed the modified highway trucks that had been used for mine haulage up to that time.

Jan 8, 1975

By Alan K. Burton

Along with tires and transmission systems, engines have been a limiting factor in the growth of large off- highway trucks. The problem, primarily, has been the development of reliable, high-performance engines that are not prohibitively heavy or expensive. For many years, horsepower to overall truck weight ratios have been in the vicinity of 300 lb per hp for rear dump units up to 50 tons capacity. This ratio is obviously very poor when compared to the much lighter and smaller highway trucks, which frequently have a performance ratio of 100 lb per hp. Unfortunately, the larger mining trucks have not been able to match even the 50-ton trucks, and in some cases, ratios have dropped as low as 450 lb per hp. This results in a performance of only 67% of that achieved by the older smaller trucks. Thus, the message is clear: what is needed is more horsepower and less weight.

Jan 10, 1975

By Alan K. Burton

The number of trucks required to perform a certain task is a function of the productive capability of one independent truck and the total tonnage required. Hourly productive capability of one truck is the product of trips, or cycles, per operating hour and effective payload. One cycle is made up of load, dump, and travel time, the sum of which comprises theoretical cycle time. This time is then derated by a productivity factor, giving an average effective cycle time which is used to calculate the number of cycles per hour. Rated payload is the truck&apos;s designed tonnage, while effective payload is the average amount that is actually carried. Manufacturers, particularly of the larger trucks, produce various body sizes designed to carry materials of different densities. However, it is not always possible to carry the rated payload because the material might be lighter than expected, a body of the required size cannot be produced, or because of spillage on particularly steep grades.

Jan 12, 1975

By Alan K. Burton

The individuality of off-highway trucks is largely determined by a number of truck components that include beds, frames, and suspensions. With the exception of tires, these features are generally standard equipment and the mine operator gets "what comes with the truck." With the advent of larger trucks, more complicated haul profiles, and sophisticated production control systems, a new truck support-component industry is rapidly appearing. The impact of the new options for off-highway trucks can be significant in terms of future fleet performance. Innovations include "Mesabi" radiator cores that reportedly offer greater engine temperature control; load indicators that insure proper truck loading at the shovel; and digital communication systems that signal truck status in the haulage cycle. An understanding of tires, brakes, and newly introduced support components is necessary before an optimum choice of truck can be made

Jan 11, 1975

By J. K. Szymanski, Val Srajer

In this decade mining companies in western Canada have searched for reliable and inexpensive ways to improve mine productivity. Truck dispatching systems, equipment vital sign monitoring and sensing, vehicle guidance systems, have all been considered. In this paper the off -highway vehicle monitoring systems used or planned to be installed at surface coal mines in western Canada are described. The monitoring systems are divided according to their function and application; installation and testing procedures are described, as well as the economic benefits to the mining operation.

Jan 1, 1989

By T. W. Peterson

There are two approaches to developing a minicomputer based application for an industrial grinding circuit. Usually, the control program is coded and compilation-debugged on a large-scale scientific computing system or the minicomputer itself if the machine is available. Final debugging and testing must wait for installation and checkout of the entire minicomputer system. Two immediate disadvantages of this approach are the need to obtain, install and check out the hardware before the final debugging stages of program development can begin, and interference with normal mill operation during such final testing. This work reports on an alternative to the usual procedure. Here both compilation and execution bugs are eliminated from the application program before hardware installation by testing the control program against a reasonable dynamic simulation of the entire process. Thus, software development can be completed before the target mini is installed. Such off-line development requires a reasonably accurate mathematical model for the entire process system as well as a suitable simulation package for communication between the simulated environment and the minicomputer application program. Specific data describing the design configurations and dimensions of the mills, cyclones, sumps, pump characteristics and analog controller configuration were supplied by ANAMAX for a grinding division consisting of a rod mill followed by two ball mills in parallel. This information was used to set up a plausible model structure. Steady state ANAMAX data on particle size analysis at various points in the circuit and corresponding values of flow rates, pump speeds, sump heights and slurry densities were used for model parameterization. The preferred operating control strategy - "best grind at operator-set rod mill feed rate" - was set by ANAMAX. An inferential particle size analysis technique using the cyclone cluster as an on-line particle size sensor was used in a novel control strategy_ to achieve the stated objective. Two disturbances common in the ANAMAX circuits - rod mill scoop pluggage and shut down/start up of one of the ball mills - were studied in detail. This report out- lines the steps in system development and testing and the results obtained.

Jan 1, 1974

By T. W. Peterson, J. W. White, E. E. Krist

In developing a minicomputer application for an industrial grinding circuit, the control program is usually coded and the compilation is debugged on a remote access computing system. Final debugging must wait for installation of the minicomputer. This work reports on an alternative. Here both compilation and execution bugs are eliminated before the hardware is installed by testing the control program against a dynamic simulation. Attention is directed toward development of a particular real-time control program for an industrial wet grinding circuit in a copper concentrator. Specific data were supplied by the Anamax Mining Co. for a grinding division consisting of a rod mill followed by two ball mills in parallel. This information was used to set up a plausible model structure.

Jan 1, 1977

By Lon Santis, David Buckwalter, Ken Steinmetz

This paper describes a magazine security system using two readily available cellular telephone-based technologies. The system is comprised of vibration sensors and remote cameras. The system is used at a Bureau of Alcohol, Tobacco, Firearms, and Explosives (ATF) licensed explosives storage location in Pennsylvania to comply with PA Department of Environmental Protection (PADEP) regulations. The system provides instant notification to the licensee via cellular modems, text messaging, phone call, and e-mail. Likewise, the licensee can control the system remotely over the internet and using text messaging commands. The vibration sensors attach to the door of the metal type I magazines magnetically and detect any movement or vibration. The cameras trigger on movement and thermal radiation changes and can also be triggered manually to check alarms received from the vibration sensors. The previous system was comprised of a base unit and magnetic strips. The magnetic strips were powered by a hard line from the control unit and mounted on the doors and top of magazine creating a bond, that when broken triggered an alarm. Our main issues with the unit were the delay in alert times and tech support. Because of these issues, we decided an upgrade was necessary. Compared to that previous system used at this site, these new systems are highly affordable, carefree and reliable.

Jan 1, 2014

The Resource Management Act 1991 (RMA) and the Crown Minerals Act 1991 (CMA) both came into force on 1 October 1991. The purpose behind RMA was to integrate the existing laws dealing with town and country planning, land subdivision, water and soil, minerals and energy resources, coastal management, air pollution and noise control into one omnibus Act. Originally, there was a section in RMA dealing with minerals. However, this section was taken out of RMA and a companion piece of legislation - namely CMA - was passed with RMA.

Jan 1, 1994

By Matters C. W

THE following paper embodies the present practice and the results of past experience in the survey departments of two of the leading Broken Hill mines, the Central (Sulphide Corporation Ltd.) and the Broken Hill South S. M. Co. N. L.The authors intend to limit the scope of this paper to a consideration of office methods, as much has recently appeared in technical literature concerning field work, both surface and underground. Special reference may here be made to a valuable paper on &apos;Mine Surveying&apos; by H W Gartrell, in Vol XIII of Transactions, in which the author gives considerable attention to field work. Moreover, much of the office work described in current literature is American, and sometimes not suited to local conditions, being &#183;often exceedingly elaborate and demanding a large staff of assistants. It is believed that the methods of recording information described in this paper are sufficiently simple and flexible to be adapted to most Australian mines. Brief acknowledgement must be made to the work done by Americans, who have raised mine surveying to the position of a separate profession, instead of being merely an unimportant branch of land surveying.

Jan 1, 1912

By Neal P. Cochran

The Office of Coal Research Program has been outlined in our Annual Report for a number of years and reported on by various members of the OCR staff as well as by our contractors. The program is national in scope and is intended to develop new and improved uses for our Nation&apos;s coal resources and to maintain coal in a favorable economic position, vis-a-vis, the other energy forms. A program has been developed that includes conversion of coal to gas, gasoline and other petroleum-type products, and to electricity. These projects are only one facet of the OCR program albeit an important one. In many of the conversion projects we have underway, original development work has been done with bituminous and sub-bituminous coal. It is the intention of this paper to present a general outline as to how lignite might fit into one or more of these projects as a raw material. Our national lignite reserves are vast in scope and this has been recognized in the OCR program by development of a project specifically for lignite and by including lignite as a test raw material in many other projects. Project Lignite is intended to develop the Cop Acceptor Process for conversion of lignite to a high B.t.u. gas. In this effort we have included the design, construction, and operation of a lignite gasification plant at Rapid City, South Dakota. The work is being conducted by the Consolidation Coal Company and is an outgrowth of their laboratory development of this process. The first portion of our effort included a detailed economic study of a somewhat arbitrary grouping of States designated Market Area A that could be expected to use gas manufactured in a lignite gasification plant. The area included the Dakotas, Minnesota, Nebraska, and Iowa. This geographical area could readily be served if a process could be developed for converting North Dakota&apos;s lignite reserves, estimated at 351 billion tons, to high B.t.u. gas. Our study showed that Market Area A had a potential commercial- industrial market of one trillion cubic feet of gas a year. To meet this demand, we believe that part of the load can be obtained from commercial lignite-to-gas plants. At the time of our original study, we concluded that gas could be delivered to the city gate in Market Area A at about 45¢. As a result of price escalation in the interim, our estimate today might be slightly higher, but not significantly so, since some parts of the process appear better today than they did at the time of the original projection.

Jan 1, 1968