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By W. F. J. Cosser

AN agreement having been arrived at in 1935 whereby McIntyre Porcupine Mines would purchase gravel for back-filling purposes from Hollinger Consolidated Gold Mines, the aerial gear as described below was installed. As originally discussed, the plan called for installation of a loading bin at the junction to the Hollinger tram, so making the McIntyre tram an entirely separate unit. The experience of the Hollinger engineers, however, went to prove that the operation of a bin (remote from sources of heat) should be avoided if possible, owing to the severe winter conditions (35° to 40° F. below zero).

Jan 1, 1938

By G. D. TRANT

HOT metal is commonly transported from the blast furnace to the open hearth by one or the other of two general methods: (1) by hot-metal ladles, usually in conjunction with a stationary mixer, or; (2) by means of mixer-type ladle cars, taking the place of both the hot-metal ladles and the stationary mixer. In both cases, the use of transfer ladles for charging the metal into the open-hearth furnaces is necessary. The American Rolling Mill Co. at its Middletown division, adopted hot metal practice on. June 2, 1928. The pig iron is produced' in a .blast furnace about 11 miles from the open-hearth furnaces, and is trans- ported in Pugh-type mixer cars having a capacity of 150 gross tons each. Three cars are in service and handle the delivery of hot metal to the pig machine and the open-hearth furnaces. The capacity of the blast furnace is 550 tons and casts are made every four hours.

Jan 1, 1929

By William G. Freeman

As with most industrial minerals, barite is freight sensitive. This paper is given so that others might gain from the experience of barite companies in reducing their transportation costs. Some of the approaches used were unusual and others standard, but by perseverance considerable savings were realized.

Jan 1, 1973

By S. Formby, J. Avraamides

Transportation of sodium cyanide from factory to minesite often attracts adverse comment from both the community and government agencies. In Western Australia the transportation of 30% w/w aqueous sodium cyanide solution raised fears in the community concerning the safety of such material in the event of spillage. The Chemistry Centre of Western Australia initiated a study of the effects of such a spill, to determine appropriate short and long term response strategies. Factors which were considered included the rate of hydrogen cyanide gas release under various climatic and soil conditions and the effect of alternative treatments in reducing such emissions. The data collected have been used to plan emergency response procedures.

Jan 1, 1989

By A. Dubnie

Three periods of major activity have led to the development of the present mineral industry in northern Canada. At the turn of the century, placer gold was discovered in the Yukon Territory and production has been continued to the present day. In the late 1920's and early 1930's, vigorous aircraft- aided exploration resulted in the discovery and production of radium at Port Radium on the southern shore of Great Bear Lake and of gold at Yellowknife on the north shore of Great Slave Lake. During this period, oil was discovered at Norman Wells. Present mineral production is today largely derived from deposits which have been developed in the 1950's. Among these are the re-opened deposits of United Keno Hill, uranium deposits at Uranium City, natural gas resources from the Peace River gas area, nickel-copper deposits at Lynn Lake and Rankin Inlet, and the Cassiar Asbestos deposits at McDame Mountain.

Jan 5, 1961

By Ray D. Peterson, Garry G. Blagg

"Molten aluminum is routinely transported hundreds of miles to customers in large ""over-the-road"" crucibles. This is especially common for aluminum recycling organizations handling scrap and by-products. Receiving the aluminum in a molten form can save the customer time and money since in-house melting costs and capital equipment can be avoided. Additionally, the alloy can be on specification and nearly ready to use for the casting operation.A number of transport crucible designs are currently in use. The specifics of each design are based on the needs of the customer, the equipment used at both the producer and the consumer, and over-the-road transportation constraints. Crucibles are designed to maximize carrying capacity, and refractory life while minimizing heat flow and dead weight. These conflicting demands place difficult design criteria on the design engineer.This paper will review the basic advantages and disadvantages associated with molten metal transport, give examples of the design restrictions and examine several types design of crucibles currently in use."

Jan 1, 2000

By Frederic Benard

PRIOR to 1936, the Ontario Refining Co. received all incoming blister copper from The International Nickel Company's smelter in the usual form of 460-lb. cakes, or slabs. These were received in open cars in lots of 250 pieces. At the refinery the cakes were unloaded onto narrow-gauge cars, for convenient handling and pickup by charging cranes. In March 1936, an investigation was started on the feasibility of transferring converter copper in the molten state from the smelter to the refinery anode furnaces, a distance of 1 ¼ miles. Although common in steel practice, the transportation of blister copper in this form had not previously been attempted and a preliminary study of the various factors involved was therefore necessary. For this purpose, a series of experiments was made in which molten copper, removed at different stages during the furnace cycle, was held in a small portable holding furnace. This vessel was essentially a refractory-lined steel cylinder provided with ports for filling and emptying, heated by an oil burner. Dimensions of the steel shell were 3 ft. 10 in. diameter by 7 ft. 3 in. long, and thickness of refractories depended on the design and combination used for the particular experiment. The vessel was filled with approximately 2 ½ tons of copper at a predetermined temperature, the lining having been preheated to a definite point by means of an oil burner. All openings were well luted and temperature readings were made every 15 min. by means of an immersion-type thermocouple. In this manner the rate of heat loss resulting with different refractory design could be developed. The ratio of exterior surface to weight of metal was taken into consideration in comparing the experimental results with what might be expected for a full-sized unit, and observations were also made on type and degree of slag accretion. It was not possible to get as much information on this latter point as desirable, but all evidence showed that the problem would be control of slag build-up rather than attack on refractories. From the information derived, and in consultation with the engineering staff of the supplying company, an order was placed for the first

Jan 1, 1938

By Frederic Benard

PRIOR to 1936, the Ontario Refining Co. received all incoming blister copper from The International Nickel Company's smelter in the usual form of 460-lb. cakes, or slabs. These were received in open cars in lots of 250 pieces. At the refinery the cakes were unloaded onto narrow-gauge cars, for convenient handling and pickup by charging cranes. In March 1936, an investigation was started on the feasibility of trans-ferring converter copper in the molten state from the smelter to the refinery anode furnaces, a distance of 114 miles. Although common in steel practice, the transportation of blister copper in this form had not previously been attempted and a preliminary study of the various factors involved was therefore necessary. For this purpose, a series of experiments was made in which molten copper, removed at different stages during the furnace cycle, was held in a small portable holding furnace. This vessel was essentially a refractory-lined steel cylinder provided with ports for filling and emptying, heated by an oil burner. Dimensions of the steel shell were 3 ft. 10 in. diameter by 7 ft. 3 in. long, and thickness of refractories depended oil the design and combination used for the particular experiment. The vessel was filled with approximately 2 ½ tons of copper at a predetermined temperature, the lining having been preheated to a definite point by means of an oil burner. All openings were well luted and temperature readings were made every 15 min. by means of an immersion-type thermocouple. In this manner the rate of heat loss resulting with different refractory design could be developed. The ratio of exterior surface to weight of metal was taken into consideration in comparing the experimental results with what might be expected for a full-sized unit, and observations were also made on type and degree of slag accretion. It was not possible to get as much information on this latter point as desirable, but all evidence showed that the problem would be control of slag build-up rather than attack oil refractories.

Jan 1, 1938

By Emilie Williams

Introduction Mouska Mine, Doyon Division site Background and timeline Obstacles to standard paste delivery system Components of Mouska paste system Technical considerations Operational considerations Mouska Mine Underground gold mine 30 km east of Rouyn-Noranda, Quebec Part of Doyon Division, 100% owned by IAMGold Commercial production since 1991 Cumulative production over 850,000 oz Conventional mining until 2009 485 m shaft from surface 560 m internal shaft 500 tpd (ore and waste) Off-site milling Approximately 150 employees

Oct 1, 2010

By Michael E. Charles, Jaroslav J. Vocadlo

"The hydraulic transport of solids through pipelines can have many advantages over other modes of transport. Numerous successful applications both within plants and over longer distances have demonstrated the technical and economic feasibility of slurry pipelining. Solids successfully transported include kaolin, coal, iron ore, gilsonite and limestone, and others, such as sulphur and potash, are likely to be transported in Canada in the near future. However, though the technology of solids pipelining is quite advanced the underlying principles have not yet been formulated past the semi-empirical stage. The main objective of this paper is to present a discussion of the important technical and economic considerations in the design of so lids pipeline systems by reference to typical data. The Worthington slurry pumps and pilot facilities are briefly described."

Jan 1, 1972

By Warren E. Wilson

THE transportation of solids in pipe lines is a matter of deep concern in many fields of engineering. Much experimental and theoretical work has been done in an effort to devise means of designing pipe lines that will satisfactorily transport given solid loads, but there remain many unanswered questions in this field. The present discussion will be confined to a rather narrow portion of this field and will endeavor to point out certain factors that may well be considered when comparing the relative economy of various installations. The data have been presented previously but a new interpretation was prompted by a suggestion in a paper by Professor O'Brien,1 of the University of California, that the friction work per pound of dry material should be considered in determining the relative efficiency of various installations. This method of considering relative economy in various pipe lines leads to some rather unexpected conclusions, especially with reference to the economy of large pipe sizes. A previous suggestion by the writer3 concerning the economy of a rather peculiar type of installation is strengthened. It is not believed that the considerations set forth herein apply directly in the case of dredge lines, where economy is largely a matter of a high rate of pumping in order to reduce the unit overhead charge. However, it is believed that some value may be gained from these considerations in cases involving the disposal of a fixed amount of solids per unit time with a minimum expenditure of energy and at a low cost for replacement of worn pipes. Such situations are not uncommon in the disposal of mill tailings and the disposal of solids deposited from irrigation waters. It was found that data leading to general conclusions for various pipe sizes were not available but certain definite trends are indicated and methods of analyzing available data are presented in the hope that they may be of assistance in preparing engineering estimates on designs of pipe lines of the type described above. ENERGY. REQUIREMENTS Carrying out the idea contained in Professor O'Brien's paper concerning the method of computing energy required to transport solids, the following analysis leads to some rather interesting conclusions. Let us represent: [Solids load in terms of mass per unit time by W Ratio of mass of suspended solids to total mass of mixture flowing by p Volume rate of flow of mixture by Q Length of pipe by L Slope of energy grade line by s Mass per unit volume of solids by m, Mass per unit volume of liquid by ml Mass per unit volume of mixture by m,,, We then have as an expression for the solids load: W = pQm¬] The work done per unit mass, P, on the mixture to move it along the pipe the

Jan 1, 1945

Inflation, tight money and keen competition spur companies to consider advanced material handling systems capable of reducing cost per ton of moving ore, waste or men and supplies. Since transportation charges account for an average of about 25% of the total delivered price of a product, then this cost center may actually determine the economic value of a new deposit. This being so, it is interesting to note that of the 1.4 billion tons of revenue freight carried by all Class I carriers of the nation in 1967, over 247 million tons or 17.5% were industrial minerals or products dependent on industrial minerals, i.e., glass, gypsum board, brick, etc. Because most bulk commodities have a comparatively low market value and are usually classified for lower than normal freight rates, railroads rely on large volumes and better equipment utilization to effect an equitable return. It is for this reason that the unit and shuttle train concept came into being. The average rate per ton-mile of all materials hauled by rail in 1968 was 1.31 cents. The low rates existing for industrial minerals contributed to this low average as did unit and shuttle train rates.

Jan 10, 1969

By Paul M. Godlewski, Roberto J. Guardia

Hundreds of highway and rail transportation tunnels in North America have been rehabilitated in the last two decades. Tunnel rehabilitation is usually dictated by an owner’s need to extend the working life of the structure, but typically has the added benefit of increasing capacity (greater speed or increased clearance) and enhancing safety. Not only has rehabilitation proven to be an economical alternative to new tunneling, but it can be safely accomplished by working during short work “windows” without taking the tunnel out of service. This paper presents methodology for planning and designing of tunnel rehabilitation projects, and case histories illustrate successful excavation and support technologies.

Jan 1, 2003

By W. Jack Wilkes, Gilbert L. Butler

TRANSPORTATION TUNNELING The use of tunnels for transportation, namely rapid rail transit systems and highways is on the increase. How much that increase might be through the 1980's is the question that is discussed in this paper. In 1975, there were 218 route miles of subway tunnels for rapid rail transit and 154 lane-miles of highway tunnel. From the viewpoint of many transportation planners and designers, the tunnel is one of the tools which may be used to by-pass many types of obstacles: a mountain, a body of water, or a Central Business District (CBD). Therefore, the transportation tunnel is a rural as well as an urban solution with major emphasis on the latter because of the current transportation needs of our cities. In the case of rural locations, tunnels are usually constructed through mountains in order to eliminate miles of steep grades and dangerous curves, such as the Eisenhower Tunnel which cuts through the Continental Divide in Colorado along 1-70 and saves 10 miles and 40 minutes of driving time. Tunnels also provide an excellent transportation link across bodies of water in order not to interfere with shipping lanes. The Chesapeake Bay Tunnel and Bay Tubes of the BART system are excellent examples of this type of tunnel.

Jan 1, 1976

By J. W. Buch

IN THE FIELD of track haulage, interest has seemed to center on the question of larger mine cars both for handling material from loading point to shaft bottom or surface, and for shuttle service. Saving of time in car changing is obvious if larger cars are used. In addition, shorter trips result where car transportation is from face to opening without transfer. This also brings about side-track and equipment savings. Track shuttle service, using large automatic-dump cars (10 tons) between loading machines and trip loading point, has been a satisfactory solution for the operator who mechanizes a working mine regularly equipped with a large number of small mine cars. This development in track shuttle haulage, has made track installation and maintenance increasingly important, requiring closer supervision.

Jan 1, 1942

By William F. Haddon, Phillip J. Maddex

Marco Polo brought the first borax to Europe late in the 13th century. It was especially treasured then for one of its many qualities-that of working with gold as a soldering flux. Georgius Agricola in 1556 gave it the name chrysocolla (which the Moors called borax)-literally, "gold glue." Deposits of borax have been elusive and widely scattered-first found only in Tibet and Italy, and, in 1836, at Iquiqui, Chile. Dr. John Veatch made the first California discovery in 1856 while examining a mineral spring east of Red Bluff. This "Borax Lake" soon supplied 90% of U.S. demand, but flooding and other production problems caused the scene to shift from Borax Lake to Little Borax Lake and then to Nevada in 1871. Early transportation was by "Twenty-Mule Teams."

Jan 1, 1971

By Scott G. Britton

In this chapter, I shall discuss railroad con¬struction for modern underground coal mines. Because men, materials, and supplies are being moved more often and farther by rail, the ef¬ficient and safe construction of the system takes on new importance. Most large coal mines are opting to use track haulage over other support transportation systems because of cost, ease of installation, reliability, and other factors. En¬gineers tackling the problem of designing such a transportation network must be aware of all the steps required for an effective transportation system design. This chapter discusses all aspects of efficient trackwork construction. The areas covered in¬clude design factors, laying the track, installing turnouts and switches, and installing trolley wire. Each area includes a description of the steps needed to complete the work.

Jan 1, 1983

By John W. Buch

IN my review a year ago I pointed out that a small coal-mining companies as well as large had decided that the so called ?central shop? was a benefit. These central shops replaced in a large measure the commercial shops operated by those who have no direct connection with production of cod. Central shops in this time of salvage and major repairs have proved their worth. In addition, many of the larger companies had in their central shops equipment available for the production of many thousands of parts for our vast war machine and, as subcontractors, are doing this type of work. This is a real contribution to the war endeavor. Lack of new supplies has resulted in exhaustion of those stocks formerly stored or hidden in underground shanties. This means that the small stock of repair parts likely LO be available to any mine

Jan 1, 1943

By John P. Smith

As the US looks within its borders in its drive toward energy independence, economical coal transportation, particularly from vast western reserves, becomes an increasingly difficult but compelling challenge for both the country and the coal industry. Coal producers continue to develop improved technology for more efficient and cost-effective coal mining and processing. But for controlling transportation costs, coal producers must rely on a delicate balance between product demand, competition among carriers, federal regulation, and a symbiotic relationship with coal transporters. In 1981, 739 Mt (815 million st) of coal were mined in the US. Nearly 90% of this coal was moved via

Jan 10, 1982

By Antonio Fernández, Javier Cáceres, Enrique Ramírez, Camila Yepez

El sector minero es una de las pocas industrias que depende de los precios de mercado para producir. Por lo cual, mantener ventaja competitiva y garantizar la eficacia del proceso para alcanzar las metas propuestas por la empresa minera representan un desafío constante. Esta investigación tecnológica tiene como objetivo maximizar la eficacia en los procesos de transporte y perforación manteniendo los costos más bajos en su proceso productivo. La investigación presentó dos desafíos durante la etapa de prueba que fueron la especialización del personal y modificación progresiva de los equipos para cada actividad específica.

Sep 30, 2022