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By Carlos Bravo R.

El presente texto describe el proceso del sistema de transporte del fierro a través de fajas transportadoras en la minería Marcona. Anteriormente los camiones era el sistema de transporte utilizado en la minería de Marcona. Sin embargo, dado los riesgos de seguridad del sistema locomotor, se empleó el método de las fajas transportadoras. Dicho sistema entra en funcionamiento a partir de 1966 y se extiende hasta San Nicolás. La operación del sistema integral de fajas transportadoras se convierte en uno de los sistemas más modernos del mundo y permite una mayor productividad de tonelajes a transportar, rindiendo mecánicamente y eléctricamente en la minería.

Nov 20, 1967

By Barnet Clemente, David Huaman

El sostenimiento de las labores en las operaciones mineras, son cada vez más consistente y seguros con la aplicación del concreto lanzado, en la unidad minera cerro lindo se ha migrado a este tipo de sostenimiento en un 100%. Todas nuestras labores están sostenidas con shotcrete, incluso el frente de la labor aplicamos el sostenimiento con shotcrete, que llamamos malla de sacrificio, sin embargo este tipo de sostenimiento es costoso, pero te da muchas facilidades para mejorar los rendimientos y se hace más segura la mina, para lo cual contamos con una planta de concreto exclusivamente para este servicio, con una capacidad de 30 m3 por hora, lo que necesita la mina es 7000 m3 mensuales para cubrir todas la labores de producción, preparación y desarrollo, incluso hemos considerado la labores de rehabilitación y resanes por la misma operación minera, esta operación nos da una demanda de 9 mixcrets en operación y un stand by, con 4 alphas operativos y 1 en stand by.

Sep 1, 2017

By Einar Carreño

El artículo evalúa 4 alternativas para el transporte de la mezcla para concreto shotcrete en una operación minera subterránea (Volcan): 1) con planta en el interior de la mina, 2) mezcla enviada por una red tuberías de acero a tubo lleno, 3) mezcla enviada a impacto por un tubo de acero vertical y 4) con un sistema mixto de transporte masivo de relleno cementado. Se evalúan con detalla ventajas y desventajas de cada alternativa y se ofrecen recomendaciones para optimizar el proceso reduciendo tiempo y costos.

Sep 20, 2019

By Eberhard Rother

El presente texto describe el transporte fluído de materiales sólidos, su clasificación, características del flujo de mezclas heterogéneas, los experimentos del transporte hidráulico de fluidos y los resultados de estos en la ingeniería.

Sep 1, 1960

By R. Breña

El "Marconaflo" es un sistema comercialmente económico y patentado por la Compañía Marcona, el cual sirve para transportar concentrados de hierro en forma de pulpa, tanto en buques como en instalaciones en tierra. En este sentido, el objetivo del trabajo radica en describir las necesidades de la industria minera para el desarrollo de este nuevo sistema. Así también se describe el proceso de su operación, proyección en el transporte y la industria minera.

Nov 20, 1972

By André Brasil

Dado que las represas de relaves construidas por el método de aguas arriba presentan deficiencias relacionadas con los aspectos constructivos y de seguridad, es difícil evaluar la variabilidad real del depósito basándose apenas en los procesos de campo. En ese sentido, el presente texto desarrolla un modelo para describir y simular el mecanismo de formación de las represas de relaves considerando las variables externas (concentración y caudal de descarga) e internas, así como muestra soluciones analíticas y numéricas comparados a nivel laboratorio.

Sep 9, 2007

By P. Wyhoit

En las últimas décadas, la industria minera sueca se ha caracterizado por una racionalización y mecanización crecientes. En ese sentido, el nivel de producción debe ser correlativo con el número de empleados. Por ello, el cambio del transporte con rieles a sin rieles progresaba rápidamente, ya que de esta forma iniciaba una nueva fase de automatización mecánica. Sin embargo, los ingresos de muchas minas pequeñas suecas disminuyeron durante la década del 60 debido a la caída de los precios del mineral y al aumento del costo de la mano de obra. En consecuencia, el presente texto describe el uso de la minería sin rieles desde 1971. Esto condujo a un rápido aumento de producción que compensaba el bajo precio del mineral. De esta manera, la operación sin rieles permitió la supervivencia de minas menores que enfrentaban, durante los últimos años, los decrecientes precios de minerales hierro-fosfóricos en Europa.

Nov 1, 1975

By Marcel Labbé

La largeur de l?armature peut être modifiée selon les besoins du client entre 48 " et 64" de largeur totale, donc 2 sections de 24" à 32". Ceci permet à l?opérateur d?effectuer le démantèlement de l?équipement pour le déplacement dans les endroits restreints. Le déménagement d?un niveau à un sous-niveau devrait se faire dans un quart de travail de 8 heures. L?option de largeur permet au client de choisir un équipement adapté à son environnement de travail (1). La largeur de la table de forage peut être modifiée selon les besoins du client entre 48" et 96". Cette particularité permet une meilleure stabilité, et plus de précision dans le forage (2). Il y a 4 pattes hydrauliques à chaque coin pour la stabilisation lors de forage (3). La table de forage a 360° d?angle de forage sur 3 côtés du transporteur. La table peut sortir de chaque côté du transporteur de 40 ½" à partir du centre du transporteur pour faciliter la mise en place de la foreuse dans les endroits difficiles d?accès. La plage de forage est considérablement agrandie. Cette caractéristique qui fonctionne hydraulique, permet à l?opérateur de forer sans être obligé de changer la position du transporteur pour des changements de trous. Tous les types de foreuse peuvent être installés sur cette table de forage (4). Sa petite dimension lui permet d?accéder, par des monteries de 30" de diamètre, à des sites de travail de 2,5 mètres de hauteur et largeur. C?est un équipement adapté aux gisements filoniens. Ce genre de gisement est de moins en moins rentable pour les compagnies minières. La mécanisation des ces gisements va permettre de les rentabilisés en augmentant la productivité et la santé du travailleur, en réduisant la dilution (5). Les manettes de contrôle de la foreuse, les mouvements de la table de forage ainsi que le déplacement du transporteur ont été installés selon les recommandations d?un ergonome. Des recherches ont été effectuées par ce spécialiste sur les cas d?accident survenus avec l?utilisation de ce genre d?équipement. Il a déterminé les positions le plus confortable que l?opérateur doit prendre pour éviter les douleurs prolongées (6). Le système de roulement est composé de 4 roues pleines installées sur 4 planétaires de 9000 à 15000 livres de capacité munis chacun d?un moteur hydraulique. Des freins ont été installés sur les planétaires pour assurer la sécurité de l?opérateur et faciliter le positionnement du transporteur lors du forage. Des roues rétractables peuvent être installées pour faciliter l?accès sur rail (7). Ce transporteur peut être alimenté par une puissance électrique plutôt que par une puissance pneumatique. Cette puissance électrique est fournie par un Power Pack qui transforme l?énergie en puissance hydraulique. Ce type d?alimentation est employé lors du forage de développement, mais il peut aussi être utilisé pour le forage long trou. Cet avantage permet au client qui a un problème de pression d?air d?utiliser l?électricité. Par contre si vous utilisez l?électricité mais que dans un secteur isolé le gros courant électrique n?est pas accessible vous pouvez utiliser votre équipement en utilisant la puissance pneumatique. Le changement d?alimentation énergétique se fait facilement (8). Cet équipement est construit pour effectuer 4 types d?activités : forage de développement de niveau et sousniveau avec l?installation d?un bras porteur, forage et pose de câbles d?encrage pour soutènement de terrain, forage de production long trou et forage de monterie ascendante et descendante. L?avantage est que vous investissez dans un seul équipement au lieu de 2 ou 3. Cet avantage vous fait économiser dans votre budget d?équipement. En plus cet équipement est construit pour de dure travaux et ne contient aucun système électronique (9).

May 1, 2001

By D Wilson, R R. Vandebeek, R A. Bowes

"As business opportunities are sought around the world, the explosives industry must oftengrapple with the United Nations Transport of Dangerous Goods Recommendations.Canadians have problems in this area that are similar to those of other countries. Thispresentation outlines, through a case study, how a container for shipping ""explosives"" wasdesigned, tested and approved for use by the Chief Inspector of Explosives, the""Competent Authority"" for Canada."

Jan 1, 1993

By Niels Kofoed

Upon completion of the 6,200 m (20,340 lineal ft; lft) North Tunnel drive for the Portland East Side Combined Sewer Overflow (CSO) Tunnel project in Portland, OR, the slurry tunnel boring machine (TBM) had to be returned from the Port Center shaft at Swan Island to the Opera shaft at the main mining site for the 2,700 m (8,860 lft) South Tunnel drive. At the Port Center shaft, the main 513-t (565-st) TBM and TBM tailshield were hoisted out of the shaft in two pieces using four 200-t (220-st) strand jacks mounted on a 635-t (700-st) hydraulic boom gantry system supported by Emmert International?s custom gantry tracks designed to span the shaft. After lifting the TBM components out of the shaft, the gantry system loaded the TBM components onto two Goldhofer platform trailers, which then transported the TBM and tailshield to a barge using a roll-on/roll-off method.

Jan 1, 2011

By G. M. Bernard

This paper provides an overview of the various methods and techniques for transporting and stacking ore on heap leach pads. Towards this end, brief discussions of the various methods and techniques important to this process are presented.

Jan 1, 1993

By E. P. Pfleider, C. A. Dufresne

The problem of mooing open-pit ores over large vertical distances is increasing in importance because of the immense deposits being mined. Gravity fall of ore through transfer raises to central haulage points underground has advantages for certain open-pit operations, and this method is being seriously considered for the Carol Project now underway in Canada.

Jan 6, 1961

By W. A. Clark, E. H. Dresser

ORE from the Minnesota iron ranges is transported from the mines to the loading docks on Lake Superior over four different railways: the Great Northern, Northern Pacific, Soo Line, and Duluth, Missabe and Iron Range, with hauls varying from 60 to 110 miles. For this service a large amount of specialized equipment is used. The steel ore cars are of the hopper type, 24 ft. long, to dump into alternate pockets of the docks, these pockets being 12 ft. long to correspond with the 12 or 24-ft. spacing of the boat hatches. The more recently con-

Jan 1, 1941

Detailed mapping in the Permian-Triassic clastic sediments of the Southern Alps delineates a number of strike-slip faults, both dextral and sinistral, associated with the major Alpine Fault to the west and displacing a tight array of fault blocks. Concurrent steeply plunging folds are deforming early major folds of probable Cretaceous age, and generating schist locally. To the east a major collapse zone has developed along the crest of a Cretaceous anticline, located over an ancient Permian submarine scarp, with a number of small normal faults. Further east, extensive Carboniferous to Triassic rocks of much the same appearance are exposed as horsts and grabens in a large possible extension zone through central and east Canterbury. This may have crept incrementally from Cretaceous from the offshore Bounty Trough to reach the eastern margins of the Southern Alps in the Pleistocene.

Jan 1, 1990

By J. L. Chakravarty, S. K. Dutta, S. Banerjee, D. Putatunda

"General purpose uniprocessor systems used in control applications, however fast they may be, at a certain stage attain saturation, forcing the user or designer to consider other avenues for solving the problem. This paper gives a broad overview of multiprocessing with special reference to transputers. Virtually all aspects, from parallel systems real-time control to artificial intelligence (AI) and expert systems, have been highlighted. The application of transpurters in unilayer and multilayer control are discussed in detail, with specific attention to sensor integration. Two case studies describe at length the utilization of transputers. IntroductionIn conformance with the high level taxonomy of parallel computer architectures as given by Ralph Duncan(l) (an improvement to Flynn's classification, which maintains the essential elements of useful taxonomy based on instructions and data streams), the MlMD architectures are categorized into two groups: (I) shared memory, and (2) distributed memory type. While the shared memory multiprocessors are more popular than the message-passing multiprocessors because they can be programmed in a conventional sequential fashion, their aspect of the architecture creates a perfonnance bottleneck. In contrast, message-passing multiprocessors (MPM) suffer from no such limitation and can attain linear speed increases that are directly proportional to the number of processors put into use. The MPM implementation also has its own advantages and disadvantages. Because the performance of the system is heavily dependent on it, the interconnection strategy in a distributed memory MIMD machine is of paramount importance. The transputer(2.J), a multiprocessor node of the distributed memory type, is becoming very popular. The advantages offered by the transputer make its application in the mining and processing industries very promising."

Jan 1, 1994

By A. T. Yu

There are compelling reasons for us to look to our Country's Western coal. Despite its inherent low BTU content, Western coal's low sulphur content provides a near-ideal answer to satisfy our in- dependent goals of clean air and self-sufficiency in energy. Vast reserves, thick seams and amenability to low-cost strip mining serve as a powerful economic basis for its viability as a primary and dependable source of energy for the coming decades. A major consideration, the solution of which may not be quite obvious, is transportation cost. These abundant deposits are remote from the utilities of the heavily populated eastern regions of the United States (Figure 1). A Western coal mine in Montana is likely 1500 miles or more from an eastern power plant. The comparable distance to an eastern coal mine may be only 200 miles. Thus, the question is: How can the haulage cost of our Western coal be substantially reduced to an acceptable level? If resolved, western reserves of coal will be one of the key solutions to satisfying our Nation's energy needs.

Jan 1, 1975

By Samuel Lasky

FAULTING at Kennecott, with its attendant fracturing, is unusual, complex, and important. As study. and knowledge of the various fault systems have progressed, appreciation of that importance has helped in the selection of proper horizons for exploration and in the avoidance of useless crosscutting and drifting. During the study of this faulting and fracturing, a suggestion concerning the formation of the ore-bearing fissures occurred to me. Further study in the available portions of the approximately 45 miles of workings in the Kennecott mines for the purpose of checking up the the suggestion led to the hypothesis which this paper will attempt to present. Briefly, the hypothesis may be stated as follows: The formation of transverse faults that stop against a main, system is connected with changes in the strike or dip of the main fault, and such cross faults or fractures lie in the moving block of the main fault system and indicate a change in strike or dip of the main fault. It has been found that each kind of change tends to produce definite effects and that careful study of the evidence can often suggest the exact type of change.

Jan 1, 1928

By James Howard

ON Aug. 25, 1911, a rail failed on the Lehigh Valley Railroad, causing a disastrous wreck. The surface of the fracture was in a plane at right angles to the length of the rail. There was a dark-colored, oval spot on this surface, located on the gage side of the head, representing the part of the rail which was the first to fracture. The nucleus of this spot showed that the fracture had an interior origin. Other fractures of this kind, the peripheries of which had not reached the surface of-the rail, presented surfaces having a silvery luster. The darkened surface of the present fracture was caused, doubtless, by the air having had access to it. This fracture was recognized as a fatigue fracture, of a modified type, its interior origin having been due to a component in the rail which is not usually present in cases of fatigue fractures. The metal next the running surface of the head of the rail was in a state of internal compression, this being the component not commonly met with in other cases, and which caused the fracture to have its interior origin. For the purpose of giving this modified type of fatigue fracture a specific name, for identification, the term "transverse fissure" was applied. No mystery was thought to attach to its formation, or to its development. The explanation of its occurrence was obvious in the light of common knowledge upon the behavior of steel under repeated alternate stresses. By reason of the state of internal compression at the running surface, the maximum tensile stresses in the head, under bending loads, were along an interior element. Here the tensile strains were higher than in the fibers more remote from .the neutral axis. Under such conditions the fracture of the rail would be expected to have an' interior origin. A discussion of the subject of transverse fissures essentially becomes a discussion of fatigue fractures, since they are identical. The descriptive term employed, merely for the identification of this type of fatigue fracture, had the appearance of creating alarm. Apprehensions arose that a new phenomenon in the physical properties of steel had presented itself, the explanation of which was sought in every

Jan 11, 1917

H. D. HIBBARD, Plainfield, N. J. (written discussion *).-While this valuable and timely paper may not go to the root of the matter, it deals with many of the elements and factors involved. It might be taken as the engineer's solution of the case, starting with the assumption that steel is steel, while the tendency for a rail to have transverse fissures may, and probably does, depend, in part at least, on conditions met before it reaches the track. Admitting with the author that "brittleness of fracture in all grades of steel is characteristic of fatigue tests" we may yet look farther back to find out, if possible, why some rails and some steels are more prone to have transverse fissures than others, for it has been found that rails from certain heats of steel developed these fissures under a service which

Jan 3, 1918

C. W. GENNET, JR.,* Chicago, 111. (written discussion?).-Since the Lehigh Valley accident, transverse fissures have become a source of constant anxiety to railroad officials, because such defects, only infrequently detected by the trackmen, may appear under a moving train entirely without warning. The number of actual accidents resulting from rails containing fissures is no doubt a small proportion of the total, but the serious losses that have been directly attributable to fissures, coupled with the continual possibility of repetition, creates an alarming situation which demands a full investigation of the cause of fissures; apart from other types of rail failures. Mr. Howard's position gives him a field for action and an opportunity for laboratory examination and research that are unsurpassed, and the results. of his investigations must be received with the utmost attention and respect. His admirable paper, summarizing his previously published studies and analyses of the transverse fissure problem, constitutes a convincing treatment of the subject chiefly from the standpoint of stress and strain to which rails are subjected. The intricacies of the problem are so great that seemingly any theory advanced for the cause of fissures may be attacked from some angle; and although Mr. Howard's deductions are logical in the direction followed, it is apparently necessary for considerable work to be done along other lines before his theories can be fully accepted. It is generally conceded that fissures, whether fundamentally clue to fatigue or something else, are of a progressive character, their ultimate size' being the result of growth from an originating nucleus or point of rupture. Abundant proof of this lies in the variable sizes of the fissures found, and there can be no doubt that their development or growth is the result of the strains to which rails are subjected in the track. Obviously, therefore, the most important factor in investigating the cause for fissures lies in determining the conditions that exist at the point or

Jan 4, 1918