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By P. Somasundaran, H. S. Hanna

The separation of minerals such as apatite and scheelite by flotation from other salt-type minerals such as calcite is extremely complex owing to the close similarity between their physicochemical properties. In this paper, properties relevant to flotation such as crystal structure, solubility, surface charge and adsorption behavior of important salt-type minerals are examined along with the role of inorganic modifying agents such as silicates and polyphosphates and organic modifying agents such as starch and tannin. Flotation characteristics of these minerals are then reviewed and selected separation problems involving salt-type minerals are discussed.

Jan 1, 1976

By J. Edberg

"This article details the use of an alternative testing method to the 2004 "Post-Tensioning Institute (PTI) Recommendations for Prestressed Rock and Soil Anchors" manual’s recommendations for temporary and permanent rock anchors for applications in shafts and tunnels. This method was developed and used for the Black River Tunnel (BRT) project in Lorain, OH as a means to reduce testing time of rock bolts during shaft construction while maintaining a similar level of quality control and assurance. The following sections will detail the project background, subsurface characteristics, shaft construction, the 2004 PTI testing method and associated difficulties, the alternative testing method and conclusions reached.Project backgroundThe city of Lorain is located in north central Ohio on the south shore of Lake Erie, approximately 40 km (25 miles) west of Cleveland and 119 km (74 miles) east of Toledo. The city chose to build a large-diameter storage tunnel and pump station to meet its requirements to reduce sanitary sewer overflows to the nearby Black River. NTH Consultants Ltd. (NTH) was retained by the city’s prime consultant, Malcolm Pirnie Inc. (now the water division of Arcadis), to perform a geotechnical investigation, develop design and construction bid documents for the tunnel and shaft liner systems and ultimately provide oversight assistance during the construction phase of the project.The BRT is an approximately 1,700-m (5,560-ft) long, 7-m (23-ft) diameter rock tunnel to be lined with a 5.8-m (19-ft) inside diameter secondary concrete lining (Fig. 1). The tunnel is designed to accept flow at a new drop shaft (Shaft 3) located on the west side of the Black River, across from the city of Lorain Black River waste water treatment plant (BRWWTP). The tunnel will be dewatered at the south end by a large diameter pump station (Shaft 1) located in the existing Lorain Port Authority Public Boat Launch. Flow from the new pump station will be discharged into an existing shallow interceptor sewer and directed back to the BRWWTP."

Jan 1, 2014

By James R. Norris, Thomas A. Conto, Gary R. Walter

For at least five decades, a plume containing acidic metal-bearing water has been moving through the shallow alluvial aquifer along Pinal Creek in the Globe-Miami area. Two chemical facies of water are distinguished in the alluvial aquifer: (1) a metal-rich acidic plume with gram per liter concentrations of metals (primarily iron) and pH values between 3 and 5 and (2) neutralized water with a pH greater than 5, low concentrations of metals, and high concentrations of sulfate and manganese. Historically, the acid plume has moved through the aquifer at an average velocity of 0.6 m/day, ten times slower than the average pore velocity of groundwater in the aquifer calculated using the Darcy equation. The rate of migration of the metal-rich plume is retarded by pH-dependent chemical reactions between acid water and the aquifer matrix. As acid water is neutralized by reaction with calcite, rising pH conditions in- crease the oxidation rate of iron and decrease its solubility resulting in the precipitation of ferric hydroxides. The formation of ferric hydroxides is a proton releasing reaction which main- tains acidic conditions. The acidit of the plume and the neutralization capacity of tKe aquifer are best assessed in terms of the iron content of the water and not the hydrogen ion activity computed from pH measurements. The parameters controlling plume migration are: (1) the calcite content of the aquifer (2) the iron acidity of plume water, and (3) the rates of acid neutralization and ferrous iron oxidation. A numerical solute transport and reaction model based on the concept of iron acidity effectively simulates the historical development of acidic conditions, predicts the behavior of the plume, and was used as a management tool to identify the most efficient and cost effective remedial strategy.

Jan 1, 1991

By Robert L. (Original by) Llewellyn

Many of the problems that occur in the preparation plant originate from practices in the mine. Impurities in raw coal can be in the seam itself or from extraneous material taken in mining from the roof or bottom. In the case of underground mines, the choice of mining equipment will affect the size consist and the amount of extraneous material included with the coal. Also, governmental regulations concerning the degree of rock dusting, gobbing underground, and cleanup have increased the dirt in raw coal. Sulfur dioxide emission standards, on the other hand, are pressuring the coal industry to clean coal more thoroughly. Coal supplied for coking purposes is nearly all upgraded by washing, while for the largest market, electric power generation, a high proportion is shipped as a raw product with processing, in whole or in part, only necessary when excess impurities are mined with the coal. This chapter will deal primarily with plants that process or wash coal to some extent (Fig. 1) and only incidentally with mines shipping raw run-of-mine coal crushed to a top size of, usually, 51 to 102 mm (2 to 4 in.), with little, if any, other treatment.

Jan 1, 1981

By Saul J. Escalera

Mechanisms involved in the depression of the sulfides: pyrite, chalcopyrite, galena and sphalerite with potassium permanganate have been investigated. Flotation tests were conducted using potassium amyl xanthate, Z-6, and pine oil in the absence and presence of potassium permanganate at around pH = 6. 5 naturally yielded by the sulfides in the pulp. On the basis of crystal chemistry considerations, the amount of xanthate adsorbed by the sulfides depends on the amount of sulfur and metal ions present on the surface; thus, the avidity of the sulfides for xanthate should increase in the order: sphalerite C chalcopyrite 4 galena 4 pyrite, and the ease of depression response to the permanganate action should be in the same order. Depression of the sulfides in the system occurs primarily due to the removal of the collector ions by the permanganate ions to form manganese dioxide and dixanthogen according to the reaction: 3 M(RX)2 + 2 Mn04 + 4 H20 2 ? MnO2 + 3(RX-XR) + 3 M+2 8OH where M represents the metal ion, RX the xanthate ion and (RX-XR) the dixanthogen molecule. Results seem to indicate that the permanganate ions play a triple role in the system: (1) they convert xanthate ions into dixanthogen, (2) they further oxidize the mineral surface and (3) if present in excess, they may oxidize the xanthate beyond the dixanthogen stage with the formation of CO2, H20 and SO4. All sulfides, except for chalcopyrite, showed a depression response in the order predicted regardless of the order of addition of xanthate and permanganate reagents. Chalcopyrite did not depress as easily; this behavior may be due to the avidity of the colloidal MnO2 to adsorb Cu+2 ions on its surface, this would destabilize the colloid making it coalesce with the formation of a layer of precipitated MnO2 on the surface of the mineral. The presence of this layer would prevent further action of the permanganate ions on chalcopyrite.

Jan 1, 1970

By S. Zaman, F. F. Aplan, Franklin T. Davis

This section deals with the oxides of heavy metals, namely, columbium and tantalum, rare earths, chrome, manganese, titanium, tin, and tungsten. Table I contains the production figures for each of these commodities in the US and in the world in 1977. Specifications for concentrates are also summarized as well as prices for concentrates in 1977. In each chapter an attempt has been made to describe the more common commercial mineral involved with the commodity and the processes used to recover and concentrate the minerals, as well as geographical areas where these processes are utilized.

Jan 1, 1985

By David B. Cook, James R. Bieke

I. INTRODUCTION Lawyers are a cautious breed; and it might be expected that a paper concerning a broad and complex area of legal regulation, prepared by lawyers for presentation to a predominantly non-legal audience, would commence with several caveats. Ours are the following: First, we have written a broad (and, in some instances, simplified) overview of the regulatory system and of some of the more important requirements generally applicable to uranium mine and mill wastes in the United States. Our paper is not a legal opinion setting forth all of the governmental requirements that would have to be met by any particular mine or mill. Similarly, we do not imply that the requirements we mention are necessarily applicable to each and every mine and mill in the country; depending on the facts, some of the requirements may be inapplicable or avoidable through exemption or variance proceedings. Compliance decisions and strategies for particular facilities must be considered on a site-specific basis. Second, we have undertaken merely to describe the regulatory framework and some of the generally "applicable" requirements which have been promulgated and proposed by administrative agencies. We express no opinion on whether, under the U.S. Constitution and statutes, the existing and proposed agency regulations are valid in general or as applied to any particular mining or milling operation. There are, of course, procedures for judicial review of agency action; and newly promulgated environmental regulations have frequently been challenged, with varying degrees of success, before the courts. For us even to begin to consider such issues would expand an already forbiddingly long paper to totally unmanageable proportions. Third, in light of the subject of this Conference we have limited our paper to the legal framework and requirements applicable to uranium mine and mill "wastes" -- primarily mine overburden and waste rock and mill tailings (including waste tailings solution). We treat operating discharges (e.g., emissions from yellowcake drying) only peripherally. Fourth and finally, it is important to note that this paper, at least in so far as it concerns the specific requirements of particular regulations, will likely soon be out of date in some important respects. Despite

Jan 1, 1980

By M. S. Enders

The McDonald gold deposit is located in the upper Blackfoot Valley in Lewis and Clark County in west-central Montana, about 65 km (40 miles) northwest of Helena and 13 km (8 miles) east of Lincoln (Fig. 1). The McDonald project area covers about 20.7 km2 (8 sq miles) of elevated terrain on the north side of the Blackfoot Valley. The Blackfoot River lies 1 km (0.6 miles) south of the McDonald deposit. East Butte and West Butte rise 300 m (985 ft) above the Blackfoot Valley to an elevation of 1,750 m (5,740 ft). They conveniently divide the area into two parts. The Seven-Up Pete Joint Venture (SPJV) is a partnership between Phelps Dodge Mining (72.25%) and CR Montana, a subsidiary of Canyon Resources (27.75%). SPJV controls about 83 km2 (32 sq miles) of mineral and surface rights in the Lincoln area. The McDonald project is on state-owned and private land. The joint venture has conducted exploration since 1989 at the Seven-Up Pete, McDonald and Keep Cool areas (Fig. 1).

Jan 1, 1995

By Bo Kyung Sim, Dae Young Kim, Jae Won Lee, Ebrahim Farrokh

"The contract C931 of the downtown line 3 (DTL3) mass rapid transit system of Singapore includes half a kilometer twin tunnels running between Mattar and Macpherson stations. An EPB TBM of 6.6 m diameter was used to excavate both of these tunnels. The tunnels pass predominantly through a very stiff silty/clayey fine to coarse sand from the Old Alluvium Formation. In this paper, TBM selection procedure, TBM performance evaluation, and some of the tunneling operation challenges with the TBM in the Old Alluvium Formation are discussed. In this regard, soil conditioning trial tests were performed to resolve the clogging issue and low TBM performance. Thorough TBM operational data analysis was performed to detect high soil abrasivity, backfill grout leakage, and foam nozzle clogging. The results of some of the applied modifications are also discussed to show their effects on the TBM performance improvement. Finally, some of the challenging TBM design specifications are also discussed. INTRODUCTION Tunneling and underground construction in Singapore has been increased in the last 30 years due to the demand for public transportation systems and the limited space above the ground for the infrastructure development. Downtown Line Stage 3 (DTL3) Mass Rapid Transit (MRT) system has 21 km total route length and consists of 16 stations. DTL3 Contract C931 runs between Mattar station and MacPherson station. The construction works in this contract include twin bored tunnels of 6.6 m diameter and 450 m length and a TBM launch shaft of nearly 30 m depth. The tunnels run in urban area below Kallang Paya Lebar Expressway tunnel (KPE), Kallang River Canal, and Circuit Link. Figure 1 shows the alignment of the tunnels in between two subway stations. The tunnels were excavated by an earth pressure balance (EPB) tunnel boring machine (TBM) through the Old Alluvium (OA) formation, a challenging geological formation in the sense of its abrasivity and stiffness. The Old Alluvium Formation mostly includes stiff to very stiff clayey and silty sand. The soil is un-weathered cemented to semi-cemented dense, mainly with a low permeability coefficient of 10-7 m/s and high SPT values (almost 100). The soil is classified as “very high abrasive” according to NTNU SAT test classification (SAT value of 15 to 42). The construction of the first tunnel drive was slowed down due to a number of factors related to soil conditioning and TBM operation. In this regard, a thorough analysis of the TBM operational parameters from the excavated sections was performed to identify the problems in time to prevent unwanted construction delays in the subsequent sections. In the following sections, a brief overview of the criteria used for TBM selection is presented at first. Then, the results from the analyses and tests performed to assess soil conditioning, grout leakage, and soil abrasion are presented. The last section discusses some of the tunneling design features that challenged the TBM operation in this project."

Jan 1, 2016

By L. Adler

The paper under discussion provides an excellent and concise study of compartment ergonomics for thin seam equipment. However, in accomplishing this, some very important operational aspects were ignored. Since these are likely to be determinant, the authors' response is solicited. The novel shuttle car with its cross-car, end-mounted compartment is operationally very different from the current one. The latter can be considered a highly mobile extension of the continuous miner or loader, with a pass-through conveyor, dump boom, and extra storage. As such, the vehicle's kinematics are the simple "I," or shuttle pattern, bent for going around pillars, with an intermediate stop at the "change-out point" (Adler, 1986). The action of the cable reel adjusts well to this pattern. The proposed shuttle car's motion either superimposes a "Y," time is lost (5 seconds) for each cycle, space is needed, line of sight is compromised, and a cable anchor is probably required at the dump. A chute is almost prohibitive in construction time and cost. The lack of a dump boom further curtails flexibility in the proposal. The value of a standard hand and opposite standard hand configuration also needs consideration. Many front-end loaders have a rocker (overshot) capability that is designed to achieve an "I" pattern. And crawler loaders sometimes use a side dumping bucket variant for the same purpose. These examples indicate the pattern's importance. For underground, thin seam application, the ram car has become popular. This is an articulated truck, battery-powered, and with an ejector dump. Its operational patterns would be similar to the novel shuttle car, except without the loading flexibility provided by a conveyor. Since the cab location of the proposed shuttle car largely obviates some of the major advantages of the present shuttle car, the question arises whether this configuration could be adapted to the current ram car and scoop.

Jan 1, 1990

By Baron Miya, Keith Hanks, William Edgerton, Francis Fong

The City of Los Angeles capital improvement program includes the construction of a new 35-km interceptor sewer. This sewer will be built as a deep tunnel with finished diameters ranging from 2- to- 4 meters. The project will be constructed concurrently in two phases; an 18-km East-West and a 17-km North-South segment. The new sewer provides additional conveyance capacity for an existing deteriorating sewer that is scheduled for rehabilitation. Large sewage spills during the El Niño storms of 1998 resulted in a Cease and Desist Order that established an aggressive schedule for the completion of the project.

Jan 1, 1999

By Edwin Itzig-Heine, Daniel Traylor, Bernard Tarralle, Michael McKenna

This paper discusses the challenges associated with the design and construction of a dual-cell, “figure eight” shaped shaft in saturated, soft ground for the Northeast Interceptor Sewer project in Los Angeles. The shaft will be excavated to a depth of41 m and used to launch two EPB TBMs. The specifications required concrete diaphragm walls, embedded below the shaft invert, and a grout curtain beneath the wall. To control water pressure and basal stability without a grout curtain, wall panels were embedded deeper than required into a stiff, cohesive deposit. Details of wall panel excavation using a Hydrofraise are presented.

Jan 1, 2003

By G. T. Adel, P. E. Richardson, R. Pazhianur

Cathodic protection using impressed current was employed to reduce mill wall wear during ball milling. Wear rates were determined from weight-loss measurements made on four 1-in.-diam mild steel coupons that were installed flush with the interior surface of the mill wall. Grinding tests were conducted on quartz, pyrite and quartz-pyrite mixtures at pH levels of 4.6, 7.1 and 9.2. Cathodic protection was shown to reduce mill wear by 30% to 60%. An examination of the coupon surfaces using scanning electron microscopy showed that cathodic protection greatly reduced pitting corrosion. The presence of a sulfide mineral, such as pyrite, was found to increase the wear rate significantly, possibly due to galvanic interactions. It was also found that the wear rate is significantly higher than the sum of abrasive wear and the corrosive wear, due to a synergistic effect.

Jan 1, 1998

By S. Dubnewych, S. Kieffer, M. T. McRae, R. R. Redd

The seismic vulnerability of the existing outlet tower at Lake Mathews reservoir, located in Riverside County, California, necessitated the design of a new outlet facility to assure serviceability of the facility following a major earthquake. The components of the proposed facility include: a new outlet tower; a shaft; a new outlet tunnel; an approach channel that will be excavated underwater; and two short tunnels that will connect the new outlet tunnel to the existing outlet tunnel via the shaft. As the new facilities will be constructed while the reservoir is in operation, a cofferdam will be constructed around the site of the new outlet tower. The design for the underground facilities used a combination of empirical methods; limit equilibrium analyses, including displacement-based pseudo-static analyses for dynamic loading conditions; and numerical analyses. This paper outlines the design methodology used to develop an innovative design for the facilities which can be constructed within the time frame required by the operational schedule of the reservoir and existing outlet facility.

Jan 1, 1999

By Robert M. Stevens, Arnoldo Acuña

INTRODUCTION In the early 1950s, underground miners and tunnel¬ing contractors were experimenting with ways to supple¬ment or eliminate track-bound loading and hauling equipment. Diesel-powered crawler and rubber-tire mounted front-end loaders and trucks designed for use on the surface were being modified and tried with limited but encouraging success. Miners began working with interested manufacturers to explore the develop¬ment of vehicles specifically designed to meet the de¬mands and constraints of underground material han¬dling. By the mid 1960s, load-haul-dump (LHD) vehicles were firmly established as a fundamental part of what has become known as the "trackless" mining concept, used in many mines and many countries around the world. The flexibility, mobility, and versatility of these units have given the industry a useful tool and have added new dimensions to mine development and produc¬tion. Many old mines have been redesigned to accom¬modate these trackless vehicles, and few new mining plans have failed to find some use for the concept during some phase of development and production. By 1977, several manufacturers in several different countries were producing a variety of LHD vehicles to meet the growing worldwide demand. GENERAL DESCRIPTION LHD vehicles combine certain characteristics of conventional front-end loaders and dump trucks, spe¬cifically designed for materials handling in underground mining and tunneling. The design intent is to provide one vehicle with one man, with the vehicle loading itself, hauling the load over level or inclined haulageways, and dumping the load. A typical production cycle of the most popular units has the operator driving the vehicle forward, forcing the bucket into the muck at or near floor level, and using the tractive effort of the vehicle and the prying action of the bucket to roll out and tilt back the load as shown in Fig. 1. With the bucket rolled back into the carrying position on the boom and the boom resting on the main frame of the vehicle, the load is hauled (trammed) to the dump point as shown in Fig. 2. At the dump point, the boom is raised, the bucket is rolled forward, and the load slides out as shown in Fig. 3. After dumping, the bucket is rolled back to the carrying position, the boom is returned to rest on the main frame, and the unit is driven back to the loading point for another load. There are two other types of LHD units that are slightly different in the cycles that they perform. One uses a hopper arrangement carried on the front of the machine, with a small bucket mounted ahead of the hopper. Several passes with the small bucket load the hopper, which is dumped by opening its floor. Al¬though this concept is several years old, it has gained less than 0.5% of the total market. The most recent LHD concept differs in that it has one bucket nesting inside another. The smaller inner bucket is loaded first, and it is then tilted back and above the larger bucket. When the larger bucket has been loaded, it is rolled back, and the total load is trammed to the dumping point. The dumping operation tilts the buckets in the reverse order from that of the loading operation. The impact of this new concept on the mining industry has not been measured yet. This chapter concentrates on the LHD vehicles employing the cycle described by Figs. 1 through 3, since these LHD units constitute an estimated 99% of the units in current use. MAIN VEHICLE FEATURES In general, the LHD vehicles available from most manufacturers share the same basic features.

Jan 1, 1982

By J. Ke

Traditional geostatistical methods have been used in ore reserve estimation for decades. Neural Networks (NNs) have provided an alternative approach to data analysis and ore reserve estimation. Unlike the traditional geostatistical methods, neural network uses a highly non-linear complex algorithm to do the estimation. Although Neural Networks have been demonstrated to be attractive alternatives as with every new techniques, there are questions which remain unanswered. This paper presents a comparative analysis with different types of metamodeling approaches -- Triangular, Kriging, Spline, and Neural Network. The neural-network is organized in a multiple-layers and Back-propagation model is used to handle the non-linearity and hidden slabs for smoothing the predicted results. With multiple dimensional and very noisy drill hole sample data, the ore grade is predicted and the overall performance is validated by the analysis of R-squared (R2), Root-Mean-Squared (RMS), and contours of ore grade spatial variability. The ore grade and tonnage of estimated outputs are also compared with various cut-off grades.

Jan 1, 2003

Jan 1, 1999

By John C. Draper

The principal object of an underground coal mine transportation sys- tem is to move coal from the face where it is produced to the outside of the mine where it is prepared for market. In addition to the movement of coal, a transportation system must also move supply materials to the inside; it must move men in and out of the mine; and it must move rock and other debris out of the mine for disposal. Usually, mine haulage is divided into three categories named for the various areas of the mine served : 1) Pace Haulage. This is used at face from the mining machine to the intermediate transport system. 2) Intermediate or Secondary Haulage. Generally this is used between face haulage and main haulage. Sometimes this is merely an extension of the main haulage. 3) Main Haulage. This extends from the secondary haulage to the outside and is usually either a track or conveyor system, sometimes a combination of both. Transportation modes of coal in the various areas pose different problems, but the whole system must be synchronized. For instance, at the face the coal should be removed quickly from the various places to facilitate the movement of machines, whereas the intermediate system just passes the same coal on to the main transportation system. Selection of the transportation system must be based on the seam height, mining methods used to extract the coal, capacity required, ease of coal handling, and haulage efficiency. When driving rooms, mine cars can be used. They often simplify supply haulage and rock handling because they can also handle these items. Conveyors could be used and would have a greater haulage capacity but they cannot handle supplies easily or segregate the rock. When using a different mining method, such as longwall, mine cars cannot be used because there is not sufficient space to move the cars at the face nor can the cars haul the coal without delays which would cause excessive losses in production. As for ease of handling at a longwall face, conveyors are convenient because of their low height, ruggedness, and ability to operate while being advanced. Similarly, in low seam heights, conveyor systems are easier and more economic to operate than the regular track haulage because roof has to be taken down for handling mine cars of adequate size.

Jan 1, 1981

By Wolfgang Güter, Paolo Romualdi

Current extensions of the European railway network require long TBM drives in the diameter range of 10 m under critical and varying rock conditions. In view of that and in particular for a 7 km long high-speed railway tunnel in Spain to be started in mid-2003 a new design for a hard rock Double Shield TBM has been developed by SELI (Italy) and Jäger (Austria) in collaboration with Mitsubishi (Japan)and Robbins (USA). Due to the new design and operational features that new type of TBM has been named Universal Double Shield TBM with a further extended area of application. Special attention has been given to outstanding torque and thrust capacities combined with the shortest possible length of an innovative shield arrangement, different advance modes in various ground conditions and further developed exploration and treatment facilities.

Jan 1, 2003

By Viggo C. Bertelsen, David G. Hammond

LOCATION AND EXTENT OF BART TUNNELS The San Francisco Bay Area Rapid Transit District (BART) during the past six years has become the Owner of 23.5 miles of single-bore tunnels. The tunneling experience gained while working closely with our Engineer and Contractors in the design and construction of these major transit facilities provides a basis for our "Owners" viewpoint. The 23.5 miles of tunnels are divided into two categories. Fifteen and one-half (15-1/2) miles of tunnels were constructed in soft ground underlaying the downtown areas of San Francisco, Oakland and Berkeley. Eight (8) miles of tunnels were built in "hard ground" in the hills separating Oakland and Berkeley from Contra Costa County and in the San Francisco hills on the Mission Line. Location of tunnels within the BART system are shown on Figure 1. The tunnels comprise 15.7% of BART's 75-mile dual track system. Their 176 million dollar costs (excluding rail, electrification or ventilation features) are 12.4% of the system's total estimated cost of $1.4 billion. The tunnels constructed in soft ground were shield and boring machine driven with ground support provided by steel liner rings. The exterior diameter is 17 foot, 6 inches in the majority of tunnels; however, on two tunnels with a 500 foot radius of curvature, the diameter was 18 feet. BART awarded 14 contracts for soft ground tunneling. The work was accomplished under free air or compressed air depending upon the ground water and soil conditions, safety requirements, and considerations for protecting adjoining property from damage either from the de-watering operations or settlements due to excavation. The tunnel bores, except on curves, were normally parallel being spaced at 32 foot centers on the Mission

Jan 1, 1997