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By Francisco J. Escandon V.

Numerous lead-zinc-barite-fluorite ore deposits, with simple mineralogy and roughly concordant with bedding, are found widely distributed all over the world, having been denominated and well described as "stratiform deposits" or "strata-bound ore bodies", not having any genetic relationship. During several years, its origin has been discussed, without getting to general agreement regarding the main mining districts of this type. Through studies made of large stratiform deposits in the United States, Europe and Russia, it has been found that there are, within this classification, syngenctic diagenetic and epigenetic ore bodies. During the Symposium about the genesis of the stratiform lead-zinc-fluorite-barite deposits, carried out in New York in 1966, Frank G. Snyder (1), presented an excellent analysis of the theories of the origin of these deposits and of the evaluation of the criteria regarding classification. As per his definitions (Table 1), "a deposit is syngenetic if formed by processes similar to and simultaneously with the enclosing rock, epigenetic if introduced into a pre-existing rock and a diagenetic origin implies deposition of metals with the host sediments but with recrystallization, rearrengement and limited migration".

Jan 1, 1974

By L. D. Hartzog

A pilot plant investigation of a semi-autogenous mill - ball mill circuit is described. The plant was operated with minus eight-inch diabase as feed material to the semi-autogenous mill. The semi-autogenous mill recycle screen underflow was put to a ball mill in closed circuit with a cyclone. An operating Work Index of 13.3 to 14.9 was obtained with the pilot ball mill. This Index is substantially in agreement with the scalped feed laboratory Work Index for 15.3 for recycle screen underflow. The Bond Index of the diabase was 15.8. Thus, one may use the scalped feed laboratory Work Index to size semi-autogenous grinding plant ball mills.

Jan 1, 1974

By Jose M. S. Ramos

This paper describes the slope stabilization procedure at Cauê Mine, Companhia Vale do Rio Doce - CVRD, Itabira, State of Minas Gerais, Brazil. Cauê Mine, is a large open pit, to produce about 41 million tons of iron ore during 1974, and an intensive program of investiga Lion was carried out to provide the basic data for stabilizing its slopes, The ultimate rock slope in the W area will be about 400 m high with dipping angles decreasing gradually from top to bottom of the pit. The investigations started in 1969 and since then many geologists and engineers, from both CVRD and Geotécnica S/A., assisted by international consultants, have given their contribution to the achievement of solutions. It is hoped that this paper may contribute to the slope stability of other mines in tropical climate.

Jan 1, 1974

By Robert D. Coale

This paper will describe the copper concentrate slurry pipeline and pumping system between the concentrator and the port at Bougainville Copper Ltd. The operations of Bougainville Copper Ltd. are located on the island of Bougainville in the South Pacific. Geographically, it is the northernmost island of the Solomon Group but, politically, it is part of Papua New Guinea. Papua New Guinea is a United Nations Trust territory administered by Australia, having recently been given self-government, with independence scheduled for December 1974. (Fig. 1). The island is approximately 130 miles long by 30 miles wide, with the Crown Prince mountain range forming a spine along its length. The mountains in place are over 8,000 feet high with the mine located on the western flank at an elevation of 2,200 feet. Exploration on Bougainville for copper by Conzinc Riotinto of Australia (CRA) began in 1963 and by 1968, through geophysical, geochemical and diamond drilling methods, an orebody containing nearly one billion tons of ore grading approximately 0.48% Cu. and sane gold had been outlined. Bougainville Copper Ltd., the company operating the mine, is 53.6% wined by CRA, 20% mined by the government of Papua New Guinea with the public Folding the remainder of the shares. The first copper concentrate was produced in early 1972, with production for the first full year, 1973 being:

Jan 1, 1974

By O. E. Wheeler

The term "finite element analysis" is heard and seen in print a great deal these days; a few words on what precisely it is are in order. In the broadest sense, finite element analysis is an application of an idea developed by a nineteenth century mathematician named Rayleigh. His basic idea was to decompose any problem in mathematical physics into a large number of simpler problems, solve the simpler problems, and then put those solutions together to form an approximation to the solution of the original problem. The scheme works nicely because of two features: first, much of the difficulty in solving practical problems of mathematical physics stems from irregularities in the boundaries and the simpler problems can be chosen with regular boundaries and second the smaller problems are solved for small physical areas where simple approximations of the solution do not differ much from the true solution. In the narrower sense, in which we are now interested, finite element analysis is a technique of using imaginary simple structural elements to construct analytical models of real structures. A direct parallel with the Rayleigh approach exists since the "finite elements" have simple boundaries and are restricted to simple behavior within a single element. Although the correspondence between Rayleigh's ideas and finite element analysis is now widely recognized, the computational tool, as it has developed over the last thirty years, comes not from the discipline of physics but rather from that of structural engineering. It is interesting that it came not from the traditional research community, the universities, but instead from working

Jan 1, 1974

By James A. Doolittle

In the underground type of mining operation, the finer portion of the waste material commonly is pumped as a hydraulic slurry to a tailings disposal pond. (1)* The tailings slurry is deposited via a pipe manifold system located around the perimeter of the pond. This method of deposition produces zoning because the coarser material tends to settle out immediately while the finer particles tend to remain in suspension and are deposited progressively nearer the center of the pond. The manifold system must be raised periodically as the pond fills with the tailings material. Over a period of time, this procedure will produce a zoned embankment known as a tailings dam. A typical pond and dam are shown in Figure 1. In plan view, the dimensions of tailings dams can be on the order of miles, with the height of the dam reaching 100 to 200 feet. Due to such factors as inadequate compaction, inherently low strength of the tailings material, and the possibility of high phreatic surface, many dams at some point become unstable, i.e., the factor of safety against a slope failure approaches 1.0. Remedial measures are required to improve the safety factor in order to prevent massive failure of the dam. In most cases, stability can be improved by effectively flattening the slope of the dam as shown in Figure 2, but this is not possible in every case. Occasionally, a tailings dam is constructed adjacent to a natural or legal boundary so that it is not possible to construct a conventional berm or to reduce the slope angle with earth moving equipment. Even a terracing process would require removal of the material and this may not be practical. In such a situation, an alternate scheme to improve stability must be found.

Jan 1, 1974

By J. T. Crawford

The purpose of this paper is two fold. It will: (1) examine leasing analysis as a project evaluation criterion, and (2) compare the cost of leasing with other methods of financing. The use of leasing has grown extensively in recent years as a method of obtaining equipment. The computer industry has been highly dependent upon leasing from its earliest days to dispurse its equipment to the customer, while airlines and railroads acquire large segments of their aircraft and rolling stock by leasing. Over the last few years the mining industry has leased haulage trucks, bulldozers and other equipment of similar nature.

Jan 1, 1974

By C. E. "Sam" Lovewell

In approaching a discussion of production of cement, I hope I won't be like the porter in the bank who was asked if he could give some details on the rediscount rate. He replied, "Boss, when I said hello, I told you all I know." Need for change every so often is illustrated by the story of the little boy four years old who had not spoken a word in those four years. One morning he said, "This damned oat meal is burned'." His Dad was amazed and said, "Son, how come you haven't said a word for four years and now out of a clear, blue sky you say, "The oat meal is burned." Johnny said, "Well, up to now everything has been all right." Not being a mining engineer myself, and my subject not dealing with mining engineering directly, I can only hope that you will agree that the subject has current relevancy by the feet that it can materially improve our environment by putting to good use a potential environmental polluter; namely, fly ash. The profitable utilization of fly ash can reduce cost of use of coal as an energy source. Therefore, it behooves us all to explore to the greatest depth, the pluses and minuses occasioned by its use wherever possible. My particular subject and my particular interest lie in its utilization as a blend in the production of Type IP Portland-Pozzolan Cement meeting requirements of ASTM C-595, Type IP.

Jan 1, 1974

By S. P. Lewis, R. L. Sundeen

Most of us are aware of the ever increasing use of underground space. At the Advisory Conference on tunneling in Washington, D. C. in June of 1970, the demand for construction oriented tunneling during the 1970s was estimated at some 21,000 Km of length with an excavation volume of 675 million cubic meters. Of this total, 11 million cubic meters were forecast for underground parking. Though this is a small portion of the total, it is significant to note it represents a 280% increase over the previous decade. Other areas of unusual increase were railroad tunnels, 150%, and rapid transit tunnels, 160% (1). Faced with this increasing demand, the need for improved excavating efficiency is obvious. Great strides have been made. In Japan, for example, several new long tunnels have been driven parallel to old existing ones at costs as much as 50; under those of the original tunnels (1). This is an impressive achievement. I am certain, however, that we would all agree that even greater improvement is required. Great emphasis is being placed upon sophisticated systems which include among others, mechanical borers, thermal fracturing, and various methods of rock weakening and softening. However, in hard rock excavation the fact remains that the drill-blast method continues to be the most widely used system. Undoubtedly it will continue to be one of the most important techniques in the forseeable future.

Jan 1, 1974

By Ralph C. Kirby

The U.S. produces about 34 percent of the world's aluminum yet must import 90 percent of the raw materials needed. There are abundant resources of aluminum-bearing minerals such as clay, anorthosite, alunite, shale, and dawsonite, but none of the numerous processes proposed for recovering alumina from them has yet proved economically competitive with the Bayer process using imported bauxite. To help develop an economically viable process for utilizing these resources, the Bureau of Mines is testing on a common basis several proudsing processing techniques. New improvements and approaches developed by industry and the Government are being evaluated on a mall scale to obtain enough information on which to form a judgment regarding the best processes for commercial adoption. A continuous miniplant having a feed rate of about 70 pounds per hour is being operated now to investigate the nitric acid process for recovering alumina from clay. Parts of this plant will be used subsequently for work on other processes for recovering alumina from clay, anorthosite, alunite, and dawsonite. Initial results of the operation and plans for the overall project will be discussed.

Jan 1, 1974

By Joseph G. Carleton

INTRODUCTION The increasing concern for the environment may well present far more opportunities than problems for those involved in all phases of tunneling. All too frequently in the past, environmentalists and their concerns have been cast in a negative light, as obstacles to be overcome. Often forgotten is the fact that these same environmental concerns have created a rapidly increasing demand for new tunnels. Tunnels for rapid transit projects, clean water supply, and sewage treatment have been given a boost because of environmentalists' concerns about overuse of automobiles, inadequate water supplies, and improper sewage disposal. Concurrent with increasing use of tunnels to help solve or alleviate some of our environmental problems is an obligation not to create new ones in the process. Concerns which we feel responsible tunnel owners, engineers, and contractors should address themselves to include: (1) Minimum energy consumption, both during construction and in operation of the completed project; (2) proper storage and/or disposal of the excavated material; (3) minimum disruption during the construction process - noise, traffic, unnecessarily unsightly work areas, and possible weakening of foundations of nearby structures; and (4) a finished project consistent with community and environmental goals. We are especially concerned about two things. First, the longrun implications of a project -- what's good for a few people in the short-run may be bad for most of the people in the long-run. Cutting corners to save a little money now is false economy. Second, the fact that ultimately we all share the same earth -- its water, air,

Jan 1, 1974

By David L. Brostrom, William C. Brice, Perry A. Canton

The business of mineral exploration and development has become much more than simply a problem of locating orebodies and designing mines. Favorable economic analysis of mining and processing feasibility is no longer sufficient to justify the development of a mine. New laws, enacted by virtually every level of government, require comprehensive land use planning, environmental analysis, mineland reclamation, mine safety studies, and many other considerations. This profusion of new laws says in effect, that the mining company is no longer responsible only to its stockholders. Mineral development today can be compared to a partnership. As in all partnerships, the risks and liabilities as well as the benefits are held jointly by all the participants. In addition to the mining operator, this partnership consists of the public, through its many levels of government, interest groups, and individual citizens. Therefore, you'd better know your partner very well - his responsibilities and capabilities. Mining is considered a high risk venture. The risk on the part of the operator and the lending institutions has long been recognized. The risk that the public and its government take in these mining ventures has now been recognized also. The people and their government have learned that they inherit, through abandonment or forfeiture, the mistakes and problems of individuals and companies regarding these natural resources. In looking through the "Mining Engineering Handbook" recently published by the Society of Mining Engineers, I noted that in their discussion of liability for excavations, the authors quoted from the book of Exodus, 20th chap., where Moses said to his people: "When a man leaves a pit open, or when a man digs a pit and does not cover it, and an ox or an ass falls into it, the owner of the pit shall make it good; he shall give money to its owner, and the dead beast

Jan 1, 1974

By Eugene L. Foster

The engineering profession has traditionally devoted its efforts to understanding and modifying the Earth's environment in order to adapt it to man's needs. In appraising our overall performance, I would have to say it has been a mixed bag. In many areas, notably communications taken in the broadest sense, and development of creature comforts, we have done a good job. In others, we have failed, particularly in our assessment of the effect of our work on the environment. Our failures have been due in part to a lack of understanding or foresight, and in part to a disproportionate emphasis on lowest first cost. Now, with an increasingly large number of people living in a finite environment, there is an urgent need for reassessment. It is no longer possible to pursue a single objective without regard to its side effects. Our projects are too large, and there are too many of them. Environmental impacts must be taken into account in all important engineering decisions of the future. There are forces at work which will help to bring this about. Thinking people everywhere have realized that adverse alteration of our environment eventually affects every one of us. The majority of our citizens, who now live in cities, are beginning to appreciate the advantages of a good natural environment in a way which others who have been closer to the soil have appreciated for years. Our people have flocked to the cities because they wanted to be "where the action is." At the same time, there is a strong desire for what we have come to call the quality of life. Today, we all want the standard creature comforts. We want to be able to move freely

Jan 1, 1974

By Jerry M. Riggsbee, John H. Weber

INTRODUCTION The Washington Metro is a 98 mile rapid transit system that will serve the District of Columbia, southern Maryland, and northern Virginia. The construction work herein described relates to Section B-1 of this system. The contract for this work was awarded by the Owner, The Washington Metropolitan Area Transit Authority, to a joint venture doing business under the name of Ball-Shea-Norair. The partners in this venture were Gordon H. Ball, Inc., Danville, California; J. F. Shea Company, Inc., Walnut Creek, California; and Norair Engineering Corporation, Washington, D. C. The bid price for the project was $33,741,524 with a contract duration of 910 calendar days. Notice to proceed was issued January 5, 1970. The present modified price for the work is $36,866,000 with completion anticipated in July 1974. (About 1,638 days elapsed time.) The work to be done consisted essentially of construction of 3,490 linear feet of cut-and-cover track with side platform, and 600 ft cut-and-cover arch shaped subway stations. Stations are located in Judiciary Square and Eighth & G Street, N. W., areas. Decking of excavation in street areas, maintenance of traffic and utilities, vent and fan shafts, underpinning of court buildings in Judiciary Square and the Smithsonian National Portrait Building, and an electrical substation were included in the contract. Stations were constructed of cast-in-place concrete.

Jan 1, 1974

By William S. Alldredge

The Washington Metropolitan Area Transit Authority(WMATA) officially came into existence in February 1967 after the District of Columbia, Maryland, and Virginia joined in a com¬pact pursuant to Federal creative legislation signed the previous November to build a regional rapid rail transit system called METRO (1). The parent organization was the National Capital Transportation Agency (NCTA), a Federal agency, subject to Federal statutes and regulations. Soon after the completion of the transition from NCTA to the new "non-Federal" status of the Authority, the Board of Directors of the Authority formally adopted procurement policies and procedures (2). These are specific statements concerning competition by formal advertising for bids or by solicitation of proposals for negotiation, contracting authority, approval of awards, awards of contract modifications, and processing of claims and disputes. These policies and procedures are silent as to Federal procurement statutes and regulations. But because of the Authority's origin, the sensitive nature of the compact among the several sovereign jurisdictions, Federal financing of two-thirds of the costs, and the resultant surveillance by the General Accounting Office over staff operations, the Authority's procurement practices follow closely Federal regulations adapted to WMATA's needs. This is an important point and is the foundation of contractual relations between the Authority as the owner and its construction contractors. Various constraints and flexibilities of this arrangement with respect to excavation and tunneling contracts will be pointed out in the ensuing discussions.

Jan 1, 1974

By Yves Picot

Construction of new installations was recently completed in the Port of Tubarao, Brazil, With this expansion the port, operated by Companhia Vale do Rio Doce (CVRD), has become the largest iron ore port in the world, with an annual throughput capacity of 60 million long tons. GROWTH OR IRON ORE EXPORTS Since its formation CVRD has steadily increased the shipment of iron ore to overseas markets. Starting with less than 100,000 tons in 1942, the yearly export volume grew to 1,500,000 tons in 1951, 5,000,000 tons in 1961 and 25,000,000 tons in 1971. The number of different grades of ore also increased during this period. Production of high grade pellets, starting in 1970, further increased the number of ore products to be shipped. In the same period the size of ore carriers increased twenty-fold to over 250,000 DWT.

Jan 1, 1974

By T. J. Jr. Corwin

This paper will cover the problems confronting an owner when planning and estimating the cost of a proposed tunnel. Three factors are known: the length, size and the time allocated for the completion of the work. In general the difficulties encountered when driving a tunnel in California are the greatest at the lower elevations and in the Coast Range and are minimal in the Sierra Nevada mountains particularly in granitic formation. The writer will discuss the experience gained from observing the driving of about 120 miles of tunnel in California as well as the repairs of some tunnels. SIZE OF TUNNELS It is known that a small tunnel may be more costly to drive than one of somewhat larger dimensions. This fact was found to be true when a tunnel about 4,000 feet long was constructed to eliminate 7 miles of canal. The formation was lava so it was anticipated the ground would be self supporting because of the small bore. Actually the tunnel required support for most of its length and working conditions were poor. It became apparent that a larger size could have been driven at no additional cost and probably in less time. On another unlined tunnel, to be driven in granitic formation, the contractor was given the option of using

Jan 1, 1974

By Timothy C. Richmond

The Stillwater District is located in south central Montana approximately 75 miles southwest of Billings, the state's largest city. It lies along the northeast front of the Beartooth Mountains and is within the boundaries of the Custer and Gelatin National Forests. The district contains some of the nation's most spectacular mountain scenery. Montana's highest peaks, including 12,799 foot Granite Peak, rise a few miles south of the area. Much of the district is located on a gently undulating plateau which averages 8500 ft. above sea level, broken by hills up to 10,000 feet and slashed by glacially carved canyons, some of which are more than 3,000 feet deep.(Fig. 1) Immediately to the north and east, the land falls away to the Great Plains, stretching unbroken to the Mississippi River. Two major tributaries of the Yellowstone River, the Stillwater and Boulder Rivers, traverse the area and several large streams originate in the district itself. Access to the high mountain country and the adjoining Beartooth Primitive Area is restricted to a few horse and jeep trails continuing from the terminus of improved roads in the bottom of the Stillwater and Boulder Valleys. Hunters, fishermen and cabin owners make intensive use of the area along its improved transportation routes, but hikers seldom venture more than three miles beyond the end of the roads. People from the Billings area are the most frequent visitors.

Jan 1, 1974

By R. D. Shackleton

Medusa Cement Company, a division of Medusa Corporation, is a medium-sized cement manufacturer serving the midwest, east, and southeast. Medusa's eight plants are located in Georgia, Pennsylvania, Ohio, Illinois, Michigan, Wisconsin, and Canada. Of these, six have active limestone, shale, clay, and sand quarries now in operation. This paper deals with the various individual state laws regulating mining and reclamation at the Georgia, Illinois, and Pennsylvania quarries. Several recommendations for future state mining laws are discussed also.

Jan 1, 1974

By B. C. Litzinger

Minerações Brasileiras Reunidas S.A. - MBR is a brazilian iron ore mining company geared for the export market. It is controlled by Companhia Auxiliar de Empresas de Minerações - CAEMI through its subsidiary Empreendimentos Brasi leiros de Minerações - EBM which holds 51% in MBR and is formed by CAEMI, the six major japanese steelmills and five japanese trading companies, Universe Tankships, Inc., and Indústria e Comércio de Minérios S.A. - ICOMI. The remaining 49% of MBR's capital are held by St. John del Rey Mining Company, a subsidiary of The Hanna Mining Company. MBR iron ore reserves exceed 1.5 billion tons of high grade ore distributed in 36 deposits located in the so-called IRON QUADRANGLE in the State of Minas Gerais. The Aguas Claras Mine is the largest presently known and highest grade deposit owned by MBR. Other mines such as Pico, Mutuca and Jangada are in operation at a combined rate of production of about 2 to 2. 5 million tons per year. The project consists of mine, railroad and marine terminal (slide). The Aguas Claras deposit, which is located about six kilometers southeast of Belo Horizonte the Capital of Minas Gerais, was selected for initial development. The Sistema Regional Centro of the Rede Ferroviária Federal, through its 6th Division known as the "Central " is responsible for the transportation of MBR ore, and provided the necessary railway construction to connect Mine and Terminal. The Terminal is located on Guaiba Island near the entrance to Sepetiba Bay, at about 120 kilometers west of Rio de Janeiro.

Jan 1, 1974