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Alfred Nobel first invented a practical detonator in 1863 and then the blasting cap in 1865. At that time the detonator was used on the end of a length of safety fuse to initiate nitroglycerine-based explosives. Since then the detonator has gone through a number of changes. The instantaneous electric detonator was the first to allow remote firing. The electric delay detonator followed and allowed for timing between holes. In the mid 1970s the NONEL« Tube was invented. This tube combined with NONEL« detonators meant that many of the safety issues, such as stray current and radio frequency, associated with electric delay detonators were eliminated. This system gave the mining industry a reliable and fairly accurate system with which to detonate shots of any size. Since the early 1980s a large amount of research and development work has been done around the world to create a more accurate detonator for the mining and quarrying industry. After years of research, electronic detonators have emerged as the most accurate and precise initiation system available to the mining and quarry industry today. Electronics provide the user with millisecond timing accuracy. The improved level of timing control allows operations to improve fragmentation, throw and reduce vibration levels. There are now a number of different electronic detonator suppliers on the market today. In 2004 Dyno Nobel formed a joint venture called DetNet with AECI. DetNet has a suite of electronic detonators: DigiDet«, HotShot« and QuickShot«. This paper will focus on the HotShot« system, the first of the three new initiation systems to be released to the market in Australia by Dyno Nobel.

Jan 1, 2005

By Michael Rieber

In this study a generalized specification and costing model for high tonnage coal carrying conveyor belts of 3.5 to 100 miles is presented. These belt systems, in modular units or flights, of up to 9 miles in length can be considered in terms of gathering systems. The study format is sufficiently open to allow users to insert their own requirements and parameters. A specific case study is provided. Because conveyor belts are feasible almost anywhere, this study has not investigated any specific route or geographic location. Rather, it has concentrated on setting up an heuristic programming model for conveyor belt facility optimization and cost minimization. The analysis starts with the principle factors involved in the design of the system and their optimization for various cases. This is followed, in Section 5.4, with a factor by factor cost analysis based on industry data and the preceding optimization. The next step is the development of both facility and costing models suitable for computer analysis. Logic flow diagrams are presented at each major analytic step.

Jan 1, 1977

By Ralph H. Sweetser

BENEFICIATION of iron ores from the blast-furnace point of view means more than the usual enrichment of the iron contents by the removal of a large part of the clay, carbonic acid gas, silica, or moisture of the natural ore; it includes all these, but it also embraces several other mechanical .processes made , necessary by the exacting requirements of present-day blast-furnace practice. The increasing use of iron- bearing by-products, to as much as a third or more of the total ore burden, has introduced still another series of processes for improving the blast-furnace ore burden. As we look back over the past three decades of blast- furnace practice 'in. this country, we see that many of the blast-furnace troubles were directly due to lack of proper preparation of the iron ore burden,, and we realize that beneficiation in one form or another would have remedied the trouble. This was particularly true in the smelting of magnetic iron ores, where run-of- mine ore included such big lumps of 'magnetite along with rich fines that the furnace operations were greatly retarded and control of the furnace such as is usual today, was completely unknown.

Jan 1, 1930

By H. Rees

This paper supplements and brings up to date a report prepared earlier this year and presented at the Eleventh Pan American Railway Congress in Mexico City. Most of the original report is contained in this paper in order to acquaint the reader with the project background. On December 1, 1961, construction of this locomotive was completed. Stationary testing started immediately, and a host of problems in various areas were uncovered. Many of these had no relation to the use of coal in a direct fired gas turbine. All of them emphasized the problems which plagued previous projects of this kind. In 1944 the Locomotive Development Committee of Bituminous Coal Research, Inc., was formed to study the problems of combustion, coal handling, and fly ash removal which would have to be solved before coal could be used to fire a gas turbine. By 1947 this committee was composed of the chief executive officers of nine eastern railroads and five eastern coal companies. All of the members of this committee were vitally concerned in a coal fired gas turbine because coal cost only one-fourth as much per heat unit as fuel oil. A number of research projects were started to develop and test components on a small scale. This included work at John Hopkins University, Battelle Memorial Institute, Institute of Gas Technology at Chicago, Purdue University, and Southern Research Institute. By 1946 a pilot plant had been installed at the Dunkirk, New York plant of Alco Products Div. of American Locomotive Co. The U. S. Bureau of Mines made available to the Locomotive Development Committee (hereafter called LDC) a Houdry process gas turbine plant, originally destined for a Russian oil refinery. The full scale pilot plant was used to evaluate the results obtained from the small scale studies under actual gas turbine conditions. Operation of this plant disclosed a number of problems which had not been discovered in the small scale tests. By 1951 four 250 hr tests had been conducted with the Houdry gas turbine to test out a variety of equipment. The major problem concerned the removal of abrasive fly ash from the products of combustion so that wear on turbine blades would not be excessive. The first 250 hr test showed that the original fly ash separating equipment was inadequate. Large ash particles passing through the turbine blading were nicking the leading edges of the first row blades. At the conclusion of the second 250 hr test, erosion was so severe that the first row of stator and the first row of rotor blades were replaced. At the end of the third 250 hr test, it was necessary to replace the first three rows of stator blading. The fourth test was used to test out a new design fly ash separator developed by LDC and named the Dunlab tube. This device gave more encouraging results than any of the others tested. Early enthusiasm for overcoming major difficulties had resulted in placing an order in 1946 with Allis-Chalmers Mfg. Co. for a 3750 hp regenerative gas turbine. The gas turbine, together with associated combustion and ash removal equipment, coal handling equipment, generators and gear reduction unit was installed at Dunkirk by 1951. A 750 hr test was made in 1952 with the LDC-Allis Chalmers gas turbine power plant. At the end of this test it was necessary to replace the first four rows of both rotor and stator blading. Rows 5 and 6 did not require replacement. In 1953 the American Locomotive Co. joined with LDC and assumed an active role in equipment development and manufacture. During 1954 LDC-Alco operated the rebladed gas turbine 300 hr to determine if a new fly ash separator was adequate. Performance of the improved separator was considerably better, but trouble was experienced with clogged blowdown lines from the Dunlab tubes. When these lines clogged it permitted the passage of abrasive particles. In 1955 a total of 1421 hr was run. This included 243 hr of cycle operation on Union Pacific coal from the D. O. Clark mine at Superior, Wyoming. During the 243 hr a total of 370 tons of coal was consumed. The purpose of this test was to determine if U.P. coal was suitable for use in a coal fired turbine. It was the unofficial opinion that it was as good or better than the eastern coals that had been tested.

Jan 1, 1964

By S Matos Camacho, K G. van den Boogaart, R Tolosana Delgado, U Mueller

"The precise formulation of a geometallurgical optimisation problem is by necessity a simplification of reality. It includes implicit choices such as data availability or mining block geometry. Additional data can be orebody data, production data or market data. Often these choices are predetermined by the software, the workflow or the corporate culture, and as such are not even queried. There are several aspects that might play a role in the optimisation. They include not only the spatial model on which the selection of mining blocks and the potential mining sequence are based, but also the complexity of the processing model, the way in which uncertainty is treated, the scope of responsibility and the complexity of the model. In addition the timing of the optimisation and the availability (or lack thereof) of information will influence the outcome of any optimisation.We show that different modelling choices and different model formulations for the same mine can lead to very different processing choices, substantially different net present values (NPV), opposite investment decisions and so to overall different values for the entire operation. The selection of adequate simplifications and corresponding formulations for the optimisation problem is thus an important task in itself.For this purpose we introduce a method for quantifying the impact of certain simplifications prior to the optimisation. For example, the effect of mining block choices depends mainly on the spatial structure and the structure of the processing gain function. Both can be quantified beforehand. Based on the outcome, appropriate simplifications can be selected for the geometallurgical optimisation.CITATION:van den Boogaart, K G, Tolosana Delgado, R, Mueller, U and Matos Camacho, S, 2016. How Details of the Geometallurgical Optimisation Influence Overall Value, in Proceedings The Third AusIMM International Geometallurgy Conference (GeoMet) 2016, pp 303–312 (The Australasian Institute of Mining and Metallurgy: Melbourne)."

Jun 15, 2016

By G. H. Gronhovd

This report describes the design and initial operation of a slagging gasification pilot plant installed by the Bureau of Mines at the Lignite Research Laboratory, Grand Forks, N. Dak., in 1958-59. The tests covered in this report were conducted over a period of about 2 years, beginning in April 1959. The pilot plant was designed for eventual operation at pressures ranging from 400 to 600 p.s.i.g. (pounds per square inch gage); however, for the preliminary test reported here, the gasifier was fitted with a low-pressure slagging section and operated at atmospheric pressure and at 80 p.s.i.g. The reason for using a low-pressure slagging section for initial operation was to facilitate modifications in design during the development of a reliable slagging procedure.

Jan 1, 1962

By Bengt H. Fellenius

It is a truism that in the design of pile foundations one must consider both capacity and settlement. As to capacity, most basic text books contain simple methods of design of capacity of single pile. More sophisticated methods are the subject of many journal papers. However, methods for design considering settlement of pile foundations are scarce. (Most confuse settlement with the movement due to load-transfer?the transfer of load from the pile to the soil). Furthermore, for both capacity and settlement, most methods include several simplifying assumptions regarding soil layering and neglect the effect of the frequently occurring fill and excavations, as well as changes of the groundwater table and pore pressure distribution. Therefore, the methods may provide qualitative results, but not quantitative. Because of this situation, pile design often appears as somewhat of a guessing game and a very subjective?and risky?occupation. This need not be. Pile foundation design is controlled by three factors: capacity, strength, and settlement requirements and these have been combined in a method called "the unified design of piles and pile groups considering capacity, settlement, and negative skin friction" (Fellenius, 1984; 1989), which method is summarized in this guide.

Jan 1, 1991

By Charles L. Kimbell

On the basis of world production data alone, 1985 appears to have been a year in which the world's mineral industry took another step upward in its recovery from the very poor years of 1981, 1982, and early 1983. Despite a drop in the output of crude oil, which was the single most significant crude mineral product from the viewpoint of value, the estimated value of world crude mineral production advanced by 3.4% to about $1,054 billion constant 1983 dollars, with output increases logged for nearly two-thirds of the commodities and forms of commodities for which the U.S. Bureau of Mines calculates a total world output. However, the economic well-being of any industry or group of industries cannot be measured solely in terms of the volume and/or value of its production, and examination of statistics reflecting other aspects of mineral industry performance shows that 1985 was a less than ideal year in many respects. In the case of consumption of mineral commodities, although there were gains registered in diverse sectors such as iron and steel, aluminum, fertilizer materials, solid fuels, and gaseous fuels, there were also proportionally small but notable declines in use among the older major nonferrous metals (copper, lead, tin, and zinc) and in the all-important liquid fuels. In the case of international trade in mineral commodities, although comprehensive data for 1985 were not yet available, there were indications that the value may well have fallen below the estimated 1984 level of $632 billion, although the volume may have increased slightly. This, if true, would be chiefly the result of declining prices of mineral commodities, and indeed, price declines were noted for a number of significant materials in terms of current dollars, and even more would register declines if calculated on the basis of constant dollars, adjusting for inflation.

Jan 1, 1987

By John E. Pahlman

An increasing number of gold and silver mining operations are employing cyanide solutions to effectively dissolve silver and gold from finely disseminated ores. Many of these operations use small, packaged processing systems like the State of Maine filter system, which employs zinc precipitation of gold and silver. Solution-clarifying filters in these systems become blinded with calcium carbonate (CaC03) scale and require frequent (every 2 to 10 days) dismantling of the filter units for acid cleaning, This is a hazardous operation as it is not compatible with the alkaline cyanide leach solutions and may result in the evolution of toxic hydrogen cyanide (HCN) gas during cleaning and during any accidental acid spill. The Bureau of Nines has investigated an alternative, nonacidic method of cleaning blinded State of Maine filters that employs ethylene- diamine-tetraacetic-acid (EDTA) type chelating agents to dissolve the scale. In situ cleaning of a 150-st/d State of Maine filters with EDTA- type chelating agents was successfully demonstrated. Greater than 90 pct of the CaC03 scale was removed in about 10 min with circulation of 31 L of 2.5-pct-EDTA solution through the filter unit. The EDTA cleaning method not only eliminates the cyanide hazard in filter cleaning but is advantageous from the standpoint of operating costs and productivity.

Jan 1, 1986

By F. P. Haver

Because of increasing concern with air pollution, the Bureau of Mines has developed a hydrometallurgical procedure to obtain elemental sulfur from chalcopyrite (CuFeS2) by means of the following reaction: CuFeS2 + 3FeCl3 ? CuCl + 4FeCl2 + 2S. Under optimum conditions, 99.6 percent of the copper and 71.6 percent of the iron were extracted in 2 hours from a typical mill concentrate containing 75 percent CuFeS2 and 15 percent pyrite (FeS2). At the same time, 68.2 percent of the sulfur in the concentrate was oxidized to the elemental form. The leach was highly selective; gangue minerals, including pyrite, were not attacked, thus accounting for the relatively low recoveries of iron and sulfur. To obtain these results, the concentrate was ground to 98.9 percent minus 325 mesh, and 300 grams was treated with 1 liter of boiling ferric chloride (FeCl3) solution. The FeC13/CuFeS2 ratio was 2.7. Cement copper containing 99.9 percent copper was recovered from the leach solution by cementation on sponge iron. Excess iron, dissolved during leaching and cementation, was removed from the stripped solution by crystallization. Ferrous chloride (FeCl2?4H2O), obtained as a byproduct, was converted to high-purity ferric oxide (Fe203) and HCI by an oxidizing roast. The hydrochloric acid was then electrolyzed to obtain chlorine, which was used to regenerate the leach solution. The leach residue, which contained ~50 weight-percent elemental sulfur, was treated with an organic solvent to recover the sulfur and cyanided to reclaim gold and silver.

Jan 1, 1971

By J. Gibson

"INTRODUCTION As one of the most pressing and important political debates of this century, climate change has captured global attention and is forcing governments to take action towards decreasing GHG and carbon emission levels below what was previously thought to be necessary. With the ever-increasing price of diesel fuel accompanied by the popular topic of carbon taxes and greenhouse gas emissions, the mining industry is looking to industry specialists for assistance. The benefits of a no-idle policy reach far beyond carbon reduction and fuel savings, ranging from decreased maintenance to increased engine life. With products like battery powered A/C systems and diesel-fired heaters, going no-idle is easier today than ever before. With both systems being manufactured to withstand the harsh environments of the mining industry, the end user will see a seamless change from conventional, inefficient belt-driven systems to future, stand-alone mobile equipment HVAC. THE HISTORY OF GHGS AND CLIMATE CHANGE In 1896 Svante Arrhenius first claimed that the combustion of fossil fuels may eventually result in enhanced global warming, but not until 1955 did Gilbert Plass draw global attention to global warming by summarizing that adding carbon dioxide to the atmosphere would intercept infrared radiation and thus warm the earth. Then in the early 1960’s Charles Keeling developed modern technology to produce concentration curves for atmospheric CO2 (Figure 1). In 1988 the Intergovernmental Panel on Climate Change (IPCC) was founded by the United Nations after acknowledgement of a rising global annual temperature. The IPCC consists of over 2500 scientific and technical experts from more than 60 countries, and because climate change could not be solved by a single country, the Kyoto Protocol was negotiated in 1998 requiring all participating countries to reduce their GHG emissions by at least 5% from the 1990 levels. The Protocol was signed by 186 countries in 2001 (since then several countries have retreated from the agreement, including the United States)."

Jan 1, 2015

By Stephen Northey, Nawshad Haque, Terry Norgate

"Life cycle assessment (LCA) is a recognized tool to evaluate various processing routes for metal production. Declining ore grades and higher specific energy requirements for primary metal production put greater emphasis on recycling. Greenhouse gas (GHG) emissions of steel and aluminium metal production were quantified with recycling scenarios using material recovery facility (MRF) data from the database of SimaPro LCA software. The GHG footprint of the MRF is relatively minor compared with that of associated transport during collection (i.e. 10 times more than MRF) of curbside recyclable material. Additionally, if the bulk recyclable material is sent overseas (i.e. Australia to China) from the MRF for further processing, the GHG footprint of shipping can significantly be larger compared with the sum of the collection and MRF (assuming electricity is from same source). Thus opportunities exist for reducing GHG emissions from secondary metal production if it is processed close to the MRF.IntroductionIt is a challenge to recycle metals significantly, although theoretically infinite recycling is possible due to their elemental nature. Leaks from the metal stocks in society occur through corrosion, wear and dispersive uses, or via land filling or similar activities that return metals to the earth. In order to provide a technically sound and transparent assessment of metal recycling, a methodology such as life cycle assessment (LCA) should be used. By taking a life cycle perspective, the beneficial recycling properties of metals can be evaluated in a manner that enables appropriate comparisons with other materials or product systems that do not have recycling loops. In practice, mixtures of primary and secondary metals are often used in new products, and also at the end-of-life various processing methods are used for recycling.The difficulty of introducing recycling into LCA is to set the right boundaries for the different flows ending in different product systems. It is a question of which observed material flow belongs to the first product system and which one to the second or subsequent systems. Recycling can be part of any product LCA. However, it is often a complex issue which requires specific considerations. As pointed out by Yellishetty et al. and Birat et al. [l, 2], LCA practitioners are left with much freedom in allocation of environmental burdens to account for recycling, thus making subjective judgments on recycling and allocation of credits to recycling. This often makes it difficult to compare the results of LCA studies conducted by two different practitioners even on the same processes. As LCA is often used to define policy in government, business and society circles, it should be based on a sound, objective and unbiased description of recycling."

Jan 1, 2014

By Gamal Rashed

This research is divided into two parts: the first part of this research focuses on understanding coal mine bump mechanisms, and the second part focuses on mitigating the violent failure associated with a bump. Many researchers believe that the coal bumps happen because of sudden loss of constraint between pillar/ roof and pillar/floor or the hammering effect due to the breaking of thick, massive strata above the coal seam, creating a sudden impact load on the pillars and causing them to bump. However, very little work has been done to explore and understand the consequences of these proposed mechanisms for coal bumps. In the first part of this research, computer simulation of coal specimen behavior have been used to explore two issues: 1) How would an instantaneous loss of constraint or a small sudden impact load cause violent failure? 2) How does the strength of the coal specimen control coal mine bumps? Eliminating or reducing the violent failure is the main objective of the second part of this research. The coal specimen needs to be softened either in the rib zone or the core zone and then its mode of failure studied to see whether it is violent or not. Instantaneous loss of constraint and the hammering effect are associated with sudden release of elastic energy, increase in the kinetic energy, and very rapid transient vertical stresses of the coal specimen. These are three of the major proposed mechanisms for bumps. The potential for violent failure increases with increasing the unconfined compressive strength, UCS, of the coal specimen. Failure of the rib zone is not the main factor for the violent failure of a coal specimen. The energy stored in the core zone is the key factor for the violent failure.

Jan 1, 2013

By M. J. Howes

The high degree of mechanisation, which is mainly diesel-powered, has a significant effect on heat loads; heat output from this source often exceeds the heat flow from the surrounding rock. The extensive use of diesel-powered equipment also influences ventilation rates and minimum values are necessary to ensure that emissions of diesel exhaust are adequately diluted. Many Australian mines are in subtropical or tropical areas with high ambient wet- and dry-bulb temperatures on surface. This, coupled with the large amount of heat from mechanisation, usually means that refrigeration is required at much shallower depths. A secondary problem is associated with the definition of acceptable thermal environment conditions, which are sometimes based on the assumption of no air movement. This gives rise to very stringent thermal environment acceptance criteria, which, in some areas, would prohibit work on surface, let alone underground

Jun 12, 1905

By D Hart

In 1944 some ten or so pieces of legislation impacted on the mining industry. Today in excess of 80 in one way or another apply to the Northern Territory miner. This paper will look at the nature of the legislation that has been introduced and the reasons for its introduction. During the Second World War the mining of resources such as iron, tin etc for the war effort set the platform for the subsequent expansion of the industry in the post-war years. Thereafter, the change in attitudes over the years that have resulted from a more conscious public and more responsible governments and developers associated with the recognition of the legal rights of others and the threat of litigation, will be traced. With a major review of the Northern Territory Mining Act currently in progress, this paper will view ANZMEC's foreshadowed preference for a National Code and the NT's intent of drawing some commonalities with other states of Australia to achieve this aim. Finally, the questions of over-regulation and whether existing legislation is complete will be addressed. From this it is foreshadowed how legislation may develop during the lead into the 21st century.

Jan 1, 1994

The mining industry is quite often faced with declining selling prices for its products in the face of rising prices for the input cost resources that it uses. Blasting is a key activity within the mining system and has a vital role to play within the Mine to MillTM concept. It is therefore important that blasting makes a positive contribution to mine profit and productivity. There are several variables involved in considering the profitability and productivity of blasting. The rock types and structures, the bench height, the blast hole drill rig specifications, hole diameter, spacing and burden, explosive loading and initiation and blast size fragmentation. Productivity accounting is a methodology which is used elsewhere to give additional insights into the productivity and pricing factors that drive the financial performance of a business. Miners know intuitively that productivity and pricing influence costs and profit, but only with productivity accounting can the dollars involved be calculated. Drilling and blasting are part of a chain of unit operations in a mine. For an owner-miner, drilling and blasting would be considered as cost centres and a productivity accounting cost model approach would be relevant. On the other hand a contractor is likely to consider drilling and blasting as a profit centre, in which case a productivity accounting profit model approach would be appropriate. Both of these will be explained. The paper provides a basic outline of deterministic productivity accounting and demonstrates its application to blasting. Drilling and blasting data from a mine was obtained for a two-month period. The change in productivity and prices was calculated to obtain the dollar contributions from them towards the change in cost. It was determined that although there had been productivity dollar gains these were offset by larger pricing dollar losses, the net effect being that total drilling and blasting costs increased. The productivity accounting analysis gives the facts and the mine is in a position to establish priorities based on knowing the dollar contributions of each input used.

Jan 1, 2001

By R Brown

The Singapore Land Transport Authority Contract C917A is for the design, construction and completion of all outstanding works under the original Contract 917, including taking over the design and construction responsibility for the works carried out by previous contractor. Construction works connect the bored tunnels between the stations at King Albert Park and Sixth Avenue on the Downtown Line two in Singapore.The original contractor became insolvent leaving the works incomplete. On 29 August 2013 McConnell Dowell were awarded the completion contract following a fast-tracked tender process. The completion contract required a quick start and therefore the recruitment of some of the original workforce. A large majority of the original workforce was from Malaysia, Indonesia, China, Philippines, Bangladesh, India and Thailand. In order to ensure that the safety standards were upheld, and that the new workforce embraced a safety culture, a behaviour based safety (BBS) approach was implemented.The BBS approach was implemented to overcome the existing poor cultural safety behaviours, and to ensure that high standards and expectations for safety were implemented. This ensured that the workforce were comfortable in identifying hazards, avoiding shortcuts, and changing poor safety behaviours.This article outlines how a BBS program was delivered on the C917A project, containing defined goals, communication tools, and assessment and feedback models.CITATION:Brown, R, 2014. Behaviour-based safety with a foreign-based workforce, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 65–68 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By Alan G. Mayton

Exposure to whole-body vibration (WBV) and the postural requirements of the job have been identified as important risk factors in the development of musculoskeletal disorders of the back among workers exposed to a vibratory environment. This paper focuses on preliminary results of WBV data collected for two groups of haulage trucks ? four older trucks from manufacturer A (MFR-A) and two newer trucks from manufacturer B (MFR-B). All of the trucks and their respective seats were considered to be in good working order during the study. Measurement periods for the truck groups had similarities, but varied from 2 to 58 minutes. Sampling times for the older trucks included a mean of 19.5 minutes and a standard deviation (STD) of 6.5 minutes compared to a mean of 40.8 minutes and a STD of 12.1 minutes for the newer trucks. Data collection coincided with the approximate delivery and first operation of the new trucks, and occurred approximately 12 months apart under similar weather and road conditions, and with the same drivers except an additional driver was included with the older trucks. Truck routes were somewhat different in that quarry production had changed location in the time between data collection activities. Overall, the results suggest that the newer trucks may provide better overall isolation to drivers/operators from WBV exposure compared to the older trucks operating at the quarry; although, this will need to be confirmed with additional measurements. Considering the higher variability and shorter sampling times for the older trucks, the results should be viewed with caution. For two of seven trials, the older trucks showed that seats amplified vibration, i.e., a transmissibility (T) >1.0. Seat T for the older trucks ranged from 0.31 to 1.17 with a mean of 0.77 and STD of 0.32. This contrasted with the newer haulage trucks where seats amplified vibration in 3 of 8 trials. In this case, T did not vary greatly and ranged from 0.87 to 1.05 with a mean of 0.97 and STD of 0.07. Regarding older trucks, in five of seven trials, the seat (output) data of weighted root-mean square (RMS) acceleration (wRMSZ) for the dominant z-axis exceeded the action level of 0.5 m/s2 action level recommended by the European Union Good Practice Guide for WBV (EUGPG) and levels exceeded the recommended exposure limit of 1.15 m/s2 in two of the seven trials. The wRMSZ values for the older trucks varied from 0.41 to 1.83 m/s2 with a mean of 0.99 and STD of 0.57. Similarly, newer trucks indicated a narrower range of wRMSZ from 0.38 to 0.95 m/s2. The mean wRMSZ was lower for the newer trucks at 0.58 m/s2 with a STD of 0.23 m/s2. Similarly, newer trucks indicated wRMSZ reached or exceeded the action level in four of eight trials. None of the trials with the new trucks showed wRMSZ levels that reached or exceeded the recommended 1.15 m/s2 exposure limit. As an indicator of driver/operator discomfort, overall weighted total RMS acceleration (vector sum) values seem to show a ?rougher? ride for the older trucks. The vector sum values for these trucks ranged widely from 0.70 to 2.59 m/s2 and, in four of seven trials, showed levels greater than 1.40 m/s2. The mean vector sum was 1.44 m/s2 with a STD of 0.75 m/s2. Comparatively, the newer trucks exhibited less variation with a range from 0.69 to 1.59 m/s2. The mean vector sum was 1.02 m/s2 with a STD of 0.35 m/s2. Vibration dose values for the dominant z-axis (VDVZ), gave a sense of vehicle jarring/jolting conditions. All trials with the older trucks were within the recommended EUGPG action level of 9.1 m/s1.75. On the other hand, in three of eight trials, both newer trucks exceeded this action level with values of 9.18, 12.58, and 13.21 m/s1.75. Neither truck group showed VDVZ that exceeded the exposure limit of 21 m/s1.75. A statistical analysis was not conducted, since the differences reported between truck groups may not be statistically significant owing to the relatively small sample size. Road conditions, changes in the truck routes, and driver/operator differences (e.g., stopping and turning) are possible factors in the higher VDV for the newer trucks.

Jan 1, 2008

By A Grice

AMC has completed a number of backfill options studies, including several in recent years for large, three-dimensional orebodies involving total extraction by longhole open stoping with backfill. This has led to the development of a thorough review methodology that assists in the selection of the most appropriate backfill system and the most economic mixes to achieve the required performance. A recently developed design tool has simplified the calculation of backfill strengths for various exposure dimensions and automatically determines strengths incrementally over the height of a stope. Using a generic orebody with a plan dimension of 120 m wide by 360 m long, several different stoping layouts have been analysed to determine the effect of stope dimensions and sequencing on backfill strength requirements. This has been done for stope heights from 50 m to 300 m, in 50 m increments. The required strengths have been calculated in slices and summarised for each stope in four equal layers. The average strength requirement for each layout at each stope height has been compared graphically. For all stope heights, a panel stope layout that minimises the proportion of primary stopes results in a lower average strength requirement than grid layouts on a checkerboard pattern. However, for very high stopes, smaller plan dimensions become more economic. The increase in required strength with stope height is non-linear, making taller stopes potentially more attractive. The main cost factor in most backfills is the rate of binder addition, which is closely related to the strength required. By choosing a layout that minimises the backfill strength requirement, significant savings in binder addition rates and overall costs can be achieved. These must, of course, be weighed against other factors to determine the optimum stoping layout and backfill system.

Jan 1, 2000

By D. B. Dow

The presence of sulphur compounds in petroleum and its products is, generally speaking, undesirable, and the problems involved in removing such compounds are of great importance to the petroleum refiner and to the manufacturer of gasoline. There are several types of these compounds which are dissimilar in physical and chemical characteristics, as evidenced by different objectionable features which they exhibit, and special treatments have been developed to meet conditions existing in various products. This paper deals with the treatment of natural-gas gasoline for the removal of certain sulphur compounds which, if not removed, impart on objectionable odor and in addition badly discolor the product. The presence of this particular type of sulphur compounds is detected by the "doctor" test.* In some instances natural-gas gasoline is purchased on "doctor" test specifications, and the ordinary purchaser, while not buying on "doctor" specifications, is insistent in his demand for a water white product. Gasoline which fails to meet the "doctor" test, if not received by the buyer within a few weeks after time Of manufacture, may be "off color" enough to warrant a deduction from the market price.

Jan 1, 1923