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By D. J. Allan, W. R. Wilson

For conventional aerospace aluminium alloys of the 2000 (copper) and 7000 (zinc, magnesium) series the recycling of process scrap from both metal suppliers and aircraft manufacturers is a well-established, worldwide industry. The recent introduction of a new family of alloys that incorporates lithium has posed a new challenge to the recycling industry owing to the high cost of lithium, its high reactivity to the atmosphere and to refractories and its absence from the specifications of all other registered alloys. Various process options for recycling have been identified, but vacuum distillation has been selected as the most cost-effective and technically feasible solution. Experimental work established that the separation of Li from AI-Li scrap is feasible and an industrial process has been designed. The economics of Li recovery are very sensitive to the AI-Li content of the feed material. Owing to the design of aerospace vehicle manufacturing plants it is expected that the swarf will be mixed with other alloys. A method of enriching this feed has been developed that is based on the control of swarf morphology by thermal and mechanical treatments as a precursor to eddy-current separation. After eddy-current separation and vacuum distillation small proportions of Li are retained in the AI residue. The effects of this on the properties of conventional AI-Si shape-casting alloys were investigated and safe threshold levels have been established.

Jan 4, 1993

By G. Van Weert, O. Wang

ABSTRACT: When exposed to microwaves, rocks containing sulphides adsorb energy preferentially over barren gangue and quickly become warmer with minimal energy consumption. This effect makes subsequent machine sorting of ore from waste rocks or overburden possible using infrared sensing. This paper reports on the 2450 MHz microwave response of a variety of sulphide minerals by mesh size and spatial distribution, as they might occur in ore rocks. The implications for infrared ore sorting are discussed.

Jan 1, 2011

By Marcel0 Mondring

Transportation and the logistic requirements are set very high for the German coal mining industry. Short transportation resources, crowded quarters, and long transportation distances to destinations are some basic conditions that logistic employees of the mines have to deal with. Therefore, in the context of these processes, human effort and technology are faced with great challenges. There can be a total of 300 transport units, depending on the size of the mine. Every day, they are moved through a nearby 150-km-long transportation network of floor and monorail tracks. Of these transport units, 150 are new, and the other 150 units are split into cross traffic units that are moved only in the underground and return travel units. Beside track-bounded transports, all material transports take place in the shaft. As a result, many involuntary transports and changes in the means of transportation make the daily work more difficult. Typical transports in the shaft include the supply of new materials from above to below, as well as returnable goods from below to above. Cross traffics throughout several levels, which are rather rare, would have to be handled above the shaft. Due to limited shaft capacity, these cross traffics should be avoided when possible. Based on the gas resources in coalmine slopes, track-bounded transports using monorails (powered by diesel or rechargeable means) are preferred. This depends on the road degree, the depth, and track cross section of the shaft/slope. The variety of the material spectrum includes more than 100,000 different types of material.

Jan 1, 2014

By O. C. Blade

Consumption of Diesel fuel oil in the United States has increased very rapidly during recent years. At the present time approximately 5 percent of the crude oil refined in this country is said to be processed for this purpose. This figure represents approximately 20 percent of the total distillate-type fuel oils now being produced in the United States. One factor contributing greatly to the recent increase in consumption of Diesel fuel oil has been the conversion from steam locomotives to Diesel engines by a number of railroads. Other contributing factors are greFl.ter use of Diesel engine8 in buses, trucks, tractors, water craft, and stationary power plants. The growing importance of Diesel fuel oil has resulted in a need by the petroleum industry, engine manufacturers, and consumers for more information regarding the types and quality of Diesel fuels currently being marketed. To supply this information, the American Petroleum Institute and the Bureau of Mines, United states Department of the Interior, under a cooperative agreement, have conducted a survey of Diesel fuel all produced in refineries in this country during 1950. Under the agreements, samples of Diesel fuel oil, representative of actual shipments, were analyzed by the manufacturers in accordance with instructions issued by the Fuel Survey Panel of the Automotive Research Committee of the American Petroleum Institute. Results of the analyses were transmitted to the Bureau of Mines, and that agency has studied the data and compiled them by groups in comparable form as shown in the tables of this report.

Jan 1, 1950

By Lawrence Nordell

A Conjugate Anvil-Hammer Mill (CAHM) has the potential to replace conventional crushers and SAG mills, with their respective conveyors and stockpiles, in a SABC circuit. It may improve comminution circuit efficiency by 100%. CAHM compresses rock in a more efficient way, similar to 19th century stamp mills, which follows the fundamental research of Schönert (1990 & 1996). CAHM efficiency is being proven through the use of ROCKY (2011) Discrete Element Method (DEM). ROCKY features allow it to simulate realistic comminution. CAHM is customizable with many geometries that are rock-property specific. ROCKY?s wear modeling compliments the structural integrity of the design.

Jan 1, 2012

By W. R. Reed, Y. Zheng

A recent study conducted by the National Institute for Occupational Safety and Health (NIOSH) evaluated the roof bolter canopy air curtain (CAC) systemin a blowing face ventilation system, demonstrating its effectiveness and illustrating the CAC protection zones. This study evaluates the roof bolter machine CAC while operating in an exhausting face ventilation system. This study considers two similar locations to allow comparison with the previous blowing face ventilation (Zheng et al., Min Metal Explor 36(6):1115–1126, (2019)) study: (1) a roof bolter machine bolting the roof at 20 ft (6.1 m) from the face and (2) a roof bolting machine bolting at 4 ft (1.2 m) from the face. The environment introduces 6.0 mg/m3 of respirable dust to represent the roof boltingmachine operating downstreamof the continuous miner. However, the exhausting face ventilation uses an exhaust curtain with 9000 cfm (4.25 m3/s) of air. Two roof bolter machine working positions are simulated with the use of dual drill heads in the inward position for two inside bolts and in the outward position for two outside bolts. The influence of the CAC on airflows and dust dispersion is evaluated with the CAC operating at 250 cfm (0.12 m3/s) with dust reductions ranging from 39.5 to 82.8%. When the roof bolter machine operated close to the face, increasing CAC airflow was required for adequate protection since the dust reductions can be as low as 39.5%. Additional CAC airflows of 350 cfm(0.17 m3/s) and 450 cfm(0.21 m3/s) were evaluated and demonstrated that dust reductions increased to 59.7% (350 cfm) and 72.0% (450 cfm) for the worst location where the roof bolter operators located.

Aug 26, 2020

By G. W. Brooks

This short article is quite different to the general run of papers that are presented to the Institute, but no apology is offered because I consider that first-aid and mine-rescue work are of equal importance to many other subjects that are dealt with in our Transactions. Members of the Institute should be as much interested in the safety of persons engaged in the mining industry as they are in the practical methods of modern mining. We must not only do our best to conserve life and property by adopting every known device to that end, but we must also prepare ourselves so that we may take prompt and effective action when life is in danger, or when property is subject to loss. The need for such preparation in Alberta is perhaps greater than in most places where mining is carried on, and we must spare no effort to assemble at every mine men who are well trained in first-aid and mine-rescue work. The large area over which the mines are distributed renders central training stations out of the question, hence the need for local rescue-teams. Hospitals with skilled staffs, close enough to the mines to be convenient, also seem to be out of the question; therefore the greater need of a high standard of first-aid training for the people in our mining camps. The Government mine-rescue cars are supplied with the equipment necessary for training persons in this essential work and also for dealing with disasters should they occur. The question then arises: are there a sufficient number of men who are trained ? If so we can rest assured that what is possible to be done will be done. But if a sufficient number of trained men are not available much loss of life and damage to property is likely to result.

Jan 1, 1925

By Ralph C. Flow

In Cleveland County, North Carolina, one and one-half miles south of Kings Mountain, Foote Mineral Company operates an open pit for the production of spodumene, feldspar, mica, and commercial stone. Spodumene concentrate is sent to Footers Sunbright, Virginia plant and to other customers. Exton, Pennsylvania and New Johnsonville, Tennessee plants produce lithium compounds sold to the oil industry for multipurpose lithium-base greases, to the metal industry as welding flux, to the air conditioning market, and to the glass industry. Ceramic grade spodumene, feldspar, and mica concentrates go to other processing companies from the Kings Mountain plant. Waste amphibolite is delivered to a neighboring quarry operation.

Jan 1, 1962

By Carlos A. Prato, Federico Pinto

"ABSTRACTThe design of drilled shafts often incorporates large factors of safety, for which settlements under service loads are highly influenced by the initial elastic stiffness. In the case of groups of drilled shafts with typical spacing, the elastic shaft-soil-shaft interaction dominates the behavior even for loads close to the bearing capacity, for which the initial stiffness is a key parameter in the design. This paper describes typical trends in results obtained by means of different approaches currently available in the literature for the evaluation of the initial stiffness of a single shaft. An experimental technique that provides a rapid and inexpensive means for the evaluation of the initial stiffness is described, and the results obtained for typical cases are compared with analytical predictions.IntroductionThe behavior of drilled shafts under axial loads is generally governed by the initial stiffness, as the factors of safety considered in design are often large, due to a superposition of conservative assumptions on soil properties and expected loads. In the case of shaft groups, the initial elastic stiffness plays a major role together with the elastic group effects, as nonlinearities tend to localize around the shafts and have a lesser effect than elastic deformations on adjacent elements (e.g., Leung et al., 2010). An accurate characterization of the initial stiffness is thus warranted for the analysis of drilled shafts and shaft groups under service loads.Initial stiffness of shafts may be estimated on the basis of soil stiffness and structural properties of the element by means of numerical methods (e.g., Pinto and Prato, 2006), as well as analytical methods (e.g., Randolph and Wroth, 1978). The soil stiffness may be determined by means of geophysical tests (e.g., Spectral Analysis of Surface Waves, SASW, Stokoe et al., 1994), or correlations with Standar Penetration Test (SPT) blowcounts or Cone Penetration Test (CPT) resistances (e.g., Sabatini et al., 2002).The initial stiffness may also be measured on drilled shafts by means of load tests. Static load tests (SLT), however, have some limitations on measuring small deflections, for which the initial stiffness is often extrapolated by means of large strain measurements (e.g., Chin, 1970), where the SLT measurements are more accurate."

Jan 1, 2014

By U König, N Norberg

Traditionally, quality control of iron sinter has relied on time-consuming wet chemistry. However, the mineralogical composition that defines the physical properties, such as strength or reducibility, is not monitored.X-ray diffraction (XRD) analysis in combination with Rietveld quantification and statistical data evaluation using partial least squares regression (PLSR) has been successfully trialled to determine the mineralogical composition and process parameters such as the FeO (Fe2+) content and basicity of iron sinter within an analysis time of less than eight minutes per sample. The results were compared with wet chemistry data.PLSR does not require pure phases, crystal structures or complex modelling of peak shapes. The analysis is therefore easy to set up and ideal if only one property needs to be analysed. PLSR results show an accuracy for the FeO content of ±0.3 per cent for the samples analysed in this case study.Both the PLSR and Rietveld methods take the full XRD pattern into account and can be simultaneously applied on the same measurement. PLSR was found to be the more robust method if only FeO and basicity results are required. The Rietveld method helps to predict other parameters, such as the compression strength of the sinter, by monitoring all existing phases (eg larnite C2S or silico-ferrite of calcium and aluminium phases).CITATION:König, U and Norberg, N, 2015. Iron sinter process control using x-ray diffraction, in Proceedings Iron Ore 2015, pp 53–60 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Jul 13, 2015

By R. Heiser, J. Vendetti, B. P. Connor, E. J. Haas

Health and safety indicators help mine sites predict the likelihood of an event, advance initiatives to control risks, and track progress. Although useful to encourage individuals within the mining companies to work together to identify such indicators, executing risk assessments comes with challenges. Specifically, varying or inaccurate perceptions of risk, in addition to trust and buy-in of a risk management system, contribute to inconsistent levels of participation in risk programs. This paper focuses on one trona mine’s experience in the development and implementation of a field-level risk assessment program to help its organization understand and manage risk to an acceptable level. Through a transformational process of ongoing leadership development, support and communication, Solvay Green River fostered a culture grounded in risk assessment, safety interactions and hazard correction. The application of consistent risk assessment tools was critical to create a participatory workforce that not only talks about safety but actively identifies factors that contribute to hazards and potential incidents. In this paper, reflecting on the mine’s previous process of risk-assessment implementation provides examples of likely barriers that sites may encounter when trying to document and manage risks, as well as a variety of mini case examples that showcase how the organization worked through these barriers to facilitate the identification of leading indicators to ultimately reduce incidents.

Jan 1, 2018

By R. Heiser, J. Vendetti, B. P. Connor, E. J. Haas

Health and safety indicators help mine sites predict the likelihood of an event, advance initiatives to control risks, and track progress. Although useful to encourage individuals within the mining companies to work together to identify such indicators, executing risk assessments comes with challenges. Specifically, varying or inaccurate perceptions of risk, in addition to trust and buy-in of a risk management system, contribute to inconsistent levels of participation in risk programs. This paper focuses on one trona mine’s experience in the development and implementation of a field-level risk assessment program to help its organization understand and manage risk to an acceptable level. Through a transformational process of ongoing leadership development, support and communication, Solvay Green River fostered a culture grounded in risk assessment, safety interactions and hazard correction. The application of consistent risk assessment tools was critical to create a participatory workforce that not only talks about safety but actively identifies factors that contribute to hazards and potential incidents. In this paper, reflecting on the mine’s previous process of risk-assessment implementation provides examples of likely barriers that sites may encounter when trying to document and manage risks, as well as a variety of mini case examples that showcase how the organization worked through these barriers to facilitate the identification of leading indicators to ultimately reduce incidents.

Jan 1, 2017

By Ross K. Digby

The Victorian Tunnelling Centre (VTC) has evolved its purpose from purely training workers, to a tunnelling industry education city. The VTC has now focused its activities on the areas of technology; education and training; applied research; and career education. were identied as the hus around which activities would e conducted to create a tunnelling industry education city. The VTC provides ustralias tunnelling industry with an education facility that not only provides laour training, ut enales the industry to come together to meet, participate in product launches, undertake research, work with new technologies and promote tunnelling careers.

Jun 23, 2024

By I. R. M. Chaston

Abstract. This paper puts forward the concept of 'radial' plant layout where all crushing, milling and treatment operations are preferably concentrated in one central area and these separate stages are connected by radiating conveyors to and from outside storage areas. This system is contrasted to the more customary system of 'linear' plant layout where the crushing, milling and often the treatment operations follow one after the other in separate buildings. The radial system simplifies and improves contral and supervision to a very considerable extent and can lead to a form of continuous plant operation with the separate sectors shutting down in succession for necessary maintenance while maintaining the overall plant operation. The paper is illustrated with example: from past and recent diamond treatment plant practice in South Africa which demonstrate the reduction in plant labour achieved by this system. Previous objection to this type of layout on the grounds that it inhibited plant expansion are shown to be unwarranted. Radial Layout for Increased Treatment Plant Productivity A great deal of time and trouble is spent by highly qualified and experience( metallurgists in developing the right treatment process for a given ore. This process is then often expressed in a treatment flowsheet of the type shown in Fig. 1 which shows a typical diamond plant. This flowsheet, when completed, is commonly handed over to the mechanical engineers who then design the layout of the equipment indicated on the flowsheet and produce the working drawings upon which the detailed construction of the treatment plant will be based. It is an unfortunate fact that the tedious and time-consuming juggling of equipment and inter-plant transportation is often left to hard-working draughtsmen who, however capable' in their field, lack practical experience in the day-to-day operation and maintenance of the treatment plants they design. As a result many plants have been produced which, while they satisfy the requirements of the flowsheet with minimum capital requirements, cost far more than should be necessary to op¬erate and maintain. It is often possible to change individual items of equipment which do not achieve the performance required of them, but it is usually extremely expensive to change the basic layout of the plant if this should be found to be unsatisfactory. It should therefore be recognised that great care and attention should be spent on consideration of the basic layout of any treatment plant and that the views of both designers and operators should be fully regarded before settling upon the inevitable compromise dictated by the varying requirements of process-engineering and economics. It is unfortunate that this important subject receives such scant regard in the standard ore dressing text books and hand-books, being usually dismissed in a few paragraphs.

Jan 1, 1977

By Robert M. Jimeson

The competitive market potential for solvent refined coal is estimated. Market advantages of solvent refined coal are enumerated. Markets are possible in combustion, railroad locomotion, and carbon electrodes. The combustion characteristics are consistent with expected air pollution restrictions on the emission of sulfur and particulate matter. A market potential of sufficient size exists to support the initiation of solvent refining in the United States. The market analysis should help fuel producers determine the advisability of their undertaking the solvent refining of coal.

Jan 1, 1969

By Henry G. Granger

NOTHING in this paper is to be understood as even suggesting a moment's suspension of the splendid work now going forward on the Isthmus of Panama, except so far as it is related to the proposed locks. All the work already done, and all material purchased or ordered, would be available for the plan herein proposed. The situation and the problem concerned may be summarized as. follows : The scheme of a lock-canal through the Isthmus of Panama was adopted, as is well known, on two principal grounds-namely, the greater expense of a sea-level canal, and the longer time required for its construction. Of these, the latter is believed to have been the more influential. But further developments have diminished the weight of both, so that a reconsideration of the question is warranted. It is the purpose of this paper to advocate such a reconsideration-emphasizing the importance of certain objections to the lock-canal not mentioned or not duly appreciated in the report of those members of the International Board of Consulting Engineers who favored this form; showing the nature and bearing of the new facts developed; and, finally, proposing a combination of well-known methods and apparatus, which would, in my judgment, effect the construction of a sea-level canal in less time, and perhaps at no greater cost, than will be required for the remaining work on the lock-canal. I. OBJECTIONS TO A LOCK-CANAL. 1. Earthquakes. Two centuries ago Panama is said to have been destroyed by an earthquake. In 1882 a rather violent earthquake was felt at the southern end of the Isthmus. In 1898 I felt a slight shock near the present border-line of Colombia. In 1900 I felt three shocks at Quibdo, the head of navigation of the

Jan 1, 1909

By Stefano Ceccotto, Eugenio Trussoni

"INTRODUCTION Contemporary city is made of layers. Physical structures layers (built fabric, residential, commercial industrial etc. ), infrastructural layers (below and above ground), “green” layers (parks and open spaces), and also informational layers, i.e. connections, links, between sectors of the city and other territories. The “city of layers” concept represents the exercise of “rebuilding the city” per each layer, highlighting those physical built structures that are functional to define a relation. For example, if consider the “connection” relation, the city is re-designed by considering only transportation built structures. The layer obtained in such fashion is hence the “transportation” layer, including below grade infrastructures (subways) and above grade lines (rail, bus, tramways etc.), as below shown in Figure 1.In this sense, the contemporary city is represented by separate constructs assembled together according to a specific functionality (e.g. “connection”). As a consequence, the relation between what is built underground, and the related above-ground development, can be perceived in his most evident appearance. What could happen within the contemporary city if the planning process would begin from below to above and not vice-versa?INTERACTION The question risen in the introduction is strategic when approaching the difficult task of designing (or re-designing) a multi-level organism like the contemporary city. Nowadays, the theme of integration between underground and at-grade master planning has become the subject of many urban renovation projects, where the design process has begun within the transportation layer, underground, and further developed by interacting with at-grade structures already existing or in phase of design.A series of case studies where below/above interaction plays a key role in the project will be further analyzed. Moreover, it is relevant to understand the mechanics of an urban transformation process that originates within the transportation layer and ends up with the design of entire sectors of the city. The Transit Oriented Development approach is a useful tool to clearly understand such transformation process. TOD has become, in particular in the last decade, one of the most effective tools for urban design, in order to solve simultaneously the many different instances related to transit planning, urban design and real estate market."

Jan 1, 2016

By Nan C. Jensen, Oliver Bowles

Stone , the foundation of the continents and the floor of the oceans , is one of the most substantial and enduring of all substances that constitute the material universe . Stone furnished rude shelter for aboriginal man , and through all succeeding ages it has provided a lasting and serviceable structural material . Limestone is one of the most widely used building stones .

Oct 1, 1947

By J. F. Barkley

The work covered in this report was done to meet the requests from many Government agencies for information on alleviating sludge difficulties in No. 6 (Bunker C) fuel-oil storage tanks. Accumulated sludge at times caused serious loss in tank capacities; pumps became overloaded or lost suction; strainers often required very frequent cleaning; fuel-oil heaters in some instances became fouled and inefficient; and gobs of sludge that passed the strainers interfered with good combustion. The requests also included questions regarding the usefulness in general of oil "additives" for preventing sludge and the relative merits of the many trade-named additives being marketed. Realizing that preventing such difficulties would result in substantial savings to the Government, an investigation was begun with the limited funds avail-able. Although various claims are made for No. 6 fuel-oil additives other than preventing sludge, only an investigation as regards the storage tank-sludge problem has been possible.

Jan 1, 1955

By W. L. Acherman

Molybdenum, tungsten, and vanadium were found by the Bureau of Mines to possess generally superior chemical and galvanic corrosion properties in many aqueous corrosive media at temperatures up to the boiling point. The corrosion resistance of vanadium in certain solutions was further improved by alloying it with such metals as columbium, tantalum, and titanium. was susceptible to a type of crevice corrosion in mercuric chloride solutions, but no other instances of crevice corrosion were encountered. With few exceptions, molybdenum, tungsten, and vanadium were not adversely affected when coupled with dissimilar metals in galvanic corrosion experiments; in some cases one or both members of a couple were protected by contact. When exposed to aqueous ammonia spray at 60° C, all three metals were attacked, but they were moderately resistant in spray environments of substitute ocean water and ammonium dihydrogen phosphate.

Jan 1, 1966