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By Andrew Popko

Introducing EnCana ?? A leading North American Oil and Gas company ?? Focused on natural gas and oil sands development in 12 key resource play areas across North America ?? In 2007, over 4300 wells drilled, producing about Enterprise value of approximately $50 billion ?? Invest between $5.8 Billion in 2007 ?? Over 7500 employees ?? Headquarters ? Calgary, AB

May 1, 2008

By Linda Hodgson

1. Introduction ?Northgate Minerals Corporation is a mid-tier gold and copper producer with mining operations, development projects and exploration properties in Canada and Australia. ?Kemess Mine is Northgate?s principal operation. Where in the world is Kemess? ?Kemess is located in north-central British Columbia,430 kilometres northwest of Prince George. ?The Kemess South complex consists of an open-pit mine, a 52,000 tonnes per day mill and various ancillary support facilities including maintenance shops and housing for Kemess' 340 full-time employees.

May 1, 2010

By Jennifer Young

Presentation Outline ? Introduction ? Aboriginal Inclusiveness ? Common interpretations, practices ? Aboriginal Community Expectations ? Lessons Learned ? Native Code of Conduct Introduction Jennifer Young ? Nestu'et (Mi'kmaq) means: becoming wiser, becoming more knowledgeable Aboriginal Inclusiveness ? Internal hiring strategies (affirmative action) ? Incorporating cultural awareness programs ? Approaches in governmental/organizational policy development Practices in negotiating economic development and fiscal sharing strategies

May 1, 2010

By D. Houghton

"I am very pleased to be a member on this panel today because abrasion and wear in mills has been part of my life over the past forty years. My presentation will deal with the role Ni-Hard has played in combating wear and abrasion in mills. Before Ni-Hard came along, unalloyed white iron was used in ball mills and one of the most popular types of white iron liners was the pocket liner. Slide #1 illustrates the design of the pocket liner used at Dome Mines in their 5' x 22' pebble mills. The pockets filled with grinding media and it was on this that the wear took place. The concept is not unlike the new magnetic liner which utilizes the ore and grinding media to form the wearing surface. In this slide please note the tapered pocket type of cored bolt holes. If cored bolt holes do not fill with grinding media there could be excessive grooving or wear at that area. Therefore all cored bolt holes should be tapered in this manner.Before Inco patented the name Ni-Hard several foundries were making the alloy iron under different brand names such as Diamond Alloy, Mitchelloy and Specialloy. In the early days some of the Ni-Hard was poor quality. Inco provided foundries with technical knowhow and provided assistance to licence them to sell under the name of Ni-Hard. This was in the late 1920's. The material we are discussing is Ni-Hard type I with the following analysis (slide #2). It is a martensitic white iron with BHN of 550 - 600 and is a relatively easy alloy to produce in either a cupola or electric furnace. The annual average production of Ni-Hard in North America is 90,000 tons with mill liners making up 25,000 tons and grinding media 30,000 tons, according to Warren Spear of Inco."

Jan 1, 1983

By K. G. Eriksson

"The first tentative test made to try rubber lining in grinding mills was made in the early twenties. However, because of poor rubber compounds and design the results did not prove to be promising.In the early sixties successful trials of rubber linings were carried out as a result of a cooperation between boliden AB and Skega AB.One of the reasons rubber was not used earlier for linings was the difference in wear characteristics between rubber and steel. The ability to successfully develop rubber mill liners depends on three factors:l. Design2. Material (rubber compounding)3. Experience (knowledge)DESIGNThe main difference between steel and rubber, in material aspect, is the elasticity and the low tensile and shearing strength of rubber. It is necessary to take maximum advantage of the elasticity and to reduce tensile and shearing forces by minimizing the sliding of the mill charge. This is accomplished by using the Lorrain type of liners, i.e., lifter bars and plates. It is, however, necessary to keep a certain balance between lifter bars to optimize liner life and grinding performance."

Jan 1, 1983

By G. R. Brough

"Today it is more important than ever to get the maximum possible return on capital invested in the processing industry. To this end the plant is often operated continuously and the choice of equipment is, consequently, extremely important.Screening spans a wide range of particle sizes and there are many different types of screening elements. The following types are common:1. Cloths and elements of rubber.2. Wire mesh screens with round wires.3. Wire mesh screens with profiled wires.4. Perforated steel plates.5. Elements of plastic.6. Gratings of steel beams.7. Gratings of iron rods.We would like to deal with two of these types namely rubber and briefly on plastics.We first introduced rubber screens to the Canadian Mining Industry in November, 1963. This stemmed from a conversation with the superintendant of one of Canada's largest screening plants containing 48 vibrating screens, with an average wire cloth life of 10 to 12 days. We contacted the manufacturer of rubber screen cloths who had supplied rubber screens to a mine in Northern Sweden for a 50,000 ton per day plant in 1951."

Jan 1, 1983

By H. Marquis

The present paper consists of a survey of the literature on the problems of abrasion and wear of metals and materials by suspended matter. This problem is a very general one in industry, and is especially notice-able in the operation of cyclones and other types of dust collectors. The problem of abrasive dust in corrosive gas environments, such as commonly encountered in metallurgical industries, is particularly severe. Very little work has been done in the study of this type of abrasive wear, especially at high temperatures. However, a general review is presented here of all the work published on related subjects, such as that involving sand erosion in turbines and water wheels and the effect of temperature on friction wear. Topics in this paper include: blasting wear by sand, quartz, limestone, silicon carbide and other refractory particles; methods of investigation; effects of velocity, temperature and *Canadian Armament Research and Development Establishment, Valcarter, P.Q. angle of attack; correlation between indentation hardness, scratch hard-ness and resistance to abrasion; the effect of protective coatings; resistance of various metals; etc.

Jan 1, 1962

By N. Ntakaburimvo, C. Allaire

This paper presents an innovative experimental set-up which simulates refractory degradation by separate and simultaneous action of abrasion, erosion and partially or totally immersion corrosion whether dynamic or static. It also presents abrasion testing results obtained from five commercial aluminosilicate refractories used in aluminium melting and holding furnaces. Abrasion wear was quantified by measuring the weight loss and the depth of wear, as well as by determining materials properties degradation, such as the residual rupture force and the residual modulus of rupture. Results were correlated to as- fired materials properties, such as rupture force, flexural strength, elastic modulus, toughness, and apparent porosity; in order to establish which property could be used for refractory abrasion wear prediction. They were also related to the critical length of pre-existing defects and to those generated by the abrasion process. Positive correlation was established between abrasion resistance and mechanical properties, particularly for refractory castables. For similar mechanical strength, the castables tested offered less abrasion resistance than the brick sample.

Jan 1, 2004

By A. C. Stevenson

"There are many critical application issues that affect all AC drives, but there are several that are absolutely mandatory for pulse width modulated (PWM) AC drives. If these rules are not followed, the drive system will have insulation, bearing EMI or noise problems. Pulse Width Output VoltageFigure 1 shows the output current of a typical pulse width modulated (PWM) drive. This is, of course, not a clean sine wave thus will have a lot of very significant harmonics. In fact, the harmonic spectrum is directly related to multiples of the carrier switching frequency plus side bands related to the basic output frequency. A typical spectrum for a PWM source bridge switching at 5 kHz is shown in Figure 2. Notice that the spectrum has multiples of the 5 kHz switching frequency and the number of side bands gets larger as the harmonic number increases.IGBT Switching TransientsWhenever we have PWM inverter switching, voltage transients are formed that propagate (usually at about half the speed of light) down the power cables to the motor just like in a radio frequency transmission line. If we do not terminate these transmission lines (motor cables) properly, the voltage pulses will be reflected when they reach the motor end and will be transiently increased up to twice their original amplitude.This transient voltage rise, shown in Figure 3, is important for three reasons:1. Insulation Voltage Stress — Higher voltage stress in the motor connecting cables and motor insulation will lead to a shorter insulation lifetime. If any of the voltage transient peaks exceed the insulation corona discharge level (partial discharge level), the insulation will gradually degrade with each voltage pulse. When it has been sufficiently degraded, it will then fail.Most new “inverter rated” motors have triple layer insulation which has a 1600 to 2000 volt partial discharge level. This will make them suitable to withstand the double voltage peak transient from a 600 volt inverter. It is wise to make sure of this fact, since a “standard” induction motor will only withstand about 1200 volts. Use of a standard motor in this application would shorten its life drastically. This can sometimes be as little as a matter of hours."

Jan 1, 2000

By Walter Koellner

Today?s large electric mining shovels are significant users of power and represent peak loads of more than 3.5 MW to a mine?s distribution system. The power swings during normal operation can influence the line voltage at the Point of Common Coupling (PCC). The static converters for the shovel?s motions also create voltage and current harmonics which are fed back into the mine?s power grid. In addition, shovels themselves are affected by the power quality of the mine?s distribution system. This paper introduces the use of active IGBT rectifiers, also called Active Front Ends (AFE), as alternative to conventional, line commutated SCR thyristor rectifiers. The AFEs convert the AC line input into a controlled DC-link voltage. This DC voltage is then used as input to IGBT inverters, which power the AC motors of the shovel?s Hoist, Propel, Crowd, and Swing motions. The introduction of AFEs creates the following operational improvements: i) reduction of the Harmonic Current Distortion THDi from more than 40% to less than 4%; ii) full regenerative operation; iii) the potential for line voltage stabilization at the PCC; iv) high tolerance for line voltage fluctuations; v) improved dynamic performance, and, as result vi) higher availability and productivity of the shovel.

May 1, 2001

By W. G. McBride

THE present demand for men with engineering training exceeds anything in the history of the profession. Recent estimates indicate that mechanization of war has reached such a stage that at least twelve horsepower is required now for every one horsepower needed to run the machines of the first Great War. The scale of operations exceeds anything in the past, while more territory and people are involved than ever before. Many of our allies have inadequate or no facilities for producing the thousand and one articles absolutely necessary to the conduct of modern warfare. Lack of preparedness has made it necessary to produce at an unparalleled rate to gain parity with the enemy, while our losses have been so heavy that replacement, in itself, presents a task which might well stagger less courageous peoples. This means that not only is there an unprecedented demand for engineers to produce the machines, munitions, and supplies of war, but there is a correspondingly large need for men with engineering skill in the uniformed forces to operate and maintain the vast numbers of ships, 'planes, tanks, trucks, radios, and a myriad of other devices to carry on the varied activities of war. This abnormal demand came upon us after almost ten years of stagnation in the engineering industries. During this time many trained engineers drifted into other callings, while the lack of jobs for graduates caused a falling off in the number of men training for this profession. Consequently, the supply of well trained engineers was below normal when the madman of Germany precipitated us into the present turmoil. Added to all this, we in Canada are still suffering from governmental inefficiency in the utilization of the available supply of engineers. In the armed forces, engineers have been assigned to office and other work where their engineering training is not only wasted but for which men with more suitable training could be found. Mining engineers are debarred from service as aeronautical engineers, and students in mining engineering are denied the bursaries provided for aiding students in engineering. Mining and metallurgical engineers are both barred from the Ordnance department of the army. This arises from a misunderstanding in relation to engineering training. In Canadian engineering schools, all engineers are given a sound training in the branches of human knowledge which are fundamental to engineering: mathematics, physics, and chemistry. The basic difference between the several categories of engineers lies in the fact that training in the application of this fundamental knowledge to the solution of engineering problems is given in different subjects.

Jan 1, 1942

By Zia Pirzada

"Time is of the essence" and "Time is money" These are powerful and true statements during a project life cycle and have far-reaching implications on the success and failure of the project Time and progress management is crucial to the project success. Project delays may increase the cost to an unacceptable level and may render the project as economically unfeasible. On the other hand, if the project is completed on time or earlier than as planned, it may generate economic benefits greater than what had been envisioned To take advantage of the financial opportunities and to improve the cash flow as well as Return On Investment (POI), project schedule can be accelerated to complete the project earlier than planned Project schedule acceleration can be achieved by using analytical tools, such as "Schedule Optimization", "Schedule Reduction", "Schedule Compression" or a combination of any of these concepts along with the "Planning for start up". Schedule optimization does not entail any extra cost, however, other acceleration methods, such as Schedule Reduction and Schedule Compression, may require extra expenditures from the owner. Based on the forecasted early start of the revenue stream, the extra expenditure could become a worthwhile venture with a very high rate of return To accelerate the schedule, all aspects of the project should be reviewed with acceleration costs calculated. All risks and opportunities should be evaluated and taken into consideration to determine if the acceleration is feasible and advisable and will provide definite financial advantages Sometimes schedule acceleration may be desired to prevent the company from paying liquidated damages. This is especially true when the project is not expected to complete on the contractual completion date and when the cost of acceleration is less than the liquidated damages that may accrue against the company.

Oct 1, 2010

By Ralph H. Cleland

GENERALLY speaking, the Industry lost ground in 1941 in its accident experience. Though the frequency of compensation accidents was but slightly higher than in the previous year and well below past experience, our fatality rate shot up to that obtaining in 1938, and the average cost per man employed was the highest for some time. The number of fatalities was 56 in 1941 as against 33 in 1940. The average cost of compensation per man employed was $34.25 in 1941 as against $28.43. There was but a slight increase in the number of men employed. Accident prevention efforts were maintained, as shown by our frequency, but our accidents were of a more serious nature. In a period of considerable labour turnover, with many new men entering the Industry, especially the base-metal division, and much mental distraction, we might well have expected a high rate of accidents. That this did not occur is a tribute to managers, supervisors, and workmen alike. We all regret the high fatality rate and one must consider why this occurred. So far as it is possible to determine, there is no apparent explanation. There were no disasters. The accidents occurred to the same class of work-men, both in respect to jobs and age groups, and from the same age-old causes that we all know so well. Luck is a big factor in the seriousness of an accident; the solution lies in preventing accidents, even first-aid cases. Generally speaking, if minor accidents do not occur, major accidents do not occur.

Jan 1, 1942

By Walter E. Montgomery

ACCIDENT-PREVENTION work in years gone by has been carried on by many mine managers as a philanthropic movement, but in recent years they have come to realise that Safety is good business and pays tangible dividends. Let us begin with the word itself. We are told that an accident is "any-thing occurring unexpectedly, undesignedly, or without known or assign-able cause'. It is further explained that it is any 'unpleasant or unfortunate occurrence involving injury, loss, suffering, or death", and, finally, "any unintentional or non-essential circumstance". We admit that accidents are unfortunate, unpleasant, unintentional, and they generally happen undesignedly and to a great degree unexpectedly, but to say that they happen "without known or assignable cause" leads us to believe that the word 'accident' is often misused. Would it not be more correct to say that a man suffered a "personal injury"? The word 'accident' in its proper sense implies something over which no one has any control, but when the majority of all so-called accidents are analysed we arrive at the incontestible fact that some act or action, previous or present, was the underlying cause. As long ago as the year 1556 this fact was mentioned by Georgius Agricola, who, in writing a paper on metallurgy, aptly stated, "It remains for me to speak on the ailments and accidents of mines, and of the methods by which they can guard against these, for we should always devote more care to maintaining our health, that we may freely perform the functions of our body, than to making profits". Farther on, Agricola relates in more detail, "Sometimes workmen slipping from ladders into the shafts break their arms, legs, or necks, or fall into the sumps and are drowned; often, indeed, the negligence of the foreman is to blame, for it is his special work both to fix the ladder so firmly to the timbers that they cannot break away, and to cover so securely with planks the sumps at the bottom of the shafts, that the planks cannot be moved nor the men fall into the water; wherefore the foreman must carefully execute his own work. Moreover, he must not set the entrance of the shaft-house toward the north wind, lest in winter the ladders freeze with cold, for when this happens the man's hands become stiff and slipping with cold, and cannot perform their office of holding. The men, too, must be careful that, even if none of these things happen, they do not fall from their own carelessness'.

Jan 1, 1938

By James J. Holmes

ACCIDENT prevention as we know and understand it today is of comparatively recent origin. As a matter of fact, the Industrial Accident Prevention Association of Ontario, which is the oldest organization of its kind in the Dominion, celebrated its thirtieth anniversary only this year. On the other hand, one could say that the history of accident prevention is almost the history of mankind itself. In a general sense, every forward step that man has made throughout the centuries has been largely due to two things: (1) a desire for increased comfort, and (2) the need for safety; and, always, the need for safety has taken precedence over the desire for comfort. While it is true that hundreds of volumes have been published, dealing with the many aspects of accident prevention work, you cannot go to a library and pick out a book that has all the answers in it. Such a book has never been published-we are still looking for some of the answers. However, a good deal of real progress has been made.

Jan 1, 1945

By J. M. Wolverton

CONSIDERABLE interest has always been taken in Safety-First and First Aid at the Sullivan mine. Even during the early days of development, Safety-First committees periodically held meetings, while lectures in first aid were given to any employees interested in the work. In 1929, a Safety Department was organized, and all accident-prevention and first-aid work was put in charge of a full-time Safety Engineer. An extensive programme has gradually been developed, the value of which can best be indicated by the reduction of the accident rate from 18.4 shifts lost per 1,000 shifts worked for non-fatal accidents and two fatalities for 1927, to 3.24 shifts lost per 1,000 shifts worked and no fatalities for 1936. SUPERVISION All work connected with accident prevention or first aid is under the jurisdiction of a central committee, known as the Accident Prevention Committee, which meets regularly once a month. It consists of all superintendents, department heads, foremen, and shift bosses, and is presided over by the Safety Engineer. At these meetings, the accident records of the previous month are reviewed and all accidents carefully analyzed and discussed. All proposed changes in the safety rules or in the accident tprevention programme are taken up and passed upon. Complaints or suggestions from the Safety-First Committee and the Employees Co-operative Committee, dealing with safety, are discussed and passed upon or a subcommittee is appointed to investigate and take any action found advisable. The question of underground ventilation and dust control, which recently has become a very important problem, always receives considerable attention.

Jan 1, 1937

By Daniel Murray

"ACCIDENT PREVENTION in and around coal mines presents many problems of a type which are not encountered in any other industry. This is particularly true of the coal mines in Nova Scotia, where the underground workings are very extensive and the area of exposure to workmen is very great.Roof conditions at the coal faces and in the waste change very rapidly, almost from hour to hour, and it is at these places that the greatest dangers exist and where most mine accidents occur. It is only natural, therefore, that our attention, as far as accident prevention is concerned, should be concentrated •at the coal faces and in the waste, especially in mines where the longwall system is used in the operation •of the seam.It has been said that no hard and fast rules can be set down for timbering at the coal faces and in the waste in the coal mines in this area. We do not subscribe to this theory, however, for the following reasons:On the longwall faces in No. 18 Colliery of the Dominion Coal Company, Limited, where the 'Dosco Miner' has been in operation and where there is a very rigid system of timbering and roof supports, which is strictly followed, only one compensable accident has occurred on those faces from May 2ndJ 1950, to the time of writing this paper, February 3rd, 1953.The 'Dosco Miner' has worked on four different longwall faces in this mine and has mined and loaded some hundreds of thousands of tons of coal."

Jan 1, 1953

By A S. Leitch

This paper is based on the accident prevention pro-gram carried out in the coal mines of Alberta. It defines the role of the Alberta Mines Branch and of The Work-men's Compensation Board, and relates how a safety pro-gram was initiated. The formation of the Alberta Class 1 Mining Safety Council is also described. The responsibilities of both management and the individual worker are then outlined, and the main features of a successful accident prevention program are delineated. T HE purpose of this paper is not to repeat generalities and platitudes about industrial safety, but rather to relate the experience of Alberta coal mines during the past number of years in their efforts to keep accidents to a minimum. It has been learned from experience that many basic principles are as sound today as they were 20 years ago. How-ever the complexities of modern mining methods and the modern man or miner have created problems that did not exist then.

Jan 1, 1964

By Mario E. Rossi

The full economic evaluation of a mining project requires a block model that provides an estimate of the tons and grades of available resources. The model must be representative of the mineralization to be found at the time of mining for specified extraction periods and within acceptable error margins. In an operating mine, there may be a reasonable understanding and estimates of actual dilution and ore loss. This paper discusses the issue from the perspective of a project at a feasibility or preproduction level of development. Three types of dilution are discussed. Internal dilution (or change of support) is function of the spatial distribution of the mineralization and its relation to the operation?s selectivity. Geologic contact dilution is the unavoidable mixture at contacts or boundaries of material with different geologic characteristics, grades, or metallurgical performance. Operational planned and unplanned dilution should also be considered, sometimes incorporated by factoring the resource model, but more accurately by mimicking the grade control process. The resource estimation process always carries uncertainty, which is sometimes significant, and usually caused by several factors. These include quantity and quality of drill hole information; quantity and quality of geologic data; grade estimation methodology; dilution and mining recovery factors applied; etc. A key decision is to whether estimate as accurately as possible the in-situ geologic resource or to estimate the tons and grade of the material to be fed to the processing plant. The geologic modeling and grade estimation methods used are conditioned by this decision.

May 1, 2009

By Peter A. Eshun

This paper studies two methods that account for risks associated with gold mining projects such as mineral risks and country risks. The first method is sensitivity analysis, which investigates the effects of a change in any economic parameter such as operating cost, capital investment, gold price or taxes on the viability of the project. The second method is Monte Carlo Simulation technique, which takes into consideration the simultaneous random variation of the economic parameters on the project's viability. An automated simulation cash flow model has been developed as part of this paper. Sensitivity analysis and the simulation model have been used to investigate the economic viability of the Dokrupe Gold Project (DGP) serving as a test case. It is concluded that, the Monte Carlo Simulation technique gives a more realistic judgement of the economic viability of gold mining projects.

May 1, 2004