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By Steven A. Savage

Agrico Chemical Company, as we presently know it, is the result of the coming together of several different fertilizer operations. The Williams Companies, our parent organization, first entered the fertilizer business in 1971, when it acquired the fertilizer operations of the Gulf Oil Company. This gave us, among other things, the manufacturing facility at Donaldsonville, Louisiana. In 1972, The Williams Companies acquired Agrico Chemical Company from Continental Oil Company, bringing in a manufacturing facility and phosphate mines at Pierce Florida. Our Florida Mines are in the region commonly known as the Bone Valley Region of Florida. The majority of the phosphate fertilizer produced in the United States utilizes rock mined in this region. The Donaldsonville Plant was originally built in 1967-68 on the site of the old Faustina Plantation at an approximate cost of $80,000,000. (This plant is commonly referred to as our Faustina Plant.) Until such time as Agrico was acquired from Continental Oil, the Donaldsonville Facility was solely used to upgrade phosphoric acid into finished granular products.

Jan 1, 1986

By J. Drew

Oregon Resources Corporation (ORC), an industrial minerals mining company, is currently engaged in the development of a new process design that will allow the unique paleo-beach placer deposits of southwestern Oregon to be mined efficiently and economically, creating an additional domestic source for chromite, garnet, and zircon. Engineering design has been guided by the variable geology and mineralogy of the paleo-beach placer deposits as well as the need for a dry tailing scheme that resolves a lack of water resources at the placer locations and at the same time eliminates the need for slurry settling ponds, typical of paleo-beach placer operations in North America. Metallurgical study of the placer material was grouped into four distinct samples based on marine terrace deposition, geological facies, and mineralogy. Because the metallurgical samples represented the extremes likely to be encountered in all future Oregon paleo-beach placer ores, the process design is highly dynamic and will successfully adjust to meet the production needs. Water availability at the mining area is seasonal and will not support a typical placer operation?s water requirement needs for heavy mineral concentration. For this reason, ORC has developed a plan to construct the ore processing facilities near Coos Bay, where a municipal source of water is available. Raw ore will be transported from the mining sites approximately twenty miles one way to the processing facility with return loads hauling tailings back to the active pit. The need to haul dry tailings, return dry material to the pit for reclamation, and limit the amount of water being purchased from the municipality has driven the design of a unique water reclamation system. BACKGROUND Location and Access Economic concentrations of ?black sand? or heavy mineral (minerals with specific gravity greater than 2.85) have been recognized and studied in marine placers from Coos Bay to the mouth of the Rogue River, a distance of approximately 75 miles along the southern Oregon coast (Hornor, 1918; Griggs, 1945)(Figure 1). ORC will begin mining existing reserves approximately 20 miles south of Coos Bay in a region known locally as Seven Devils. Ore will be trucked north to the processing site near Coos Bay via use of existing county and state roads, including U.S. 101. The available facilities at the processing site include highway, rail, municipal water and electricity, natural gas, and a deep water port. At the time of this writing, the rail line had been abandoned, but was being pursued by the International Port of Coos Bay. It is anticipated that this will be serviceable at some time in the future. History The southern Oregon marine placers have garnered the interests of miners since 1852, when present day beaches were exploited for gold. The beach deposits were small and irregular in nature and were easily washed away by the major storms the coast endures during the winter months (Hornor, 1918). [ ] In the 1920?s, deposits at the beach were followed upstream to their paleo-beach terrace origins (Pardee, 1934). These terrace placers were mined, but with little success, as the cost of mining and processing was greater than at the present day beach deposits. The greatest effort to understand and delineate the paleo-beach terrace placers came during World War II. As the need for a domestic source of steel hardening chromite was evident, the heavy mineral bearing placers of southwestern Oregon provided just that. The U.S. Geological Survey, under guidance from the Oregon Department of Geology and Mineral Industries, began exploration drilling of the paleo-beach terraces in 1940 (Griggs, 1945). This work was part of the investigation of strategic mineral deposits and would ultimately supply much needed chromite for the war efforts. The first mining efforts began in 1943 by the Humphreys Gold Corporation and the Krome Corporation (Griggs, 1945). Black sand

Jan 1, 2009

By R. Bruce Thorndycraft

Heap leaching should not be chosen for development of a property solely on the basis of paper studies. Management should be made to understand where the risks are in heap leaching, and management should be alerted to the variability of costs in heap leaching, many of which are based upon company philosophy. These concepts are complex, but easily illustrated with guided tours of existing heap leach facilities.

Jan 1, 1998

By Vhutali Carol Madanda, FHATUWANI SENGANI, François Mulenga

The first introduction of fuzzy theory in the nineteenth century created room for continuous research and application in various fields. Fuzzy set theory has been globally applied in geotechnical engineering, and research in this field continues to date. The fuzzy inference system is considered to be one of the most popular techniques adopted to resolve some of the geomechanical challenges faced in both surface and underground excavations. This paper unpacks fuzzy theory-based approaches in mine geomechanics with the aim of expanding the innovative application of the same approach specifically in tunnel geomechanics. This aim was achieved by conducting a review of recent successful and unsuccessful applications of fuzzy inference systems in underground excavations/tunnelling geomechanics. Indeed, this review has outlined some cardinal points associated with the ability of the technique to solve complex geomechanics problems. However, the success of the technique was accompanied by a few limitations associated with the methodology. Finally, a future outlook associated with the technique has been established.

May 15, 2023

"There’s no fast way to add more than four miles of track, most of it underground, to the Sound Transit Link Light Rail system in the Seattle area. But increasingly busy traffic through a number of neighborhoods made it necessary. That’s the challenge a joint venture of several tunneling contractors faced when starting its portion of the $1.9 billion Northgate Link Extension in 2013, and the project is still keeping them busy three years later. Completion will mean just a 14-minute ride from Northgate to downtown for an extra 60,000 passengers by 2030. The transit lines will join 58 km (36 miles) of new and under-construction light rail lines running north, east and south from Seattle.Voters, tired of long commute times, approved the project, a key part of Seattle’s regional mass transit system, in 2008. The extension is part of a plan adopted by the Sound Transit board in 1996 to connect the region’s major activity centers. The Northgate project is meant to relieve one of the area’s most congested traffic areas by connecting the Northgate, Roosevelt and University District neighborhoods to existing routes including downtown Seattle and SeaTac airport.Sound Transit dedicated more than a quarter of the project’s estimated expense — $440 million -— to general contractor JCM Northlink LLC to handle the tunnel segment. JCM is a joint venture formed in 2013 between Jay Dee Contractors of Livonia, MI, Frank Coluccio Construction of Seattle, WA and Michels Corp. of Brownsville, WI. The contractors regularly collaborate on large-scale projects and brought experience working on a different section of the extension they completed in 2013.JCM project leaders knew immediately that the schedule would be demanding. They had to work around the clock, six days a week to meet deadlines. The extension runs through highly populated areas, meaning contractors had to follow strict city noise restrictions between 10 p.m. and 7 a.m. Plus, supervisors needed to manage the scheduling of nearly 250 employees to keep work running smoothly.“We had eight different operations and four different subcontractors trying to work in one tunnel,” said Chris Wood, JCM site project superintendent. “It’s important that we keep work linear. That’s the biggest challenge: keeping a path in and out so you can pour concrete, keep electricians and carpenters going, and accomplish everything else.”"

Jan 6, 2018

"There is no fast way to add more than 6.4 km (4 miles) of track, most of it underground, to the Sound Transit Link Light Rail system in the Seattle, WA area. But increasingly busy traffic through a number of neighborhoods made it necessary. That’s the challenge a joint venture of several tunneling contractors faced when starting its portion of the $1.9-billion Northgate Link Extension in 2013, and the project is still keeping it busy three years later. Completion will mean just a 14-minute ride from Northgate to downtown for an extra 60,000 passengers by 2030. The transit lines will join 57 km (36 miles) of new and under-construction light rail lines running north, east and south from Seattle.Voters tired of long commute times approved the project, a key part of Seattle’s regional mass transit system, in 2008. The extension is part of a plan adopted by the Sound Transit board in 1996 to connect the region’s major activity centers. The Northgate project is meant to relieve one of the area’s most congested traffic areas by connecting the Northgate, Roosevelt and University District neighborhoods to existing routes including downtown Seattle and SeaTac airport.Sound Transit dedicated more than a quarter of the project’s estimated expense — $440 million -— to general contractor JCM Northlink LLC to handle the tunnel segment. JCM is a joint venture formed in 2013 between Jay Dee Contractors of Livonia, MI, Frank Coluccio Construction of Seattle, WA and Michels Corp. of Brownsville, WI. The contractors regularly collaborate on large-scale projects and brought experience working on a different section of the extension they completed in 2013.JCM project leaders knew immediately that the schedule would be demanding. They had to work around the clock six days a week to meet deadlines. The extension runs through highly populated areas, meaning contractors had to follow strict city noise restrictions between 10 p.m. and 7 a.m. Plus, supervisors needed to manage the scheduling of nearly 250 employees to keep work running smoothly.“We had eight different operations and four different subcontractors trying to work in one tunnel,” said Chris Wood, JCM site project superintendent. “It’s important that we keep work linear. That’s the biggest challenge: keeping a path in and out so you can pour concrete, keep electricians and carpenters going, and accomplish everything else.”"

Dec 1, 2016

By Gary E. Geiger

laboratory studies were performed to assess the calcium carbonate inhibition performance of phsophonates and polymeric dispersants at high hardness and high pH conditions. Based on the results of these studies, a new calcium carbonate treatment program was developed that shows excellent Inhibition characteristics and Is not sensitive to calcium hardness.

Jan 1, 1998

By Thomas Pea, Heiner Kontrus, Jérôme Steinkühler

In tunnel condition assessment, the trend is towards comprehensive 3D measurement combined with high quality image texture to document and quantify damages to the tunnel surface and to create a cohesive data base of the structural conditions throughout its lifespan. The faster such measurements can be made on site, the less it impacts traffic conditions of the highly sophisticated subway systems. The Dibit high-speed 3D scanning system which is based on Photogrammetry and LiDAR technology enables data acquisition in tunnels at a speed of up to 60 mph. Given the high rate of speed the system can operate, tunnel shutdowns can be drastically reduced, and tunnel safety increased. The photorealistic texturing of the 3D-model allows the identification and analysis of smallest material damage (e.g., cracks ≥0.3 mm wide). The publication illustrates technical details and 3D results of the innovative system from measurements that were performed in the subway tunnels of the Bay Area Rapid Transit System in San Francisco, CA (total length 66.23 km).

Jun 13, 2021

By M. T. Errington, P. C. Miller, W. E. Hardwick

Paper discusses in general terms the techno economic merits of various types of aerated biological reaction systems. The current status of the technology leaves many questions unanswered and hence the choice of the best system to employ is open to discussion. Reasons are given for the choice of the reactor system to be built and operated by Davy McKee. The pilot plant has been designed to provide answers to a number of the questions posed by this technology.

Jan 1, 1998

By R. J. Latino

Because of the lack of a universally accepted definition or standard for RCA, we are left to our own conventions in the marketplace as to what is most ?effective? or a ?Best Practice? for our own facilities or organization. This lack of uniformity in the application of RCA produces an equal lack of uniformity in the measureable outcomes of RCA on the bottom-line from site to site and industry to industry. What is the definition of success for an RCA? Is it regulatory compliance? Is it some quantifiable measure of bottom-line performance? Is compliance and bottom-line performance the same thing? Can we measure the ROI we receive by doing compliant RCA? These questions must be adequately addressed if any definition of RCA is to be effective on the bottom-line. Like our various Corporate Vision and Mission Statements, what would be our Vision and Mission for RCA? When pondering the answer to this question, we should consider: ? What Key Performance Indicators will the Success of RCA be Linked to? This provides a direct correlation to the corporate dashboard and therefore garners support for the RCA effort when implemented at the sharp end. Not until we know what KPI?s will effectively measure our maintenance and reliability objectives can we begin to establish which opportunities will afford the greatest returns1. ? What Bottom-Line Metrics will be Tracked to Measure the Effectiveness of Our RCA Effort? Will it be increased production, profitability, regulatory compliance, etc.? Will it be decreased injuries/fatalities, claims, customer complaints, risks, etc.? We should be specific about these metrics and their correlation to the metrics on our corporate dashboard. ? What Will Trigger an RCA Investigation? Normally companies will establish quantifiable thresholds to be surpassed before an RCA will be conducted. Examples may be an OSHA recordable injury, a failure event in which production losses exceed $250,000, an equipment failure in excess of $50,000 or a regulatory violation. This is the norm. However, we should realize this is using our RCA skills totally on a reactive basis. High Reliability Organizations (HRO) strive for proaction and they also use RCA proactively. Why can?t we use RCA to analyze why unacceptable risks from an FMEA are so high? It is perfectly applicable yet rarely implemented in this fashion.

Feb 27, 2013

By Pedone Ezio Michele, Mohamed Dahir Holad

"The 4c segment is a part of the ""Oman National Railway Project” linking the mining area in the surroundings of Thumrait and the port of Salalah. It is 90 km long and the last 40 km stretch crosses a mountainous area near the city of Salalah. The project includes the excavation of a 33 km double and single bore tunnel and 10 km of safety tunnels. This mountainous area is a holiday destination for Omanis, thanks to its beautiful landscapes, especially in summer time due to the monsoon rains. The tunnelling design had to take into account both these environmental constraints and the limestone rock formations crossed, which are affected by significant karst features. Given the context, the conventional tunnelling method has been preferred. INTRODUCTION The Oman Railway Project (Fig. 1) covers the construction of approximately 2,150 km of railway line for freight and passenger transport which will connect together Oman’s main towns and industrial sites and it will form part of the Arabian Peninsula railway system “GCC Project”. The non-electrified double-track railway line must guarantee a speed of 220 km/h for passenger trains and 120 km/h for freight trains and must guarantee the transit of AAR (Association of American Railroad) H and D plates using clearance envelope according to AREMA (American Railway Engineering and Maintenance-of-Way Association) requirements. The design alignment must have maximum radiuses of curvature of 3,250m and a maximum gradient of 1.0%. The project is divided into 9 constructional and functional segments. •,Segment 4c will be constructed in the southern region of Oman, close to the border with Yemen, to connect the town of Thumrait with the Port of Salalah. •,Segment 4c will run through the Dhofar region and will be mainly used by the freight traffic which currently travels by road."

Jan 1, 2016

By T. W. Camm, J. C. Johnson

"Most engineers are bright, hard-working, reliable, and prefer to avoid conflict. An engineering curriculum tends to self-select these characteristics. By most standards, you would expect workers exhibiting these traits to require minimal supervision. But is this true? Is this how most current engineering managers lead? Looking at some current theories on leadership combined with personal anecdotes, this presentation will look at some common misconceptions about leading engineers. INTRODUCTION Engineers are different. There, I said it. From cartoons to movies to television shows and more, there is a reason stereotypes of engineers resonate. Yes, you can find a lot individual variation among specific engineers that you may know, but they do not detract from some of the overarching commonalities that engineers are known for. CLASH OF CULTURES What distinguishes a professional? Raelin (1985), in his book Clash of Cultures, describes professionals as having superior intellectual training, maintaining their own standards of excellence, and being supported by associations that maintain the quality of the profession. Engineers obviously fit all three of these ideas: an engineering degree is still regarded as one of the most difficult to attain; we maintain our own standards both through peer-review and in academia through ABET accreditation; and through professional associations like SME to promote the discipline and foster technical growth. Six characteristics representing professional status are described by Raelin (1985, p. 9): Expertise—prolonged specialized training in a body of abstract knowledge. Autonomy—the freedom to choose the means to solving a problem. Commitment—Primary interest is in pursuing the practice of one’s own chosen specialty. Identification—identifying with the profession and with fellow professionals, both through formal associations and through peers external to the organization. Ethics—providing service without concern for oneself or without becoming emotionally involved with the client. Standards—committed to help in policing the conduct of fellow professionals. Engineers are smart—in the vast majority of cases they are hired specifically for their expertise. At a typical mine the ventilation engineer knows more about mine ventilation than anyone else on site; the same is true for the rock mechanics engineer, the explosives engineer, the planning engineer who uses sophisticated computer software—each is the expert for their particular area at the mine, that is why they have that responsibility. This can present a dilemma for the manager for each (sometimes all) of these engineers. The manager needs to keep everyone on task and focused on the objectives of the organization. Because they have reached their position by following the norms and expectations of the organization, managers tend to have a certain amount of loyalty to that organization. Engineers, on the other hand, tend to have mixed loyalties, having as much loyalty and affinity for their profession as they do for the particular company they happen to be working for at any given time. This dynamic can often lead to power struggles between the managers, based on their positional authority in the organization, and the engineers, based on their specialized knowledge (Camm, 2013)."

Jan 1, 2017

By F. A. Gates, Bengt Samuelson, James E. Edmunds, S. McCune, Neil Hario, Norman L. Weiss, J. M. Bertram, A. M. Cavaliere, F. M. Jr. Stephens, D. D. Chiang

DESIGN BASIS Size of Project The size of the project generally is expressed in tons of ore milled per day, but company policies differ widely in this respect with a few adhering to this set figure but many expecting the design capacity to be liberal. To some companies that follow the latter practice a 25,000-tpd milling plant that cannot reach 30,000 or 35,000 tpd with¬out major additions is a disappointment. The engineers responsible for planning the operation must know what is intended. Other projects are sized according to the tonnage of product rather than of mine ore; examples are iron ore mills that express size in terms of tons per year of pellets or high-grade concentrates, heavy minerals plants in tons per year of rutile or ilmenite, cement plants in barrels per year, potash in tons per year of muriate, phosphate in tons per year of washer rock and flotation concentrate, and others. However, tons per day milling rate is also the common denominator in most of those instances because the major equipment has to be selected on that criterion. Equally important are operating schedules, particularly the number of operating days per week and shifts per day for ore delivery, crushing, grinding, and processing. Hours per shift also are an impor¬tant factor in design, particularly in the case of ore delivery, and the lost time expected for maintenance, cleanup, inspection, preventive maintenance shutdowns, and many others, has to be taken into ac¬count. Frequently, the ore deposit will vary in hardness and grade to such a degree that the capacity of the mill will vary widely from year to year and cannot be expressed as a fixed figure, but rather as an average over a calculable period, such as ten years, or as a specific daily capacity over the first two years, next four years, etc., or some similar projection. A good example of this kind of situation is Asarco's Mission operation 15 miles southwest of Tucson, Ariz., described by Weiss and Vincent,1 where the major rock types differed widely in hardness, so that a change in the proportion of these types in the mill feed could have imposed difficult design problems if a constant tonnage rate had been expected. Expected Life The life of a mining operation depends upon the size of the deposit and the rate of mining. The latter is a policy decision based on an economic analysis2 which, in turn, is based on many factors. From the point of view of mill planning, the estimated life of the operation determines many criteria and affects many decisions on strength of structures and degree of protection of men and materials, the quality of the materials-handling and process machinery, the type of delivery systems for ore to the mill and concentrates to the smelter or market, environmental considerations, and many others. Costly installations that may be excellent investments for a 20-year project may be waste¬ful for a 5-year operation. An example is the comparison of different methods of crushing or grinding. Take single- vs. multiple-stage grind¬ing-the former may be found more economical for a 5-year operation, and the other, more costly method more economical for a 15- to 20-year life. Mining and Ore Transportation The mining method and the means of transportation of the ore to the first crushing stage have far-reaching effects upon mill design, particularly the crushing sections, and upon site selection (see Chapter 2, Situation of Mill). Consequently, mill design cannot advance until the mine planning has reached at least tentative decisions concerning these important matters, or reach the final stages until much is known about the ore that may be expected month by month and year by year for a reasonable period. Methods of ore transportation used in over 90 underground and open-pit mines are listed briefly in Section 32 (Table 1), and more detail is found later in this section and in Section 10, Storage and Transport. These methods include surface railroad, trucks, conveyors, surface skips, underground skips, and tramming from hoist or tunnel. In surface mining, transportation of the uncrushed ore by rail or truck to the primary crushing plant-conveniently located for lowest overall cost-is most common. Rail transportation provides low perton-mile costs. Truck transportation, though in some cases less eco¬nomical, is more flexible and more adaptable to mountainous terrain; furthermore, recent improvements have reduced the operating costs to keep trucks competitive on low-grade ores. The design of the primary crushing plant will be essentially the same whether delivery is by truck or rail, but the location of the plant is subject to more rigid restrictions in the latter case because of grade limitations, and these in turn may adversely affect the selec¬tion of the mill site as well. The influence of truck haulage in reducing the stripping ratio in open-pit mines is an added reason for predicting a minor role for rail transportation in the future. The use of conveyors to transport ore from the pit to the milling plant involves (in most cases) crushing the ore to a reasonable size (10 to 20 in. maximum with today's crushers) before conveying. The Twin Buttes system3 which went into operation in late 1969, utilizes primary crushers (two) and conveyors to receive rock waste, ore, and low-grade stockpile material from trucks, then transport them to the appropriate destination. Flexibility is dependent upon the porta¬bility of the primary crushers. In the face of this development, inclined skip hoists are no longer important to the mill designers. Underground mines generally pose fewer problems of design; these will be discussed in Chapter 2. Character of Deposit The degree of homogeneity of the ore in various parts of the mine is an important factor. The characteristics that concern the millman (approximately in order of importance) are: hardness, assay, metallurgical response, size distribution,4 and moisture content. Under metallurgical response may be included degree of oxidation, mineral¬ogy, clay content, and reagent consumption, as well as process re¬sponse in general. Short-term variations-hour-to-hour, day-to-day, or even week-to-week-make operation of the plant more difficult, require greater flexibility of process design and, perhaps, also require more instrumentation and manpower. Uniformity of the ore in the characteristics noted previously and

Jan 1, 1985

By M. Schlegel, J. A. Villa Mena, R. E. Vivas

ArcelorMittal, headquartered in Luxembourg, is one of the world’s largest steel and mining companies. It supplies steel to industries such as automotive, construction, and energy, with a strong emphasis on sustainability and innovation. The company employs about 125,000 people and, in 2024, produced 42.4 million tons of iron ore and 57.9 million tons of crude steel across 15 countries. Its mining operations span Canada, the United States, Mexico, Brazil, Ukraine, Bosnia and Herzegovina, Kazakhstan, and Liberia, focusing on iron ore and coal extraction to support steel production. This study examines Peña Colorada, one of Mexico’s largest iron ore mines (a joint venture by ArcelorMittal and Ternium). Facing declining ore grades, Peña Colorada adopted Hexagon solutions to uncover and capture project value. A comparison of two Life of Mine (LOM) plans from 2012 and 2016 (before and after implementing Hexagon solutions) shows that between 2019 and 2023, Peña Colorada reduced actual waste by 26% (compared to 2012 LOM) and 19% (compared to 2016 LOM). LOM Plans are generated yearly, and each time, opportunities for reducing mining waste were identified, evaluated and implemented. The key driver was schedule optimization using Hexagon MinePlan Schedule Optimizer (MPSO). This reduction means less waste transported to disposal sites, resulting in fewer hauling equipment operating hours, lower fuel consumption, and reduced carbon emissions.

Feb 22, 2026

By Alan K. Burton

Massive increases in the productive capability of open pit nines after World. War II were in a large part made possible by the introduction of ever larger trucks and the supply of a seemingly bottomless ocean of inexpensive and readily accessible oil. Over a period of about 25 years, a variety of technological developments permitted a tenfold truck payload increase, from about 32 tonnes (35 tons) to 320 tonnes (350 tons). There is no, doubt that this was a remarkable achievement resulting in impressive benefits of scale as well as the ability to control what would otherwise have become an intolerable traffic congestion problem in today's large open pit mines. It became fashionable and economically possible during this time to mine large quantities of low grade material and to tolerate very high stripping ratios. As tine has gone by and as easier to get at and higher grade deposits have been depleted, ore grades have tended to decline while stripping ratios have increased. The alternative to reduced revenues has been an ever increasing demand to step up production which in turn has led to a continuing demand for ever larger and larger trucks. While a larger truck has had the effect of reducing the cost of the operator per unit of material moved and of reducing traffic congestion, it has not specifically addressed the subject of fuel cost.

Jan 1, 1981

Improvements in cost efficiency, noise control, environmental design and ergonomics ? the mining and construction industries are facing demands on many fronts. The international manufacturers of construction machinery are responding to these challenges, and they will be presenting their innovations in all these fields at bauma 2013. bauma, the international trade fair for mining and construction machinery, mining vehicles, and building material machines, takes place from April 15 to 21, 2013 at the Messe Munchen exhibition center in Munich, Germany. The last bauma, in 2010, attracted 3,256 exhibitors from 53 countries, and more than 420,000 visitors from more than 200 nations. Covering a total of 555,000 m2 (5.97 million sq ft) of exhibition space, bauma is one of the largest trade shows in the world. This year?s fair is expected to surpass the 2010 figures. Here are some examples of the new developments visitors can expect to see at the show.

Jan 1, 2013

By E. P. Gustafson

Demand by precious metals explorationists for cost effective means to target subsurface geologic structures worthy of evaluation by means of drilling has led to the use of the predictor-correlator technique. To locate polarizable targets, the predictor-a localized inhomogeneity in electrical properties-is placed at various locations in the computer-simulated subsurface region, and correlated with the potential distribution observed in the field. The correlation coefficient obtained is assigned to the subsurface location. IP targets are extracted by calculating a second correlation section based on higher-frequency illumination and subtracting it from the first. The locations of correlation difference correspond to the locations of polarizable mineralization.

Jan 1, 1989

By William J. Miles

From a historical perspective, bentonite is the common rock term for various uses and applications. Its name originates from water-based muds near Fort Benton used for lubrication of wagon wheels during the 19th century migration to western territories (which are presently part of the United States) when the pioneers ran out of axle grease. From a clay mineralogy perspective, bentonite is composed primarily of montmorillonite, an expandable magnesium aluminum silicate clay mineral. When magnesium occupies an octahedral structural site that usually contains an aluminum atom, a negative charge is created. In order to neutralize negative charges, cations are drawn to the interlayer surfaces between clay mineral sheet structures. Modem applications for bentonite depend on the sodium or calcium cation populations and other characteristics of the clay mineral. When sodium is the dominant cation, the material is called sodium bentonite, also known as swelling bentonite, western bentonite or Wyoming bentonite. When calcium or magnesium is the dominant cation, the material is called calcium bentonite, also known as non-swelling bentonite w southern bentonite.

Jan 1, 2012

By Gene R. Block

The most economical method of reclaiming land that has been mined, whether it be in urban areas or in rural areas, is when the final configuration of the mining area is that which is required by the subsequent use. Surprisingly, there are a number of examples of this situation. In the arid southwest where water production for the expanding population is a problem, many urban sand & gravel excavation areas subsequently serve as holding basins for ground water recharge. In other areas of the county where water is not in short supply, sand and gravel excavations can be planned in such a way that subsequent land uses such as parks and homesites can be enhanced by utilizing the excavated areas as a water amenity. Reclaiming land for agriculture is another example of utilizing the excavated area for a subsequent use providing the excavated area has not been mined too deep. Other than replacing the layer of topsoil on the excavated area, the final configuration of the mining area is in many cases ready for the subsequent agricultural use.

Jan 1, 1984

By Werner Wenzel

Methods to increase the gas penetration through sinter layers. In the field of agglomeration, sintering has gained importance, specially in Europe; in Best-Europe this trend will continue till the year 1980, since it is quite probable that in the blast furnace burdens with 50-60 sinter, 10-20 % pellets and 20-25 % ore lumps will be employed. In order to meet this demand for sinter, new sinter bands with reaction areas between 300-400 m2 will be constructed. Chemical and physical phenomena during the Suction-Draught-sinter process. Iron ore sintering is generally considered as a burning process where the material contains 90-95 % ash i.e. non-combustible ingredients. Sintering represents a heterogeneous exothermic reaction in which the chemical phenomena as combustion, calcination, hydration, reduction and oxydation are superposed by physical phenomena. The physical phenomena are devided into material transport and simultaniously occurring heat transport processes. The velocity of these combined physico-chemical reactions i.e. the change in the reaction site per unit time determine the efficiency of the sinter process. The gas permeability as an important criterion of heat transport during the Suction-Draught sinter process.

Jan 1, 1971