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By Bill Tucker, Mike Black

"PROJECT OVERVIEW Crossrail, Europe’s largest construction project, will increase London’s transportation capacity by 10% when it opens in 2018. The Crossrail scheme is a combination of surface and underground railway that stretches 118km east-west through central London from Reading, Berkshire and Heathrow airport in the west to Shenfield, Essex and Abbey Wood in the London Boroughs of Greenwich and Bexley in the east. Crossrail will serve 40 stations, ten of which are new, and bring 1.5 million people within 45 minutes commuting distance of London’s key central business districts. 21km of the Crossrail route comprises twin-tunnels beneath the heart of central London. It is the central section of the route, and the challenges that had to be overcome to construct its tunnels under the historic capital that forms the subject of this paper. The route of the Crossrail tunnels can be seen in Figure 1. These tunnels weave their way through the city’s underground landscape, linking eight new underground stations which connect to the existing London Underground network, providing interchanges with nine existing lines as well as the National Rail and Docklands Light Railway networks.Crossrail began construction of enabling works in May 2009 and launched the first of eight tunnel boring machines (TBMs) in May 2012. 42km of major tunneling work was completed in May 2015, and included 11km of sprayed concrete lined tunnels at the five mined stations (Bond Street, Tottenham Court Road, Farringdon, Liverpool Street and Whitechapel) in addition to the bored tunnel sections. The remaining three sub-surface stations at Paddington, Canary Wharf and Woolwich were constructed as large open boxes prior to the TBMs passing through. Crossrail, Ltd. is a special purpose company formed by the project’s joint sponsors, Transport for London and the Department for Transport, to manage design, construction and commissioning of the project. In 2009, Crossrail engaged Bechtel Ltd. as its delivery partner and a joint venture, Transcend (comprised of CH2M, AECOM and the Nichols Group), as its programme partner. The project is being managed by an integrated programme management team which is staffed by Crossrail and its partners. The railway, when opened, will be operated by Rail for London. With tunneling completed in accordance with the project’s master control schedule, the new railway is scheduled to commence dynamic testing in late 2017, with a phased opening of the tunneled sections and stations through Central London in 2018."

Jan 1, 2016

THE Synthetic Liquid Fuels Act (30 U.S.C., 321-325, and amendments) became law April 5, 1944, and a period of intensive research and development in this field was begun by the Federal Bureau of Mines. As part of this program, bulletins were published on pressure hydrogenation,3 the Fischer-Tropsch synthesis,4 and nil stifle.5 The. Bureau also has published a short bibliography on coal gasification,6 mostly of a theoretical nature. Because anal gasification is prerequisite to either the Fischer-Tropsch or coal-hydrogenation processes, publishing this sizable collection of technical information in this form Will Ire valuable. The material will he presented in three parts. as follows I. United Stares Patents. II. United Kingdom, Australian, Canadian, and South African Patents. III. Other Foreign Patents. Part I appeared in early 1960. Part II follows.

Jan 1, 1962

At the end of a century of mining education in South Africa, it is appropriate to reflect on the past, take stock of the present and ponder the future of mining education. While it is likely that changes in the mining industry will generate an increased demand for mining graduates, the number of suitably qualified applicants to study mining is worryingly small. While good progress has been made in unifying the educational system that previously provided schooling on a racially separate basis, it appears that a decade or more will be required to raise competency levels in mathematics, science and English, and this paper describes the process as it affects mining engineering programs. It also describes the initiatives currently being undertaken by the University of the Witwatersrand and the mining industry to ensure that the South African industry receives an adequate flow of well-qualified mining graduates, despite more than 70% of the intake coming from severely disadvantaged educational backgrounds.

Jan 1, 1999

By Richard S. Dennis

Acid recovery employs ion exchange (I-X) resin as separation media for inorganic acids from dissolved metallic salts by physical adsorption and without the use of chemicals. This technology has been used for years on spent etching and plating liquors to recover acid for reuse in the bath and to reduce waste acid neutralization costs. It is also used for electrolyte treatment to facilitate valuable metal recovery via acidity reduction. TETRA's ccrxr'" I-X contactor has been used successfully for acid separation from its metallic salt counterpart in a simple, continuous operating mode using strong base anion resins. Efficient separation is enhanced by acid reconcentration to nearly its original strength or as high as 14-20%. Continuous treatment also recovers heat to the tankhouse or bath and improves metal quality due to consistent acid quality. Conventional fixed bed ion exchange (I-X) systems are impractical for acid recovery because of complex control design and large resin inventories needed to process very low liquid-to-resin treatment ratios associated with strong acid concentrations.

Jan 1, 1996

By R. C. FLEMING

MINING rock asphalt for use as a paving material is an industry which has grown with the spread of the good roads movement. "Mineral Industry During 1930" reports asphaltic pavements constructed, including maintenance and repair but excluding pavement constructed with road-oil, cut-back or emulsified asphalt, as grown from 23 million square yards in 1911 to a high of 144 million in 1927. In 1930 the same source reports 106 million square yards of such paving laid and, in that year, 664,871 tons of native rock asphalt were so utilized. Many states contain rock asphalt deposits of greater or less importance but in only a few places are the de¬posits being mined commercially. In the year cited Ken¬tucky produced 305,024 tons of bituminous sandstone, Texas 270,138 tons, mostly bituminous limestone, while Alabama, Oklahoma, California and Utah produced 89,709 tons of bituminous rock for road construction. In addition Utah produced 37,906 tons of the purer asphaltic products, gilsonite, wurtzilite and ozokerite, for other uses. Speaking generally, the rock asphalt is a sandstone or limestone naturally impregnated with asphalt to an extent that makes it an ideal road surfacing material without mixing or treatment other than crushing. The asphalt content of the commercial product runs 8 to 12 per cent.

Jan 1, 1933

Jan 1, 1885

By James F. Reynolds

Introduction There are 1.4 Gt (1.5 billion st) of recoverable coal under less than 914 m (3,000 ft) of cover in Colorado in pitching seams. Snowmass Coal Co., in cooperation with the US Department of Energy, introduced the longwall mining method in pitching seams to North America. This venture is a coal mining research program directed toward the profitable production of coal under difficult mining conditions as found in pitching seams of the western US. Snowmass Coal classifies pitching seams into the following categories for longwall on the strike in seams 3 m (10 ft) or less thick: • Flat = 0 to 10°: Normal continuous mines and shuttle cars work efficiently. • Slight = 10° to 22°: The maximum pitch that rubber tired equipment will function. • Moderate = 22° to 40°: The angle of repose of mined coal. • Steep = 40° to 60°: The limit of safe use of this roof support. • Vertical = over 60°. The longwall roof support covered here will work in all pitches except vertical. The shearer and conveyor will work in flat through moderate conditions. Longwalling across strike with this equipment in seam pitch over 60° could be accomplished with an inclined face. Development of the first longwall panel began in 1979 and was completed in 1981. The longwall equipment was installed and mining began on Aug. 11, 1981. Mine Planning and Development The original mine plan took advantage of old works abandoned in the 1960s. The gates were developed on a two-entry system with the entries rising 2° to the strike, allowing water to drain from the face. The mining method was by Alpine F6A road header continuous miners with bridge conveyor type coal transport into 5.4-t (6-st) bottom dump coal cars hauled on 1.1-m (42-in.) gauge track by 7.2-t (8-st) battery locomotives. The initial concept was to haul coal from the longwall by battery locomotive. Lack of discipline, however, was shown in the irregular direction of the gate entries, and local rolls in the coal seams severely limited the capacity of battery locomotives. Current mining law prohibits using an intake escapeway for belts or trolley locomotives. A two-entry system is the simplest method of panel development in a pitching seam. A continuous miner cannot be trammed from one entry to another because of steep "X" cuts. Thus, the development requires a continuous miner in each entry. The configuration of the old mine works resulted in a first panel longwall block of three 108 m x 1.6 km (355 ft x 5,400 ft). In panel development, the use of battery locomotives for coal hauling became evermore costly. When the panels were completed and the setup room finished, the lower gate entry was changed to a belt entry and battery locomotives were abandoned. A new slope was driven and the mine supply system was converted to rubber tire diesel supply. The latest generation of roadheader and standard high powered shuttle car-to-belt system is now used for development. Selection of Longwall Equipment Longwall mining across the strike on pitching seams is currently practiced in many nations. Equipment similar to that used by flat seam longwalls is available for pitching seam use in Great Britian and Germany. Face equipment includes a twin outboard armored face conveyor. It was selected to give maximum retention of coal on the conveyor due to flight rigidity and to prevent coal from sliding down the face and jamming the lower belt gate. Also selected was a 22-mm (0.9-in.) Dowty twin-outboard face conveyor for a 106-m (350-ft) face with a single 112-kw (150-hp) drive

Jan 12, 1983

By R. W. Smith

Living and killed organisms, particularly microorganisms, and extracellular products derived from the organisms are increasingly finding use in minerals engineering. Goals include both enhancement of mineral processing/11.ydrometallurgica,l operations and remediation of mineral industry wastes. Some of the applications, such as biologically assisted leaching of ?sulfide ores and bioxidation of refractory gold ores, are well established commercial ?processes used around the world. Others, such as the use. of organisms for the removal of heavy metal ions from dilute aqueous streams, are nearing commercial application. Many other uses of microorganisms and. their derivatives are potentially possible. These include use of microorganisms in flocculation or flotation of minerals., remediation of organics potentially discharged from mineral engineering operations, degradation of cyanide, the recovery of bitumen from heavy oil reservoirs and tar sands and the solubilisation of lignites and low rank coals. In order to fully exploit these many possible uses of organisms and their derivatives, extensive fundamental .and .applied research work exploring the fundamentals, potential and practicality of the various possible uses of microorganisms in mineral engineering should be vigorously pursued. ?

Jan 1, 1991

By L Edwards, M Haest, D Mittrup

The focus in the iron ore industry has shifted from increasing production volumes with less regard for cost, to efficient production of quality tonnes. BHP Billiton iron ore geoscience and exploration has embedded infrared spectroscopic sensing of drill hole samples to help meet this challenge.Infrared spectroscopy is delivering mineral predictions that are used for (automated) geology logging and modelling. The spectra are processed together with other available data sets to predict geometallurgical and geotechnical variables that include lump per cent and uniaxial compressive strength.Trials are ongoing to test the benefit of infrared spectroscopy during mining, including the analysis of grade control samples and remote sensing of mine faces. Results show great benefits in the fields of short-term geology modelling, better understanding of material (handling) properties, identification of geotechnical risk areas and high resolution ore-waste delineation.These trials are bringing BHP Billiton iron ore closer to its ultimate goal of having infrared spectroscopic data collected across the mining value chain. Once such data are available everywhere, regression models can be trained at one point (eg iron grade model trained on exploration samples) and be applied elsewhere (eg iron grade predicted on mine faces). Such predictive analytics will enable not only high precision mining, but also provide maximum time to tailor plant design to the ore in the ground, based on learnings from ores processed in other plants. This will improve planning outputs that will eventually increase mining efficiency, processing capability and product quality.CITATION:Haest, M, Mittrup, D and Edwards, L, 2017. Infrared spectroscopy in BHP Billiton iron ore with a focus on in-mine infrared sensing, in Proceedings Iron Ore 2017, pp 549–556 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Jul 24, 2017

By H. OSBORG

THE patent literature of alloys for the last two decades or so indicates that the number of liatents referring to smaller and smaller percentages of essential alloying constituents is on the increase, whereas the number of patents relating to considerable percentages of alloying additions becomes smaller. The claims regarding physical properties indicate consistently higher and more rigid values and show the possibility of modifying the physical properties by only slight changes in the percentage of minor constituents or by applying different methods - of treatment. Alloys of the same base have been made suitable for a number of different applications by intelligently and rigid- ly controlling their composition, melting, casting, working, and heat-treatments. Other trends indicated in the development of modern alloys are higher corrosion resistance, higher fatigue limits, and "stability" in volume.

Jan 1, 1937

By W. A. Wright

The use and abuse of social media restate common employee relations issues. Business solutions to these issues require advanced preparation. Employers should establish and enforce social media policies to guide their reactions to employees? social media posts that reflect on the employer and its business.

Jan 1, 2011

By K. E. Stanfield

[Asphalt ~~d road oil ar8 the principal products manufactured from Wyor.1in~ Ilblack oilo" \r,hich, beca.use of th?lir hig.~ E\.sphal t and hig} sulfur COi.1Jce~1t, .!?re difficult e':ld costly to refine into hi?;h-gra.de motor f 101s, burning oils. and lucri ants by presont mothods. Accordin~ly. the demand for truHle asphaltic renidl urn for the construction of roade aJ1.d other uses is 3. controlling factor in the quantity of crud~ oil prod ICed. The increasiilg -u.tilization of special aST>ha.lts as ine}""Pensive bonding, in-]

Jan 1, 1941

By F. W. Wood

ORIGINAL experimentation in specially designed arc-melting furnaces and a comprehensive review of technical literature have helped with an understanding of electric arcs as used in metallurgical applications. Results relevant to the distribution of electric potentials and currents, temperatures, pressures, the consumption of electrodes, the identities of particles participating in electrical conduction, and the modes and mechanisms of discharge are presented and discussed. Present knowledge of high-current arcs is insufficient to test pertinent theoretical suggestions. However, the chief doubts concern the identities and the liberation or formation of current-carrying particles. It seems that either (1) novel formulations of existing concepts are needed, or (2) essentially new concepts must be recognized to explain observations. An analysis of the situation has led the authors to favor the latter possibility and to suggest the existence of supplementary conducting particles. The conduction of current by the streaming of charged agglomerates is postulated. Another outgrowth of analysis is an equation for the arc potential as a function of current densities in the arc. In lieu of conclusions, the potentialities of practical applications and specific needs for fundamental clarification are summarized.

Jan 1, 1965

By C. M. F. Vieira

In the county of Campos dos Goytacazes, north of the State of Rio de Janeiro, Brazil, there is a large production of red ceramic, mainly perforated bricks. A percentage of these bricks are damaged during the firing processing and become a red ceramic waste. This work investigates a possible solution to this environmental problem through the mixture of fired brick wastes, up to 20 wt.%, with clay bodies to produce red ceramics. Cylindrical pressed bodies were fired at temperatures varying from 500 to 1100ºC. After firing, samples were then tested for linear shrinkage, water absorption and mechanical strength. The results showed that brick waste addition did not changed the workability of the clay and that up to 5 wt.% of waste no detrimental effect occurred on the fired properties at all temperatures.

Jan 1, 2010

By K. E. Stanfield

[Asphalt and road oil are the principal products manufactured from Wyoming ?clack oils? which, because of their high asphalt an high sulfur content, are difficult and costly to refine into high-grade motor fuels, burning oils, and lubricants by pre sent methods. Accordingly, the remand for these asphaltic residuums for the construction of roads and other uses is a controlling- factor in the quantity of crude oil produced. The increasing utilization of special asphalts as inexpensive bonding, insulating, and waterproofing materials indicates the desirability of obtaining information on the yield and properties, of asphalts from Wyoming black oil to promote a wider and more stable caret for these asphaltic materials.]

Jan 1, 1941

By Anton Gronningsater

MR. J. R. GORDON: The authors are to be congratulated for their excellent papers on Copper-Nickel Matte Converting. Mr. Drummond's paper contains the results of a thorough and exhaustive study of a series of converter charges. Mr. Gronningsater has presented convincing arguments in favour of his claim that the converter has been neglected as a smelting machine for ore. Some of us may not be inclined to agree with his conclusions. Converting, like most metallurgical operations, is a compromise between an ideal and a practical operation. If it were possible for one to neglect entirely the matter of converter linings, I believe we would all agree that the proper flux for matte in a converter would be pure quartz. Under such ideal conditions, one would, if proper temperature were maintained, make the smallest quantity of slag containing a minimum of magnetite. Converter slags are notorious for their high metal content and must always be subjected to a further cleaning treatment before being discarded. For that reason, the tonnage of converter slag produced should be minimized. If norite is used as a converter flux, then the tonnage of converter slag would be greatly increased if the silica content is maintained at 27 per cent or higher. I cannot agree with Mr. Gronningsater's suggestion that, in con¬sidering a converter flux, the sum of the silica, alumina, alkaline-earths, and alkalis should be considered as being of value. The alkalis and alkaline-earth contents of the flux will replace iron in the silicates formed and tend to increase the viscosity of the slags. However, if the converter is to be used as a smelting machine, it will be necessary to drop the silica content of the converter slag in order to avoid production of excessive slag tonnages.

Jan 1, 1942

By Ana Maria Pérez Ceballos

Os aços inoxidáveis duplex e superduplex são caracterizados por uma estrutura bifásica contendo ilhas de austenita precipitadas numa matriz de ferrita. Estes aços possuem boas propriedades mecânicas e boa resistência à corrosão. No entanto, estes aços podem apresentar fragilização por hidrogênio. No desenvolvimento deste trabalho se estudou a difusão e fragilização por hidrogênio de um aço inoxidável superduplex SAF 2507 nos estados como recebido e tratado térmicamente. Para avaliar a influência da microestrutura sobre a difusão do hidrogênio foram realizados ensaios de permeação electroquímica de hidrogênio. Observou-se que o coeficiente de difusão aparente aumenta em função da temperatura de recozimento. A influência de hidrogênio na resistência à fratura do material recozido a 1300°C foi estudada a partir de ensaios de tenacidade à fratura (CTOD). Determinou-se que a resistência à fratura do material diminui consideravelmente quando o mesmo é submetido a uma carga de hidrogênio. A presença de hidrogênio também modificou o mecanismo de fratura do material, observou-se uma fratura completamente dúctil no material que foi testado em ausência de hidrogênio e uma fratura frágil, caracterizada por clivagem, foi observada no material hidrogenado. Determinou-se que a fase austenítica pode ser fragilizada sob certas condições de carga de hidrogênio.

Aug 17, 2017

By J. Keith Haddock

"Introduction The Luscar company, Forestburg Collieries Ltd., operates the Diplomat Mine located 14 km south of Forestburg, Alberta. Production is now at a declining rate from the 1 million tonnes achieved in 1978 as the reserves are being depleted. Three pits are operated at this prairie strip mine utilizing draglines and stripping shovels to uncover the coal. The coal is hauled to a tipple on site for shipment by rail or highway vehicles or is hauled directly to the adjacent Battle River Generating Station. Geology The mine is currently extracting the Battle River seam on the north side of the Battle River. This is the lower-most seam in the Horseshoe Canyon Formation and is the only one present in the area, the upper seams having been eroded by glaciation. The seam lies generally flat and varies from 2.0 to 5.0 metres thick. It lies under glacial till overburden varying in depth from 5.0 to 12.0 metres. The mineable coal extends from the side of the Battle River valley where it outcrops, to approximately 2.5 kilometres to the north. The mine is spread out over a distance of 8.0 kilometres in an east-west direction. Reserves and Coal Quality After over 30 years of mining at Diplomat, there are now less than 1 million tonnes of mineable reserves remaining on the property. With the commencement of coal production from the Paintearth Mine in 1981, supply to the Battle River Generating Station, formerly Diplomat's biggest customer, is being transferred to Paintearth. Rail shipments and domestic supply will continue until reserves are depleted. The coal has the following specifications:"

Jan 1, 1985

By H Haas

H. HAAS, San Francisco, Cal. (communication to the Secretary?). -Fig. 1 plainly shows that the comparison of the steam-turbine and Diesel-engine plants was made on a basis of 6,000 kw. continuous operating load. The tabulation of costs for an 8,000-kw. load is merely done to show the relation of increased output on' the unit power costs. Both plants would sacrifice their reserve capacity, which is to insure continuous operation, if operated to generate 8,000 kw. continuously; unless Mr. Hawkins advocates the operation of one of the turbines at 33.33 per cent. overload, retaining the other as a standby, which, besides overtaxing the turbine, results in a great loss of efficiency. It would he well for Mr. Hawkins to qualify certain of his statements. Thus, under the caption "Diesel Engines, Selection of Units," he says that "two of the largest Diesel-engine builders take the position that, in the present state of the art, they would not attempt to put out units over 1,000 kw.;" he should qualify it by saving that "two of the largest American Diesel-engine builders take the position that, in the present state of the art in the United States, they would not attempt to put out units over 1,000 kw." The reason that American manufacturers restrict themselves at present to units of that size is to be found not so much in a lack of experience in building large units as in a lack of a sufficient, demand for them in the United States to justify the heavy capital outlay connected with the development of such engines. There are relatively few localities in the United States where fuel prices are as high as they are in the Southwest, and regions of high fuel prices are sparsely settled and have a very limited demand for power. Where low fuel prices obtain, steam turbines are active competitors of Diesel engines for large power plants, particularly when the station load factor is low. As most of the American manufacturers of Diesel engines work under license agreements with European manufacturers, which limit their market to the United States and its possessions and Canada, a further limitation is imposed upon them, leaving to European firms practically the entire world as a market.

Jan 5, 1917

By Herbert H. Einstein

Appendices A through M contain information that is the basis for many developments reported in the main text (Parts I through V); this information is, however, not needed in applying the research results. Specifically the appendices contain: A: Geology of Sampled Sites B: Comparison of Distribution Forms with Observed Trace Length Frequencies C: Joint Attitude Pole Diagrams D: Resistance and Deformability of Rock Discontinuities E: Resistance and Deformability of Joints - Details of Data Recording Procedure F: Documentation and Details for Simplified 2-Joint Wedge Analysis G: Generalization of the Stiffness Approach H: Inadequacy Due to Simplifying Assumptions in Wedge Analysis I: Rock Slope Reliability Analysis: State of the Art J: Resistance Derivations for Mechanical Model K: Supporting Derivations for Analysis Method DAYLITE L: Supporting Derivations for Simplified 2-Plane Reliability Analysis M: Plots of SLOPESIM Runs

Jan 1, 1979