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By A. A. Levinson, M. B. Kirkley, J. J. Gurney

"Scientific advances in the past decade have greatly clarified our understanding of certain concepts relating to the age and origin of diamonds. These advances are largely the result of geochemical studies of mineral inclusions in diamonds, made possible by modem analytical techniques which enable the accurate chemical analysis of micro-sized particles of the order of 200 microns in maximum dimension. As a generalization, the inclusions indicate that most diamonds formed from either of two rock types, peridotite and eclogite. Peridotitic diamonds have yielded ages of 3300 million years, whereas eclogitic diamonds areyounger and rangein agefrom approximately 1000to 1600million years. Kimberlite and lamproite, the two rock types usually associated with diamonds, typically are much younger than the diamonds they contain. Thus, it is now dear that kimberlites and lamproites are only the transporting mechanisms which brought diamonds to the surface and are in no way related to the formation of most diamonds. The latest concepts which developed during the past decade regarding the sources of carbon for the crystallization of diamonds from peridotite and eclogite, and the mechanisms of kimberlite and lamproite emplacement, IntroductionThe decade of the 1980s has seen major advances in our understanding of the age, origin and emplacement of diamonds. The information presented herein is applicable to virtually all natural diamonds, excluding diamonds related to meteorite impacts. There is still some question, however, as to the applicability of the new information to industrial grade ""fibrous"" or ""coated"" diamonds, and to microdiamonds (< 1 mm). In addition to drawing upon our own experiences, this review is summarized from a voluminous literature and for those interested in the original sources we recommend the books by Mitchell and Bergman (1991), Ross (1989), Nixon (1987), Mitchell (1986), Glover and Harris (1984) and Dawson (1980), and the review articles by Mitchell (1991), Gurney (1989) and Meyer (1985).are also discussed."

Jan 1, 1992

By C R. Evans

Whole-rock and muscovite potassium-argon dates from selected low-grade metamorphic rocks of Precambrian age in the Canadian Rocky Mountains near Jasper, Alberta, were obtained to ascertain the age of the source terrain and the age of the metamorphism. Ten argillites gave whole-rock dates ranging from 270 to 485 million years, dates which are apparently inter-mediate between the age of the source material and that of the metamorphism. "Up-dating" increases with the degree of orientation of muscovite in the cleavage plane, and with the ratio of the muscovite in the cleavage plane to that in the plane of the bedding. Detrital muscovite from four arenaceous rocks gave dates ranging from 1,050 to 1,780 million years. "Updating" increases with decreasing grain size, so that, within the range investigated, the cube of the median diameter (¢) of the muscovite is apparently proportional to the radiometric date.

Jan 1, 1964

By E S. Bernard

Toughness testing of fibre reinforced concrete (FRC) at 28 days age is typically undertaken as part of quality control for the many applications where fibres are used in concrete, including shotcrete, tunnel segments, and cast-in-place tunnel linings. The performance achieved at 28 days is usually assumed to be retained with increasing age. However, as the average strength grade of concrete used in most tunnelling applications, including tunnel segments, has steadily increased over the last 20 years, this assumption is becoming increasingly unviable. This is because for some types of fibre the mode of post-crack fibre behaviour depends on the strength of the concrete and can change from a desirable high-energy pull-out mode to a low-energy rupture mode as the strength and age of concrete increases. This paper describes a series of trials performed over two years in which the American Society for Testing and Materials (ASTM) C1609/C1609M beam tests were used to assess the performance of FRC reinforced with two widely used brands of steel and macro-synthetic fibre. The hooked-end steel fibres used for half the beams exhibited a dramatic fall in performance beyond 56 days age as the mode of failure changed from pull-out to rupture. The other fibre did not exhibit a fall in performance with age. This phenomenon highlights the need to quantify performance of FRC at much later ages when long-term performance is required, for example, to resist seismic events or changes in ground stress due to nearby excavations. As an alternative, a reduction factor may be applied to the performance of FRC mixes for which evidence of satisfactory long-term performance is not?available.CITATION:Bernard, E S, 2014. Age-dependent changes in post-cracking performance of fibre-reinforced concrete for tunnel?segments, in Proceedings 15th Australasian Tunnelling Conference 2014, pp 229–236 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By F. R. Hensel

ACCORDING to statements by Guertler,1 Smith and Hamilton were the first to study the copper-titanium alloys, but owing to the presence of large amounts of impurities their data are inconclusive. M. A. Hunter and I. W. Bacon later investigated the electrical conductivity and the temperature coefficients at room temperature. The present writers reported their results2 in November, 1930. Recently Droll published data on copper-titanium alloys3 which agree closely with those obtained by the authors. MATERIAL TESTED The titanium used was in the form of square sintered rods, the analysis of which runs as follows: titanium, 95.4 per cent; silicon, 0.7; iron,1.8; aluminum, 1.4; copper, 0.1; manganese, 0.05. . The ingots were prepared in a high-frequency induction furnace in air atmosphere. Their analyses are given in Table 1. Up to 5 percent titanium the alloys could be forged. Above that amount they were red short and broke up easily. Owing to their rapid absorption of nitrogen and oxygen from the air, the alloys with the higher amounts of titanium tend to form surface films which greatly increase the casting difficulties, especially when small masses of metal are handled. It was, however, possible to prepare sound ingots up to 25 per cent titanium.

Jan 1, 1931

By William Fink

MANY investigators have attempted to determine the true nature of the internal changes taking place during aging. Merica, Waltenberg and Scott1 were the first to propose a theory of age-hardening. They attributed the age-hardening of duralumin to the precipitation of minute particles of the compound CuA12. Later Zay Jeffries and R. S. Archer2 augmented the above theory by suggesting that the small CuA12 particles acted as "keys" causing "slip interference." Many other investi-gators3 have devoted much time to the mechanism of age-hardening, some corroborating the "precipitation" and "slip interference" theory, others coming to different conclusions because of effects that to them seemed unexplainable by the early theories; e.g., the increase of electrical resistance upon aging, the fact that no change in lattice parameter could be detected during the early stages of aging even at elevated tempera-tures, and the fact that the density did not change as would be predicted. In 1932, Merica revised4 his earlier precipitation theory to take care of these presumably anomalous effects. This revised theory, the "knot" theory, assumes that substantial age-hardening occurs before actual precipitation of solute as discrete particles. The assumed mechanism is one of diffusion of solute atones into groups forming distorted regions which act as "hard" spots and cause slip interference. These "knots" are assumed to have approximately the same lattice arrangement as the solvent.

Jan 1, 1936

By William Fink

APPROXIMATELY two years ago the authors obtained data that indi-cated that initial precipitation could not be detected by change of lattice parameter in the aluminum-rich aluminum-magnesium alloys. Some of these data were first published in a brief note in MINING AND METAL-LURGY1. Cast specimens were used at that time and they showed initial precipitation relatively sooner than sheet material of the sane composi-tion. For this reason a more thorough investigation has been carried out using a homogenized aluminum-magnesium sheet containing approxi-mately 10 per cent magnesium. Materials.-The aluminum used in the preparation of the aluminum-magnesium alloy was of high purity, containing less than 0.01 per cent each of iron, silicon and copper. The magnesium was high-purity sub-limed magnesium. Preparation of Alloy.-Approximately 4 kg. of the aluminum was melted in a plumbago crucible in an electric furnace and the magnesium was added. The melt was thoroughly stirred with a graphite rod and fluxed with chlorine gas before casting. The alloy was cast in the form of a sheet ingot in a cold iron tilting mold (approximately 200 by 165 by 40 min.) and into small chill-cast, slabs for chemical analysis (75 by 40 by 5 mm.). The chemical analyses were made upon drillings from the analysis slabs. The analytical methods were those described in "Chemical Analysis of Aluminum," published by the Aluminum Company of Amer-ica. The composition of the alloy was found to be: magnesium 10.30, silicon 0.013, iron 0.008 and copper 0.005 per cent.

Jan 1, 1936

By William Fink

ALTHOUGH age-hardening in an aluminum-base alloy containing magnesium was observed by Alfred Wilm1 as early as 1911, it was not until 1919 that a theory of the mechanism of age-hardening was proposed. Merica, Waltenberg and Scott,2 studying the age-hardening character-istics of Duralumin at the National Bureau of Standards, came to the conclusion that age-hardening of this alloy is caused by the precipitation of CuAl2, which is less soluble at the aging temperature than at the solu¬tion heat-treating temperature. It was postulated that the initially precipitated particles were of fine colloidal dimensions but that they gradually grew in size. Maximum hardness was assumed to be attained when the particles reached a critical size. This theory was at first received skeptically, since it was a widely accepted view at that time that the solid solution state should represent the hardest state of an alloy. Shortly thereafter, Jeffries and Archer proposed their well-known "slip interference theory."3 They suggested that age-hardening was accomplished by the precipitated particles acting as keys interfering with slip along crystallographic glide planes. They showed that this mechanical theory led directly to the assumption that maximum harden-ing would be produced by particles of a critical size, which they suggested would have a diameter approximately 10 times that of the aluminum atom. This contribution amplified and explained so rationally the age-hardening theory of Merica, Waltenberg and Scott that wide accept-ance resulted.

Jan 1, 1939

By F. R. Hensel

Up to the present time few attempts have been made to produce hard nonmagnetic materials by heat treatment of austenitic steels. The usual result has been to cause them to pass into the martensitic stage, thus destroying to a great extent the typical austenitic properties, since this involves a transition of a portion of the iron from a face-centered to a body-centered type of atomic arrangement. High-strength nonmagnetic materials such as might be provided by properly hardening austenite are required in the electrical industry for different machine parts. In Europe nonmagnetic retainer rings for restraining the end-turns of the rotor windings in turbo-alternators have been developed as a special application of high-strength austenite. In testing1 a 28,000-kva. three-phase Siemens turbo generator running at 3000 r.p.m. at full load current, the losses in the short-circuit test were 450 kw. for the magnetic ring and 286 kw. for the nonmagnetic, and the difference should be attributable to the magnetic ring. The differences in temperatures during the same test are given in Table 1 and these show the advantage of a nonmagnetic over a magnetic retainer ring.

Jan 1, 1931

By Morris Cohen

WITHIN the past two years, a number of publications have called attention to the double peaks, or stages, that appear in the hardness and strength curves of certain aging alloys. The author has shown the existence of double hardness peaks during the aging of a high-purity silver-copper alloy;&apos; and on the basis of electrical resistance, microscopic, dilation and lattice-parameter measurements, he concluded that the initial hardness peak occurs prior to precipitation while the secondary hardening is due to precipitation. It was suggested that the general mechanism of age-hardening involves two consecutive processes, the first consisting of nucleus or knot&apos; formation, and the second consisting of actual precipitation and particle growth. It was further held that the two stages are interdependent, but because of nonuniform precipitation they may overlap each other to an extent that increases as the aging temperature is raised. At high aging temperatures, the effect of the first stage cannot be detected because of the rapid occurrence of precipitation. . The general theory of age-hardening recently presented by Dr. M. L. V. Gayler3 is in close agreement with the picture outlined above. With reference to work done on duralumin, copper-beryllium and copper-silver alloys, Dr. Gayler also concluded that age-hardening takes place in two consecutive steps: first, diffusion (in which the solute atoms migrate to certain crystallographic planes), and then precipitation. However, W. L. Fink and D. W. Smith4 have shown that the double aging peaks that appear in the strength curves of high-purity aluminum-copper alloys may be explained without recourse to pre-precipitation phenomena. By means of very careful metallographic technique, Fink and Smith demonstrated that during aging the precipitation takes place at an accelerated rate along the grain boundaries and slip planes as a result of the plastic deformation caused by the drastic quench from the solution heat-treatment temperature. † The general precipitation occurs at a

Jan 1, 1938

By Morris Cohen

WITHIN the past two years, a number of publications have called attention to the double peaks, or stages, that appear in the hardness and strength curves of certain aging alloys. The author has shown the existence of double hardness peaks during the aging of a high-purity silver-copper alloy;1 and on the basis of electrical resistance, microscopic, dilation and lattice-parameter measurements, he concluded that the initial hardness peak occurs prior to precipitation while the secondary hardening is due to precipitation. It was suggested that the general mechanism of age-hardening involves two consecutive processes, the first consisting of nucleus or knot2 formation, and the second consisting of actual precipitation and particle growth. It was further held that the two stages are interdependent, but because of nonuniform precipitation they may overlap each other to an extent that increases as the aging temperature is raised. At high aging temperatures, the effect of the first stage cannot be detected because of the rapid occurrence of precipitation. The general theory of age-hardening recently presented by Dr. M. L. V. Gayler3 is in close agreement with the picture outlined above. With reference to work done on duralumin, copper-beryllium and copper-silver alloys, Dr. Gayler also concluded that age-hardening takes place in two consecutive steps: first, diffusion (in which the solute atoms migrate to certain crystallographic planes), and then precipitation. However, W. L. Fink and D. W. Smith4 have shown that the double aging peaks that appear in the strength curves of high-purity aluminum-copper alloys may be explained without recourse to pre-precipitation phenomena. By means of very careful metallographic technique, Fink and Smith demonstrated that during aging the precipitation takes place at an accelerated rate along the grain boundaries and slip planes as a result of the plastic deformation caused by the drastic quench from the solution heat-treatment temperature. ? The general precipitation occurs at a

Jan 1, 1938

By A. M. Talbot

THERE is still considerable controversy as to the exact nature of the mechanism of the age-hardening process, in spite of the many experi-ments already performed. For this reason, a considerable number of typical systems should be examined in detail and their results correlated. Furthermore, the methods of studying the changes that take place during the progress of this phenomenon should be carefully scrutinized and the different methods applied to the same samples, preferably at the same time. The experiments described in this paper are presented to supply information on one age-hardening system and to show how the various methods of investigation compare in their indication of what has hap-pened. In brief, the progress of aging in magnesium alloys containing about 10 per cent by weight of aluminum at different temperatures was followed by measurements of hardness, electrical resistivity, dilation and lattice parameter, and by microscopic observation.

Jan 1, 1936

By F. H. Samuel, J. E. Gruzleski, S. Valtierra, H. W. Doty, N. Andrade

In this work, the age-hardening behavior of cast Al-Si base alloys was investigated. It was found that multiple aging peaks are present in the age-hardening curves of Al-Si-Cu-Mg alloys. TEM observations reveal that the age-hardening behavior is related to the precipitation sequence of the alloy. For the Al-Si-Cu-Mg alloy, the first aging peak is the result from the high-density GP zones, while the subsequent are from metastable phases. The transition from GP zones to metastable phases may be the main reason of the formation of multiple aging peaks.

Jan 1, 2006

By Taehong Kim, Changsoo (Kevin) Moon, Anil Parikh

"This paper presents an overview and performance evaluation for a reconditioned decades aged open type hard rock TBM utilized for the twin running tunnel excavations of the Second Avenue Subway Project in Manhattan, New York. The TBM tunnel lengths are approximately 2,370 m (7,800 ft, east TBM Tunnel) and 2,190 m (7,200 ft, west TBM Tunnel) with a 6.7 m (22 ft) bored diameter. This “senior” TBM mined through metamorphic rocks consisting of schist, granofels, and pegmatite, and encountered various adverse geological structures, including some relatively heavy groundwater inflows. The ground support was generally pattern friction rock bolts, and steel sets were used in poor ground. This paper presents TBM characteristics and the subsequent performance, such as machine utilization, downtime, cutter consumption rate, net penetration rate, and daily advance rate. Machine operating parameters including thrust, torque, gripping force, and cutterhead RPM, are compared with various accompanying ground conditions. The performance changes between the adjacent tunnel sections are also presented. INTRODUCTION Project Overview The Metropolitan Transportation Authority Capital Construction (MTACC)’s Second Avenue Subway (SAS) Program consists of four (4) phases from 125th Street to Manhattan Battery Park along the 2nd Avenue (see Figure 1) in Manhattan New York. As a part of Phase 1, Contract 1 was awarded to S3 JV (Skanska/Schiavone/Shea) to build a TBM launch box and subsequent twin TBM tunnels from 92nd Street to 63rd Street under 2nd Avenue. Contract 1 was one of the key contracts in Phase 1 to pre-excavate through the footprint of the follow-on underground stations (72nd St. Station, 86th St. Station, and 96th St. Station) by hard rock TBM excavation. The project team included Client MTACC, S3 Tunnel Constructors, Designer, Aecom-Arup JV, and Consultant Construction Manager, Parsons Brinckerhoff. The major elements of Contract 1 included construction of TBM Launch Box supported by secant pile and slurry walls and mining of twin TBM tunnels with a combined tunnel length of approximately 4,560 m (15,000 ft). The dimension of the TBM launch box was approximately 247 m (810 ft) long from 92nd Street to 95th Street, 21 m (70 ft) to 24 m (80ft) wide along the 2nd Avenue, and 18 m (60 ft) to 21 m (70 ft) deep from the ground surface. The launch box was later used for the follow-on 96th Street Station."

Jan 1, 2016

By Caisa Samuelsson, Fredrik Engström, Bo Björkman, Margareta Lidström Larsson

"Large amounts of by-products are generated by the Swedish steel industry each year. The EAF-process generates about 400 000 ton of slag, from which 80% is deposit. An alternative to deposit is to use slag as road construction material. However, metal content in the slag can be a problem, due to the leaching. The aim of this work was to investigate how stable these materials are when ageing and kept outside. Five different EAF-slags from domestic steel plants were used in this study. The materials were characterised after 0, 6, 12, 18 and 24 month to evaluate the ageing process. Scanning electron microscope (SEM), x-ray diffraction pattern (XRD) and a standard test for leaching were used. The changes in behaviour differ between the five materials. The total leachability decreases with time for all samples. CaCO3 is formed on slag surfaces as CaO reacts with moister and CO2 in the air. Introduction The slag generation in the Swedish steel industry is about 1.5 million tonnes annually, of which more than 500 000 ton is generated in EAF (Electric Arc Furnace), AOD- (Argon Oxygen Decarburization) converters and during the refining of steel in the ladle metallurgy. Some of the slags are used in different applications, but most of the steelmaking slags produced in Sweden are landfilled today. The chemistry, mineralogy and physical characteristics of slags make it a suitable material in construction, replacing for example, gravel and rock [1]. In some respects, in road construction, it may even be technically superior to virgin material. Slag from scrapbased steelmaking is used for road construction in Europe. The reason for the low utilization in Sweden is mainly due to potential leaching of harmful elements, legislations and competition with easily available natural raw materials. Except the potential leaching, the technical obstacles for not using some slags in construction include:"

Jan 1, 2008

By V. Labiouse, M. Souley, N. Lafrance, C. Auvray

"Chalk rocks have been used for centuries as a strong building material and for the production of lime. The shallow underground room-and-pillar quarries where the chalk was extracted are now abandoned and endure the effects of time and weathering, increasing their risk of collapse. The risk of instability, involving natural or anthropic underground structures, is an issue for more than 10 000 towns in France.In order to investigate the causes of underground quarry collapse and to aid prevention strategies, we carried out a study of the physico-mechanical behaviour and ageing of chalk in abandoned pillars in two underground quarries, in situ-instrumented by INERIS, in the Parisian Basin, France. Core samples were drilled horizontally from pillars in the Saint-Martin-Le-Noeud dolomitic chalk quarry (Oise, France) and the Estreux glauconitic chalk quarry (Nord, France).Uniaxial tests were performed on dry and saturated cylindrical plug samples extracted perpendicular to the cores at regular distances along their lengths. Physical and mechanical properties were obtained. The dolomitic chalk (Saint-Martin-Le-Noeud) exhibits variation in mechanical and physical properties with horizontal pillar depth. Both density and compressive strength seem to increase outwards from the pillar-core to the pillar-wall. This is the opposite of that would be expected from a purely mechanical point of view. SEM analysis revealed progressive degradation and homogeneity of the grains from the edge to the inside of the pillar. At the pillar wall, the crystal faces are well-defined, almost euhedral, and the grains are of variable size. In contrast, at the inside of the pillar, crystals are finer-grained and are anhedral with highly degraded edges. In the physico-mechanical tests and SEM analyses performed on the Estreux samples, no significant variation was observed between the pillar-walls and pillar-core. However, dissolution marks were observed along the entire length of the half-pillar core."

Jan 1, 2015

By Lidia Rangel Roveta

O processo de aciaria da ArcelorMittal Aços Planos América do Sul tem um abastecimento de diário de Cal em torno de 420 ton. O processo de abastecimento deste produto, que consiste da programação, liberação de portaria e descarregamento não estava satisfatório, considerando o tempo de permanência de caminhões na portaria aguardando liberação e consequentemente custos com diárias e alimentação. Visando otimizar este processo, a partir do resultado da analise dos procedimentos de descarga, utilizado atualmente, foi implementado como plano de ação um sistema automatizado de agendamento de descarga de Cal que, após 15 dias de implantação resultou na redução de 66% no custo de pagamento de diária, além de previsão de ganho futuro em frete.

Aug 16, 2017

By ALEXANDRE CALDELLAS BARBOSA

O objetivo desse trabalho é planejar e controlar a chegada de veículos para carregamento nas plantas ArcelorMittal Tubarao e ArcelorMittal Vega, apresentando uma agenda com os horários disponíveis para o transportador escolher. Esse processo de escolha de um horário disponível é suportado por uma agenda gerada pela usina, considerando as restrições operacionais e de capacidade de expedição por ponto de carregamento. Programar a chegada de veículos aumenta a previsibilidade da necessidade de recursos adicionais para realizar o carregamento e assim não gerar filas, não perdendo produtividade no processo de transporte com veículos parados. A ausência da programação tem uma abrangência muito maior que apenas perda de produtividade e atrasos, ela também eleva o custo total de transporte da cadeia de suprimentos. Visando aumentar a competitividade e melhorar a previsibilidade do processo de expedição, foi implementada a solução para regular o fluxo de chegada dos veículos, sistematizando o processo de agendamento do veículo para carregamento.

Oct 30, 2017

By Daniel Valente Guimarães

Este trabalho tem como objetivo apresentar os resultados alcançados através do planejamento, por meio do agendamento com hora marcada, no processo de expedição de produtos acabados, que estão permitindo a Votorantim Siderurgia atratividade na contratação de veículos, redução de custos e confiabilidade no processo.

Aug 17, 2017

By I. Nikolic

Twin-roll casting is an integrated casting and rolling process that involves the continuous solidification of a melt and the plastic deformation of the solidified metal between two rotating rolls. Computer modeling is a valuable tool to help engineers understand the metallurgical process during twin-roll casting. However, commercially available software can only model either the fluid flow/heat transfer of the melt or the plastic deformation of the solid, but not both. In this study, an object-oriented finite element program was developed to simulate the steady-state fluid flow, solidification and plastic deformation of an A7,31 magnesium alloy in a horizontal twin-roll caster. The melt, the mush zone and the solid were treated as a generalized Newtonian flow in an Eulerian reference frame and different constitutive equations were employed to describe the material behaviours. The effect of operational parameters on the solidification process was discussed based on the simulation results.

Jan 1, 2010

By V. A. Temeng, M. Owusu-Tweneboah, K. Awuah-Offei

The mining industry has long recognized the value of dispatch systems in open pit mines as they reduce load and haul costs. Over the years, researchers have proposed many dispatch systems with various limitations and advantages. The simplest dispatch algorithms are the so called 1-truck-for-N-shovels dispatch strategy. These algorithms are limited by the fact that their objective functions do not consider all the objectives of a mine and cannot be applied to all possible truck-shovel configurations. They are also myopic in nature. However, they are simple and computationally efficient and do not require occasional updates of the upper stage problem as required in multi-stage dispatch algorithms. In this work, an agent-based truck dispatch algorithm that conceptualizes trucks as intelligent agents that make autonomous dispatching decisions to maximize their utility is proposed. The advantages of this algorithm includes utility functions that encapsulate all of management’s objectives and agent’s with broad situational awareness. They are also more suitable for autonomous trucks. We evaluate the new algorithm against a simple 1-truck-for-N-shovels dispatch strategies using discrete event simulation. The simulation results show that the new utility function has significant advantages over 1-truck-for-N-shovels inspired utility functions. Future work will incorporate adaptive behavior into the model via reinforcement learning algorithm. INTRODUCTION In an attempt to optimize truck shovel operations in open pit mines in order to reduce the cost of haulage operation, which according to (Alarie and Gamache, 2002) is estimated to be about 50-60% of the total cost of mining, several effective and efficient strategies have been developed. Optimizing truck haulage systems in an open pit mine is one of the greatest challenges of mining engineering and has been the subject of many research projects. It is important that haulage systems are designed to be efficient, in order to minimise haulage cost, improve profitability and increase the total mine value. Although optimizing the number of trucks required in the operation of open pit mines can help reduce the cost, an effective and efficient truck dispatching system add value by ensuring that the available trucks are used efficiently. With truck dispatching systems, the trucks are normally dispatched between the crusher and dumping station (e.g. waste dumps and stockpiles), and the shovels in order to maximize the total output, obtain grades targets, reduce fuel consumptions and other objectives. Truck dispatching, which can have one or more objectives, is typically subjected to certain operational constraints such as truck and shovel capacities, empty and loaded trucks speed, among others. The problems associated with truck dispatching was first mentioned by Dantzig and Ramser (1959) after they made an attempt to determine the optimum routes of a fleet of delivery trucks between bulk terminals and a service stations. The problem occurs in several industrial systems besides mining (Alarie and Gamache, 2002; Gendreau et al., 2006; Rego and Roucariol, 1995). The dispatching problem, also referred in literature as the vehicle routing problem, has seen a number of modifications and extensions with Bertsimas and Ryzin (1991) presenting a dynamic and stochastic vehicle routing problem, and Ralphs et al. (2003) also adding to the original concept, the concept of vehicle capacity routing.

Jan 1, 2019