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rotary airlocks and rotary airlock valve feeders

rotary airlocks and rotary airlock valve feeders

Rotary Airlock Valve Feeders manufactured by Prater are designed to provide improved performance to bulk material processing and production operations. In dry material metering applications, our valves ensure accurate material loading and unloading while also functioning as highly efficient rotary airlocks; minimizing pressure loss throughout the system.

Praters Rotary Airlock Valves can be configured and customized for most application requirements, especially for materials that may be highly abrasive. We understand the need for feeding more material at lower speeds, which is why our rotary airlock feeders are manufactured with larger pockets. In turn, this design minimizes air leakage, provides the benefit of longer life, and ensures a higher return on investment.

Wherever dry free-flowing powders, granules, crystals, or pellets are used, our rotary valves perform well in a wide range of industry applications. Common materials include cement, ore, sugar, pigments, wood chips, minerals, grains, plastics, coal, soy white flakes, fly ash, flour, gypsum, lime, coffee, carbon black, and pharmaceuticals.

Let us know if we can serve you. We do custom builds, so if there is anything special that you require in rotary airlock feeders, our experienced staff will work hand-in-glove to develop and manufacture it for you. Similarly, if you already own a Prater airlock device and it needs servicing, we welcome your call.

Our Quick-Take-Apart Rail Series Rotary Airlock has a unique design with three times more load capacity than most other manufacturers rotary feeder valves. The rail design protects the rotor from dropping in awkward locations and allows for quick reassembly to maximize up-time.

The Prater Blow-Thru Rotary Airlock Valves are designed and manufactured specifically for applications that require discharging into a pneumatic conveying line. These Airlocks are ideal for free-flowing materials that require some assistance in clearing the rotor vane pockets.

After years of engineering and manufacturing rotary airlocks, we consider ourselves proven experts on the various rotary airlock and valve designs available to our customers. We understand that temperature, pressure, size and construction plays a very significant role in processing various materials which is why all of our rotary airlock valves are carefully machined for those unique specifications. Each of our rotary airlocks can be individually customized to your exact processing specifications to ensure optimal, reliable and worry-free operation that meets your precise needs.

Our airlocks have an innovative larger vane pocket design that allows up to 50% more volume which enables the rotor to run at lower speeds than other manufacturers rotary airlock and valve feeders. Pair this with our exclusive self-adjusting packing glands and you have a rotary airlock valve that provides minimum air leakage, a longer life, less maintenance and a higher return on your investment.

Other standard features such as our precision casting, CNC machining, compact design, and universal mounting flanges allow for a versatile material handling rotary airlock valve product that can fit virtually every existing bolt hole pattern and replace any existing rotary valve.

If you have a need for a rotary feeder, please consider the added airlock benefit of a Prater Rotary Airlock Valve. We are confident that we can help improve your bulk material handling and conveying efficiency.

Contact Prater today and discuss your airlock application with one of our rotary airlock account managers. They can quickly help you select the best rotary airlock for your application and recommend specific options to meet your processing requirements.

6 stages of the mining process | boss magazine

6 stages of the mining process | boss magazine

The mining process is responsible for much of the energy we use and products we consume. Mining has been a vital part of American economy and the stages of the mining process have had little fluctuation. However, the process of mining for ore is intricate and requires meticulous work procedures to be efficient and effective. This is why we have broken down the mining process into six comprehensive steps.

The first stage in the mining process calls for skilled workers or AI to apply their geological knowledge in identifying areas where a particular ore can be found. There are two methods workers and machines can employ during this stage:

The digging of tunnels and sink shafts when the oreor mineral depositis below the surface. Hand tools such as chisels, hammers, and wedges are used to break up waste rock, Sometimes, areas must even be blasted in order to loosen rock so workers can more easily separate the ore from the waste rockwhich are mined separately.

The next step, once the ore is excavated, is to separate the waste rock and ore using primary crushers, located at the open pit mine site. At this point, larger rocks are broken down to a size better suited for the conveyor belt to transport.

Once the ore has been processed and shipped away for sale, the final step of the mining process begins. The land which was used to obtain these resources must be rehabilitated as much as possible. The objectives of this process include:

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evaluating rules of thumb using conveyor costs - canadian mining journal

evaluating rules of thumb using conveyor costs - canadian mining journal

Rules of thumb are often used in the mining industry as methods of providing approximate answers for different portions of mining activities. But do these rules work? Are they outdated? To answer these questions, we decided to focus on conveyor costs and the associated rules of thumb widely used in underground mining.

We intend to show how Sherpa for Underground Mines, a software tool available from CostMine, can be used to bolster confidence in items like de la Vergnes rules of thumb (or to make determinations in more project-specific problems) in a way not possible without Sherpas speed and engineering capabilities. We chose de la Vergnes compilation of conveyor cost rules of thumb to assess using Sherpa for Underground Mines. The majority of these rules are echoed below:

Our modelling technique, and that of Sherpa for Underground Mines, consists of a whole-project cost approach. Costs associated with several tasks and processes not directly related to purchasing, operating, and maintaining the machines must also be considered to properly evaluate economic decisions.

In the case where primary transport options are compared it must be remembered that ventilation requirements differ for each approach, as are the cross-sectional areas of the faces of each of the respective openings through which the machines transport the ore. Shop facilities, and the nature of the service vehicles, are more extensive for truck transport than for the conveyors. Every such factor figures into the overall economics of each transport method and are incorporated into the values below.

When a conveyor transports ore out of the mine, the mine-run is crushed before its loaded on the belt to minimize belt damage. The models used in this analysis replicate this procedure. Typically, mine-run ore is not crushed prior to truck transport, but is instead crushed after it is delivered to the mill. In both scenarios, the ore is crushed, but when a conveyor is specified for primary transport, the costs of this process are often attributed to the mine costs. For truck transport, they are included in the mineral processing costs. To effectively compare conveyor and truck transport, the costs of purchasing, installing, and operating an underground crusher have been subtracted from the conveyor transport scenario values below.

To begin, typical deposits and matching mining projects which utilize cut and fill, sublevel longhole and room and pillar stoping methods were constructed in Sherpa for Underground Mines at various production rates. In accordance with rule of thumb No. 1, conveying distances were set to 1 km. The results of this analysis can be seen in Figure 1 and align with de la Vergnes rule of thumb whereby a conveyor is economically advantageous as compared to rail or truck haulage when production rates exceed 5,000 t/d. The results of the sublevel longhole and room and pillar analyses showed similar overall trends. Though, relative to the cut and fill Sherpa models, the spread in costs above 5,000 t/d was greater in the sublevel stoping analysis and narrower in the room and pillar analysis.

Evaluators, and the preceding analysis, have assumed that conveyor haulage is economically advantageous when compared to truck haulage when material is to be transported a distance of more than about 1 km (3,280 ft.). To verify this assumption, weve constructed a series of production scenarios which examine a room and pillar mine operating through a variety of production rates and primary haul distances. For our work, only the deposit thickness (as opposed to the deposit width or length) was varied to provide the different resource tonnages (and subsequent production rates). This minimized the impact of the haulage costs from the face to the crusher station on the overall project costs.

The results of this evaluation (Figures 2-6) indicate that haul length is indeed a primary factor when truck haulage costs are compared to those of conveyor transport. Though, as indicated by rule of thumb No. 1 and Figures 2-6, production rates have an equally significant impact. As can be seen, above a certain production rate (somewhere near 5,000 t/d), overall project operating costs will be less when a conveyor transports the ore, once a specific haul distance is exceeded (in the scenarios which we examined). In each of the models with production rates greater than or equal to about 5,000 t/d, this distance was somewhere between 1,830 and 3,660 metres (6,000 and 12,000 ft.).

It is critical to note the minor variations from one data point to the next. The curves are typically neither smooth nor uniform. These variations represent a condition that manifests because of the finite availability of machine sizes. Put simply, in some instances a (theoretical) 27.5-inch-wide conveyor may have provided maximum utilization at a specific production rate. But because such a conveyor belt width does not exist, a 30-inch-wide conveyor is selected instead, which provides more than enough capacity. As a consequence, this machine will then be slightly underutilized (and subsequently more expensive in terms of cost per ton), unless the production rate is changed.

Modelling of this type points out the benefits of more detailed analysis. The suite of available sizes for any type of machine is a series of finite options. The conveyor width that the application selected for the 1,000 t/d scenario may provide more capacity than necessary, which is reflected in a higher overall cost. Alternately, it might have selected a truck size in which an additional hauler would be necessary but not fully utilized, thereby increasing the overall project per-ton cost associated with a truck transport scenario.

It is said that conveyor transport costs are typically about 10% of those attributable to truck transport. This statement is vague in that it does not go on to define which costs are included, and if this relationship is applicable to any specific distance. Our analyses tend to dispute this relationship.

On average, over all the scenarios we examined, total per-ton-mile operating costs for conveyor haulage were about 39% of those for truck transport. These costs include the diesel (US$2.65 per gallon) or electricity (US$0.087 per kWh) to propel the truck or the belt, maintenance and repair parts and labour, tires and an operator for the truck, and lubricants. All prices used in our analyses are in terms of 2020 U.S. dollars. If ownership costs are included, the total per-ton-mile operating costs for conveyor haulage averaged 72% of those for truck transport. For these analyses, ownership costs are simply the purchase price divided by the expected life of the machine prior to overhaul or replacement.

The lowest ratio of conveyor transport operating costs to truck transport operating costs (excluding ownership costs) was about 0.26:1 for a scenario in which 15,000 t/d are transported about 500 metres (1,650 ft.). This ratio did not vary much with respect to distance. For a similar scenario in which the material was transported 350 metres (11,400 ft.), the ratio of conveyor transport operating costs to truck transport operating costs (excluding ownership costs) was about 0.3:1. This ratio was as high as 1.19:1 for a case where only 1,000 t/d were transported 350 metres and ownership costs were included.

Rule of thumb No. 4 tells us that the cost of purchasing and installing a long conveyor is roughly equal to the cost of developing the opening through which it will operate. But the term long is not defined. For consistency, the authors chose to investigate this rule of thumb using an adit length of 1 km (3,280 ft.).

The results of this analysis indicate that this rule of thumb primarily applies to projects near in scale to 5,000 t/d ore production. At this rate, conveyor purchase and installation costs are roughly equal to the cost of driving an appropriately sized adit. However, at production rates below 5,000 t/d, the cost of the conveyor is near half the cost of driving the adit. Above 5,000 t/d, the scenario is just the opposite and the cost of developing an appropriate opening tends to be about half the installed cost of the conveyor. Cost differences do begin to narrow as the transport distance is increased; however, the cross over in costs (the point at which they are roughly equal) still seems to occur around 5,000 t/d.

Rules of thumb continue to be a viable source of information when evaluators estimate costs of proposed operations at their earliest stage. They bring a level of practical experience to the estimate that provides a tangible boost in confidence of the results, which is difficult to replicate. However, there are drawbacks. Such rules fail to account for variations in wages and the prices of fuel and electricity attributable to the passage of time and circumstance of location. And with the availability of more and more reliable sources of current (and continually updated) cost information in formats that can provide very timely results, the risks of relying entirely on rules of thumb are increasingly unjustified.

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