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By Christophe Bragard, Rebecca Reeve

The Regional Connector Transit Corridor (RCTC) Project is a 1.9-mile-long metro light-rail extension project that traverses the historical core of downtown Los Angeles, California. This project aims to improve mobility throughout downtown LA with fewer transfers for riders. It is designed to connect two existing rail lines for a more seamless travel. The project consists of twin bore tunnels, three new stations, and is scheduled to be completed in 2022. The design-build contract was awarded to the Regional Connector Constructors (RCC) in 2014, a joint venture of Skanska and Traylor Bros, Inc. with Hatch Mott MacDonald as the designer. One of the challenging aspects of the project was the construction of a crossover cavern in a narrow public right-of-way surrounded by historical structures. RCC used Sequential Excavation Method (SEM) to construct the crossover cavern measuring 287 ft long by 58 ft wide by 36 ft tall. The initial lining of the cavern featured a 12 in. fiber reinforced shotcrete lining. The initial lining was separated from the final lining by a hydrocarbon resistant membrane, as specified by the standard requirements of Metro. The cavern features a cast-in-place final lining with a thickness of 5 ft 9 inches in the invert and 18 inches in the crown and walls. The structure also features a nonload bearing plenum slab and interior walls for ventilation.

Jun 13, 2021

By Z. Hyder, A. Urquidez

"INTRODUCTION The Waste Isolation Pilot Plant (WIPP) is located approximately 26 miles southeast of Carlsbad, New Mexico and is the nation’s first underground geologic repository for transuranic (TRU) and TRU-mixed waste (see Figure 1). The WIPP facility was opened for operation in 1999 when the first TRU waste shipment arrived at the WIPP facility for disposal.WIPP facility does not employ typical production aspects of a conventional mine. Instead, the mining focus is on the quality of the excavation to ensure safe disposal of TRU and TRU-mixed waste (Walls, 1991). GEOLOGY WIPP underground repository is mined within a 2,000 feet-thick bedded-halite formation (Salado Formation) (see Figure 2). The WIPP underground repository is located approximately 2,150 feet beneath the surface near the center of the Salado Formation. Geologic criterion and site-selection factors evaluated for the selection of the repository included topography, depth, thickness, lateral extent, lithology, stratigraphy, structure, erosion, dissolution, subsidence, surface water, aquifers, hydrologic transport, climatic fluctuations, manmade penetrations (U.S. Department of Energy, 1980).FACILITY DESIGN Profit did not play a major role in the WIPP’s conception like in a conventional mine. This was due to the extensive amount of additional regulations and safety controls that had to be built into the WIPP facility. Since it is nuclear and hazardous waste disposal facility, it must meet certain federal and state requirements for TRU-mixed waste. One of the major regulatory drivers for the WIPP facility is defined in the WIPP Land Withdrawal Act (LWA). One of the requirements in the WIPP LWA requires the DOE to submit documentation of continued compliance with Title 40 CFR Part 191, Subparts B, and C. These standards are regulated by the Environmental Protection Agency (EPA). The DOE must submit documentation of continued compliance (recertification) with these regulations every five years. In addition to the LWA, the Resource Conservation and Recovery Act (RCRA) is another major regulatory driver for the WIPP facility. Since the WIPP facility is categorized as a “Miscellaneous Unit” under 40 CFR, it must meet extensive environmental performance standards. These standards are defined in the WIPP Hazardous Waste Facility Permit (HWFP). The HWFP defines the terms and conditions that the Secretary of the New Mexico Environment Department has determined necessary to protect human health and the environment (U.S. Department of Energy and Nuclear Waste Partnership LLC, 2015)."

Jan 1, 2017

By Daniel Tao, Jike Qiao, Hao Ren, Feifei Ji, Gonglun Chen

The floatation of niobite was studied using a number of collectors at various dosages and solution pH’s. Octyl diphosphonic acid was found to be an effective collector for niobite flotation with good selectivity. A flotation recovery of 91.2% was obtained with 140 mg/l octyl diphosphonic acid at pH’s less than 5.0. Infrared absorption spectroscopy (IAS) and X-ray photoelectron spectroscopy (XPS) were used to characterize the interactions of niobite with octyl diphosphonic acid. Species distribution diagram of octyl diphosphonic acid and niobium species was used to elucidate the flotation behavior of the mineral with octyl diphosphonic acid. A chemical adsorption mechanism of niobite with octyl diphosphonic acid was proposed. Keywords: octyl diphosphonic acid, electrokinetic measurements, niobite flotation, XPS.

Jan 1, 2005

By M. Newton

Optimization and sensitivity analysis of mineable economic volumes have been standard practise for open pits for many years now, and more recently software has become available to apply techniques for delineating mineable reserves for underground mines. In general these techniques have been applied to a single resource model to quantify mineable tonnes and grade for underground mining. However by using multiple conditionally simulated models both the risk associated with the mining parameters and the risk associated with variations in grade, tonnes and profit can be quantified. Using suitable software the mine planner can then easily and quickly define and compare alternative designs to assess and improve the robustness of and the confidence in the final design.

Jan 1, 2007

By R. W. Ballmer

Bingham Canyon lies in the heart of the Oquirrh Mountains, 25 miles southwest of Salt Lake City, Utah. In it is located the world's largest open-pit copper mine, owned and operated by the Utah Copper Division of Kennecott Copper Corporation. From the beginning of open pit mining operations in 1906 until 1963, the pit haulage, or materials transportation, was primarily by rail. In 1963, phase-in of a truck haulage system in the upper two-thirds of the pit was begun. The details of that conversion, its associated problems and the resulting pit operation have been covered in an earlier paper.1 The purpose of this paper is to discuss various factors for consideration in transportation system selection, and to discuss some of the alternatives considered prior to making the change from rail haulage to truck haulage for a portion of Bingham Canyon.

Jan 1, 1968

By ERIK CHARRIER, HUGH MILLER, JOSEF BOURGEOIS

In this study, a unique excavation system was characterized using waterjet technology as the primary tool for material removal during rehabilitation of reinforced concrete and shotcrete structural liners. Through empirical testing, this research seeks to validate the hypothesis that waterjet removal of these support systems will result in less unintended damage than conventional removal methods. The intent is to develop a viable technology that will reduce the collateral damage caused to surrounding liners during excavation, improve the adhesion between shotcrete and the substrate for longer lasting ground support, and improve overall safety for workers in underground environments. An analysis on the fracture mechanisms and operating parameters of each method was completed. Instrumented shotcrete panels were physically tested and examined through visual inspection and ground penetrating radar (GPR) to compare substrate damage according to each testing method. After testing was completed, the data strongly indicate that waterjet cutting causes less collateral damage to the surrounding intact liner and substrate than conventional impact hammers. This research is intended to provide a scientific basis for additional applied research in the rapid excavation and repair of shotcrete support systems.

By T. W. Camm

"As engineers, we are trained to use logical, rational problem solving to insure our mines operate at maximum efficiency. We tend to use the same technical approach to design safety into all mining systems. This works well for machines, but not so much for the human component. Recent insights in the field of behavioral economics provide useful ideas for addressing the fact that we are driven by emotions more often than by rational thought. Understanding the nonrational aspect of human behavior is an important piece of any safety system design. INTRODUCTION The most common economic model is based on humans making rational decisions; that given the proper information, we will make a logical, rational decision based on what is best for ourselves (Ariely, 2009, p. xviii). In many cases this is an accurate description of how we make decisions. As an engineer, I was trained to apply the precision of mathematics and logic to solve problems. As an engineering professor, I now teach this approach to bright young minds preparing them for a life of professional effectiveness as practicing engineers. That said, we are not only rational. Daniel Kahneman, winner of the Nobel Prize in Economics, describes a model for how we think (Kahneman, 2011). System 1 is the part of our mind that is fast, intuitive, and emotional; while our logical, slower, and deliberative mind is System 2. According to Kahneman’s model, System 1 runs automatically, most of what you think and do originates in System 1. System 2 takes over when things get difficult, including the application of math and logic, and the resolution (or avoidance) of conflict. As engineers, we would typically assume that we operate in System 2 mode most of the time. This is where the model becomes useful, for Kahneman points out two important aspects of the dynamic between the two systems in our mind. First, System 1 has biases, systematic errors that lead to answering questions with an easier answer (rather than a right answer) before System 2 is engaged. Second, we can be blind to the obvious, and also be blind to our blindness. Complicating things further, System 1 cannot be turned off (Kahneman, pp. 24-25)."

Jan 1, 2015

By Günter Huber, Bruno Mattle, Helmut Westermayr, Daniel Spöndlin, Max John, Nejad Ayaydin

PROJECT DESCRIPTION Alignment The Strenger Tunnel forms part of the S16 four-lane expressway between Landeckand Bludenz. The construction of this important East-West connection started in 1973with the Arlberg Road Tunnel as its key constituent. Beginning in 1992, solutions for the section between Pians and Flirsch were investigated. Efforts to conserve nature and to avoid potential avalanche and landslide areas led to a solution detouring the villages in the Stanz valley. The starting points were predetermind by the intersections at Pians in the East and at Flirsch in the West. As a result of the expected traffic load and the comparatively high gradient of 2.9%, both one-way, two-lane tubes were constructed at once. The north tube is 5.851 m long, the south tube 5.775 m, see Figure 1. Layout of Tunnel Cross-Section The tunnel cross-section was determined by 2 × 3.75 m wide, 4.70 m high roadways, two sidewalks and sufficient space for two fans above the clearance

Jan 1, 2005

By Rambabu Pothina, Rajive Ganguli

The economics of a mineral-processing circuit is dependent on the numerous sensors that are critical to optimization and control systems. When a sensor goes off calibration, it results in errors that can have a severe impact on plant economics. Classical statistical approaches fail to detect when errors are “subtle,” unless they grow and become large enough to be “gross,” whereas methods based on signal processing and artificial intelligence fail in dealing with the complexity of process fluctuations. Due to the sheer volume of sensors, undetected errors are not remedied until the next calibration, which on average are a year apart across all industries [1]. This research aims to detect such subtle errors (2 percent bias) in shorter time spans of about a month — rather than wait for errors to grow — using innovative data-mining techniques and algorithms.

By John Rajala

The Otjikoto Gold Mill was commissioned during November–December 2014 as Namibia’s first new gold producer in 30 years. Its operations consist of surface mining with a modern gravity/carbon-in-pulp mill for ore treatment and gold recovery. The initial mill design capacity was 2.5 Mt/a. Its capacity was expanded after nine months of operation to 3.1 Mt/a, and process performance has significantly surpassed design expectations. After startup, the Otjikoto Mill’s throughput and gold recovery ramped up quickly, with both parameters exceeding design after only two months of operation. The robust process performance continued into 2019, with key performance indicators (KPIs) eclipsing design values in almost every aspect of mill operation. The Otjikoto Mill’s gold recovery is exceptionally high, exceeding 98 percent every year following startup, especially considering the low-grade nature of the deposit.

By D. Nutakor

The ability of computers to create synthetic representations of the real world in virtual reality offers a number of opportunities to enhance training methods used in the mining industry. Unfortunately, the training effectiveness of virtual reality systems currently used in the mining industry has received only limited testing. Miner Simulation (MinerSIM), an augmented reality system with integrated hypermedia suitable for training underground miners in the basics of using a jackleg drill to install rock bolts in a virtual mine environment is in its evaluation process at the University of Missouri-Rolla Experimental Mine. This paper discusses evaluation methodologies of the MinerSIM system, which consists of experimental and control groups with control students learning via traditional lecture and text formats. Preliminary results from usability tests of the first part of MinerSim, which is an online tutorial on underground rock bolting, are presented.

Jan 1, 2008

By Liming Yuan, Isaac Zlochower, RICHARD THOMAS, Thomas H. Dubaniewicz, Teresa Barone

Mining vehicle manufacturers are developing lithium-ion (Li-ion) battery electric vehicles as an alternative to diesel-powered vehicles. In gassy underground mines, explosion-proof enclosures are commonly used to enclose electrical ignition sources to prevent propagation of an internal methane (CH4)-air explosion to a surrounding explosive atmosphere. Li-ion batteries can create pressurized explosions within sealed enclosures due to thermal runaway. Researchers at the U.S. National Institute for Occupational Safety and Health (NIOSH) measured thermal-runaway pressures of lithium iron phosphate (LFP) cells as a function of free space within sealed enclosures and observed an inverse power relationship. A well-confined cell produced 4260 psia (294 bar) of pressure during a thermal runaway, far exceeding minimum pressure containment specifications for conventional explosion-proof enclosures. Results indicate that adding enough free space surrounding LFP cells can reduce thermal-runaway pressures to levels below that expected for CH4-air ignitions. Measured thermal-runaway temperatures were below the minimum autoignition temperature of CH4-air.

By B. Slaker, M. M. Sears, G. Rashed

Ground falls represent a significant hazard at underground mines in the stone, sand and gravel (SSG) sector in the United States. Researchers from the U.S. National Institute for Occupational Safety and Health (NIOSH) are conducting detailed investigations into the complex loading conditions at underground stone mines operating in challenging conditions. This paper presents the application of numerical modeling to analyze pillar and roof stability at a dipping underground limestone mine.

By T. Geyer

The Carbon Disclosure Project (the pre-eminent global initiative for institutional investor collaboration on climate change) groups the business risks (and opportunities) related to climate change into four categories: 1. Regulatory risks from tightening legislation (and opportunities for companies that can make the carbon market work for them), e.g. rising costs for carbon and energy-intensive processes. 2. Competitive risks & opportunities generated by a possible decline in customer demand for carbon/energy intensive products (and opportunities from a consequent rise in demand for efficient / low carbon products). 3. Reputational risks from perceived inaction on climate change (and benefits to those perceived to be ?solutions providers?). 4. Physical risks from changes to climatic patterns, e.g. asset damage from extreme weather events; project delays; water scarcity; resource risks as certain crops become no longer viable in certain areas and new supply chains become necessary; and potential human and socio-political impacts. All of these are already having repercussions for businesses in certain sectors and geographies. The understanding of specific impacts of climate change is still evolving but it is clear that climate change will have a material impact on the value of many businesses, either directly or indirectly. Many commentators and analysts consider that rising energy costs are likely to represent the most direct and immediate investment risk that climate change and the resulting regulatory responses will create for business in the near term. However, it is already possible to identify numerous examples of competitive and reputational risks and opportunities that are leading to significant value creation or destruction in business: the success of the Toyota Prius; the rush by the UK?s leading supermarket retailers to ?green? their brands; and the surging fortunes of companies involved in the manufacture of renewable energy generation equipment, are all manifestations of this trend. In addition, the potential physical impacts of climate change are also making themselves felt in certain sectors: an example is the Australian wine industry, suffering after an extreme and prolonged period of drought. THE PROJECT This paper describes a project undertaken for a multinational mining company to examine the physical risks from climate change across its international business operations. The study addressed 163 components of the business and included operating sites (mines, smelters, and refineries), key transport routes (road and rail) and port links. The inclusion of the transport networks and ports is extremely important; key transport routes (e.g. a key railway link) may often be impacted (e.g. by flooding) far more than individual sites due to their large geographic exposure and multiple potential failure points. Extreme weather events causing loss of life and major economic damage continue to be front page news. According to the World Meteorological Organization, January to July 2007 ?was marked by record weather extremes in many regions across the world.? Inevitably, the associated phenomena are starting to impact business and investments, not so much as deal breakers, but in changing the parameters of risk management and the approaches required to devise mitigation measures. EXAMPLES OF EXTREME WEATHER EVENTS No one event can be presented as directly attributable evidence of climate change, however climate change projections suggest that the frequency and severity of many extreme weather events can be expected to increase in a warming world. In August 2003, a heat wave struck Europe, with temperatures as high as 42°C (108°F). As summer temperatures in much of northern Europe rarely exceed 30°C (86°F), the area was unprepared for the disaster, and many thousands of deaths occurred. In August 2005, Hurricane Katrina caused catastrophic damage along the Gulf Coast of the United States, forcing the effective abandonment of south-eastern Louisiana (including New Orleans) for up to two months and damaging oil wells that resulted in increased oil prices. Katrina killed over 1,800 people and caused at least $75 billion in damages, making it one of the costliest natural disasters of all time. This was followed in September, by Hurricane Rita which left 119 people dead along the U.S. Gulf Coast, causing $9.4 billion in damage. In January 2006, hundreds of people were killed when Russia, Eastern Europe and Scandinavia experienced the coldest weather for decades. In summer 2007, dramatic floods in the south central region of England, UK left 350,000 people without drinking water and many without electricity. Transport infrastructure was severely disrupted; combined with floods which occurred earlier in the summer in Yorkshire (North England), the damage is estimated to total over £2 billion. ASSESSING RISKS FROM CLIMATE CHANGE To date, only a minority of companies have attempted to quantify the risks from climate change. However, investors are seeking greater disclosure of climate change related risks and opportunities and it is expected companies that can demonstrate they are prepared for climate change will attract higher market valuations. Climate Change Threats A variety of climate change threats were examined for their potential to have a potential measurable impact on the mining company?s business operations. Those considered most significant were included in the study and are shown in Table 1 (see Appendix A). Certain threats can be considered as being cyclical in nature and the future predictions may suggest a change in the frequency and severity of such events (e.g. storms/hurricanes, rainfall, drought). However other threats are associated with a gradual change over time (e.g. loss of glaciers, loss of permafrost, sea level rises). A slightly different approach is needed to address this differing nature of the threats, as described subsequently. Climatic Regions Much of the research and data associated with climate change is collected and reported on a regional basis. An example of the climate change impacts predicted for a number of climatic regions is shown in Table 2 (see Appendix A).

Jan 1, 2009

By Z. Henderson, J. Saylor, L. R. Mendoza

"Diesel particulate Matter (DPM) is a byproduct of fuel combustion in diesel engines. It is classified as a carcinogen, with associated respiratory and cardiovascular health effects. The composition, size, and concentration of DPM is dependent on factors such as engine type, loading and fuel composition. Though a number of DPM abatement and control strategies currently exist, particularly in underground mining environments, occupational exposures remain a serious health concern. As a novel abatement approach, DPM scavenging by fine water or “fog” droplets has been proposed and a laboratory set-up has been built to test the efficacy on engine exhaust. Here, we describe a series of tests that varied engine load, system flow rate and fog drop number density. While none of these factors had overwhelming effects on the results within the ranges tested, the improvement in DPM mass removal attributed to the fog treatment was about 45% on average in comparison to no treatment. INTRODUCTION Diesel engines have seen widespread use for well over a century due to their relatively high thermal efficiency and fuel economy1. More recently, however, adverse health risks of diesel exhaust have become increasingly clear. Many of these risks are associated with the physical and chemical properties of exhaust components1–3. The term diesel particulate matter (DPM) is used to refer to the solid components of diesel exhaust, which are a mixture of elemental and organic carbon (EC and OC) and minor constituents including sulfates and metal ash3. The OC fraction of DPM results from unburned fuel and lube oil, whereas EC or soot is formed during the combustion of locally rich regions within the fuel. DPM is classified as a carcinogen6,7 and epidemiological studies have demonstrated a positive correlation between long-term exposure to DPM and other combustion-related fine particulate and increased cardiovascular and pulmonary diseases8,9. Diesel engines operate in relative fuel rich/oxygen lean conditions and are characterized by relatively high emissions of particulate as compared to spark-ignition engines2,3,10. Typically, these emissions range from 107 – 109 particles/cc and cover two primary size ranges: the nuclei mode where particles have diameters less than about <50 nm, and the accumulation mode where diameters are from about 50-10,000 nm. Most OC resides in the nuclei mode as semi-volatile compounds, while most EC is in the accumulation mode3. The physical and chemical properties of DPM vary with the type of engine, fuel (e.g., petro- vs. bio-diesel) and operating conditions such as loading (i.e., a function of torque and rotational speed)2,3,9,11,12. Loading is a particularly important factor with respect to DPM toxicity9,13,14, and on the effectiveness of after-treatment technologies2,3,15. Engine load alone can affect the EC/OC ratio, and the size distribution and number density of DPM. For diesel engines, the load is roughly proportional to the equivalence ratio3, defined as the actual fuel/air ratio over the stoichiometric fuel/air ratio for complete combustion. Light loads generally favor the formation of OC and small particles. As load is increased the volatiles are oxidized leading to larger soot particles (i.e., EC), but lower total number density of DPM. With further loading, the formation of soot offsets the decrease in volatiles, resulting in increased DPM mean size and number density3."

Jan 1, 2017

By Erik Sundström, Magnus Nygren

The study explores the influence and consequences of safety initiatives on the development of safety cultures in the Swedish mining industry. It involves interviews with experts from four mining organizations, highlighting themes such as organizational structures, safety leadership, feedback, and communication.

Nov 1, 2023

By Andrew B. Cecala, Emily J. Haas, Jay F. Colinet

Researchers from the U.S. National Institute for Occupational Health and Safety (NIOSH) studied the impact of an unregulated dust control technology (the Helmet-CAM) and a regulated dust control technology (the continuous personal dust monitor) within a sociotechnical system (STS) framework to mitigate respirable dust sources. The results address how to best incorporate the overarching principles of meta-design STS during the technology integration process. Specifically, quantitative and qualitative data show that a prominent focus on the social factors within an STS framework could help reduce organizational unpredictability and may improve communication within the system to help reduce technology adoption time.

By Mir Ahmad Mohammadi

Land uplift due to mine flooding has become a significant challenge with extensive historical mining activities, particularly in Germany’s Ruhr district. The cessation of coal mining operations has led to a gradual rise in groundwater levels, altering geotechnical and hydrological conditions and causing surface uplift. This study develops a system dynamics (SD) model to investigate the dynamic interactions of influential variables such as groundwater levels, total stress, porosity and permeability with land uplift over time. The model integrates causal loop diagrams (CLD) and stock flow diagrams (SFD) to comprehensively understand the system’s behavior. SFD illustrated that for a 10 percent increase in groundwater level, the land uplift increased by about +6 percent, and a rise of 200 percent in total stress caused an 18 percent increase in effective stress, which decreased the land uplift by about 20 percent. This study highlights the importance of dynamic modeling in informing land-use planning and mitigating the long-term impacts of land uplift after mine closures.

Mar 1, 2025

By John W. Sweeney

Florida is usually thought of as a vacation State, not a mining State, yet Florida has been the leading producer of phosphate rock in the United States for 85 consecutive years and in 1978 supplied over 80 percent of the national output and over 30 percent of the world&apos;s output. It is estimated that the Central and South Florida phosphates contain 412,800 short tons (374,000 metric tons) of U308, that 115,000 short tons (104,000 metric tons) of U308 will be contained in the wet-process phosphoric" acid procsssed in the United States through the year 2000, and that 54,000 short tons (49,000 metric tons) of U308 will be available from Florida. In 1978, two companies in Florida and one in Louisiana went on-stream recovering uranium oxide from wet-process phosphoric acid and three others started construction of U308 extraction facilities. These six companies will have the capacity to recover 2,137 short tons (1,900 metric tons) of U308 annually in 1980, which will account for about 15 percent of our domestic requirements.

Jan 1, 1979

By SUHAINA ISMAIL, NORLIA BAHARUN, SHAIK ABDUL RAHMAN, WAN NUR SYAFIQAH ANUAR, MOHAMMAD REZAEI ARDANI

Refractory gold ore contains sulfide minerals like pyrite, chalcopyrite and sphalerite that are difficult to be directly leached by cyanidation or by lixiviants such as thiourea and halides. In such cases, it is necessary to perform oxidative pretreatment of the ore to oxidize the sulfide matrix, and gold particles can be exposed to the solution during the leaching process [1]. In recent years, hypochlorite and chloride solutions have been introduced as alternative materials for hydrometallurgical methods of gold extraction instead of cyanide solution [2]. A previous study by Hasab et al. [3] reported that the gold dissolution rate in hypochlorite solution was higher than in the cyanidation process, due to the presence of hypochlorous acid (HOCl) as a strong oxidizing agent. In a hypochlorite leaching system, the change in pH can influence the presence of oxidant species in the solution: the hypochlorite ion (OCl−) is stable in pH greater than 7.5, HOCl can be found in pH between 4.0 and 7.5, and aqueous chlorine (Cl2 (aq)) is the predominant oxidant when pH is below 4.0. As HOCl is the most effective oxidizing agent for gold extraction, pH should be maintained in the range of HOCl stability [4].