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By A. W. Khair, S. S. Peng

Discussion by J. Parker Gentlemen; Rainy day in Upper Michigan, a good time to catch up on reading. Am doing that, and have a couple of questions concerning the K and P paper on roof problems and supports. I wonder if the authors can enlighten me. The compressive strength of the coal was reported as 4.4 MPa (633 psi) and compressive stresses measured in the coal seam were reported at around 27.6 and 48.2 MPa(4000 and 7000psi ). Can such a soft coal actually contain such a high level of stress? Can it be measured as if the material were elastic, or does the coal behave plastically? Can that stress level be confirmed with hydraulic load cells? And if the coal is so soft, and if it is plastic, why is the stress field not hydrostatic'? The intact roofrock appears to be unusually strong, with compressive strength reported at around 145 MPa (21,000 psi), and some failures were noted as soon as the rock was exposed. Were tests run to find out how that rock responded to the addition of moisture, from sprays or from humid air? Did moisture weaken the rock? Did it cause the rock to expand quickly, thus to induce internal compressive stress? How can the near-vertical cutters, as shown in the photographs, be attributed to primarily horizontal stresses? Did the cutters follow any particular pattern in the development panels, which might be related to a particular stress pattern? For example, did they always appear alongside the stiffest pillar? Or always along the northwest rib? Was there any evidence of the pillars and entries "rotating" under the influence of differential horizontal stresses? How much did the entries and pillars rotate as the longwall face approached and passed? After rooffalls, did the openings assume shapes which would indicate a preferred shape in that stressfield and geology? Did crosscuts always survive without damage, as shown in the sketch?

Jan 1, 1992

By Otto Braach, Wolfgang Frietzsche, Erdogan Gürkan

The Westerschelde Tunnel is located in the south of the Netherlands and links the two parts of the Provinces of Zeeland, Zeeuws-Vlaanderen and Zuid-Beveland, which are separated by the Westerschelde. Road traf?c has up till now taken the detour via Belgium or crossed by ferry. This unsatisfactory transport link signifies major economic disadvantages above all for Zeeuws-Vlaanderen. The first fixed link for road traffic between the communities of Terneuzen and Borsele are to be created by means of the two 6.6 km long tunnel tubes down to 65 m below sea level.

Jan 1, 2003

By Sathit Tandanand

Geological differences among various coalfields restrain the applicability of subsidence prediction using existing European methods. To modify these methods for domestic conditions, the Bureau of Mines, U.S. Department of the Interior, developed a method of assessment to evaluate the lithological effects on subsidence in the Northern Appalachian basin by examining data collected from 16 longwall panels in the coalfield. The assessment is partially completed, and the results to date show that the ratio of maximum subsidence to the extraction thickness, known as the subsidence factor, can be expressed in terms of the width-to-depth ratio by a simple exponential equation which has a coefficient tentatively considered as the subsidence index. This index varies with the lithology of a particular site and can be expressed in terms of the percent distribution of weak and strong rocks in the overburden.

Jan 1, 1982

By Ruipeng Qian, Pengfei Wang, Guorui Feng, XianJie Du, Jun Guo, Yuxia Guo, Tingye Qi, JinWen Bai

"A numerical modeling was conducted to describe the behavior of overlying strata on the longwall top coal caving face for exploitation of a 16.8 m thick coal seam. Three typical structural models, including the Cantilever Structure (CS), Lower Cantilever and Upper Hinged Arch Structure (LC&UHA), and Lower Arch and Upper Voussoir Beam (LA&UVB), were developed. Based on mechanical analysis of the different structures of the key strata, and considering the behaviors of the broken igneous rock strata, a method was proposed and applied to estimate the structures of the overburden strata. The results had been verified by a field micro-seismic monitoring test. The paper provides a foundational method to determine the shield loadings for the top coal caving longwall face.INTRODUCTIONLongwall top coal caving (LTCC) is a highly productive underground mining technology which has been widely applied to the exploitation of the thick coal seams in China and other countries due to its high efficiency (Ju and Xu, 2013; Ju, Xu, and Wang, 2011; Liu et al., 2009). In recent years, a large amount of research on mining pressure forecast, strata control, and mechanical equipment improvement of the LTCC technology has been carried out, which greatly advances the field application of the technology (Liu et al., 2009; Yu, 2016; Dou et al., 2014; Feng et al., 2011; Chen and Li, 2011; Yin, Yan, and An, 2008). In 2006, the LTCC technology was first applied to the exploitation in a 20 m thick coal seam at the Tashan Coal Mine in China (Yan et al., 2011). Ten years of mining at the Tashan Coal Mine has highlighted the importance of the support management in controlling the roof strata on the extra-thick LTCC face. The mining pressure is closely related to the structural features of the overlying strata and its movement laws (Yu, 2016; Dou et al., 2014; Feng et al., 2011). However, the distributions of three zones—caving zone, fracture zone, and deformation zone—on the fully mechanized caving longwalls changed significantly with the increase in thickness of the coal seam (Chen and Li, 2011). The behavior changes of the roof strata led to abnormal pressure in the mining face and resulted in the difficulty of surrounding rock control (Yin, Yan, and An, 2008; Liu et al., 2009; Yan et al., 2011; Gong and Jin, 2008). Therefore, the theoretical research focused on the behavior of overlying strata to reveal the laws of mining pressure has important theoretical significance and practical value.Many classical studies (Qian and Shi, 2003; Feng, 2010; Yu, 2015; Yu, Yan, and Liu, 2012) had been done to describe the behavior of overlying strata in the mining process. It has also been reported that magma intrusion causes an important effect on the surrounding rock, coal, and methane (Wang et al., 2005; Liu et al., 2007). On the one hand, the property and structure of the coal seam was obviously changed by the magma intrusion and resulted in a potential danger of a gas outburst during the mining process (Chen et al., 2012; Wang et al., 2014). On the other hand, the hard igneous strata and the joints occurred with the magma cooled, causing an abnormal behavior of overlying strata and resulting in a series of dynamic disasters during mining (Xuan, Xu, and Lu, 2014; Lu et al., 2016). In fact, many coal fields in China are intruded by igneous sill, including the Datong, Shuozhou, Huainan, and Xuzhou coal fields (Chen et al., 2014; Wu, 2011). The 3–5 coal seam at Tashan Coal Mine in Datong coal field is very thick and is intruded by a large area of layered lamprophyre rock. Face falls and shield failures occurred frequently during the face retreat."

Jan 1, 2019

By Brain W. Lawrence

Sublevel stoping generally is a large-scale open stoping method. It sometimes is referred to as long-hole or blasthole stoping. This method usually is applied to strong ore bodies that require minimal support and are surrounded by strong country rock. The ore body should be fairly regular in shape and well-defined. The dip of the footwall normally should be sufficient to allow broken ore to gravitate freely, although the method has been adapted successfully to mine some of the flatter ore bodies. Sublevel stoping is not dependent on the width of the ore body. Widths of less than 6 m (20 ft), however, make the utilization of long-hole drilling techniques more difficult. The main criteria for sublevel open stoping are competent ore and stable host rock, regular ore boundaries, and a footwall dip that exceeds the angle of repose of broken ore. Basically, the method entails providing access to the ore body at various subintervals between the main haul- age levels in order to drill and blast the intervening ore. Stope drilling is carried out from drilling drifts on the sublevels, and the ore is blasted in slices towards an open face, which generally is vertical on the downholes and may be inclined towards the open face for the up holes. The blasted ore gravitates to the bottom of the stope and is collqcted through drawpoints. Fig. 1 illustrates a typical sublevel stoping mine. The method requires extensive ore body development with relatively high capital expenditures. How- ever, much of the development is in ore, and production costs are comparatively low. Productivity rates are in the 13.6 to 27.2 t (15 to 30 st)/manshift range. The drilling, blasting, and loading operations are performed independently, and equipment utilization is high. Large outputs can be obtained with few units and limited personnel. Dilution with waste rock may occur if ore boundaries are irregular or if caving occurs, but 100% of the ore within the stope usually is recovered. Pillar recovery sometimes is a problem. It is at this point that most of the waste dilution occurs. At the time data was gathered for this report (1973), the sublevel open stoping method was used by more than 21% of the metallic ore mines in the US (9 out of 42 mines producing 1088 + t/day (1200 + stpd) and provided more than 12% of the total metallic ore production from these mines. DEVELOPMENT Access to a sublevel open stope mine is gained by a slope or shaft that is normally sunk in the footwall of the ore zone, away from any possible effects from blasting or other production operations in the stoping process. Main level interval is selected and usually varies from 45.7 to 121.9 m (150 to 400 ft), depending on the vertical extent of the ore body, the number of drawpoints required to maintain output, and the eventual stope height. The main haulage drifts are located at the bottom of the stope horizon, either directly in ore or in the footwall, with access crosscuts at intervals. Raises are driven up through the ore to connect to the level above and provide access and ventilation to the sublevel drilling drifts, which are driven horizontally in the ore for the length of the stope. Depending on the drawpoint system to be used, the stope is either undercut by a raise-and-cone system, from a scram or slusher drift, or simply provided with a drilling drift from which access is made at intervals to the main haulage level. A raise driven either at the end or in the middle of the stope (if stope access is from both ends) provides a start for opening up a vertical slot across the stope to establish a free or open face for long-hole drilling and blasting. Sublevel stoping has proved to be a relatively safe and economical system.

Jan 1, 1982

By Suresh K. Bhatt

A mathematically simulated modeling technique is used in this U.S. Bureau of Mines paper to represent a hypothetical mining operation with existing mining technology and prevalent mining costs. Mining scenarios are prepared and evaluated for potential benefits and costs available through computer-assisted mining. Base criteria, parameters, and methodology are described.

Jan 1, 1991

By L. Wilfley, G. A. Calboreanu

"Wear resistant 25% Cr hard cast iron is a heterogeneous material containing 1,600 HV hard chromium carbides embedded into martensitic matrix. It is the most used cast alloy in wear operations of mining industry, chemical industry, fracking, etc. During the last decade the hard iron manufacturers increased wear resistance in the following ways: • Reduce / eliminate harmful retained austenite and chromium + carbon depleted areas especially within eutectic carbide cells. In Max5A the improved 25% Cr alloy brittle carbide eutectic cells are removed which increases toughness. • Delay delamination between chromium carbides and matrix particularly during sliding abrasion wear. Delamination commences at the weakest chromium carbide – matrix contact lines exposing chromium carbide to localized bending stresses which gradually chip carbides away. Once the chromium carbide base is removed accelerated wear degradation occurs. • Evenly randomize and avoid discontinuities in the chromium carbide network. When chromium carbides are perpendicularly positioned to the wear surface wear rate is minimized. On the contrary the highest wear rate takes place when 3D oriented chromium carbides are parallel with the wear surface. In this case chromium carbides cover top network discontinuities being just matrix supported which leads to rapid carbide cracking. The new hard iron discussed in this paper fulfils and exceeds the above requirements increasing the casting service life around 250% in various wear operations. Physical and mechanical properties of Max5A are compared with well manufactured Industry Standard 25% Cr hard iron. The paper presents practical accomplishments obtained in the USA, South America and India. INTRODUCTION The chemical composition of Max5A and Industry Standard 25% Cr are identical like specified by ASTM A532 Class III Type A requesting C = 2.0-3.3% and Cr = 23.0-30.0%. Manganese, silicon, nickel, molybdenum and copper contents are limited by maximum accepted quantities.[1] According to published data the eutectic chromium carbides chemical composition of 25% Cr hard iron is Cr = 54% and C = 8% which indicates strong depletion of chromium and carbon along chromium carbide - matrix interfaces. [2] The optimized Max5A microstructure has minimized retained austenite, is devoid of harmful carbide eutectic cells and has the most advantageous chromium carbide and secondary chromium carbide morphology. This favorable microstructure increases wear resistance, mechanical properties and corrosion resistance. The paper compares the Max5A microscopic features and mechanical – physical properties with similar properties of high quality Industry Standard 25% Cr."

Jan 1, 2017

By Christopher J. Bise

INTRODUCTION Face haulage in underground mines and pit haulage in surface mines are the principal domains of rubber- tired haulage vehicles. In underground mines, cable- reeled or battery-operated shuttle cars and diesel-powered load-haul-dump vehicles are used; trucks are primarily used in surface mines. Although many concerns go into the selection of rubber-tired haulage vehicles, such as clearance and tire life, the most important factor from a mine-planning standpoint is the production capability of the vehicle in the mine environment. Therefore, this chapter will address this topic. UNDERGROUND FACE-HAULAGE VEHICLES The selection process for underground face-haulage vehicles is, in some respects, much simpler than that of the other haulage systems discussed to this point. It is simpler because these vehicles, which transfer the mined material from the face to the intermediate haul¬age system, are manufactured in various size ranges to cope with the confinement of underground opening widths and heights. However, since these vehicles oper¬ated in an intermittent fashion in conjunction with a constantly advancing face, the system's lack of perma¬nence and overall dynamic nature create a more diffi¬cult situation for predicting productivity. The emphasis in this section will be on prediction of productivity. There are three fundamental steps that must be taken to analyze the productivity potential of any face¬haulage system: l) Recognize the geologic (seam thickness, etc. ) and mining (opening widths, etc.) constraints that affect the velocity/clearance aspects of the haulage equipment, and select equipment from manufacturers' specifications with these con¬straints in mind. 2) Secure the elemental times of the face-haulage system. 3) Incorporate the elemental times into an accepta¬ble mine plan. By recognizing the geologic and mining constraints that affect the system layout, parameters, such as vehi¬cle payload, tonnage to be hauled per cut, and haulage distances, can easily be determined. Elemental times can be developed in two ways: 1) In an existing operation, a time study of the dynamic system can be conducted by placing three time-study engineers at the following static locations; (1) near the loading machine, (2) near the change-out point outby the face, and (3) near the dump. By synchronizing their watches and recording the actions of the haulage vehicles at these three locations, their time studies can be reduced to provide elemental times, such as vehicle tram rates (empty or loaded), vehicle discharge times, and loading rates. 2) In the absence of an existing operation, average values for the elemental times can be provided from other mines operating in similar condi¬tions, or by the manufacturers themselves.

Jan 1, 1986

By Jozef Stachulak

Prof. H. Bystron: "An Application of the First Law of Thermodynamics to Winter Dry Air Flow in Mr. Stachulak's Mine Model". [ ]

Jan 1, 1980

By Aditya Rana, A. K. Mishra, M. M. Singh, N. K. Bhagat

Many cases of derailments, train accidents and traffic interruptions due to the slope failure and rockfall have been reported in the past on Konkan Railway trackline because of unstable rock slopes. The authorities installed stability enhancement measures such as wire netting, rock bolting and shotcreting which were found insufficient. The failed geotechnical measures prompted authorities to excavate the unstable slopes. Rock blasting is generally not preferred for the excavation of slopes along the transportation route. Stabilisation and widening of slopes by blasting need closure of the route for a considerable time. Discontinuing traffic on Konkan Railway route was undesirable as it connects two important port cities Mumbai and Mangalore. The paper presents an innovative directional controlled blasting (DCB) technique for excavating three unstable slopes (i.e. cuttings) in hilly terrain without disturbing the traffic. New empirical formulae for small geometry blasting to estimate burden and throw have been developed. A unique sequence of firing and excavation with powder factor varying between 0.04 and 0.39 kg/m3 irrespective of the actual free face was used for rock blasting. The process controlled the throw of blasted material over the track and resulted in a smooth and stable wall. The slope angle has been changed from 80 to 82° to 45–47° and probability of wedge, planar and toppling failures was eliminated. About 100 such accident-prone slopes (52 km cumulative length, 7% of total route) situated at discrete locations along Konkan Railway route were stabilised using the technique. No incident of rockfall and slope failures along these slopes has been observed after the stabilisation.

By Robert T. Beckman

Education of inspection and operating personnel is essential to protection from radiation hazards in the mining industry. For over 10 years, MSHA has presented the only formal course on radiation measurements and control available to the mining community. Course objectives and content are described in this paper.

Jan 1, 1981

By D. W. Park

Artificial intelligence has emerged over the past two decades as an important problem-solving tool including techniques such as expert systems, neural networks, tree classification, fuzzy logic, genetic algorithms, etc. These methods can be employed to solve rock mechanics and ground control problems associated with the highly complex nature of rock masses and ground conditions. A current study at the University of Alabama focuses on development of an artificial intelligence system for real-time interpretation of the data collected from longwall monitoring stations, and development of an early warning system for prediction of undesired conditions and prevention of longwall-mine instability problems. This paper describes a ground control management system using UALSAS (The University of Alabama Longwall Stability Analysis System), which is being developed to facilitate maintenance, on-line analysis, prediction, and includes an early warning system. A detailed framework of computer algorithms and their applications are also discussed. The successful application of these artificial intelligence techniques will contribute to a safer and healthier mining environment.

Jan 1, 1995

By R. J. McGregor, Deepak Malhotra

Engineers frequently encounter situations where decisions that are counterintuitive to the logically trained engineering mind are made because of other influences, whether they be financial, social, cultural, or environmental. Such influences can overrule the "logical" decision-making process. The aim of this book is to explore some of the nontechnical issues, which most engineers don't learn about in school, that can have a major impact in the mining industry. This chapter gives a brief overview of this volume and introduces the topics that will be addressed.

Jan 1, 2001

By R. G. Reddy, A. E. Torma

Bio-treatment of uranium contaminated soils from Fernald using the bacterium Thiobacillus ferrooxidans was investigated. The experimental results showed that extraction of uranium upto 99 percent from soils were obtained with 10 percent pulp density suspension and with addition of iron (3000 mg/l) after bio-remediation time of seven days. Application of the results to industrial practices is discussed.

Jan 1, 1995

By C. C. Hatch

As part of a general project to simulate a concentrator, the Brenda Mines Limited secondary crushing plant, located near Peachland, B. C., was sampled during the summer and winter of 1975 to develop a digital crushing plant simulator specific to the Brenda operation. The purpose of this simulator was to study the influence of manipulable process variables on important responses and to permit study of alternative circuit configurations if desired. This paper describes the simulation methodology employed and presents the results of a computer study of the secondary crushing plant (1).

Jan 1, 1979

By Y. G. Zhang

Interactive Dynamic Optimization Method (IDOM) will be presented in this paper. IDOM combines inventory theory, dynamic programming, computer simulation and interactive technique to formulate a production schedule for open-pit mines. This new method has been successfully used in metal mines of China for years.

Jan 1, 1986

By David E. Thompson, Wesley E. Stimpson

The Massachusetts Bay Transportation Authority (MBTA) Red Line Extension Northwest is currently in the early stages of construction. The 3.1 mile extension of the Red Line from the existing Harvard Square Station in Cambridge, Massachusetts to Alewife Brook Parkway in Cambridge, Massachusetts will include a large, near surface hard rock, rapid transit station chamber at Porter Square in Cambridge (Figure 1). [ ]

Jan 1, 1979

By Robert E. Haun

Retech's Plasma Arc Centrifugal Treatment (PACT) system is a thermal technology that uses heat generated by a plasma torch to treat hazardous waste containing metals and/or organics. Metal bearing solids and soil are melted by the process, and organic contaminants are thermally destroyed. The molten material forms a hard, glass-like leach resistant mass after cooling in a mold. This paper discusses plasma processing in general and presents some results of treating mineral processing wastes using the plasma arc centrifugal treatment process.

Jan 1, 1995

By Tung Vu, Michael Harrington

"The Regional Connector project is a complex subway light-rail project that runs through the heart of downtown Los Angeles, CA. The design-build contract was awarded in April 2014 to the Regional Connector Constructors (RCC), a joint venture between Skanska USA Civil West California District Inc. and Traylor Brothers Inc., and their designer team consisting of Hatch Mott McDonald (HMM) and subconsultants. The project broke ground on Sept. 30, 2014 and is expected to be completed in winter 2021-2022. The main components of the project consist of 6.4-m (21-ft) diameter twin-bored tunnels, three crosspassages, a 87-m (287-ft) long crossover SEM cavern, three new underground stations, and cut-and-cover tunnels along South Flower, Alameda and 1st Streets. The project map is shown in Fig. 1. The design and construction challenges associated with each of these main components are discussed in the following sections.Project designTunnels. The Regional Connector tunnels are located primarily within the Fernando formation consisting predominantly of extremely weak to very weak, massive, clayey siltstone. About 305 m (1,000 ft) of tunnels on the eastern end are in alluvium and mixed face of Fernando formation and alluvium. The tightest curve of the tunnel alignment is 178 m (583 ft) in radius. The tunnels were designed with a reinforced precast concrete tunnel lining (PCTL) to be used with an earth balance pressurized (EPB) tunnel boring machine. The PCTL ring is 5.5 m (18 ft-10 in.) inside diameter, 27 cm (10.5 ft) thick, 1.5 m (5 ft) long, and consists of five segments and a key. The segments were designed with 6,500 psi concrete, 80 ksi yield strength wire rebar, convex joint surfaces to enhance seismic performance, and a dosage of 1.7 lbs polypropylene microfibers per cubic yard of concrete for fire resistance. The rings are designed with a right ring and left ring pattern and a taper of 3.8 cm (1.5 ft) to allow for alignment curve negotiation. Figure 2 shows typical sections of the PCTL. The structural lining design was modeled using FLAC 3D. Four consecutive rings were modeled with 32 dowel connection. Loading considered in the lining design includes temporary ground load during excavation, long-term ground loads, seismic loads and train loads. The seismic loads on the PCTL were simulated with the racking deformation applied at vertical boundaries of the model. Due to variation of geologic condition along the tunnel alignment and different surcharge requirements, three different types of reinforcement (typical, heavy and extra heavy) were designed. The typical type PCTL was required in Fernando formation, the heavy type was required in alluvium or mixed-face condition, and the extra heavy type was required in alluvium and underneath the Japanese Village Plaza where a surcharge of 1,000 psf was required."

Sep 1, 2019

By Sarah Vest, Richard Sherman, Leo Martin

In 1988 a major exploration program was undertaken to determine the characteristics of the rock and soil for a 7.6 m diameter sea outfall tunnel beneath Boston Harbor out into Massachusetts Bay. The diffuser discharge location had been mandated by the EPA to a 10 sq. km area of seafloor connected to the proposed Deer Island Treatment Facility by a 14.5 km tunnel corridor. Geophysical surveys, deep rock borings, and laboratory testing, provided the information for the conceptual design. The program identified the range in material types and parameters to prove feasibility of a TBM driven tunnel and to locate the optimum alignment and depth.

Jan 1, 1991