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By A. W. Khair

This paper deals with the analysis of pillar failure in a room and pillar mining operation of a deep underground coal mine. The incident here involved the failure of more than 100 pillars. The mechanism of pillar failure (bump/squeeze) has been studied in detail. The analysis consists of inmine eyewitness observations, laboratory experiments and analytical study of the pillar failure area using finite element technique. Results indicated that the mechanical properties of coal, roof and floor, geologic condition, and the method of operation have affected the mode of pillar failure. Hard roof and floor prevented roof caving and floor heaving in the gob area creating an inhomgeneous stress field on the pillar. This condition developed a yield zone and a core zone in the pillar. Progressive increase of vertical stress further increased the yield zone of the pillar and reduced the core pillar leading to a total squeeze of the pillar. However, the analysis indicated that the pillars were liable to bump provided any sudden shift of load occurred on the core pillar due to some dynamic shock imparted by a local failure of the immediate roof (slickenslided area) or during splitting.

Jan 1, 1986

Jan 1, 1925

[L. W. KEMPF, Chairman E. E. SCHUMACHER, Past-Chairman E. A. ANDERSON, Senior Vice-Chairman A. A. SMITH, JR., Vice-Chairman 11. A. MALONEY, Treasurer ERNEST KIRKENDALL, Secretary 29 West 39th Street, New York 18, N. Y. Executive Committee 1947 C. Y. CLAYTON A. B. GRENINGER CURTIS PIGOTT 1948 WALTER BONSACK W. A. DEAN LOUIS JORDAN 1949 J. D. HANAWALT W. A. JOHNSON E. W. PALMER]

Jan 1, 1946

Research 83 highlights significant studies conducted during the past fiscal year at Bureau facilities and offices. Readers who want more information about the projects and studies summarized here can contact the researchers whose names and locations appear with each summary, General information on Bureau of Mines programs is available from the Office of Technical Information, 2401 E Street, NW., Washington, DC 20241. A listing of principal officials, a location map of field facilities, and a selected bibliography of publications and patents issued on Bureau developments during the past 3 years are provided.

Jan 1, 1983

By E. A. Magill

This report is one of a series prepared by the Bureau of Mines on manganese deposits of the Northwestern States. It describes properties on the Olympic Peninsula, Wash. Exploration by the Federal Bureau of Mines in 1939-40 and 1954-55 on several typical deposits is summarized, and examination data are presented for other manganese deposits on the peninsula. An attempt was made to list all known occurrences; however, some properties are abandoned, and their exact location is unknown.

Jan 1, 1960

By Mike Watts

Since the first longwall panel development started in the new mining, (Southern) area, a number of roof falls have occurred in L1 and L2 gate-entries. The longwall was delayed for a total of two months due to roof falls in the gate-entries. To prevent roof falls in future gate-entries, an extensive ground control analysis has been conducted which incorporated regional horizontal stress and panel orientation, tectonic stress, roof strata, surface stream valleys, etc. Results of the analysis indicate that a combination of these factors caused the roof falls. Therefore, a Roof Instability Rating (RIR) system was constructed to predict the roof condition and identify areas where supplemental support should be implemented. The L3 gate-entries, supported by the prediction using the RIR system, have not experienced any roof problems.

Jan 1, 2000

By Steve Kral

The dramatic rescue of nine Pennsylvania coal miners trapped nearly 90 m (300 ft) underground for77 hours probably would not have happened without the high technology equipment and improved mine rescue training techniques available today. By now, most everyone has heard the story of the accident that occurred at the Quecreek Mine near Somerset, PA. At about 9 pm on Wednesday, July 24, the miners were drilling coal in the room-and-pillar mine. Their drilling accidentally punched through to the adjacent, abandoned Saxman Mine. Old mine maps of the Saxman Mine led Black Wolf Coal, Quecreek’s owners, to believe they were between 60 to 90 m (200 to 300 m) away from the abandoned mine. Those maps proved to be inaccurate.

Jan 1, 2002

By Ed Billington, Mike Shields

The trail blaster is faced with a wide range of workrelated challenges, not the least being the work setting itself. It is usually remote, being anywhere from 5 to 30 or more miles (8 to 50 km) from any road. It may be in mountains, high rock desert, or coastal rain forest, and can range from sea level to over 12,000 feet (3700 m) in elevation. The blaster may be part of a 2-person clearing crew, a 4-person maintenance crew, or a 10-person construction crew. The crew will usually be mobile, moving and working up to 10 miles (16 km) or more per day, relying mostly on their own backpacks to move camp, tools and supplies from site to site. Periodic resupply may be by helicopter, aird rop, or even “sherpa” groups, but most often will be by packstrings of horses and mules. The crew goes into the backcountry a n y w h e re from two weeks to three months at a time, and while there, its members “live the job” 24 hours a day, enjoying baking heat, torrential rain or mid-July s n o w s t o rms along with the truly glorious weather that c o m p e n s a t e s . So who is this blaster? Well, “he” may be she, since some of the top trail blasters are women. He/she will also be more than a blaster: Crews are small, so experienced members must be capable of handling the full range of trail work. Thus this blaster is also a driller, and usually also a bucker, snag faller, rigger, dry-stone mason, log and timber carpenter, bridge builder, mule p a c k e r, small-engine mechanic and, not least, camp cook capable of putting out a hot meal from a campfire , in a downpour, in the dark. Being in remote locations, often without reliable communication to the outside world, trail crews enjoy a remarkable degree of independence from “supervision.” With that comes the responsibility to make sound decisions which expedite the work, while promoting crew safety and welfare .

Jan 1, 2004

By J. C. Thornley

Service failures of seemingly conventional galvanized bolts, in normal operation, on transmission towers in New Brunswick have been found to be the result of hydrogen cracking. In both these cases, similar failures elsewhere can be avoided by suitable clauses in the purchase specifications. In the first case described, the manufacturing procedure was responsible for strengthening and embrittling a standard, soft, constructional steel. In this case, a fracture mechanics analysis predicted critical crack depths for final fracture very similar to those found in practice. This case reveals an apparent cooperative connection between hydrogen embrittlement and strain ageing in plain carbon steels. In the second case described, the steel was simply a high strength steel which should not have been made into galvanized bolts.

Jan 1, 1979

By P. West-Sells, B. Wassink, N. Fisher

Gold leaching from a commercial cyanide-amenable gold ore was studied at 25°C using sodium bisulfide-hydrogen sulfide solutions containing elemental sulfur. Gold extraction from the ore using 0.55 M NaSH, 4.1 atm (60 PSI) H2S, 1 g/L S8 and 26% solids by weight was about as good as the best extraction obtained by cyanidation. Maximum extraction was achieved in roughly 48 hours. Sulfur dissolves in the bisulfide solutions to form a mixture of polysulfides. Simple speciation calculations indicate that gold solubility as bisulfide complexes should be roughly ten times higher than in the absence of added zerovalent sulfur. The principal bisulfide complex is believed to be [Au(HS)2]-. Gold dissolution is favoured by increasing HS- concentration and by increasing H25 pressure. Polysulfide complexes of gold are also likely to be formed, and may contribute substantially to gold leaching. Two experiments using pure gold were also performed. Up to 100 mg/L gold was dissolved in 140 hours using 0.55 M NaSH, 1 g/L added elemental sulfur and 6.2 atm H2S.

Jan 1, 2005

By Larissa Carolina Ferreira

O impacto das atividades do setor de mineração sobre o meio ambiente tem levado a estudos visando, tanto à utilização racional dos recursos naturais, quanto o tratamento de efluentes gerados durante os processos. A caracterização de efluentes é uma etapa importante, podendo apontar erros nos processos de beneficiamento, parâmetros em desacordo com a legislação ambiental e guiar etapas de desenvolvimento de técnicas do tratamento. Este trabalho consiste na caracterização de um efluente da etapa filtragem de uma mineradora de minério de ferro do quadrilátero ferrífero comparando os valores encontrados com as exigências da norma CONAMA 357/2005 e 430/2011, de forma a enquadrá-los na categoria de águas doces classe 1 e de lançamento de efluentes. O pH encontrado (9,8), turbidez (2133 NTU) e sólidos sedimentáveis (28mL/L), estão fora dos padrões permitidos e mostram grandes problemas em relação aos sólidos presentes na amostra. O diâmetro médio das partículas (8,54µm), indicou a predominância de partículas ultrafinas de difícil sedimentação. Os elementos majoritários Al, Fe, P e S, 0,296; 1,6; 0,218 e 26,5 mg/L, respectivamente, também apresentaram valores acima do permitido para água doce classe I. As análises indicaram que o efluente necessita de tratamento prévio para posterior descarte.

Aug 16, 2017

By Monique Nykamp

"INTRODUCTIONTerminal 46 is located just south of downtown Seattle, and is one of the Port of Seattle’s busiest container terminals. The Terminal 46 Redevelopment Project was undertaken to replace the existing 15-m-wide (50 ft) cranes along the apron with 30-m-wide (100 ft) cranes, which can unload larger, post- Panamax ships. The project included upgrading the existing waterside crane rail with new piles and constructing a new land-side rail behind the sheetpile bulkhead. The new piles had to be installed adjacent to the existing apron without causing damage, which was a signifi cant geotechnical challenge due to the soft soil conditions at the site. An instrumentation program performed during the test pile program evaluated this challenge and allowed for the development of specifi c production pile installation procedures that had the least possible effect on construction costs and schedule. SITE HISTORYThe site lies along the west side of Elliott Bay, north of the mouth of the Duwamish Waterway. Prior to development, this area was part of the tide fl ats where the Duwamish River drained into Elliott Bay. Prior to 1970, there were several existing timber piers and structures in the area. In the 1970s, the Port of Seattle constructed a 900-m-long (3,000 ft), 30- m-wide (100 ft) apron to support fi ve, 15-m-wide (50 ft) container cranes. The contained backland area was then fi lled with dredged spoils (sand and silt with organics) and the upper 5 to 20 m (16 to 65 ft) backfi lled with sand and gravel.The existing apron was constructed using 0.4 m (16 in) octagonal prestressed concrete piles to support the precast concrete deck and crane rails. The pile-supported bents were spaced at 6.1 m (20 ft), center-to-center, along the longitudinal direction. Pile lengths typically varied from about 20 to 40 m (65 to 130 ft) with 15 to 26 m penetration below mudline (50 to 85 ft penetration). The slope below the apron was constructed at about 1.75 horizontal to 1 vertical to allow for suffi cient water depth for cargo ships. In most areas, a riprap buttress was placed at the toe of the slope. A typical cross section of the apron is shown on Figure 2.Several stability, settlement and pile driving issues arose during the original construction of T-46 (Pita, 1983). Reportedly, movement of the submarine slope occurred during pile driving, resulting in settlement behind the bulkhead. Pile driving reportedly caused settlement of adjacent piles. In addition, some piles were “running” (dropping quickly under one hammer blow) during installation."

Jan 1, 2007

By Monique Nykamp

"INTRODUCTIONTerminal 46 is located just south of downtown Seattle, and is one of the Port of Seattle’s busiest container terminals. The Terminal 46 Redevelopment Project was undertaken to replace the existing 15-m-wide (50 ft) cranes along the apron with 30-m-wide (100 ft) cranes, which can unload larger, post- Panamax ships. The project included upgrading the existing waterside crane rail with new piles and constructing a new land-side rail behind the sheetpile bulkhead. The new piles had to be installed adjacent to the existing apron without causing damage, which was a signifi cant geotechnical challenge due to the soft soil conditions at the site. An instrumentation program performed during the test pile program evaluated this challenge and allowed for the development of specifi c production pile installation procedures that had the least possible effect on construction costs and schedule.SITE HISTORYThe site lies along the west side of Elliott Bay, north of the mouth of the Duwamish Waterway. Prior to development, this area was part of the tide fl ats where the Duwamish River drained into Elliott Bay. Prior to 1970, there were several existing timber piers and structures in the area. In the 1970s, the Port of Seattle constructed a 900-m-long (3,000 ft), 30- m-wide (100 ft) apron to support fi ve, 15-m-wide (50 ft) container cranes. The contained backland area was then fi lled with dredged spoils (sand and silt with organics) and the upper 5 to 20 m (16 to 65 ft) backfi lled with sand and gravel.The existing apron was constructed using 0.4 m (16 in) octagonal prestressed concrete piles to support the precast concrete deck and crane rails. The pile-supported bents were spaced at 6.1 m (20 ft), center-to-center, along the longitudinal direction. Pile lengths typically varied from about 20 to 40 m (65 to 130 ft) with 15 to 26 m penetration below mudline (50 to 85 ft penetration). The slope below the apron was constructed at about 1.75 horizontal to 1 vertical to allow for suffi cient water depth for cargo ships. In most areas, a riprap buttress was placed at the toe of the slope. A typical cross section of the apron is shown on Figure 2.Several stability, settlement and pile driving issues arose during the original construction of T-46 (Pita, 1983). Reportedly, movement of the submarine slope occurred during pile driving, resulting in settlement behind the bulkhead. Pile driving reportedly caused settlement of adjacent piles. In addition, some piles were “running” (dropping quickly under one hammer blow) during installation."

Jan 1, 2007

By Graeme Smart, Thomas Fiala

"Yorkville Plaza II, a 40-storey signature condominium residence, is scheduled to open on Avenue Road in Toronto’s prestigious Bloor-Yorkville neighbourhood in spring 2017. In close proximity to Toronto’s subway system, the new tower requires six levels of underground parking, founded in wet, silty sand.Isherwood Geostructural Engineers (Isherwood) was retained in April 2012 by developer Camrost-Felcorp to provide a shoring and excavation solution to address the challenging site conditions. A 31-storey upscale residential building under renovation with three levels of parking, owned by Camrost-Felcorp, flanks the site on the north. Situated on the eastern border is a 7-storey building with three levels of parking. Avenue Road, a four-lane arterial road that brings heavy commuter traffic into downtown Toronto, runs along the western border, and on the southern border of the site is a busy City road that brings traffic into the popular Yorkville area. The tunnel for the Toronto Transit Commission’s (TTC) overburdened east-west subway is located 14.5 m to the south, running below an existing 26-storey neighbouring building. Electrical and communication utilities (Bell) are closely located along the southern side. Non-documented existing excavation shoring, installed in the early 1970s, on the southern and western sides compounded the difficulties presented by the TTC tunnel.This paper presents the unique, non-conventional hybrid shoring solutions Isherwood developed to address the challenges presented by the site, as well as other complications that surfaced during the project: non-encroachment requirements (no tiebacks) beneath uncooperative neighbours, tight geometry to install shoring, and Toronto’s two coldest winters in decades.THE PROJECTBecause of circumstances associated with this site, for this project Isherwood designed two unique shoring walls which drew on their experience and expertise they had gained over the last 40 years. The following is the story of this site:Yorkville is an affluent neighbourhood in the heart of Toronto with a vibrant mix of high-rise towers, residential homes, tony restaurants and flagship shops. The development requires six levels of underground parking (a 20m deep excavation), with three levels undermining the high-rise buildings to the north and east and extending into wet, silty sand.Isherwood was retained in the spring of 2012 to design the excavation shoring. Isherwood’s scope also included field support, design, verification and monitoring. Finite Element Analysis was employed to confirm Isherwood’s design and anticipated movement of the south shoring wall and the TTC subway tunnel.The existing site was severed in two, with the proposed condominium tower slated for the southern portion. On the north half of the site stands a 31-storey building (Yorkville Plaza I at 21 Avenue Road), with three levels of underground parking, sitting on belled caissons which were one foot from the back of the proposed shoring wall so this would have to be considered in relation to the design and drilling methods. Constructed in the early 1970s, Yorkville Plaza I is currently being converted from the Four Seasons hotel to luxury condominiums by Camrost-Felcorp. To the east, directly adjacent to the proposed shoring, stands a 7-storey building (164 Cumberland Road) with three levels of parking, supported on spread footings founded on stiff clayey silt. The tunnel for the TTC’s busy east-west subway, a double box structure built by cut-and-cover in the 1960s, is located 14.5 m to the south, 9 m below grade, and running below an existing 26-storey building. Bell fibre optic communication cables and electrical lines, along with storm and sanitary sewers, are situated on the south and west sides of the site, leaving limited room to install shoring. Due to the heavy volume of commuter traffic on the four-lane arterial road (Avenue Road) to the west, site access and lane closure were not permitted here."

Jan 1, 2015

By D. Sohn

Work accidents have an essential impact on the economy of a country and in final consequence on each company. The main purpose of industrial OHS is to maintain and promote the health of all employees. Healthy working conditions increase efficiency and motivation and safeguard the success of the business against the background of the extremely dynamic processes of change. Maintaining and promoting the health of all employees, weather in operation, administration or on the mining site, has become therefore not only an ethical requirement but also an economic must. Creating a suitable working environment for people today entails much more than just preventing accidents and work-related illnesses. It is important to be proactive in establishing an even better culture of prevention and to convince everyone, workers and managers alike, of its importance. Especially in the age of rapid changes and above all in view of global competition we are more dependent than ever on healthy, enthusiastic, competent and creative employees. OHS provides you with the necessary competitive edge.

Jan 1, 2007

Identifying Opportunities to Reduce the Consumption of Energy Across Mineral Processing Plants

Sep 13, 2010

By Maurice Bottiau

The recent evolution of the piling market clearly shows a growing demand for screw piles with soil displacement. The recently developed Omega Screw pile ful-fill these new expectations, combining the advantages of vibration-free systems and the behaviour of a displacement pile. The paper describes recent experience and new applications with this very promissing pile. Full-scale load tests were carried out in different countries as U.K. or Sweden. A very attractive and innovative piled embankment is also described, using geogrids in order to transfer the loads from the superstructure to non-reinforced Omega-piles.

Jan 1, 1996

By William R. Yernberg

The Mineral Processing Plant Design, Practice and Control Conference was held from Oct. 20through 24, 2002, at the Fairmont Hotel, Vancouver, British Columbia, Canada. The conference was attended by nearly 400 of the world’s top mineral-processing specialists, including plant-design engineers, mineral-processing consultants, academics, suppliers and equipment manufacturers. The meeting was sponsored by SME and cosponsored by the Canadian Mineral Processing Division of the Canadian Institute of Mining, Metallurgy and Petroleum (CIM). The conference covered all aspects of mineral-processing design, construction and operation. The meeting included more than 130 technical presentations. Topics included sampling programs, feasibility studies, design criteria, process technologies, construction, start-up operations and shutdowns. To stimulate interaction and discussion throughout the five-day conference, the sessions were presented consecutively. Attendees had the opportunity to attend every session.

Jan 1, 2003

By S. P. Sandoval

Previous research by the U.S. Bureau of Mines demonstrated that nonionic surfactants increased the leaching rate of copper in the flask leaching of chalcopyrite with ferric sulfate if sufficient ferric sulfate was present. This research was continued by the Bureau in Part 2 to further explore the application of nonionic surfactants to the dump leaching of chalcopyrite. A polyoxyethylene lauryl ether was selected as the superior nonionic surfactant tested at 25° and 50° C. The addition of the surfactant increased copper leaching by 116 pct at 25° C and 1.0 pct solids and by 61 pct at 50° C and 0.5 pct solids at Fe 3+ concentrations greater than 1 g/L. At 0.1.0 g/L Fe 3+ and below, the addition of the surfactant produced as much as a 35 pct decrease in leaching. Each of the nonionic surfactants studied was found to be heavily adsorbed by a typical chalcopyrite ore, which poses a serious barrier to the application of nonionic surfactants in an actual chalcopyrite dump.

Jan 1, 2010

By David Bendersky

The principal objectives of this study are to: (1) survey electrical practices in metal and non-metal mines, (2) survey electrical practices in metal and non-metal mills, (3) clarify the federal regulations governing electrical practices in metal and non-metal mines/mills, (4) analyze electrical accidents, and (5) make recommendations aimed at improvement of the safety of electrical practices in metal and non-metal mines. Information was obtained from literature searches, accident reports, visits to 27 mines and 12 mills, and discussions with knowledgeable industry and government people. The various electrical power systems and practices at the mines and mills visited are described. Similarities and differences based on the type of mining and the minerals being mined or milled are presented. The federal regulations governing metal/non-metal mine/mill electrical practices (Code of Federal Regulations, Title 30, Sections 55.12, 56.12, and 57.12) are presented and discussed. Explanations of each regulation are provided in an appendix. The attitudes of mine/mill operators towards the federal regulations are described. An analysis of the electrical accidents in metal/non-metal mines and mills during the period 1972-1978 is presented. Recommendations, including specific research and development activities, aimed at improvement of electrical safety in metal/non-metal mines are submitted.

Jan 1, 1980