Search Documents

By M. R. Shahan, C. E. Seaman, Mischler S. E., T. W. Beck

"Float dust deposits in coal mine return airways pose a risk in the event of a methane ignition. Controlling airborne dust prior to deposition in the return would make current rock dusting practices more effective and reduce the risk of coal-dust-fueled explosions. The goal of this U.S. National Institute for Occupational Safety and Health study is to determine the potential of open-air water sprays to reduce concentrations of airborne float coal dust, smaller than 75 µm in diameter, in longwall face airstreams. This study evaluated unconfined water sprays in a featureless tunnel ventilated at a typical longwall face velocity of 3.6 m/s (700 fpm). Experiments were conducted for two nozzle orientations and two water pressures for hollow cone, full cone, flat fan, air atomizing and hydraulic atomizing spray nozzles. Gravimetric samples show that airborne float dust removal efficiencies averaged 19.6 percent for all sprays under all conditions. The results indicate that the preferred spray nozzle should be operated at high fluid pressures to produce smaller droplets and move more air. These findings agree with past respirable dust control research, providing guidance on spray selection and spray array design in ongoing efforts to control airborne float dust over the entire longwall ventilated opening. IntroductionCoal mining processes produce airborne dust that naturally deposits on the floor, roof and ribs of mine airways. These fine dust particles, termed float coal dust when smaller than 75 µm in diameter, are deposited in the return entries of coal mines and can be reentrained by pressure waves induced by methane-air explosions (Rice et al., 1911; Nagy, 1981; U.S. National Institute for Occupational Safety and Health (NIOSH), 2006). These particles are also those most likely to participate in coal-dust-fueled explosions, which can potentiate and propagate explosions resulting in extensive damage. In order to meet compliance requirements of at least 80 percent incombustible content in the composition of material deposited in mine entries (U.S. Mine Safety and Health Administration (MSHA), 2016), coal mines apply an inerting agent, specifically, rock dust (Harris et al., 2009). Should methane be present in the mine atmosphere, the required fraction of incombustible content is further increased by 0.4 percent for each 0.1 percent methane. The removal of airborne float coal dust (AFCD) prior to deposition is an approach intended to make current rock dusting practices more effective by increasing the proportion of inert material to combustible material, resulting in a lower risk of coal-dust-fueled explosions."

Jan 1, 2018

By E. D. Gardner

This bulletin, which discusses open-cut mining at the metal mines of the United States, is the last of a series of such papers by the Bureau of Mines describing the principal methods of mining.4 Open-cut mining is applicable to flat-lying mineral deposits relatively near the surface. Vein deposits seldom are amenable to this method, although outcrops of veins sometimes are worked as open pits. Most of the iron ore of the country is mined from open pits; according to the Minerals Yearbook, 67.4 percent was mined from open pits and 32.6 percent from underground mines in 1937. Open-cut mining is relatively new in the copper industry but yields more copper than any other method; in 1937 about 52 percent of the copper ore mined in the United States was taken from open pits. Lead-zinc ore has been produced from open pits in the Joplin (Mo.) district, but most of the deposits in this area, although flat-lying, are too deep to be mined economically by the open-cut method. In 1937 one company at Oronogo, Mo., was stripping overburden and mining mixed oxidized and sulfide ores by this method.

Jan 1, 1941

By F. J. West

This paper deals with Jones & Laughlin Steel Corporation's new Adams mine, near Kirkland Lake, Ontario. After a brief discussion of ore structure, type, reserve tonnages, etc., the main body of the paper discusses the establishment of an open-pit limit based on economic considerations. The method used by J & L to arrive at an economically sound open-pit boundary its outlined fully. Physical limitations to open-pit boundaries are mentioned briefly. The paper concludes with a few remarks on the mining equipment in use and on its productivity

Jan 1, 1966

By J. R. Brett

Utah Development Company (UDC) operates five large opencut coal mines in the Bowen Basin of Central Queensland, Australia. In total, over 20 million tonnes of coking coal are exported annually from the five mines. Typically, the coal seams dip at 5 percent, are 2 to 10 metres thick, and sub-crop some 20 to 40 metres below surface. In the main, the operations are single seam, but multiseam (2, 3 or 4 seams) operations do exist and will form an increasing proportion of the mining activities as depths increase. Draglines are used as the major stripping equipment, highwall depths currently ranging from 20 to 65 metres. Whilst project feasibilities were based on stripping to a 60 metre highwall, it is now proposed to continue opencut mining to depths exceeding 100 metres. This will entail large quantities of prestripping (ahead of the draglines) and overcoming problems associated with steepening seam dips, including haulage of coal from the pits.

Jan 1, 1982

By M Burdick, A Harding, M Krulc, M Chappell

Substantial schedule advantages can be made on projects if cross-passage construction can occur at the same time as tunnel boring machine (TBM) operation with little or no impact on TBM logistics. However, this approach can prove difficult to achieve with many of the more cost-effective means of supporting the segmental lining during cross-passage break-out. This paper discusses the constraints and shortcomings of conventional approaches, and describes how a cost-effective solution involving a shotcrete shell and opening constructed inside the segmental lining was designed and constructed to deliver cost and time savings on Seattle University Link contract U220.The paper explains the spatial and schedule constraints on the TBM tunnelling and cross-passage construction, and how a shotcrete solution was arrived at in preference to traditional approaches. As the solution was novel the design had to be robust, and the paper explains how this was achieved through a combination of 3D finite element modelling and closed form solutions. Following a description of the trials to verify that the structure could be demolished post-cross-passage completion, the paper describes how the shell solution was constructed, used and demolished safely to leave the lining surface in a clean and undamaged state fit for tunnel operation.CITATION:Harding, A, Chappell, M, Burdick, M and Krulc, M, 2014. Opening supports to segmental linings – a novel shotcrete support solution, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 267–274 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By Anthony Harding

In a world of technology and electronic communication, it is easy to forget what engineers do best with a problem: sitting around a table, exchanging views and ideas with sketches and respecting everyone?s view. This was the approach adopted in the project to arrive at a solution for the cross passage opening sup-port for the Seattle University Link Extension. Schedule and space constraints usually impede concurrent cross passage excavation and tunnel boring machine (TBM) operation. And where the space is constrained, opening support solutions that maximize available cross sections are of great benefit. While there are a number of solutions that minimize space, some of these solutions can require expensive steelwork and extensive drilling and fixing. However, following a detailed round-the-table discussion of the options and constraints, it was identified that a shotcrete shell would not only limit obstruction of the space during installation, but also permit easy installation, particularly around services, and avoid costly steelwork and drilling and fixing.

By Madan M. Singh

This section is unique to the Handbook in that it is the only section that deals with underground excavations for nonmining purposes. The editors were of the opinion that the section should be incorporated because the subject matter covered by the chapters is closely related to mining, and many mining engineers are currently involved in these activities. As we enter the decade of the 1990s activities in this category will increase, enhancing the relevance and utility of the material discussed. As the population increases, especially in metropolitan areas, the necessity to go underground will be greater. At the present time, not only are subsurface shopping malls and pedways connecting buildings becoming commonplace, but structures as diverse as the Civil and Mining Engineering Building on the University of Minnesota campus, a road-and-fleet maintenance facility in Multnomah County, OR, and even an ice cream parlor (Dairy Queen) in northern Wisconsin have been constructed underground. Placing utilities below the surface has numerous advantages and is now customary. Rapid transit and highways through tunnels in urban areas have been the norm for many years, but subterranean stormwater reservoirs, power plants, industrial warehouses, and food storage silos are relatively new innovations. The philosophy of underground defense installations is ancient, but their requirements and designs have trans-formed radically as technology advances. The use of under-ground space for disposition of wastes is modern, since it is recently that environmental concerns and waste disposal costs have assumed increased significance.

Jan 1, 2008

By A. S. Speirs

Over the last few years, the never-ending search for mineral wealth has taken the exploration efforts of Canadian mining companies further and further into the High Arctic and isolated locations where regularly scheduled transportation and communication facilities are nonexistent. Names such as Black Angel, Nanisivik, Asbestos Hill, New Quebec Raglan, Rabbit Lake, and Arvik are today frequently mentioned in mining publications. Twenty years ago, mining in these locations was unheard of, mainly due to logistic problems. However, improvements in the design and use of helicopters, STOL aircraft, and icebreakers in northern areas have helped to overcome these problems, making these locations more attractive to mining companies. Since 1969, when Redpath completed its first Arctic project at Texas Gulf's Scrathcona Sound property on the northern tip of Baffin Island, Redpath has been actively involved in contracting and engineering projects in three general areas: the High Arctic, Ungava and Greenland. A map showing some of these projects is shown in Figure 1. In these areas, permafrost conditions exist from a depth of 274 metres in Ungava to a depth of approximately 610 metres in the Little Cornwallis Island area, with rock temperatures ranging from -5°C to -13°C. Outside temperatures range from a low of -50°C in the winter to a high of 21°C in the summer. High winds in the winter result in wind chill factors lower than -73°C

Jan 1, 1980

By Richard V. Good, John B. Harvey, Lloyd S. Jones

INTRODUCTION The term "Rapid Underground Excavation" is generally associated with high speed tunnel advance with large volumes of excavation, and indeed this is the type of work for which most of the recent innovations in methods and new machinery have been developed. However, the term applies as well to any underground excavation process that results in an earlier project completion than would be expected with conventional methods, and hopefully with a decrease in total unit excavation cost. Often significant progress has been made during the primary stages of an underground construction project and then an inordinate amount of time and effort has been expended on small units of "miscellaneous" excavation which has delayed the overall project completion and escallated overall unit costs. Construction at the Nevada Test Site of the Atomic Energy Commission for underground testing frequently requires significant amounts of so called "miscellaneous mining" such as short access drifts, cross cuts, alcoves, niches and concrete keyways. Many of the keyways must be excavated without disturbing the rock beyond the excavation lines and construction scheduling often dictates that much of the work must be accomplished without disturbing sensitive electronic equipment already installed. In order to cut down on lengthy and costly delays required for the tedious manual excavation of much of this miscellaneous mining, a market search was made for suitable mechanical excavation equip-

Jan 1, 1997

By C. E. Wethered

THE Morning mine is operated through one main working adit, known as No. 6 or 800 tunnel level. At a distance of 10,000 ft. underground from the portal is the vertical four-compartment, main working shaft, which extends to the 3050 level, a distance of 2250 ft. below the collar, or 800 level. Shaft-stations are cut and levels opened every 200 ft. of depth and the ore is stoped to the next level above. The vein is nearly vertical and the ore is usually fairly massive and brittle. Both walls are soft and slabby and much difficulty is therefore experienced in holding them. Stopes are usually carried up in short sections, approximately 200 ft. in length, that are mined as rapidly as possible in order to avoid a too great replacement or repair of stope timbers. The four-compartment vertical shaft, 110 ft. in the footwall of the vein, is the sole medium of outlet for all ore mined below the adit level. Two compartments of this shaft are used exclusively for hoisting ore, except at the time of changing shifts, when one compartment is used to handle some of the men and timber. The third compartment is equipped for handling men, tim-ber and all general supplies and is operated by a Nord-berg 300-hp. electric hoist. This hoist has a lifting ca-pacity of 14,000 lb. with an average rope speed of 800 ft. per minute. The fourth compartment is used solely as a manway and pipeway.

Jan 7, 1927

By Finlay, J. S.

THE North Lily Mine started its career in an unusual way it was discovered by a geologist. The remarkable circumstance of driving a 2400-ft. drift into an unexplored country and "hitting her on the nose," indicates that geologists are sometimes numbered among those whom the Lord loves. Diamond- drilling from surface had previously shown the presence and position of the Ophir beds, and surface showings of pebble-dykes, faults, and bleached rhyolite indicated conditions similar to those at the Tintic Standard "Pot-hole." The discovery drift from the Tintic Stand- ard 700-level reached the North Lily orebody in January, 1926, and development and stoping were continued by Tintic Standard men and equipment until the North Lily shaft was sunk and put into service in May, 1928. The discovery drift was run on a cooperative basis by the Tintic Standard and North Lily mining com- panies. Finding the North Lily mine cost the North Lily company $26,000. The Tintic Standard Mining Co. furnished men and equipment to drive this discovery drift at a fraction of what it would have cost to find the orebody from surface. This was the beginning of the friendly cooperation that still exists. Through Tintic Standard ground the Tintic Standard paid two- thirds of the cost and the North Lily one-third; the cost of the drift through Eureka Lily, into North Lily ground, was paid by North Lily. Later, another drift from the Tintic Standard 900-level was run on the same plan, excepting that Eureka Lily paid its share of the cost; that is, the Eureka Lily paid one-third of the expense in Tintic Standard ground, and the Eureka Lily two-thirds and North Lily one-third in Eureka Lily ground. This 900-drift was driven by North Lily from the Eureka Lily line to near the North Lily west side-line. From this point the Chief Consolidated continued the drift well into Tintic Bullion ground.

Jan 1, 1929

By J B. Magee

Sheep Creek Mines Limited has developed several operating techniques that have greatly assisted in keeping unit costs at reasonable levels. Some of the techniques, as described in this paper, include organization, accounting, warehousing, bonus and contracts. INTRODUCTION THIS paper is a non-technical report on operating techniques developed by Sheep Creek Mines Limited at their Mineral King mine, located near lnvermere, B.C. Depressed metal prices and continually rising labour and materials costs have necessitated a continuous search for method to keep operating costs down. The newly developed techniques and practices have greatly assisted in maintaining unit costs. Sheep Creek Mines Limited is a mining company incorporated under the laws of the Province of British Columbia. The Company's share capital is 3,500,000 common shares, witl1 a par value of 50 cents each, of which there are 1,875 000 shares is-sued. The Company has eight di-rectors. The administration, exploration and accounting offices are located in Nelson, B.C. The Company's working capital is approximately $1,500,000.

Jan 1, 1963

By Fred W. Stiefel

THIS paper covers the operation and maintenance of Diesel locomotives underground on a portion of the Delaware River Aqueduct.[t] This part of the tunnel is r5 miles long, with shafts 14 ft. in diameter spaced about 5 miles apart. These shafts (2, 2a and 3) are 825 ft., 1551 and 840 ft. deep, respectively. The grade of the tunnel is almost level, except for the 12,100 ft. north of shaft 2, which has a grade of 2.31 per cent. The tunnel is circular, 19 to 19 ft. in diameter, It lies at a depth of 400 ft. below sea level, with a maximum overburden of 2400 feet. The tunnel driving was carried on in six headings, using 15 storage-battery locomotive each of 13 gross tons and having a [inum] speed of 8 miles per hour. The longest haul was 3 miles, which proved to be the maximum distance for which storage-battery locomotives could be employed economically for the amount of material to be moved. One locomotive was used for switching cars at each heading, one for switching cars at the bottom of each shaft and one on the main-line haul from the heading to the shaft. The maximum amount of material hoisted in one shaft from two headings when 104 ft. of tunnel was driven in 24 hr. was 1000 cu. yd., or about 2000 tons of rock in place. The total quantity excavated was 950,000 cu. yd. (1,500,000 tons of rock). The tunnel-lining operations using con¬crete presented a problem of hauling a maximum distance of 5 miles in the tunnel. The concrete-placing equipment had a capacity of about 2000 cu. yd., or 4000 tons in 24 hours. Experience had shown that storage-battery equipment could not handle this quantity of material within the time required at the distance of 5 miles, Trolley-locomotive haulage was considered dangerous and expensive, and would cause interference because transmission equipment would be required. Therefore the performance of Diesel locomotives of 160 hp., with a speed of 18 miles per hour, in comparison with that of other types of locomotives, was studied. CHOICE OF LOCOMOTIVES In deciding upon the type of locomotive to be used for the 5-mile haul, four alternatives were considered, as follows: I. To purchase additional storage-battery locomotives with the necessary batteries over the 6 locomotives and 12 batteries available. 2. To convert the existing battery locomotives to the trolley type. 3. To purchase new trolley locomotives. 4. To purchase Diesel locomotives. PROPOSITION No. I The go-hp. storage-battery locomotives available (each weighing about 12 tons), when hauling a load of 64 tons, with a drawbar pull of about 1900 lb. on a level track, developed a speed of 8 miles per hour and could make five round trips in 8 hr. with a

Jan 1, 1942

By Fred W. Stiefel

THIS paper covers the operation and maintenance of Diesel locomotives underground on a portion of the Delaware River Aqueduct.[t] This part of the tunnel is 15 miles long, with shafts 14 ft. in diameter spaced about 5 miles apart. These shafts (2, 2a and 3) are 825 ft., 1551 and 840 ft. deep, respectively. The grade of the tunnel is almost level, except for the 12,100 ft. north of shaft 2, which has a grade of 2.31 per cent. The tunnel is circular, 17 to 19 ft. in diameter. It lies at a depth of 400 ft. below sea level, with a maximum over-burden of 2400 feet. The tunnel driving was carried on in six headings, using 15 storage-battery locomotives, each of 13 gross tons and having a maximum speed of 8 miles per hour. The longest haul was 3 miles, which proved to be the maximum distance for which storage-battery locomotives could be employed economically for the amount of material to be moved. One locomotive was used for switching cars at each heading, one for switching cars at the bottom of each shaft and one on the main-line haul from the heading to the shaft. The maximum amount of material hoisted in one shaft from two headings when 104 ft. of tunnel was driven in 24 hr. was 1000 cu. yd., or about 2000 tons of rock in place. The total quantity excavated was 750,000 cu. yd. (1,500,000 tons of rock). The tunnel-lining operations using concrete presented a problem of hauling a maximum distance of 5 miles in the tunnel. The concrete-placing equipment had a capacity of about 2000 cu. yd., or 4000 tons in 24 hours. Experience had shown that storage-battery equipment could not handle this quantity of material within the time required at the distance of 5 miles. Trolley-locomotive haulage was considered dangerous and expensive, and would cause interference because transmission equipment would be required. Therefore the performance of Diesel locomotives of 160 hp., with a speed of 18 miles per hour, in comparison with that of other types of locomotives, was studied. CHOICE OF LOCOMOTIVES In deciding upon the type of locomotive to be used for the 5-mile haul, four alternatives were considered, as follows: I. To purchase additional storage-battery locomotives with the necessary batteries over the 6 locomotives and 12 batteries available. 2. To convert the existing battery locomotives to the trolley type. 3. To purchase new trolley locomotives. 4. To purchase Diesel locomotives. PROPOSITION No. I The 90-hp. storage-battery locomotives available (each weighing about 12 tons), when hauling a load of 64 tons, with a drawbar pull of about 1900 lb. on a level track, developed a speed of 8 miles per hour and could make five round trips in 8 hr. with a

Jan 1, 1942

By R. R. Montigny

A brief description is given of the history, location and geology of the Granisle Copper Limited operation on Copper I land in Babine Lake. Detailed information is given with regard to pit design, planning, drilling, blasting, excavation and haulage. Equipment maintenance and mining costs are also presented.

Jan 1, 1971

By Ian Farmer, Nigel Glossop, Philip Garritty

Performance of tunnel boring machines - usually expressed in terms of penetration per revolution - is determined by relations between machine thrust and torque, head diameter and rock strength. It can be shown that for a given machine power and head diameter there is only one rock strength at which the machine performs optimally. In weaker rocks the available torque limits performance and in stronger rocks, the available thrust. Performance data shows that, historically, machines have been designed to cut weaker rocks. Optimization of thrust is required to improve performance in stronger rocks.

Jan 1, 1987

By Cortes JP

In a dynamic environment such as the Star Mountains of Papua New Guinea Geotechnical Engineering for the Ok Tedi Project must be described as both interesting and challenging. To be effective a reasonable sized team of dedicated people is required with occasional supplementation by specialist consultants and an annual review process. Ok Tedi Mining Limited's (OTML) Geotechnical Section has a vision to be recognised as the leading mine-based geotechnical engineering section in PNG and to be world class by any international standards. This paper deals with the organisational and operational duties of the Geotechnical Section at the Ok Tedi Mine. One of our major roles is in the area of safety, and in particular in the early warning of natural and mining induced geological hazards that may affect safety and/or productivity. The major activities in- clude geotechnical inspections (pit, waste dumps, tunnels, re- gional), data collection activities and database management, geotechnical design and control work.

Jan 1, 1997

Fire suppression systems are now recognised by both NFPA 502 and PIARC as legitimate tools for both life protection and asset protection. The effectiveness of these tools for life protection demands extremely rapid and accurate incident detection coupled with rapid response. This rapid response must be integrated with other emergency systems such as emergency ventilation. The March 2007 fatal Burnley Tunnel incident in Australia graphically illustrates the potential of effectively integrated fixed suppression systems to protect people from harm and save infrastructure from damage. Despite the raft of technology available in that instance to the operator it was the human operatorÆs ability to effectively control the emergency equipment and not the equipment itself which so positively influenced the threat to life and property.

Jan 1, 2008

By McGuckin P. H, Logan A. S

The BHP Minerals' Cannington silver-lead-zinc deposit is located approximately 190 km south-east of Mount Isa. The deposit, is hosted by Proterozoic rocks beneath a thin cover of younger sediments, and contains a total estimated resource of 45.3 million tonnes at 11.1 per cent lead, 4.4 per cent zinc and 500 g/t silver. The deposit is separated by faulting to form a shallow, lower grade Northern Zone and a deeper, higher grade Southern Zone (Roche, 1994). Contract development of an exploration decline to test mineralisation in the Southern Zone commenced with the excavation of a boxcut in August 1993. The complex variably deformed Proterozoic sequence interpreted from drill core and intersected in the exploration decline has required a high level of practical rock mechanics input to achieve: ò appropriate support designs, ò a high quality of installation, and ò required development advance schedules. The Norwegian Tunnelling Index (Q System) in conjunction with regular face mapping is used as an operating tool to assist in decision making for ground support. Line mapping, discontinuity analysis and wedge assessments are conducted routinely to optimise ground support requirements in the decline, intersections and all other underground excavations. Throughout the project, an emphasis has been placed on developing a strong working relationship with the contractor to achieve quality assurance program targets.

Jan 1, 1995

By G. Bridgstock, S. S. Forbes, E. M. Elkin

"OPERATIONS at Canadian Cop-per Refiners Limited, since the refinery was established in 1931, have been described in previous papers ( 1,2). Since then the refinery has treated the entire copper output of Noranda Mines Limited and Hudson Bay Mining & Smelting Company Limited. With the commencement of production in 1956 at Gaspe Copper Mines Limited, this copper has also been refined. From the start of operations to the end of 1958, the following had been refined: copper, silver, gold, selenium and tellurium.Construction of new buildings and additions to other buildings have been needed to handle increased receipts. The refining capacity has been increased from 112,000 tons of copper per year to a total of 236,000 tons per year.The refinery is located at Mont-real East, Quebec, close to railway and highway facilities. Incoming materials and shipments, with some small exceptions, are handled by rail. Some finished products are sl1ipped by industrial flatcar to the adjoining plants of Canada Wire & Cable Company Limited and Noranda Copper & Brass Limited."

Jan 1, 1960