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By H S. Welideniya, K Ekanayake

Carbon rich graphite deposits found in Sri Lanka are of inorganic origin and they occur as narrow steeply dipping veins. The vein width of these deposits varies from a few centimetres to metres, with an average vein thickness of 1 m. It is believed that the carbon rich fluid intruded into fracture zones under high pressure and the temperature has crystallised into graphite. This process has also generated many minuscule graphite veins centred on main mineralisation, which has reduced the host rock overall rock mass rating. These discontinuities could also be considered as joints with graphite infill. Graphite mining at Bogala Mines, Sri Lanka is a unique example of narrow vein mining faced with numerous wall stability issues resulting from weak graphite infilled joints.The Bogala vein type graphite orebody has an average vein width of 1 m. Overhand cut-and-fill mining method is used for stoping. The stope consists of two boundary winzes for material handling, access and ventilation. Mining is done on the strike of the vein and the average mining slice height is 2 m. A void to the height of one mined slice is left below the mining level during mining. Waste rock resulting from vein blasting and mine development is dropped into this void as fill rock. Any void height left greater than a single slice height will increase stresses in the stoping zone. This will increase formation of rock blocks and their effective separation from wall rocks. Split miniscule veins occurring around main mineralisation intensifies rock block formation in an environment of mining induced stress release. Consequently, any rock blocks sliding into stopes on graphite infilled joints will behave under constant normal stiffness (CNS) conditions and their shear strength will converge rapidly towards remoulded shear strength of graphite alone. Unlike with general infill deposited in joints, graphite has a very low friction angle and with its slippery nature, a small thickness may affect in great deal to reduce joint shear strength.In addition to immediate filling of excavated voids, controlled vein blasting and spot bolting have improved mine safety. Furthermore, rock bolts connected to each other through iron plates and anchored to anchor bolts installed in non-fractured solid rock are practiced to stabilise rock falls and wedge failures in narrow vein graphite mining. These practices have significantly contributed to safe mining without any rock bursts and catastrophic failures.CITATION:Welideniya, H S and Ekanayake, K, 2012. Challenges faced by narrow vein graphite mining and influence of graphite infill on wall stability, in Proceedings Narrow Vein Mining 2012 , pp 71-76 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Mar 26, 2012

By Lena Paar

"Underground construction poses certain challenges for all parties involved because the actual ground conditions are often unpredictable. Highly complex projects like tunnel construction are affected by various uncertainties. To address this complexity, the construction contract has to be flexible enough to be adapted to the actual conditions (e.g. divergent ground conditions, work delays). However, the adaptation of a tunnel construction contract does not guarantee the absence of a margin of interpretation. The perfect construction contract is an illusion because ex ante statements of the actual ground conditions are not feasible. This paper will discuss contractual parameters that must be considered in order to enable an effective adaptation of the contract during excavation. It is therefore necessary to discuss the following topics: decision-making competence, variable remuneration, fair-risk allocation, value engineering and partnering between client and contractor. INTRODUCTION Thinking of tunnel construction processes, engineers’ first (or at least second) association is about ground conditions. When constructing under the surface, the project is directly related to the ground conditions; however, ground conditions are known fairly well in advance. The estimated conditions can be the same or can also differ from the existing ones. A clear view of the conditions is possible only by driving through the section. What Hoek calls “Geological unpredictability which is guaranteed to provide some surprises in even the simplest tunnelling job” is, in addition to contractual issues, one of two critical aspects of modern tunneling (Hoek 1982). Almost no research tries to figure out, what flexibility in this context means and how to approach it in the contracts. Papers dealing with the New Austrian Tunnel Method (NATM) pose some principles to meet the requests for flexibility (cf. Austrian Society for Geomechanics 2011). However, it remains unclear how to create contracts in order to make them “flexible” enough to react to divergent ground conditions."

Jan 1, 2016

By J Hadjigeorgiou, T R. Stacey

A ground support system is a combination of individual reinforcement and surface support elements that work together to retain and contain the rock mass. The various elements are subjected to external loads and to interactive loading between individual ground support system components. This paper focuses on the challenges in determining the capacity and behaviour of mesh, recognizing that installed mesh can be subjected to several loading mechanisms. Field observations from underground hard rock mines demonstrate that there are multiple types of damage and modes of failure of mesh. However, these are difficult to reproduce in a laboratory environment. A critical review has shown that existing mesh laboratory testing rigs reproduce very limited loading conditions that may not be representative of underground conditions. This has significant implications in quantifying and extrapolating the performance of mesh to ground conditions. CITATION:Hadjigeorgiou, J and Stacey, T R, 2018. Challenges in determining the capacity of mesh, in Proceedings The Fourth Australasian Ground Control in Mining Conference (AusRock), pp 280–290 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Nov 30, 2018

By Paul Nicholas, Raju Gottumukkala

"India’s economy is expanding with rapid urbanization. Improvement in infrastructure is a keystone to the Indian government’s economic plans, including expansion of transit systems. Most of these systems are designed with elevated and underground sections. New Delhi, a city of 23 million people, suffers from heavy traffic congestion and pollution. The transit (metro) system is seen to be of critical importance. Phase 3 of the Delhi transit system project is 140 kilometers (km), with 40 km of twin-bore tunnels requiring 35 tunnel boring machines (TBMs) for construction. Transit systems are also under design or construction in Chennai, Bangalore, Kolkata, Hyderabad, Jaipur and Mumbai. Most have twin-bore tunnels. At present, 55 TBMs are operating on underground metro construction, and future projects will increase this number. This paper highlights the unique challenges of construction of underground metro systems in highly congested urban environments, using Kolkata and Delhi systems as examples. INTRODUCTION The first transit system in India was constructed in Kolkata (India’s third-largest city by population.) This line is 28 kilometers (km) in length, has underground and at-grade sections, was built in phases, runs north/south, and has 24 stations. This project was sanctioned in 1972, started construction in 1984, and was completed in 1995. The tunnels were constructed primarily by cut and cover methods with some open-face, compressed air shield tunneling. In 2006, the urban transport policy recommended construction of transit rail systems in all urban cities with a population exceeding 2 million. Further, in 2014 the central government stated that it would assist in financing transit systems in all cities with a population of over 1 million. In 2015, the central government approved the development of transit systems in 50 additional cities across India with a budget of $75 billion (see Figure 1). Transit development is just part of a huge expansion in planned rapid transport systems, which include metro, bus, high-speed rail, and monorail systems. Metro systems will include elevated and underground sections with twin-bore tunnels and underground stations. In the Delhi/National Capital Region (NCR), now the largest city in India by population, Delhi Metro Rail Corp (DMRC) was formed in 1995 as a joint venture company between the central government and Delhi state. DMRC operates the Delhi metro system. (see the case studies described later in this paper). DMRC has developed an external function to carry out studies and to offer consultancy to other cities planning transits. Since its inception, DMRC has produced Detailed Project Reports (DPRs) for every metro and monorail project in India. In 2012, DMRC became a partner in the management consultancy for Jakarta Mass Rapid Transit System, its first project overseas. DMRC became a model organization for other cities to follow. These cities have included Chennai, Hyderabad, Kolkata, Bangalore, Jaipur, Mumbai, Ahmedabad, and Nagpur. Other cities (e.g., Lucknow and Patna) are in the metro planning phase. Metro systems are under construction or partially operating in Hyderabad, Bangalore, and Jaipur."

Jan 1, 2016

By Mala R. Ciancia

Planned tunnel projects with advanced geotechnical investigations are more frequently being suspended because of changes in funding, politics, or local priorities. Some of these projects are ultimately canceled, some decelerate and stall, some resume after a short pause, and some restart after being mothballed for several years. The restarted project often differs at least slightly from the predecessor project in terms of alignment and design concept. This paper describes approaches to evaluating the quality and completeness of previous geotechnical investigations for a re-activated project, considering technological advances as well as changes in regulatory requirements, contracting approach, and site conditions which may have taken place in the time since the project was suspended.

Jun 13, 2021

By Anthony Harding, Rodolfo D. Aradas, Juan M. Fernandez, Darío Tsingas

"The adoption of tunneled combined sewerage interceptors and outfalls leads to design linings which are often subject to internal pressures that are larger than the external pressures, resulting in significant tension loads. The need to meet stringent durability conditions for the normal design life of 100 years often drives client specifications to require a double pass solution with a cast in situ secondary concrete lining. However, improvements in concrete technology and the need to seek efficiency in terms of time and costs, have driven designers to consider single pass segmental linings. The Riachuelo Sanitation project in Buenos Aires is subject to these constraints both upstream and downstream of a sewage treatment plant. This paper describes how the challenges of up to 2 bar pressure differential have been addressed by careful analysis of soil structure interaction to ensure that the full benefit of external ground pressure is realized, resulting in a more optimal design for the constructor both in terms of cost and time. INTRODUCTION The construction of long sewerage interceptors and outfalls is becoming an increasingly common piece of infrastructure for modern urban cities facing a large water front and estuarine conditions, which are under a significant environmental burden imposed by decades of sustained growth. Such works intercept most of the distributed sewage discharges to then divert them to a central treatment point from which it will be finally diffused via an outfall into a water body capable to accept these discharges under acceptable environmental conditions. Depending on the magnitude of the sewage load to be handled, the configuration of the urban environment and the conditions of the receiving water body, both in terms of oceanography forces and seabed conditions, these schemes will vary in length, conveyance capacity and design and construction requirements. When conditions permit, the current trend is the execution of long outfalls using flexible solutions (such as the use of HDPE pipes) which usually require some form of concrete ballasted weights to resist off shore dynamic forces when directly laid over the sea bed. However, this concept faces limitations when the conveyance requirements indicate the need for large diameters (typically above 3000 m) and also when the outfall needs to avoid deep features off shore such as navigation channels. When this occurs, tunneling, particularly segmentally lined tunnel constructed by TBM emerges as the most feasible approach for large diameter, long deep outfalls. The operating conditions often result in internal pressures that are larger than the external pressures, resulting in significant tension loads in the lining. The need to meet stringent durability conditions for the normal design life of 100 years often drives client specifications to require a double pass solution with a cast in situ secondary concrete lining."

Jan 1, 2016

By Marco Sonnenschein

As time is costly, engineering companies have developed methods, procedures and mechanical equipment to tunnel faster. But the best excavation method will not be able to cope with the time pressure if there is not a reliable backup system. Therefore, the application of belt conveyors for tunnel boring machine (TBM) drives as well as for drill-and-blast driven tunnels assure a quick and smooth removal of excavated soil in order to enhance the efficiency of the tunneling equipment. During the last 10 years, belt conveyor systems have achieved ?state-of-the-art? levels and have become the first choice for muck removal systems in both TBM and drill-and-blast driven tunnels. Because time has become such a key criterion in tunneling projects, it is essential that all equipment is operated so as to derive optimum efficiency and minimize costs. Efficiency also means to think about new tasks for existing technologies.

Jan 1, 2012

By Mirjana Boskovic

LKAB’s Kiirunavaara Mine is a sublevel caving iron-ore mine located above the polar circle in northern Sweden. The mine has been proclaimed seismically active since 2008 after a magnitude 3 seismic event, according to Swedish National Seismic Network (SNSN). At that time the Kiruna Mine did not have mine-wide seismic system. Since then, the Kiruna Mine experienced several damaging seismic events of which the largest one on the May 18, 2020. The magnitude, based on the moment tensor inversion results on data from the SNSN as well as seismic stations in Finland and Norway, is estimated to 4.2 ± 0.2 moment magnitude. The seismic event on the May 18, 2020 was located in the middle of the one of the productions areas and caused the major damage in the mine, damaging several kilometres of drifts on six mining levels, some of them beyond the practical repair. These damages affected four of ten production areas on several levels, some more some less. Luckily, no person got injured from the seismic event and the very long aftershock series. An important part in the whole process after the seismic event was information flow and decision-making process. It was very important to keep workers and community informed as that contributed transparency of decision-making and decreased the speculations. Resuming the production in the damaged areas in the safe manner, very soon become main focus for the mine management. It was obvious that not only rehabilitation of the areas is needed to resume the production. It was A MUST to understand the factors behind the seismic event and its mechanism to be able to avoid same situation and prevent seismic event of similar size. Mine engineers had to think outside the box to find the solutions to ‘rescue’ every drift that they could to be able to make good enough base for continued mining of the area. The paper describes actions taken in a very complex process of recovering the area that we from the beginning thought need to be abandon. Seismological analyses of the event on May 18, 2020 and past activity in the area, damage mapping, detailed studies of structures and geology, numerical modelling as well as engineering judgement were used as base for all our decisions how to proceed in attempt to restore mining of the area heavily damaged by 4.2 moment magnitude seismic event, in a safe way.

Apr 26, 2022

By John Turner, John A. Gibson, David Cass

Contents A. Introduction B. Description of Robbins Company involvement in several of the English Channel Tunnel projects C. Identification of project requirements and comparison of TBM features D. Description of the manufacturers separate roles in the -235 (T-1) TBM E. T-1 performance to January 15, 1989 F. Summary

Jan 1, 1989

By R Burke, G Ramage, C Donnelly

Over the decades, Redpath has undertaken a multitude of tunnelling and underground excavation projects for civil and mining clients both domestically and internationally. These projects have been undertaken through varying strata conditions with differing excavation methods in remote locations and in central business districts.With the recent turbulent nature of the global financial environment, project drivers have been challenged with the emphasis being placed on methods to gain early access to orebodies, rapid development techniques, lower capital costs and reduced labour requirements to name a few.A number of mining companies seeking to achieve these objectives have commenced the journey to better understand the operational constraints, challenges and opportunities that may be available with the use of alternative excavation methods.The development of safe and effective alternative excavation methods that comply with both domestic and international mining legislation and regulatory requirements is a challenge the industry needs to embrace. Given the current cost pressures being faced by the Australian mining industry, some alternative excavation methods offer the potential for longer term sustainability and rapid development of resources.More recently work has been undertaken on a project that challenged the norm and implemented an alternative excavation method with the use of an excavator with a rotating drum cutter head.This paper will review this recent project and provide technical and operational insight into some of the challenges faced in implementing an alternative excavation method in the metalliferous industry.CITATION:Donnelly, C, Ramage, G and Burke, R, 2014. Challenging the norm – alternative excavation method in mining, in Proceedings 12th AusIMM Underground Operators’ Conference 2014 , pp 187–190 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Mar 24, 2014

By J. Jeffrey Wagner, Michael J. Bailey, Peter M. Douglass

The Chambers Creek Interceptor Sewer Tunnel project consisted of 2-1/2 miles (4 kilometres) of nominal 9-foot (2.7-metre) O.D. tunnel driven through predominantly glacially overridden soils. Mole-Collucio Construction Company initially elected to drive the entire tunnel with a Lovat TBM. However, this machine could not control the fast raveling ground conditions which developed when the TBM encountered sands overlying very dense, hard glacial till or boulders. As a result, a shield and digger machine was brought in for a 1700-foot (518-metre) long segment. Pumped wells spaced roughly 50 to 125 feet (15 to 38 metres) apart were utilized to dewater about two-thirds of the alignment during construction. Initial support consisted of steel ribs and wood lagging, with a final lining comprised of pre-cast concrete pipe segments grouted in place.

Jan 1, 1985

By G Capes

A novel open stope design approach is presented that delivered improved performance in a mining area with poor ground conditions at the Olympic Dam mine. During 2019, a large open stope had an unplanned caving event resulting in the inability to extract the planned tonnes and subsequent sterilisation of nearby stopes. A design limitation was the lack of data and understanding around the alteration domain extents, the rock mass strength controls and limits, the failure modes controlling stope stability in the local area, and the use of conventional stope shapes. From the available data and failure observations, it was inferred that the dominant caving failure mode resulted from a blocky rock mass impacted by structure and alteration causing an unravelling failure mechanism. Numerical and empirical analyses were conducted to test this hypothesis and establish strength limits for design. The strength limits for the design were then used to provide a range of outcomes from which future stope design shapes such as chamfered backs could be selected. Three alternate chamfered geometries were selected to trial the innovative designs. The application of this methodology in 2020 resulted in overbreak reduction from >100 per cent in the initial caved stope to

Mar 29, 2023

By Chester M. F. Peters

INTRODUCTION There has been considerable discussion in recent years of the strained relations between owners, engineers and contractors caused by the rapid increase in costly litigation in underground excavation due to construction claims. These time consuming claims are not to the best interests of the industry. It has been a conclusion of some of the concerned parties that there could be a substantial reduction in these claims if a mutual respect for each other's roles could be maintained along with a practical contractual arrangement for sharing the risks of the unforeseen costs inherent in the business. This paper will touch on the overall problem of these relationships, but confine the major discussion to the role of geology in claims and, in particular, changed conditions claims, since they form the base for the bulk of those involving geology. Geologists can make a major contribution to the reduction of these claims if their particular abilities are recognized and used properly. CLAIMS AND GEOLOGICAL RISKS The tunnel contractor is strictly bound by the contract he signs, and the risks he assumes thereby must be priced. The most important variable factor on which he must base his price is the geologic data provided and his interpretation of it. If this data does not give a clear picture of the conditions, making it impossible to price

Jan 1, 1974

By A. K. Verma

This paper provides a brief overview of evolution of deformations, stresses, and pore pressures due to different excavation stages during construction of an URL. Excavation of a rockmass develops a damage zone of finite width around the excavated zone which is associated with changes in permeability and which affects the fluid flow mechanism. In this study, a coupled hydromechanical (HM) analysis has been conducted for a water saturated porous rock mass which has been created by sequential excavation and backfill of vertical disposal pit of an URL. For this purpose, an Atomic Energy of Canada Limited?s in-floor concept for a deep geologic repository suitable for Indian conditions has been used. Changes in rock deformations, stresses, strains and mechanically induced pore pressure in an undrained condition, during excavation, as well as those caused by mechanically induced rock deformations after backfill of the disposal pit, have been modeled. A three-dimensional finite difference tool FLAC3D has been used for the analysis.

Jun 1, 2012

By W. K. Hartley

INTRODUCTION AND HISTORY The Kimberley Division of De Beers Consolidated Mines Limited includes four underground mines in Kimberley viz. Dutoitspan, Bultfontein, De Beers and Wesselton Mine and two outside mines, viz. Finsch, an opencast operation and Koffie- fontein, an underground operation. Figure 1 is a map of the Kimberley district showing the location of these mines. Finsch is 150km west of Kimberley and Koffiefontein is 80km south of Kimberley. The head office of the De Beers Company is in Kimberley. The diamond sorting and trading companies for diamonds produced in South Africa are also in Kimberley. Diamonds were first discovered in the Kimberley area at Hopetown in 1866 on the banks of the Orange River. This, and later finds, triggered the start of the great "Diamond Rush". In 1870 the Jagersfontein (now closed) and Dutoitspan pipes were discovered, followed by those at Bultfontein, De Beers and Kimberley Mine (now closed) in 1871, Koffiefontein in 1880 and Wesselton in 1891. Finsch Mine was a more recent discovery in 1961. Finsch, due to go underground in 1986, and Koffiefontein, are fully self-contained with their own treatment plants, housing, services etc. The four Kimberley mines deliver ore by conveyor to a central treatment plant and use joint ser- vices. ,+lining is presently carried out mainly by Block Caving which has replaced the earlier Chambering method. De Beers Mine, on a limited scale, and Wesselton Mine have recently started to use Sub-Level Caving, and both Bultfontein and Du- toitspan are scheduled to use the same method at a later date. The combined ore tonnage produced by the Kimberley Mines is 17 400 tons per day, Koffiefontein 12 000 tons per day and Finsch Mine 17 000 tons per day. THE EVOLUTION OF MINING METHODS Initially, the open-cast mining was carried out to as great a depth as safety would permit. In the early stages of open-cast mining, the Kimberlite was removed in horizontal slices from levels 13m to 20m apart. The rock broken in the workings was raised to the surface by means of endless rope haulage inclines. As lower levels were attained these rope haulages were replaced by aerial hoists, inclined shaft haulages or inclined skip-ways. These methods were dependent upon the strength of the unsupported pipe walls, which became increasingly unstable with depth and a system was adopted whereby the ground mined in open excavations was tipped down passes to tunnels connecting with vertical hoisting shafts sunk in the country rock. As work in the open pit became more and more impracticable due to extensive falls of ground, this system was replaced by a combination of open-cast and underground mining, and eventually by wholly underground methods. Chambering With the advent of underground mining, a system known as "Chambering" (or "Inclined Chambering") was evolved. It was essentially a combination of shrinkage stoping and caving, whereby advantage was taken of the high pressure exerted by the loose rock that had accumulated in the open excavations due to the collapse of the pipe walls. This mining method was introduced around 1890 and was successfully employed, with little change, up to the early nineteen seventies. In this system each mine was served by a main hoisting shaft situated about 300m in the country rock. Main haulage cross cuts were driven from the shaft to the pipe at 200m (600ft) vertical intervals. A sub-vertical shaft, situated close to the pipe provided access to the working levels. Chamber levels were established from the sub-vertical shaft at 13m (40ft) intervals. See figure 2. On each of these levels successive 6,8m wide “cuts" were mined out across the pipe, from one rock contact to the other, and extended vertically to the footwall of the level above. Every 6,8m cut was made up of a chamber and a "back-pillart1, each approximately 3,401 wide. The chamber was mined by overhand shrinkage stoping. The levels were carried "en echelon", with each chamber on a level approximately three cuts ahead of the chamber on the level

Jan 1, 1981

CSA mine, which is a deep level copper operation, located 12 km north of Cobar, NSW, currently uses a top down stoping method, utilising cemented hydraulic backfill (CHF) to fill and stabilise the stoping void thus assisting the extraction sequence. The stope sequence then requires development back through the CHF stope so that the necessary infrastructure for the subsequent stoping, such as raise bore pads can be sited. The primary and secondary support installed in the CHF consisted of 100 mm thick fibrecrete from floor to floor with 7 + 2.4 m long resin support tendons installed at 1.5 m ring spacing. This support system relied on the resin achieving a quality bond with the CHF, and also the fibrecrete developing early structural strength due to the use of an accelerator. In addition to the delays in the excavation turn around time, it was felt that a superior support system could be designed. Such a system was designed; risk assessed, tested underground, and trialled in selective CHF digouts, and eventually signed off as the chosen support method in CHF digouts. This paper discusses the change from a passive support system used in CHF digouts to an active support system using Swellex bolts and weld mesh, which has provided an active support system, that is superior, faster to install, reduced the excavation turn around time and is overall a cheaper support system.

Nov 25, 2010

By Jack K. Lemley

This paper will provide an update of the Channel Tunnel Project including a discussion of the overall legal structure and management organisation. It is important to understand the mission that TML, as a design/build contractor, has undertaken and how the various interfaces have evolved between the other entities involved in the project. The paper will describe the evolution of the management organisation and the approach to completion of our contract, recapping the historic events and moving into a projection of how we will manage the completion of this very large transportation system.

Jan 1, 1991

By Philippe Dumont

Presentation of the project Underground civil works to be performed They include two single track running tunnels and a service tunnel of a length of fifty kilometers . Many cross adits (180 adits) : to link the tunnels (53 cross passages), to relieve air super pressure from one tunnel to the other (87 piston ducts), to install technical adits (40 electrical rooms). Two cross-overs located at one third of the whole length, allow trains to shunt from one tunnel to the other so as to ensure one way traffic in case of emergency. Pumping stations allow water to be collected at the lowest point and pumped out. 1 Main features of the tunnels 1.1 The service tunnel This 4.8 m inner diameter gallery allows During civil works - front probing operations of the geological layers encountered (front and vertical probes). - lateral soil grouting that may be necessary to facilitate the boring of the two running tunnels . During operations - Maintenance and safety vehicles traffic - Fresh air supply to running tunnels - Fire protection and drainage system - Electricity supply and control and communication. The service tunnel has been bored with a 5.72 meter external diameter Robbins TBM for the undersea section, and a MITSUBISHI TBM for the land section.

Jan 1, 1991

By C Bie, S Li, P Xiao, P Zhao, H Lin

"Based on solid simulation material research, the simulation conditions for methane and coal solid-gas coupling were obtained using solid-fluid coupling theory. Using sand as the aggregate and paraffin and oil as the cementing agents, a material suitable for solid-gas coupling simulation was developed. A permeability testing instrument was also developed, and the compressive strength, brittleness parameters and seepage velocity of material were tested with different aggregates. The results showed that as the paraffin content increased, the compressive strength of the material increased but the permeability decreased. The oil removed the drawback of intensely changing material compressive strength. By setting a different ratio of aggregate to cementing agent, it can simulate rocks with different strengths and permeability. Applying the material to a mining simulation experiment revealed a relationship between methane seepage velocity and overlying strata movement. By extracting pressure relief gas from Shanxi Tianchi coalmine drainage, the authors found that the mining fissure zone was a storage area of pressure relief gas, and a gas drainage system can be placed to achieve good results. CITATION: Li, S, Zhao, P, Lin, H, Bie, C, Pan, H and Xiao, P, 2015. Character of simulation material of coal – rock and gas solid-gas coupling and engineering application, in Proceedings The Australian Mine Ventilation Conference, pp 105–110 (The Australasian Institute of Mining and Metallurgy: Melbourne)."

Aug 31, 2015

By B Wu, C Zhao, B Lei

At present, the friction factor is calculated by measuring pressure drop and airway configurations. However, the workload of on-site measurement is heavy, and the measurement results are easily disturbed by the external environment. In order to meet the need of intelligent ventilation to quickly and accurately obtain the friction resistance of roadway. Based on the important of roughness in Atkinson friction resistance formula, in this paper, fractal theory is used to characterise the 3D rough surface, and a method based on fractal dimension to describe the roughness of roadway surface and calculate the friction resistance was proposed. A computational model of friction resistance for fractal characterisation of roadway 3D rough surface was established. The parameters of the model were deduced and verified by using Nikuradse experimental data. The fractal dimension of roadway surface was calculated by 3D laser scanning data of Kailuan roadway, the established friction resistance calculation method was compared with the field resistance measurement results. It is considered that the calculation method of friction resistance based on fractal theory is reliable and can well represent the influence of 3D rough surface characteristics of roadway. The result show that the new established friction resistance formula compared with the traditional Atkinson formula in Nikuradse experimental, the average relative error is 6.874 per cent, and compared with the measured results of ventilation resistance in Kailuan experimental roadway, the relative error is 6.667 per cent. Comprehensive evaluation and analysis suggest that the new formula can well reflect the influence of 3D rough surface on friction resistance, combined with 3D laser scanning technology, the friction resistance of roadway can be calculated quickly and accurately. This research provided a reference for the key technology and theoretical development of intelligent ventilation parameter measurement.

Oct 12, 2022