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By Norman K. Olson

Hard-rock phosphate was formerly the chief source of all phosphate in Florida. Its mining began as early as 1883 or 1884, reached a peak level in 1907 and ceased in 1966. Production began and ended in the Dunnellon area (Marion County). Nearly all the hard-rock was exported because its P205 value per unit weight is generally more concentrated than that of other phosphate rock. Maximum production, achieved in 1907, was greater than 600,000 tons; the total value for that year was more than $4,000,000. The Florida hard-rock phosphate, considered to be of middle Miocene to early Pliocene age, has an intermittent narrow, linear northwest-southeast trend. The Ocala uplift controls the phosphate distribution for more than 200 miles. Other known, isolated hard-rock areas appear to be related to minor folds on the Ocala uplift. The hard-rock phosphate deposits are a heterogeneous mass of sedimentary fluorapatite, chert and quartz with textures ranging in size from clay to boulder, and in thickness from 0 to 40 feet. Phosphate compounds, principally fertilizers, have been in oversupply since before 1968, but by the middle 1970's some experts forecast a supply-demand balance. A brighter future for exploitation of Florida hard-rock phosphate depends upon one or more of these factors: 1) depletion of present premium grades (74 percent BPL and above) of land-pebble; 2) cheaper electric power from nuclear generators for profitable electric furnace operation; 3) supply and price of sulfur; 4) manageable rail-water transportation costs; 5) development of less costly mining and separation methods; and 6) minimum competition from high-grade foreign phosphate.

Jan 1, 1972

By Wern-ping N. Chen

Pressure tunnel includes water-supply tunnels and tunnels for hydroelectrical power plants. Their design principles are different from those of water/wastewater/conveyance and transportation tunnels. Though theoretical pressure tunnel design guidelines exist, a comprehensive guide to summarize these guidelines to facilitate the planning and design of a pressure tunnel program is lacking. The purpose of this paper is to fulfill this need. It first provides key pressure tunnel design concepts in hard rock environment; then, it illustrates associated final lining design principles, including the design of un-reinforced concrete lining, steel lining, and reinforced concrete lining. Design diagrams and a flowchart for the reinforced concrete lining design are provided.

Dec 1, 2022

By A. Mei, F. Amadini, F. Cernera, D. Baliani, A. Flor, M. La Morgia, F. Sassi

The risk of TBM jamming because of squeezing rock mass or excessive caving (instability of the cavity) conditions is always a focal point while boring long and deep tunnels with shielded TBMs. Mechanized excavation provides a large amount of real-time data, for each machine’s parameters. Several analyses have been executed to assess the correlations between different sets of TBM parameters for the exploratory tunnel. Instead of analyzing the full dataset, a different approach is proposed, with data processed sequentially to simulate the real excavation situation. The probability distributions are recalculated together with their statistical parameters while advancing. This approach is extended also to the training of a Machine Learning model able to foresee the behavior at future rings based on past rings (using a Recurrent Neural Network). The predictions show a promising first step toward creating practical tools that can assist contractors and designers to correlate and predict TBM excavation data. These tools will assist to predict and quantify high risk situations that could arise during excavation.

Jun 13, 2023

By Doug Harding

The Metropolitan St. Louis Water District’s Project Clear is a 28-year program targeting wastewater capacity throughout St. Louis, MO. The extensive program includes the Jefferson Barracks Tunnel, running parallel to the Mississippi River at 2 m ID and 5,400 m long. A rebuilt Robbins Main Beam TBM began boring but hit challenging conditions about 2,400 m in, including water inflows. A larger 4.1 m Robbins Main Beam machine will complete the remaining 3,050 m in limestone, dolomite, and shale. The TBM will utilize a high-powered, high breakout torque cutterhead along with enhanced 360-degree probing & grouting capabilities to detect any karst formations.

Dec 1, 2022

By Gerald L. Dollinger

INTRODUCTION Today more tunnels are being bored by mechanical means in igneuus and metemorphic rocks (i.e. "hard" rocks) than ever before, and there is reason to believe that this trend will continue in the future. Because of this, there is an increasing demand fur stronger, more powerful machines and fur cutters that are capable of handling the high loads and abrasive rock conditions that often accompany hard rock tunneling. Tunnel boring machines ("TM's") built today, therefure, generally have higher thrust and torque capabilities than those built in the past, and they are equipped with the largest cutters and rings now available. The recent experience in hard rock tunneling has demunstrated that TBMs can be both efficient and ecunumical under such conditions, and that acceptable performance rates can be achieved in all but the hardest rock. In spite of this success, it is believed that improvements in buth the cost of boring and in performance rates can still be made through mudificatiuns in the existing kerf cutting system. Some impruvements in TBM performance under hard rock conditions, fur example, have already been made thruugh the development of constant section rings that maintain a constant edge width and, therefore, a constant level of performance as they wear. The recent experience in hard rock tunneling has also produced a wealth of new TBM performance data through the systematic study

Jan 1, 1983

By Ivor Hawkes, Malcolm Mellor

INTRODUCTION There are currently around fifteen companies in the United States and Europe manufacturing hard rock tunneling machines. In recent years upwards of 200 hard rock tunnels of lengths up to 12 miles and diameters to the order of 30 ft have and are being successfully driven by over 100 different machines. It has been predicted that within the next decade over 2,000 miles of tunnels will be driven for transportation purposes in the United States alone (OECD Advisory Conference on Tunneling, Washington, 1970) and it is expected that eventually most tunnels including mine drivages will be excavated by machines. All tunneling machines have certain common basic functions; thrust is applied to drive or hold the rock cutting tools into the face, and torque is applied to rotate the cutting tools over the face so that they can continuously break out rock. The speed of head rotation, together with the torque requirement, determines the cutter head power. (The power required to push the head forward is usually negligible.) There are many factors which determine how successfully a given tunneling machine will perform in a given rock but one of the most important is effective utilization of cutter head power. This paper is a review of the specifications and performance of hard rock tunneling machines, obtained from manufacturers' catalogs, published literature, talks with manufacturers and visits to operating machines throughout the United States and Europe.

Jan 1, 1997

By Bob Gordon, Allen Furth, Dan Dobbels

A 4.8 m (16 ft) diameter hard rock tunnel was driven through granite bedrock to create the 1.7 kilometer (1.1 mile) long Hampton McCloy Retention Tunnel for the city of Richmond, Virginia. During the work the tunnel encountered narrow seams of partially decomposed granite that were not self supporting and could be dealt with using ribs and lagging. However, as the tunnel approached the receiving shaft, it encountered a large seam of highly decomposed rock, alluvial deposits and running sand which resulted in soil loss into the machine. As a result of this condition, a jet grouting program was quickly developed to allow the tunneling to continue. This paper will describe the manner in which jet grouting was used to solidify and stabilize the decomposed bedrock, alluvial soils, and running sand to allow the TBM to continue tunneling.

Jan 1, 2003

By Dae Young Kim, Sim Bo Kyung, Ebrahim Farrokh, Ki Chang Hyun

"TBM cutter life evaluation in abrasive granitic rocks is a very important issue, especially in pressurized face tunneling with mixshield TBM for which the planning of costly interventions becomes crucial. This paper presents an overview of methodologies for cutter life evaluation in rock. A comparative study is performed to indicate the predictability of cutter life evaluation methods based on detail data from the NS3 tunnel project in Singapore. A new model is developed based upon the cutter wear information of eight TBM tunnels from around the world. New methods are proposed to evaluate the optimum intervention interval length and the number of worn-out disc cutters for a tunnel project. Finally, two new laboratory tests in the evaluation of disc cutter abrasion, including a full-scale and a small-scale test, are introduced, and their test results are discussed. INTRODUCTION The issue of wear evaluation for hard rocks has been extensively studied in drilling and pavement industry. In this regard, several tests and evaluation methods have been proposed to estimate or evaluate the state of tool life (e.g. bit life for drilling). In the case of TBM tunneling, tool wear may depend on several factors such as mineral composition, strength, or type of cutting, but as the abrasion is usually the major mechanism for the tool wear in hard rock, the developed methods for cutter wear or cutter life evaluation are mostly based on the abrasion indices such as Cerchar Abrasivity Index (CAI). This paper attempts to review the major methodologies for disc cutter wear and life evaluation and to propose new methods to evaluate cutter life and intervention interval evaluation based on detail information of a mixshield tunnel project in Singapore as well as general information of some other projects from Iran, Italy, South Africa, and France. As the laboratory tests are crucial in the process of evaluation, two new lab tests are developed and used to inspect suitability of the new proposed model for disc cutter wear evaluation."

Jan 1, 2016

By Bob Miller

"All industries have parts and equipment that are exposed to some type of destructive wear. Hardfacing is a cost-effective tool that will minimize wear and increase service life. At first glance, hardfacing can be confusing and troublesome. In reality, it is not.Postle Industries, a manufacturer of hardfacing products, has found that the 22 answers to frequently asked questions may help operators select hardfacing products that are most appropriate for their application. The first 10 questions are addressed in these pages, the full list can seen at Mining Engineering online under the Web-Only Content section.1. What is hardfacing?Metal parts often fail their intended use not because they fracture, but because they wear by abrasion, impact, metal-to-metal contact or some other form of wear, which causes the parts to lose dimension and functionality. Hardfacing, also known as hard surfacing, is the application of a buildup or wear-resistant weld metal onto a part’s surface by means of welding to extend the life of the part. The weld metal may be applied as a solid surface or in a pattern, such as a waffle pattern, herringbone or dot pattern, etc.Hardfacing is becoming increasingly important for many industries to protect equipment that is exposed to wear and abrasion including parts used in mining, earthmoving and construction, oil and gas drilling and steel making and forging. Extending the life of wear parts can save thousands of dollars and improve productivity. Hardfacing can be used to recondition parts that have already been exposed to wear and have lost their useful life, or used in the manufacture of new parts to improve their life before they are put into service.There are three main types of hardfacing applications:• Build-up or rebuilding.• Hardfacing or overlay.• A combination of build-up and overlay.2. What base metals can be hardfaced?Carbon and low-alloy steels with carbon contents of less than 1 percent can be hardfaced. Medium carbon and low-alloy steels are very common since they provide higher strength than mild steels and better abrasion resistance. High carbon alloys may require a special buffer layer.The following base metals can be hardfaced:• Stainless steels.• Manganese steels.• Carbon and alloy steels.• Cast irons.• Nickel-base alloys.• Copper-base alloys."

Aug 1, 2016

By P. L. Padgett, J. C. Hower

Five coals blended at a Midwestern United States power station were subjected to detailed analysis of their Hardgrove grindability. The coals, representing four distinct coal beds, are a low-sulfur, high-volatile A bituminous Upper Elkhorn No. 3 coal (Pike County, Kentucky); a medium-sulfur, high-volatile A bituminous Pittsburgh coal (southwestern Pennsylvania); a low-sulfur, subbituminous coal from the northern Powder River Basin (Montana); and two low-sulfur, subbituminous Wyodak coals from two different mines located in the eastern Powder River Basin (Campbell County, Wyoming). All samples that were processed in the Hardgrove grindability tests were also analyzed for their maceral and microlithotype content. The high-vitrinite Pittsburgh coal and the relatively petrographically complex Upper Elkhorn No. 3 coal exhibited different grindability behavior. The petrographic compositions of the Pittsburgh raw feed, the 16 x 30-mesh fraction (HG! test fraction) and the -30-mesh fraction (HGI test reject) are similar, suggesting that the HGI test fraction typifies the whole feed. The eastern Kentucky test sample is not as representative of the whole feed, with the HGI test fraction having lower vitrinite amounts than the rejected -30-mesh fraction. The Powder River Basin coals are high in vitrinite content and show behavior similar to the Pittsburgh coal.

Jan 1, 1998

By Andrew B. Allen, Charles W. Robinson, Robert L. Schneider

In April, the US Synthetic Fuels Corp. broke a three-year silence and made its first financial award by approving a $820,750 loan for the First Colony peat-to-methanol project in North Carolina (ME, May, page 403). Peat Methanol Associates (PMA), a partnership between Koppers Co., ETCO Methanol Inc., Transco, Peat Methanol Co., and l. B. Sunderland, broke ground at First Colony last year and plans to begin production in Dec. 1985. Although the award is only a small part of Synthetic Fuels Corp.'s $15-billion budget, it does signal the corporation's intention to move aggressively ahead. It also is a positive indication that First Colony will be completed and operated successfully. This article describes the methods and equipment that will be used to harvest peat at First Colony, as well as how the peat will be converted to methanol. Introduction Peat deposits found along North Carolina's coastal plain contain high-quality fuel-grade peat with an average heating value of more than 23.3 MJ/kg (10,000 Btu/lb) (dry), with a low sulfur and ash content. The deposits differ from other US peats in that they contain large, sound Atlantic White Cedar and Cypress logs, stumps, and roots that may extend throughout the full depth of the deposit. A second difference is that these deposits are much more highly decomposed and, in the raw state, have the appearance and feel of a heavy, reddish-brown grease. These factors make it impractical to use standard production equipment so a new line was developed. Also, because of these conditions, techniques were modified to facilitate production. First Colony Farms, located near Creswell, NC, developed and evaluated a milled peat program. Equipment for this production method was designed and built, production rates were established from field operations, drying rates were established, weather data were analyzed, and total operating and capital costs were estimated. The method depends on the sun and wind for drying peat to the desired moisture content, in this case around 40%. Therefore, field preparation is actually the construction of a large solar collector to dry the peat so it can be harvested and stockpiled. It is essential that this collector be properly profiled initially and maintained during production to prevent precipitation from ponding. Initial Field Preparation Initial field preparation includes cleaning existing canals and constructing ditches and water control structures for proper drainage of rainwater run-off, building adequate roads for site access, removing surface vegetation, and profiling and sloping the fields. At First Colony, the 60.7-km2 (15,000-acre) harvesting area was divided into 129.5-hm2 (320-acre) blocks about 1.6 km (1 mile) long and 805 m (0.5 mile) wide. This was accomplished by cleaning main outfall canals with adjacent roads built from canal spoil at 1.6-km (1-mile) intervals. Existing intermediate canals that feed into main outfall canals at 805-m (0.5-mile) intervals also are cleaned. Headland roads are constructed from canal spoil along each side of each intermediate canal. This 129.5-hm2 (320-acre) block is then divided into 32 harvest strips by small V-ditches constructed at 50-m (165-ft) intervals. At the end of the field with the lowest elevation, corrugated steel pipe culverts are installed under the headland road in each V-ditch to control rainwater runoff into intermediate canals. Runoff water from the fields is diverted to a holding pond to prevent any increase in peak water runoff rates and to allow for more uniform drainage rate than experienced to date. After the drainage system is installed, harvest strips are ready for grinding and sloping operations. Surface vegetation, made up of small, waxy-leafed shrubs such as Gallberry, Bayberry, Magnolia, and scattered pond pine, can be effectively ground and incorporated into the upper surface of the peat layer. Here, it will rapidly decompose and have little effect on overall peat quality, thus eliminating the standard practice of pushing the vegetation and upper wood layer into long windrows with bulldozers and hauling this debris from the fields. Incorporating vegetation into the upper surface is known as the initial 102-mm (4-in.) surface vegetation grind and is accomplished by using a modified Bros Rota Mixer. Following this operation, and by using the same unit, a sec¬ond grind with a depth of 200-255 mm (8-10 in.) is made. This reduces the debris to a finer consistency, mixes it with the upper peat layer, and grinds any wood found in the upper 200-255 mm (8-10 in.). After initial grinding operations are completed, the augering or sloping operations can be accomplished with little or no hin-

Jan 7, 1983

By C. M. Brinckerhoff

Much has been written in the mining technical magazines about the caving system. Many of these articles were published in the Transactions of the American Institute of Mining Engineers prior to World War II. In recent years little has been written on mining methods or on the detailed planning always required. Block caving had primarily been used to mine deep copper ores in Africa, the United States and in Chile, although other ores had been mined by this same system. Asbestos ore had been caved in Canada, tin ore in Bolivia, molybdenum ore in Colorado, iron ore in Wyoming and Sweden, and limestone in California.

Jan 1, 1984

By Robin J. Batterham

We still need to innovate, but it is getting harder. The real price of metals is declining, return on shareholder value is lower than other industries, and there is a shorter-term focus on staying viable in a capital-intensive industry where timeframes for implementation of new technologies can be long (+I5 years). In this environment, the levels of R&D spent by major minerals companies are remaining steady at around 0.2%-0.5% of revenue. This is not large and to remain viable in the future, we need to be smarter about the way in which we do R&D. The mining industry is a knowledge-based industry. Driving down the cost curve demands innovation, which demands knowledge. To be smarter and more effective in our approach to innovation, a new paradigm is required Generating, capturing and using knowledge has evolved from Mode 1 (discipline based and clear distinction between basic and applied research) to Mode 2 (multidisciplinary, team-based approached with flow between basic and applied activities). Mode 2 is now seen to be much more efficient and to deliver better appropriability (Tegart 2003). To survive, we need to innovate, and the best way to do this is collaboratively. Some examples and pointers for the future will be given in this paper. THE CURRENT SITUATION The Rand report and other recent studies have painted a grim outlook for the mining industry. The real price of metals continues to decline (Figure 1) and profit margins remain thin. This is reflected in shareholder returnwhich are well below other industries (Figure 2)-and current management strategies-which reflect something of a "survival mode." The current focus for most mining companies is on short-term, incremental gains

Jan 1, 2004

By MATTHEW HART, THOMAS BAMFORD, Kamran Esmaeili, MICHAL KOWALCZYK, FILIP MEDINAC

Improved haul road conditions can positively impact mine operations resulting in increased safety, productivity gains, increased tire life, and lower maintenance costs. For these reasons, a monitoring program is required to ensure the operational efficiency of the haul roads. Currently, at Bald Mountain mine, monthly site severity studies, ad hoc inspections by frontline supervisors, or operator feedback reporting is used to assess road conditions. These methods are subjective and provide low temporal resolution data. This case study presents novel unmanned aerial vehicle (UAV) technologies, applied on a critical section of haul road at Bald Mountain, to showcase the potential for monitoring haul roads. The results show that orthophotos and digital elevation models can be used to assess the road smoothness condition and to check the road design compliance. Moreover, the aerial mapping allows detection of surface water, rock spillage, and potholes on the road that can be quickly repaired/removed by the dedicated road maintenance team.

Sep 15, 2020

By E. Carvajal I

Large diesel engines provide the mining industry the substantial power and torque needed to move large amounts of material efficiently. But the stresses generated by such power and torque necessitate complex maintenance programs to ensure the utmost operating capabilities are not compromised. Of all its available sensors, the Exhaust Temperature differential between the right and left banks can provide the most valuable indicator of the overall operating condition and potential degradation of a large diesel engine. BHP Billiton Escondida Mining has implemented real-time remote monitoring, diagnostics, reporting, and tracking of Exhaust Temperature differential using Modular® technology. As a result of the processes and procedures put into place surrounding their MineCare maintenance management system, Escondida has proactively replaced over 300 injectors, resulting in an increase of 4% in Engine availability.

Jan 1, 2011

By V. Kecojevic

Environmental and economic costs related to equipment fuel consumption and carbon dioxide (CO2) emission present a substantial challenge to the mining industry. Haul trucks are an integral part of the overall surface mining system and they consume a substantial quantity of fuel. Consequently, they produce a significant amount of CO2. The objective of this research is to (i) establish a mathematical relationship among a truck?s fuel consumption, power and engine load factors and (ii) determine the amount of a truck?s CO2 emission and the associated cost that may arise from potential CO2 legislation. In order to achieve these objectives we have considered original equipment manufacturer (OEM) haul trucks, commonly used in surface mining operations. The research presented here may be used by mining professionals to help determine the cost and environmental burden of the trucks? application, and efficiently manage energy consumption.

Jan 1, 2011

By A. Schaum

On average, there are approximately 10 fatal haul truck accidents per year. The most common causes for haul truck accidents include mechanical problems, inadequate training and insufficient road/berm maintenance. Due to the frequency and magnitude of haul truck accidents, new training methods are being investigated. With the widespread availability of computers and new technology becoming more reasonably priced, the ability to incorporate computer-based training for miners is becoming more possible. It has been shown that computer-based training is just as effective in knowledge acquisition as traditional lectures, and computer-based training can lead to a significant increase in the retention of material (Williams and Zahed, 1996). Studies have also shown that more engaging training methods lead to more effective knowledge acquisition (Burke et al., 2006). A supplemental system for current and new miner training to address the common causes of fatal accidents was developed. The training system is a virtual preshift inspection of a haul truck, and it can train new haul truck operators to identify parts that look defective. The training will increase an operator?s ability to recognize problematic parts and correctly identify the corrective action needed. Increasing the quality of training by providing an engaging, simulated hands-on environment will lead to safer behaviors by trainees, which will ultimately lead to fewer accidents and fatalities.

Jan 1, 2008

By MATTHEW HART, THOMAS BAMFORD, Kamran Esmaeili, MICHAL KOWALCZYK, FILIP MEDINAC

Improved haul-road conditions can have a positive impact on mine operations, resulting in heightened safety, productivity gains, longer tire life and lower maintenance costs. For these reasons, a monitoring program is required to ensure the operational efficiency of the haul roads. Currently, at Bald Mountain Mine, monthly site severity studies, ad hoc inspections by frontline supervisors or operator feedback reporting are used to assess road conditions. These methods are subjective and provide low temporal resolution data. This case study presents novel unmanned aerial vehicle (UAV) technologies, applied on a critical section of haul road at Bald Mountain, to showcase the potential for monitoring haul roads. The results show that orthophotos and digital elevation models can be used to assess the road smoothness condition and to check the road design compliance. Moreover, the aerial mapping allows detection of surface water, rock spillage and potholes on the road that can be quickly repaired/removed by the dedicated road maintenance team.

By Steve Kral

Reducing the cost per ton and increasing productivity are key factors in a mine’s profitability. Mining companies can do little about commodity prices. So to keep a mine operating at a profit, management must reduce costs and improve worker and equipment productivity in every facet of a mining operation. From mining to crushing to processing, mine management is constantly seeking new methods and technologies to improve the way it mines minerals. And it is willing to borrow techniques used by other operators.

Jan 1, 2002

By W. E. Adkins

Ore and waste haulage usually constitute one of the major cost items in the operation of an open pit mine. This has always been true at the Chino mine, one of Kennecott Copper Corporation's western mines, located in southwestern New Mexico. The Chino Mines Division is an integrated operation. The open pit mine, dump leaching operation, and a precipitating plant are located at Santa Rita, New Mexico, and a power plant, mill, smelter, and fire refinery are located in Hurley, New Mexico, about nine miles south of the mine. Approximately 22,000 tons of ore are mined and processed each day; in addition, approximately 42,000 tons of waste are removed from the pit. Originally the pit was located along the side of Santa Rita Creek but it has deepened and expanded so that at the present time, it could better be described as a nearly circular pit about one to 1.5 miles in diameter. The bottom is at an elevation of 5750 feet, the west rim near the ore gathering yard is at an elevation of 6230 feet, and the highest bench on the east side of the pit is at an elevation of 6750 feet, giving a vertical mining depth of 1000 feet. The train waste dumps reach a maximum elevation of 6580 feet. At the present time, Chino uses electric locomotives, off-the- highway trucks, and a skip system for mine haulage.

Jan 1, 1963