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By Shemek Oginski

The 5 km (16,194 lf) of 6.1m (20 ft) diameter TBM driven tunnel built by the J.F.Shea Co. will serve as sewage overflow storage. The TBM tunnel and four connecting tunnels excavated by drill and blast methods in hard granite will remain unlined. Based on the Geotechnical Baseline Report (GBR), the Contract documents provided a design with no required pattern of rock bolts, no probing, no pre-excavation or consolidation grouting, and lastly, no final lining of the tunnels was deemed necessary. This paper will provide a general overview of these topics with the emphasis on the actual ground conditions encountered versus the projected conditions provided in the GBR and how the GBR reflected the design of the project. Proposed modifications to the temporary and permanent ground support will be presented and the necessity of probing and pre-excavation grouting will be evaluated.

Jan 1, 2005

The National Institute for Occupational Safety and Health conducted laboratory and field tests to evaluate the effectiveness of dust collector bags for reducing dust liberation and operator exposure from a roof bolter?s dust collection system. The laboratory tests evaluated the bag?s effectiveness to contain dust and the effect on canister filter loading in both a bag and bagless condition. The dust emissions from the collector?s exhaust were also measured in each condition during laboratory testing. Laboratory results show that nearly 100 percent of the test dust fed into the collector was captured by the dust bags. Loading and pressure drop on the dust collector?s canister filter is greatly decreased when using the bags, enabling longer periods of drilling without filter removal/cleaning. The field results showed that, even though dust standards were met, respirable dust in exhausted emissions was reduced around the bolter. Laboratory and field results show that benefits from use of the bags are realized in all areas of operator exposure.

Jan 1, 2008

By Arthur D. Silber

The economic success and growth of any metropolitan region depends on mobility. Today, mobility between New Jersey and New York is threatened by a transportation system that cannot meet 21st century travel demands. The transportation bottleneck created by the Hudson River threatens the viability of one of the world?s great centers of commerce and culture. Fortunately, there is a solution: The Access to the Region?s Core Mass Transit Tunnel. The US$8.7-billion Mass Tran-sit Tunnel?s (MTT) new two-track line will double commuter rail capacity under the Hudson and create a new, state-of-the-art cavern station in Midtown Manhattan, with wide platforms, high-speed escalators and other features to improve riders? travel experience. The capacity and other benefits of the MTT project will launch a new era of prosperity for the region, just as the Pennsylvania Railroad did almost 100 years ago when it built the existing two, single-track rail tunnels that now form the sole commuter rail link between New Jersey and New York. The existing tunnels run from North Bergen, NJ, under the Hudson River to Pennsylvania Station at 33rd Street in Manhattan. Construction on the MTT, the largest public works project in the United States, is scheduled to start this year and continue through 2017. The MTT is ready to go to construction thanks to a major commitment of financial, engineering, project management and other resources from NJ TRAN-SIT, New Jersey?s statewide mass transit agency, and the Port Authority of New York and New Jersey, a bistate agency that operates the Holland and Lincoln tunnels, the George Washington Bridge and other major transportation facilities in New York and New Jersey. The project is also strongly supported by the state governments of New York and New Jersey, as well as that of New York City. The MTT is New Jersey Governor Jon Corzine?s number one transportation priority.

Jan 1, 2009

By Georgene Renner

With more than 800 booth spaces sold and 540 exhibiting companies displaying their wares, there was something for everyone on the exhibit floor of the 2014 SME Annual Meeting in Salt Lake City, UT Feb. 23-26. The following is a sample of what was offered at the 2014 meeting.

By Earle Faig

Earle Faig Along with other transportation modes, the barge industry will be greatly affected by trends in domestic coal production. Traditionally, coal has been one of the major commodities moved by barge. Now, because of events in the international energy market, coal is finally getting the recognition it deserves as a major component of the country's energy program. Perhaps even more significantly, a series of events has caused other countries to turn to the United States as a source of coal. Although the outlook for coal demand is optimistic, it will be greatly influenced by the ability of the transportation sector to handle the additional traffic. Because of its long experience in moving large quantities of coal, the barging industry is in an excellent position to capitalize on coal's increased popularity. A brief description of the barging industry should facilitate the discussion of coal as it relates to that industry. Barge companies operate on a river system that is over 40 Mm (25,000 miles) long. It includes the East and West Coasts and the Mississippi River System comprised by the Allegheny, Monongahela, Kanawha, Ohio, Illinois, Missouri, Tennessee, Cumberland, Arkansas, Warrior-Tombigbee, and Mobile Rivers, and some smaller tributaries. The Gulf Intracoastal Waterway stretching along the Gulf Coast from Brownsville, TX, to Apalachicola, FL, also is considered part of the inland waterway system. Approximately 1,800 companies operate on the inland river system and have a combined fleet of about 4,400 towboats and 28,000 barges. The fleet of towboats represents 4.8 GW (6.4 million hp) of power. The towboats comprising this fleet vary in size from a small harbor boat to a large line haul boat with 7.5 MW (10,000 hp) of power. The choice of size and power of the boat depends on a number of factors, including the size of the river and operational constraints, such as lock size, river-current rate, and water level. The choice also depends on the tow size. A single tow on a river capable of locking through 15 barges at a time handles up to almost 20 kt (22,000 st), whereas a tow on the lower Mississippi, which has no locks, can accommodate up to 41 kt (45,000 st) of cargo. Because the quality of coal is not typically damaged by exposure to the elements, it is usually moved in open hopper barges, although covered barges are used occasionally. The most frequently used size is the jumbo barge that measures 59 m (195 ft) long by 11 m (35 ft) wide by 4 m (12 ft) deep and can handle up to 1.4 kt (1,500 st) of coal. Advantages of Barge Transportation Barging offers several inherent advantages in transportation of bulk commodities like coal. First, barges can carry large quantities of product. A single jumbo hopper barge can handle 1.4 kt (1,500 st) of cargo while it takes 15 91-t (100-st) capacity rail cars or 57 trucks hauling 24 t (26 st) each to move an equivalent amount of cargo. Thus, barges can move more tonnage with less equipment than competing forms of transportation. Second, barging offers the most fuel efficient means of transportation. Less energy is required to push a load over water than to pull a similar load over land. The amount of pollution attributable to barge traffic is minimal because barges consume less fuel. Third, barging is an inexpensive form of transportation. The inland waterway industry transports about 12% of the nation's freight for about 2% of the total freight bill. This can be attributed to competition between the large number of companies on the river system and competition with other transportation modes. Fourth, barging is an environmentally safe method of transportation. Inland river routes expose fewer urban areas to hazardous substances than rail or truck. And barge spills occur less frequently than rail or truck spills. The industry does pose some disadvantages. The waterway system is constrained by the natural river network, so barges cannot travel on the most direct straight-line route. This means that barging is usually an incomplete form of transportation requiring interface with truck or rail. The industry's market is limited to those geographical areas that are located on or near the rivers. In addition, it is a time-consuming transportation mode, making it impractical for many types of commodities.

Jan 10, 1982

By Devin Burns, Saima Ghazal, Michael Owusu-Tweneboah, Kwame Awuah-Offei

Trust in AI systems and the nature and amount of information about the system can influence decision-making. It is, therefore, crucial to understand how AI-powered monitoring systems (e.g., gas monitoring systems) influence miners’ trust and decision-making in emergency evacuation. This work focused on measuring the differences between how participants respond to a simulated underground mine emergency evacuation situation when warnings are represented as coming from a human or AI-based monitoring system. We also manipulated the amount of information participants received about the system, yielding a 2×2 between-participants survey design. The participants received an alert message about rising gas levels in a mine and provided a response on how they would react and reported their perceived safety. We also asked questions to assess their trust in, preference for AI over human-based gas monitoring systems, and whether they are willing to delegate the duties of underground gas monitoring to AI systems. The experiment results show the amount of information had a significant influence on miners’ trust and decision-making. The safety perception of participants based on age, number of children and ethnicity was significantly different from one category to another. This work provides valuable insights as the mining industry deploys AI systems to aid mine safety.

Feb 1, 2025

By Dan Witkowsky

In an increasingly environmentally conscious world, mining's importance to society has often been misunderstood and even maligned by the public. Extreme and impractical ideas have often been presented to children because of the lack of accurate, timely resource materials available to educators. In the late 1960s. two mining engineers, S.P. "Pi" Warren and C.L. "Lindy" Barker, became aware of this situation. They proposed to develop a summer field course to provide a factual overview of the minerals industry for teachers. The pair believed that teachers could become better informed to educate students, and future generations, about mining. These two Colorado Mining Association (CMA) members felt that such a course could reduce much of the misunderstanding about this vital industry. This could be done by providing a balanced perspective of mining, not only for kindergarten-through-grade-12 teachers, but also for the students they would be teaching during their careers. Students who better understood the minerals industry could better formulate an unbiased view of it. The course would seek recognized authorities from industry, academia and government who would lecture in their respective fields of expertise. The course would provide a total concept of the coal, aggregate, metals and industrial minerals industries. It would include geology, geophysics, exploration, mining, processing, marketing, product applications, economic, mining history, careers, and environmental responsiblity. When possible, site visits would permit educators to view operations and to meet the men and women who are industry leaders. Teachers would pay a small tuition fee. The balance of the program expenses for each teacher would be paid through scholarships provided by industry and individuals. The "total concept" idea obtained the support of the minerals industry. The support of CMA's Education Committee and the Colorado School of Mines (CSM) was obtained in 1968. Colorado's Commission on Higher Education approved teacher recertification credits through CSM's Office of Special Progams and Continuing Education for those successfully completing the program. The first six-week series of classes presenting the total concept of the indus¬try was held at CSM in 1969. In 1977, the CMA Education Foundation Inc. (CMAEF) was established as a Colorado nonprofit corporation. The "Total Concept of the Mining Industry" (Total Concept) course was placed under its sponsorship. CMAEF is dedicated toward this continuing education program (Table 1). In 1994, the course was streamlined to four-weeks for six hours recertification credit.

Jan 1, 1997

By David Belknap, Clay Haynes, David Egger

Rehabilitation challenges were met nearly two months ahead of contract schedule for the Design-Build, Fast Track Scituate Aqueduct & Tunnel project in Cranston, Rhode Island. The aqueduct and tunnel were built in the 1920s and consisted of three sections—a 2.3 m diameter reinforced concrete section that extends approximately305 m before it transitions to a horseshoe-shaped 2.3 m wide by 2.1 m high cast-in-place concrete tunnel that continues for approximately 5.3 km until it transitions back to a 2.3 m circular section that extends approximately 1.9 km to the end of this project. Major repairs were required to assure sustained operation of this water supply tunnel.

Jan 1, 2005

By E. Costa Silva

Among the methods of mineral processing, gravity concentration methods are, probably, those which have lower costs, higher capacities and lower operational complexity. In order to be really effective, these methods require a feed size distribution in which the particles are liberated. Further, there must be a significant difference (usually higher than 1-1.5) among the real densities of the particles. However, in most cases, the traditional gravity concentrators (jigs, shaking tables, spirals and dense medium hydrocyclones) lose efficiency (sharpness of cut and recovery) when the mean diameter of particles are lower than 0.05mm and the difference among densities are smaller than 1. Most gravity concentrators developed in the last 20 years are based on the use of centrifugal forces that create large "apparent gravitational gradient" seeking to overcome the limitations of particles size distribution. This paper presents the experience of the CVRD Research Center in evaluation and development of new process based on using this new generation of gravity concentrators.

Jan 1, 1999

By O. Kangal

Flame retardant materials can be incorporated or applied to products, including plastics and textiles, to increase their resistance to fire. Incorporating a flame retardant in combustible materials and plastics is a common procedure to reduce the risk of fires. Flame retardant applications include interior and exterior woods, structural steel columns, fabrics, open and closed cell foam, pressure treated wood, Formica and all types of fabrics for use in commercial applications as well as residential applications where their fire protection products can save lives and valuables. Huntite and hydromagnesite are amongst the most important flame retardant additives materials. Although various areas of the world have potential huntite and hydromagnesite deposits, their place in industry is not well known, and a detailed field search for their deposits has not yet been conducted. They are active during the starting phase of a fire, in that they prevent the spread of an inner or exterior source of ignition to the flame-retarded material, thereby, preventing, delaying or inhibiting the spread of a fire. Flame-retardants are, therefore, just one element among many in a concept for preventive fire safety. To obtain huntite and hydromagnesite concentrates that are more than 95% pure, which are used in flame retardant industry, flotation tests were conducted on low-quality huntite and hydromagnesite ores.

Jan 1, 2009

By Richard F. Flanagan, Robert H. Marshall

The Republic of Singapore’s Public Utilities Board is implementing the Deep Tunnel Sewerage System Project. The project’s deep tunnel component, 48 km of deep, large diameter sewer tunnels has been successfully completed (the works are in the defects liability period). Six International Design/Build tunnel contracts utilized eight Earth Pressure Balance TBMs ranging up to 7.23 m in diameter to deal with varied ground types ranging from deep soft clays to fresh granite. Numerous access/workshafts were constructed and using various support systems. This paper provides an assessment/overview of the tunnel contracts, tunnel excavation methods and equipment, and the shaft systems. Suggested enhancements to similar future projects are provided.

Jan 1, 2007

By Mutombo Nombe, Avimanyu Das, Rick Honaker

Enhanced gravity separators (EGS) provide a more efficient separation than froth flotation when cleaning coal in the 150 x 25 µm particle size range. To improve the performance of an EGS unit, air bubbles were injected into the feed stream in an attempt to decrease the apparent density of the coal particles due to the formation of bubble-coal particle agglomerates. Air injection had a significant impact on operating characteristics and separation performance. Coal recovery was increased by 10 to 20 absolute percentage points while a 2 percentage point drop in the minimum product ash content was also achieved.

Jan 1, 2005

By Maral Malekian, Pat Bellett, Eranda Tennakoon, Fernanda Carrea, Moe Momayez

Slope instabilities in open-pit mines pose a safety risk to workers and a financial burden on production. The direct impact of slope stability on safety and production makes slope failure predictions one of the important challenges in the mining industry. Predicting the precise time of slope failure has been the subject of much research in conjunction with the development of innovative monitoring technology designed to prevent sudden failures. This paper investigates the use of AutoRegressive Integrated Moving Average (ARIMA) model to predict the time of slope failure. Input data such as inverse velocity (IV) and dimensionless inverse velocity (DIV) from 20 slope failures were used to train the model predict the failure time. For comparison purposes, the time of slope failure using the traditional inverse velocity method is also provided. We show that ARIMA provides 90% more accurate predictions than the TIV approach.

Jul 12, 2023

By David E. Thompson, Andrew F. McKown, Herbert H. Einstein, Amr S. Azzouz

INTRODUCTION Design of supports for underground chambers in rock has undergone considerable development. This becomes evident when comparing support dimensions of subway station caverns built in the U.S. over the past fifteen years. The Porter Square Station cavern, which is a part of the Massachusetts Bay Transportation Authority (MBTA) Red Line extension, is the latest in this series. It is approximately 168 m (550 ft) long, 21 m (70 ft) wide, and 14 m (45 ft) high, and has a permanent support of light steel ribs imbedded in a 0.4 m nominal (15 in) shotcrete lining. An extensive construction control instrumentation program made it possible to evaluate the performance of the cavern and its support. This evaluation, which is presented in this paper, was the objective of a research project sponsored by the Urban Mass Transportation Administration (UMTA) and jointly conducted by Haley and Aldrich, and MIT. The actually used design procedure was compared with other approaches, notably procedures based on Finite Element analyses and empirical rock mass classification methods. Support dimensions predicted with all these approaches were compared to the actual support and its performance.

Jan 1, 1983

During a period of six months in FY2018, a series of trials were conducted to compare drilling accuracy using two different methodologies and the subsequent impact this had on ore dilution. Testing was conducted at Cracow underground gold mine in Queensland, Australia. The drill rig’s existing alignment process was compared to a new technology system with the following observations: - Using the existing alignment process only 20% of holes surveyed recorded toe points within the +/-300mm (11.8in) tolerance blast-hole deviation. - The new technology was proven to limit rig alignment error, reducing average blast-hole deviation and increasing the number of holes drilled within tolerance by 160%. The increased accuracy reduced stope dilution by reducing over-break of subgrade ore: - Stopes drilled using the new technology recorded 62.6% less average dilution. - This contributed to an overall reduction in dilution for the full year (FY18) of 5 percentage points compared to FY17 - from 22% to 17% (a net decrease of 22.7%). A cost-benefit analysis extrapolated from the trials stipulates that if the new technology were in use for a full 12 months, when applied to FY17 full year data, a 10 percentage point reduction in dilution would represent a net 45.4% decrease, and would result in AUD8.2M (USD5.9) additional ore recovered, with AUD4.5M (USD3.2M) less spent on wasted cost of haulage and processing of diluted ore. As a result, return per tonne would increase 22%, from AUD87 (USD63) to AUD106 (USD77.1). INTRODUCTION Dilution – planned and unplanned – remains a significant cost impairment in the mining process. A series of trials were held over a six-month period in FY18 which established the cost-benefit of new technology as it applies to the alignment accuracy of production drilling rigs in underground mining, thus confirming its ability to limit drilling as one of the causes of dilution. The trials identified three underlying factors affecting drilling accuracy, measurable by blast-hole deviation surveys of planned vs actual toe data. These were; rig alignment error, collar location change/error, and in-hole deviation. The trials involved a comparison of existing rig setup processes and technology, with the new technology (Minnovare’s Production Optimiser system). The trials were undertaken in the same environment; an operating underground gold mine - Cracow Gold Mine. The comparison first revealed the extent to which rig alignment impacts blast-hole deviation. Secondly, the new technology was proven to limit rig alignment error, thereby reducing average blast-hole deviation and increasing the number of holes drilled within tolerance by 160%.

Jan 1, 2019

By D. Craig Camp

conditions. The soils included 65 m of rock not exceeding an unconfined compressive strength (UCS) of 200 kgf/cm2, 130 meters of soft clay, silt, and sand not exceeding 30standard penetration test SPT blows per 300 mm, and 220 m of rock ranging between an UCS of 400-600 kgf/cm2. The river crossing, utilizing 1778 mm OD x 19 mm wall x600 mm steel casing pipe without intermediate jacking stations, was part of a seven kilometer liquefied natural gas (LNG) transmission line in South Korea. This 440-m, 1,442-ft, river crossing was microtunneled through three different ground conditions and completed in just over three months. The crossing was achieved with an average of 25 m of ground cover and 15 m of water cover. The Kwang Yang River Crossing was part of a 7 km liquefied natural gas pipeline project for POSCO, a Korean steel producer. The microtunneling machine was custom built for this project. The microtunneling machine selected for this project was tooled with 7 button bits and 2 roller bits. None of the cutter bits were replaced during the drive. Inside the machine, before the spoils laden slurry was pump back to the surface, it would pass through an independent cone crusher. The crusher is placed in the slurry flow to make sure that none of the spoils are so large as to stop the return flow of the slurry. An additional requirement was for the inclusion of a compressed air lock. The air lock was required in the event that the cutter tools required replacement. The cutters were back loaded so that the workers would have access to change the cutters in the event of cutter failure or wear out. No intermediate jacking stations were installed for the drive. The soils included 65 meters of rock not exceeding an unconfined compressive strength (UCS) of 200 kgf/cm2 with production averaging between 7 and 20 mm/minute. The second zone contained 130 meters of soft clay, silt, and sand not exceeding 30 standard penetration test (SPT) blows per 300 mm with production averaging between 80 and 180 mm/minute. The third zone contained 220 m of rock ranging between an UCS of 400-600 kgf/cm2 with production averaging between 7 and20 mm/minute. The steel casing pipe was 1778 mm OD x 19 mm wall x 6000 mm long. The project profile, see Figure 1, shows the soil conditions. The hand written numbers locate just above the pipeline are the production dates. The circled numbers are the 10 pipe joint increments. The project required 74 pieces of pipe to span the440 m drive. Figure 2 and Figure 3 are the jacking information. Figure 3 is a continuation of the information from Figure 2. The top section of the graph is the jacking force. The jacking

Jan 1, 2001

By A. Moergeli

The Swiss are currently building the world’s longest tunnel, the 35-mile long Gotthard Base Tunnel. At Sedrun, for the first time in tunneling, four Roadway Support Machines will drive through most difficult ground, supporting variable diameters of up to 13 m. The machines are prepared for their first deployment. At Amsteg, two Hard Rock TBMs have successfully crossed a known fault zone by applying full circle steel arches and shotcrete immediately behind the cutter head. Comparisons between Drill& Blast and Hard Rock TBM are shown.

Jan 1, 2005

By Susan P. Taite, Alain R. Charest, Peter D. Lewis

The El Sauzal deposit is a classic, high sulfidation, epithermal gold system located in the southwestern Chihuahua state of Mexico (Fig. 1). A Francisco Gold geologist discovered the prospect in1995. El Sauzal was encountered as a result of an extensive grassroots exploration program in the rugged, dissected volcanic terrains of the Sierra Madre Occidental, around the historical Batopilas silver camp. At El Sauzal, high grade gold is hosted within a series of more permeable, low-dipping, lithic and fine-grained dacitic rocks of early Tertiaryage. The mineralization appears tobe structurally and lithologically controlled. The alteration characteristics are typical of a high sulfidation system, including kaolinite, illite, alunite, dickite and pyrophyllite.

Jan 1, 2005

By C. A. Rowland

With the rapidly rising cost for electrical energy and the long range pre¬dictions for continued rising costs and even possible energy shortages, operation of rod, ball, autogenous and partial autogenous grinding circuits to efficiently utilize the power delivered to the mills will be demanded. This calls for a method to evaluate grinding circuit performance that is accurate, reliable and readily usable as an operating tool by supervisory, technical and operating personnel. Neither the Rittinger and Kick theories of comminution,(1) which preceded the Bond Theory by more than 50 years, had a mathematical means that could be used to predict and evaluate the performance of crushers and grinding mills used to comminute ores and rocks. This severly limited the practical use of these two theories, which were contradictory to each other. They have been superseded by the Bond Third Theory of Commnution.(1)

Jan 1, 1976

By Robert J. Rothwell

Underground mining of coal by longwall mining methods has not been a predominant technique in Ohio. To date, only five mines in the state utilize this method, however, the technique has sparked a certain amount of controversy. As a mining technique, longwalling was introduced into southeastern Ohio in the early 1970's but it did not attract public attention until the mines began moving into privately held surface lands. This occurred coincidentally at about the same time that the state of Ohio began to regulate the environmental impacts of underground mining. Prior to the passage of the Surface Mining Control and Reclamation Act in 1977, (SMCRA), Ohio's reclamation law, Chapter 1513 Ohio Revised Code (O.R.C. 1513) did not regulate underground coal mines. As a result of SMCRA, the Ohio Statute was amended in 1978, to include regulation of the surface effects of subsidence. The inevitable result was that existing mines were immediately subject to regulations that were not considered during the initial mine planning process. (For an excellent survey of Ohio Laws that deal with coal mine subsidence, see Zima, 1985. ) The problem faced at that time by both the coal industry and the Ohio Division of Reclamation (the agency within ODNR charged with implementing O.R.C. Ch. 1513.1, was that of attempting to superimpose permitting requirements, and design performance standards onto mines that' had been operational for a number of years.

Jan 1, 1986