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By A. Geertsema

Introduction Gasification of coal has been practiced for many decades for the production of gas, fuels, chemicals and power. However it has only more recently started to get significant attention in the USA. In this review of the basics the features of gasification as compared with combustion is covered and the potential of increasing the conversion of coal via gasification is indicated. After dealing with the fundamentals of gasification a review of gasification technologies will be presented with an indication of the widespread international and more limited US use of this technology. In conclusion the attention will be directed at the future prospects of gasification.

Jan 1, 2006

By P. C. Richards

"Future Integrated Gasification Combined Cycle (IGCC) power plants will have superior environmental performance and unmatched efficiency.The Shell Coal Gasification Process (SCGP) is a clean coal technology, which can convert a wide range of coals into clean syngas for high efficiency electricity generation in an IGCC plant. SCGP flexibility has been demonstrated for feeds ranging from bituminous coals to lignites and petroleum coke, and the process is ideally suited for combined cycle power generation, resulting in efficiencies of 42% to 46% (LHV).In the Netherlands, a 250 MWe coal gasification combined cycle plant based on Shell technology is being built by Demkolec, a development partnership of the Dutch Electricity Generating Board (N. V. Sep). The plant is scheduled to start up in 1993. IntroductionBasic ConceptShell's experience with gasification dates back to the 1950s, when the first Shell Gasification Process was commissioned with oil as feedstock. There are now over 140 SGP gasifiers licensed. The experience gained on oil gasification provided a firm theoretical and practical base for the start of coal gasification process development in 1972.At that time, there were serious concerns about the future availability and price of crude oil. Coal gasification (making carbon monoxide and hydrogen by the partial oxidation of coal) was considered to be an important option for refinery applications, because the synthesis gas (syngas) produced can be used as:• a chemical feedstock for making transportation fuels and chemicals;• a source of hydrogen (making use of the water gas shift reaction) for upgrading petroleum products; and• a fuel for heating process streams and/or generating electricity."

Jan 1, 1994

Elastomeric compression gaskets for segmental tunnel liners are capable of fulfilling all sealing requirements for one pass constructed tunnels.Once the segments are mounted and the gaskets are compressed the watertightness of the tunnel is guaranteed at once and for the whole technical life time.The only prerequisite for effective sealing is that tolerances in the tunnel segments be kept within reasonable limits.

Jan 1, 1993

By Steven W. Hunt, Jane A. Kettler, Barry R. Doyle

A sewer tunnel being constructed through an urban commercial area was to pass the site of a former gasoline service station. The site was known to have contained leaking underground storage tanks. An environmental assessment of soils on the alignment was performed, and measures were implemented to handle expected contaminants. Despite these precautions, an explosion occurred in the heading when liquid gasoline was encountered. Four workers were injured. This paper presents the findings of an investigation into the cause of the explosion, and examines how concerted efforts by the parties involved failed to prevent it. The level of guidance provided by OSHA Code provisions for tunneling in gassy conditions is discussed.

Jan 1, 1997

By Walter O. Snelling

Discussion of the paper of WALTER 0. SNELLING, presented at the San Francisco meeting, September, 1915, and printed in Bulletin No. 100, April, 1915, pp. 695 to 704. A. C. McLAUGHLIN, San Francisco, Cal.-It seems to me that Mr. Snelling's work, if it is what it appears to be, is one of the most important contributions to petroleum technology that has been brought out iii the last 25 years. If his end products are what they seem to be, he has made a discovery, which, in my judgment, will revolutionize the petroleum industry. As to industrially carrying out these processes I do not think there is the slightest difficulty, for I have had some work recently where crude oils were handled successfully at a temperature of 750°F. and pressure of 750 lb. per square inch. WILLIAM A. WILLIAMS, San Francisco, Cal.-What metal did you use, Mr. McLaughlin? - A. C. McLAUGHLIN.-Ordinary seamless tubing, extra strong. WILLIAM A. WILLIAMS.-Tests were made in Dr. Rittman's experimental plant at Pittsburgh, upon samples of residuum furnished by Mr. Bell, the residuum being the remainder of the crude oil after the lighter fractions had been removed. After the material had been run through Dr. Rittman's plant, yields of from 43 to 58 per cent. of material, boiling under 150°C. were obtained. The distillate had a peculiar odor, due to the presence of benzene, toluene, and other unsaturated hydrocarbons. W. N. BEST, New York, N. Y.-What is the difference between the Rittman and the Snelling process or system? WILLIAM A. WILLIAMs.-The fundamental difference is that reactions take place under relatively higher temperatures and pressures and with none of the oil present in its original or liquid state, while the reactions secured by Mr. Snelling and other investigators have been from the liquids in the presence of some vapors. Under such conditions as Mr. Snelling operates, the temperatures and pressures used are limited and the flexibility in the control of these variables is extremely limited when compared with the Rittman process.

Jan 1, 1916

Discussion of the paper of WALTER 0. SNELLING, presented at the New York meeting, February, 1915, and printed in Bulletin No. 100, April, 1915, pp. 695 to 704. A. F. LUCAS, Washington, D. C.-Are the results of the experiments in practical operation? WALTER 0. SNELLING.-There have been no large-scale operations up to the present. The necessary conditions of temperature are easily arranged for, but the required condition of pressure, 800 lb., is not so simple a matter. The company has been working on this problem, and at the refinery in Oklahoma work of this kind is now being carried on. The way in which an ordinary still will leak at 50 lb., and more at 100 lb., leaves some doubt in the mind of many as to what can be clone at a continuous working pressure of 800 lb. On the other hand, the fact that they are making ammonia abroad by a method which employs higher pressures and temperatures than anything involved in this method, leads me to believe that the difficulties, which will undoubtedly arise when this is attempted on a commercial scale, can be overcome. WILLIAM N. BEST, New York, N. Y.-Is there any change in the calorific value of these oils?

Jan 5, 1915

By Walter Snelling

IN the course of some experiments more than five years ago, made for a totally different purpose than the investigation of the oil used, I placed a small quantity of a transparent yellow lubricating oil in a bomb-like vessel and heated it to a relatively high temperature. At the end of the experiment I removed the oil from the vessel and was amazed to find that instead of bearing any resemblance to the oil which I had put in, it now had the appearance of ordinary crude oil. The green color by reflected light and the rich red-brown by transmitted light were so unmistakable as to at once lead to further investigation. I subjected the material to fractional distillation, and the surprise which I 'experienced at the appearance of the oil, changed to amazement when I found that it yielded, on distillation, 15 per cent. of gasoline and 30 per cent. of burning oil, and that its constitution resembled crude oil quite as much as did its appearance. Furthermore, the gasoline and kerosene distillates which it yielded were of a clear water-white color, entirely without treatment with acid or alkali, and were entirely free from the odor familiar in "cracked" petroleum distillates. The result of this experiment was quite too remarkable to be credited without further confirmation, and I at once filled the vessel with some of the same oil that I had used before, and again heated to about the same temperature that I had previously used, and for the same period of time. Upon opening the vessel and removing the contents I found, not the material resembling crude oil that I had obtained before, but apparently only the same oil that I had put in, somewhat darkened in color, but nevertheless far different in appearance from the material obtained in the previous experiment.

Jan 4, 1915

By O. P. Hood

None of the methods now in use for the transportation of materials underground is entirely free from more or less serious objection.

Jan 1, 1915

By O. P. Hood

.NONE of the methods now in use for the transportation of materials underground is entirely free from more or less serious objection. The great flexibility, ease, of control and economy of operation of electric tramming are accompanied by the serious menace of a trolley-wire distributing system. As the gasoline locomotive has even greater flexibility of application and requires no similar dangerous distributing system, it might be considered a safety device which would make possible the elimination of the dangerous trolley system were it not possessed of other objectionable qualities peculiar to itself. It is found that the exhaust gases from the engine may be injurious to the health of those breathing the air in which the locomotive has been operating. While electric shock may kill the individual who makes contact with uninsulated parts, the gasoline engine may be detrimental to the health of all those who have to work within the atmosphere corrupted by exhaust gases. The degree of pollution meas-ures the magnitude of the menace. This may be negligible at times, but with careless operation it becomes serious. The exhaust gases from an engine are composed of, nitrogen, a little free oxygen, hydrocarbons, hydrogen, carbon monoxide, and carbon dioxide, the last two being considered dangerous. The presence of carbon dioxide as a product of combustion of the gasoline was recognized as an objection from the beginning of the use of these machines, but attention was called to the fact that the amount produced was relatively small as compared to that from other sources of this gas, and it was not likely to be made in dangerous quantities. The effect of carbon dioxide, except in relatively large percentages, is confined to the effect it may have in reducing the oxygen content of the air that is breathed.

Jan 10, 1914

Discussion of the paper of O. P. Hood, presented at the Pittsburgh meeting, October, 1914, and printed in Bulletin No. 94, October, 1914, pp. 2607 to 2611. R. V. Norris, Wilkes-Barre, Pa.-I have had a little experience with gasoline locomotives and I want to indorse very strongly Mr. Hood's point with regard to the danger of carbon monoxide poisoning. I think .the terrible danger is not fully realized. I was foolish enough some time ago, in investigating a gasoline locomotive, to attempt to walk out of the mine entry behind it, and for several days I felt very seriously the carbon monoxide effects. The use of gasoline locomotives ought to be confined to mine entries where there is a very large amount of air. One of the grave dangers is their great convenience and the temptation to run them into chambers for just a few moments to get a car or two. GEORGE S. RICE, Pittsburgh, Pa.-Apparently one of the great dangers is in the style of the gasoline engine. When my attention was. first directed to the type of gasoline locomotives which I saw in the foreign mines-France, Belgium, and Germany, I was most favorably impressed with them, and they have given no trouble on account of fumes, so far as I could learn. Large numbers of them were being used, but all were of small capacity, and of a kind in which the speed control is by a governor of the hit-or-miss type, the engine running continuously. Their power capacity was very low, if I remember correctly it was not over 4 or 5 h.p., but they were used under favorable conditions where the grades in the mines were slight, since the entries or tunnels bad a slight grade in favor of-the load, making about the same pull for the empties against the grade as for the load with the grade. I understand the hit-or-miss valve arrangement enables a setting that will give more perfect combustion than can be insured with the valve controlled by the operating man, as in the automobile type of valve and engine used in this country. Apparently the European type of locomotive does not have the capacity to permit use under the conditions existing in this country, where most of our entries or tunnels have variable grades and long heavy trips of mine cars are used.

Jan 4, 1915

By A. M. Bell

"The property of Gaspe Copper Mines, Limited, is in the Gaspe Peninsula some 60 miles west of the town of Gaspe and 20 miles in from the north coast. The Copper Mountain deposit was first discovered in 1921 and first optioned and drilled by Noranda in 1938. The Upper Needle Mountain showings a mile south were found in 1938, but it was not until after a delay of 10 years that the more important deep ore at Needle Mountain was located by drilling. Production started in 1955, and the smelter commenced operation in December. Mining is by open stope methods with first production coming from the Lower Needle Mountain orebody, of which only a small portion has been exposed in underground openings.Stratigraphy and AlterationThe country rock is composed of limy siltstones of Devonian age. Away from alteration these are dark and generally carbonaceous. Throughout the drilled area numerous narrow layers of tuffaceous fragmental material occur, and such beds are found to provide excellent horizon markers by virtue of their uniform thickness and wide lateral distribution. These markers are valuable for stope control in mining the bedded replacement deposits.Intruding the sediments at Copper Mountain are porphyry dykes, and one drill hole encountered granite 1,400 feet below the valley. Solutions responsible for the rock alteration and ore deposits seem to have emanated from this intrusive centre.On the mine claims strong hydrothermal alteration has completely obscured the original character of the sediments. The unaltered formations are all very similar in appearance, but following alteration rocks that are very dissimilar in physical characteristics are produced, and such differences have an important influence on ore deposition. The alteration effects are known to extend over a vertical range in excess of 3,000 feet and have a surface area of two square miles. All known ore bodies are within the zone of alteration. In this, rocks are strikingly bleached to a white colour in contrast to the normal dark-coloured sediments, and are much harder and more abrasive, with bedding often obscured. The first effect of alteration is driving off of carbonaceous matter, followed progressively by silicification in the acid rocks and by the formation of lime silicates in the lime rocks, with an accompanying gain in silica and a corresponding loss in lime. Extensive analysis has shown that there is an actual addition of silica involved in the alteration."

Jan 1, 1949

By Chris Mark

Successful longwall mining requires a stable tailgate entry. Gate entry performance is influenced by a number of geotechnical and design factors, including: - Pillar size and pillar loading; - Roof quality; - Floor quality; - Entry width; and, - Artificial support (primary and secondary). This paper describes a comprehensive, practical, design methodology, based on statistical analysis of a nationwide data base of longwall ground control experience. Geotechnical surveys were conducted at 44 U.S. longwall mines, and underground observations of site geology, entry conditions, and support design were recorded at each mine. The observations were combined with discussions with mine personnel to identify 69 longwall gate entry designs as satisfactory, unsatisfactory, or borderline. Only conventional longwall designs, in which the pillars are expected to carry the full abutment loads, were included in the data base. Designs which employed yield pillars only were excluded. The case histories were characterized using five descriptive parameters. Pillar design was described by the Analysis of Longwall Pillar Stability Factor (ALPS SF). A major new contribution is the Coal Mine Roof Rating (CMRR), a rock mass classification system that quantifies the structural competence of bolted mine roof. Other quantitative measures were developed for primary support, secondary support, and entry width. Multivariate statistical analyses indicated that in 84% of the case histories the tailgate performance could be correctly predicted using just ALPS and the CMRR. Most of the misclassified cases fell within a very narrow borderline region. The analyses also confirmed that primary support and gate entry width are essential elements in successful gate entry design. The relative importance of the floor and of secondary support could not be determined from the data. Based on these results, a simple equation was developed to guide the design of longwall pillars and gate entries: ALPS SF,, = 1.76 - 0.014 CMRR Where: ALPS SF, = ALPS SF suggested for design. Guidelines for entry width and primary support density, as related to the CMRR, are also provided.

Jan 1, 1993

By J. Luo

A major design problem for upper seam longwall gate roads that are to be constructed in a multi-seam environment is to predict the effects of stress field changes created by interaction. To quantify these effects, case study data were analyzed to develop empirical stress transfer relationships between seams for both longwall and room and pillar mining. Data analysis showed vertical movement and roof characterization in the upper seam to be controlling factors in damage prediction and, therefore, gate road planning and design. CMRR (Coal Mine Roof Rating) was correlated with the multi-seam roof characterization systems previously used. A WINDOWS-based software package named UGLY (Upperseam Gateroad Longwall Stability) was developed. Results from selected case studies were correlated with upper seam stress predictions.

Jan 1, 1997

By Christopher Newman, David Newman

The ability to assess, address, and predict mining-induced stress distribution is paramount in maintaining a safe and efficient underground operation as coal mines continue to develop at deeper depths and in more geologically complex reserves. This is especially true for longwall mining operations given their limited flexibility in panel layout and orientation. This paper focuses on ground behaviors and conditions observed at two deep-cover, steeply dipping longwall mining operations in Utah’s Unita coal basin. This region is susceptible to coal pillar bump/bounce events as a result of high depth of cover, high-extraction mining, and the close proximity of a thick massive stiff sandstone stratum to active mineworks. The successful prediction of mining-induced coal bump events for Mine A and Mine B operating in the Unita basin has prompted mine management to develop a rock mechanics testing database for reserve calculations. The database is applicable to mine planning as well as the development of multiple numerical models to proactively identify and address adverse ground conditions using input parameters calibrated to site-specific behaviors and conditions. For both Mine A and Mine B, the most critical question relates to longwall development and recovery for “extreme” deep-cover longwall panels at overburden depths greater than 600 m. This paper highlights the impact of high-stress concentrations associated with deep-cover longwall mining as well as the methods applied to mitigate stress impacts on miner safety and longwall production.

Jul 1, 2023

Longwall mining in Australia is approaching maturity. Longwall production from 'state of the art' Australian longwall mines now rivals similar US based longwall operations. Regrettably however, Australian gate road development rates in general fall short of the required development to longwall production ratios that are required to sustain annual longwall production capabilities. By contrast, most US based longwall mines achieve the required development to longwall production ratios to sustain their longwalls. This is despite many having to drive three heading longwall panel gate headings to meet regulatory requirements.

Jan 1, 1998

By Downs M

The use of a cutting machine designed to allow simultaneous cutting and setting of roof supports has numerous advantages few development roads in coalmines. The use of such a machine with the added ability to cut a curved roof profile is of considerable interest for longwall development in thick coal.

Jan 1, 1998

By Gregory Hendon

Jim Walter Resources, Inc. (JWR), has successfully longwall mined for many years at depths ranging from 1200'-2500'. However, full pillar extraction has proven difficult and generally economically unfeasible. Overburden and redistributed stresses at these depths require relatively large pillars, which become unmanageable with most pillar extraction practices. The economic benefits of taking gateroad pillars as part of a longwall face have been recognized for some time, including increased life of mine recovery, elimination of belt moves, reduced overcast requirements, and improved longwall to continuous miner ratios. Until recently, the associated risks of pulling pillars prevented any extensive use of this concept at JWR. Due to geological, economic, and longwall repeatability problems, JWR accepted the risks, and undertook pillar extractions with longwall faces in several different applications. The applications included taking a stable pillar (250' wide) as a longwall panel, taking yield pillars on the headgate and tailgate of panels, taking yield pillars and stable pillars in the middle of a panel, mining through chain pillars in the middle of a panel, and taking a support pillar on the tailgate end of a panel. This paper describes the background and experience of pillar extraction with longwalls at JWR.

Jan 1, 1998

By WenFeng Li

Comparing to the coal seams in Eastern China, the coal seams in Western China usually have better geological conditions. Therefore, changes in the conventional gateroads layout are required for the Western longwalls. A case study based on a Western coal mine (LiMin) was presented to discuss the feasibility of an innovative gateroads layout. Based on the geological conditions, a 5m wide pillar between the adjacent two longwall panels, 09112 and 09113, was proposed in order to increase the recovery rate. More importantly, the entry supporting strategy of panel 09113 headgate needed to be determined and verified carefully since only 5m wide pillar was left to separate the entry from the panel 09112 gob. Three strategies with different supporting intensities in the panel 09113 headgate were evaluated by numerical modeling. The model outputs indicated that roof and rib boltings plus single hydraulic props were essential to maintain the gateroads stable. Field observation showed that under the proposed entry supporting strategy, the total roof-tofloor and rib-to-rib convergences were only 360mm and 460mm, respectively, during the service life of the panel 09113 headgate, which indicated that the innovative gateroad layout proposed in this paper is suitable for longwalls with similar geological conditions in Western China.

Jan 1, 2013

By Alcy Dias Rodrigues

O Centro de Operações do Sistema Elétrico da Aperam South América possui um sistema de automação chamado SAE (Sistema de Automação de Energia) para realizar a distribuição e operacionalização da Energia Elétrica na planta em Timóteo, sistema este com mais de 20 anos de implantação. Devido ao alto grau de obsolescência do sistema SAE, a dificuldade de se atualizar todos os componentes do sistema e a complexidade e dificuldade do acesso aos dados, verificou-se a necessidade de encontrar uma forma de disponibilizar os mesmos para os demais sistemas da empresa. Com base nestas necessidades, foi desenvolvido e implantado um GATEWAY capaz de realizar a comunicação com todas UTR’s CORTEX (remotas do sistema), através do protocolo CONITEL 2020, disponibilizando estas informações coletadas em uma camada OPC SERVER para que o sistema PIMS (Sistema de Gerenciamento de Informação da Planta) realize a coleta e armazenamento destas informações, permitindo assim um melhor gerenciamento de energia pelo VIRIDIS (Sistema de Gestão da Eficiência Energética utilizado na APERAM), além de permitir que toda a planta tenha acesso em tempo real às informações de tensão e corrente de todo setor de 13,8 kV, 69 kV e 230 kV.

Oct 30, 2017

By Drew Bazil, David Smith, Matteo Ferrucci, David Pittman

The Gateway program will provide additional rail capacity between New Jersey and Manhattan. This paper describes how a 70-foot-deep section of cut and cover tunnel was designed to directly support future high-rise towers. The tunnel will link previously completed tunnel sections under Hudson Yards to future tunnels under the Hudson River. The design aims to minimize constraints on future overbuild and future tunnels, while maximizing constructability within a small worksite. The tunnel will pass under the High Line elevated walkway, next to an active rail yard, and close to a subway tunnel. The design was developed by a tri-venture of WSP, STV and AECOM. WSP led the design of major underground works; STV designed utility relocations and the underpinning concept for the High Line; and AECOM designed temporary in-tunnel systems. Construction is expected to start in 2023.

Jun 13, 2023