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By G. H. Thomas, M. C. O’Riordan, S. Rae

INTRODUCTION The British mining industry comprises 228 nationalised coal mines producing some 113 million tonnes of deep mined coal and employing 242,600 persons of whom 185,200 work below ground. There are in addition 174 small privately-owned coal mines employing 1500 persons underground and producing 1.5 million tones of coal. In the non-coal sector there are 108 privately-owned mines producing some 20 different minerals, including tin, wolfram, fluorspar, potash, rock salt, china clay, ball clay and fireclay. There are currently 4,100 persons employed in these mines of whom 2,346 are employed below ground. One mine producing potash employs 870 persons of whom 465 are underground workers. Since 1975 all matters relating to the health and safety of persons at work and of the general public who are exposed to industrial hazards have come within the purview of the Health and Safety Executive (HSE). The Mines and Quarries Inspectorate (MQI) is a constituent part of that organisation and enforces legislation applicable to all mines and quarries. The National Radiological Protection Board (NRPB) is a statutory and independent body that was established in 1970 to advance knowledge and provide information and advice about radiological protection. The NRPB has an agency agreement with HSE to provide advice and services relating to radiological protection, including protection against exposure to radon decay products in mines. There are as yet no statutory requirements controlling exposure to this source of radiation in Britain. Investigations for the presence of radon in British coal mines were begun in the mid 195Os. The concentrations found were of low order, typically around 2 pCi/l (Duggan et al., 1968). This was not surprising since big coal mines are well ventilated to control methane and airborne dust and it is now generally accepted that radon and its decay products do not constitute a health hazard in British coal mines. At one or two small mines where igneous intrusions were in close proximity to the coal workings, slightly higher readings were recorded. The MQI then commissioned NRPB to make investigations at metalliferous mines and in these much higher readings were detected. It was later agreed that the NRPB should undertake a survey of all non-coal mines in Britain to establish the extent of the problem. This survey was conducted mainly in 1973, (Strong et al.,1975) and follow-up surveys at various mines have since been conducted by the MQI. These investigations revealed that radon readings could be high in mines producing tin, haematite and fluorspar. Some small mines working other minerals in the same localities also showed high readings. More recently owners have been making environmental measurements at mines where there was some cause for concern. LEGISLATION AND RADIATION STANDARDS As a result of the survey work for MQI the Board in 1975 recommended an occupational limit of 4 WLM in a year from radon decay products together with a programme of radiological supervision (Strong et al., 1975). The MQI accepted the recommendation and advised employers and employees that the 4 WLM limit should be adopted. The limit corresponds to a concentration of 0.3 WL, equivalent to 30 pCi/l of radon-222 in equilibrium with the decay products, and was in accordance with an earlier recommendation by the International Commission on Radiological Protection (ICRP, 1959). ICRP recommendations are usually endorsed in Britain. It was recognised that some years would probably be required to achieve general compliance, and this is proving to be the case. Some confusion has been caused in Britain by the conflict between successive Euratom Directives on this and other standards of safety. As relative newcomers to the Community, we were not affected by earlier Directives, but the situation is different now. In 1959, the Commission of the European Communities provisionally recommended a maximum permissible concentration for radon-222 and daughters of 3 x 10-7 µCi/cm3, which corresponds to 300 pCi/l (CEC, 1959). The number was affirmed in 1962 (CEC, 1962) and reaffirmed in 1966 (CEC, 1966) but without any specification of the state of equilibrium. In 1976, the CEC again recommended 300 pCi/l, but on this occasion, the daughters were assumed to be present in the same quantities as in unfiltered air (CEC, 1976): this implies 40 WLM a year in poorly-ventilated mines. The formula is repeated in the latest version of the Directive (CEC, 1980), but the value is now said to be an interim one because it might not ensure compliance with the appropriate dose limit. ICRP (1955) recommended 300 pCi/l in equilibrium with the decay products in 1955 and reduced this value to 30 pCi/l for unfiltered air in 1959 (ICRP, 1959), endorsed it for equilibrium conditions in 1976 (ICRP, 1976), and held to it until 1980: these values imply respectively 40 and 4 WLM a year. The recent recommendation of the ICRP (1980) that the annual limit of intake for the decay products should be 0.02 J in a year corresponds to 5 WLM, but there is a rider that reduction should be made for exposure to gamma rays and long-lived airborne radioactivity. An allowance of 20% is suggested for uranium mines, implying 4 WLM a year for the decay products. The

Jan 1, 1981

By H. Seguin, J. A. Le Gac, S. Bernhard, P. R. ZETTWOOG

The "Service de Protection Technique"of the "Institut de Protection et de Sûreté Nucléaire" was asked by the Commission of European Communities to conduct measurement campaigns which would make it possible to evaluate, on an experimental basis, the collective risk to miners exposed to radon in underground, non-uranium mines located in countries within the European Community. 1. METHODOLOGY USED TO CONDUCT THE CAMPAIGNS This campaign is original in that direct measurements of the individual monthly exposure to potential [a]-energy from short-lived radon daughters are made using personal [a]-dosimeters described previously (1). We call this type of dosimetry "personal dosimetry". The workers who wear the personal [a]-dosimeters were selected taking into account the various categories of workers and their work assignments in the various areas of the mine. Another way of finding out the occupational exposure of these miners consists in making numerous measurements of the radon concentration at the various work places, taking into account the time spent at each place by each worker. This procedure is too complex for an evaluation of the collective risk as requested by the Commission of European Communities and was therefore rejected. Additional data was gathered during these measurements campaigns using the following techniques (table 1). [ ] (1) Current [a]-dosimetry as practiced in France - SPT international report N° 234 - February, 1981 - P. ZETTWOOG The mines were chosen to include a larger variety of types of ore, of geological situations, and of mining methods. 2. RESULTS OF THE RADON DATA-GATHERING CAMPAIGNS 2.1 – [Uranium content of the surrounding rocks and ore] The samples taken during the campaigns make it possible to establish the U content in the rocks of the mines selected. These values, from 2 to 15 ppm, are slightly higher than those usually found (2 to 5 ppm) (table 2). [ ]

Jan 1, 1981

By Gunter Zimmermeyer, Hartmut Eicker

Radon in the Environment Radon, as a natural nobel gas, can be detected nearly everywhere in the environment as a decay product of ubiquitous uranium. As it is emanated from soil and rocks measurable concentrations have been found at the surface of soils and in even higher concentrations in enclosed spaces like, for example, mines and buildings. While above soil surface activities caused by radon have been found in an order of magnitude of up to 1 pCi/l (Weigel, F. 1978), concentrations in enclosed spaces and mines are higher because of the lack of atmospheric circulation. Beside air circulation the relevant figure depends on the Ra226-concentration in the surrounding rocks or building material, as well as on emanation coefficient and the diffusion coefficient. While representative Rn222concentrations in well ventilated buildings are reported to be in an order of magnitude of 1 pCi/l maximum values up to one order of magnitude higher have been found in badly ventilated brick buildings (Ettenhuber, E., Lehmann, R., Clajus, P., 1978) (Aitken, J.H., et al., 1977). Just now it was stated that the reduced air circulation due to German legal regulations on energy conservation will increase radon exposure of the public considerably (Jacobi, W., 1979). Radon in Mines Radon exposure of workers is, of course, a matter of concern in uranium ore mines where relatively high concentrations of the uranium to be mined are present. Measures to protect workers' health have been implemented, based on experience on dose-effect relationship. They serve to meet exposure standards by limiting inhalation of radioactive particles, in reducing radon concentrations or in limiting working hours. Both improved measuring devices and capacity as well as the lower discrimination threshold enable to measure radon concentrations in other mines, e.g. in coal mines. It is known that radioactivity in coal is small compared with that in other minerals and even soil, rocks. Nevertheless, radioactive elements were identified in coal and so the question was whether the concentrations of radon in coal mines might be a subject of concern. The problems encountered when measuring radon in coal mines are described below, as the measuring device has to be flame proofed which is an important additional requirement. Measured radon concentrations in British coal mines have already been published (Duggan, M.J., Howell, D.M., Soilleux, P.J., 1968 (Dungey, C.J., Hore, J., Walter, M.D., 1978). The authors found concentrations of up to 14 pCi/l in Cornish mines. In most cases the values were in the order of 2 pCi/l. These results were consistent with measurements reported from U.S.-coal mines (Lucas, H.F., Gabrush, A.F., 1966). Such concentrations of radon were not considered to represent a hazard for British miners (Ogden, T.L., 1974). In Germany, too, first measurements have been carried out in five coal mines in the Saarland in the 60's. Air samples were taken at different places in the coal mines, dried, fed to an ionisation cell and measured by a device including reference cells. Samples taken at ventilated places showed radon concentrations consistent with the lower British results. They all kept within the standards of the first German regulation on protection against radiation. Measuring the radon daughters was renounced because of the relatively low radon concentrations and the requirements for flame proofness in coal mines. Moreover, it can be ascertained that because of the effective ventilation the disequilibrium factor between the decay products and the radon concentration remains far below the value of one (Muth, H., 1978) (Keller, G.). In 1979 the committee on mine safety and health protection in coal and other mines of the EEC proposed to have measured and evaluated radon concentrations in European coal mines to find out whether they complied with international standards. Great Britain and Germany agreed to this proposal and by commissioning such measurements to scientific institutes complied with the request to harmonize the methods used. In the Federal Republic of Germany, e.g. Westfälische Berggewerkschaftskasse (WBK) and Staatliches Materialprüfungsamt; Dortmund (MPA) were requested to carry out the measurements in coal mines of the Ruhr coalfield whereas Saarberg Interplan was responsible for the Saar coalfield. The WBK measurements are reported in later paragraphs.

Jan 1, 1981

By W. I. Enderlin, P. O. Jackson, J. A. Glissmeyer, K. B. Olsen

A reliable estimate of radon emissions to the environment from underground uranium mines was obtained through measurements of radon in ventilation air at 24 mines and from estimates of radon release from other mine sources. The total production of U308 from the mines sampled represents about 63% of the total U.S. production from underground mines (1978 statistics). Wide variation in the radon emission rate per unit of production was found from mine to mine. Using the total radon emitted and U308 produced by all mines sampled, an average of 26.7 Ci of radon was emitted per ton of U309 produced. The investigation includes a brief study of the sources of variation of the emission rates. A statistically significant relationship was found between the measured radon release rate and the cumulative ore production at several mines.

Jan 1, 1981

By Lewis M. Cook, Robert H. Morse

The use of portable radon detectors has become routine in reconnaissance uranium surveys where water and sediment samples are analyzed in field labs for radon and radium, and in detailed work where drill hole locations are pinpointed by field determinations of radon in soil gas from shallow holes. During the drilling program itself, however, very few operators are taking advantage of radon and radium analyses to decide whether a barren drill hole was a near miss or whether the immediate area can be written off. The technique is effective both above and below the water table.

Jan 6, 1979

By J. Font

The RAF or copper fire refining process at the Caletones smelter of CodelcoChile consists of several pyrorefining stages that successively lowers the levels of S, Fe, Pb, As, Sb, Te, Se and to some extent 0 in the copper melt, allowing the production of high quality fire-refined copper of 99.93 % purity (RAF copper). This chemical feature of the RAF copper is only achieved by quite long processing times, and a considerable consumption of fluxes and fuels in the RAF vessels. The main goal of this study was to improve the RAF process performance by thermodynamic considerations and industrial scale tests, i.e., an in situ approach for the process as featured by intensive sampling, characterization and subsequent modifications. Thus, both theoretical and industrial data were derived, and based on kinetic and thermodynamic evaluations, a higher operational standard was achieved for the RAF process. These new operational practices allowed enhancing the overall economic of the RAF process, by reducing the time and operational costs, and consequently increasing the availability of the vessels.

Jan 1, 2007

By T. F. Pugsley, D. Gignac

"The historical background to the project dates back to the mid-30s with the discovery of surface sulphide showings in the Cape Smith-Wakeham Bay ultramafic belt. In the mid1950s, orderly exploration commenced with an extensive work program by Asarco, INCO, Lemoine, Falconbridge and Raglan Nickel Mines Ltd. on exploration permits. In 1966, Falconbridge and Raglan Nickel Mines interests merged. Extensive exploration, drilling, under- ground delineation of the Donaldson orebody and the construction of basic infrastructure such as camps, airfield, road links from Douglas Harbour to Donaldson and Katinniq, a distance of 60 km, were completed.Production project design at that time consisted of plans for a 50 000 mt per year nickel mining and concentrating operation, including a 2000 person community and smelter at Douglas Harbour. These plans unravelled in the mid-70s due to high capital costs, poor nickel market conditions and the realization that the Raglan orebodies were not large enough to economically support the construction of green field smelter and refinery facilities for processing Raglan production. Nickel market conditions in the late 70s and early 80swere generally poor, resulting in further delays on production plans.While recognizing the very high potential to discover increased tonnages of high grade(3% Ni) in excess of 20 million tonnes, the project was deferred into the late 80s when a serious re-evaluation of exploration potential occurred and the requirement to prove up additional reserves resulted in an underground exploration program at Katinniq covering the period 1990-1992."

Jan 1, 1996

By F. -J. Wodopia

Sustainability of energy supplies has been an issue of general interest for a long time. Whilst in the past the continuous productive use of natural commodities was in the fore, its compatibility with the environment and climate and ultimately also social aspects have recently gained more and more attention. Today many discussions focus on the climate compatibility of individual options to act. Fossil fuels, in particular coal and lignite, are generally challenged because coal use makes a significant contribution to global man-made CO2 emissions. The drastic increase in the consumption of fossil fuels is not explained by the fact that coal utilisation technologies are not or cannot be sustainable but rather by the growing world population and the endeavours numerous national economies trying to catch up economically. Coal is the world’s No. 1 fuel and, in the view of many experts, will keep this position also in the foreseeable future. The access to its deposits plays a significant role for the economies of the emerging countries. Consequently the aspects of energy security and economic efficiency need to be considered at eye level with climate compatibility. In Germany, however, the public acceptance of fossil fuels and of large industrial projects is in the focus of attention.

Jan 1, 2011

By Christopher J. Bise

INTRODUCTION The principal means for transporting men, supplies, and mined material in an underground or surface mine are rail systems, conveyor belt systems, or a combination of the two. Typically, large underground mines use rail haulage from the mining sections to the hoist, with conveyor belts being used within the sections. Small mines use conveyor belts in the mains and sub- mains as well as in the panels. The size and layout of surface mines also contribute to variations in the way these haulage systems are applied. The following sections address the typical problems confronting mining engineers in designing these haul- age systems. For rail, these include rail selection and turnout design, locomotive tractive-effort calculation, and motor sizing. Belt haulage calculations include belt width and speed specifications, tension and take- up requirements, idler spacings, and motor sizing. TRACK LAYOUTS Introduction The adequacy of mine track layouts is dependent upon such factors as rail weight (Table l), suitable ties, a well-drained roadbed, and properly designed curves, grades, and track alignment. As long as the installation conforms to the manufacturer's recommendations, good service can be expected from the rail system. Typically, mining-engineering calculations for rack layouts have dealt almost exclusively with the design of turnouts. As such, the following section provides the necessary information for computing the theoretically correct dimensions of turnouts. Turnout Design Fig. 1 shows a typical turnout with an identification of the component parts. Fig. 2 identifies the variables that are used to determine the turnout dimensions. The formulas that concern the mining engineer are those listed: [ ]

Jan 1, 1986

By K. V. Lindell

THE 70-mile serpentine belt of eastern Quebec, producing 70 pct of the world's chrysotile, has 11 operating mines, two of which are underground, eight are open-pit, and one is both open-pit and underground. The combined operation, the Jeffrey mine, of the Canadian Johns-Manville Co., Ltd. is the largest producer in the group. Haulage All four of the separate operations falling under transportation at the Johns-Manville Jeffery Mine at Asbestos, P. Q., is handled by the company owned Asbestos and Danville Railway. A variety of equipment is operated over the 25 miles standard gage railway. Included in the scope of transportation are: 1-Hauling mill rock to the mill. 2-Hauling stripping and waste rock to the waste dump. 3-Hauling mill tailings to the tailings dump. 4-Hauling supplies from, and finished products to Danville. Main line tracks are permanent, but those within the pit and on the dumps have to be relocated constantly to follow the mining face and dump edges. Tracks within rock areas in the mine are laid on steel ties and can be moved by a bulldozer. Standard mechanical track shifters move tracks in dirt areas in the mine and on the dumps. Train-movements, both within the mine and over the out-lying tracks are controlled by a dispatcher located at the southwest rim of the pit. Steam locomotives haul all stripping, waste rock, and ore from the mine to the gathering yard at the northwest rim of the pit. Normally, two trains per operating shovel are used, with adjustment for optimum loading. In the event of shovel loading on the bottom level or in good stripping, service may be increased to three or four trains per shovel. From the gathering yard a 100 ton diesel-electric locomotive hauls the mill rock to the mill slips, a distance of about three miles. Electric or steam locomotives haul the waste rock and stripping to the waste dump located about two and one-half miles from the mine. Stripping cars are sprayed with a chloride solution and "gravelled" to prevent wet stripping from freezing in the cars during the cold months. Cars pass under a shaking screen which distributes an even

Jan 1, 1952

By Mortimer RR

The Weipa bauxite mining operation on the west coast of Cape York currently mines lb million tonnes of crude ore per year from the Andoom and Weipa mines. Andoom ore is trucked up to 4 km to a rail load station and hauled 20 km by train to the Beneficiation Plant. Weipa ore is trucked up to 7 km to the Beneficiation Plant. Increasing haul lengths and production requirements have led to a progression of larger two axle rear dump trucks and currently he intrcducticn of 145-tonne, three axle L t Dm dump trucks. bith the introduction of the Andoom a operation in 1972, the decision was made to use a railway system to haul crude ore from Andoom to Weipa. This system has proved to be successful from both an economical and operational view point. Due to the successful combination of a truck and rail haulage operation in Andoom, future :evelopment of orebodies requiring increased haul distances and increased production tonnages will probably result in extension r>f the railway system to compliment the trucking operation from the mine face.

Jan 1, 1978

By Dave Willis

Two hundred and thirty million tons of coal! That is what the Burlington Northern (BN) railroad anticipates that it and the Chicago North Western railroad (CNW) will haul out of the southern Powder River Basin l (see map on page 966) in 1994. Put that 209 Mt (230 million st) into railroad perspective. Current average train size is 113 cars. With each car transporting 94 t (103.5 st) of coal, each train averages 10.6 kt (11,700 st) of coal. Simple division shows that 209 Mt (230 million st) of coal equals 19,658 trains a year. So BN and the CNW must move 54 loads a day out of the Basin. Every load, of course, has an empty side of its cycle. This means that 54 loads a day translates into 108 total trains a day, or 39,420 trains a year through the southern PRB.

Jan 1, 1994

By Cleophus Short

[Of the many occupations in and about the coal mines, those of the haulage crews are among the most hazardous. Statistics ship that the second greatest number of fatalities about the coal mines occur during haulage ion and through the use or misuse of haulage equipment. During the five year period between January 1, 1957 and January 1, 1962, the m stone mine had a. Sack haulage frequency of 4098 and mined 3, 541,939 toads per haulage fatality. Coal mire haulage is similar in respects to railroading. We gee very serious consideration to the instillation of tack and to the selection of the haulage crews. In doing this, we are attempting to have our coal mine haulage as. Safe as that of the railroads.]

Jan 1, 1963

By Roger M. Buckeridge, Charles D. Reese, Silvio M. Martino, William T. Carey, Ansel H. Graham

FUNCTIONS OF RAIL HAULAGE SYSTEMS The principal application of rail haulage in under¬ground mining is in the movement of ore or coal pro¬duction from near the mining areas out to a processing plant. In some cases, such production haulage may end at a shaft pocket or slope belt conveyor transfer station, depending on the type of mine and the geo¬logical placement of the mineral being mined. Main-Line Haulage The basic reasons for choosing main-line rail haul¬age are high-tonnage production per shift and long haulage distances. The choice between rail and other systems, such as belt conveyors, is not easy and requires an integrated study of many factors: tonnage, distance, grade, product size, number of producing areas, ore reserve, safety, capital cost, operational and maintenance cost, and the mining system. Projecting a main-line rail haulage system for com¬parison with other systems requires a choice of many variables which are interrelated. The project must start with consideration of the mining system, tonnages per day, distances and grades, and loading and dumping conditions. Rail mine cars of different sizes and types are studied. High tonnage demands consideration of wider track gages. A suggested minimum for metal mines is 914.4 mm (36 in.); for coal mines, 1066.8 mm (42 in.). The choice of the train size should be governed by tonnage per shift, physical factors of loading and dumping, cycle time, and the number of trains that can be operated and safely controlled. After the size of the train is determined, the type, size, and specifi¬cations of the locomotive can be selected. The loco¬motive may be trolley, battery, or diesel; selection guides are discussed elsewhere in this chapter. The advantages of rail main-line haulage are high tonnage capacity, flexibility, reliability, safety, low operational and maintenance cost, and dual usage of the system (supply haulage, for example). The dis¬advantages are high capital investment, high installation cost, the requirement for more maintenance facilities, and restriction to certain ore reserves and mine pro¬jections. Supply Haulage Supply haulage is a basic requirement of any mine, but the type and volume of supplies vary with the type of mineral being mined, the mining methods, and the size of the mine. A mine developed for rail main¬line haulage gains supply haulage through the addition of a secondary track system to extend the main line closer to the producing areas. Additional haulage equipment, generally smaller, is also added. It is neces¬sary to design into the rail system more switch bypass points and train control systems. The track system standards demanded by rail main-line haulage con¬tribute to the reliability and efficiency of the supply haulage function, whereas a supply track system to supplement other haulage systems often suffers from poorer track and installation standards. When belt conveyors are chosen for production haulage, a rail supply haulage system is often installed rather than using rubber-tired vehicles for supply haul¬age. The conditions of the seam or ore body create these items for consideration: haulage grade of more than 6% favors rubber-tired vehicles; longer haulage distances favor rail; difficulty in maintaining a smooth roadway favors rail; and movement beyond the end of a rail system generally requires rubber-tired vehicles, making a single system rather than a dual system attractive. Although operation of a supply haulage system may be concentrated on a single shift of a multiple-shift mining operation, proper planning and supervision are required if the haulage is to be efficient. Often the newer personnel at a mine are assigned to supply haul¬age which may add to the difficulty of obtaining maxi¬mum efficiency. Supply haulage by rail offers the advantages of high reliability, lower maintenance, and high efficiency over long distances. The disadvantages are less flexibility, high installation costs, and rubber-tired vehicles for use beyond the inby end of track often required. Personnel Movement The efficient and comfortable movement of the miner to and from his work area has a significant effect on his daily output. Minimizing man-trip time also becomes more and more important as hourly wages increase. Personnel are generally moved over a rail system by one of three methods: a specialized personnel carrier to which a certain number of men who work in a certain area are assigned; a combination vehicle, used to carry personnel but also capable of being used as a light supply/utility locomotive during a working shift; and man-trip cars towed by a supply locomotive. The first and second methods are used in coal mines where long distances make speed and comfort important. The third method is more common in metal mines. Equipment Movement As mining equipment technology has advanced, many mining machines and their subcomponents have grown in size. This trend requires careful planning for adding specialized carriers to handle the movement of larger equipment. Continuous miners, longwall equipment, raise borers, and ventilation equipment are examples of machines which may be difficult to move and which require special handling. The selection of the weight, speed, and operating characteristics of supply locomotives used to move equipment is important. Larger mines may often justify a special group of loco¬motives for this application.

Jan 1, 1982

On a worldwide basis trackbound transportation is on the decline. As mining operations progress from open cast operations to underground operations, most utilise mechanised equipment. However, in South Africa hard rock mines, only a small percentage (¦10 per cent) of the production can be generated by mechanised methods and therefore trackbound mining methods will remain the dominant means to transport ore. In the Australian context there may be occasions where the nature of the orebody would dictate the use of rail transportation with the ore being transported from drawpoints by means of locomotives and hoppers. This paper focuses on horizontal rail haulage systems from the stope loading boxes to the shaft station area and will be largely based on South African experience. It is intended that this document will provide a practical guideline for mine designers and planners during the design process. The paper looks at trackbound transport systems and evaluates such items as construction and management of an underground rail haulage system. Current transportation systems for personnel, material and rock transportation are evaluated, gaps in technology highlighted, and recommendations made.

Jan 1, 2005

By C. P. Sandberg

INTRODUCTION. NOTWITHSTANDING the growing importance of this subject, no work specially devoted to it has hitherto been published. Having had to inspect during the last twenty years nearly a million tons of iron and steel rails for various countries, I have obtained experience of what rail manufacturers can practically execute, as well as of what railway engineers practically require. Bearing these two points in mind, I have from time to time published observations with a view to unite both interests, -that of the producer and that of the consumer,-and to reduce the specifications and the forms of sections to standards, or types, in order to facilitate the execution of the works and to improve the construction of permanent way. The Swedish government railways, as well as private companies owning railways in Sweden, Norway, and Denmark, have during the time above mentioned consulted with me and intrusted to me their rail inspection. I therefore owe to these countries much of the opportunity which I have enjoyed of gaining experience and position. Next to Sweden, America is the country which has most liberally favored me with its confidence in placing these matters in my hands. Through circumstances not under my control there has been little exportation to, and less work done by Europe for, America during the last six years ; but the recent revival of the rail trade has been the more gratifying to me, seeing that almost all the importers of American rails are still specifying for the Sandberg rail sections and inspection. It is therefore with .feelings of gratitude that I now beg to lay before the American Institute of Mining Engineers, and I hope, through that body, before the American railway world, the results of some experience which I have gained in the execution of work for their country, and which therefore belongs rightfully to

Jan 1, 1881

By Peter Johnson, David Barber, Lachlan Henderson

"Within underground portions of metro rail networks the traditional approach to a design fire has been to assume a worst credible railcar fire and develop ventilation and egress measures for life safety. This approach is being challenged as a rail network approach to design fires becomes a more practical and realistic approach. The network approach is based on utilizing an in-depth hazard analysis, to understand ignition and fire load sources in tunnels, above and below the floor of the railcar and within stations, and then utilizing a quantitative risk assessment to determine sets of fire scenarios. The process allows small, medium and large fires to be considered, with the consequences also being quantified. The selection of design fires has a significant influence on fire protection measures within a metro network and hence, is a major cost input. The rail network approach provides more robust decisions on fires, based on the hazards present. INTRODUCTION A fire within a rail car or one that occurs as part of a rail system can threaten the lives of users, maintenance staff and emergency services personnel. Fires in metro systems are rare events but can have severe consequences. As a result, any analysis of a potential fire must be thorough and rigorous and address not only regular accidents and small fires, but also very low probability, high consequence scenarios. The fire safety design process for a tunnel and station must start with the design engineers, contractor and operators making a number of key decisions related to fire protection measures, which may have significant cost considerations. One of the key aspects that influences the required fire protection is the design fire and the design fire scenarios, which is a key input for analysis. This paper provides an overview of the author’s experience in designing fire protection measures for rail networks in Europe, Australia and NZ, where a risk based framework is used to develop design fires and scenarios for the whole rail system – trains, stations and tunnels. This system wide approach is innovative, challenges the norms, but provides significantly more informed outcomes. The range of design fires will include small fires that may halt the network, larger fires for smoke hazard system design and significant post-flashover fires to assess the structural response."

Jan 1, 2016

By E. P. Evert

Profitable marketing of most minerals is dependent upon the total delivered cost to the user. Transportation costs are often greater than the value of the mineral f.o.b. the mine or processing facility. In some cases, transportation costs are three to five times the mineral cost. For many years, transportation costs were controlled by a complex system involving the transportation companies and supervised by regulatory agencies. This paper will deal with the effects of deregulation on rail costs and outline the major changes in transportation economics.

Jan 1, 1985

By Henry E. Keniston

In every business today costs come under almost microscopic scrutiny. It's hard to conceive that less than 30 years ago there was no such cost consciousness apparent in overall industry. Railroads, through their almost absolute monopoly on freight handling, were one of the industries where little thought was given to overall costs. True regulation kept rates in line, but railroads did very little in the area of supplying equipment intended to help the shipper minimize his costs and at the same time result in savings to the rail carrier. During this period, except for isolated cases, railroads placed standard cars for loading. Most railroad car fleets consisted of box cars, hopper cars, flat cars and low side gondola cars certain roads having unique movements developed special cars to accommodate the particular product, but seldom did these cars move in general interchange service. Most of you are aware that several large companies built railroads of their own as an integral part of raw materials handling from remote sources to production plants located near concentrations of usage. On these railroads special cars were built with little thought to inter-change service. Examples of such railroads are the Duluth, Missabe and Iron Range, the Elgin, Joliet and Eastern, the Union Railroad, the Bessemer and Lake Erie and the Birmingham Southern.

Jan 1, 1972

By Raymond S. Shrode

Transportation is one of several important increments in the total market cost of most commodities. On a national average it has been reported that transportation accounts for about 25% of the total cost of a product at the market place. And industrial minerals are no exception. In fact, the proportionate cost frequently exceeds the 25% average. Further, it may actually determine the economic value of a deposit. Transportation may possibly be thought of as a specialized subject of concern only to a traffic manager and of only nominal interest to the mining engineer, the geologist or other technically oriented member of mineral producers' staff. However, in the industrial minerals field, interest is not commonly confined to exploration, development, production or marketing, but is in contrast an overlapping one. In a very real sense this broad area of interest in the total economics of the business is the specialty of the industrial minerals man. And transportation is a vital part of the total picture. Comments in this paper deal with rail transportation.

Jan 1, 1969