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By S. Nygren

Nalco Chemical Company and a North Carolina Phosphate operation have formed a successful supplier/customer team effort that has resulted in major improvements in the operation of the clay thickening circuit at the Aurora, North Carolina concentrator. A Nalco OPTICUS® Automated Process Control System for thickener and flocculant control was installed in 1994. The paper will discuss in detail the development and refinement of the OPTICUS system over the past three years. The paper will survey the development and networking of process control for monitoring, controlling and operating four 325-foot Dorr-Oliver thickeners, three 80-foot high-rate Enviro-Clear thickeners and control links to the facility's clay/gypsum blending operation.

Jan 1, 1998

By Frank W. Reinrniller

Mill ball charging systems have undergone little change during the past two decades. Most operations utilize a locomotive/ball car combination to load and haul charges from the ball storage bin to the mill charging boxes or, alternatively, transport charges to the charging boxes by means of a ball bucket handled by bridge crane. This paper describes a new concept in ball handling systems that is in operation at the Island Copper Concentrator of Utah Mines, Ltd. at Port Hardy, B.C. This system employs a narrow belt conveyor to convey a weighed charge to each of nine belt unloading stations at the mills. In operation, the system has proved to be practicable, trouble-free and economical of operating labor.

Jan 1, 1977

By C. M. Jones

The training program developed at Sierrita over the last twelve months has led to several significant improvements in both safety performance and productivity. Our most easily quantified results have been in truck productivity, where we have also experienced a 6% decrease in truck cycle times. We feel this is due to increased skill levels and awareness on the part of our operators due to our new training effort. The cycle time improvement has resulted in an increase in Truck productivity of 6%. Costs associated with productivity training have been $160,300. This includes program development and execution costs, as well as lost productivity during the training itself. These costs are offset by $1,400,000 in savings directly attributable to the increased skill levels of our technicians due to our training effort. As such, this represents a solid, high return investment at Sierrita.

Jan 1, 1998

By Victor J. Scaravilli

This report is based on experience developed on the construction of one contract for the Buffalo, New York subway. The Buffalo subway is under construction for the Niagara Frontier Transportation Authority and is called the LRRT-Light Rail Rapid Transit or more commonly the Metro. The Initial Route of the Buffalo subway construction started early in 1979 and is scheduled for completion in May, 1984. The initial system includes 5.2 miles of underground construction, 1.3 miles at grade for a total of 6.5 miles of subway system. A total of fourteen stations, eight underground and six at grade are included on the system. The Initial Route has a planned expansion to 17.3 miles in the future. On January 15, 1979, a Joint Venture of S & M Constructors, Inc., Solon, Ohio, James McHugh Construction Co., Chicago, Illinois, and Kenny Construction Company, Wheeling, Illinois, was awarded contract 100031, the Line Tunnels from Amherst Street to South Campus in northcentral Buffalo between Delaware Park and the State University, (see Fig. 1, Location Plan) This $35,000,000.00 contract was designed by Hatch Associates Consultants, Inc., Buffalo, N.Y. The Notice to Proceed was issued January 15, 1979 and the scheduled completion date is August 18, 1981. The project consists of two parallel rock tunnels with a minimum excavated diam of 18 ft 0 in. and a final concrete lining of 16 ft 0 in. diam. The tunnels total 14,630 linear ft. In addition to the tunnels, contract C-31 includes four shafts, an underground pump station, three cross passage connections, and other minor work items. (see Fig. 2, C-31 Project Plan and Profile) The tunnels were constructed primarily within the Bertie Formation, an approximately 50 foot thick moderately fractured to massive, dolo-

Jan 1, 1981

By Cheng Ang, Yun Bai, Zhi Liu

"This paper presents a conceptual design of an innovative tunnelling method named the Ring Pipe Jacking Method (RPJ) which is conducted by the Ring Pipe Jacking Machine (RPJM). The RPJM consists of a double ring shell which forms a ring section where small interlaced cutter heads or several micro tunnelling machines are assembled to cut soil. Similar to the conventional pipe jacking method, the RPJM also needs a thrust system, a slurry transport system, and a control system. To satisfy the need for large/super large or special section tunnels in future, the RPJM is designed to reduce sharply the excavation face to the annular section, thus enhancing the face stability. Part of the innovation is that the RPJM uses modular cutter heads or micro-TBMs which can be reused. The typical double shield shape can be easily changed by reinstalling the modular cutter heads. Modularity allows the tunnel to be cut in any cross-section shapes, ranging from a circular tunnel to a rectangular one. INTRODUCTION The demand and requirement to utilize urban underground space is rising with the rapid social development in recent years. It is necessary to reduce excavations of the urban ground surface to ensure smooth traffic in cities. Therefore the conventional open cut construction method for underground tunnels can no longer satisfy the need of practical engineering, and it is taken over by trenchless technologies .The Pipe jacking method is an important trenchless technology and is used more and more frequently to install underground pipelines, but the present pipe jacking method still has many problems. For example, it is not suitable for installing large-diameter tunnels and it also has difficulty in construction of short radius curved tunnels. This paper presents a conceptual design of an innovative pipe jacking machine named the Ring Pipe Jacking machine (RPJM) and introduces the correspondent Ring Pipe Jacking Method (RPJ) which can be applied to construct large-diameter tunnels. Furthermore, technical characteristics and superiority of the ring pipe jacking method are analyzed in this paper."

Jan 1, 2016

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 J. R. Koehler

Mining practices at the Sunnyside Mines, Sunnyside Coal Company, Sunnyside, UT, have been documented by U.S. Bureau of Mines researchers to preserve the extensive history of yield pillar-based longwall gateroad system evolution on the property. An overview of the historical mining conditions, practices, and innovations that resulted in the evolution of the two-entry yield pillar gateroad system currently employed at Sunnyside was developed from interviews of 30 long-time Sunnyside employees. Employing yielding chain pillars at Sunnyside virtually eliminates tailgate pillar bumps and contributes to reducing face bumps. Limiting the overall width of the gateroad system benefits bump control and especially, roof and floor stability.

Jan 1, 1994

By B. D. Hansen

Newmont has been on a focused path of improving operations for many years. After the merger of Newmont and Santa Fe Pacific Gold, Newmont created significant synergies of over $50 million per year in Nevada, primarily through optimal ore movements and consolidation of various functions. During the current period of low gold and copper prices, Newmont has refocused its efforts on efficient operations worldwide. This paper will describe the methods and programs that continue to be implemented at Newmont's many mine facilities in Nevada. Newmont has used a combination of computer technology, optimal use of infrastructures, procurement strategies, functional consolidation, enhanced mine planning and a variety of available metallurgical processing options to decrease the cost of operations and increase profitability.

Jan 1, 1999

The absence of coal face particle management practices heavily penalizes coal transportation from initial loading to final consumption. Penalties include dust problems, significantly reduced mine loading cycle productivity, mine belt spillage, excessively high coal preparation costs and chute and dangerous pulverizer blockages at the final point of utilization. The common environmental and economic enemy is fines. Everyone knows that fines cause safety and environmental dust problems, but few understand that fines also swell broken coal to a point where 5 to 15 percent more time and capacity must be used to deliver the same tonnage. In this paper, methods and rewards for reducing and/or managing fines at the mine face are discussed. Computer-based loading cycle model productivity estimates, viewed from a new perspective, are made on the basis of material volume rather than on the long established and frequently misleading basis of tonnage. After all, it is typically the volume of broken material being transported that defines the capacity of a given transportation system, while the corresponding tonnages are merely a reflection of the specific material densities. Published evidence suggests that the swelling of broken coal can be decreased very significantly using small quantities of certain non-frothing chemicals added to mine face spray water and/or by employing improved mine face breakage practices. In a future paper, the effects on transportation productivity beyond the coal mine will be discussed.

Jan 1, 1994

The effects of additives, sodium hydroxide, sodium carbonate, sodium oleate, oleic acid and polyacrylic acid, on stirred media milling of limestone have been investigated. The results are evaluated in terms of specific surface area, specific energy and energy efficiency as a function of additive dosage, polymer molecular weight, solids concentration and relevant operating variables. Use of additives generally results in changes in specific surface area and energy efficiency, while under certain conditions a more than 100% increase in these parameters can occur. Relevant interfacial properties have been measured and milling mechanisms involved are explored particularly in terms of the effect of additives on the flow patterns at higher solids concentration.

Jan 1, 1996

By David Brown, Adrian St. John, John Comins, Mike King

"INTRODUCTION The Crossrail project provides an East-West link across London enabling an additional 200 million journeys each year linking up major business centres and existing transportation interchanges, while reducing congestion at street level and within the current underground system. The project has built major structures in Sprayed Concrete Linings (SCL), including 5 new stations, 6 crossover caverns and numerous passages, adits and ventilation tunnels. Construction has taken approximately 4 years, and has involved the spraying of over 200,000m3 of concrete. At the start of the project there was a lack of available records from previous projects concerning concrete falls, which hindered risk assessments and the ability to make meaningful comparisons around spraying or material performance. This paper redresses this lack of data by providing information on falls experienced on this project and makes recommendations to assist future projects. Construction Methods Table 1 below summarises the main contracts with elements of permanent SCL. The listed primary lining lengths include pilot tunnels, side drift tunnels and enlargements as separate tunnels.A range of construction sequences were used in order to deal with the design requirements, geometry, and the ground and ground water conditions. The following briefly summarises the build up by layers, with typical design dimensions provided for a platform sized tunnel (approximately 9m internal diameter), excluding tolerance allowances. Some linings were sprayed in more than one layer to allow for inclusion of reinforcement layers or to avoid a too aggressive build-up of thickness: •,Initial shotcrete, or sealing, layer (ISL) of 75mm followed by a Primary Lining (PL) of 300mm. •,Regulating layer of 40mm followed by a Waterproof membrane (Sprayed membrane, 3-6mm). •,Secondary lining (SL) of 250mm with a separate sprayed fire protection layer (FPL) of 50mm."

Jan 1, 2016

By O. Alvarez-Campos

Two porphyry copper orebodies, the North and Central MM orebodies, have been found through regional and structural geologic works, about 5 Km south of Chuquicamata, under a gravel bed of approximately 100 m and in the west side of the West Fissure. The mineralization is emplaced in a coarse granodioritic porphyry, predominantly with sericitic alteration. In the North MM ore-body, with 200 million metric tons of 1.0% Cu, the mineralization is mainly chalcopyrite, bornite, digenite and molibdenite. In the central MM orebody, with 700 million metric tons of 1.3% Cu, there are large veins of enargite, chalcocite and bornite, the last one increasing in depth, separated by chalcopyrite and pyrite zones; in these veins there are interesting gold and silver values. Both orebodies have an upper enrichment of chalcocite and covellite, with pyrite envelope. According with these characteristics, the MM orebodies could he the upper part, with sericitic alteration, of the Chuquicamata porphyry copper system, displaced by the West Fissure system movements, but we couldn't eliminate the possibility that MM can be a new orebody, different of Chuquicamata.

Jan 1, 1993

By J. H. Desautels

The modern coal mining industry is subject to a vast array of regulations affecting virtually all aspects of its operations. Probably the most significant over-sight role involves the Office of Surface Mining Reclamation and Enforcement (OSH) established by the Surface Mining Control and Reclamation Act, or SHCRA.1 Although complying and coping with SHCRA can be difficult for coal operators, this complex regulatory process has helped insulate the industry from ongoing efforts to extend regulation under the Resource Conservation and Recovery Act, or RCRA, 2 to aspects of the mining industry in general. The Environ-mental Protection Agency (EPA) has struggled with regulation of mining wastes under RCRA since the mid-1970's, but RCRA itself places most coal mining wastes firmly under the control of OSH and SHCRA. Despite the general exemption from RCRA regulation for waste materials that result from extraction and processing of coal itself, there may be circumstances under which coal mining operators could find themselves subject to regulation under RCRA or a number of other statutes administered by EPA. This paper will review briefly the history of mine waste regulation under RCRA, as well as touch on the policy decisions that led to the exemptions from RCRA regulation. The paper will summarize coal waste requirements under SHCRA, and also will review what operations at coal mines need to be controlled, in order to avoid potential liability under RCRA. In addition, it will mention requirements under other federal laws, including CERCLA, or the "Superfund" law,3 and describe how they may impose restrictions or liability on coal operations for waste or other materials commonly found at surface and underground coal mines.

Jan 1, 1993

By Taira Emoto, Hikozou Imaoka, Sohta Takatsu, Takeshi Suzuki, Yoshihito Minami

An Oval Section TBM (tunnel boring machine) enables excavation of tunnel with elliptical cross section by inclining the cutterhead. It is developed to utilize the proven conventional TBM technology with minimum modifications. Various types of tunnels which are preferred to have non-circular cross section can be economically excavated, reducing both overbreak and the amount of muck produced. On the other hand, an inclined cutterhead may create a number of new problems, such as in excavation efficiency and steering that are unknown in excavation works using a circular TBM. This paper reports on verification tests carried out to examine the extent of such problems using experimental models of the machine in an attempt to confirm the feasibility of the Oval Section TBM.

Jan 1, 1997

By C. Clark, J. Johnson, M. Stepan

"Shotcrete and mesh are often installed to control ground deformation, falls and ejection between bolts. The combination of mesh and shotcrete forms a panel or plate that is typically bent by ground extruding between restraining rockbolts. The ground pressure applied (that is, the resistance of these panels to bending) over large ground deformations is important for maintaining ground support safety. This paper describes a new test device that measures this resistance and its evolution over large deformations. Mixes of shotcrete, mesh and other components that can maintain significant support pressure are desired, a characteristic described as the “toughness” of support. Results show toughness depends largely on how shotcrete is integrated with other components. Shotcrete strength is less important. INTRODUCTION Ground control safety often depends on supporting, or at least containing, the ground between the rockbolts. Shotcrete and mesh, in various combinations and with other components, are often called upon to do this (Figure 1). Applications are especially common in mines with squeezing ground or seismic loading. The support pressure maintained during ground deformation is key to the performance of these systems, and to protecting miner safety. However, the toughness of a design is difficult to estimate. Researchers at the Office of Mine Safety and Health Research (OMSHR) responded to this deficiency or “gap” by designing a full scale test device, described in this paper, and beginning a testing program. Some initial results from this program are reported to demonstrate test capabilities.BACKGROUND - TOUGHNESS Mining in ground that fails from the combination of in situ and mining induced stress is commonplace. Ground support elements are installed to reinforce such ground and preserve mine safety. Typically, the strength of support is considered key, and is used to prevent or halt yielding. However, ground movements driven by creep of weak ground or seismic loading may be impossible to halt altogether. In these cases, it is essential that support is able to yield with the ground in a safe manner while maintaining confining pressure that mobilizes the strength of rock in the immediate perimeter of the opening. In addition, it’s usually desirable to contain ground between rockbolts to protect miners from loose rock that might fall or be ejected. Shotcrete and screen are often employed, sometimes together and in combination with other support elements, to accomplish this function. A key characteristic of such a system is its ability to maintain support pressure through large ground deformations, a characteristic often called “toughness” – especially in support systems incorporating shotcrete. Toughness can be quantified as the work done during deformation (e.g. force x displacement)."

Jan 1, 2015

Two years ago, about the only US mining ventures that could turn even marginal profits were precious metals. In 1986, the price of gold dramatically increased, as did earnings from precious metals, mostly gold mines. First quarter results for 1987 show that gold will again be the most profitable type of mining in the US. All this money being made in gold resulted in many new mines being opened and hundreds of old workings being re-evaluated. The Society of Mining Engineers has put together a technical program to aid in developing precious metals mines. Small Mines Development in Precious Metals will take place Aug. 30-Sept. 2, 1987 at Bally's Hotel, Reno, NV. For registration and hotel information see page 426 or contact Meetings Department, SME, P.O. Box 625002, Littleton, CO 80162-5002, 303-973-9550. Topics at this meeting will include Problems Facing Small Miners; Understanding Geology and Ore Reserves; Mining-Production Options to Maintain Competitiveness; Processing for Precious Metals; Financing and Economics that Work for Small Miners; and Understanding the Environmental and Permit Maze. Problems facing the small miner The small miner has found and started most of the productive mines in the world, says Alfred G. Hoyl, of Coal Fuels Corp., Rollinsville, CO. Hoyl will state his case for small mines development in the opening session of the program. He will make the point that government regulations must never restrict the small mine or miner. And the mining industry must be careful not to crowd out the independent miner. "To restrict small mining is to say to our young men and women entering the mineral industry `There is no place for you as an independent.' Small is a relative term and we must never feel that starting small will restrict our possibilities of becoming big." In the same session, David J. Starbuck, Starbuck Minerals Management, Mayer, AZ will take a look at why smaller precious metals mines are profitable. Mining companies have changed their perspective on reworking previously mined properties. They are looking at abandoned properties in older mining districts. The attitude is that smaller operations in these districts can be profitable with the present economic climate, more advanced technology, and better management. Small, independent mining companies may not have the same resources to draw from as the majors. But there are affordable technologies available that fit into the independents' budget. Betty Gibbs, of Gibbs Associates, Boulder, Co will explain how a personal computer can help a small operation to analyze data more effectively and respond quickly to changing conditions. Scenarios will be developed that will describe how PCs can be incorporated into all phases of an operation. Financial institutions are becoming more willing to consider venture capital for small precious metals mines, according to Stanley Dempsey, Denver Mining Finance Co., Denver, CO. This may be in the form of equity or debt, he says, but they want to receive assurances of the quality of the resource. And they will ask about the ore reserves. Next, the potential lender will want to know about the mining method and en¬vironmental regulations. Dempsey will discuss these requirements. Once a high grade gold mineralization is located and reserves proven, it must be evaluated to determine which recovery process is best suited for this deposit. Robert Martinez, Amselco Minerals, Ely, NV will evaluate processes for such a deposit located in Mexico. Heap leaching, vat leaching, and a carbon-in-pulp circuit are all viable options, he says. He will explain which recovery process proved to be the most economic. Other papers in the introductory session include How to Best Use Consulting Firms to Accelerate the Development Process, by H. Schreiber and R.P. Fronk, both of Behre Dolbear-Riverside, New York, NY. And W. Mayrsohn of Asamera Minerals, Denver, CO will present Marketing Fundamentals that Work for Small Mines. Understanding geology and ore reserves In the current scheme of fast-track exploration and mine development, insufficient time and thought is given to understanding the geology of a deposit as it relates to controls of mineralization and subsequent mine development, say D.S. Bolin and J.W. Rozelle, of Pincock, Allen & Holt,

Jan 6, 1987

By P. Anciaux

The EUs? manufacturing and construction industries are vital to Europe?s economy. They rely heavily on a steady supply of materials which meet appropriate quality criteria and are available at a competitive price. The steadily rising global demand for (non-energy) raw materials due to increasing consumption in upcoming economies such as China, India and Brazil, is in some cases leading to rapid price increases, but also supply disruptions which affect the European industry chain. These considerations are at the basis of new policy initiatives that are being prepared by Enterprise and Industry Directorate-General in relation to the competitiveness of the European metals industry. Over the last year the raw materials supply issue has increasingly become the topic of de-bate among various stakeholders. In July 2006 the European Economic and Social Committee adopted an opinion on risks and problems associated with the supply of raw materials to European industry. It is therefore important to identify and analyse the future needs for European industry, the possible constraints and impacts on its competitiveness. The raw materials supply issue should also be looked at from the view-point of the EU extractive industry, which plays an important role in supplying raw materials to the downstream industries and which faces very specific challenges. Within the Enterprise and Industry Directorate-General the different factors that influence the competitiveness of the non-energy extractive industry are being assessed, in order to help identify policies and actions which could contribute to and enhance the competitiveness of the industry.

Jan 1, 2007

By A. C. Lyons

Foreword Sir William Halcrow and Partners are responsible for the design of the Ahmed Hamdi Tunnel as Sub-contractor to the Contractor, Osmac, a joint venture formed by the Arab Contractors, Osman Ahmed Osman and Company of Cairo, and Tarmac International of London. Throughout the paper the term "Client" refers to the Employer, the Ministry of Housing and Reconstruction, which latterly became the Ministry of Development and New Communities of the Arab Republic of Egypt. At the time of writing of this paper only a few hundred metres of the tunnel have been driven, but the design is substantially complete. Introduction The Ahmed Hamdi Tunnel, which is at present under construction, will be a two-lane tunnel crossing beneath the Suez Canal approximately 15 km north of the town of Suez at El Shallufa. It will become the first permanent connection across the Canal since 1967 and is visualised by the Egyptian Government as an early step in the development of the Sinai Desert along the eastern bank. The tunnel will carry pipelines for treated water and electric power cables to assist in this development. The tunnel, which will be 1640 m in length, is being driven through hard clay and mudstone using a tunnel shield fitted with hydraulic excavators. The primary lining is being constructed with precast, bolted reinforced concrete segments with an internal diameter of 10.4 m. The road deck structure and the walls of the air supply ducts beneath it are formed with precast, reinforced concrete units erected immediately behind the shield.

Jan 1, 1979

By George Munro

Heavy water inflows of up to 1350 1/sec in the 19.6 km Moawhango-Tongariro Tunnel section of the Tongariro Power Development Scheme in New Zealand gave rise to severe operating problems, particularly in the equipment stripping stage when pumping installations had to be removed. Due to the necessity to commence stripping from the upstream side the contractors. Codelfa-Cogefar (NZ) Limited, took the decision to install a steel bulkhead some 5000m in from the lower. Tongariro, portal. The article lists the considerations taken in the placement of the bulkhead, and gives details of its design, installation and final removal. A brief description of the geology of the tunnel. together with water flow sources, rates and pressures is also included.

Jan 1, 1981

By Patrick J. Maessen, Bart H. M. Hendrix

"In the Netherlands, the Dutch Tunnel Standard has been developed for the execution of road tunnel projects. The Dutch Tunnel Standard is based on the Dutch Tunnel Law (WARVW) which sets the minimum safety standard for road tunnels in the Netherlands. Uniformity of tunnels and the uniform perception of a tunnel by its users leads to a higher safety level. Therefore, several items in the Dutch Tunnel Standard are specifically developed to ensure safety in emergency situations through the plane of human factors. Taking human factors into account is important in regular traffic situations, but in an emergency situation, this can be vital. In this paper, the development and contents of the Dutch Tunnel Standard are explained in the first part and in the second part, the systems related to human factors are described. DUTCH TUNNEL LAW AND THE NEED FOR THE DUTCH TUNNEL STANDARD In the 90’s of last century and the early 2000’s, several serious accidents occurred in tunnels in Europe. These accidents involved fire and led to many casualties. After these accidents, the European Union decided to change the regulations for tunnel safety, leading to the EU directive 2004/54/EG. The primary goal of this directive is, that casualties are minimized in case of a calamity in a tunnel (e.g. fire). In the Netherlands, the EU directive led to the development of the tunnel law and a tunnel regulation (in 2006) to prescribe the safety features required for a safe tunnel. The new Dutch tunnel law – cited in the Building Act – was meant to make tunnel design easier – but resulted at first in the opposite effect. Tunnel design in the Netherlands and design standards of Rijkswaterstaat Rijkswaterstaat – the executing organisation of the Dutch Ministry of Infrastructure and the Environment – is the owner of the tunnels in the Dutch national motorway network, thus owner of the majority of the road tunnels in the Netherlands. In the early years of tunnel building in the Dutch national highway network (approximately 1950 – 1970), Rijkswaterstaat was not only owner, but also designer of its own assets. Most Dutch tunnels are submersed tunnels, because these type of tunnels provide a cost-effective way to make river crossings. Another type of tunnel that is used, is a TBM tunnel. Because of the geological conditions in the Netherlands (merely clay/peat and sand), there are no NATM or drill-and-blast tunnels in the Netherlands. Since the last decades, land tunnels (covered roads) are becoming more common to provide for multiple use of surface space and to meet more modern environmental regulations as traffic increases near densely populated areas. Tunnel lengths in the Netherlands vary from 500 m to 1.5 km for river crossings up to 6 km for the Western Scheldt (bored) tunnel. The lengths of land tunnels vary from 500 m up to 3 km. With these increasing lengths, some safety topics and design topics arise, topics that were non-issues in the past, when tunnels were only used as river crossings."

Jan 1, 2016