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Planning the primary development of a mineral deposit usually is done only once during the life of a mine. As a consequence, not optimizing the primary development of a mineral deposit can cause disadvantages over the whole life of a mine and can lead to higher costs. As a contribution to an improved primary development design procedure beyond the already existing work a study of the identification and quantification of the influence of parameters on primary development based on operational data from working mining operations has been completed. Based upon such a quantification of the influence of parameters a sequenced decision model was developed, that enables to develop an initial concept for the design of the accesses from the surface based upon a few critical parameters. Such a model will not replace detailed planning work within a feasibility study, but it is intended to reduce the amount of planning efforts at an early project stage through providing information what are most likely economic solutions, based on simple rules.

Jan 1, 1997

By L. F. Zeiler

In the past, health concerns in coal mines have primarily centered on those elements which have been essentially inherent to the mining environment. These would include respirable coal mine dust, respirable crystalline silica, excessive noise levels, and diesel exhaust particulates. Commercially-available chemical products are prevalent on mine property. These potentially toxic materials are chemical formulations that can degrease, clean, and lubricate metal parts, separate coal from rock in float/sink operations, and aid in roof consolidation, among other uses. As the general public has become more aware of the hazards of chemical exposures, miners have likewise become more concerned about working with an ever-expanding variety of chemical products on the job. Often, product or chemical specific hazard communication training is inadequate or ineffective, and miners do not know exactly what the ingredients are in the products they handle, or the health hazards involved with their use or misuse. Currently, the Mine Safety and Health Administration (MSHA), by law, enforces 1972 Threshold Limit Values (TLV). MSHA is making preparations to adopt new personal exposure limits for enforcement. The values given throughout the article are 1994 TLV's and are not enforcement standards, but are used for discussion purposes. They reflect the current scientific thinking regarding personal exposure to these chemical agents. An overview of these products is presented, and the potential health hazards associated with their use are discussed. Controls needed to prevent overexposures, such as proper handling procedures and personal protective equipment, are covered. Methods used to collect and identify contaminants are presented.

Jan 1, 1995

By Basar Arioglu, Jaeung Kim, Mehmet Öztürk, Jinmoo Lee, Dongho Lee, Taek-Kon Kim

"Istanbul Strait Road Tube Crossing Project (Eurasia Tunnel) includes 3.34 km of a bored double-deck tunnel under the Bosphorus Strait, at a maximum depth of 106 m from the sea level, and 1 km of twin NATM tunnels on the Asian side. The region’s variable geology, hydrology and propensity for seismic activity, combined with high water pressure and large-diameter/double-deck tunnel configuration, make the Eurasia Tunnel one of today’s most challenging and complex projects under construction. Due to the site’s proximity to the active North Anatolian Fault, the tunnel is designed to withstand a 7.5 magnitude earthquake. The tunnel penetrates through both the Trakya bedrock (on both European and Asian sides) and the alluvial sediments at the bottom of the channel. The tunnel is designed to accommodate differential displacements by introducing seismic/flexible joints at proper locations at the transition zones between rock and soft soils. Tunnel fire is also a significant design consideration for undersea tunnel due to that the rubber protecting it in close proximity of the seismic joint should resist a fire for long term safety and durability. This paper mainly focuses on the design for method of tunnel response analysis in transverse and longitudinal direction against seismic demands relating with the seismic joints. INTRODUCTION Istanbul Strait Road Tube Crossing Project (Eurasia Tunnel) will build and operate a roadway tunnel under the Borphorus connecting Kazlicesme on the European side and Goztepe on the Asian side, to provide additional road-access across the Strait and consist of three main parts as shown in Figure 1."

Jan 1, 2016

By Anne Kathrine Kalager

"Stretching from Norway’s capital, Oslo, to the city of Ski, a new railway line is under construction with a 20 km long hard rock tunnel. This is a major project with high demands regarding quality, cost and schedule. In addition, restrictions concerning locations close to sensitive urban infrastructure require execution with the highest level of precision and expertise. The new double track railway line forms an important part of the intercity rail development southwards from the capital and includes the longest railway tunnel to date in the Nordic countries. With its novel methods and solutions, this project offers a model for future railway project developments in the region. This paper provides general pertinent details and facts relating to this current railway project and includes a description of the project with information relating to concept and design of the tunnels, geological conditions, particular challenges, selected tunneling techniques and contracting strategies. THE FOLLO LINE PROJECT The Follo Line is a new 22 km long double track railway line under construction between Oslo Central Station and the city of Ski. The project is divided into four subprojects, as shown in figure 1. The main part of the project consists of a 20 km long hard-rock tunnel, which will be the longest railway tunnel in the Nordic countries to date.The Østfold Line is the existing double-track railway line running between Oslo Central Station and Ski serving 12 local stations. The new Follo Line will offer a direct service, without stops, between Oslo Central Station and Ski and reduce the travel time from 22 minutes to 11 minutes. After completion of the Follo Line, these two railway lines will, in combination, more than double the capacity for train transport in the region south-east of Oslo."

Jan 1, 2016

By Christophe Bragard, Rebecca Reeve

The Regional Connector Transit Corridor (RCTC) Project is a 1.9-mile-long metro light-rail extension project that traverses the historical core of downtown Los Angeles, California. This project aims to improve mobility throughout downtown LA with fewer transfers for riders. It is designed to connect two existing rail lines for a more seamless travel. The project consists of twin bore tunnels, three new stations, and is scheduled to be completed in 2022. The design-build contract was awarded to the Regional Connector Constructors (RCC) in 2014, a joint venture of Skanska and Traylor Bros, Inc. with Hatch Mott MacDonald as the designer. One of the challenging aspects of the project was the construction of a crossover cavern in a narrow public right-of-way surrounded by historical structures. RCC used Sequential Excavation Method (SEM) to construct the crossover cavern measuring 287 ft long by 58 ft wide by 36 ft tall. The initial lining of the cavern featured a 12 in. fiber reinforced shotcrete lining. The initial lining was separated from the final lining by a hydrocarbon resistant membrane, as specified by the standard requirements of Metro. The cavern features a cast-in-place final lining with a thickness of 5 ft 9 inches in the invert and 18 inches in the crown and walls. The structure also features a nonload bearing plenum slab and interior walls for ventilation.

Jun 13, 2021

By Joshua Farmer, Mike Gianforte, Tao Jiang, William Gettings

The Two Rivers Water Reclamation Authority (TRWRA) in Monmouth County, New Jersey, is replacing its aging Pleasure Bay Interceptor (PBI) with a new 54-in interceptor in a 3,250-foot long 8 to 10-foot diameter tunnel and a new 50-mgd main pump station (MPS). A comprehensive phased geotechnical investigation was performed, including SPTs, CPTs and geophysics. A channel filled with soft marine sediments was identified. The tunnel is set in stiff to hard marine soil to enable using a less expensive open-face TBM. The thickness of tunnel cover under the channel is optimized through numerical analyses to avoid a deeper pump station yet maintaining tunnel stability with controlling seepage.

Jun 13, 2021

By J. S. Hayden

It is becoming increasingly difficult to secure local aggregate resources that meet quality standards and local restrictions without conflicts with other land uses and environmental regulations. The successful integration of natural-resource information into land-use decisions is becoming increasingly important as the needs for both land and resources become more numerous, complex and urgent. Well-reasoned decisions about land-use are crucial to the Nation if infrastructure resources are to remain economically available. Provisions for uninterrupted future supplies of aggregate should be made using proper long-range planning that incorporate a multiple land-use program. That program would include identification and protection of natural resources, strategies that will permit development of resources according to future market needs and environmental considerations, and the beneficial reclamation of mined-out areas.

Jan 1, 1997

By T. Mudder

The objectives for closure of a hard rock mine include minimizing long term environmental liability, attaining regulatory compliance, and maintaining geotechnical stability, while closing as cost-effectively as possible. Proper planning for closure should come during the feasibility study, design and permitting phases, and during operations as updates. The lack of a proper or updated closure plan can result in severe environmental and economic consequences. Effective mine closure is the result of a combination of innovative concepts, long-term commitments, and multi-party cooperation. The purpose of this paper is to discuss concepts, commitments, and cooperation as they relate to an effective closure plan.

Jan 1, 1999

By R. Fernando

"The Office of Mine Safety and Health Research (NIOSH-OMSHR) currently is leading an effort in the development of the next-generation self-escape apparatus as part of the research imperative directed by the MINER Act of 2006. A multifaceted contract program over the past 3 years delivered key components and base breathing modules to form the basis for developing backpack and vest-style versions of dockable self-contained (closed-circuit) self-escape respirators with hoods (CCMERs). This paper outlines the current status in developing the CCMER that incorporates a docking and switch-over valve (DSOV) for seamless transfer from one breathing device to another, and a hood with an inner mask and speech diaphragm (HMC) for ease of donning, ease of use, and communication ability. Three versions of the CCMER are being pursued, namely: the CCMER-B, which can be worn as a backpack and incorporates the features of a miner’s belt; the CCMER-V, which is worn similar to a miner’s vest and attaches to a miner’s belt; and the CCMER-C, a breathing module cached along the escape route that can be docked to the -B and -V versions. Human factors considerations are a key element in the CCMER design, as it is to be continually worn by the miner while underground, and must be readily accessible for deployment when needed. The CCMERs are designed to be capable of being certified to 42 CFR part 84 standards, including sub-part O for mine use, and to meet MSHA permissibility regulations for use in underground mines. They are sized for sufficient oxygen capacities (Cap 2 and Cap 3 as defined in sub-part O) to yield a duration that is of practical use in a mine escape scenario. INTRODUCTION The National Institute for Occupational Safety and Health (NIOSH) Office of Mine Safety and Health Research (OMSHR) is leading the development of self-escape apparatuses to provide breathing gas to mining personnel operating in the event of an emergency in various capacities underground in environments containing hazardous gas components. The Mine Improvement and New Emergency Response Act of 2006 (also known as the MINER Act) and input from the mining community called for the need to move Self-Contained Self-Rescuer (SCSR) technology to a next-generation status. In response to this need, NIOSH’s Office of Mine Safety and Health Research (OMSHR) established a strategic plan to develop key components and devices with help from external experts knowledgeable in breathing apparatus designs. The US Navy was identified as a key expert in this field through its extensive experience in diving apparatus and life support systems, and development work commenced through Inter-Agency Agreements with OMSHR. A contracts program was also launched with industry experts specializing in this field. This paper outlines the current status in developing the Next-Generation Closed-Circuit Mine Escape Respirators (CCMERs) that could be used for surviving and escaping from a mine following an emergency that renders the mine atmosphere irrespirable."

Jan 1, 2016

By Eoin Murphy, Stephen Beauchamp, Steven Cowell

"INTRODUCTION Electrification of the heavily trafficked Manchester to Preston route by Network Rail required the rehabilitation of the Victorian era Farnworth Tunnels to accommodate 21st century high speed trains. Network Rail, J. Murphy and Sons Ltd (JMS) and OTB Engineering Ltd (OTB) collaborated closely to complete these works in close proximity to heritage infrastructure whilst maintaining a rail service on the route. This significant challenge has been mastered by a combination of detailed investigation, complex modelling, robust design, extensive monitoring, ground treatment, secant piling, sprayed concrete, steel arches and segmental lining techniques. Investigation of the “Down” Tunnel found deformation and cracking of the lining and this was reconstructed during 11 weekend possessions. The “Up” Tunnel was filled with low strength concrete and a 9m diameter open face shield was used to construct an 8m diameter segmental lined tunnel during a 23 week blockade whilst traffic was maintained in the “Down” Tunnel. ELECTRIFICATION OF THE RAILWAY The Farnworth Tunnel project is part of the UK wide £1bn Railway Upgrade Plan to provide improvements throughout the rail network which includes the Manchester to Preston route. The project also supports the UK Government commitment to build a “Northern Powerhouse” by improving links that bind northern England together and which will help it release its full potential with a more balanced, healthier economy. The majority of the current UK rail network infrastructure resulted from the rapid growth of the railways in the mid to late 19th century which means that most of the existing tunnels are over 120 years old. Over the centuries the introduction of larger rolling stock has reduced the original clearances provided in tunnels. The electrification of a route requires that any over-line structures provide clearance for Overhead Line Equipment (OLE), new rolling stock and to meet modern standards. As part of Network Rail’s current electrification programme a further 36 tunnels have been identified on routes requiring electrification. Not of all these Victorian structures will require alterations to provide OLE clearance but the condition of the existing tunnels and modern fire / waterproofing requirements may ultimately dictate the need for rehabilitation."

Jan 1, 2016

By G. R. Green

The centre of the mining operations of the International Nickel Company, Ontario Division is Sudbury, a city of 160,000 population located 240 miles northwest of Toronto (Fig. 1). Within thirty miles of this city and located around the rim of the geological formation known as the Sudbury Basin are the ten underground mines and one open pit operated by the Company (Fig. 2). There are also four developing mines, three in the Sudbury area and one at Shebandowan, near the city of Thunder Bay, Ontario and approximately 150 miles north east of Duluth, Minnesota. In 1971 the mines produced 22,800,000 tons, 20,600,000 tons from underground and the balance from open pits. Also located in the Sudbury District are facilities to extract and refine the metals contained in the ore. There is a nickel refinery located at Port Colborne on Lake Erie. An additional nickel refinery is under construction near Sudbury. Fifteen elements are recovered from the Sudbury ores, nickel, copper, iron, sulphur, gold, silver, cobalt, tellurium and the six platinum group metals, platinum, palladium, iridium, rhodium, ruthenium and osmium. In 1966 a major expansion program was undertaken to meet increasing market requirements. Coinciding as it did with a severe

Jan 1, 1972

By S. Cotten

The concept for a Mine Escape Vehicle (MEV) is motivated by the desire to enable personnel to evacuate a mine rapidly as the first and most desirable response to any underground emergency. Under a NIOSH contract, Raytheon UTD developed a conceptual design for a vehicle that coal miners could use to facilitate their rapid exit from an underground coal mine in the case of emergency, including fire or explosion. The vehicle requirements include the capacity to provide life support functions for a number of miners, operate in an oxygen deficient, low or no visibility atmosphere, and travel at speeds faster than miners can walk out of the mine. To develop the MEV concept, three primary tasks were identified and executed. The first task focused on developing a realistic concept of operations (CONOPS) and associated high level vehicle requirements. The second task identified and evaluated currently available equipment and technologies that could be applied to address the CONOPS. The final task developed a design concept that integrated the identified components for the five (5) MEV sub-systems to provide the foundation for future detailed engineering design and prototype construction. The resulting MEV design concept is centered upon retrofitting existing mine personnel carrier chasses with available, mine-worthy equipment capable of addressing the MEV requirements. This approach offers a practical and economic avenue to prototype development and delivery with minimum lead-time and risk. Furthermore, by integrating familiar and available equipment into the design and CONOPS, the resulting Mine Escape Vehicles should also be more readily accepted by the mining industry.

Jan 1, 2010

By James K. Gowans

Polaris Mine, a Cominco Ltd. property located on Little Cornwallis Island, Northwest Territories, Canada, (Lat. 75°30'), is the world's most northerly base metal mine. Polaris Mine, which commenced operations in late 1981, is characterized by its unique process barge. The lead/zinc concentrator, powerhouse, shops, offices, dry and warehouse have all been incorporated on a 400 ft. long by 100 ft wide by 65 ft high barge. This process barge was constructed in Southern Canada, at Trois Rivieres, Quebec, then towed 3500 miles into its final resting place on the high arctic. This paper describes the unique design of the barge concentrator and deals with the start-up and continuing operation of the Polaris Concentrator.

Jan 1, 1984

By J. Perlacia, J. M. Eguiluz

"INTRODUCTION The Bulk Handling Technology has suffered an important development in the recent years, allowing the use of conveyor belts in the most important and critical applications. As a consequence of this, the reliability and lasting performance of the conveyor belt components is becoming more and more significant, thus the implementation of preventive maintenance programs is a must. The rollers are one of the consumables in the conveyor belts, which have to be changed once arrived to the end of life. The actual ways of detecting this moment always require intensive use of labour and they are not very accurate. Indeed, if the rollers get broken before replacement, the consequences could be very important, generating additional costs and operational losses. The R&D Department of ULMA Conveyor Components, has been working since early 2012 on the development of Monitored Rollers along with a Management Software to provide users the capacity to Manage and Monitor the rollers from its desk, getting continuous online information on the internal temperature of the bearings, on the working status of the rollers as well as the identification of the rollers close to their end of life so that they could be changed during the next maintenance stop of the conveyor belt. In short, a system of Preventive Maintenance for Conveyor Belt Rollers BACKGROUND AND CURRENT STATE The malfunction of a single roller in certain conveyor belts can suppose the standstill of the whole installation until its replacement, due to the risk of greater and more expensive failures like the rip of the belt. In the case of a bulk handling installation where a continuous supply of material is necessary, a bare stop of one hour could entail huge economical losses. What’s more, many conveyor belts are several kilometers length or the access to some parts of them is very complicated. Due to these difficulties the inspection and maintenance operations can become expensive and hard going, with staff going over the whole area checking the correct condition of the conveyor and rollers, which means a dangerous activity. In addition, it’s quite common to find rollers working in very harsh conditions, completely exposed to the elements or working in corrosive closed environments like underground mines. These tough working conditions together with the very demanding features of Bulk Handling sector (high loads, speed, dangerous materials etc.) can bring the unexpected failure of a roller, even being designed to support them. Thus, to have the working conditions of the rollers real time is clearly required, in order to achieve an actual predictive maintenance of the system and avoid fatal failures. Nowadays the most common procedures to identify a broken roller is to hear how it sounds or use thermo-graphic cameras to measure their internal temperature, both of them implying workers inspecting the whole length of the conveyor while the conveyor is running. This means intense use of workmanship and operational safety level reduction."

Jan 1, 2018

By J. Andres, M. Cross

"Freeport-McMoRan’s Sierrita operations has two natural gas-fired molybdenum roasters for converting molybdenum disulfide into molybdenum trioxide. When these roasters were compared to other similar units within the company during a benchmarking exercise, it showed that increased throughput from the roaster units at Sierrita was possible. A team of site metallurgists, technical experts from other sites, and engineers from the Climax Technology Center was formed to study the potential in more detail. The team investigated many parameters in the roaster, including temperature profiles, roaster chemistry profiles, rabble and drop hole patterns, and operational strategies. The results of these studies and the associated throughput improvements are described in this paper. INTRODUCTION Molybdenum, a vital component for the steel industry, is typically found in nature as molybdenum disulfide (MoS2). MoS2 is typically recovered via flotation processes and is purified through leaching processes. While molybdenum disulfide is a commercial product, it is not the form of molybdenum that the steel industry requires. They require molybdenum in the form of molybdenum trioxide, MoO3. There are multiple ways to refine molybdenum disulfide into molybdenum trioxide. The primary method is the oxidation of molybdenum disulfide in a multiple hearth roaster. The chemistry of converting molybdenum disulfide to molybdenum trioxide is very favorable at increased temperatures, oxidizing the molybdenum through a range of exothermic reactions to ultimately produce MoO3. The chemical reactions that occur in molydenum roasting occur in three zones. These three zones correspond with four different reactions."

Jan 1, 2015

By M. D. Chatham

Revolutionary electronic monitoring and control systems provide a gold mine of diagnostic and prognostic information. Lower cost per ton results from timely operator action, increased visibility of information to production and maintenance personnel, and better fleet management. When information is effectively integrated into fleet management systems lower costs result from higher availability, longer component life and reduced repair cost. This paper will present the objectives of the Caterpillar Vital Information Management System (VIMS) and provide actual examples of successful use.

Jan 1, 1995

By Katherine Hynard, Colin Eustace

Development quarterly mine plans is generally time-consuming and requires consideration for many operational constraints and competing objectives. With lengthy turnaround times, there is often limited opportunity to adjust the quarterly plan details to account for differences between actual state of the mine operation at the time of execution and expected state at the time that the plan was developed. Actual mining task completion times can vary significantly from the expected task completion times, due to many factors. In the absence of revision to account for differences between the planned and actual state, resource allocations and mining sequences, embodied in the quarterly mine plan may no longer be the best approach at the time of execution to achieve an efficient mining operation. Simulation and optimisation tools can be used to support rapid refinements for development and execution of weekly mine plans. When initialized with an operations data feed to establish the actual state of the mine operation, optimisation models can be used to facilitate both automation and revision of the quarterly plan to produce a weekly or daily plan for execution. This approach can remove much of the manual burden of revision if the existing quarterly plan no longer represents the best approach to meeting production objectives. Following initialisation with mining actuals, simulation models can provide a representation of the range of likely mine operations outcomes. The models can be used to accelerate the planning process by providing visibility of future performance and identifying likely operational issues. They can also be used to test the robustness of the plan with respect to performance variability and response to disturbances. Following identification of issues, simulation models can also be used for evaluating mitigation measures, through automated testing of alternative plans. Integration of mine data feeds with simulation and optimisation tools enables automated optimal responses to variations between the quarterly mine plan and actuals to be tested prior to release of and execution plan and implementation. The use of simulation and optimisation in weekly mine planning will be discussed in this paper with reference to surface mining examples.

Jun 25, 2023

By S. Partney

Waste clay ponds are a necessary part of the phosphate rock beneficiation process. They are large, averaging a square mile in size; unsightly, in that they protrude 20 to 50 feet (6 -15 meters) above natural grade; stabilization and reclamation is slow; and they have had a history of catastrophic failure. The State of Florida has never published a specific rule regarding the configuration or height of these ponds, but has enforced numerous policies along these lines. The current rules are given and interpreted, along with the reasoning for current policy. In addition, an overview of the history of the policies, and an attempt at explaining the reasons for the changes that have occurred is given. The industry has been forced to make major monetary decisions, having effect for decades on mine economics, in a constantly changing regulatory environment. The Bureau of Mine Reclamation is confident that a direction of regulation has been solidified, but changes are still to be anticipated.

Jan 1, 1998

By Bauer, Steve, Colin Goodwin, Gerald, Randy Dempsey, Courtland

"The City of Ottawa’s Combined Sewage Storage Tunnel consists of two interconnected tunnels totaling 6.2 km with a diameter of 3m including access shafts and hydraulic structures which connect to the City’s most critical sewers. This tunnel will be built 15m to 30m below ground in the downtown core adjacent to, and crossing below, the Light Rail Tunnel, which introduces additional considerations in terms of sequencing and risk mitigation. The City embarked on a unique Procurement Process to address the risks involved with a large tunnel project and those associated with tunneling below downtown, underneath and adjacent to UNESCO World Heritage Sites, and connecting to live critical sewers. This paper describes the unique procurement approach employed and the contractual risk mitigation measures developed to provide the best value while minimizing risk. Specific features include Market Sounding, using a Fairness Commissioner, Contractor Prequalification and Risk Mitigation Measures in the Tender documents. INTRODUCTION This paper describes how the City of Ottawa (the City) and the project design team developed a strategic Procurement Process and Tender that incorporated industry best practices for technical and contractual risk management for the Combined Sewage Storage Tunnel (CSST) project. The process was unique in that, while it employed a systematic review of project risks, it also solicited input from industry, stakeholders and provincial and federal partners to develop the request for Tender for this traditional design-bid-build project. Key drivers for this approach were initiated from the City’s concerns for cost control, cost certainty and overall project risk mitigation. To address these concerns, the City implemented the risk review and mitigation process right from the project design team selection. It was critical that the project design team embraced this risk management philosophy and carried it through each phase of the project. This paper serves as an excellent resource for municipalities or other owners embarking on a similar tunnel project, on how to properly apply industry best practices and the benefits of using them."

Jan 1, 2016

By R. E. Gertsch

Mechanical mining holds great promise for the mining industry. Realizing this promise depends on giving mine operators the capability to evaluate the higher production, the lower costs, and safety enhancement that comes with mechanical mining. The opportunities for low cost and high production must outset the high capital costs associated with mechanical excavation. Giving the mining industry the tools to effectively evaluate and successfully implement mechanical methods defines the challenges and directions of the mechanical mining industry.

Jan 1, 1994