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By Joshua Hoffman, Braden Lusk, John Rathbun

A Flyrock Prevention Taskforce was established in Kentucky with the support of Kentucky's Department of Natural Resources, Kentucky's Explosives Industry, and the University of Kentucky. This paper presents the initial work of the Flyrock Prevention Taskforce towards its missions of identifying the root causes of flyrock incidents based on the analysis of previous events, and tracking the progress of flyrock elimination in the future. Work identifying root causes of flyrock events is presented through the development of a database which manages information about the blasts which caused flyrock. This data includes: blasting and seismograph records, drill logs, videos of the event when available, company notes/incident reports, and any additional information regarding probable cause. Work tracking the progression of flyrock elimination efforts is presented in this paper through the introduction of a flyrock index. Several metrics are proposed for this index, and are discussed for their appropriateness and shortcomings. In order for these indexes to be valid forms of tracking flyrock incident rates additional records must be kept and reported, such as the annual consumption of explosives by surface coal blasting. Suggestions for record keeping, flyrock investigation practices, and means of tracking flyrock incident rates are proposed in this paper.

Jan 1, 2013

By Dale Preece

A carefully designed and controlled in-place destruction experiment was performed on a concrete bunker buried in 4.27 m (14 ft.) of soil. The objective was to determine if the explosive charges would collapse the structure in-place without requiring mechanical excavation. Collapse of the buried structure was first attempted by drilling holes in the soil and placing four 13.38 Kg (29.5 lb) Comp B explosive charges at a depth of 2.13 m (6.7 ft.). The configuration of the charges when detonated was 2.13 m (6.7 ft.) off the top of the concrete roof and 3.66 m (12 ft.) apart in a square pattern. Detonation of these charges created a crater ~4.88 m (16 ft.) in diameter and 2.13 m (6.7 ft.) deep, leaving ~2.13 m (6.7 ft.) of soil covering. Very limited spalling occurred on the ceiling of the concrete structure as a result of detonating these four charges. The second attempt to collapse the structure consisted of placing another single 13.38 Kg (29.5 lb) charge, identical to the first four, near the geometrical center of the bunker roof. This charge was detonated in the soil cover 100 to 200 mm (4 to 8 in.) above the reinforced concrete roof, collapsing it. Due to the collapsed roof and remaining soil cover, the structure had been collapsed in place, requiring no further demolition.

Jan 1, 2006

By W. J. Kroll

This investigation was undertaken with the idea of studying a number of unconventional methods for making chromium to determine whether production cost could be lowered and to discuss some of the more recently described processes. These comprise carbon reduction of the oxide in vacuum, nitride dissociation, fusion electrolysis of the chloride, amalgam method, iodide dissociation, calcium reduction of the oxide, hydrogen reduction of the chloride, and reduction of this compound with zinc and with magnesium. Preference is given this latter method, which is shown in a flow sheet. Special attention is given purification of the chloride and separation of the vacuum at about 900° C. A reduction method for the elimination of traces of oxide contained in pure chromium by pure hydrogen obtained from the dissociation of zirconium hydride is described. The various methods are compared in a table in the appendix. Aluminothermic and silicothermic methods for the reduction of chromium oxide and the aqueous electrolysis have been disregarded in this investigation.

Jan 1, 1950

On the Role of Dixanthogen in Froth Flotation

Sep 13, 2010

An incremental analysis based stope design optimization method was developed at Exodus, an underground project located 30 miles north of Carlin, Nevada. Traditional underground stope design methods, by manually drawing stope shapes, are typically very time-consuming and lacking of consistency and accuracy. For quick reserve calculation and economic analysis, a new method named '3D Incremental Analysis based Stope Optimization' was created for mine wide stope designs at Exodus. With this unique but practical method, multiple options of mine designs were completed within a short period time, which allowed us to select the optimal cutoff grade and best stope design option for the project.

Jan 1, 2012

By R. P. Goel, P. N. Chaudhary, R. K. Minj

The bulk of high carbon ferromanganese produced in India continue to have more than 0.35% phosphorus since they are produced by carbothermic reduction process. The low phosphorus manganese ores are depleting fast and ferromanganese manufacturers will have no option but to use medium and low grade ores having high phosphorus content resulting in high phosphorus in the product. A systematic study was taken up at NML to solve this problem. Initially, a thermodynamic analysis was carried out for which Ba-P-O ternary predominance diagrams were constructed at several temperatures to predict the most suitable conditions for selective removal of phosphorus from high carbon ferromanganese. These conditions required a usage of a flux having a high level of basicity, moderate oxygen potential as well as low melting temperature. The experimental results showed that it was possible to remove phosphorus from high carbon liquid ferromanganese from 0.56%to 0.18% using BaCO3 based fluxes at the rate of 16-wt% of the ferromanganese charged. However, the Mn loss varied in the range of 2-5%. The objective of the subsequent study carried out at the laboratory scale was to optimize the flux consumption as well as minimize the Mn loss with effective dephosphorization by using BaO based calcined pellets instead of BaCO3 based powders. It was felt that the handling of pellets under plant conditions would be easier and also eliminate the loss of flux as a dust, which occurs when powder is added. These pellets were forced towards the bottom of the melt for better efficiency. For this purpose, a plunging system was designed and fabricated in-house that helped in reducing the flux consumption to less than 5% and also improved the kinetics of the process. The desired results were achieved within 10 minutes of the addition of the flux. The know-how is ready for transfer to interested parties and authors are willing to conduct large scale trials with them.

Jan 1, 2007

By F. N. F. le Roux

This paper describes the method used for excavating the upper 33m of emergency access shaft E2 for the underground single track tunnel running between Park and Rosebank station of the Gautrain Rapid Rail System. The soil was decomposed shale and diabase from the Witwatersrand Supergroup. The location was in the car park of The Wilds (a public park) in Johannesburg. The method proved very simple and required less complex plant and equipment than normal when excavating the shallow soil sections in shafts. It involves driving steel sheets ahead of the shaft sump into the soils and then excavating inside the ?tub? created by the sheets whilst supporting the sheets above with regularly spaced circular Steel Rings. It is the intent of this paper to discuss the method and design approach to the method. This will be done at the hand of experiences at E2 shaft..

Jan 1, 2009

By F. N. F. le Roux

This paper describes the method used for excavating the upper 33m of emergency access shaft E2 for the underground single track tunnel running between Park and Rosebank station of the Gautrain Rapid Rail System. The soil was decomposed shale and diabase from the Witwatersrand Supergroup. The location was in the car park of The Wilds (a public park) in Johannesburg. The method proved very simple and required less complex plant and equipment than normal when excavating the shallow soil sections in shafts. It involves driving steel sheets ahead of the shaft sump into the soils and then excavating inside the ?tub? created by the sheets whilst supporting the sheets above with regularly spaced circular Steel Rings. It is the intent of this paper to discuss the method and design approach to the method. This will be done at the hand of experiences at E2 shaft..

Jan 1, 2009

By İbrahim Çınar, Hakan Özşen

Mine workers in heavy and dangerous work are under several physical risk factors, for example temperature, humidity, noise, vibration, lighting and air velocity. Thermal comfort includes parameters such as air temperature, air humidity, air flow rate, radiant heat, metabolic rate and garment insulation. In this study, thermal comfort conditions were evaluated using thermal comfort indices defined as predicted mean vote (PMV) and predicted percentage dissatisfied (PPD) which were determined by measurements taken from an underground coal mine for approximately 100 days. Although the metabolic rate (light work) was kept at 2 met, it was found that predicted mean vote ranged between − 2.58 and 1.68. The predicted percentage dissatisfied index was found to reach 95%. According to the results, it can be seen that thermal comfort may have negative effects on occupational health and safety. The change in thermal comfort index values in the Soma Underground Coal Mine was investigated in detail and the reasons for the changes were determined. Furthermore, determining the optimal working environment for the mine workers was also an aim of this study.

Beneath some of New York?s most iconic buildings ? The Met Life Building, the Helmsley Building, the Waldorf Astoria ? crews are busily at work on the Metropolitan Transportation Authority?s long-awaited East Side Access (ESA) project. In fact, it is 14 floors beneath the famed Grand Central Station where one of the centerpieces of the project, the new Long Island Railroad (LIRR) station terminal, is being blasted and carved into shape. When completed in 2016, the $7.3-billion ESA project will increase LIRR?s capacity into Manhattan and significantly relieve congestion at Penn Station. Currently, 37 LIRR trains per rush hour roll into the crowded Penn Station where many riders must then transfer to subway trains to complete their commute. When completed, the ESA tunnels will bring an estimated 160,000 riders directly to Grand Central Station, saving those riders 30 to 40 minutes. Studies have found that more people work within walking distance of Grand Central than Penn Station. ?The benefits of the project are tremendous,? MTA Capital Construction President Michael Horodniceanu told more than 340 industry professionals attending the UCA of SME?s George A. Fox Conference in New York on Jan. 26. ?The ESA is the first expansion of the LIRR in 100 years. It will increase the East River tunnel capacity by 50 percent and will help support job growth around Grand Central.?

Jan 3, 2010

By Dapeng Zhang, Brij Moudgil, Shibo Zheng, Chunhui Feng, Wenyi Song, Wending Xiao, Patrick Zhang

Separation of dolomite from phosphate is the most challenging problem in phosphate mineral processing. Over 50% of the future phosphate reserve in Florida contains too much dolomite to process using the current industry practice. The current phosphoric acid production practice requires less than 1% MgO in the phosphate concentrate as the feed material. The Florida Industrial and Phosphate (FIPR) Institute has collaborated with worldwide experts in the field to address this issue. As a result, the industry is now offered three feasible options. Option 1 offers three methods for reducing MgO content in the concentrate from the Crago process, including adding a dolomite depressant in the rougher flotation step, dolomite flotation of the cleaner concentrate, and scrubbing the cleaner concentrate in quartz sand. These methods could reduce MgO content in the final concentrate by 20–40%. Option 2 involves crushing and grinding of high-dolomite phosphate pebbles followed by dolomite flotation at slightly acidic pH using a new collector that does not require phosphoric acid as a phosphate depressant, achieving a final concentrate analyzing less than 0.9% MgO at about 87% P2O5 recovery. Option 3 is a gravity separation technique using an innovative separation jig, and its full potential remains to be demonstrated.

By Walter W. Kaufman

The braking performance of underground, rubber-tired, coal mining vehicles is evaluated. Surveys of mining equipment and braking manufacturers and underground stopping tests are discussed as they relate to this evaluation. Stopping performance recommendations are proposed.

Jan 1, 1977

By S. J. Schatzel, J. D. Addis, V. Gangrade, L. L. Chasko, C. A. Hollerich

A ventilation study using tracer gas was conducted at a western US coal mine. The objective of the study was to evaluate the movement of longwall face air exchanges between the face and worked-out area and to document the presence or absence of face airflow pathways between these locations. The mine operator uses a bleederless longwall ventilation system with a back return and a blowing mine ventilation system. The study was conducted on an active panel and included both underground and surface monitoring sites. The study used sulfur hexafluoride (SF6) released as a slug on the longwall face and in the front of the gob inby the face. The velocity of the tracer gas movement in the gob was 0.019 m/s (3.7 fpm). The rate of movement for the overall tracer gas slug averaged about 0.0091 m/s (1.8 fpm). A separate tracer gas test initiated with the release of SF6 into the legs of the first shield showed the existence of more than one pathway of face air in the general direction from the headgate towards the tailgate corner. Maintaining adequate ventilation air on longwall faces is important for worker safety and for the dilution of methane emitted from the face and caved gob. A more detailed characterization of longwall system air and gas movement allows a mine to better assess its ventilation design for controlling gas on the face and in the gob.

By X. L. Huang

This paper deals with the experimental and theoretic study of the contact pressure beneath the deep foundation of Beijing International Hotel, The experiments have been carried out in project and in model footing 6.6m2. The result of measurements shows the contact pressure at the edge is greater than that at the center. The theoretic analysis on the base of elastic theorey is in good agreement with the test if the proposed assumption used.

Jan 1, 2010

By H. W. Gillett

This bulletin is issued by the Bureau of Mines as a contribution to the increase of safety and efficiency in the preparation and utilization of the mineral resources in the United States. Notable among the drains on these resources are the demands made by the nonferrousmetal industries, and in these the losses occasioned in melting brass and bronze are worthy of particular attention. This statement will be better appreciated by a consideration of the size of the brass industry. MAGNITUDE OF THE BRASS INDUSTRY. According to the Thirteenth Census, in 1909 there were in the United States 1,021 fu-ms that dealt mainly in brass and bronze. This total included jobbing foundries, manufacturing plants that both cast and machine a brass or bronze product, and rolling mills, but did not include iron foundries having nonferrous departments nor the numerous large brass-foundry departments of manufacturing plants that produce the castings used in the manufacture of electrical apparatus, cash registers, pumps, and the thousands of machines that require brass castings for their construction. Penton's Foundry List for 1910 gives about 1,150 exclusively nonferrous foundries and about 2,300 iron or steel foundries that also melt brass. If the rolling mills and. jobbing foundries in manufacturing plants be included, and if due credit be given to the rapid growth of the industry in the last few years, largely through the stimulation of the automobile busi¬ness, it is probable that not less than 3,600 plants are to-day melting brass or bronze.

Jan 1, 1916

By C. J. Van Niekerk

The study comprised of the investigation into the sensitization characteristics of AISI 409 titanium stabilized ferritic stainless steel during low heat input welding. AISI 409 is a fully ferritic stainless steel used in catalytic converters and tubing for automotive exhaust systems due to the supposition that sensitization does not occur during low heat input welding. Two plates of 2 and 4 mm were tested for sensitization during low heat input welding. The study confirmed that chromium carbide (M23C6) precipitation occurs on the grain boundaries in the heat-affected zone with consequent depletion of Cr adjacent to the grain boundaries during welding. In the 2 mm plate sensitization occurred in the heat input range of 0.1 kJ/mm to above 0.25 kJ/mm and in the 4 mm plate sensitization occurred in the heat input range of 0.2 to 0.9 kJ/mm. Ti stabilization is ineffective at the heat inputs used in this investigation due to the rapid cooling rate through the temperature region where TiC precipitates. The presence of N was found to be detrimental since it consumes Ti on cooling, forming TiN, effectively lowering the amount of Ti available for TiC formation during rapid cooling after welding. Annealing for 5 minutes at 725°C does not improve the sensitization characteristics of the welded plate. There is a linear increase in grain size as heat input increases. The resistance to pitting corrosion decreases in the sensitized, welded plate in theheat-affected zone adjacent to the fusion line of welding. Keywords AISI 409 ferritic stainless steel, sensitization, grain growth, resistance to pitting corrosion, low heat input welding.

Jan 1, 2011

By Philip Thompson

Many new evaluation tools have been developed since the early 1990’s to aid the minerals processing test engineer. The areas of comminution, gravity concentration, flotation, and process mineralogy have received particular attention. This paper will describe new laboratory procedures in the areas of SAG mill testing, gravity concentration, and flotation testing. Computer assisted mineralogical examination equipment, new generations of mass balancing programs, and simulation programs will also be discussed.

Sep 12, 2005

By Eugie Kabwe

Rock bolts are components of tunnel support structures and their efficacy in reinforcement requires the appropriate estimation of the bolt pre-tension. However, cases of ineffective rock bolt application due to loosening are common which leads to the potential failure of the support structures, thus negatively affecting the tunnel stability. The effective employment of pre-tensioned bolt within support structures requires an appropriate installation tension as a result of sufficient bolt head/nut pre-load. Henceforth, this paper presents a load indicator washer (LIW) capable of withstanding assigned static loading as well as provides an appropriate pre-tension. The different LIW breadths are numerically analysed in the finite element code (ABAQUS) to estimate deformation when a designated 60-kN pre-load is applied. The numerical simulation employs a bi-linear isotropic hardening constitutive law governed by the von Mises yield criterion. The simulation also considers the nominal temperature of the nutLIW-rock bolt connection. Therefore, a long-term relaxation effect on bolt pre-tension as a result of stress relaxation is neglected. The compressive force required to achieve the LIW-predetermined deformation is the bolt pre-tension. It is drawn from the simulation results that the 1.5-, 2.0-, 3.0-, 3.5-, and 4.0-mm-thick LIWs are completely flattened when subjected to 28-, 42.5-, 65-, 76-, and 88-kN pre-load respectively.

By DR. SAMUEL B. CHRISTY

? THE man is always greater than his work.? The training of the men who are to develop the mineral resources of the world is the most important problem connected with mining engineering. It becomes ever more important to civilization as the mineral wealth of the earth approaches exhaustion. I have therefore decided to consider a few of the more important problems arising in the training of the mining engineer, and especially those arising in America. THE PECULIAR NATURE OF MINERAL WEALTH. Mining and Agriculture are the two fundamental arts. Without the latter our existence would be precarious; without the former, our civilization impossible. Agriculture furnishes that regular supply of food and raiment which leads to the growth of large communities in which cultivated leisure first becomes possible; while raining furnishes the metallic thread from which is woven that complex fabric we call civilization. But in these two arts the conditions for success are widely different. Most of the crops that the farmer reaps may be harvested year after year, and the proper fertilizers being added, he may continue the annual harvest indefinitely, while, as a result of cultivation, his farm becomes yearly more valuable. But the crop the miner reaps can be harvested but once in the history of the race. Our mineral wealth has taken unknown ages to mature in the bosom of the earth. The ripened fruit can be plucked but once. There are no fertilizers for worked out mines. It never pays to work over a mine that has been

Sep 1, 1905

By C MacDonald

There are many technologies available today in terms of fire and life safety in road tunnels. So many in fact that it is becoming more and more difficult for clients and contractors alike to determine what they want and what they need. From a clientÆs perspective, fire and life safety is about protection to its infrastructure and to the public at large. Conversely, the contractor is looking to meet its æfit for purposeÆ or ædeem to complyÆ requirements in the most economic and practicable way. Practices regarding fire and life safety in road tunnels have undergone a degree of transformation during the last decade or more throughout the world. This transformation has largely been driven by a series of catastrophic accidents such as the major fires in Europe including the Mont Blanc Tunnel, Tauern Tunnel, Saint-Gothard Tunnel, and now most recently in the CityLink Tunnels in Melbourne. International guidelines produced by organisations such as the Permanent International Association of Road Congresses (PIARC), the European Union, the International Tunnelling Association (ITA) and the US National Fire Protection Authority (NFPA) now provide clients, owners and designers with the tools required to define and specify the required fire and life safety systems in road tunnels. The majority of these tools are based on risk assessment and risk management. Recent road tunnel projects within Australia, however, have not referred solely to such guidelines. Clients have opted to prescribe different or additional fire and life safety requirements within the projectÆs technical specification documentation (project requirements), leaving designers and contractors with little room to implement alternatives or substitutions. Further, these project requirements are largely dictated by practice established on previous road tunnel projects within Australia. This paper looks at the current international guidelines and practices and undertakes a comparison with the EastLink tunnels in Melbourne and other road tunnels within Australia and makes assessment on whether Australian methods are the most appropriate for clients and contractors alike. Focus is directed to the key elements of fire and life safety such as:traffic envelope, barrier arrangements and emergency walkway provisions;deluge systems;drainage systems;fire rating requirements;tunnel ventilation systems;cross passage provisions;fire safety assessment;critical intelligence systems including help phones, CCTV, incident detection, tunnel signage, etc; andexternal tunnel control systems.

Jan 1, 2008