Search Documents

By Y. Nien Wang, Moe Amini, Heiner Sander, Max John

INTRODUCTION As the population increased along the coast route (California Route 1), and the people’s need to have guaranteed access increased, the landslides and related road closures began to have serious adverse economic impacts. Landslides were causing major long-term road closures about every 10 years on average. In 1983, ground movement at Devil’s Slide caused Highway 1 to be closed for an extended period of time which caused significant economic loss to the surrounding coastal communities. A number of options for bypassing the slide area were considered, and the Martini Creek inland bypass was selected for design. Subsequent litigation led to the creation of the Devil’s Slide Tunnel Study in 1996. The results of this study indicated that a tunnel alternative would be competitive with the inland bypass. The final decision was left to the citizens of San Mateo County, who approved the tunnel alternative in the November, 1996 election After completion of environmental studies and the processing of legal challenges, the final environmental document was finished in 2001. The preferred tunnel alternative was designated to proceed for final design and construction. PROJECT DESCRIPTION The Devil’s Slide Tunnels consists of a separated two-lane road, one lane in each direction, which passes through twin tunnels and over twin bridges and then connects with the existing non-separated, two-lane road at each end. The total length of the project is approximately 1900 meters consisting of four main project divisions, which are described below, going from south to north. 1.Operations and Maintenance Center (OMC) area, 2.Southern approach roadways to the South Portals (250 meters), including the South Rock Cut,

Jan 1, 2005

By Lane White

In mid-April 1992, MINING ENGINEERING mailed a survey questionnaire relating to mining shovels and hydraulic excavators to 125 SME members working at surface mines or at the headquarters of companies that operate surface mines. The mailing was directed to individuals whose titles indicate that they have management or mine planning responsibilities for surface mining operations. A total of 56 usable surveys returned by June 17 are the basis of this report. Precious metals mines Eighteen precious metals mines or mining companies returned completed surveys in time to be included in this report. Of these, 14 use hydraulic shovels only for both ore and waste, I uses both hydraulic and rope shovels, and 2 use Caterpillar 988 front-end loaders for both ore and waste. (Of the latter 2, neither expects to be in the market for a shovel in the next three years. I of these 2 placed Harnischfeger P&H number one and O&K number two in response to the question, "Based on your current knowledge of their machines, which manufacturer would you likely chose to supply new shovels or excavators to a mine or mines operating under your responsibility, if you were in the market?") Another uses front-end loaders, make not designated. The latter does not expect to be in the market for mining shovels or excavators within the next three years. Of the final total of 14 precious metals mines using only hydraulic excavators to load ore and waste, 8 use Hitachi excavators only, 1 uses Demag excavators only, 1 uses Liebherr excavators only, 1 uses O&K excavators only, 1 uses Harnischfeger P&H and O&K excavators, 1 uses Harnischfeger P&H and Hitachi excavators, and 1 uses Hitachi and Demag excavators. Of the 14 precious metals mines using only hydraulic excavators, 7 use excavators in the 7.6 to 11.5 m; (10 to 15 cu yd) size range. Of these 7, 5 use only excavators in this size range, and they are used to load both ore and waste. 1 of the 7 also uses 11.5 to 17 m' (15 to 22 cu yd) excavators, and I also uses a 17 to 23 m3 (22 to 30 cu yd) excavator. Of the 7 remaining of these 14 precious metals mines that use only hydraulic excavators, 3 use 11.5 to 17 m' (15 to 22 cu yd), 2 use 17 to 23 m3 (22 to 30 cu yd), and 2 use less than 7.6 m' (10 cu yd) units.

Jan 1, 1992

The Anshan Iron and Steel Co. (AISC) broke its steelmaking design capacity in 1978, bringing its total production of steel products to 6.86 Mt. Located south of the industrial city of Shenyang, Liaoning Province, in northeastern China, it is by far China’s most important iron and steel complex, ranking twentieth among world centers. The complex represents a unique blend of old ecluipment and new ideas for increased production and improved products. Under a state plan, the Chinese hope to raise capacity to almost 15 Mt/a in the future. Originally started by the Japanese in the early 1920s, Anshan has had a rather turbulent 60-year history. It was disassembled by the Soviets after World War II, only to be reassembled by them in the 1950s. Production was also suppressed during the Cultural Revolution. Since the present-day organization, AISC, emerged, the center has experienced progressively improving conditions as well as increased production. Today, the center includes 10 blast furnaces, 24 open hearths, and two basic oxygen units, designed for 7 Mt/a ironmaking and 6.5 Mt/a steelmaking. In addition, it has six batteries of cokemaking facilities with combined 4.4-Mt/a capacity. Solid Iron Resources Anshan’s iron resources consist of a proven reserve base of over 7 Gt of 30~0 Fe, according to Kao Yang, president of the Anshan Iron Mining Co., a subsidiary of AI SC, Most of that, he continued, is amenable to surface mining. Five major mines located to the north and northeast of the city of Anshan are the principal iron ore producers. These mines trend in a somewhat circular manner and combined, represent an estimated 28.6 Ylt/a of ore capacity. In addition, some 2.2 Gt of magnesite, a necessary ingredient in steelmaking, are also part of the reserve base, according to Kao. Annual production is around .2 Mt/a of 47% magnesite, well over the steelmaking center’s annual requirements, Excess production is shipped to other steel-making centers. The largest of Anshau’s open-pit mines is the Chitashan operation with a design capacity of 8 Mt/a. Ore reserves here are well over a billion tons of 30% Fe. Earlier plans to expand production at this mine to 15 Mt/a, with the help of US Steel, have been temporarily shelved. The other mines in the district and their rated design capacity are: Kungchangling, 7 Mt/a; Donganshan, 6.4 Mt/a; Dakushan, 4.2 Mt/ti; and Yenchienshan, 3.0 Mt/a. The Kungchangling mine is the richest in terms of ore grade at 6076 Fe. Reserves are somewhat smaller at 100 Mt. The unit also operates a small shrinkage stoping operation. Ore grade at the other mines is usually 30-327. Fe. Llost mines operated at reduced capacity during 1979 owing to a natural gas shortage at the mills. The general

Jan 3, 1980

By V. O. Tenorio, D. Tolmachoff, K. Willa Brown, K. J. Kingsbury, J. B. Nickels, G. J. Nail

A major design feature to consider from the initial pioneering works until reaching full mine production of icy regolith at the South Pole of Moon will be the ramp. This will allow the access of equipment and personnel in and out of the excavation area. Although most of the requirements considered when designing a ramp on the Earth are similar, the fact of working in low gravity, with zero atmosphere, the potential exposure to high radiation, extreme temperature levels and drastic changes of illumination, from intense light to total darkness, are new factors to be included. Transversal sections are obtained according to the progression sequence of the production levels, with changes in length, gradient, friction factor of the terrain and curvature when required by the location characteristics and the specification of the equipment utilized. A MATLAB script was developed to calculate all the variables, in order to obtain 3D generated surfaces from the range of possible profiles.

Mar 2, 2022

By Jake Coibion, Elmira Riahi, Dominic Reda, Walter Klary, Vojtech Gall

Progressive Design-Build is becoming a more common delivery method in the tunneling industry. This approach allows the Owner to select a design-builder primarily based on qualification instead of lowest price. The delivery method promotes flexibility and collaboration at all levels from the initial design stage through construction. Using the example of the Atlanta Airport Plane Train Tunnel West Extension, value-added risk management was added during the initial design phase with an independent reviewer. This paper presents the independent reviewer transitioning from constructability review in the very early stages of design to independent design verification to on-site supervision during construction.

Jun 13, 2023

By J. Bilant, B. Carlson, N. Gow

High Pressure Grinding Roll (HPGR) technology has been evaluated to replace tertiary cone crushing at Coeur Rochester operations (Coeur Rochester, Inc.) as an opportunity to improve silver recovery. In 2016 and 2017, onsite and third-party pilot programs were initiated to evaluate the impact of metallurgical recovery and heap leach performance of crushed product generated by an HPGR. In 2018, Forte Dynamics evaluated the HPGR laboratory metallurgical data from Coeur Rochester and all third parties to develop field-scale leach curves based on new crushing scenarios. The laboratory recovery test work data was consolidated and scaled to field conditions to determine projected heap leach performance. Based on the metallurgical testing conducted, the replacement of current tertiary cone crushers with HPGR technology has the potential to increase Coeur Rochester’s silver recovery rate by 8%, from 61% to 69%, and shorten the overall timing of silver recoveries from 20 years to just over two years. INTRODUCTION The Rochester mine, and associated valley fill heap leach facilities is an open-pit silver and gold mine located in Pershing County, Nevada, approximately 26 miles northeast of the city of Lovelock. In 2017, Rochester produced approximately 4.7M troy oz silver (Ag) and 51k troy oz gold (Au). Ore mined at Rochester is either fed directly to the primary X-Pit crusher, crushed at an in-pit crusher system, or placed directly onto a heap leach pad as run-of-mine (ROM). Both crushing circuits are comprised of three stages of crushing to produce a nominal 3/8” ore. Primary crushing consists of jaw crushing while secondary and tertiary crushing are composed of varying cone crushers. Historical recovery rates of crushed Rochester ore average 61.4% Ag and 95.9% Au over a period of 20 years [1]. These rates were derived from third party verification of in-house metallurgical test results, crusher production and heap leach production results from 1986 through 2004 in a private report for Rochester produced by KD Engineering Co., Inc. Recovery rates are regularly verified by compositing daily samples of ore delivered to each leach pad from the X-pit crusher, in-pit crusher, and/or ROM. A proportionate split of each sample is used to generate monthly composites for metallurgical analysis utilizing column leaching and bottle roll leaching. These tests are run in a manner analogous with production conditions and deliver test results that provide expected heap leach performance. As the Rochester oxide deposit has been mineralogically and metallurgically consistent, the gold and silver recovery trends have also been consistent over the life of the project. In 2016 and 2017, onsite and third-party pilot programs were initiated to evaluate the impact of HPGR technology to metallurgical recovery and heap leach performance of crushed product in an open circuit configuration, as a potential replacement for the currently in place tertiary cone crushers. During these years, HPGR was evaluated in three phases of test work.

Jan 1, 2019

By T. S. Golosinski

This paper identifies the components of belt conveyor shifting force as a vertical force. Pv, horizontal force, Ph, and longitudinal force, P1. A method for estimation of these forces is proposed, which relates their value to the properties of the conveyor structure and rails, shifting operation parameters, and other site-specific conditions. The effect of this force on shifter behaviour is analysed and guidelines are developed for selection of a suitable shifter. Also discussed are the requirements of the shifting operation for other equipment.

Jan 1, 1986

By J. Espí

The mineral price assigned in mining project design is critical to determining the economic feasibility of a project. Nevertheless, although it is not difficult to find literature about market metal prices, it is much more complicated to achieve a specific methodology for calculating the value or which justifications are appropriate to include. This study presents an analysis of various methods for selecting metal prices and investigates the mechanisms and motives underlying price selections. The results describe various attitudes adopted by the designers of mining investment projects, and how the price can be determined not just by means of forecasting but also by consideration of other relevant parameters.

Aug 1, 2013

By F. N. Kissell

U.A. Mine Safety and Health Administration (MSHA) coal dust compliance data sometimes shows high silica levels at roof bolters. However, it is unclear whether this silica normally originates from the bolter itself or from other dust sources upwind of the bolter research studies to answer this question at individual mines have been conducted. However, operational practices vary from mine to mine thus, the information gleaned from any one study cannot be accurately extrapolated to describe silica dust sources in most mines. In this paper, three decades of bolter dust research are reviewed the results showed that, while inadequate maintenance on the bolter dust collection system can result in excessive dust, more likely reasons for high silica levels are inadequate ventilation of the mine entries being bolted and dust traveling downwind from the continuous miner to the bolter. Scrubbers on continuous miners may not be removing as much silica dust as expected. Mining Engineering, 2011, Vol. 63, No. 10, pp. 78-82. Official publication of the Society for Mining, Metallurgy and exploration, Inc.

Jan 1, 2011

By H. Kinilakodi

The authors previously developed a methodology that combines injury and citation measures into an overall mine safety performance evaluation tool, called the safe performance index (SPI). It can be easily adopted by mine operators to monitor trends in their injury and citation experiences as a risk assessment method. In this paper, six normalized safety measures and the SPI are used to evaluate the health and safety risk that existed at mines in the two years preceding the occurrence of a fatality. The percentage of mines is given for which the risk was high or where trends of some of the safety measures indicated moderate risk. In 50% of the mines, this mine safety performance tracking method could have been helpful to the companies, state agency or the U.S. Mine Safety and Health Administration (MSHA) in recognizing and addressing emerging problems with actions that may have been able to predict high-risk conditions, the fatality and/or other serious injuries. The approach would have given extra scrutiny to the risk for mines that encompassed 74% of the fatalities during 2007-2010.

Jan 1, 2012

By T. J. Close

The Silver Peak Range North Wilderness Study Area was deleted from the list of US Bureau of Land Management lands in Nevada to be considered for wilderness designation. This decision was based in part on the US Bureau of Mines mineral investigation of the wilderness study area which found indications of precious- and base-metal-resources. The study area lies between the Silver Peak and Dyer mining districts of west-central Nevada. The Bureau examined 13 mineralized sites, most of which were previously unknown and unclaimed. These sites are along two zones that cross the study area from the Silver Peak mining district to the Dyer mining district. The two zones transect a volcanic center of fractured and altered rocks that contain epithermal veins of quartz and calcite with gold, silver, and base-metals. At the surface, these veins are poorly defined. Exposures of the more than forty veins examined were as thick as 17 ft and as long as 1000 ft. Samples from these veins contained significant amounts of precious- and base-metals-as much as 0.02 oz per ton gold, 2.1 oz per ton silver, 1.0% copper, 2.6% lead and 0.4 % zinc. No vein large enough or of high enough grade to be classified a mineral resource was disclosed by the sample data. However, most do have indications of precious- and base-metal-resources at depth. Subsurface exploration of some of the veins is recommended.

Jan 1, 1995

By T. B. Acton

There are two types of ore transportation systems in use at Newmont's Magma Copper Co. San Manuel mine in Arizona-rail-mounted, box-type rotary cars and the newer rail-mounted, bottom-dumping ASEA cars. Though the cost per car for the ASEA units greatly exceeds the cost per rotary car, the advantages of the ASEA units, including much faster dump times, have made the ASEA system a successful alternative at the San Manuel mine. The rotary system of ore transportation has been in use at San Manuel since production began in 1956. The system employs 7.9-m3 box-type cars to transport ore by rail to shaft pocket areas. A rotating dumping mechanism turns three cars at a time upside down to empty them, and returns them to an upright position. Trains of 15 cars each are dumped in about six minutes. Each 15-car train is pulled by an 18-t rated trolley locomotive. There are about 400 rotary cars in service at San Manuel and the system is used for the majority of ore haulage. This well-proven rotary method was instrumental in achieving the December 1977 world record of 272 Mt hoisted from an underground copper mine. Magma Copper Co. began using ASEA cars in late 1977. Designed by ASEA of Sweden, the cars are built for San Manuel by Kasper-Hall Manufacturing Co. in Tucson. The cars basic design feature is a hinged floor that opens at the side as the car is pulled through the dump. As it passes over the dump, a fifth wheel attached to the hinged floor (opposite the hinges) travels along a rail in the dump. This rail dips down into the pocket and then returns to track level. As the fifth wheel travels along the rail, the car floor opens, the car dumps, and the floor is then returned to track level. As the car is dumping, the body remains suspended over the pocket by wheel rollers attached to each side of the dump. Trains of 10 cars each are emptied in about 45-50 seconds. Each ASEA train is pulled by an 18-t rated trolley locomotive, adapted at San Manuel to allow it to pass through the ASEA dump. At minimal cost, "wings" are welded to each side of the locomotive. These wings suspend the locomotive over the pocket as the train passes through the dump. Advantages of the ASEA System Major design characteristics of the ASEA and rotary systems are shown in the accompanying table. The comparison points out some of the following advantages demonstrated by the ASEA system. • Faster dumping-An ASEA train dumps in 50 seconds, while a rotary train takes at least six minutes. There is no stopping or starting when dumping an ASEA train. The train enters the dump area, dumps, and leaves in one continuous motion-in contrast to rotary trains which must stop and start five times to dump. With the rotary system, three cars are spotted in the dump mechanism by remote control. When the cars are in place, the train operator activates the dump, the cars are turned over, and then returned to an upright position. This process is repeated until all 15 cars in the train are emptied.

Jan 4, 1980

By M. I. Al-Wakeel

Nile sediment was collected as a waste from one of the water treatment plants in Cairo, and subjected to petrographical investigation and granulometric, chemical, and mineralogical analyses. It was expected to find diatomite in that sediment but it was a surprise to find that the diatomite content amounted to about 52.01% by volume in addition to quartz, orthoclase and clay minerals. The latter are represented by montmorillonite and illite minerals. The sediment is light gray in color, soft and has low density and high surface area, such density and surface area generally decrease with temperature. The sediment absorbs 317% of its weight in water. The diatomite skeletons are the main factor responsible for its high porosity producing microporosity and low density, and these particles are concentrated in the very fine silt size fraction (11x2µm). The common diatoms in such sediment include Cyclotella ocellata Pant, and Melosira granulata (Ehr.) Ralfs. It seems that this Nile diatomaceous sediment has many advantages over the fossil diatomite, such as Fayium diatomite in Egypt, with the absence of carbonate minerals that require grinding and calcination those cause destruction of the cellular structure and energy consumption. This Nile diatomaceous sediment can be processed using sequential classification to obtain diatomite concentrate of 88.8% grade at 90.6% recovery, and a middling product of 19.4% grade and 5.8% recovery. The suggested flow sheet is quite simple to produce diatomite product for different industries at a low cost. The unusual particulate structure and chemical inertness make diatomite an ideal mineral to be used as functional filler in a wide range of industries, and as catalyst carriers and insulating material. Key words: Egypt, Nile sediment, Diatomite, Beneficiation, Sedimentation, Classification.

Jan 1, 2008

By Ryan P. Sullivan, Ben D. DiFiore, Robert J. Auber, Michael A. Piepenburg, Lisa M. Smiley

Pollution to Lake Erie will be significantly reduced by the Westerly Storage Tunnel (WST) system, which is mainly comprised of a 10,000-ft long tunnel and a dewatering pump station in the downstream tunnel shaft. Separate construction contracts for the tunnel and pump station required careful management of the interface risks. A key decision was to decouple the projects by relocating the mining shaft away from the pump station. The need to receive the tunnel boring machine (TBM) in the pump station shaft was eliminated by dismantling the 28-ft diameter TBM in the tunnel then carrying it back through the tunnel and up the mining shaft. This paper discusses how interface risks were successfully managed during design and construction to limit overall schedule impacts.

Dec 1, 2022

By D. Bogunovic

The objective of this research was to conduct field-scale experiments at an operating surface coal mine in order to determine the impact of the bucket fill factor on dragline production rate and energy consumption. Data collected from a dragline monitoring system were recorded in a specifically designed software tool and the relationship among these parameters was established. an algorithm for the determination of the ?best? fill factor was developed and integrated in the software. It was determined for the analyzed dragline in the mine that energy consumption in the digging phase can be reduced by 36% and production rate can be increased by 1.4% for a bucket fill factor of about 80%, a fill distance of 19.8 m (65 ft) (i.e., 3.1 bucket lengths) and a bucket fill time of 15 sec. the method developed and applied in this study may help dragline operators to determine the fill factor that will increase production rates and reduce energy consumption in specific surface coal mines. Mining Engineering, 2011, Vol. 63, No. 8, pp. 48-53. Official publication of the society for Mining, Metallurgy and Exploration, Inc.

Jan 1, 2011

A glance at the accompanying table reveals that for the first time in many years the industrial minerals field did not post significant gains in production. Gypsum, cement, sand and gravel, and crushed stone production-which are very sensitive to construction industry performance-barely managed to stay even, or in fact, declined slightly. Even barite production, in spite of increased oil and gas drilling, was off 5% in 1979 from 1978. Domestic fluorspar production continued to decline while imports, primarily from Mexico, South Africa, and Spain, rose 11%. Worldwide production of iodine (which is used primarily as a catalyst, animal feed additive, and in ink and colorants, stabilizers, pharmaceuticals, photographic film, and disinfectants) grew about 9% on a worldwide basis-from 10.75 Tg to 11.16 Tg. This does not include US production. The two US producers increased demand as apparent domestic production increased about 5%. Increasing energy costs and the transportation situation have had a prohibitive effect on the industrial minerals field. The critical shortage of railroad cars, according to consultant Neil Johnson, is due to several factors: • High capital investment rind interest rates needed to build new equipment, • Accidents, obsolescence, and failure to repair equipment reduced car availability, •Reduction in some train schedules due to fuel economy, and •Increased turnaround time as a result of new safety regulations. Railroad rates have increased an average of 7% per year for the past 10 years. Last year's increases were about 11.1% due to fuel costs and surcharges. Truck shipments have increased their penetration in certain areas of the southeast because of the shortage of box cars and the producers' demand for quick shipment. Some producers report a 15-20% increase in truck use. In the feldspar-mica area, which formerly made most shipments by rail, trucks are now used for about half the shipments. Marketing prices, as expected, increased due to higher costs for energy, power, labor, and supplies used in production. Estimated average price increases were about 10% which, in many cases, did not cover increased production costs. These factors-rising energy costs and the critical transportation situation-resulted in an unsatisfactory year for industrial minerals. Stanley J. Lefond Cnntrihuting Editor

Jan 5, 1980

By Casandra Gamez Gonzales, Angelina Anani

Copper, the newest addition to the critical mineral list, is an essential metal whose electrical and heat conductive properties label it as a vital mineral for the creation of renewable energy sources and the reduction of Greenhouse Gases (GHGs). However, despite copper’s leading role in the transition to sustainable energy and mining practices, the mining industry has faced various battles in the extraction of this valuable material. These challenges are based on mining’s negative reputation and extensive impact on the environment, nearby communities, and human rights. To ensure the survival of mining in the future and achieve mineral demands, an emerging topic that has initiated the revolution of the traditional sector into a more environment- friendly and transparent industry, is Environmental, Social, and corporate Governance (ESG). ESG has motivated companies to seek growth opportunities and standardize risk accountability and transparency based on its collective framework that creates, modifies, and implements local, national, and international standards. These standards focus on improving environmental, social, and governance issues faced by companies and their projects. ESG has served as a guideline that investors utilize to assess companies and promote sustainability, responsibility, and disclosure to create positive and balanced relationships with stakeholders and the environment. Nonetheless, concerns have been rising which state that ESG is negatively impacting the mining industry by targeting what fuels the industry and world: ore deposits and their resources. Therefore, this research focused on answering the following research questions: what are the impacts of ESG on the copper supply chain and how will stricter ESG standards affect future copper production?

Feb 1, 2024

By William R. Yernberg

Santa Fe Pacific Gold, headquartered in Albuquerque, NM is expanding its operation at the Twin Creeks Mine in Nevada. The $250-million sulfide expansion project, including the Sage Mill, is under construction and is 80% complete. Also, additional mining equipment has been purchased to haul the sulfide ore to the mill. With the expansion, employment at Twin Creeks is expected to reach approximately 970 people by the end of 1996. Santa Fe Pacific Gold now owns and operates three gold mines in the United States and is involved in several other gold projects. The three currently operating mines are the Twin Creeks, Mesquite and Lone Tree mines. The Mesquite Mine is located in California’s Imperial Valley. Lone Tree is located 55 km (34 miles) southeast of Winnemucca, NV. The company’s total gold production from these operations is expected to be in the range of 26.3 to 26.6 t (845,000 to 855,000 oz) in 1996. This compares to a total production of about 124 kg (4,000 oz) for the company in 1989. Production costs range from $6.90to $7.25/g ($215 to $225/oz). At the end of 1995, the company reported proven and probable reserves of 556.7 t(17.9 million oz) of gold.

Jan 1, 1996

By Yu. A. Polozov, V. A. Lagunov, O. Yu. Lushinkova, Yu. I. Svirskiy, Eh. Ya. Kipko, Roy A. Williams

The integrated grouting method, as developed in the USSR, can be applied to multi-purpose operations that in¬clude the construction of shafts, drifts, and tunnels. In the USSR it has been used extensively for primary and final grouting of underground excavations in mining engineering and civil engineering projects. It has been applied in projects where the primary objective was waste contain¬ment. It has also been used to control subsidence beneath buildings located over mined out openings and to eliminate the flow of ground water beneath and around dams. This chapter considers several industrial applications in the form of case histories. The word integrated means that grouting activities were integrated with other activities. 9.1 CASE HISTORIES OF GROUTING FRACTURED ROCK WHEN SINKING VERTICAL SHAFTS The integrated grouting method has been applied most widely in the sinking of vertical shafts in fractured, satu¬rated rock. As explained previously herein, grouting oper¬ations preferably are carried out from the ground surface where they are integrated into the schedule of the setting up of the shaft excavation and construction equipment. Such integration reduces significantly the length of time required for preparation of shaft construction and the time required to sink the shaft. The increased efficiency is achieved by the elimination of cementing operations from the working face upon the penetration of each aquifer. Concomitantly, labor and energy consumption during shaft sinking are minimized because the more complicated and labor-intensive work is carried out at the surface section. Table 9.1 presents the essential parameters for the pri¬mary grouting of saturated fractured rock carried out by the integrated method when sinking vertical shafts. 9.1.1 NAGOL'CHANSK MINE NO. 1-2, VENTILATION SHAFT NO. 1 The integrated method of grouting saturated fractured rock through holes drilled from the surface was employed for the first time during the sinking of vertical shaft No. 1 at the Nagol'chansk mine No. 1-2 in the Don Basin. The shaft had an inside diameter of 6 m. The grouting operations commenced by using cement grout with a density of 1.7 to 1.8 g/cm3. Clay-based grout with cement and other addi¬tives was used only for grouting the aquifers where cement grout proved to be ineffective. By the time of the grouting of ventilation shaft No. 1, hydrodynamic analytical methods were well in hand and a preliminary method for designing isolation curtains had been developed. A method for designing and drilling ori¬ented directional drillholes whose natural curvature re¬flected the characteristics of the fracturing had been devel¬oped. The majority of the necessary equipment had been developed. Clay-based grouts were considered ready for the first industrial application. The hydrogeologic environment at the Nagol'chansk mine No. 1-2 contained many prolific aquifers. According to monitored drillhole data, the total expected inflow into ventilation shaft No. 1 without grouting was 425 m3/hr. This large ground water inflow rate was supported by in¬formation obtained during the sinking of the main shaft and from the auxiliary shaft of the "Nagol'chansk" mine No. 1-2. The construction contractor at the site began sinking ventilation shaft No. 1 to a depth of 217 m by cement grouting from the working face of the shaft. As a result of the cement grouting operations, the inflow of water was reduced from 105.4 to 40 m3/hr over this 217 m interval. However the residual inflow rate caused the shaft to become functional at the depth of 217 m. At this point all grouting operations were transferred to SPETSTAMPONAZHGEOLOGIA (STG) in an effort to improve the operation. In order to carry out preliminary grouting from the sur¬face, seven drillholes were installed and designed for re¬ceiving grout. Drilling was implemented by the ZIF-1200A rig to the design depth of the shaft. The geometry of the principal fracture system that would be encountered by the shaft was estimated while breaking ground using informa¬tion from other shafts. The drillholes were arranged so that they cut through the aquifers uniformly around the shaft. Some preference was given to intercepting the aquifers that were located along the rock dip above the shaft bottom because it was established that the ground water in the aqui¬fers flowed downward along the dip into the cone of de¬pression of the shaft. Investigations in the drillholes using the DAU-3M flowmeter described in Chapter 3 showed that all of the nine aquifers were penetrated by the time a depth of 690 m had been reached. The flowmetric information showed that aquifer numbers [1 and 2], [4, 5, and 6], and [7 and 8] had practically identical hydrogeologic characteristics; so it was decided to connect them into combined stopes and inject the grout using five stopes instead of nine. Table 9.2 shows the results of the grout injection into the aquifers. The volume of grout pumped into the separate intervals through single holes varied from 204 to 15 m3. The trend of grout consumption showed a reduction of grout consump

Jan 1, 1993

By R. J. Thompson

Well-designed and maintained haul roads are the key to minimizing truck haulage onroad hazards and costs, as well as increasing productivity. In practice, however, designing and managing a haul road for optimal performance is often difficult to achieve, especially when resources assigned to design and construction are constrained. By understanding how a road design is developed from geometric, structural, functional and maintenance considerations and, critically, the interplay between these components in design and operation, optimal performance can be achieved. This paper briefly summarizes the evolution of mine haul road design, from the seminal USBM work of Kaufman and Ault in 1977, through to current geometric, structural, functional and maintenance management design components. These augmented design and management guidelines have been developed over the past decade, both in response to the requirements of mine operators for safer and more efficient haulage systems, the truck manufacturers’ requirements for a more predictable and controlled operating environment and the recognition of human factors as a significant contributor to haulage accidents. While the human factor is the most problematic to address in a road design, the paper shows that the more that is known about human error, the better a road can be designed to accommodate those actions or non-standard practices that would, on a poorly designed road, invariably escalate an error into an accident.

Jan 1, 2010