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By Susumu Ukita

We have developed first a conveyor belt for transporting large lumps, i.e. Rock Belt successfully, in June 1976. The First Rock Belt had been delivered to Myodani site of Kobe City Developing Board in Japan, and its' successful operation has attract keen interests in customers from over the world as well as Japan. However, this First Rock Belt was removed in arch '81, viewing it has satisfactory expired its service life of about five-year, and also original location of this belt become to be far from the site due to long-years earth collecting work. Taking this opportunity, we introduce the Second Rock Belt applied for Rock Belt Loader as ell as three types of application of our Rock Belt working for rationalization of quarry of major company in Japan, and, view the prospect of Rock Belt:

Jan 1, 1981

By A. A. Campoli

A stress control design strategy was developed to minimize the explosive failure of highly stressed pillars, during room-and-pillar retreat mining conducted between stiff immediate roof-and-floor strata. A confined core coal pillar strength model was based on in-mine geotechnical evaluations of successful room-and-pillar and longwall bump control designs. Tributary area and linear shear angle approaches were used to estimate development and gob side abutment pillar loads for supercritical section widths. Subcritical width sections separated by barrier pillars to control stress within total extraction panels were optimized with the boundary element program MULSIM/NL.

Jan 1, 1994

From the massive equipment that moves the earth, to the parts that keep the equipment moving, it was all on display for more than 35,000 people who at-tended MinExpo 2008 at the Las Vegas Convention Center Sept. 22-24. In the largest show in the illustrious history of MinExpo, the success of the recent commodity boom was reflected in the more than 55,700 hm2 (600,000 sq ft) of floor space that was jam-packed with nearly 1,300 vendors. Among them, the makers of the industry?s largest machines, displaying their latest and greatest trucks, shovels, excavators, drills and other mining equipment. During the nearly decade-long commodities boom, equipment makers have worked hard to keep up with demand while also investing heavily in research and development. The beneficiaries of this R&D is the end user who saw first-hand at MinExpo 2008 the many advances that have already been made in safety, comfort and productivity from all the manufacturers. R&D has also helped spark more talk of automation, which is being used already at some of the world?s largest mines. Caterpillar and Komatsu have worked with the technology in surface mining and Bucyrus and Sandvik are among the industry leaders applying the science of automation to underground mines. Technology has in-creased greatly since the idea of moving massive equipment remotely was first knocked around and the idea of entire fleets operating around the clock seems to be getting closer to reality. But, until that happens, MinExpo attendees were treated to a show that featured some of the most impressive current machines the industry has to offer. In the largest booth space of the convention, Caterpillar (www.cat.com) displayed the culmination of an ambitious $280-million dollar investment, with the introduction of its new mining fleet of four new trucks. The F-series was un-veiled with common features in safety, cabs, engines, frames and bodies and Tier 2 compliant engines. The F series also features a return to the electric drive option. ?When our customers asked us for improvements to our mining trucks, we responded by making a record investment in every single truck in our line, as well as the increased capacity to produce more of them,? said Cater-pillar group president Stu Levenick. ?New technologies have allowed us to make trucks more reliable, easier to maintain and more friendly to the operator and to the environment.? The 793-series is in the 218- to 227-t (240- to 250-st) class that will be available in both mechanical (793F) and electric (793F ac) versions. The electric drive-only 313- t (345-st) 795F was also introduced, while the flagship 797B truck is in the process of being replaced by the new 797F mechanical drive, maintaining its 345- to 363-t (380- to 400-st) target payload. Completing Caterpillar?s new mining truck line will be new versions of the 785 and 789 mechanical drive trucks. The next generation of trucks will be phased into production during the next two years, with the Cat ac drive models expected to go into production in late 2010. The $280-million in-vestment is Caterpillar?s largest commitment ever to the mining industry

Jan 1, 2008

By Ben Hayes, Michael Ryjevski

The Palm Jumeirah is the smallest of the three Palm Islands (Palm Jumeirah, Palm Jebel Ali and Palm Deira). It is located on the Jumeirah coastal area of the emirate of Dubai, in the United Arab Emirates (UAE). The unique man made island is built in the shape of a date palm tree and consists of a trunk, a crown, 17 fronds and a surrounding crescent island that will form a breakwater. The Jumeirah Palm Island is primarily are treat and residential area for living, relaxation, and leisure. It will contain themed boutique hotels, three types of villas, shoreline apartment buildings, beaches, marinas, restaurants, cafes and a variety of retail outlets.

Jan 1, 2007

By John S. Hutchins, David L. Wassum

Mining engineers are ready to take a big step into a new field-oil mining. To understand the subject, one must look at the world's oil supply and demand as well as petroleum technology successes and failures. The US has an abundance of solid hydrocarbon and uranium energy resources, but 75% of its energy for industry, transportation, manufacturing, and space heating comes from liquid petroleum and natural gas. So there are increasing efforts to discover new oil reserves; today the number of drilling rigs operating in the US is at an all-time high. But with 80% of the world's wells already located in the US and Canada, good new exploration prospects are difficult to find. The cost of drilling deep new wells has also greatly increased. The US faced a similar situation in the early 1950s, when primary oil production declines began. During that time, the petroleum researcher introduced secondary recovery techniques such as water flooding and gas injection. This increased the average amount of extractable oil from discovered US reservoirs from 17% to 33%. Production soared and the world petroleum price remained stable until the end of the 1960s. Secondary recovery techniques were then supplemented by tertiary oil recovery technologies-increasing sweep efficiency with such things as CO2 injection-that are, so far, only partially successful in most petroleum fields. Even so, these technologies could raise cumulative recovery expectations to 35-38%. The "lost" oil in depleted US reservoirs equals 48 km3 (300 billion bbl) of conventional oil, or 12 times the current recoverable reserve base. At the present rate of US consumption-1 km3/a or 6 billion bbl/a-this is enough to run the US for 50 years without importing any oil. Moreover, there are 16-24 km3 (100-150 billion bbl) of as-yet unrecoverable heavy oil and tar sands in the US.

Jan 12, 1981

By Richard R. Klimpel

During the last 28 years, I have had the very challenging and rewarding experience of working as an engineering professional in a large multinational company, both as a manager of engineers and engineering projects as well as an inventor and generator of new engineering processes and products. Due to the diversified geographic and tech¬nical nature of my employer's business, my responsibilities have taken me all over the world. This has included interactions with people in different industries including minerals, coal, chemicals, petroleum, pulp and paper, agriculture and pharmaceuticals. As diverse as my experience may seem, it has always amazed me how common the basic underlying technology and economic trends are that shape the working environment that any given engineer in any given geographic loca¬tion will experience. I would like to discuss the industrial evolution from micro to macro engineering. One of the basic truths behind how industry must and will operate is "change," including: • the creation of conditions for change, • the anticipation of change, • the resistance to change, • the rewards that being part of a change can bring and • the destruction that change can bring to the unprepared. This fact was well stated by Heractitus around 500 BC.: "There is nothing permanent except change." This simple truth has been valid since the dawn of time and, if anything, is accelerating in nature every decade.

Jan 1, 1993

By D. R. Brox, J. Levell

The Montana Tunnels Mine was mined out to a depth of 900 feet at the end of 1999. The first signs of instability were recognized in 1996 along the upper slope area of the northwest sector when the pit was mined out to a depth of approximately 500 feet. To extend the life of mining operations, it has been proposed to extend and steepen the northwest highwall to a depth of 1000 feet. Slope stability analyses were carried out using the UDEC software program to assess the stability and deformation of the proposed highwall design. Back analysis of an instability in 1997 along the upper slope section and highwall deformation to date has indicated reasonable agreement with the observed mode of failure and displacement monitoring results. The results of detailed analyses of the proposed highwall design have indicated very limited additional deformation, further development of tension cracks is unlikely and large-scale instability is not expected to occur. A total of 40% of additional mining has been completed and ongoing displacement monitoring to date has confirmed very limited additional movement and no further tension crack development.

Jan 1, 2001

By J. F. T. Agapito, R. R. Goodrich

Yield pillars have been used for many years to help reduce stresses near mine openings and improve roof and floor stability. A yield pillar is often defined as a pillar that fails but retains residual strength. Stress transfer occurs through the roof and floor after the peak strength of the pillar is reached. High stresses are transferred from around the openings onto abutments that can be barrier pillars or unmined ground. This mechanism, often referred to as pressure arching, is possible as long as the width of yield pillars is less than the critical width above which stresses cannot be carried by the overburden. Significant stress transfer also can occur due to small amounts of pillar and/or floor yielding before the peak strength is reached. This is accomplished in a quasi-elastic manner with little or no visible roof and pillar fracturing or floor heave. Long-term stability may be achieved when stresses and mechanical properties are favorable to pre-failure yielding. This paper gives practical examples where improvements in stability and resource recovery were achieved with this mechanism. Yielding was assessed by comparing measured and calculated vertical pillar stresses. Results indicated that calculated stresses in the pillars were 25 to 40 percent higher than the measured stresses, demonstrating significant arching load transfer to the abutments. Pre-failure yielding is probably often present but unintentional in both development and production areas. Better recognition and use of this mechanism should lead to improved designs as mines become deeper.

Jan 1, 2001

By Brendan Henry

The Canada Line is a 19km long automated light rapid transit system with 16 stations in Vancouver, BC, Canada. The Concession was awarded to InTransitBC to design, build, partially finance, operate, and maintain the system for 35 years. The project must be complete by November 2009 to be ready for the 2010 Winter Olympics to be held in Vancouver and Whistler, BC. The bored tunnel section consists of 2.45 km of twin bored tunnel and 3 stations. The station work is limited to the excavations and temporary support necessary to facilitate the bored tunnel works. A joint venture between SNC-Lavalin Constructors Pacific and SELI (SSJV) has recently completed the design and construction of this section. Work for the bored tunnel commenced in November 2005 with shoring and excavation works for the tunnelling operations pit that will become Olympic Village Station and will be completed in the spring of 2008. The tunnels were driven with a 6m diameter Earth Pressure Balance Tunnel Boring Machine (EPBM) and lined with 250mm thick, 5.3m diameter precast concrete segments. Seven hundred and fifty meters of each tunnel were driven through glacial and interglacial deposits of sand, silt, and clay with granitic boulders. The paper discusses the challenges faced in negotiating these soils which contained unforeseen geological conditions. These conditions were overcome by developing a systematic approach to Risk Management that included thorough risk assessments, regular risk management meetings with the participation of two of the world?s leading EPBM experts, Professor Eisenstein and Professor Kovári, and by the ability of the construction team to effectively analyze and mitigate problems.

Jan 1, 2008

By Panshi Xie, Xicai Gao, Yi Luo, Youfu Zeng, Yongping Wu, Shenghu Luo

This research investigates roof deformation and failure characteristics, as well as mechanical interaction between the panels of the roof strata above two adjacent working faces in a steeply inclined coal seam. Physical modeling with photogrammetry measurement method has been employed in this investigation. The movement of roof strata and section pillar, as well as the stratum morphological characteristics, was quantitatively analyzed. Results show that the roof movement direction above the two panels has zoning characteristics, especially in the lower panel. Roof migration in the lower panel of the working face is larger than that in the upper panel. The roof to floor closure perpendicular to the seam direction is larger than the sliding along the seam. The maximum roof concave and convex bending occurred at the middle and upper parts of both panels; the roof bending in the upper panel mining area indicates a larger mining disturbance induced by lower panel mining. The void ratio contour of the lower panel is an asymmetrically arched shape, which is different from that of the upper panel area. The higher roof strata above the upper panel exhibit separation and breaking, whereas the lower roof exhibits compression due to mining in lower panel. The section pillar is compressed and slides slightly, which aggravates the mechanical interaction between the panels and increases the caving height of the roof over the lower panel and the periodic weighting intensity

By Panshi Xie, Xicai Gao, Yi Luo, Youfu Zeng, Yongping Wu, Shenghu Luo

This research investigates roof deformation and failure characteristics, as well as mechanical interaction between the panels of the roof strata above two adjacent working faces in a steeply inclined coal seam. Physical modeling with photogrammetry measurement method has been employed in this investigation. The movement of roof strata and section pillar, as well as the stratum morphological characteristics, was quantitatively analyzed. Results show that the roof movement direction above the two panels has zoning characteristics, especially in the lower panel. Roof migration in the lower panel of the working face is larger than that in the upper panel. The roof to floor closure perpendicular to the seam direction is larger than the sliding along the seam. The maximum roof concave and convex bending occurred at the middle and upper parts of both panels; the roof bending in the upper panel mining area indicates a larger mining disturbance induced by lower panel mining. The void ratio contour of the lower panel is an asymmetrically arched shape, which is different from that of the upper panel area. The higher roof strata above the upper panel exhibit separation and breaking, whereas the lower roof exhibits compression due to mining in lower panel. The section pillar is compressed and slides slightly, which aggravates the mechanical interaction between the panels and increases the caving height of the roof over the lower panel and the periodic weighting intensity

By D. L. McCain

In considering slurry transportation for Consolidation Coal Company's Loveridge Mine in Northern West Virginia, many things were taken into account. The advantages of slurry transportation in comparison to shuttle car, belt and rail transport have been given in previous publications." These include increased safety and the potential for increased productivity. In addition to these considerations, the slurry transport system installed in an existing mine provides an alternate or additional transportation mode to the one already existing. In the Loveridge Mine, this is rail haulage. Since the rail system is a single track system and the distances involved are several kilometers, it is not always possible to provide for haulage of loaded cars, return of empties, supplies and maintenance in an efficient manner. Slurry transport of the coal from the production faces to the preparation plant allows the rail system to fulfill the remaining transportation needs in an efficient manner. Consol initiated development work in slurry transportation in the early fifties leading to the construction and operation of the 174-km (108-mile) Cadiz-to-Cleveland pipeline which carried 1,200,000 metric t/y (1,300,000 t/y) from 1957 to 1963. Development work on coarse coal slurry transportation for underground mines started in 1970 with feasibility tests on coarse coal at Conoco's Ponca City, Oklahoma, slurry test facility. A series of tests were conducted in several locations as development work proceeded on the various subsystems, mechanical equipment and controls required to produce a working system to follow a continuous miner in a room-and-pillar type mine, then to combine the coal production from several mine faces for mainline transportation to the preparation plant. The face system, including the crusher-pump vehicle, hose hauler vehicle, slurry booster pump units, return water unit and 900 to 1,200 m (3,000 to 4,000 feet) of pipeline was brought together for the first time and tested as a system at Consol's Robinson Run Mine in northern West Virginia in 1975. A pipeline wear test at the Loveridge Mine where 300,000 tonnes (330,000 tons) of minus 127-mm (5-inch) run-of-mine coal were pumped from the raw coal bin into the preparation plant and a large scale test in Ponca City on a multiple feed sump where several slurry flows could be combined to provide surge capacity and a constant reclaim rate for mainline transportation completed the preliminary testing for a complete system. A decision was made to commit the system to a mine, and the south half of the Loveridge Mine was chosen. This site required the transporting of coal from one longwall and two continuous miner development faces. To prevent startup and unexpected problems in the slurry system from shutting down production of coal from the longwall face, the rail car loading point from the main section belt was chosen as the feed point for the slurry system and the design would allow for rapidly switching from one transport mode to the other. Scheduling of required development entry work and the developmental nature of the system led to a decision to install only one continuous miner face slurry transport system rather than two for this first system. The type of continuous miner in use at the mine for the foreseeable future was the Joy 2BT6 twin boring machine. This machine cuts a stable, arch-shaped entry and was therefore allowed to mine about 26 m (85 feet) of entry before roof bolting was re¬quired. Since peak production from this type of machine was not high, a smaller transport system could be used with it.

Jan 1, 1981

By W. F. Visser

The growing availability of information and data analysis capabilities of recent years provides new opportunities for improving the performance of mining operations. By using real-time measurements and artificial intelligence, it is possible to respond faster to changing conditions, while accurate and timely information permits rapid evaluation of changes and fast business improvement decisions. This article presents a blueprint for alignment of systems, organizational design, and management practices to leverage these developments in performance-driven operations management in mining and mineral processing. The first component of the blueprint is a performance framework with a system of key performance indicators for production control that can be used across organizational levels. This system places improvement at the core of management activities, giving greater importance to improvement skills at lower organizational levels, so companies can leverage available information for improving operational control. Secondly, the blueprint defines an organizational structure that strengthens performance improvement with technological and change management capabilities. Finally, the blueprint proposes alignment of management practices, covering the optimization of short-interval controls, the application of an improvement project portfolio management system that determines the ownership of improvement projects, and the coordination of controls across the organization. This combination of systems, organizational design, and management alignment supports rapid decision-making at the right organizational level. Introduction of the presented blueprint for operations management enables mines to leverage the developments in information and analysis capabilities to improve the performance of operations.

By Bernie W. Martin, Raymond Leray, Christian Criado

Aguas Argentinas,1 a consortium managed by Lyonnaise des Eaux of France and operator of the world’s biggest privatized water supply and waste water collection system for the City of Buenos Aires, a city of 9 million people, was faced with the daunting task of providing new service to 1.6 million more people in the first five years of their 30 year concession. Aguas Argentinas elected to use the Negotiated Compressed Process - NCP - for the fast track implementation of a 15000 meter, 3,5 meter diameter tunnel, a key component of the infrastructure master plan. NCP was developed by Klohn Crippen for the $200 million international railway tunnel between Canada and the United States. The conceptual design of the project was performed by Safege Montgomery-Watson, who engaged Klohn Crippento assist with the NCP, the preparation of the tender documents, and implementation of theproject during construction. The process included the purchase by the client Aguas Argentinas of two sophisticated 4 metre diameter earth pressure balance tunnel boring machines from Herrenknecht of Germany. Construction of the tunnel is being performed by the consortium Wayss & Freytag (Germany) and Sollazzo Hnos S.A. (Argentina). The water tunnel is being built with a one pass, bolted segmented gasketed reinforced concrete liner. The purpose of this paper is to describe a transferable methodology for this innovative contracting procedure, the project organization and quality control plan for this important world class tunnel project which is designed to service one of Latin America’s largest metropolitan areas.

Jan 1, 1997

By K. J. Stanaway

Major world ilmenite and rutile accumulations reveal similar regional geology and Proterozoic age deeper crustal source rocks. During crustal collision titanium crystallizes as ilmenite and rutile at buried sites of high pressure and temperature rock metamorphism. Hydrothermal activity can convert titanium minerals to rutile, but titanium migration and enrichment seem only local. Many melts crystallize rocks with iron-titanium oxides in solid solution, but titanium enrichment at economic scale takes place in basic intrusive melts often associated with anorthosites and charnokite. Sedimentary placer enrichments have formed since the Proterozoic with water-resistant ilmenite, and rutile segregating by gravity from quartz sands deposited from flowing water. Placers have residual, alluvial, strand and shallow marine variants. Time, organic acids, and sand permeability play lead roles in the leaching of iron from ilmenite during weathering and diagenesis.

Jan 1, 2005

By Steve Kral

More than 111,350 mining and construction industry professionals from throughout the world gathered in Las Vegas, NV, March 19-23 for ConExpo-Con/Agg 2002 and IFPE 2002. The triennial event is the Western Hemisphere’s largest equipment show for the quarrying, aggregates, construction and ready-mixed concrete industries. Despite the difficulties in the world economy, ConExpo-Con/Agg 2002 attracted more than 2,450 exhibitors from throughout the world. This was an increase from the 1,882 exhibitors that were on hand for the 1999show. And this year’s show occupied more than 180,225m2 (1.94 million sq ft) of exhibit space at the Las Vegas Convention Center. This was an increase from the160,900 m2 (1.73-million sq ft) occupied at the 1999event.

Jan 1, 2002

By D. Brosnahan, J. Gathje

Newmont Metallurgical Services (NMS) recently acquired a Scanning Electron Microscope (SEM) with a JKMRC/FEI Mineral Liberation Analyzer (MLA). With the MLA software package, raw particle image and X-ray data can be converted into particle mineral maps and bulk and liberation data can then be calculated for minerals of interest. This type of quantitative mineralogical data can then be used for a wide variety of applications. Ore characterization with MLA can be carried out for existing or processing plants in development. MLA characterization of laboratory test products provides valuable liberation information that assists the research metallurgist in better planning and developing process treatment options for various ore types. This paper describes the use of MLA characterization in a copper flotation test program where the use of various testing options for arsenic depression was being evaluated.

Jan 1, 2007

By Kentaro Kuraji

INTRODUCTION Background Tokyo, the capital of Japan, is one of the largest cities of the world. As many as 33 million people live in Tokyo and three neighboring prefectures although the city occupies only 0.6% of the area of the country. The network of Metropolitan Expressways serves as a major artery for daily physical distribution in Tokyo. The Central Circular Route of the Metropolitan Expressway (MECCR) is located innermost among the three circular routes in Tokyo (Figure 1). Once completed, MECCR is expected to drastically mitigate traffic congestion in the central Tokyo area and provide drivers wider varieties of options in route selection. Alleviating congestion is estimated to reduce 400,000 tons of carbon dioxide emissions annually. The eastern and northern sections and part of the western section of MECCR have been completed with the total length reaching 33 km. The western section will be extended southward by approximately 4 km in the spring of 2010. An 11-km-long western section of MECCR that is currently being constructed is composed mostly of tunnels. A large number of power supply, gas supply, telephone, drinking water and sewerage pipes have been placed under the Yamatedori avenue along which MECCR is being constructed. The shield tunneling method has therefore been adopted for constructing tunnels along the route. The method involves the advancement of a shield tunnel boring machine (TBM) through the ground simultaneously assembling segmental rings within the shield. The method not only enables the building of highway tunnels more quickly and efficiently than other methods but also minimizes the effects of construction work on the surrounding area and the environment. Constructing the tunnel using the conventional cut-and-cover method might have required large amounts of time and cost because relocating the numerous objects buried under the Yamatedori avenue might have been necessary during tunnel construction. It was also considered desirable to place the tunnel at a depth of 30 m or more from surface to prevent tunnel construction from adversely affecting railways because the tunnel was expected to cross eleven railways and subways. This is one of the reasons for selecting shield tunneling as an effective method. The shield tunneling method was finally adopted for a length of 7 km in the 11-km western section of MECCR. The shield tunneling method was also employed in the Ohashi Tunnel located southernmost in the 11-km western section of MECCR. This paper describes the construction of the Ohashi Shield Tunnel.

By Enrique Fernandez

M-30, Madrid’s inner ring, covers 42 sq km of the city centre where one million people reside. It was constructed in several phases during the sixties and the eighties. The design criteria applied to those phases were different and were not always homogeneous with urban roads with lighting regulation as well as speedways. These areas had a heavy concentration of access and exits and there had been made many changes on the number of traffic lanes which has caused heavy traffic congestions and high accident rates. The environmental impact and noise pollution in residential areas are also consequences of M-30. The Madrid Major took a decision at the beginning of the present legislation, based on socio economic and environmental evaluation; rebuild the M-30 with the following sustainable mobility principles: Underground transfer of a considerable portion of the main ring and some of its links replacing some parts of the surface with new green areas in order to reduce the environmental impact. Increase the traffic capacity, improving the traffic continuity and fluidity and eliminating the lighting regulation areas, which is one of the main congestion problems currently. Increase the traffic safety with clear signalling information panels and avoiding difficult maneuvering. Redesign the links with the high capacity radial highways and other connecting lanes of the city. The project is worth 3.7 billion Euros. In 2007, when the construction is completed, it is expected will save 14 million of journey hours that represent 4.5 million Euros saved in fuel consumption per annum, There will be a very significant reduction of 35,000 tons of CO2 in terms of pollution and 400 less car accidents. Those values will increase even more in the following years. The areas beside Manzanares River, running parallel to the M-30 on the western side of Madrid, will be highly enhanced. Better water quality and the recovering of the green areas existing in old times will also return for the citizen’s enjoyment. TUNNEL CROSS SECTION OF CALLE 30 SOUTH BY PASS One of the major challenges of the new Calle 30 is actually not only the related to the main road but also to the link with the A-3, with highway to Valencia. This link is currently the most congested area and has one of the highest traffic densities of Spanish roads, with more than 250,000 vehicles/day. The remodelling of this area is the principle objective of the South by-pass. The tunnel is the only answer for this by-pass as the road alignment will go among buildings. A twin tube design, one for each direction, with three lanes allowing the circulation of both, light cars and heavy trucks, is the solution that has been

Jan 1, 2007

By J. Fox, C. Allen, A. Greth, K. Kocsis

"It is the duty of the mine operator to ensure the mine environment is healthy and safe for the mine workers. For deep and hot underground mines, this requires maintaining adequate working temperatures by means of mitigating the heat load generated by strata, auto-compression, mining equipment, explosives, ground water, and human metabolism. The heat load is best reduced by minimizing the amount of heat transferred to the mine air from these sources and through the use of efficient ventilation with effective cooling systems. The heat emitted by mining equipment and vehicles contribute a significant proportion to the combined heat load of an underground mine. This is especially a problem for diesel equipment due to the fact that besides heat, a large amount of water vapor is produced, which increases the humidity in the production workings. Diesel engines have proven advantageous in recent history due to their high power output and reliability. However, as mines continue to become more mechanized and deeper the climatic problems introduced by elevated heat generation will continue to rise. With that, the issue of heat generated by diesel equipment must be addressed. The economic alternative for diesel engine equipment fleets in underground mines is the electric engine. Technological advances in battery technology, increased mechanical output and improved reliability have made the electric engine significantly more competitive in comparison to diesel engines. Because electric engines do not utilize internal combustion, the heat produced by them is significantly less than of the diesel engines. Battery powered mining equipment likewise eliminate diesel particulate matter (DPM) produced by diesel engines. Utilizing battery electric equipment in underground mines provides many advantages, such as: (a) reduced heat load, (b) healthier and safer environment for the mine workers, and (c) reduced mine operating costs due to lower ventilation requirements. This paper will highlight the health and cost benefits of using battery/electric fleets versus diesel fleets in deep and hot underground mines. The study analyzes simulations produced from thermodynamic ventilation models. Early simulations show significant cost reductions in terms of net present value (NPV) when comparing the air volume requirements for battery/electric equipment versus diesel powered equipment for the same production rate. INTRODUCTION The competitiveness of the world mineral market demands that mine operators continue to increase production and decrease costs as commodity prices fluctuate in often unplanned directions. This has forced underground mines to operate at deeper depths and to become more mechanized to remain competitive. Because of these changes, ventilation challenges have continued to increase as the mines combat an enlarged influx of contaminants such as heat and diesel particulate matter (DPM)."

Jan 1, 2018