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By E. B. Johnson, G. Kjerbol, L. J. Holloway

The Mount Baker Ridge Tunnel is a major improvement of Interstate Route 90 in the State of Washington. The total length of planned underground construction is about 3,400 feet (1,040 m) of which 1,332 feet (406 m) will be constructed by a stacked-drift tunneling method. Sized for vehicular traffic on two levels, the net interior diameter will be 63 feet (19.2 m) requiring an exterior diameter of about 80 feet (24.4 m). The material to be excavated is predominantly stiff clay, and this will be the largest-diameter tunnel ever attempted in soft ground. A construction contract for the stacked-drift tunnel was awarded in late 1982.

Jan 1, 1983

By Verya Nasri

The Silver Line Phase III Project is the final one mile underground segment of the new Bus Rapid Transit in downtown Boston. The project is expected to significantly reduce existing and anticipated traffic congestion. The twin one-lane tunnels and two station platforms will be built by NATM in Boston saturated soft clay, sand and till layers in proximity to several historical buildings, underpinning two existing cut and cover subway stations and several major utilities in densely built urban area. This paper presents the analysis and design of the NATM tunnels and stations detailing the excavation sequence and support system and various ground improvement and pre-support techniques used in the preliminary and final design of the project

By Wilbur I. Duvall

INTRODUCTION This chapter outlines some general principles and procedures that a rock mechanics engineer can use to arrive at a logical design for the size, shape, and spacings of underground openings in various types of com¬petent rock formations. Rock formations can be clas¬sified into six major categories which are useful for design purposes, provided the necessary input data are available regarding the geology of the site, the physical properties of the rock, the in-situ stress field in the rock, and the general geometry of the underground openings. The US Bureau of Mines (USBM) developed a rock classification system based upon these concepts and found it to be useful for design purposes (Obert, et al., 1960; Obert and Duvall, 1967). This classification sys¬tem is given in Table 1; however, an extra column has been added to the original classification to indicate the appropriate design techniques for each rock class. In this classification system, two main classes of rock are considered: competent rock and incompetent rock. Competent Rock Competent rock is any rock which, because of its mechanical and geological characteristics, is capable of sustaining underground openings without the aid of any structural support except that provided by unmined rock in the form of pillars and side walls, etc. Roof bolts and small random props which support only local loose rock are not considered structural supports. Competent rock is further subdivided into three ad¬ditional categories-massive, laminated, and jointed¬ which are defined as follows: Massive Rock: Massive rock is a rock formation where the spacing between mechanical defects such as joints, partings, or faults is equal to or greater than the critical dimensions of openings, or where the strength of the bond across these mechanical defects is com¬parable to the rock strength. Laminated Rock: Laminated rock is a rock forma¬tion divided by approximately parallel planes of weak¬ness into lamina whose thicknesses are small compared to critical dimensions of openings and where the bond between the lamina is weak compared to the rock strength. Elastic Rock-This is rock whose physical proper¬ties will permit the use of elastic theory to predict strains and displacements from applied stresses. Inelastic Rock-This is rock whose physical proper¬ties are such that strains and displacements are a strong function of time as well as applied stress. Incompetent Rock Incompetent rock is any rock which, because of its mechanical and geologic characteristics, is not capable of sustaining underground openings without the aid of additional structural support in the form of linings, steel sets, or systems of props. This classification system for rock depends not only on the mechanical and geologic characteristics of the rock but on the size of openings and their depth be¬low the surface. For example, many competent rocks at shallow depths for small stress fields could become inelastic rock at greater depths and larger stress fields, or competent massive rock for small openings could be¬come laminated or jointed rock for larger openings. Thus, to classify rock for design purposes requires a knowledge of the geologic properties of the rock mass, the physical properties of the rock, the general size of the openings to be mined, and the average range of the in-situ stress field to be encountered. To design underground openings and structures in rock, it is necessary to use criteria of failure for rock under various stress conditions, and to use safety factors to allow for differences between laboratory and in-situ strength properties of rock and to account for errors in¬troduced by the various assumptions made in the design process. Criteria of failure based on maximum stresses have been found to give reliable results in practice. Thus, it is assumed that rock will fail in tension when the tensile stress exceeds the tensile strength of the rock as determined by a standard modulus of rupture test on samples of rock core. If the tensile stresses in rock are small, then it is assumed that the rock will fail at a value of compressive stress equal to the compressive strength of the rock as determined by standard uniaxial compres¬sive strength tests on samples of rock core. These fail¬ure criteria, when used with appropriate safety factors, can be expressed as:

Jan 1, 1982

By S. P. Mehrotra

In this review article, various approaches and mathematical models that have been used to simulate, design, and synthesize flotation circuits are examined. First, a brief review of flotation kinetics is presented which is followed by a discussion on simulation of flotation circuits. The existing literature on optimal design of flotation circuits has been divided into two broad categories. In the first category, a generalized integral approach is used wherein the optimal circuit design involves determination of both optimal interconnection of various flotation cells/ banks of cells in terms of structural parameters and optimal values of various operating parameters. In the second category, a conventional circuit configuration is assumed to be the best configuration; the optimal design here only means the optimization of operating parameters. The merits and demerits of these two approaches are discussed.

Jan 1, 1987

By Chris C. Sundberg, Ronald E. Heuer, Stanley L. Paul, Peter M. Douglass

Use of prestressed concrete cylinder pipe (PCCP) for pressure tunnel liners is gaining popularity with contractors, engineers, and owners. This paper presents loading considerations and a beam-spring computer model approach to tunnel liner analysis, together with ultimate strength (US) and service load (SL) procedures for liner design. The US procedure is best suited to check for adequate liner strength under extreme loading conditions. The SL procedure, based on conventional pipeline design practice, is considered more appropriate when addressing crack control and serviceability under normal working load conditions. Other design and construction considerations are discussed and a design example is presented.

Jan 1, 1987

By Derek J. Barratt

The existence of a critical size buildup in an autogenous or SAG mill can be predicted from proper examination of drill core and ore samples. Methods of dealing with such critical size in a primary mill are reviewed in the context of ore properties, whether or not pilot plant-scale testwork has been conducted, and also with respect to the design of new plants or the retrofitting of existing operations. The implications of not planning for pebble crushing in situations where it is appropriate are discussed.

Jan 1, 1992

By Richard E. Ray

Conventional concrete block plastered with a cemantitious coating is the most common material used in the construction of perma¬nent stoppings to direct airflow in underground mines in the U.S.A. All mines experience various degrees of strata convergence depending upon depth of overburden, geological conditions, and type of roof support employed. Strata convergence will cause cracks and joint openings in masonry stoppings, resulting in significant air leakage losses. Where strata convergence is severe, complete structural failure of the stopping can ultimately occur. Reconstruction of damaged or destroyed stoppings adds expensive overhead to mining operations, and even greater expenses are incurred from the additional fan horsepower required to overcome leakage losses. Ideally, a stopping should maintain high resistance to airflow while yielding to strata convergence. By properly incorporating "Max-Seal" polyisocyanurate rigid foam material within the masonry block structure, stopping service life can be increased several-fold in mines experiencing strata convergence problems such as floor heave, roof loading, and lateral rib movement.

Jan 1, 1984

By R. W. O. Kersten

The shrinkage method of stoping with pillar support has been used at Agnes Gold Mine since mining commenced. Until recently, rock instability did not have any detrimental effect on safety or production. Presently sill pillars are failing not only on the current production levels, but also in shallower old worked-out areas. The incidence of failure raises the question as to whether the pillar dimensions are adequate at the current working depths and what their size should be at greater depths. The effect of pillar dimensions on the economics of the mining operation is of paramount importance because of the amount of ore that can be left unmined.

Jan 1, 1982

By F. A. Gates, Bengt Samuelson, James E. Edmunds, S. McCune, Neil Hario, Norman L. Weiss, J. M. Bertram, A. M. Cavaliere, F. M. Jr. Stephens, D. D. Chiang

DESIGN BASIS Size of Project The size of the project generally is expressed in tons of ore milled per day, but company policies differ widely in this respect with a few adhering to this set figure but many expecting the design capacity to be liberal. To some companies that follow the latter practice a 25,000-tpd milling plant that cannot reach 30,000 or 35,000 tpd with¬out major additions is a disappointment. The engineers responsible for planning the operation must know what is intended. Other projects are sized according to the tonnage of product rather than of mine ore; examples are iron ore mills that express size in terms of tons per year of pellets or high-grade concentrates, heavy minerals plants in tons per year of rutile or ilmenite, cement plants in barrels per year, potash in tons per year of muriate, phosphate in tons per year of washer rock and flotation concentrate, and others. However, tons per day milling rate is also the common denominator in most of those instances because the major equipment has to be selected on that criterion. Equally important are operating schedules, particularly the number of operating days per week and shifts per day for ore delivery, crushing, grinding, and processing. Hours per shift also are an impor¬tant factor in design, particularly in the case of ore delivery, and the lost time expected for maintenance, cleanup, inspection, preventive maintenance shutdowns, and many others, has to be taken into ac¬count. Frequently, the ore deposit will vary in hardness and grade to such a degree that the capacity of the mill will vary widely from year to year and cannot be expressed as a fixed figure, but rather as an average over a calculable period, such as ten years, or as a specific daily capacity over the first two years, next four years, etc., or some similar projection. A good example of this kind of situation is Asarco's Mission operation 15 miles southwest of Tucson, Ariz., described by Weiss and Vincent,1 where the major rock types differed widely in hardness, so that a change in the proportion of these types in the mill feed could have imposed difficult design problems if a constant tonnage rate had been expected. Expected Life The life of a mining operation depends upon the size of the deposit and the rate of mining. The latter is a policy decision based on an economic analysis2 which, in turn, is based on many factors. From the point of view of mill planning, the estimated life of the operation determines many criteria and affects many decisions on strength of structures and degree of protection of men and materials, the quality of the materials-handling and process machinery, the type of delivery systems for ore to the mill and concentrates to the smelter or market, environmental considerations, and many others. Costly installations that may be excellent investments for a 20-year project may be waste¬ful for a 5-year operation. An example is the comparison of different methods of crushing or grinding. Take single- vs. multiple-stage grind¬ing-the former may be found more economical for a 5-year operation, and the other, more costly method more economical for a 15- to 20-year life. Mining and Ore Transportation The mining method and the means of transportation of the ore to the first crushing stage have far-reaching effects upon mill design, particularly the crushing sections, and upon site selection (see Chapter 2, Situation of Mill). Consequently, mill design cannot advance until the mine planning has reached at least tentative decisions concerning these important matters, or reach the final stages until much is known about the ore that may be expected month by month and year by year for a reasonable period. Methods of ore transportation used in over 90 underground and open-pit mines are listed briefly in Section 32 (Table 1), and more detail is found later in this section and in Section 10, Storage and Transport. These methods include surface railroad, trucks, conveyors, surface skips, underground skips, and tramming from hoist or tunnel. In surface mining, transportation of the uncrushed ore by rail or truck to the primary crushing plant-conveniently located for lowest overall cost-is most common. Rail transportation provides low perton-mile costs. Truck transportation, though in some cases less eco¬nomical, is more flexible and more adaptable to mountainous terrain; furthermore, recent improvements have reduced the operating costs to keep trucks competitive on low-grade ores. The design of the primary crushing plant will be essentially the same whether delivery is by truck or rail, but the location of the plant is subject to more rigid restrictions in the latter case because of grade limitations, and these in turn may adversely affect the selec¬tion of the mill site as well. The influence of truck haulage in reducing the stripping ratio in open-pit mines is an added reason for predicting a minor role for rail transportation in the future. The use of conveyors to transport ore from the pit to the milling plant involves (in most cases) crushing the ore to a reasonable size (10 to 20 in. maximum with today's crushers) before conveying. The Twin Buttes system3 which went into operation in late 1969, utilizes primary crushers (two) and conveyors to receive rock waste, ore, and low-grade stockpile material from trucks, then transport them to the appropriate destination. Flexibility is dependent upon the porta¬bility of the primary crushers. In the face of this development, inclined skip hoists are no longer important to the mill designers. Underground mines generally pose fewer problems of design; these will be discussed in Chapter 2. Character of Deposit The degree of homogeneity of the ore in various parts of the mine is an important factor. The characteristics that concern the millman (approximately in order of importance) are: hardness, assay, metallurgical response, size distribution,4 and moisture content. Under metallurgical response may be included degree of oxidation, mineral¬ogy, clay content, and reagent consumption, as well as process re¬sponse in general. Short-term variations-hour-to-hour, day-to-day, or even week-to-week-make operation of the plant more difficult, require greater flexibility of process design and, perhaps, also require more instrumentation and manpower. Uniformity of the ore in the characteristics noted previously and

Jan 1, 1985

By Irwan Halim, Seung Han Kim

This paper will describe design of precast segmental tunnel lining for the Pawtucket CSO Tunnel Project in Providence, Rhode Island. The tunnel is 11,700 LF long with 30-foot finished diameter to be constructed in complex sedimentary rocks. Special features of the segments include a large keystone and no connector used on radial joints. The typical segments will be steel fiber reinforced, and hybrid segments with additional steel rebars and shear bicones will be used around the adit openings without use of any structural framing. The important design considerations will be discussed, including special 3D segment to adit connection analyses performed.

Dec 1, 2022

By David Mast, Irwan Halim, Seung Han Kim

Nowadays more infrastructure tunnel projects are procured using design-build method. In this environment, the Owner’s engineer would typically provide performance requirements for the design-builder, and the Contractor’s designer would work with the contractor to design the tunnel lining based on the Contractor’s means and methods and manufacturing process. This paper will describe the typical requirements provided by the Owner based on its design objectives, and the means and methods by the Contractor that would significantly impact the design. Project examples and recommendations for Owner’s requirements will be provided that can optimize the design and still achieve the Owner’s performance objectives.

Jun 13, 2021

By P. T. Bissert, J. P. Ducarme, J. L. Carr, A. K. Smith

"The continuous mining machine is a key piece of equipment used in underground coal mining operations. Over the past several decades these machines have been involved in a number of mine worker fatalities. Proximity detection systems have been developed to avert hazards associated with operating continuous mining machines. Incorporating intelligent design into proximity detection systems allows workers greater freedom to position themselves to see visual cues or avoid other hazards such as haulage equipment or unsupported roof or ribs. However, intelligent systems must be as safe as conventional proximity detection systems. An evaluation of the 39 fatal accidents for which the Mine Safety and Health Administration has published fatality investigation reports was conducted to determine whether the accident may have been prevented by conventional or intelligent proximity. Multiple zone configurations for the intelligent systems were studied to determine how system performance might be affected by the zone configuration. Researchers found that 32 of the 39 fatalities (82%) may have been prevented by both conventional and intelligent proximity systems. These results indicate that, by properly configuring the zones of an intelligent proximity detection system, equivalent protection to a conventional system is possible. INTRODUCTION Underground coal miners are exposed to a variety of hazards on a daily basis. Among coal and rock dust exposure, high noise levels, roof and rib falls, and the potential for fires and explosions, operating and working with heavy machinery poses a significant risk to miner safety. One of the most hazardous jobs is operating or working nearby a continuous mining machine (CMM). According to Mine Safety and Health Administration (MSHA) statistics, 39 miners have been fatally struck or pinned by a CMM since 1984. In an effort to prevent future striking and pinning fatalities from occurring, proximity detection systems have been developed and are now required on all operating CMMs in underground coal mines with the exception of full-face CMMs [1]. Commercially available proximity detection (cPD) systems are based on the principle of magnetic flux density (B-field). Typically, four magnetic field generators are positioned on a CMM, and personal alarm devices (PADs) are worn by the miners that detect magnetic flux density difference. As a miner wearing a PAD gets closer to the machine, the flux density increases. Zones can be constructed around the machine so that an alarm will trigger on the PAD based on the flux density."

Jan 1, 2016

By B. A. Bancroft

A quality assurance program consists of all those activities aimed at providing confidence to the purchaser that the suppliers quality system will provide a product that will satisfy the purchaser's stated quality requirement. An organizing principle is necessary for prioritizing the quality control activities of quality personnel in the face of a myriad of technical possibilities, data-analytic applications, and an overwhelming number of possible activities promoted in the literature and by quality "gurus". The organizing principle I like is that quality assurance exists when those involved in the quality process: (1) know what they are supposed to do, (2) can tell if they are doing it and are set up to continue doing it and, (3) if they are not, they can remedy the situation in a timely fashion. Any incremental activity which facilitates this organizing principle is a continuous improvement activity. That activity which has the chance to facilitate this principle to the greatest extent is the next one to work on. In these days of lean corporate and regional staffs it is as important to know what not to work on as it is to know what to work on. In this paper I shall discuss in general terms the implications of this organizing principle for the design of Quality Assurance (QA) Programs for coal mines and also provide some comments about the application of Statistical Process Control (SPC) methodologies in the coal industry.

Jan 1, 1994

By Nikolas K. Sokol

Underground construction often requires working within a very congested urban environment, including excavating shafts adjacent to highly sensitive and multistoried structures, sometimes even within such structures. Shafts adjacent to heavily loaded column footings are often required due to space constraints. Invariably, footing surcharges must be considered during the design of shaft rock reinforcement. Rockwedge stability evaluation reveals that column surcharges can greatly impact the ability to meet the desired factor of safety. Design methodologies and examples to deal with these special circumstances are presented.

Jan 1, 2008

By Madan M. Singh

Although roof bolting has been a major means of strata support for nearly two decades, little attention has been directed towards the design of bolt Installations. The variables involved are interdependent and their study complex. However, some simple tests may be employed to serve as guides to the efficient design of roof bolt systems. Local conditions are continually varying and are important to pattern design. This paper discusses such considerations and suggests techniques which may be employed to effect improved roof control with bolts.

Jan 1, 1967

By Fred D. Wright

In this paper the principal theories used to design roof bolting systems are presented and discussed. Then the characteristics of various types of roof bolts are presented and finally the interaction between rock and roof bolt characteristics on choice of roof bolts is discussed. Theories can be considered design tools which may or may not be appropriate for a specific situation. It is good for a design engineer to have a number of such tools available and also important that he understand their good features as well as their limitations. Hence, some of the principal theories and classification systems used for design of roof bolting systems are discussed first.

Jan 1, 1982

By John R. Buzek

Thickeners are simply large tanks, usually circular in shape, which are designed to allow settling of solids and to operate with continuous overflow of clear water and underflow of thick pulp. The dimensions of the thickener are usually such that dewatering of very fine pulps may be accomplished while still 1 overflowing clear water. Some thickeners such as the Genter, Hardinge and Hydrotator types combine thickening with filtering2 while others such as the Dorr type are pure thickenersl,2,3. A schematic diagram of the traction type Dorr thickener is shown in Figure 1. This type is appropriate for tanks over 15 m (50 ft) in diameter. This tank employs a rotating raking mechanism which moves the settled material toward the central discharge. For this and other thickeners, it is common to have a shallow conical tank bottom in order to conform to the geometry of the raking mechanism, and it is often desirable to elevate the tank for ease of access to the product. When the tank does not rest on the ground, the forces resisted by the cone are large, and thick plates must be employed. The fabrication of these tanks requires temporary supports in order to erect the cone. A flat-bottomed tank could also be used because the settled material would soon form a hardened conical surface. However, because of the presence of large bending forces, even larger plate thicknesses are required than for the conical bottom. Significant cost savings often can be realized by the use of a scalloped-bottomed tank such as the one partially shown in Figure 2. The particular scalloped bottom discussed in this paper (and shown in the Figure) employs radial beams forming the outline of the cone-shaped bottom. These beams are supported directly by columns. Cone segments are hung between adjacent beams. The exact geometry of these segments depends upon the cone angle and radius, the number of radial beams, and their inclination. The geometry is chosen to satisfy certain clearance restraints and to utilize the material as efficiently as possible. The resulting thickness of these segments is significantly less than that of the

Jan 1, 1977

By Frank P. Frandina, Diane R. Hirsch, David P. Field, Colin R. Weeks

To accommodate growth in air service and to follow the Master Plan for long-term airport development, the Metropolitan Washington Airports Authority established thed2 Development Program at Washington Dulles International Airport. A sub-surface Automated People Mover (APM) System is under construction to replace the Mobile Lounges as the primary people mover system at Dulles. To minimize disruption to airport operations the majority of the APM System’s crossings of Taxi lanes will be undertaken using Tunnel Boring Machines (TBM) or the New Austrian Tunneling Method (NATM). This paper explores the planning and design of these shallow tunnel segments for future generation aircraft loads, within the constraints of minimal construction access under post 9/11 security requirements and the context of the overall airport expansion program.

Jan 1, 2005

By Patricio A. Espinoza, Aldo Casali, Cristian Ardiles, Guillermo González

Cluster analysis is used to design grade soft-sensors in a rougher flotation plant and a ball mill overload soft-sensor. Soft-sensors are virtual sensors which either replace unavailable actual sensors or infer measurements for non existing sensors. In the case of the grade soft-sensors clustering serves to determine clusters of related operating points. To each cluster there corresponds an ARMAX model structure whose parameters are estimated using only the points in the corresponding cluster. Thus a much better correlation is found than if all the data points were used for a global model. The problem of identifying clusters when the measurement of the real sensor is not available is addressed. In the case of the overload soft-sensor, variables were selected which are related to overload, either from a phenomenological point of view or according to operator experience. Different clusters are formed, some of which are identified as determining an overload condition or a possibility of such condition. Each of these clusters has a set of operating conditions which suggests the corrective action to be taken when necessary. Both kinds of soft-sensors are tested with industrial plant data and promising preliminary results are obtained.

Jan 1, 1995

By B. Strickland

The decision to accelerate development of Stillwater Mining's East Boulder Mine was made in March of 1998. It required the completion of conceptual designs by July of 1998. This was accomplished through teamwork and close cooperation of mine personnel, engineering firms and vendors, all working toward the common goal of developing an efficient and workable design. Early in the project, representatives of Stillwater Mining, Kilborn International, Parsons Brinckerhoff Transit and Rail Systems, Continental Conveyor, and H.A. Simons met to develop methods to bring the mine into production at a highly accelerated rate and to solve potential bottlenecks, including the movement of personnel, materials, and muck through a 5.6 km (3-1/2 mile) adit. This interaction, including companies not normally associated with the mining industry, led to innovative approaches and designs produced by Kilborn Engineering and Stillwater Mining.

Jan 1, 1999