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By W. C. Yates

Lack of visibility from large, open-pit haulage truck cabs has become a serious safety problem. Anaconda conducted a research program to develop a low cost system to alert haulage truck operators to small vehicles present in blind areas. Several systems were developed and tested. As open-pit haulage truck size has increased, so has the size of the blind areas. Mine utility vehicles, pickup trucks, and cars are concealed within these blind areas and become safety hazards. Figure 1 shows the typical blind areas of a 136 t (150-ton) haulage truck. The areas of greatest concern are at the rear center and front right corner of the truck. In these "no visibility" areas many small vehicles have been crushed by large haulage trucks at various mine sites. In most instances, the occupants escaped the vehicle before it was destroyed. But injuries and death have occurred. In most cases, the accidents were attributed to negligence or carelessness by the small vehicle driver. The limited visibility problem still exists, though, and a solution is needed. Initial Solution The usual plane mirror on the driver's side and the convex mirror on the right front of the haulage truck allow only limited rear visibility. The typical, right side convex mirror is generally small and difficult to locate at a glance. This convex mirror also presents an image that distorts distance perception. These mirrors are of¬ten broken and immediate replacement not demanded or made. The US Bureau of Mines, in a contract with M.B. Associates, San Ramon, CA, developed an improved visibility system. It consisted of a larger, left view mirror and unique, blind area viewer. The large 230 x 690 mm (9 x 27 in.) left mirror has a small convex spot mirror near the bottom. The entire unit can be quickly replaced if broken. The large size provides a full view of driver orientation features such as the rear tire and the top of the load bed. The right 300 x 410 mm (12 x 16 in.) mirror has a convex surface and is quite rugged. The 510 mm (20 in.) spherical radius presents the operator with some distance distortion, but objects in its view are easily seen. The "blind area viewer" consists of a modified fresnel lens that allows the driver to "look around the corner." Installation of three of these lenses on the front of each haulage truck is rec¬ommended for adequate blind area coverage. This system significantly increases an operator's field of view and allows viewing of objects within about 3 m (9.8 ft of the truck. Many open-pit mines are nor mounting on smaller vehicles a long whip with a flag and lamp or both. This increases vehicle visibility to haulage truck operators. The whip is permanently attached to the mine vehicle. It can also be magnetically attached to transient vehicles. The whip system. though, is inadequate for visibility in the critical rear and right front blind areas. Alternate Solutions All of these visibility aids as¬sume an attentive driver. In addi¬tion, areas such as the rear blinc, area are not covered. Based on the inadequacy of existing visibility systems, Anaconda made a com mitment to further the truck de¬tection technology. The best ap¬proach was considered to be ar active system. It would notify the haulage truck operator that an en¬croaching vehicle is present. Sev¬eral systems were considered, in¬cluding ultrasonics and elec¬tromagnetics. For the ultrasonic system, com mercial and in-house design were looked at. Designing an( building transducers with the spe cific beam shape to match the haulage truck blind spots re¬quired a major technological breakthrough. False alarms ap¬peared difficult to prevent en¬tirely. They were caused by pass¬ing, trailing, or leading vehicles a., well as nonthreatening objects. As a result of these problems, the ul¬trasonic technique was not pur sued. An alternative, an electro

Jan 7, 1982

Disposal of solid and liquid wastes from mining and milling operations has become a focus of attention in recent years. Consequently, the geotechnical engineer is more frequently associated with design of disposal facilities. Jack Wulff, a representative of one consulting firm with experience in this field, talks with ME about the geotechnical engineer's contribution. Mr. Wulff, mine and mill waste disposal today is receiving more attention-and many more dollars-than in the past. Regulatory agencies have promulgated demanding requirements concerning mill waste (especially uranium mill waste) and specialist consultants are frequently being called in to design disposal systems. What can the experienced geotechnical engineer add to the development of waste disposal facilities? It's true that geotechnical engineers have recently become more visible in the minerals sector, but we've been around mining for a long time-as foundation engineers for mills and mine support buildings, and for geotechnical aspects of open pits, pipelines, railroads, roads, and so forth. We've also designed water supply dams, which could be considered recursors of tailings dams and other forms of disposal systems. Let me show by example what geotechnical engineering can contribute to waste disposal facility design. I recently was asked to look at several small wastewater impoundments which had failed. The design of the earth embankments appeared, at first glance, to be rather conservative. They were only about 3.4 m high, the slopes were 3 to 1 (horizontal to vertical), with about 24 m of bottom contact with the earth foundation. But there had been three episodes of dike failure in a few months, all upon initial filling. The problem was the nature of some material in the foundation that was also used as structural fill-a dispersive clay that readily deflocculated and eroded on contact with water, especially with seeping or flowing water. The design did not include the defensive measures required to use such materials confidently in water retention structures. Apparently, the designer did not recognize the potential problem posed by the unusual soil characteristics. That's the sort of engineering information fundamental to geotechnical engineering, but not necessarily a part of the civil, structural, or mining engineer's professional training or experience. This difference in expertise is not simply a matter of factual knowledge-it also affects the design process. The structural engineer can design a structure to fit the client's functional needs and can specify the materials (grade of steel, PVC, concrete, etc.) to meet the demands of the design. The geotechnical engineer's design process is somewhat different, since we work with natural materials, not man-made materials produced according to specification. We first have to establish what kinds of materials are available (usually directly from the chosen site, since importation of materials becomes expensive). Then we determine the engineering properties and characteristics and, finally, design the structure to fulfill the client's requirements within parameters dictated by available materials. In brief, the geotechnical engineer works with naturally-evolved, not man-made, materials and uses design techniques developed to accommodate that fact. Because no two sites are exactly alike in configuration, structural (geologic) characteristics, or available materials, there will be unique design and judgmental questions to be resolved on virtually every project. You said that water retention dams could be considered the precursors of tailings dams-you probably had a specific technical relationship in mind. There's a very strong carryover of methodology from earth dam design, where the technology developed and where it has become very refined. In designing a tailings impoundment or similar facility, essentially the same procedures of field sampling are involved (with a geotechnical engineer or an engineering geologist directing the program since representative

Jan 7, 1980

By D. Nilsson, B. Aaro

To find out if there are any potential savings in "in-the-wall haulage for open pits," the Swedish companies ASEA and Kiruna-Truck in 1984 gave us financial support to study this solution in more detail. In the study, the use of in-the-wall haulage was studied for three hypothetical open pits with different sizes and shapes. Annual ore production rates also varied. A part of this thor¬ough study was published by the Swedish Mining Research Foundation (see Report F 8444, "The Use of Electric Trucks and In-the-Wall Haulage in Open-Pit Mining," in Swedish with an English Summary). Although in-the-wall haulage is of interest in some open pits, the local terrain is important for profitability. The authors do not think in-the-wall haulage is of any major interest for the mining industry. The following is a summary of some of the author's findings. To place the haul road in the wall is not of interest in open pits with declining metal contents in the bedrock. In such mines, the volumes from the haul roads will not yield reve¬nues. The cost per m3 for an underground haul road is much higher than for a haul road in the pit. This means that it is only of interest to place the haul road in the wall when mining gets deeper than about 50 m (165 ft). In-the-wall haul roads will reduce flexibility in the pit, and it will make necessary the use of smaller equipment with lower productivity and higher costs per ton. As Hustrulid, et al. show (Table 4), excavation savings of material hauled are very low, $0.10 to $0.25/t (0.09 to 0.27 per st). The extra operating cost, due to lower productive equip¬ment, will normally be much higher and thus destroy the whole idea with in-the-wall haulage. If electric trucks are profitable for in-the-wall haulage, it is normally also profitable to use electric trolley assist for trucks on the haul road in the pit. But the profitability of using electric power is different in different countries, and depends on the relation between the cost for electric power and diesel fuel. In the US, diesel fuel is inexpensive compared with electricity, but in a country like Sweden, diesel fuel is much more expensive. In most open pits, the trucks have to move a considerable distange from the loader until they reach a final haul road in the wall. A trolley line along such temporary haul roads will be exposed to flyrock. It is normally less expensive to perform rock support from the open pit than from underground ramps in the wall. In Fig. 8, Hustrulid et al. gives the impression that the underground haul roads will be very close to each other. This is seldom the case. Figure 1 shows a haul road in the wall. The haul road passes through each cross-section only once. Ar¬ranging a reliable dewatering and rock support system from only one underground ramp is probably impossible. Many more drifts are therefore necessary. In our report, we also studied what would happen if the final pit slope is increased by 5°, using underground drifts in the wall. Our conclusion was that the extra cost for drifts, rock support, pumps, etc. destroys the whole idea, and that it was better to accept a higher stripping ratio with the haul road in the pit and to use conventional low-cost open pit equipment. Finally, we think it is would be difficult to try to reduce the safety factor when determining the slope angle by moving the haul road in the wall. Minimizing the risk for pit wall collapse is also important with in-the-wall haulage, primarily because men and equipment will be working in the pit, but also to guarantee many accesses between the pit and the haul road in the wall.

Jan 1, 1989

By Steven K. Duke, Jay Arabshahi

An economic, real-time probe drill monitoring system was developed for Metropolitan Water District’s Arrowhead Tunnels project to quantitatively evaluate ground conditions ahead of a TBM. This system digitally records hydraulic feed, rotation, and percussion pressures and calculates drill advance rates during drilling. These data are computer synthesized to develop a digital representation of the ground ahead, and the resulting “picture” of the ground is distributed to the project team to assist with tunnel construction decisions (i.e., targeting grout holes, optimizing mine-cycle lengths, and avoiding becoming stuck). The analysis and interpretation procedure has now been calibrated and refined using over 5,000 m (3 miles) of geologic face mapping data.

Jan 1, 2007

By Zephaniah Varley, Dominic Parmantier, Paul Schmall, Richard Martin, Red Robinson

Sequential excavation of the Beacon Hill Station has been accomplished in highly complex and inter-layered sand, silt, and clay soils with multiple perched groundwater tables. Successful excavation has required the installation of a deep dewatering well system used to depressurize sand layers above and within the excavated tunnel faces. In addition, the presence of sand layers in the crown of the Platform Tunnels required jet grouting at depths of up to 49m (160-ft). This paper discusses the design intent, construction, and effectiveness of the dewatering system and the selective jet grouting of sand horizons and shaft break outs for the successful construction of the deepest SEM station excavation ever completed in the United States.

Jan 1, 2007

By Michael Jatczak

The San Vicente Tunnel Project is an 11-mile water tunnel constructed for the San Diego County Water Authority. One of the many challenges of the project included tunneling a 22,000-foot single-heading tunnel on the western half of the job in varying geology using a 3.66m (12ft) diameter open shield excavator or ?digger shield.? This paper will discuss the design considerations for the temporary liner, the tunneling, and ancillary equipment. It will also highlight the challenges faced while mining this geology, explain the methods implemented to drive this section of tunnel, and discuss the experiences while performing mechanized tunneling in an extensive and varied San Diego geology.

By Jean Habimana

The Detroit Upper Rouge Tunnel CSO Control Project will capture and store up to 201 MG of combined sewer overflow from 28 outfalls in Detroit, Dearborn Heights and Redford Township during wet-weather events. The history of rock tunneling in the area is associated with high groundwater inflows, artesian pressure, and hazardous and combustible gases. This paper presents the geotechnical considerations for designing the 11.28-km (7-mile) long, 9.14 m (30-ft) finished diameter tunnel and its associated adits, chambers and shafts, including the discussions of geotechnical investigations, rock mass characterization, estimated groundwater infiltration during construction, and the selections of excavation methods and lining system based on anticipated ground behavior to be encountered.

Jan 1, 2008

By Hiroshi Yamazaki

The paper describes prediction, control and validation of face pressures, and special TBM features for the bored tunnels of the New Metro Rail City Project, Perth, Australia. The selected EPB-TBM passed below a heritage bridge and the operational Perth Railway station in ground conditions consisting of fully saturated uniform sand combined with shallow overburden and a horizontal alignment radius of only 135m. Therefore, strict control of volume loss, TBM operations and ground movements was vital requiring continuous evaluation and adjustments to TBM operation parameters. The paper discusses the effectiveness of applied TBM face pressures and the used foam/polymer soil conditioning which was measured against achieved volume loss and the predicted range of ground settlements.

By Richard F. Flanagan, Robert H. Marshall

The Republic of Singapore’s Public Utilities Board is implementing the Deep Tunnel Sewerage System Project. The project’s deep tunnel component, 48 km of deep, large diameter sewer tunnels has been successfully completed (the works are in the defects liability period). Six International Design/Build tunnel contracts utilized eight Earth Pressure Balance TBMs ranging up to 7.23 m in diameter to deal with varied ground types ranging from deep soft clays to fresh granite. Numerous access/workshafts were constructed and using various support systems. This paper provides an assessment/overview of the tunnel contracts, tunnel excavation methods and equipment, and the shaft systems. Suggested enhancements to similar future projects are provided.

Jan 1, 2007

By Rainer Kahrger

During the last decade, advances were made in solvent extraction/electrowinning (SX/EW) technologies. Combined with heap leaching, these technologies made it viable to exploit large, low-grade oxide copper deposits. The El Abra Mine is a good example for such a deposit. The deposit is situated in northern Chile at an elevation of about 4,000 m (14,000ft), 70 km (45 miles) north of Calama. Codelco sold 51% of the El Abra to Cyprus Minerals in June 1994, with Codelco retaining the balance. In 1993, Cyprus and the engineer on the project began discussions withinternational companies regarding the materials-handling system requiredfor the project. These early discussions were considered critical for this fast-track project.

Jan 1, 1996

By John E. Edkins

Metal sulfides, chiefly pyrite and mFnor sphalerlte zssociated with che Herrin (No. 6) coal member of the Pennsylvania Carbondale Formation, have been concentrated in a coal refuse deposit in southern Illinois. Oxidation of pyrite has produced highly acid waters with high concentrations of iron, zinc (up to 200 parts per million) and toxic trace elements that have leached downward to a water system perched on glacial drift. Chemical, petrographic, low-temperature ashing and x-ray diffraction were performed on cores. The data show that economic recovery of zinc and other trace metals is unlikely at this site. Energy (coal) recovery at the Superior Washer site is possible if resultant environmental problems are considered in the planning.

Jan 1, 1981

By H. R. Coles

Test work conducted in the 6.4 and 10.52 m Aerofall Mills at the Iron Ore Company of Canada Carol Project showed that the conventionally used ?deflector?-type liners which form the basic principle of Aerofall Mill grinding did not necessarily provide the best grinding performance. A new design, using low profile liners incorporating radial ribs of a proper height, actually improved the mill throughput in the order of 9 to 20% without sacrificing grinding efficiency. In addition, the new design reduced liner weight and scrap losses, which resulted in a reduction of liner consumption by 25%. It provided better protection to the mill shell and reduced the overall maintenance cost for the mill

Jan 1, 1980

By David L. Martin

This paper discusses the development of a SLAM II* simulation model with imbedded optimization modules designed M evaluate mineral exploration and exploitation strategies. The model traces through a sequential exploration program, evaluating each deposit site based upon geologic information and potential profitability of the site. At a specified time during the simulation, a new production plan is developed for currently producing deposits which takes into account the planning horizon and deposits which are currently being explored. Potential uses of the model by geologists, engineers, and management decision makers include setting corporate objectives and policies on exploration and production. The model is also useful for testing past decisions to evaluate decision making criteria and evaluating mineral deposit profit potential.

Jan 1, 1983

By M. S. Enders

The McDonald deposit is a volcanic-hosted epithermal gold resource that is estimated to contain 251,000 kg of gold in 375 Mt of ore at an average grade of 0.7 g/t gold. Phelps Dodge exploration geologists, working for the Seven-Up Pete Joint Venture, discovered the deposit in 1989. By the end of 1992, 494 drill holes for over 113,000 m of drilling, bulk sampling, soil geochemistry, geophysics, metallurgical testing, engineering, and environmental studies had been completed to support feasibility studies. The discovery of McDonald required vision, persistence, and commitment of everyone from the geologist on the drill rig to the senior management of the company.

Jan 1, 1995

By J. C. Haptonstall

The Bismark Mine is located in northern Chihuahua, 150 km southwest of Ciudad Juarez. The ore deposit was discovered in 1979, and was placed in production in 1992. The production rate is about 2400 tpd from an ore reserve of 8.5M tonnes. Grades average about 8 % Zn, 0.5 % Pb, 0.2 % Cu and 50 g Ag per tonne. Substantial inflows of water into the under-ground mine complicate the operation. Complex metallurgy poses another challenge for the operators. Bismark was operated through a joint venture, Minera Bismark, S.A. de C.V., with U.S. and Mexican partners, but since early 1993, it is wholly Mexican-owned and operated.

Jan 1, 1994

The height of permanent slopes at the Panguna mine of Bougainville Copper Limited will vary from 350 to 950 metres. A few degrees difference in slope angle has a large effect on the ore/waste stripping ratio. Optimum slopes can be achieved if longer batter slopes (exceeding 45m height) are excavated using bulldozers to trim parallel to controlling fracture surfaces. Unnecessary slope flattening by incorporating benches can cost millions of dollars in lost ore. Faults and other major weaknesses, which can result in wedge failure or erodible zones have been treated successfully with shotcrete, rockbolts and cable dowels. To minimize support effort and interference with mine production, early identification and treatment of unstable areas is important.

Jan 1, 1987

By W. C. Hirt

Deposits of ferromanganese crust containing cobalt and nickel occur on the seafloor in the Pacific Ocean near the Hawaiian Islands and Johnston Atoll. This paper describes developmental flotation metallurgy to separate crust from its associated substrate gangue. Important variables in ferromanganese crust flotation include reagent type, aeration rate, conditioning time and agitation intensity, pH, temperature, water type, and feed size distribution. Flotation in seawater of minus 600 ~m (-28 mesh) material assaying 6.2% Mn, 0.2% Co, and 0.13% Ni with diesel fuel-crude tall oil-sulfonate collectors produces concentrates assaying 15% Mn, 0.6% Co, and 0.3% Ni with recoveries of 89-95% while removing 62% of the feed weight.

Jan 1, 1990

By C. J. Im

As market conditions become more competitive, U.S. coal producers are faced with the increasing need to find methods of lowering production costs in their operations. One area worthy of investigation is the additional recovery of fine coal that is normally discarded in the preparation plant waste stream. United Coal Company is currently assessing the capability of the Deister Flotaire, a new application of a column flotation cell, to recover additional, saleable coal from preparation plant waste. This paper presents the technical data obtained to date. Work with a 0.76 m (30 inch) diameter cell installed in a plant shows considerable coal recovery is possible from a nominal 0.595 run (28 mesh) X 0 refuse stream.

Jan 1, 1986

By Kim McKnight

Dupont has successfully incorporated a Floatex Density Separator into its wet-gravity operations for the recovery of zircon from titanium tailings. Results indicate that the Floatex achieved a zircon recovery of approximately 95% while rejecting similar amounts of quartz and other gangue minerals. Additionally, a unit capacity approaching 16 tonnes/hr/m2 was achieved. Results also show that the alumino-silicates can be separated into other product streams that will further improve process economics and minimize waste material. The improved plant feed grade provided by the Floatex has allowed for either an increase in overall plant capacity and/or final product grade. This paper will present the findings from the in-plant study.

Jan 1, 1996

By Charles Stone, Eric Wang

A method for estimating geotechnical rock loads for shallow cut and cover subway stations is presented. Localized geotechnical conditions lead to extreme variations in rock loading on the walls of subway structures. Actual lateral rock stress on these structures can range from near zero to over four times the vertical in-situ rock stress. The primary factors affecting the actual lateral stress are intact and rock mass mechanical properties, excavation sequence, localized tectonic conditions, and potential future adjacent structures. The authors recommend using the AASHTO code value of 65 pounds per cubic foot (10 kN/m3) during concept design, followed by numerical analysis of rock wedges and stress measurement for final design.

Dec 1, 2022