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By Mohamed A. Younis, Paul J. Headland, Paul H. Madsen, Vojtech Gall

INTRODUCTION A 100 ft long, 20 ft high and 18 ft wide NATM tunnel was excavated through grouted clean sands beneath a busy city street, including a variety of existing utility lines. The new tunnel associated with a hospital expansion will serve as a pedestrian tunnel connecting a parking structure with a new hospital facility. Tunnel construction started on December 15, 2005 when drilling for the grouting program started and was completed on May 26, 2006 when the tunnel final lining was completed. The tunnel was constructed by Kiewit Construction Company as a tunnel subcontractor to The Christman Company who is constructing the hospital facility for Spectrum Health in Grand Rapids, Michigan. URS was the project designer. GallZeidler Consultants, LLC were the contractor’s NATM consultant. PROJECT DESCRIPTION The Michigan Street Pedestrian Tunnel is a component of the Michigan Street Development located along the north side of Michigan Street NE between Coit Avenue NE and North Division Avenue in the downtown area of the Grand Rapids, Michigan. The Michigan Street Development includes a parking deck and four new towers to be constructed over the proposed parking deck. The tower planned furthest east is being developed by Spectrum Health as the Lemmen-Holton Cancer Pavillion. The purpose of the pedestrian tunnel is to connect the proposed Lemmen-Holton Cancer Pavillion with the future Spectrum building to be located on the south side of Michigan Street NE. The southern end of the tunnel was constructed with a bulkhead until the future Spectrum building is constructed at which time interconnection will be required. The tunnel site plan and profile are shown in Figure 1, Site Plan, and Figure 2, Tunnel Profile. Several challenges were faced during the design and construction of the Michigan Street Pedestrian Tunnel. These challenges included compressed design and construction schedule, maintenance of traffic and protection of old underground utilities. The tunnel was being constructed as part of the Michigan Street Development and coordination with other concurrent construction activities was required. The tunnel was constructed within a specified window of time to allow other associated construction activities to take place without compromising the overall project schedule. The design started in June 2005 and construction was completed by June 2006.

Jan 1, 2007

By Vincent Tirolo

The proposed Second Avenue Subway is a new two-track subway line running from 125th Street and Park Avenue at the north, east along 125th Street to Second Avenue and south along Second Avenue to the Financial District in lower Manhattan, NY with 16 new stations and 13.6 km (8.5 miles) of track. The project has been broken into four construction phases. The initial Phase 1 operating segment includes three new stations (96th, 86th and 72nd Street stations) with a connection to the existing Broadway line at the 63rd Street Station at Lexington Avenue. Rehabilitation of the 63rd Street Station is also included in the scope of Phase 1. Subsequent phases extend service north and west to 125th Street (Phase 2), south to Houston Street (Phase 3) and finally to Hanover Square (Phase 4). The DMJM Harris/Arup Joint Venture (DHAJV) prepared the Contract Documents MTA for Phase 1. Parsons Brinckerhoff is providing the MTA with construction inspection services for Contract C-26002. In April 2007, NYCT awarded first Phase 1 for $337 million to S3 Tunnel Constructors, a tri-venture comprised of Skanska USA Civil, Schiavone and Shea. Contract C26002 is for the construction of the tunnel boring ma-chine (TBM) launch box and the mining of the TBM tunnels from 92nd Street to 63rd Street. The major part of the contract is to construct a shaft, commonly referred to as the launch box, from East 92nd Street to East 95th Street having dimensions of 244-m- (800-ft-) long by 18.9-m- (62-ft-) wide and a depth of 19.8 m (65 ft), including more than 91,000 m3 (119,000 cu yd) of soil and rock contained within its walls. The launch box will ultimately become the southern half of the 96th Street Station. The focus here is geological conditions at the launch box and existing structures along the launch box. These geologic conditions and existing structures had a major influence on the selection and design of the support of excavation system (SOE), the SOE bracing system, construction staging, the ground movements, dewatering and other challenges of constructing the launch box (Fig. 1).

Jan 1, 2013

By L. M. Lenahan, J. D. Sheets

INTRODUCTION The Raleigh-Durham International Airport (RDU) in North Carolina is the fourth largest airport in the southeast region of the United States. The Raleigh-Durham Airport Authority is currently underway with planning, designing and constructing are placement Passenger Terminal as part of the Major Capital Improvements Program at Raleigh Durham International Airport. The Terminal C Expansion and Renovation Project will replace the existing Terminal C structure with a new processor building and concourse. The project is separated into several contracts. The early stage contracts are constructing a west side storm water management facility, relocating taxiways, installing new drainage systems, installing new aircraft apron pavement, Demolition, the Central Energy Plant and Early Foundations. The later projects are the Terminal Building, Passenger Boarding Bridges, Information Technology Systems and Integration, Furniture, Furnishings & Equipment and Specialty Millwork. The Terminal Building will be constructed in two phases. Phase 1 constructs the north half of the new terminal. Airline operations will move to the new terminal at the completion of this phase. Phase 2 completes construction of the south processor building. The full build out of the project, subject to funding availability, will replace the remainder of the south concourse. The Program’s primary focus is to replace the existing passenger Terminal C with a new terminal that will provide more passenger gates and larger passenger screening, ticketing and baggage handling facilities. The planning for the New Terminal C Program began in 2002 with construction starting in March, 2003. The continuing growth of passenger airline travel in the Raleigh/Durham metropolitan area requires RDU to expand its facilities to keep up with the present and future growth within the Region. In October of 2002, the RDU Airport Authority selected Parsons Transportation Group as the Program Manager/Construction Manager to help assist in the development of the Terminal C expansion program. RDU Airport Authority selected the Seattle Washington Office of URS Corporation as the Engineer of Record for the West Side Storm Water Management Facilities. The Westside Storm Water Management Facilities Project became one of the early critical path activities of the overall RDUAA Terminal C Expansion Program. The Briar Creek Reservoir had been constructed to accommodate storm water runoff to the west of the Airport. The existing 1.5 m culvert that drained runoff from the airport terminal (area) to the reservoir was insufficient in supporting the additional flows

Jan 1, 2005

By Barbara C. Schickner

The long-awaited COSMAR study prepared under the auspices of the National Academy of Science reaches one emphatic conclusion that has been enthusiastically seconded by the mining industry: The 1977 federal surface mining act is "poorly suited" as a vehicle to regulate noncoal mining. Though the industry greeted the report with approval, the weight it will carry and the extent of its impact are yet to be felt. The COSMAR report makes no recommendations-that's a job left to the Administration's Council on Environmental Quality-and the prospect of legislation still hovers. For a closer look at the study, MINING ENGINEERING talked to COSMAR committee chairman James Boyd, a well-known presence in the mining arena for over 50 years. After highlighting some of the study's major points, Dr. Boyd comments on the report's impact and possible repercussions. Dr. Boyd, for those readers who haven't seen the COSMAR report, would you summarize some of its major findings? The committee analyzed the surface mining act to determine if it was applicable to noncoal mining and found that there were provisions of the act that either could not be met by existing technology or would be extremely difficult and not necessarily beneficial to adapt. We found that most noncoal mineral mines, despite their obvious diversity, can be considered in two major groups: 93% of all mines move 45% of all materials mined (mostly small units mining construction materials); and the few gigantic regional operations (2%)-copper, iron, phosphate, and uranium mines-that move 50% of the material. With few exceptions, neither of the two groups is amenable to the coal mining practices addressed by the act. The strip mine law was designed for coal mining, where land is regraded, revegetated, and returned to usefulness. In contrast, construction mineral quarries supply local needs for decades, remove most of the material from the immediate vicinity, and cannot be returned to their premining uses (though they have innumerable other valuable uses). The nation's huge mineral deposits require enormous capital investments, are vital to the nation's economy, and can take centuries to exploit. Any attempt to return these locations to premining use would be illogical. Pebble phosphate in Florida and red-bed copper in Oklahoma come near to meeting the conditions contemplated in the act. In addition to COSMAR's basic finding, the study also makes the following points: •Mining uses a relatively small part of the land resource, in contrast to

Jan 4, 1980

By Aki Fujii, Hiroshi Dobashi, Mitsuro Matsuda, Yoshinari Kondo

INTRODUCTION The Metropolitan Expressway Central Circular Route with a total length of approximately 47 km is located outside the Inner Circular Route of Tokyo (at a radius of approximately 8 km from the city center). Sections with a length of approximately26 km, slightly less than 60% of the total length, on the east and north sides are in ser-vice. Completing the Central Circular Route (Figure 1) is expected to enable through traffic concentrated at the city center to get around, and to form a well balanced trans-port network, which will alleviate traffic congestion considerably. The Central Circular Shinjuku Route, a section with a length of approximately 11 km on the west side, is now being constructed at a fast pace. The route is being built mainly by the shield tunneling method to carry out work smoothly under a trunk highway carrying heavy traffic and to reduce adverse effects of tunneling work on residents in the neighborhood. Shield tunnels have recently been becoming longer and deeper, and no secondary linings have been used in an increasing number of cases because of the over-crowding of cities or the reduction of budgets for public works. Economical, durable and high-quality segments have been required for linings of shield tunnels. Segments are made of concrete, steel, cast iron or combination thereof. Concrete segments are generally used in shield tunnels of medium to large diameter. Concrete segments are highly durable and resistant to compression, so they are highly resistant to earth pres-sure, water pressure and jack thrust. They are, however, heavy and have low tensile strength, so they are brittle and their corners are likely to spall. Concrete segments should therefore be handled carefully.[1] The authors have developed a steel fiber reinforced highly flowable concrete segment (referred as SFRC segment) that overcomes the weaknesses of concrete segments[2] to construct economical, durable and high-quality linings. SFRC segments have been applied to outbound sections SJ51 through SJ53 of the Central Circular Shinjuku Route. Unlike conventional concrete segments (referred as conventional RC segments), SFRC segments are made of steel fiber reinforced self-compacting highly flowable concrete. SFRC segments require less reinforcing bars than conventional RC segments because steel fibers are expected to work as reinforcements. Steel fiber reinforced concrete is a composite material that overcomes the brittleness of plain concrete, and has higher resistance to bending, tension and shear than

Jan 1, 2007

Newcrest Mining is one of the leading independent gold producers in Australia thanks in large part to its Cadia Valley operations. It is the largest gold and copper producer in New South Wales and one of the largest in Australia. This year Newcrest will expand its operations with a A$545-million expansion in the area. The Cadia Valley is approximately 250 km (155 miles) west of Sydney. The province presently includes the Cadia Hill opencut mine and the Ridgeway underground mine. With a significant mineralized system to the east of Cadia Hill and a mineral resource below Ridgeway, Cadia Valley has the potential to underpin Newcrest?s production for up to 30 years. In 2007, total gold production for the company in-creased to more than 50 t (1.6 million oz) and cash flow increased by 47 percent, according to the company?s annual report. The history of mining in the area dates back to 1851, but Newcrest?s history is young. In 1990, Newcrest commenced activities in the Cadia Valley. In 1992, Cadia Hill was discovered, with the discovery of Cadia East (1995) and Ridgeway (1996) following close behind. In 1998, the Cadia Hill openpit mine was commissioned. In 2002, the Ridgeway underground mine was commissioned and in 2007 the company?s board of directors approved an A$545 million development of the Ridgeway Deeps. The Ridgeway underground mine is located adjacent to Cadia Hill. The Ridgeway orebody has no surface expression but lies approximately 500 m (1,640 ft) below the surface and resembles an inverted teardrop. It measures approximately 450 m (1,476 ft) by 250 m (820 ft) and extends in excess of 850 m (2,788 ft) in depth. Ridgeway is a sublevel caving operation. Crushed ore from underground is delivered by conveyor to a surface stockpile, adjacent to the Ridgeway concentrator. Using similar processes to the adjacent Cadia Hill concentrator, gold and copper are recovered in a conventional flotation circuit to produce a copper concentrate containing elevated gold levels. Ridgeway concentrate is combined with the Cadia Hill concentrate before it is pumped to the filtration plant in

Jan 1, 2008

By Christopher J. Bise

INTRODUCTION The transportation of men, supplies, and mined material from an underground operation is the connecting link between the mine plant and the surface plant. Unless the mine is accessed by a drift or adit, some form of hoisting system is necessary for slopes or shafts. This chapter will deal with the selection of wire ropes and hoists, two of the most important consider¬ations when designing a hoisting system for an under¬ground mine. WIRE ROPES General A wire rope is designed to transmit forces longitudi¬nally along its axis. Wire rope is used in a variety of mining applications because of its flexibility, high ten¬sile strength, and dependability. Shaft hoisting ropes and principal slope haulage ropes are usually custom-¬built; however, proper rope selection for slushers, car spotters, etc. should not be overlooked. Wire ropes for shafts and slopes, since they represent the life line for the mines, should be of the very highest quality improved plow steel. This quality is necessary to deal with the conditions of loading, winding, vibration, abrasion, and corrosion. Tables I and 2 display the specifications for the typical wire ropes used for mine haulage applications. The 6 x 19-class haulage rope is used for most hoisting where abrasion is not critical. On the other hand, where abrasion is critical, such as a slope application, 6 X 7-class haulage ropes are preferred. For other mining applications, manufactur¬ers' handbooks should be consulted. Selection The selection of a wire rope for a mining situation consists of simply applying appropriate safety factors to a calculated maximum rope pull and comparing the result to the listed breaking strength of the rope under consideration. Table 3 can be used for determin¬ing the minimum factors of safety for wire ropes. To determine the maximum rope pull, the following quantities must be known: the rope weight in pounds (x), the conveyance weight in pounds (y), and the weight in pounds of the load in the conveyance (z). These values are used to calculate the load due to gravity, the load due to conveyance friction, and the load due to rope friction. When these loads are added together, as shown in Eq. 1, the maximum (static) rope pull (RPS) can be derived:

Jan 1, 1986

By Ray E. Harris

Introduction A resource of more than 122 Gt (134 billion st) of minable trona and mixed trona and halite underlies an area of about 3400 km2 (1300 sq miles) west of Green River, WY (Culbertson, in preparation) (Fig. 1). In 1982, the total domestic consumption of soda ash (refined trona) was 6 Mt (6.7 million st) (Kostick, 1983). About 90% of this came from Wyoming trona. This enormous deposit occurs in the Wilkins Peak Member of the Green River Formation that is of Eocene age. This formation is derived from sediments deposited in a large lake named Gosiute. Lake Gosiute occupied the Green River Basin in southwestern Wyoming some 38 to 54 million years ago. The Wilkins Peak Member represents a restricted, evaporite-rich cycle of deposition when the trona deposits were formed. A total of 42 trona beds are known. Of these, 25 are of sufficient thickness and extent to be considered minable (Culbertson, in preparation). The production of sodium compounds from the trona deposits in the Wilkins Peak Member began in 1896 when wells were drilled within the present boundaries of the town of Green River. The purpose of the drilling was for extraction of sodium carbonate brines. Sodium carbonate (sal soda) was removed from these brines at a plant in Green River. Bedded trona was discovered in 1938 in a core from an oil well drilled south of Westvaco. In 1947, the underground mining of trona began. Production has continued from 1948 to date. Currently, five companies are mining trona and producing soda ash from the Wilkins Peak Member in Wyoming. Additionally, Allied Chemical Co. mines and processes trona for Church and Dwight's sodium bicarbonate (baking soda) operation in Green River. Competition in the soda ash industry depends primarily on the efficiency of mining and refining, allowing for lower-cost production. Newer plants and mine designs should increase efficiency. Solution mining holds promise as an even lower-cost method of mining. Employment in the soda ash industry is declining since the newer mining and refining methods are less labor intensive. Declines in employment, however, may be offset as production increases. Due to the large resource, the availability of minable trona should not be a problem for perhaps hundreds of years. Geology of Wyoming trona deposits Forty-two beds of trona or mixed trona and halite occur in the

Jan 10, 1985

By J. H. Zietsman

Ilmenite smelting furnaces must be operated with a freeze lining of frozen slag to protect sidewall refractories from chemical attack by liquid slag. The process has two main control objectives: Firstly the slag TiO2 content must be controlled according to specification, and secondly a safe freeze lining thickness must be maintained. This text only concerns itself with the second objective. Freeze lining thickness cannot be measured directly due to conditions inside the furnace. It is therefore inferred from signals of thermocouples installed into the furnace sidewall. These signals are used as the 'controlled variables' in the freeze lining thickness control loop. The dynamic characteristics of these signals are the focus of this text. During this study a model of the process was constructed to study interactions between the slag bath and the freeze lining. This model was used to conduct simulation-type experiments to study the influence of various parameters (temperature, slag composition, ilmenite feed rate, reductant feed rate, power input, etc.) on the slag bath, freeze lining, metal bath, furnace wall and other parts of the process. In the case of the furnace wall, the modelling results were first plotted in the form of time-dependent isotherms. The dynamic thermal behavior of the furnace wall became evident from these results. To illustrate the dynamics of sidewall thermocouple signals, the results were also plotted as time lags between events occurring in the slag bath, and the time when a thermocouple registered a temperature change. The events studied included sudden changes in slag bath state (composition and temperature), changes in operating setpoints (ilmenite feed rate, reductant feed rate, power input), and operational errors (complete loss of reductant or of all feed). All of the result sets showed significant lags between occurrences in the slag bath and temperature changes in the refractory wall. The delays are such that it appears impractical to rely on sidewall thermocouple signals for warning of impending damage to the refractory wall, or for purposes of actively controlling freeze lining thickness. Some measures are suggested to improve the usefulness of these signals during furnace operation.

Jan 1, 2005

The state of the tunneling and underground construction industry and the advancements of the industry?s biggest machines were the main topics at the 2008 edition of the UCA of SME?s annual George A. Fox Conference. This year SME hosted more than 250 tunneling and under-ground construction professionals at the Graduate Center, City University of New York. During the morning session of the long-running one-day conference, attendees heard a state of the industry through the annual Home-town Update where it was evident that the industry is doing well. Michael McHugh of Moretrench cruised through the many projects that are under way along the Eastern seaboard of the United States and said he could have gone longer if time allowed. An example of how well things are going for the industry is a look at New York, where the industry is flourishing. The New York City Water Tunnel # 3 project is a $668 million project that was awarded to Schiavone/Shea/Frontier Kemper joint venture in 2004. McHugh said that mining on the project was completed in August 2006 and that all con-tract work is expected to be completed by August 2009. The Second Ave. Subway is a $337-million twin tunnel project that will connect upper Manhattan with the financial district. This is a four-phase project. McHugh said the Metropolitan Transit Authority obtained full funding in 2007 and construction awards will be awarded during the next two years. The No. 7 Line Flushing extension, a five-year, $1.15- billion project that will redevelop the Hudson Yards area of Midtown West and the New York City Water Tunnel No. 3 project is the largest capital construction project in New York City?s history. McHugh said the project was given notice to proceed on Dec. 13, 2007. The project includes three large shafts, two parallel 6.7 m (22 ft) tunnels at 2,000 liner m (6,500 liner ft), one large cross adit, one large underground rock cavern station with two interlocks and eight penetrations. These were just a few of projects mentioned in the Hometown Projects update.

Jan 1, 2008

By Rambabu Pothina, Rajive Ganguli

The economics of a mineral processing circuit is dependent on the numerous sensors that are critical to optimization and control systems. The sheer volume of sensors results in mines not being able to keep the sensors calibrated. When a sensor goes off calibration, it results in errors which can severely impact plant economics. Normally, these errors are not detected until the error grows and becomes a large (“gross”) error. Undetected errors are not remedied until the next calibration, which on average are a year apart Beamex (2019) [1] across all industries. Classical statistical methods that depend on linear relationships between input and response variables are typically used to find gross errors, but are not effective for highly non-linear and non-stationary operations in mining and mineral processing industries. Calibration of sensors is time-consuming and generally requires physical intervention that results in equipment downtimes causing production losses. Therefore, in situ detection methods are warranted that do not require physical removal of sensors to compare with standard measurements or well-calibrated sensors. Data-mining based techniques and algorithms have high success rate in tackling such problems. This paper presents results from a groundbreaking multi-year big data research project whose goal was to develop data-mining-based original techniques in a multi-sensor environment to identify when sensors start to stray, rather than wait for errors to grow. The carbon stripping (gold) circuit in the Pogo Mine of Alaska was selected for this project. Maintaining strip vessel temperatures at optimum levels is crucial for maximizing gold recoveries at Pogo, and hence the focus was on the temperature sensors of the two strip vessels. An automated algorithm to detect errors in strip vessel temperature sensors was developed that exploited data from multiple sensors in the strip circuit. This algorithm was able to detect with a high success rate when bias errors of magnitude as low as ± 2% were artificially induced into strip vessel temperature data streams. The detection times of about 1 month were much less than the industry average calibration frequency of 1 year. Thus, the algorithm helps detect errors early, without stopping the circuit. The algorithm alarms can serve as triggers when calibrations are done. Experimental methodology along with results, limitations of algorithms, and future research are also presented in this paper.

By Rambabu Pothina, Rajive Ganguli

The economics of a mineral processing circuit is dependent on the numerous sensors that are critical to optimization and control systems. The sheer volume of sensors results in mines not being able to keep the sensors calibrated. When a sensor goes off calibration, it results in errors which can severely impact plant economics. Normally, these errors are not detected until the error grows and becomes a large (“gross”) error. Undetected errors are not remedied until the next calibration, which on average are a year apart Beamex (2019) [1] across all industries. Classical statistical methods that depend on linear relationships between input and response variables are typically used to find gross errors, but are not effective for highly non-linear and non-stationary operations in mining and mineral processing industries. Calibration of sensors is time-consuming and generally requires physical intervention that results in equipment downtimes causing production losses. Therefore, in situ detection methods are warranted that do not require physical removal of sensors to compare with standard measurements or well-calibrated sensors. Data-mining based techniques and algorithms have high success rate in tackling such problems. This paper presents results from a groundbreaking multi-year big data research project whose goal was to develop data-mining-based original techniques in a multi-sensor environment to identify when sensors start to stray, rather than wait for errors to grow. The carbon stripping (gold) circuit in the Pogo Mine of Alaska was selected for this project. Maintaining strip vessel temperatures at optimum levels is crucial for maximizing gold recoveries at Pogo, and hence the focus was on the temperature sensors of the two strip vessels. An automated algorithm to detect errors in strip vessel temperature sensors was developed that exploited data from multiple sensors in the strip circuit. This algorithm was able to detect with a high success rate when bias errors of magnitude as low as ± 2% were artificially induced into strip vessel temperature data streams. The detection times of about 1 month were much less than the industry average calibration frequency of 1 year. Thus, the algorithm helps detect errors early, without stopping the circuit. The algorithm alarms can serve as triggers when calibrations are done. Experimental methodology along with results, limitations of algorithms, and future research are also presented in this paper.

As the 2009 George Fox Conference neared its conclusion, Arthur Silber, project chief of the Mass Transit Tunnel (MTT) project was able to pull away from the constant buzzing of his Blackberry long enough to give a short presentation and a significant piece of news to the record 318 attendees at the Graduate Center, City University of New York regarding the MTT project. ?As the former administration (The Bush administration) was leaving office, we were told that Congress was notified of the FTA?a (Federal Transit Authority?s) intent to issue final design construction approval to us,? Silber said of recent advancements concerning the $7.2-billion dollar project. It will add passenger rail service from New Jersey to New York City as part of the Access to the Region?s Core project in the form of the Trans Hudson Express Tunnel (THE tunnel). ?That 10-day waiting period ended yesterday (Jan. 26).? In days leading up the Fox Conference, those involved in the tunneling industry, and the MTT in particular, had a lot to be optimistic about. The MTT received environ-mental approval on Jan. 14 (see page 9) and, with the acceptance of the final design, the multi-billion dollar project moved that much closer to a ground-breaking ceremony. So close, in fact, that before leaving his office for the conference, Silber posted the contract documents and plans for the Manhattan Tunnel project online at www.arctunnel.com (an indepth look at the project from Silber is on page 22). While many were interested in the progress of the project, Silber also spoke about the new plans for the cavern complex at the New York Penn Station expansion. The original plans called for two lines that would come into a large cavern complex with a north and south cavern to access the trains. After numerous core samples were taken from the streets of Manhattan, it was deter-mined that this design was not feasible and changes were made that will include a deeper cavern under Sixth Avenue, with 14-m (45-ft) of cover with a 30-m (96-ft) wide cavern that resides entirely under 34th Street. The cavern was also moved 20 m (60 ft) to the west to remain at least 61 m (200 ft) away from New York City Water Tunnel #1. The new design will include three-over-three track arrangement. The mezzanine will be 46 m (150 ft) below street level at 8th Ave, Silber said.

Jan 1, 2009

By Peter Klaver

Deep tunnels have been used for decades for the temporary storage of large volumes of urban runoff, both storm water and combined sewer overflow (CSO). Tunnels are attractive because they reduce surface disruption and do double duty as storage and conveyance systems, collecting overflows from multiple locations and transporting them for treatment to various facilities. Like any hydraulic system, however, there are dynamic effects that must be fully understood during the design phase so that the final constructed product does not have unintended negative consequences. Preliminary sizing of storage tunnels is typically based on the total volume required. For example, if studies have determined that a volume of 56.8 ML (15 million gal) will provide the intended level of control, then that figure can be used, along with a preliminary idea of the desired tunnel length, to compute the required diameter. Of course, filling a long tube with water from various points along the way is not at all the same as pouring water into a bucket, and these dynamic effects require additional attention from design engineers. The rapid filling of storage tunnels can lead to the formation of bores, which are essentially moving walls of water. An open channel bore can build in height until it reaches the crown of the tunnel, at which point it becomes a pipe-filling bore. Figure 1 depicts both kinds of bores moving upwards in a rapidly filling tunnel. Bores can strike the ends of tun-nels with tremendous force, driving water and entrained air upwards into dropshafts and creating strong pressure surges in portions of the tunnel that are already filled. If the hydraulic surges are high enough to reach grade, they can cause overflows and/or damage structures at the surface. Trapped air pockets can occur through several phenomena, including the reflection of bores off dropshaft structures and the occurrence of ?premature pressurization.? The latter refers to the situation where the inflow to a tunnel is increasing more rapidly than the tunnel can convey it, such that the pipe becomes surcharged at an upstream point while points downstream are still flowing as an open channel. These air pockets are a great nuisance as they migrate toward points in the tunnel where they can rise to the surface, which are often shafts that are already filled with water (Fig. 2). The ?geyersing? that results can be hazardous and costly.

Jan 3, 2010

By A. Zeni, S. L. Bessinger, T. A. Palm

San Juan Coal Company (SJCC) operates an underground coal mine near Farmington, New Mexico. Continuous miners and a longwall produce 7-8 million tons per year. The coal seam at SJCC has tested to have a propensity for spontaneous combustion. As such, during feasibility for this project, it was elected to utilize a bleederless ventilation system on the longwall. Three-entry gateroads are developed, and the longwall gob is sealed as mining progresses. SJCC utilizes a nitrogen injection system to continuously inertize the gob. In 2004, the mine was nearing completion of its first longwall district. The next district would contain longer panels (up to 12,500 feet). Due to the liberation of methane, and to a lesser extent hydrogen sulfide, a typical wrap-around ventilation system would not be appropriate. Not only would gas concentrations likely be challenging, but the overall ventilating pressure in the mine would have to be increased beyond limits established to mitigate the potential for spontaneous combustion. Given the above-described operating constraints, SJCC determined a need for a small ventilation shaft in the back (longwall setup area) of the next district that would draw adequate air past the longwall seals to maintain low gas levels and permit the required regulatory inspections to occur. Extensive ventilation modeling and gas desorption testing indicated that the shaft would be required to handle a volume of air ranging from 40,000 cfm to as high as 185,000 cfm. This large range is driven by the position of the longwall face with respect to the shaft and the effectiveness of the SJCC degasification program (SJCC uses vertical gob vent boreholes and horizontal in-seam methods). Ventilation simulations determined an appropriate diameter for the 350-ft-deep shaft to be 5 feet. Having determined shaft size, the next decision related to the method of shaft construction. Conventional shaft sinking was ruled out, due to the small diameter. Raise boring was an attractive option but had two drawbacks: (1) development crews would reach the bottom of the shaft just a few weeks before longwall startup, leaving a compressed timeframe to install the shaft, and (2) raiseboring requires additional underground entries to be developed to stow the project’s cuttings. While raiseboring remained a viable option, the problems associated with it led SJCC to also investigate blind drilling.

Jan 1, 2006

By R. L. Grayson, G. Mishra

Introduction Many old underground mines have been developed extensively into reserves requiring large numbers of workers to maintain and rehabilitate lengthy track haulages and/or belt conveyor systems. Often, large numbers of fans are required to maintain minimal airflows in areas where poor conditions and huge leakages prevail. Problems that beset one such coal mine and projects undertaken to restore it to potential profitability are presented. Brief history The Vesta No. 5 mine was opened in 1908. Drift development began near the Monongahela River, which was the primary avenue for shipping metallurgical coal to coke ovens in Pittsburgh. Over the ensuing 75 years, the main haulage entries were developed a distance of 16.1 km (10 miles) to the present mining area. Track haulage was used to transport coal from working sections to the river loading facility. As haulage distance and areas of high water influx increased, management decided, in 1973, to construct an underground conveyor belt system. The project spanned 36 months and culminated in a system of 22 flights, ranging from 205.7 to 1767.8 m (675 to 5800 ft) long. Six intake and eight return entries were developed as the mains were advanced. These entries provided adequate ventilating capacity over the years, but as extensive gob areas progressed and roof conditions deteriorated, the entries became inaccessible and more resistant to airflow. By 1981, five fans were being used to circulate 943.9 m3/s (555.5 cfm) of air through the mine. An average of 6440 t (7100 st) were produced from 20.8 continuous miner unit shifts and 2.7 longwall unit shifts each day in 1981. The ratio of support to production personnel was 1.94. To maintain the outby 16.1 km (10 miles) of haulage, 110 personnel were used. The average cost per ton was $43.54 ($39.58 per st), resulting in excessive bottom-line losses. The mine possessed a rather promising reserve, mostly in lease, of good quality, medium-sulfur metallurgical coal, but it also had a number of formidable operating problems. Operating problems Contributing factors toward relatively low productivity and high costs were the conditions of the track haulage, conveyor, and ventilation systems. Productivity was affected greatly by downtime associated with the conveyor system, which lacked adequate access for making splices or other repairs. Many areas within the conveyor belt entry itself required more

Jan 3, 1987

By J. G. Davis

The St. Peter Sandstone is typically a well-sorted, friable, ultra-pure, fine- to medium-grained, quartzose sandstone with silica content higher than 99 weight percent in places. The sand grains are well-rounded, highly spherical and characteristically frosted. Their size typically varies from 2 millimeters diameter (No. 10 U.S. Standard Sieve Series size) to less than 0.08 millimeters diameter (No. 200 U.S. Standard Sieve Series size). A freshly exposed surface of the formation is commonly white with shades of pink and green. Weathered surfaces are a dirty gray or brown and are case-hardened at many localities. Bedding is characteristically indistinct, and the formation usually appears massive throughout. The rock is cross-bedded and ripple-marked locally. The formation is generally porous, permeable and rarely fossiliferous in Missouri. The St. Peter is continuously present in the subsurface in the northern half of the state and along the southeastern edge of the state. The St. Peter crops out in a narrow band that starts in western Montgomery County and runs southeastward, along the Missouri River, to just west of St. Louis and continues south, just west of the Mississippi River, through Scott County. The outcrop belt varies from less than one mile wide to over ten miles wide, and it is over 150 miles in length. The formation dips into the subsurface radially away from the outcrop band. A notable isolated outcrop occurs in Lincoln County to the north of the main outcrop band. The St. Peter is discontinuously present in the subsurface along a band in the west-central portion of the state. It is not present at the surface or in subsurface in the remainder of the state. The formation averages 80?100 feet thick. There is an estimated 3.8 trillion short tons of St. Peter in Missouri. Sieve analyses on drill cuttings indicate three subsurface locations in northeastern Missouri where the St. Peter is greater than 10 percent by weight of sand falling in the 20?40 U.S. Standard Sieve Series size range. The St. Peter was first produced in Missouri in the 1870s for the manufacture of glass. Since that time it has been used as a paint additive, filler material, polishing compound, filtering media, and recently it is commonly used as a fracture proppant in oil and gas wells. The St. Peter is currently quarried and produced in Missouri from four sites located in St. Louis, Jefferson and Perry counties. In the same area there are at least nine abandoned historic mine sites.

Feb 27, 2013

By Edward H. Jr. Boyle, Paul R. Thomas

Introduction It is estimated that nearly 40% of all the gold ever mined in free world countries has been produced by South African operations. There is concern that this immense productive capacity will soon decline. Such a decline could reduce world gold supply and lessen the ability of market economy countries (MEC) to exert the major influence upon the world gold market. This paper addresses three general issues concerning South African gold production: • How much gold remains to be recovered from the demonstrated resources of the 44 evaluated South African mines; • How long can production at current levels continue; and • What will be its cost. Table 1 provides production data on the world's 10 largest producers for the years 1971, 1981, and 1983. As shown, South African gold production declined significantly from 1971 through 1981. As of 1981, annual South African gold production had dropped by more than 311 t (10 million oz) in 10 years. Despite this, its mines still produced 656 t (21 million oz) that year, about half the world total. From 1981 through 1983, this trend was reversed. Annual South African gold production increased by more than 21.8 t (700,000 oz). The trend reversal was also evident in the US, Canada, and Australia. This illustrates the general, inverse relationship between gold price and gold production. In South Africa especially, as gold prices increased substantially during the 1970s, the average grade of ore mined (pay limit) was lowered as new, lower grade areas and materials were exploited. Gold production declined in volume. But gold revenues increased, and the lives of the operations were extended. The 1981-83 period was one of declining (US dollar-based, average annual) gold prices that resulted in increasing South African production as average ore grades were raised. South Africa currently accounts for 50% of world production (Fig. 1). Figure 2 illustrates South Africa's contribution to total MEC production in 1971 and 1983. Although South Africa's relative share of production has declined, it still represents the single most important source of new gold supply. In 1983, it supplied more than 65% of total MEC production. South Africa currently produces more than twice as much gold as the Soviet Union (ranked second in world production), and 11 times more gold than the US (ranked fourth in world production). Barring major discoveries, South African gold production is expected to peak in 1987 and begin to decline again throughout the 1990s. The rate of decline is ex-

Jan 11, 1984

By David G. Adam

Introduction Syncrude Canada Ltd. is the operating company for a consortium of industry and government participants that produce synthetic crude oil from their leases in the Athabasca Oil Sands. Production from the $2.3 billion (1978) integrated mining, extraction, and bitumen upgrading and utility complex started in September 1978. Production is currently about 6.4 Mm3/a (40 million bbl per year) of high quality synthetic crude oil. This is done by upgrading the extracted bitumen from the oil sands mined. Plans are to increase the production to 8 Mm3/a (50 million bbl pier year) by 1989. At that time, the mining operation will be required to deliver 100 Mt/a (110 million stpy) of oil sand (ore) to the extraction plants, and handle quantities of waste ranging from 50 to 75 Mt/a (55 to 83 million stpy). The Syncrude plant is located at Mildred Lake, 40 km (25 miles) north of Fort McMurray and 480 km (300 miles) north of Edmonton, Alberta. Climate, particularly winter, is therefore a major factor affecting the design and operation of all the Syncrude production facilities. Bitumen production, consisting of overburden removal, oil/sand mining, bitumen extraction, and tailings disposal, account for about half the total SCO production costs. Considerable research and development, therefore, continues to be applied to improve both material handling and bitumen recovery methods. Potential applications for feeder breakers were identified in the material handling aspects of both overburden and oil sand mining to reduce cost and to attain planned production increments. Overburden removal Overburden materials on the leases comprise thin Pleistocene sands, gravel and fill, and sands, silts and clays of the thicker Clearwater Formation with the silt to clay components predominating. The latter contains multiple leases of hard siltstone with unconfined compressive strengths up to 148 MPa and thicknesses up 0.1 to 0.9 m (1 to 3ft). Characteristics of the overburden as well as the climatic environment and scale of operation present unique problems for the efficient removal of the material. In a bucketwheel/conveyor system, the weak silty clay formations require relatively flat working slopes for safe operation, while the siltstone lenses and frozen overburden require blasting or selective removal by other equipment. These factors, combined with the normal bucketwheel/conveyor design parameters, lead to high capital investment and relatively inefficient use of that capital. Hydraulic mining alternatives, including dredging, are constrained by severe clay settling problems in the waste disposal

Jan 6, 1986

On Nov 1, 2007 House Resolution 2262 ? The Hardrock Mining and Reclamation Act of 2007 ? was passed by the U.S. House by a vote of 244-166. HR-2262, among other things, would impose a 4-per-cent royalty on existing mines with commercial production and an 8-percent gross royalty on all new claims. Not surprisingly, this possible new law was one of the hottest topics of discussion at the Northwest Mining Association?s conference that this year returned to Spokane, WA for its 113th annual meeting on Dec. 3-7. More than 1,800 delegates attended the conference that was held under the banner theme of ?Mining ?. For today and tomorrow.? Northwest Mining Association executive director Laura Skaer was one of many speakers during the three-day conference to respond to the threat to the industry posed by HR-2262 with a presentation titled ?Potential changes to the 1872 Mining Law.? In the presentation that she first unveiled at the Alaska Miners Association?s convention and trade show on Nov. 8, Skaer laid out a comprehensive list of problems with HR-2262. In addition to the association?s obvious concerns about the proposed royalty, Skaer noted that the bill includes a mine veto provision that would allow the Secretary of the Interior the authority to deny an operations permit to a project if the secretary determines that the operation would cause undue degradation to public lands and resources. Potential massive withdrawals from mineral entry are also included in HR-2262. Among the lands that could be off limits to miners under HR-2262 are wilderness study areas, areas of environmental concern and 23.6 hm2 (58.5 million acres) identified as Roadless Rule. States, political subdivisions and Indian Tribes would also have more authority to withdraw lands, she said. To combat the proposed changes, Skaer made 10 trips to Washington D.C. on behalf of NWMA members in 2007. In her presentation at the annual meeting, she also objected to provisions that include no life-of-mine permits and uncertain permit renewals and new and duplicative environmental standards that she said are vague, ambiguous and inconsistent with current federal and state environmental laws. Debra W. Struhsacker, an environmental permitting and government relations consultant, also spoke on the issue of HR-2262 with a presentation titled ?The House mining law bill ? Rip van Winkle is back ? and he?s meaner than ever.?

Jan 1, 2008