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By Peter Chou, Pooyan Asadollahi, Danny Lin

To maintain flexibility and ductility of tunnels crossing active faults, various mitigation measures are being utilized depending on fault offset movements and seismic design criteria. Examples of those approaches are simple bell and spigot joint, articulated joint, and complex deformable longitudinal bolt and spring joint system with seismic isolation washer. This paper presents a summary of tunnel fault crossing mitigation approaches and design considerations using previous relevant experiences in California as well as case histories from Japan, Taiwan, Turkey, Greece, and Italy found in literatures. Comparisons are made between large and small diameter tunnels, transportation, and utility tunnels, as well as bored, mined and cut-and-cover tunnels. Recent innovations, such as Japanese and Italian techniques, for tunnels crossing active faults are also discussed.

Jun 13, 2021

By L. L. Chasko, D. W. Alexander

Los investigadores del National Institute for Occupational Safety and Health’s Office of Mine Safety and Health Research han evaluado los efectos que la malla de control de suelos podría tener en la distribución de polvo flotante de roca y carbón en minas de carbón. El creciente uso de mallas para controlar el desconchado o caída de material del techo y las vigas introduce superficies elevadas adicionales para recolectar el polvo de roca o de carbón. Es posible que el potencial para la propagación de explosión del polvo se incremente si el polvo flotante de carbón no es convertido en inerte de manera adecuada. Adicionalmente, la malla podría interferir con la recolección de muestras representativas de polvo cuando se usa el método de recipiente y brocha desarrollado por la U.S. Bureau of Mines y usada por la Mine Safety and Health Administration para muestreo de banda. Este estudia hace una estimación del polvo de roca o carbón adicional que pudiera acumularse en la malla y desarrolla un método para recolectar muestras de polvo representativas atrapado en las mallas.

Jan 1, 2014

By James J. Anthony

High-angle in-pit conveying is an idea that is being seriously studied by a number of important mining companies in North America. Its application in coal, iron ore, and copper mining is expected to reduce mine operating costs considerably compared with the conventional discontinuous methods, such as truck haulage, which are fuel, labor, and maintenance intensive. Therefore, a mine introducing high-angle in-pit conveyors will gain a competitive advantage over mines which continue to use conventional haulage. While the capital outlay for in-pit conveyor systems obviously varies depending on pit depth, the angle of incline, and the capacity required, it generally will not exceed that of truck haulage when all Factors are taken into consideration. These factors include the cost of excavation, as measured in relation to the volume of minerals mined, the cost of building truck ramps and roads, and the capital outlay for the trucks and maintenance facilities. In many cases, in Fact, the capital outlay will be less than for truck haulage. This cost advantage will best be realized by new mines, whereas in existing producing mines the switch from truck haulage may involve the abandonment of a substantial capital asset.

Jan 1, 1983

By C. G. Anderson

Extraction of valuable resources from complex orebodies will become more common. This is obvious for two reasons. First, the cleaner and more readily processed ores have continually been depleted through centuries of mining. Second, new technologies have evolved for effectively handling complex ores. One of these new processes has been in place at Sunshine since 1984. Based on sulfuric acid oxygen pressure leaching with nitric acid as an oxidizer, this patented technology allows silver and copper to be efficiently recovered from a complex sulfide concentrate. As efficient as it is, this process represents novel technology found nowhere else on an industrial scale. As such, a research program was undertaken in 1989 to optimize this leach process and to better understand it. From this study, several potential plant improvements were found and recommended. As a result, two of these options, nitric acid replacement by sodium nitrite and concentrate regrind are now used in day to day operation at Sunshine. Patenting of these changes was recently accomplished (1). Thus, the development, perceived mechanisms, plant integration and potential applicability of this technology will be covered in this paper.

Jan 1, 1994

By William H. Mount

Since the late 19405, St. Joe has operated rubber-tired, trackless mining equipment underground in its Southeast Missouri Lead Belt operations. At first, the trackless equipment was operated in conjunction with rail haulage equipment in the room-and-pillar operations, but was to later replace rail haulage completely. The first pieces of equipment to travel on pneumatic rubber tires were short-haul shuttle cars of 12-ton capacity hauling rock from the heading to the mainline railroad. Early-model drill jumbos were the next pieces of production equipment to be carried on rubber, along with mobile slusher ramps. Mobile diesel equipment, in the form of conventional rear-dump trucks, made its appearance underground in the early 1950s, introducing the era of relatively high-speed mobile equipment as compared to the electrically powered shuttle cars. Haulage distances for rubber-tired vehicles were no longer dictated by trolley lines and trailing cables and tires were subjected to increasingly severe applications. St. Joe's first completely trackless mine, the Hayden Creek Mine, was opened in 1952, employing rubber-tired drill jumbos, electric shuttle cars, and for the first time, an articulated diesel truck consisting of the tractor unit of a conventional earthmoving scraper and a rear-dump rock wagon. Those machines rolled on the first true earthmover tires to be used underground by St. Joe. The articulated truck concept proved to be very successful, and constitutes an In- creasing portion of the underground haulage today.

Jan 1, 1975

By Salvatore Fancello, Ferruccio Cribari, Amerigo Tanzi, Mauro D’Angelo, Massimo Lodico, Alessandro Bertero, Eliano Romani, Tommaso Gondolini, Fabio Giannelli

"The new metro line “C” entails the construction and rehabilitation of 24 stations and 21,5 km of metro line, 13 of which carried out underground; the new metro line will improve the transportation system of a congested city such as Rome.The new line “C” of San Giovanni metro station will be constructed adjacent to the existing line “A” of San Giovanni station; the new metro line “C” is deeper than line “A” and will underpass the existing station. The underpass project envisages an Artificial Ground Freezing in order to excavate two new tunnels, while keeping trains running in the safest possible condition.In order to allow trains to regularly run to and from the existing station’s line “A”, a temporary structure for rail support, during excavation of the under-crossing tunnels, was installed and a real-time monitoring system was devised in order to control both soil temperature during freezing activities and the existing station’s behavior. The monitoring system has been one of the key to the success of the project.The excavation of tunnels under the water table, with a hydraulic head of over 10 m in not homogeneous soils having different mechanical properties and permeability and below existing sensitive structures, involves special ground freezing sequences and methods, as well as peculiar drilling systems and operations, such as TDDT (Trevi Directional Drilling Technology).THE NEW “C” LINE OF ROME’S METROThe world’s most complex and extraordinary Metro System is currently being built in the heart of Rome. Its underground route stretches underneath the most important monuments, churches and historical buildings.Rome’s Metro Line C is the longest urban underground railway in Italy and it is the first line in Rome to extend further east to the Great Ring Road, thus bridging the gap between the farthest suburbs and the Historical Centre. It is an original project, carried out mostly underground at a depth of 25/30 metres below road level."

Jan 1, 2016

By P. D. Lafleur

A concerted effort to determine the quantities and effects of trace elements in the environment requires the application of a number of different analytical techniques in the same or in different laboratories. The interpretation of analytical data is often difficult because of differing results between analysts or even by the same analyst at different times. Standard Reference Materials (SRM), which are certified for their trace element content and are in a matrix similar to the one of interest, can greatly increase the accuracy of analysis and the reproducibility between laboratories. The United States National Bureau of Standards (NBS) has developed a number of SRMs applicable to the determination of trace elements in environmental materials. Two of these, SRM-1571, Orchard Leaves, and SRM-1577. Bovine Liver, are excellent for biological tissue analyses. Several new standards are of value for fossil-fuel analyses. These are: SRM-1632. Trace Elements in Coal; SM-1633, Trace Elements in Fly Ash; SM-1634, Trace Elements in Residual Fuel Oil: and SRM-1635, Trace Elements in Gasoline. In cooperation with the US Environmental Protection Agency, the NBS has recently concluded an interlaboratory comparison involving analyses by more than 60 laboratories on these fossil-fuel materials. The resulu of this intercomparison and the broad range experience with the biological materials will be presented showing both intratechnique and intertechnique variations, and the sensitivities and comparisons with the values certified by NBS.

Jan 1, 1975

By Aleksandar D. Bugarski, Dylan A. Ritter

The results of laboratory characterization of tailpipe emissions for three “clean” engines that meet U.S. EPA Tier 4 final emissions standards were used to assess the viability and effectiveness of repowering existing engines and powering new mobile equipment with those engines as a control strategy for reducing exposure of underground miners to diesel aerosol and criteria gases. The evaluated engines were representative of those that achieve the emission standards through implementation of various in-cylinder emissions control strategies, use of crankcase filtration, and use of three types of exhaust aftertreatment systems: (1) diesel oxidation catalytic converter (DOC), (2) combination of DOC and the full-flow wall flow monolith diesel particulate filter (DPF), or (3) combination of DOC, diesel exhaust fluid (DEF) based selective catalytic reduction (SCR) system, and ammonia slip catalyst (ASC). The study showed that the highest reductions in concentrations of diesel aerosols in underground workings, in terms of both mass and number, could be achieved if the engines, preferably in all power classes, are fitted with viable DPF systems. The use of U.S. EPA Tier 4 final engines equipped with DOC and DOC/SCR/ASC systems could help operators to considerably reduce mass, but not number concentrations of aerosols. The emissions of two of the evaluated engines, one equipped with DOC and the other equipped with DOC/DPF systems, were characterized by substantial secondary NO2 emissions that would limit the viability of those engines for underground mining applications. It appears that the catalyst formulations used in the exhaust aftertreatment systems of the “clean” engines marketed to the underground mining industry need to be formulated to minimize the potential for generation of secondary NO2 emissions. The results indicate that the engines fitted with viable SCR/ASC systems present a low-NO2 alternative. All three “clean” engines were found to have low CO output. Therefore, due to nuances associated with the use of diesel-powered mobile equipment in underground mines, special attention needs to be paid to the selection and potentially optimization of “clean” engines for underground mining applications.

Feb 1, 2025

By Lee W. Saperstien

At the heart of the mining process are a number of basic and fundamental tasks whose regular and repeated performance constitute the mining cycle. As will be discussed presently, these tasks are the basic components of the mining system. Section 9, Production Operations, provides the mine designer and engineer with an understanding of these tasks and with sufficient design principles to allow this person to create an efficient mine system. This section is meant to be an introduction and adjunct to subsequent sections that describe specific mining systems. However, sufficient design information is included here for the independent design of mine systems that may not be described elsewhere or for subsequent verification of existing designs. For the purposes of this section, mining subsumes excavation; thus this material applies to any excavation process. Accordingly, this section is written in general enough terms to include both surface and underground mining. It may be used also for civil engineering excavations that often involve the same steps. Obviously, the actual procedures undertaken in any specific mining system will appear to be very different from those taken in any other system. This is certainly true when comparing surface with underground methods. Yet the fundamental principles are often the same. This segment is written to explicate the basics. Wherever appropriate, the section will suggest the differences between the application process to surface or to underground mining.

Jan 1, 2008

By Oluwafemi Salami

Conducting full-scale fire experiments in underground mines is difficult and expensive. Sometimes, it is impossible to carry out fire tests in mines due to the danger they pose to mine workers and the underground facilities. However, understanding the potential occurrence of fires in a mine and their dynamics is critical to developing an appropriate emergency evacuation plan, fire suppression, and firefighting techniques. In this study, a numerical fire model using computational fluid dynamics (CFD) with fire dynamics simulator (FDS) 6.7.6 was developed to examine the influence of tunnel bifurcation on maximum temperature beneath a tunnel ceiling. The model was validated using full-scale experimental data. The maximum ceiling gas temperature predicted using FDS and measured maximum smoke temperature during the experiment shows good agreement. The study shows that bifurcation could lower the maximum ceiling temperature of fire-induced smoke in a subsurface environment. The findings from this study apply to the broader field of ventilation and fire life safety in tunnels and other underground environments.

Jun 23, 2024

By J. J. DeMull, B. A. Boster

Amax's Sleeper mine uses conventional cyanidation milling and heap leaching techniques to produce gold. Since milling operations commenced in March 1986, average ore processing rates have improved from the design rate of 455 t/d (500 stpd) to more than 720 t/d (795 stpd). Heap leaching was added to the process facilities in September 1986 at a design rate of 1.5 kt/d (1650 stpd) and current heap leaching rates exceed 2.7 kt/d (2950 stpd). Presented are descriptions of the Sleeper processing facilities with emphasis on the crushing and grinding circuits, a review of the selection of crushing and grinding equipment, and a summary of operating performance during the first 16 months of operations.

Jan 1, 1990

By R. B. Hopler

Explosives R&D has historically been motivated by coal mining. Whether to solve safety problems or to improve productivity and cost, the result has been the same: better explosives products and initiation systems. This process continues at an accelerated pace today due to the tools presently available to the explosives and mining industries.

Jan 1, 1993

By C. Frenzel, N. Blechschmidt

"INTRODUCTION There is no doubt about the time and effort companies put in establishing and maintaining their equipment. However, the question about how these companies can map the benefits comes up. Neither do they have the tools to quantify the benefit of their action, nor do they have the tools to know the actual quality of their current maintenance system. The resources used in the process seem futile to observers. It seems impossible to trace improvements and to get information about the impact of actions in retrospect. Improvements in maintenance performance cannot be recognised by management or shareholders. Thus the necessity for measuring the performance of maintenance systems is given. In this paper ConMoto is systematically showing the strengths and weaknesses of many companies' maintenance management and is providing field-tested proven design elements for measuring maintenance systems and implementing Value Oriented Maintenance. Considering only business assets in production facilities and related machinery out of all investment goods in Europe, you reach a value of around 9.7 trillion euros in 2008. In Germany alone the equipment replacement value amounted to about 1.9 trillion euros [8,10,11,13]. If you calculate a cross sector maintenance costs rate of 4.8 % (corresponding to the average value identified in this study), direct maintenance costs in European production locations add up to over 450 billion euros per year [3]. These figures speak for themselves. Yet maintenance is not only of enormous significance for European enterprises. Our experiences show that maintenance and asset management, particularly sustainability issues, are also increasingly moving to the forefront in the BRIC states, in the Middle East and in many emerging countries. First of all, in order to meet the resulting high quality and cost related requirements of maintenance systems, a comprehensive overview of the issue is needed. This overview is provided by a detailed analysis of 83 companies and production plants from various sectors – with amazing results. SIGNIFICANCE OF MAINTENANCE Current studies show the high financial significance of maintenance and asset management. According to the market study in the Asset Manager [9], in industrialised countries about 10 to 15 per cent of the labour force are employed in maintenance and facility management tasks. In Europe about 40 to50 million people are directly and indirectly involved in retaining the value of machinery, plants, buildings, transport systems and infrastructure facilities. A glance at the costs side also demonstrates the great relevance of maintenance. EU-wide annual direct maintenance costs amount to a total of more than 1,500 billion euros. In Germany alone they are about 250 billion euros. This impressive total is considerably exceeded by indirect maintenance costs caused by technical failures. Indirect costs are estimated to be five times higher (Figure 1). [7,12,14]"

Jan 1, 2018

By M. F. Corcoran

Rapid advances have been made in the past few years in the application of automatic controls and instrumentation to iron ore pelletizing plants. Present practice in applying instrumentation and control to the Grate-Kiln system of iron ore pelletizing is described. Major control points and loops are tabulated. Future trends in the application of digital control including computer data logging systems are described.

Jan 1, 1965

This United States Bureau of Mines study is based on a review of U.S. mine fire accidents that occurred from 1970 through 1989. Information on these accidents was obtained through investigative reports written by Mine Safety and Health Administration personnel. For this study, 260 mine fire accident reports were examined. A previous Bureau research effort established that fires causing fatalities were more likely to occur in haulage entries than at any other underground location. This study has found that the most prolific source of haulage entry fires was the inadvertent grounding of trolley wires. The largest segment (15 out of 40 trolley wire fires) resulted from not maintaining adequate clearance between the trolley wire and the vehicle. Several novel fire prevention and control ideas have evolved in response to frequently occurring fire-related problems. These included; discriminating power isolation devices, wire cutting devices, more accessible fire extinguishers, vehicle overcurrent protection, and vehicle fire suppression.

Jan 1, 1994

By Jon Y. Kaneshiro, Sean A. Menge, M. Luis Piek, Brian Barker

The Lake Hodges to Olivenhain Pipeline project is part of a 40-megawatt pumped storage project linking two reservoirs as part of the San Diego County Water Authority’s $939 million Emergency Storage Project. Seeking to expedite project completion, the project was advertised as Design-Build, a first for the owner. Awarded to Kiewit Pacific with Parsons as designer, the 1,750m (5,700ft) long, 4.25-m (14 ft) horseshoe tunnel was excavated with conventional drill-and-shoot technique. The mining method was well suited to deal with the shear zones, the very abrasive rock, and 13.3% and19.6% grades. At the apex of the alignment, a 60m (200ft) by 3.6m (12ft) diameter raisebore shaft with surge chamber to protect against pump malfunction was constructed. Upon completion of mining, the tunnel was lined with a 3m (10 ft) diameter high strength steel pipe. Scheduled to come on-line by January 1, 2008, the Lake Hodges to Olivenhain pumped storage project is valued at $108 million, delivering a reliable source of water in emergency situations and electricity-generating capability to meet the growing demands of the San Diego region.

Jan 1, 2007

By T. J. Batchler, K. M. Mohamed, D. F. Gearhart, R. K. Zipf

Seals are explosion-resistant structures built in underground coal mines to isolate abandoned mining areas from the active workings. An equivalent single degree of freedom (SDOF) method such as the single-degree-of-freedom blast effects design spreadsheet (SBEDS) developed by the U.S. Army Corps of Engineers can be used to design seals to resist mine explosions. The critical input for the SDOF code is the seal resistance function. The objective for this study is to develop engineering data for design of plain concrete (PC) and reinforced concrete (RC) seals using finite element (FE) models. The FE models can then be used to generate resistance functions for different PC and RC seal designs, which can be used in the SDOF codes. The U.S. National Institute for Occupational Safety and Health (NIOSH) researchers designed and built a test fixture for use in conjunction with NIOSH’s Mine Roof Simulator to apply a four-point bending load on the face of the tested seal. Eight large-scale experiments for each PC and RC seal were conducted. The experimental design considered the effects of the foundation strength, hitching and roof-to-floor convergence. Calibrated FE models for PC and RC seals were developed using ANSYS Ver. 13. With a very limited number of engineering-based assumptions and a single set of data—including Young’s modulus, compressive strength, stress-strain relationships, etc.—the PC and RC seal models successfully calculated the recorded resistance functions and failure patterns for a wide range of boundary conditions. Plug and RC seals were assumed for a 1.83-m- (6-ft-) high entry to demonstrate the application of the calibrated finite element models for calculating the resistance functions of these seals. The resistance function of a particular plug seal case was found to be a bilinear relationship. The resistance function of a particular RC seal without shear reinforcement was found to be a nonlinear relationship.

Jan 1, 2013

By Gordon Clark, Basar Arioglu, Nasri Munfah, Sanja Zlatanic, Tolga Togan

"The 13.2 m (43 ft) external diameter, double deck Istanbul Strait Road Tube Crossing is one of the most challenging underwater tunnel projects in the world. Subjected to 11 bars of hydrostatic pressure, variable geology, and being in a very active seismic area, the execution of the project required innovative solutions, sophisticated construction techniques and prudent risk management approach. The 5 km (3.1 mile) tunnel consists of a 3.4-km (2.2-mile) tunnel boring machine- (TBM) bored tunnel, 1 km (0.62 mile) twin NATM tunnels and cut-and-cover sections. The project is being delivered in a build-operate-transfer (BOT) contract in a public-private partnership. The technical challenges, coupled with financial and commercial risks required the implementation of sophisticated risk management tactics including the provision of independent design verification. The project was opened to traffic on December 20, 2016, four months ahead of schedule.. This article presents the technical challenges of the project from the design, construction, and risk management aspects..Project backgroundThe $1.245 billion Istanbul Strait Road Tunnel Crossing project, dubbed the Eurasia Tunnel, is one of several major infrastructure projects being implemented in the Republic of Turkey in a public-private partnership approach. The project provides a direct and easy connection between the Anatolian (Asian) side of Istanbul and the heart of its historical district on the European side across the Bosphorus Strait which connects the Black Sea with the Sea of Marmara. The project improves connections to a wide network of motorways on both sides, increase capacity across the Bosphorus by 100,000 vehicles a day, reduces congestion and saves motorists an average of 45 minutes of commuting time in each direction bringing significant economic benefits to the city and the region. It eases traffic across the strait, reduces congestion, decreases pollutants and emission while maintaining Bosphorus. It is the most complex part of the project with the greatest challenges and risks. Part 2 is 5.4 km (3.6 miles) long consisting of 3.4 km (2.2 miles) of 13.2 m ( 43.3 ft) external diameter TBM bored tunnel under the Bosphorus Strait, 1-km (0.62-miles) of twin NATM tunnels on the Asian side, cut-and-cover transition boxes in the Asian and the European sides and depressed approaches on both sides. In addition, this segment includes the toll plazas, ventilation buildings, and the tunnel control and maintenance facilities."

Mar 1, 2017

By Walter H. Schwedes

Ore grinding mills are really just slowly rotating barrels, but barrels that are growing in size so fast that the application of electric drives for them is rapidly approaching a technology like that for wind tunnels or pumped storage drives. This application is particularly worthy of care because some 40% of the 75 megawatts of power used by a large copper ore concentrator, or some 60% of the 200 megawatts supplied to a large iron ore concentrator, are for grinding. These ore plants are located where the ore is, not where a utility happens to be. So, the challenge is not only to choose a drive and .power transmission for reasonable cost, high performance, reliability and minimum maintenance, but to afford the interface between mill drive and power distribution and source systems to minimize the whole ore plant's monthly power bill, or costs of self generation. Conclusions can be reached in optimizing a drive selection only for each particular ore plant's set of parameters, but by identifying the criteria for selection and then weighting each type of drive per criteria, yardsticks for final choice become apparent. This is the purpose of this paper. Grinding action takes place inside the barrel, where the ore charge is ground with the aid of balls, or mill length rods, or large chunks of ore as in autogenous grinding.

Jan 1, 1972

By N. Paas

Diesel powered equipment has been operated in underground coal for more than 50 years. According to the Mine Safety and Health Administration (MSHA), there are approximately 3,000 diesel units operating in underground coal mines in the United States. This number is expected to reach 5,000 diesel units in 250 coal mines by the year 2000. Also, there are approximately 5,000 diesel units operating in metal/nonmetal mines such as trona, potash and salt mines: and more than 3,000 diesel units operating in Canada. This increased popularity of diesel powered equipment over trolley wire, electric trailing cable or battery powered equipment is because of improved safety, greater mobility, higher productivity and increased power of diesel equipment.

Jan 1, 1997