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By K. H. McDaniel, L. Griswold

The Waste Isolation Pilot Plant (WIPP) is adding a third fan to operate in parallel with, and supplement, its two existing main fans. An engineering analysis conducted in 1995 identified the need for improved system availability and efficiency. The WIPP, located near Carlsbad, New Mexico, is a U.S. Department of Energy (DOE) Carlsbad Area Office facility designed to permanently dispose of U.S. defense-generated transuranic waste in a deep bedded salt deposit. Engineers at the WIPP performed a feasibility analysis for either modifying, supplementing, or replacing its two main mine fans. Since the centrifugal fans were installed in 1988, multiple operational and performance concerns have been identified. A comprehensive engineering study was conducted (McDaniel, et al., 1997) to: identify and quantify operational concerns, evaluate possible alternatives, and recommend an optimum solution. The study indicated that adding a third single-duty centrifugal fan similar to the two existing fans, and equipping that fan with Inlet Van Controls (IVCs) was the best choice. This alternative provided the most desirable combination of operational readiness, and improving system performance. The fan installation project accommodates several operational and scheduling constraints. WIPP is scheduled to receive waste in May 1998. This milestone is proceeded by an operational readiness review. Fan installation could not be allowed to compromise the WIPP's ability to declare facility readiness and had to minimize operational disruptions during the system tie-in. All engineering for the project is completed and physical modifications started in July 1997. The project was completed in 1998.

Jan 1, 1999

By Timothy P. Smirnoff

Sustaining the region?s mobility needs, achieving projected economic growth, and maintain Midtown Manhattan as a center of regional, national and global importance has led to continued investment in commuter rail and transit infrastructure in New York City and resulted in design and construction of large underground caverns. The current plans for stations in Manhattan include New York Penn Station Expansion (NYPSE) caverns for Trans Hudson Express (THE) Tunnel Project for New Jersey Transit (NJ Transit) and the Port Authority of New York and New Jersey (PANYNJ), Metropolitan Transportation Authority Capital Construction Long Island Railroad (MTACC/LIRR) twin caverns for East Side Access (ESA) Project, and station caverns of the No. 7 Line Subway Extension Project and Second Avenue Subway Project for Metropolitan Transportation Authority Capital Construction/New York City Transit (MTACC/NYCT). This paper provides a general overview of these large caverns now in design or construction in Manhattan, the area?s geologic setting, the geotechnical factors considered and approaches commonly applied for cavern design.

By Birger Schmidt

INTRODUCTION Conceptual design of the first Exploratory Shaft (ES-I) for the Nuclear Waste Repository in Basalt (NWRB) began in July 1981; detailed design began in February 1982, and was largely completed by December (RKE/PB, 1983). The intent was to begin shaft construction by January 1983. The site had been prepared at that time, a construction manager selected and on board, the starter hole excavated and lined, and steel casings were under procurement. Government policy changed, however, and construction was halted before the drill rig started turning. Construction is now planned to begin in 1988. ES-I is a part of the site characterization program for the NWRB. The shaft will be used to develop production data and related information relative to drilling shafts at the site near Richland, WA, and to provide access to the repository horizon for site characterization and testing. The early program called for one shaft and some 330 m (1000 ft) of drifting. The program has since expanded to include a second shaft (ES-II) and more extensive drifting and testing. Currently, both shafts are planned to be 1.8 m (6 ft) in finished diameter, but studies are underway to determine if the second shaft should be larger. The drilling method was selected for shaft construction primarily because it offered a significantly shorter construction period than conventional shaft sinking using freezing and grouting. The finished drilled shaft will be lined with a continuous steel lining. Personnel are safer during construction with a drilled shaft than with a conventionally sunk shaft. The drilling method

Jan 1, 1987

By H. Do, R. Yoon

Mineral flotation is effective over a relatively narrow particle size range of approximately 10 to 100 µm. If the upper particle size limit can be increased, however, a run-of-mine ore may be coarse ground, and only the middlings are ground further to achieve required grades. This will result in significant energy savings and increased throughput. In this communication, methods of increasing the upper particle size limit will be discussed on the basis of a flotation model that can predict flotation from both hydrodynamic and surface chemical parameters. An example of increasing flotation recovery by control of a chemistry parameter is given.

Jan 1, 2007

By Neil C. Hario

The purpose of this paper is to explore the various designs and design alternates available for large fine crushing plants, and to discuss objectives and criteria upon which these designs are founded. Common practice for size reduction of run-of-mine or run-of-pit ore in preparation for subsequent treatment utilizes a three-stage system. First stage, or primary breaking is generally carried out with jaw or gyratory crushers. The usual output from this stage provides a feed for fine crushing in the size range of 6 to 10 inches. This discussion is limited to the process of fine crushing, and we will further limit it to what is commonly called secondary and tertiary crushing. We define a large crushing plant as one with a minimum capacity of 2,000 tons per hour. Generally, these plants utilize cone type crushers to reduce ore for rod, ball, or pebble mill feed.

Jan 1, 1970

By A. S. Azman

The mining workforce experiences high rates of hazardous noise exposure and hearing loss. However, previous studies have identified specific behavioral and attitudinal barriers that keep miners from effectively acting to prevent their own hearing loss. NIOSH has developed several new hearing loss prevention tools and interventions that specifically target these barriers to prevention. The NIOSH Hearing Loss Simulator addresses motivation to take action and knowledge about the consequences of noise exposure. The QuickFit earplug test device and QuickFitWeb online hearing protection tester address barriers to effective earplug and earmuff use by verifying at least 15 decibels of protection. The NIOSH Roll-Pull-Hold technique helps miners obtain better protection through an easy-to-remember set of steps that improves attenuation by 9 decibels. The ?Inquiring Ears Want to Know? fact sheet helps miners to understand audiograms and to use them to maintain their hearing health. Each of these interventions can be used within the context of a comprehensive hearing loss prevention program.

Jan 1, 2010

By William F. Lawrence

Within ten to fifteen years, coal-fired power generating stations will be producing over 40 million tons of coal-ash annually in the United States. The largest part of this ash will be emitted from the boilers, entrained in the off-gas stream and trapped as flyash. However, about 15 percent (six million tons) will he removed from furnace bottoms as bottom ash or molten coal-ash slag. In current practice, the molten coal-ash slap is generally water quenched and then transported either as a slurry or in granular form to storage or disposal areas. Although a small amount of this slag is marketed as abrasive grit or as roofing granules, most of it is considered a waste material which must be disposed of at considerable cost to the power companies and therefore to the public. The accom¬panying economic loss in terms of unused raw materials and displaced land is not as obvious but is just as real. The Coal Research Bureau at West Virginia University under the sponsorship of the U. S. Bureau of Mines has been examining the possible utilization of both coal-ash slag and flyash in the mineral wool industry as a method of partially alleviating the growing national problem of solid waste disposal. The potential marketing situation for mineral wool manufactured from coal-ash is illustrated in Figure 1. This bar graph depicts the growth in value of mineral wool shipments1 from 1949 through 1966. In this 17-year period, the value in¬creased by over 350 percent, more than 20 percent per year, despite a decrease in unit cost of mineral wool. It therefore appears likely that coal-ash could find a steady market as a supplement to existing sources of raw materials for mineral wool production.

Jan 1, 1970

By Everett M. (Original by) White

Numerous articles have been written about the coal mine ; he has been compared with brave men who have gone out to conquer some unknown hazard throughout the ages. Now, however, modern mining is no longer something to be avoided, but a vocation that anyone can be proud of, with remuneration equal to or above that of almost any industry. A concerted effort is being made each day by both the operators of most mines as well as the state and federal inspectors to see that coal mines are as safe or safer than work places in any other industry. How- ever, it is true that mine fires and explosions have occurred in the mining industry since its inception. One of the earliest accurate references to such an occurrence is found in the transactions of the Royal Society of London. In the Colliery Managers' Handbook, 1898, Caleb Pamely writes of an explosion that occurred at Fatfield, England in August 1708, resulting in the deaths of 69 persons. He states: "Three of them, viz, two men and a woman, were blown quite up from the bottom of the shaft, fifty-seven fathoms deep, into the air, to a considerable distance from the mouth of the pit." It is interesting to note that women were employed as miners in England during that period. In the United States, the first record of coal mined was in 1702 by the Jamestown colonists. In 1786, about 20 years after Pittsburgh, PA was first settled, a charter was granted by William Penn to mine coal on the banks of the Monongahela River. Then in 1803, the first important coal company, the Lehigh Coal Co., was established. From this beginning, the mining industry continued to grow in importance and the first state mining law was formulated in 1870. The Pennsylvania state mining law was followed in 1873 by Ohio's, and in 1876 by Maryland's. A mine explosion at Avondale, PA in 1869 stimulated state legislatures to formulate these early laws. In 1907 near the town of Fairmont, WV, there were, within three days, two explosions resulting in a total of 597 deaths. Because of this, the federal government took action and by 1910, the US Bureau of Mines had been established. This was perhaps the most significant change in health and safety for miners during the first half of the 20th century as the USBM concentrated its entire efforts in the study, research, and testing of methods totally directed towards improvement of the health and safety of the miner. After a mine disaster in Illinois, a federal law was passed in 1940 calling for federal coal mine inspectors. Then in 1969, Congress enacted the Federal Coal Mine Health and Safety Act following a mine explosion near Farmington, WV. In 1977, the law was revised and included noncoal mining operations.

Jan 1, 1981

By J. Humphrey

Introduction The weight of a Mining Truck can be affected by field modifications, the selection of items like tires, rims or even the conditions in which it operates. Truck performance and the compliance with a number of ISO standards, e.g. braking, steering and ROPS are dependent on truck weight. It is critical that truck owners understand the impact of changes in weight1. What makes this even more difficult for owners to evaluate is that there is no standard terminology or definitions for Mining Truck weights. This paper discusses and defines weight terminology, how it applies to performance and standards and the impact on the application of Mining Trucks.

Jan 1, 2007

By Brian Garrod

Increasing use of pressurized-face tunnel boring machines in North America has produced a similar increase in the application of precast concrete tunnel linings. Where a pressurized TBM is needed, immediate ground support and ground water pressure resistance is also required. A segmental lining installed within the TBM tail shield provides the only available means of providing such a sealed lining. This paper addresses new developments in North America in lining applications and design. For the purposes of this paper, a precast concrete tunnel lining is defined as a tunnel lining constructed using precast concrete segments that are assembled into a lining ring. The lining rings are connected adjacent to each other to form a tunnel lining. Each segment has a sealing gasket around it so that when the lining is completed, it provides a fully waterproof lining system. The ring is erected within the tail shield of the TBM and the annular gap around the ring is filled with grout as the machine moves forward. The ring is not expanded and normally provides the finished lining of the tunnel with no requirement for a second pass lining. The TBM has a series of hydraulic rams that push on the leading edge of the segmental lining to provide the sole system of forward propulsion for the machine. The rings are tapered, being longer on one side than the other. This allows the rings to be installed either on a curve or in a straight line depending on the rotational position of the rings.

Jan 1, 2008

By G. W. Cutting

It is well known in both the research field and in commercial flotation processes that the grades and recoveries obtained from flotation plants are heavily influenced by the structure and height of the froths produced in the flotation cells. The development of steady-state mathematical models of flotation processes based upon practical and readily obtained parameters have demanded detailed information about the structure of flotation froths. The important parameters are the distribution of floating values, gangue and water in the froth with respect to froth height, cell pulp density, cell air flow rates and flotation inducing additives. Little work has been conducted in this field although considerable attention has been paid to bubble loading and other factors close to the cell froth/pulp interface. Laboratory batch tests are prefaced for the derivation of the above mentioned parameters for both practical and economic reasons. The standard laboratory flotation tests using a batch cell produces a froth of low height (1 to 3 cms generally) together with a varying cell pulp density as the test progresses due to the addition of top up water and the removal of froth from the cell. This form of test can be considered only as giving information about froth conditions close to the cell froth/pulp interface under conditions of widely varying cell pulp densities. In commercial processes the froth heights are much larger (frequently greater than 10 cms); therefore the laboratory batch test, although useful in many ways, does not directly yield parameters relating the state of the froth flowing over the cell lip to process operating conditions. To investigate flotation conditions, where more realistic froth heights are developed, an equilibrium type of batch cell has been developed at Warren Spring 1 Laboratory . In this a tank with high walls is used to contain the pulp and whole froth and, after a short period of operation, an equilibrium between froth

Jan 1, 1975

By Valerio Violo, Antonio Raschilla, George Kafantaris

"The Cityringen project in Copenhagen, Denmark will form a new circular line in the city center and will consist of 21 new stations (17 + four transfer stations) and approximately 31 km (19 miles) of earth pressure balance (EPB) twin-bored tunnels.The new tunnels passed under the historical building of Magasin du Nord, McDonald’s and two pubs in the heart of the city with a minimum cover of about 4 m (13 ft).To minimize the movements, a complex system of compensation grouting and jet grouting soil treatment was performed. A detailed action plan between the parties involved allowed coping with the critical tunnel boring machine’s (TBM) successful passage.The Cityringen is an extension of the existing metro line underground Copenhagen and will include the City Circle Line, 15 km (9.5 miles) of twin tunnels looping around the city. The City Circle Line will form a new circular track inside the city center and will intersect the existing M1 and M2 lines at Kongens Nytorv and Frederiksberg stations, as well as suburban train services at København H, Østerport and Nørrebro. It will extend the Metro network to the Nørrebro, Østerbro areas and the central station at København H (Fig.1). The two new lines M3 and M4 will run on the same tracks, but the M3 will be a circle route running around the entire line, whereas the M4 will drive from the station to the north side of the city.The €1.5 billion design-build contract was awarded by Metroselskabet in January 2011 to the Copenhagen Metro Team (CMT), a joint venture (JV) between the Italian companies Salini, Tecnimont Civil construction and Seli SpA. Since the bankruptcy of Seli SpA and Tecnimont, Salini Impregilo now owns 100 percent of the JV shares. Seli Tunneling Denmark ApS, a subcontractor to CMT, was initially constituted as a Seli SpA subsidiary and, following the economic difficulties of Seli SpA, was acquired in 2015 by Salini Impregilo. Seli Denmark is in charge of the tunnels excavation and lining and owns the four 5.84-m (19-ft) diameter Seli/Kawasaki earth pressure balance machines."

Jan 5, 2017

By John W. Greene

For the past two years, Tenneco Minerals Company has been evaluating a refractory, pyritic, carbonaceous gold deposit, Results from agitated biological oxidation reactor tests show the gold extraction was increased from 15 to 90 percent using microbial oxidation, Also, no preg robbing occurred after complete microbial oxidation. Three column biological oxidation tests were then initiated on minus 1/2 inch ore. Biological oxidation was discontinued in two of the three tests, These columns then were leached with cyanide. The maximum gold recovery was 62 percent. No preg robbing was observed,

Jan 1, 1990

By Rameshwar Sah, Bharath Kumar Shanmugam, Govinda Raj Mandela, Marutiram Kaza, Harsha Vardhan, Harish Hanumanthappa

Iron ores obtained from different sources differ in their chemical and physical properties. These variations make the process of grinding a difficult task. The work carried out in this context focuses on three different samples of iron ore, viz., high silica high alumina, low silica high alumina, and low silica low alumina. The grinding process for all the three iron ores is carried out individually in Bond’s ball mill and the total retention time taken by each iron ore sample is calculated. The present investigation focuses on utilizing the calculated retention time of the iron ore as a standard grinding reference time to the laboratory ball mill for optimizing the grinding time of each ore. The desired P80 (150 μm) with an acceptable range of hematite liberation (> 75%) was obtained in the laboratory ball mill after reducing 6 min from the total retention time taken in the Bond ball mill.

By S. Lu

The particle-bubble attachment and the rupture of formed aggregates in flotation cell were investigated in terms of turbulent regime. It was found that the particle-bubble collision rate is closely correlated to the energy barrier between particles and bubbles, and no adhesion takes place for the hydrophilic particle-bubble system due to the introduced ?capture efficiency? f(a) being zero. The values of an especially defined Weber number, i.e. the ratios of turbulent stress to aggregate strength in the inertial subrange of turbulence were estimated, the results showed that the detachment of a particle from a bubble involved in an aggregate is mainly caused by the turbulent stress only in the impeller zone, no bubble splitting occurs both in the impeller zone and in the bulk zone.

Jan 1, 1993

By M. Henneman, M. Kosma, M. Eyll-Vetter

"For a long time, the recultivation of depleted opencast mines and operating systems was aimed at restoring the original state. The focus, as desired by policy-makers and the local population alike, was on restoring high-quality agricultural land and on creating reforested areas of value that suit their location. Until the turn of the millennium, recultivation measures were only rarely the subject matter of public planning processes beyond these general objectives. They were never regarded as nucleus and origin of sustainable structural developments. The rehabilitation of inactive lignite opencast mines in central and eastern Germany brought about a change in mind-set that understood recultivation to be a unique opportunity to completely redesign a landscape and gear it towards the future in the Rhenish mining area as well. The ""Inden residual lake"" and ""terra nova"" projects, planned in the last 10 years in cooperation with policy-makers and authorities, are two undertakings that provide sustainable structural impetus for the future today."

Jan 1, 2011

By St. Mergentime, K. Zeidler, V. Gall

2001, the New Jersey Transit Authority commissioned the JV Merco-Obayashi with the rehabilitation contract of the approximately 130-year-old, 4,200 ft long, partially brick- lined Bergen North Tunnel. The contract entailed the tunnel enlargement, shotcrete and rock dowels initial support according to the NATM, a waterproofing system, tunnel drainage and a cast-in-place concrete lining. The rock conditions encountered required design adaptations and significant modifications of the initial tunnel support. Flexibility, skill and extensive experience on the Authority’s and Contractor’s side finally lead to a success. This paper describes the operations and design modifications carried out.

Jan 1, 2003

By E. Fernandez

HIGH SPEED RAILWAY NETWORK Spain is a very adequate country to develop the high speed railway network thank to its geographical feature which has a 600km long radius, from Madrid- the capital that covers mostly the whole country. Therefore, the railway is a major competitor of the airline. In Spain, the new access to the north and northwest is nowadays the most important railway project which will allow a significant saving of time in the near future to the central plateau and the northern territories. Time savings as well as strict environmental considerations have been the main objective of various studies during the last decade leading to Guadarrama and Pajares tunnels as ones of the optimum solutions. Cordoba-Malaga high speed railway, the extension of the present Madrid—Sevilleline, through the Abdalajis range and the rail project to cross oriental Pyrenees between Spain and France are another two samples of large tunnels currently underway. In these four projects, the ground already encountered and to be soon encountered is highly variable, from very hard granite and gneiss in Guadarrama and Pertus to very poor argillite in Abdalajis, shale in Pajares and schist in Pertus. A number of faults are also expected. Hence, double shield hard rock TBM has been chosen. Figure 1 shows a general scheme in four projects. These four projects represent a total of 2 × 68 km of which 87 km are under DRAGADOS contracts. PROJECTS UNDERTAKEN BY DRAGADOS Guadarrama Tunnels This project is the longest twin tunnel with 28.377km, in Spain and considered one of the longest in Europe. The operating speed will be 300 km/h. This tunnel will link Madrid and the north territories through Guadarrama range. (Figure 2). The south portal is placed at el. 997.8m above the sea level. The tunnel starts with an inclination of 3‰, increasing until 15‰. After 6,620m length, the tunnel passes under the Morcuera ridge with an overburden of 960m. After 13,400m length, the elevation is 1,024m which is the highest point, and then the tunnel declines with a slope of 9.5‰, 2‰ and 19‰ until the north portal in Segovia province. At the border of Madrid and Segovia that is Penalara peak, the maximum

Jan 1, 2005

By E. Lammer

"Underground mining processes are dangerous. The design of mining equipment, which is able to cope with the hostile underground environment, is a challenge for all machine manufacturers. Presupposition for realizing the vision of SANDVIK for zero harm for working with SANDVIK equipment is the installation of the appropriate processes. Into the product engineering and product development processes of Sandvik Mining and Construction, a specific "Product Safety Process" has been integrated, where all safety related activities like identification of all life cycle hazards, risk management and safety verification / validation are planned, performed and documented. Product safety shall be „designed into" the products. Therefore, specific research activities have been started, to address the safety and health related topics for the development and for the engineering of SANDVIK mining machines."

Jan 1, 2011

By Patrick J. Doig

The contract for the construction of the Inline Pump Station for the Milwaukee Metropolitan Sewerage District involves the sinking of three shafts and the excavation of a pump chamber. The shafts are being sunk to a depth of 104 meters and pass through 52m of sediments before encountering dolomitic bedrock. The pump chamber is constructed in dolomite. The sediments are alluvial, estuarine and lacustrine in origin, with some ice margin deposits. They comprise loosely consolidated fine to coarse grained sand, silts, clays and gravels, and they are heavily saturated with a water content often above 60%. The water table is at a depth of 3m. The dolomite is silurian, generally dense, with some clay-filled vugs and shale partings. Until 1983, underground construction in the Milwaukee area had been limited to depths of 26m in the sediments and 20m in the dolomites. Water control methods had included caissons, compressed air, extensive internal and external dewatering, and grouting. Flows of 20 liters per second were commonplace with as much as 80 liters per second being encountered in the rock. However, in 1984 work was commenced on the deep sections of the Milwaukee sewerage scheme with the letting of three major contracts including the Inline Pump Station. With excavation taking place at greater depths, it become obvious that previous methods of water control would be inappropriate. To protect against major inrushes of high pressure water in the rock, an extensive program of pre-grouting from the surface was specified. Water control in the sediments was left to the discretion of the contractor and in each case freezing was choosen. This paper describes in detail the grouting and freezing procedures.

Jan 1, 1985