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By Dongsheng Zhang, Xufeng Wang, Wei Zhang, Gangwei Fan

"Large-scale longwall mining of shallow coal seams could cause mining-induced fractures to communicate with the surface immediately in Northwest China, leading to a series of mine safety and environmental issues, including crack formation, water loss, vegetation deterioration, land desertification, and spontaneous coal combustion. Therefore, an accurate and effective understanding of the spatiotemporal evolution law of mining-induced fractures in overlying strata and its relationship to upper aquifers is critical. In this paper, the application of the geophysical-chemical properties of radon in mining engineering is explored as a potential solution to the shortcomings of existing surveying methods. A radioactive measurement method is proposed for the detection of the development of mining-induced fractures in overlying strata in the Baoshan Coal Mine (BCM). The on-site trial indicated that the first weighting step is approximately 60 m, the average periodic weighting step is approximately 20 m, and the influence coverage of the advanced abutment pressure is approximately 30 m. The presented method could be used as an indirect technical support to increase the safety of coal mining by acting as a simple, fast, and reliable method of detecting mining-induced fractures in overlying strata.INTRODUCTIONAccording to the latest coalfield prediction results provided by China’s National Administration of Coal Geology (CNACG) (Zhou et al., 2013), China’s coal resources are mainly distributed throughout the West, e.g., Inner Mongolia, Xinjiang, Shaanxi, Shanxi, Ningxia, and Guizhou. Two major coal mining areas have been established in the Northwest and the Southwest, and are typically represented by Inner Mongolia and Guizhou (Zhang et al., 2010). Northwest China is an arid to semi-arid area, where the coal seams are typically shallow and covered by a thin layer of bedrock. In its natural state, the surface’s ecological environment is fragile. Large-scale longwall mining of shallow coal seams could cause mining-induced fractures to communicate with the surface immediately, leading to a series of mine safety and environmental issues, including crack formation, water loss, vegetation deterioration, land desertification, and spontaneous coal combustion. This can propel any potential ecological fragility into a state of actual destruction (Zhang et al., 2011). Therefore, an accurate and effective understanding of the spatiotemporal evolution law of mininginduced fractures in overlying strata has become the theoretical basis of solving the above issues."

Jan 1, 2015

By R. H. McCorkell

Radon emanation rates. J. and compositions of materials from the Canadian Certified Reference Materials Project (CCRMP) indicate that the fraction of the Rn produced that escapes, E, is usually 1% to 8% and the 238U decay chain is nearly in secular equilibrium. For some Chinese ore standards, E values are higher than f or the CCRMP materials. Standard ore tailings have 2/oPb concentrations higher than expected from their 226Ra concentrations and Rn escape rates (12 - 34%) . Biological materials have E ˜100%, their ash E ˜0%. Pelletizing ore powders at 20 000 lb/in2 reduces J by only 20 - 40% but only 2% of Rn escapes from pressed Li2B4O7 pellets and 0.01 - 0.04% from fused Na2B4O7 or Li2B4O7 discs. Large, difficult-to-explain random variations in J are observed in some situations but several highly reproducible ways of measuring emanation rates have been found.

Jan 1, 1986

By G. H. Thomas, M. C. O’Riordan, S. Rae

INTRODUCTION The British mining industry comprises 228 nationalised coal mines producing some 113 million tonnes of deep mined coal and employing 242,600 persons of whom 185,200 work below ground. There are in addition 174 small privately-owned coal mines employing 1500 persons underground and producing 1.5 million tones of coal. In the non-coal sector there are 108 privately-owned mines producing some 20 different minerals, including tin, wolfram, fluorspar, potash, rock salt, china clay, ball clay and fireclay. There are currently 4,100 persons employed in these mines of whom 2,346 are employed below ground. One mine producing potash employs 870 persons of whom 465 are underground workers. Since 1975 all matters relating to the health and safety of persons at work and of the general public who are exposed to industrial hazards have come within the purview of the Health and Safety Executive (HSE). The Mines and Quarries Inspectorate (MQI) is a constituent part of that organisation and enforces legislation applicable to all mines and quarries. The National Radiological Protection Board (NRPB) is a statutory and independent body that was established in 1970 to advance knowledge and provide information and advice about radiological protection. The NRPB has an agency agreement with HSE to provide advice and services relating to radiological protection, including protection against exposure to radon decay products in mines. There are as yet no statutory requirements controlling exposure to this source of radiation in Britain. Investigations for the presence of radon in British coal mines were begun in the mid 195Os. The concentrations found were of low order, typically around 2 pCi/l (Duggan et al., 1968). This was not surprising since big coal mines are well ventilated to control methane and airborne dust and it is now generally accepted that radon and its decay products do not constitute a health hazard in British coal mines. At one or two small mines where igneous intrusions were in close proximity to the coal workings, slightly higher readings were recorded. The MQI then commissioned NRPB to make investigations at metalliferous mines and in these much higher readings were detected. It was later agreed that the NRPB should undertake a survey of all non-coal mines in Britain to establish the extent of the problem. This survey was conducted mainly in 1973, (Strong et al.,1975) and follow-up surveys at various mines have since been conducted by the MQI. These investigations revealed that radon readings could be high in mines producing tin, haematite and fluorspar. Some small mines working other minerals in the same localities also showed high readings. More recently owners have been making environmental measurements at mines where there was some cause for concern. LEGISLATION AND RADIATION STANDARDS As a result of the survey work for MQI the Board in 1975 recommended an occupational limit of 4 WLM in a year from radon decay products together with a programme of radiological supervision (Strong et al., 1975). The MQI accepted the recommendation and advised employers and employees that the 4 WLM limit should be adopted. The limit corresponds to a concentration of 0.3 WL, equivalent to 30 pCi/l of radon-222 in equilibrium with the decay products, and was in accordance with an earlier recommendation by the International Commission on Radiological Protection (ICRP, 1959). ICRP recommendations are usually endorsed in Britain. It was recognised that some years would probably be required to achieve general compliance, and this is proving to be the case. Some confusion has been caused in Britain by the conflict between successive Euratom Directives on this and other standards of safety. As relative newcomers to the Community, we were not affected by earlier Directives, but the situation is different now. In 1959, the Commission of the European Communities provisionally recommended a maximum permissible concentration for radon-222 and daughters of 3 x 10-7 µCi/cm3, which corresponds to 300 pCi/l (CEC, 1959). The number was affirmed in 1962 (CEC, 1962) and reaffirmed in 1966 (CEC, 1966) but without any specification of the state of equilibrium. In 1976, the CEC again recommended 300 pCi/l, but on this occasion, the daughters were assumed to be present in the same quantities as in unfiltered air (CEC, 1976): this implies 40 WLM a year in poorly-ventilated mines. The formula is repeated in the latest version of the Directive (CEC, 1980), but the value is now said to be an interim one because it might not ensure compliance with the appropriate dose limit. ICRP (1955) recommended 300 pCi/l in equilibrium with the decay products in 1955 and reduced this value to 30 pCi/l for unfiltered air in 1959 (ICRP, 1959), endorsed it for equilibrium conditions in 1976 (ICRP, 1976), and held to it until 1980: these values imply respectively 40 and 4 WLM a year. The recent recommendation of the ICRP (1980) that the annual limit of intake for the decay products should be 0.02 J in a year corresponds to 5 WLM, but there is a rider that reduction should be made for exposure to gamma rays and long-lived airborne radioactivity. An allowance of 20% is suggested for uranium mines, implying 4 WLM a year for the decay products. The

Jan 1, 1981

By Gunter Zimmermeyer, Hartmut Eicker

Radon in the Environment Radon, as a natural nobel gas, can be detected nearly everywhere in the environment as a decay product of ubiquitous uranium. As it is emanated from soil and rocks measurable concentrations have been found at the surface of soils and in even higher concentrations in enclosed spaces like, for example, mines and buildings. While above soil surface activities caused by radon have been found in an order of magnitude of up to 1 pCi/l (Weigel, F. 1978), concentrations in enclosed spaces and mines are higher because of the lack of atmospheric circulation. Beside air circulation the relevant figure depends on the Ra226-concentration in the surrounding rocks or building material, as well as on emanation coefficient and the diffusion coefficient. While representative Rn222concentrations in well ventilated buildings are reported to be in an order of magnitude of 1 pCi/l maximum values up to one order of magnitude higher have been found in badly ventilated brick buildings (Ettenhuber, E., Lehmann, R., Clajus, P., 1978) (Aitken, J.H., et al., 1977). Just now it was stated that the reduced air circulation due to German legal regulations on energy conservation will increase radon exposure of the public considerably (Jacobi, W., 1979). Radon in Mines Radon exposure of workers is, of course, a matter of concern in uranium ore mines where relatively high concentrations of the uranium to be mined are present. Measures to protect workers' health have been implemented, based on experience on dose-effect relationship. They serve to meet exposure standards by limiting inhalation of radioactive particles, in reducing radon concentrations or in limiting working hours. Both improved measuring devices and capacity as well as the lower discrimination threshold enable to measure radon concentrations in other mines, e.g. in coal mines. It is known that radioactivity in coal is small compared with that in other minerals and even soil, rocks. Nevertheless, radioactive elements were identified in coal and so the question was whether the concentrations of radon in coal mines might be a subject of concern. The problems encountered when measuring radon in coal mines are described below, as the measuring device has to be flame proofed which is an important additional requirement. Measured radon concentrations in British coal mines have already been published (Duggan, M.J., Howell, D.M., Soilleux, P.J., 1968 (Dungey, C.J., Hore, J., Walter, M.D., 1978). The authors found concentrations of up to 14 pCi/l in Cornish mines. In most cases the values were in the order of 2 pCi/l. These results were consistent with measurements reported from U.S.-coal mines (Lucas, H.F., Gabrush, A.F., 1966). Such concentrations of radon were not considered to represent a hazard for British miners (Ogden, T.L., 1974). In Germany, too, first measurements have been carried out in five coal mines in the Saarland in the 60's. Air samples were taken at different places in the coal mines, dried, fed to an ionisation cell and measured by a device including reference cells. Samples taken at ventilated places showed radon concentrations consistent with the lower British results. They all kept within the standards of the first German regulation on protection against radiation. Measuring the radon daughters was renounced because of the relatively low radon concentrations and the requirements for flame proofness in coal mines. Moreover, it can be ascertained that because of the effective ventilation the disequilibrium factor between the decay products and the radon concentration remains far below the value of one (Muth, H., 1978) (Keller, G.). In 1979 the committee on mine safety and health protection in coal and other mines of the EEC proposed to have measured and evaluated radon concentrations in European coal mines to find out whether they complied with international standards. Great Britain and Germany agreed to this proposal and by commissioning such measurements to scientific institutes complied with the request to harmonize the methods used. In the Federal Republic of Germany, e.g. Westfälische Berggewerkschaftskasse (WBK) and Staatliches Materialprüfungsamt; Dortmund (MPA) were requested to carry out the measurements in coal mines of the Ruhr coalfield whereas Saarberg Interplan was responsible for the Saar coalfield. The WBK measurements are reported in later paragraphs.

Jan 1, 1981

By W. I. Enderlin, P. O. Jackson, J. A. Glissmeyer, K. B. Olsen

A reliable estimate of radon emissions to the environment from underground uranium mines was obtained through measurements of radon in ventilation air at 24 mines and from estimates of radon release from other mine sources. The total production of U308 from the mines sampled represents about 63% of the total U.S. production from underground mines (1978 statistics). Wide variation in the radon emission rate per unit of production was found from mine to mine. Using the total radon emitted and U308 produced by all mines sampled, an average of 26.7 Ci of radon was emitted per ton of U309 produced. The investigation includes a brief study of the sources of variation of the emission rates. A statistically significant relationship was found between the measured radon release rate and the cumulative ore production at several mines.

Jan 1, 1981

By J. Font

The RAF or copper fire refining process at the Caletones smelter of CodelcoChile consists of several pyrorefining stages that successively lowers the levels of S, Fe, Pb, As, Sb, Te, Se and to some extent 0 in the copper melt, allowing the production of high quality fire-refined copper of 99.93 % purity (RAF copper). This chemical feature of the RAF copper is only achieved by quite long processing times, and a considerable consumption of fluxes and fuels in the RAF vessels. The main goal of this study was to improve the RAF process performance by thermodynamic considerations and industrial scale tests, i.e., an in situ approach for the process as featured by intensive sampling, characterization and subsequent modifications. Thus, both theoretical and industrial data were derived, and based on kinetic and thermodynamic evaluations, a higher operational standard was achieved for the RAF process. These new operational practices allowed enhancing the overall economic of the RAF process, by reducing the time and operational costs, and consequently increasing the availability of the vessels.

Jan 1, 2007

By T. F. Pugsley, D. Gignac

"The historical background to the project dates back to the mid-30s with the discovery of surface sulphide showings in the Cape Smith-Wakeham Bay ultramafic belt. In the mid1950s, orderly exploration commenced with an extensive work program by Asarco, INCO, Lemoine, Falconbridge and Raglan Nickel Mines Ltd. on exploration permits. In 1966, Falconbridge and Raglan Nickel Mines interests merged. Extensive exploration, drilling, under- ground delineation of the Donaldson orebody and the construction of basic infrastructure such as camps, airfield, road links from Douglas Harbour to Donaldson and Katinniq, a distance of 60 km, were completed.Production project design at that time consisted of plans for a 50 000 mt per year nickel mining and concentrating operation, including a 2000 person community and smelter at Douglas Harbour. These plans unravelled in the mid-70s due to high capital costs, poor nickel market conditions and the realization that the Raglan orebodies were not large enough to economically support the construction of green field smelter and refinery facilities for processing Raglan production. Nickel market conditions in the late 70s and early 80swere generally poor, resulting in further delays on production plans.While recognizing the very high potential to discover increased tonnages of high grade(3% Ni) in excess of 20 million tonnes, the project was deferred into the late 80s when a serious re-evaluation of exploration potential occurred and the requirement to prove up additional reserves resulted in an underground exploration program at Katinniq covering the period 1990-1992."

Jan 1, 1996

By K. V. Lindell

THE 70-mile serpentine belt of eastern Quebec, producing 70 pct of the world's chrysotile, has 11 operating mines, two of which are underground, eight are open-pit, and one is both open-pit and underground. The combined operation, the Jeffrey mine, of the Canadian Johns-Manville Co., Ltd. is the largest producer in the group. Haulage All four of the separate operations falling under transportation at the Johns-Manville Jeffery Mine at Asbestos, P. Q., is handled by the company owned Asbestos and Danville Railway. A variety of equipment is operated over the 25 miles standard gage railway. Included in the scope of transportation are: 1-Hauling mill rock to the mill. 2-Hauling stripping and waste rock to the waste dump. 3-Hauling mill tailings to the tailings dump. 4-Hauling supplies from, and finished products to Danville. Main line tracks are permanent, but those within the pit and on the dumps have to be relocated constantly to follow the mining face and dump edges. Tracks within rock areas in the mine are laid on steel ties and can be moved by a bulldozer. Standard mechanical track shifters move tracks in dirt areas in the mine and on the dumps. Train-movements, both within the mine and over the out-lying tracks are controlled by a dispatcher located at the southwest rim of the pit. Steam locomotives haul all stripping, waste rock, and ore from the mine to the gathering yard at the northwest rim of the pit. Normally, two trains per operating shovel are used, with adjustment for optimum loading. In the event of shovel loading on the bottom level or in good stripping, service may be increased to three or four trains per shovel. From the gathering yard a 100 ton diesel-electric locomotive hauls the mill rock to the mill slips, a distance of about three miles. Electric or steam locomotives haul the waste rock and stripping to the waste dump located about two and one-half miles from the mine. Stripping cars are sprayed with a chloride solution and "gravelled" to prevent wet stripping from freezing in the cars during the cold months. Cars pass under a shaking screen which distributes an even

Jan 1, 1952

By Roger M. Buckeridge, Charles D. Reese, Silvio M. Martino, William T. Carey, Ansel H. Graham

FUNCTIONS OF RAIL HAULAGE SYSTEMS The principal application of rail haulage in under¬ground mining is in the movement of ore or coal pro¬duction from near the mining areas out to a processing plant. In some cases, such production haulage may end at a shaft pocket or slope belt conveyor transfer station, depending on the type of mine and the geo¬logical placement of the mineral being mined. Main-Line Haulage The basic reasons for choosing main-line rail haul¬age are high-tonnage production per shift and long haulage distances. The choice between rail and other systems, such as belt conveyors, is not easy and requires an integrated study of many factors: tonnage, distance, grade, product size, number of producing areas, ore reserve, safety, capital cost, operational and maintenance cost, and the mining system. Projecting a main-line rail haulage system for com¬parison with other systems requires a choice of many variables which are interrelated. The project must start with consideration of the mining system, tonnages per day, distances and grades, and loading and dumping conditions. Rail mine cars of different sizes and types are studied. High tonnage demands consideration of wider track gages. A suggested minimum for metal mines is 914.4 mm (36 in.); for coal mines, 1066.8 mm (42 in.). The choice of the train size should be governed by tonnage per shift, physical factors of loading and dumping, cycle time, and the number of trains that can be operated and safely controlled. After the size of the train is determined, the type, size, and specifi¬cations of the locomotive can be selected. The loco¬motive may be trolley, battery, or diesel; selection guides are discussed elsewhere in this chapter. The advantages of rail main-line haulage are high tonnage capacity, flexibility, reliability, safety, low operational and maintenance cost, and dual usage of the system (supply haulage, for example). The dis¬advantages are high capital investment, high installation cost, the requirement for more maintenance facilities, and restriction to certain ore reserves and mine pro¬jections. Supply Haulage Supply haulage is a basic requirement of any mine, but the type and volume of supplies vary with the type of mineral being mined, the mining methods, and the size of the mine. A mine developed for rail main¬line haulage gains supply haulage through the addition of a secondary track system to extend the main line closer to the producing areas. Additional haulage equipment, generally smaller, is also added. It is neces¬sary to design into the rail system more switch bypass points and train control systems. The track system standards demanded by rail main-line haulage con¬tribute to the reliability and efficiency of the supply haulage function, whereas a supply track system to supplement other haulage systems often suffers from poorer track and installation standards. When belt conveyors are chosen for production haulage, a rail supply haulage system is often installed rather than using rubber-tired vehicles for supply haul¬age. The conditions of the seam or ore body create these items for consideration: haulage grade of more than 6% favors rubber-tired vehicles; longer haulage distances favor rail; difficulty in maintaining a smooth roadway favors rail; and movement beyond the end of a rail system generally requires rubber-tired vehicles, making a single system rather than a dual system attractive. Although operation of a supply haulage system may be concentrated on a single shift of a multiple-shift mining operation, proper planning and supervision are required if the haulage is to be efficient. Often the newer personnel at a mine are assigned to supply haul¬age which may add to the difficulty of obtaining maxi¬mum efficiency. Supply haulage by rail offers the advantages of high reliability, lower maintenance, and high efficiency over long distances. The disadvantages are less flexibility, high installation costs, and rubber-tired vehicles for use beyond the inby end of track often required. Personnel Movement The efficient and comfortable movement of the miner to and from his work area has a significant effect on his daily output. Minimizing man-trip time also becomes more and more important as hourly wages increase. Personnel are generally moved over a rail system by one of three methods: a specialized personnel carrier to which a certain number of men who work in a certain area are assigned; a combination vehicle, used to carry personnel but also capable of being used as a light supply/utility locomotive during a working shift; and man-trip cars towed by a supply locomotive. The first and second methods are used in coal mines where long distances make speed and comfort important. The third method is more common in metal mines. Equipment Movement As mining equipment technology has advanced, many mining machines and their subcomponents have grown in size. This trend requires careful planning for adding specialized carriers to handle the movement of larger equipment. Continuous miners, longwall equipment, raise borers, and ventilation equipment are examples of machines which may be difficult to move and which require special handling. The selection of the weight, speed, and operating characteristics of supply locomotives used to move equipment is important. Larger mines may often justify a special group of loco¬motives for this application.

Jan 1, 1982

By C. P. Sandberg

INTRODUCTION. NOTWITHSTANDING the growing importance of this subject, no work specially devoted to it has hitherto been published. Having had to inspect during the last twenty years nearly a million tons of iron and steel rails for various countries, I have obtained experience of what rail manufacturers can practically execute, as well as of what railway engineers practically require. Bearing these two points in mind, I have from time to time published observations with a view to unite both interests, -that of the producer and that of the consumer,-and to reduce the specifications and the forms of sections to standards, or types, in order to facilitate the execution of the works and to improve the construction of permanent way. The Swedish government railways, as well as private companies owning railways in Sweden, Norway, and Denmark, have during the time above mentioned consulted with me and intrusted to me their rail inspection. I therefore owe to these countries much of the opportunity which I have enjoyed of gaining experience and position. Next to Sweden, America is the country which has most liberally favored me with its confidence in placing these matters in my hands. Through circumstances not under my control there has been little exportation to, and less work done by Europe for, America during the last six years ; but the recent revival of the rail trade has been the more gratifying to me, seeing that almost all the importers of American rails are still specifying for the Sandberg rail sections and inspection. It is therefore with .feelings of gratitude that I now beg to lay before the American Institute of Mining Engineers, and I hope, through that body, before the American railway world, the results of some experience which I have gained in the execution of work for their country, and which therefore belongs rightfully to

Jan 1, 1881

By Peter Johnson, David Barber, Lachlan Henderson

"Within underground portions of metro rail networks the traditional approach to a design fire has been to assume a worst credible railcar fire and develop ventilation and egress measures for life safety. This approach is being challenged as a rail network approach to design fires becomes a more practical and realistic approach. The network approach is based on utilizing an in-depth hazard analysis, to understand ignition and fire load sources in tunnels, above and below the floor of the railcar and within stations, and then utilizing a quantitative risk assessment to determine sets of fire scenarios. The process allows small, medium and large fires to be considered, with the consequences also being quantified. The selection of design fires has a significant influence on fire protection measures within a metro network and hence, is a major cost input. The rail network approach provides more robust decisions on fires, based on the hazards present. INTRODUCTION A fire within a rail car or one that occurs as part of a rail system can threaten the lives of users, maintenance staff and emergency services personnel. Fires in metro systems are rare events but can have severe consequences. As a result, any analysis of a potential fire must be thorough and rigorous and address not only regular accidents and small fires, but also very low probability, high consequence scenarios. The fire safety design process for a tunnel and station must start with the design engineers, contractor and operators making a number of key decisions related to fire protection measures, which may have significant cost considerations. One of the key aspects that influences the required fire protection is the design fire and the design fire scenarios, which is a key input for analysis. This paper provides an overview of the author’s experience in designing fire protection measures for rail networks in Europe, Australia and NZ, where a risk based framework is used to develop design fires and scenarios for the whole rail system – trains, stations and tunnels. This system wide approach is innovative, challenges the norms, but provides significantly more informed outcomes. The range of design fires will include small fires that may halt the network, larger fires for smoke hazard system design and significant post-flashover fires to assess the structural response."

Jan 1, 2016

By Henry E. Keniston

In every business today costs come under almost microscopic scrutiny. It's hard to conceive that less than 30 years ago there was no such cost consciousness apparent in overall industry. Railroads, through their almost absolute monopoly on freight handling, were one of the industries where little thought was given to overall costs. True regulation kept rates in line, but railroads did very little in the area of supplying equipment intended to help the shipper minimize his costs and at the same time result in savings to the rail carrier. During this period, except for isolated cases, railroads placed standard cars for loading. Most railroad car fleets consisted of box cars, hopper cars, flat cars and low side gondola cars certain roads having unique movements developed special cars to accommodate the particular product, but seldom did these cars move in general interchange service. Most of you are aware that several large companies built railroads of their own as an integral part of raw materials handling from remote sources to production plants located near concentrations of usage. On these railroads special cars were built with little thought to inter-change service. Examples of such railroads are the Duluth, Missabe and Iron Range, the Elgin, Joliet and Eastern, the Union Railroad, the Bessemer and Lake Erie and the Birmingham Southern.

Jan 1, 1972

By Raymond S. Shrode

Transportation is one of several important increments in the total market cost of most commodities. On a national average it has been reported that transportation accounts for about 25% of the total cost of a product at the market place. And industrial minerals are no exception. In fact, the proportionate cost frequently exceeds the 25% average. Further, it may actually determine the economic value of a deposit. Transportation may possibly be thought of as a specialized subject of concern only to a traffic manager and of only nominal interest to the mining engineer, the geologist or other technically oriented member of mineral producers' staff. However, in the industrial minerals field, interest is not commonly confined to exploration, development, production or marketing, but is in contrast an overlapping one. In a very real sense this broad area of interest in the total economics of the business is the specialty of the industrial minerals man. And transportation is a vital part of the total picture. Comments in this paper deal with rail transportation.

Jan 1, 1969

By Patrick Fantin

Mining ? The Past Safety Not a priority; Health Not a priority; Energy Manual Labour; Horsepower? Literally. Financially Robust For the Owner?s; Mining ? The Future Safety Zero Harm Health Understanding and elimination of Industrial Disease Energy Efficient use of energy through technology. Full value of renewable energy. Financially Robust Continually build shareholder value through optimum CAPEX/OPEX.

May 1, 2013

By John W. Brauns, David H. Orr

9.1-1. Description and Basic Function. A conventional railroad haulage system for a surface mine performs the function of transporting the ore and/or waste out of the pit to a crushing plant or dump. Trains consisting of a locomotive and gondola or side-dump care suitable for loading by power shovels are used. Gondola cars are restricted to hauling ore as a rotary dumper is required to unload them. Side-dump cars are more versa- tile, being satisfactory for carrying both ore and waste; but because of their additional dumping mechanism they are likely to be more expensive to maintain (12). Also they weigh up to two times as much as a flat-bottom car of the same capacity, and, therefore, fewer cars can be hauled per train. Standard-gauge track is most commonly used. Track systems incorporate temporary track of low quality in areas where moves are frequent and permanent track of high quality on main lines. Rail haulage enabled open pit mining to establish its reputation, for efficiency. Prior to World War II it was the principal type of transportation used in large pits. Other successful surface mine haulage methods have been developed since that time. These have served to supplement railroad transportation, permitting selection of a method that is best adapted to the peculiar requirements of each mining project. 9.1-2. General Applicability and Controlling Physical Conditions. For handling rough rock, the shovel-train system is unexcelled (6). The ideal application is in a physically large, but not excessively deep, open pit mine from which the coarsely blasted ore and waste must be transported distances in excess of three miles. If, in addition, a high production rate is to be maintained, railroad haulage will probably afford a lower cost per ton transported than will any other haulage method. Relatively gentle

Jan 1, 1968

By Armand Bur, W. R. Reichenstein

Since coal is one of the largest cost items in the production of electricity, its analysis for heat value and composition has been the subject of intensive study. Sampling started with crude hand methods, out of the railroad car or barge or from moving conveyor discharge, and progressed to reliable mechanical in-plant sampling systems. The mechanical system takes its sample from a falling stream of coal such as a conveyor discharge or crusher discharge hopper. But this has a disadvantage in that the identity of the coal is lost. Coal is shipped to the user in train-loads, often made up of shipments from various mines. When the cars are dumped into hoppers and the coal conveyed to the power station, the various shipments become mixed because residual coal remains in hoppers and chutes.

Jan 5, 1959

By completing a double-track railroad cut-off, involving a large volume of cut and fill, in addition to a half-mile bridge spanning an important French river, engineers in the zone of the Services of Supply have opened up a route by means of which hours of valuable time are being saved in transporting men and materials to combat areas. Its most valuable feature is that it provides a means for by-passing a certain city where several, French railroad lines converge and where, consequently, congestion of traffic has been responsible for delayed train movements. To avoid a double-track turnout, which would have involved a cross-over cutting one of the French tracks, the two track connections of the cut-off are taken off from opposite sides of the French right-of-way. This involved running one of the new lines of the cut-off out from the main line track on a fill to a point where it could be brought back and over the French track on a steel girder bridge. Beyond this bridge the two tracks of the cut-off converge and straighten out in the standard type of double-track construction. The new cut-off is about 5 3/4 mi. (9 km.) long and has required 160,000 cu. yd. of cut (122,329 cu. m.) and 414,000 cu. yd. (316,527 cu. m.) of fill. In the biggest continuous fill a-yardage of 180,000 has been placed; the road-bed in this section-being-about 40-ft. (12 m.) above the original ground surface. The bridge portion of the cut-off, 2190 ft. (667.5 in.) long, is made up of ninety-nine 14-ft. (4.3 m.) timber spans and sixteen 50-ft. (15.3 m.) steel girder spans. This is the longest bridge which engineers of the American Expeditionary Forces have built in France. The timber spans are supported by pile trestle bents, while the longer steel girders rest on clusters of 43 piles. Two pile drivers of the steam-hammer type worked from each -end of the bridge toward the center of the river, while a drop hammer worked westward from the shore end. In this structure nearly two thousand piles 50 ft. or so in length had to be driven.

Jan 12, 1918

By AIME AIME

A COMMITTEE of the American Railroad Association, consisting of Samuel Rea, president of the Pennsylvania System, Chairman; F. D. Underwood, president of the Erie Railroad; A. T. Dice, president of the Philadelphia & Reading Railroad; E. J. Pearson, president of the New York, New Haven & Hartford Railroad; and C. H. Markham, president of the Illinois Railroad (who was represented at the meeting by J. F. Porterfield of his system), met at the headquarters of the American Institute of Mining and Metallurgical Engineers, New York, on April 6 to assist in the Coal and Coke Committee's attempt to solve the bituminous coal problem. There was a full discussion of the questions of seasonal freight rates and the purchase by the railroads during the slack months of their winter's supply of coal. As the question of fuel supply for the railroads is in the hands of the Railroad Association, as well as the coal operators, it was vital that it should be represented at this important conference. The situation from the point of view of the mine operators was presented very thoroughly. No seasonal rates were considered necessary for the year 1920, and, as this matter requires considerable thought, it will be given thorough study and worked out in detail at a subsequent meeting.

Jan 1, 1920

The past decade has seen remarkable progress by the railroads both in equipment and concepts in the handling of dry bulk. materials. While such shipments have always been an important part of the traffic handled by the railroads I little was done to improve the efficiency of handling or toward attempted optimization of equipment design before 1960. Several developments at about that time turned attention to this important segment of railroad traffic. One was the construction of a successful coal slurry pipe-line. Another was the promise of substantial economy in electric power transmission by ultrahigh voltage systems and finally, came the growing technological and economic feasibility of nuclear fuel electric generating plants. Each of these developments was a threat to the coal traffic of the railroads --the most important single commodity they handled in terms of revenue and tonnage. By the mid-1950's I Southern Railway management had become most concerned with its growing investment in freight car equipment and the declining revenue productivity of the capital employed. Additionally I there was substantial concern with the loss of business and potential losses in the area of the railroad's greatest economic advantage --bulk commodity movements. In 1958 a small team was established to study this problem. They arrived at two conclusions. The first conclusion was that within limits of maximum gross allowable weight on rail the lowest unit net capacity cost of investment came at maximum allowable gross weight per car unit. The second conclusion was that with a high degree of utilization costs per weight unit transported could be reduced to the pOint where

Jan 1, 1971

"Coulter's Rainbow and Crooked Falls are situated about five miles below the City of Great Falls. Coulter's, the first of the series in the course of the river, is unimportant and has been submerged by the Rainbow dam. Next below Coulter's is the Rainbow Falls, 47 feet in height. Following Rainbow Falls is the Crooked Falls, 21 feet in height. The power developed at this point is such that the one clam, power house and tail-race utilize the power from all three of the above falls.The development at Rainbow was started October, 1908, and completed July, 1910. It has a total capacity of 21,000 k-w. in generators, and 36,000 h-p. in waterwheels, and operates at 105 foot head. The general scheme of development is typical of what may be called standard practice in the west for plants of medium head, and consists of a low diverting clam, a double pipe line feeding into a balancing reservoir near the plant, and individual pen-stocks supplying the turbines from this reservoir.The dam is a rock-filled crib structure 1,146 feet long and 29 feet high, the up-stream side of which slopes at such an angle that the stability of the clam is assured even under the greatest floods, the weight of the water acting to hold it down, so that the higher the flood the greater the stability. The down-stream side is also sloping and tapers off into a long apron so designed as to take care of any overflow which may occur without shock or commotion. The clam is founded on solid rock throughout its entire length."

Jan 1, 1913