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By Serge V. Krasvin

The excavation of large amounts of ferrous and non ferrous metals, coal, shale, and other minerals - requires intensification of blasting techniques. In the late 80s in the USSR, the annual consumption of explosives reached more than 2.7 ml t., the great bulk of which consisted of granulated and powdery explosives. Nevertheless, slurry explosives, due to lower costs and better blasting characteristics, are gaining a stronger position in the explosives market.

Jan 1, 1992

By James M. Link

Slurry transport of industrial minerals has proven to be practical, economical, and efficient. Industrial minerals currently being pumped for long distances include cement, clay, phosphate, sand, and various waste product from industrial mineral processing operations. This paper will touch upon the basic theory of hydraulic transport of solids and then consider the economic and engineering considerations upon which construction and operation of such a line would be based. Where possible, actual cost data will be presented.

Jan 1, 1974

By Robert W. McKibbin

The Bureau of Mines conducted laboratory tests to determine the slurry transport and deposition properties of coal waste. A 188.5-ft pipe test loop was constructed with instruments to measure density, flow, and power and discharge, suction, and differential pressures. A 20-ton ample of Western coal waste was crushed and screened to 100 pct minus 1/2 in. Eight loop tests using this graded waste were run at slurry densities ranging from 1.15 (25 wt-pct solids) to 1.46 (60 wt-pct sol-ids) 0 The resultant friction-'pressure gradients ranged from 0,06 to 0.24 ft of water per foot of 4-in standard steel pipe. Particle-size degradation was significant.. In a typical loop test lasting 25 min, the minus 200-mesh fraction increased from 19 pct to 34 pct. Deposition tests showed that without the use of a flocculant, the slurries would not dewater when left to stand for 1 week. With flocculant, additional water was releas2d; however, the settled slurries remained thixotropic. Further testing is necessary to determine their suitability for use as backfill material in active mines.

Jan 1, 1983

By D. L. McCain

In considering slurry transportation for Consolidation Coal Company's Loveridge Mine in Northern West Virginia, many things were taken into account. The advantages of slurry transportation in comparison to shuttle car, belt and rail transport have been given in previous publications." These include increased safety and the potential for increased productivity. In addition to these considerations, the slurry transport system installed in an existing mine provides an alternate or additional transportation mode to the one already existing. In the Loveridge Mine, this is rail haulage. Since the rail system is a single track system and the distances involved are several kilometers, it is not always possible to provide for haulage of loaded cars, return of empties, supplies and maintenance in an efficient manner. Slurry transport of the coal from the production faces to the preparation plant allows the rail system to fulfill the remaining transportation needs in an efficient manner. Consol initiated development work in slurry transportation in the early fifties leading to the construction and operation of the 174-km (108-mile) Cadiz-to-Cleveland pipeline which carried 1,200,000 metric t/y (1,300,000 t/y) from 1957 to 1963. Development work on coarse coal slurry transportation for underground mines started in 1970 with feasibility tests on coarse coal at Conoco's Ponca City, Oklahoma, slurry test facility. A series of tests were conducted in several locations as development work proceeded on the various subsystems, mechanical equipment and controls required to produce a working system to follow a continuous miner in a room-and-pillar type mine, then to combine the coal production from several mine faces for mainline transportation to the preparation plant. The face system, including the crusher-pump vehicle, hose hauler vehicle, slurry booster pump units, return water unit and 900 to 1,200 m (3,000 to 4,000 feet) of pipeline was brought together for the first time and tested as a system at Consol's Robinson Run Mine in northern West Virginia in 1975. A pipeline wear test at the Loveridge Mine where 300,000 tonnes (330,000 tons) of minus 127-mm (5-inch) run-of-mine coal were pumped from the raw coal bin into the preparation plant and a large scale test in Ponca City on a multiple feed sump where several slurry flows could be combined to provide surge capacity and a constant reclaim rate for mainline transportation completed the preliminary testing for a complete system. A decision was made to commit the system to a mine, and the south half of the Loveridge Mine was chosen. This site required the transporting of coal from one longwall and two continuous miner development faces. To prevent startup and unexpected problems in the slurry system from shutting down production of coal from the longwall face, the rail car loading point from the main section belt was chosen as the feed point for the slurry system and the design would allow for rapidly switching from one transport mode to the other. Scheduling of required development entry work and the developmental nature of the system led to a decision to install only one continuous miner face slurry transport system rather than two for this first system. The type of continuous miner in use at the mine for the foreseeable future was the Joy 2BT6 twin boring machine. This machine cuts a stable, arch-shaped entry and was therefore allowed to mine about 26 m (85 feet) of entry before roof bolting was re¬quired. Since peak production from this type of machine was not high, a smaller transport system could be used with it.

Jan 1, 1981

By Gerald V. Jergensen, Edward J. Samuel

Slurry system are the principal method for storage and transportation of solids within and between concentration operations In a mineral processing plant. A slurry 1s a mixture of solid particles In water, or a chemical solution, that behaves like a liquid. The design of slurry transportation systems is generally analagous to pumping and piping water, but with a few notable exceptions: • The interaction of particle on particle affects slurry transport. • Particles often interact with the fluid, particularly when chemicals have been added to the system. • Particles have a frustrating tendency to settle from the slurry suspension, especially into locations not considered In the design. • Solids have an affinity for wetted surf aces and tend to wear them away. Slurry transportation systems Include a number of separate components, each requiring special design considerations. A systematic evaluation of each component of a slurry transfer system will help overlooking the small details that could cause operational headaches. Most slurry transport systems include: • A receiving sump or tank that provides for mixing and/or momentary storage of slurry. • A driving force.. by a pump, atmospheric pressure or gravity. • A suitable conduit for transportation.. pipes or launders. • A delivery objective.. another sump or process vessel, or distribution system to several process points. • A control strategy and design to regulate the transfer operation. The design of the slurry transportation system normally evolves through the following steps: • Finalizing the process flowsheet and establishing the weights and volumes to be handled. • Identifying and characterizing the various process fluids and slurries. • Defining critical and minimum transport velocities of fluids. • Selecting a pipe diameter (or dimensions and gradient) and

Jan 1, 1986

By S Lush, R Polglase

McConnell Dowell is pleased to be given the opportunity to present two papers to this conference. The first is a general discussion paper on our work in the field of slurry transportation. The second will be a technical paper on the development of a welded coupling compatible with urethane lined pipework. We trust that by discussing our recent work we can leave two lasting impressions on you: the versatility and useful role of slurry transportation, and the leading role taken by New Zealand in this technology This paper discusses three recent projects the New Zealand Steel Ironsand Transfer Line the Coarse Coal Ship Loading Technology the Nerang River Sand By-pass System. These have followed on from the other slurry projects with which McConnell Dowell has been associated such as the ironsand export trade at Waipipi and Taharoa. The New Zealand Contractors Federation awarded the Construction Award for 1986 to McConnell Dowell for the Ironsand Slurry Pipeline.

Jan 1, 1986

By Gino Vogt

In mechanized tunnelling operations, performance, consumption and safety are main factors for jobsites. One of the most important components effecting these factors, especially in slurry TBM operations, are Slurry Treatment Plants (STPs). Inadequately dimensioned and designed STPs create bottlenecks for tunnelling operation and jeopardize time schedules and performance. Inefficiently planned STPs could drastically increase consumption figures such as electrical power, bentonite, water polymers, etc. Inaccurately selected and treated suspension properties can cause a high-risk potential for the whole project. This paper debates the relevant key parameters for STPs from start to finish of a project and its results in influencing factors from the manufacturer’s point of view.

Dec 1, 2022

By Gino Vogt

In mechanized tunnelling operations performance, consumption and safety are main factors for jobsites. One of the most important components effecting these factors, especially in slurry TBM operations, are Slurry Treatment Plants (STPs). Inadequate/ suboptimally dimensioned and designed STPs create bottlenecks for tunnelling operation and jeopardize time schedules and performance. Inefficiently planned STPs could drastically increase consumption figures such as electrical power, bentonite, water and polymers, etc. Inaccurately selected and treated suspension properties can cause a high-risk potential for the whole job. This paper debates the relevant key parameters for STPs from start to finish of a project and its results in influencing factors from the manufacturer´s point of view.

Jun 13, 2021

By Peter Deming

"PART 2 OF 2 (CONTINUED FROM SUMMER 2006 EDITION) CONSTRUCTION ISSUES (cont’d) The Influence of Ground Conditions on Collapse Sand and gravel strata provide frictional resistance to support active earth pressure. The angle of internal friction has only slight influence on computed stability. Sand and gravel material design parameters can be defined with SPT N-values. Silt strata should be analyzed using internal friction. Definition of soil parameters should be performed by laboratory testing. Cohesive materials, especially soft clay and peat, require careful definition for design. Shear strength should be determined by laboratory testing. Work platforms constructed over granular strata improve the ground resistance by increasing confining pressure. However, temporarily increasing overburden stress on cohesive ground reduces trench stability. If the ground contains soft cohesive deposits which are not normally consolidated to the construction overburden, these must be stabilized before attempting trench construction. Use of wick drains and surcharge fill to improve the ground is recommended. Ground stabilization work requires time, and should be performed by the Owner prior to trench excavation. The addition of cement, stone columns, or other measures to support trench excavation equipment is typically determined to be more expensive and less dependable than ground improvement. Excavation through peat can be especially problematic. Peat materials rapidly compress when earth pressures exceed preconsolidation stresses. Backfill materials provide a horizontal stress on the trench wall which can exceed the bearing capacity of peat. As the peat compresses, the trench becomes wider, and slurry levels drop and trench stability can rapidly deteriorate. If the peat is the closure layer, a shallow key is recommended. If peat is present on the trench wall, preconsolidation with surcharge is recommended. Bottom preparation and Backfill Placement Trench wall stability is a temporary condition which must be controlled by proper design and construction of work platforms and slurry features which influence ground support. Backfill materials and intimate contact of the backfill with the closure layer are permanent conditions which are the end goal of the work. The most common reason slurry trenches fail to provide working barriers is improper bottom closure. Either the closure layer is not engaged, or the backfill is not in intimate contact with the closure layer. This can result from construction problems associated with sidewall collapse described above, slurry performance and/or degradation, backfill placement methods, and failure to maintain the trench bottom clear of sediment prior to placing backfill."

Jan 1, 2006

By Peter Deming

"PART 1 OF 2INTRODUCTIONSlurry trenches are the least cost hydraulic barrier available, if the excavated spoils can be recycled into backfill. As such, slurry trenches are constructed where possible, sometimes at high risk. Slurry trenches are also used to install biopolymer drainage trenches, which have a low safety factor because the biopolymer slurry weight is marginally greater than the weight of water. In marginal ground the construction risk falls to both the Owner who designs and asks for the construction, and the Contractor who manages the work and promises to complete the project successfully. This paper discusses design and construction of slurry trench barriers in marginally stable ground and where groundwater chemistry invokes the need for slurry management details to obtain proper backfill placement.As a designer, Mueser Rutledge Consulting Engineers works for both Owners and Contractors. We are usually able to convince Owners of their responsibility for design detailing in order to obtain a working final product and to obtain reasonable bids from Contractors by disclosing construction needs and designing to reduce the contractor’s exposure. We often work for Contractors to produce designs which result in successful construction in projects where the Owner’s engineer places the responsibility of design and construction on the Contractor.This paper is intended to inform both Owner and Contractor audiences of resources which are available to reduce the risks of trench collapse in difficult ground conditions. We hope it serves this purpose.DESIGNSubsurface InvestigationsSubsurface conditions should be defined by borings focused on definition of the soil profile and soil design parameters. After general subsurface conditions are defined, barrier borings should be drilled along the final alignment.Definition of Soil Strength and CompactnessCompactness of sand and gravel strata should be defined with Standard Penetration Test N-values. The shear strength of cohesive materials should be defined by laboratory testing. Silt and fine sand strata with little cohesion should be investigated using mud rotary techniques to prevent disturbance. General strength characterization by soil layer should be used for analysis of trench wall stability."

Jan 1, 2006

By R. Q. Honaker

A significant problem in ultrafine particle classification is the significant amount of submicron particle by-pass to the coarse particle stream. In classifying cyclones, submicron particle by-pass to the underflow stream can be reduced by decreasing water recovery. Past studies have shown that a reduction can be realized when the feed solids concentration is increased or the apex diameter is reduced. However, both adjustments tend to increase the particle size cut point and negatively affect classification efficiency due to the impact on slurry rheology. The addition of a viscosity modifier to the feed stream of a classifying cyclone improved the classification performance and decreased the particle size cut point over a range of feed solids concentrations. The detailed test program investigated the use of the modifier in conjunction with varying apex diameters to identify conditions that minimize ultrafine by-pass. With small apex sizes, roping conditions were readily eliminated by the addition of viscosity modifiers. The addition of the modifier had no deleterious effect on froth flotation performance, which commonly serves as a downstream separation process. The fundamental and practical benefits of viscosity modifiers in classification processes are discussed in this publication.

Jan 1, 2006

By J. Andrew McGlenn, Greg Emslie, Murray Gant

The Second Narrows Water Supply Tunnel will ensure system reliability in the event of a major earthquake and increase the Greater Vancouver Water District’s capacity to meet a growing population’s longterm needs. It includes a bored tunnel between two deep shafts located in North Vancouver and Burnaby, BC, Canada. The support of excavation for the 16-meter-diameter (52.5 ft) TBM launch shaft consists of 83-meter-deep (272 ft) unreinforced concrete slurry walls. This paper discusses challenges encountered during construction of the launch shaft slurry walls, namely excavation methods and slurry loss, and mitigative solutions implemented to successfully complete the shaft with minimal impact to project schedule.

Dec 1, 2022

By Nino Catalano, Meeok Kim, Gordon Chen

"The design of the below grade structure of Brigham Building for the Future (BBF) included three different areas to provide power generation and medical facilities as well as a parking garage. The three areas are divided and bounded by 3 foot thick slurry walls. Because each area has different depths and functions, the excavation and construction of the below grade structure presented considerable design challenges. The intricate sequence of excavation and construction between the areas was numerically simulated using a finite element analysis to assess the behavior of the slurry wall and the retained soil. The slurry wall and the related bracing system were modeled as a linear elastic beam and truss element respectively while the soil behavior was simulated using a hardening soil model. The interaction between slurry wall and soil was facilitated by the implementation of an interface element in the numerical model. The design of bracing system to adequately support the slurry walls during the excavation was done based on the envelope of the numerical responses in stage analysis. Predicted lateral displacements of slurry walls were later compared with the field measuring data. The comparison indicated a close agreement.INTRODUCTIONBrigham Building for the Future (BBF) is located in the Brigham and Women’s Longwood medical campus of Boston. The building will serve, once completed, as a biomedical research center and clinical facility to carry out a commitment by Brigham and Women’s Hospital to be the most technologically advanced facility in the country.The 11 story building will also feature a roof garden. The below grade portion of the building has a footprint of 265 feet wide and 210 feet long and is divided into three areas, a 6 stories garage, a cogeneration plant, and an imaging center. BBF was designed and constructed to achieve LEED Gold certification and will have high efficiency and improved sustainability as a medical facility. Ground breaking was in May, 2013. Below grade construction was completed in April, 2014 and the entire building will be finished in late 2016.As shown in Figure 1, the garage area has the largest foot print, 265 feet wide and 125 feet long. The lowest floor of the garage is located about 70 feet below grade. The co-generation plant is about 190 feet wide and 85 long and 50 feet deep. The imagining center is the smallest among three areas. It is 75 feet wide and 85 feet long and 22 feet deep. The areas are separated and bounded by 3 feet thick slurry walls.The perimeter and inner slurry walls were designed to support column loads from the above grade structures, lateral soil pressures and earthquake loads as per the building’s permanent condition and requirement. However the contractor was required to design the temporary bracing and the reinforcement for the slurry walls to resist construction stage loadings."

Jan 1, 2017

By Stephen T. Young

The construction of Phase 2 of Hong Kong Station, its retail podium and International Finance Centre Two, the tallest building in Hong Kong, will be completed in the middle of 2003. This paper describes the design and construction of the slurry wall for the Station (both Phase 1 and Phase 2) and the two commercial buildings at the Station. The slurry wall is used as the permanent earth support wall for the station box and the excavation depth ranges from 70 feet to 120 feet. Top-down construction technique was adopted to support the excavation of the station, while circular cofferdams relying on hoop stiffness were constructed to support the basement excavation of the two towers. The designed behavior of the slurry wall is also compared to the as built behavior.

Jan 1, 2003

By Thomas J. Regan

The first stage of the Massachusetts Bay Transportation Authority's Red Line Extension Northwest, is a two-track rapid transit extension from Harvard Square in Cambridge, through three stations, to the Alewife Station/Garage complex in North Cambridge. The extension, about 5.0 km. (3.1 miles) in length, is entirely in tunnel, with the Alewife Station/Garage complex and adjacent line sections of tunnel constructed by cut-and-cover methods. The Station/Garage complex, just west of Alewife Brook Parkway, is in an area underlain by deep deposits of very soft highly sensitive clays. It is proposed to construct the station and adjacent tunnel sections by the slurry trench method, using the slurry wall as the permanent structural wall of the station and tunnel. The unusual nature of the underlying clay and its very high sensitivity raised questions concerning the feasibility of the proposed construction. Since research failed to reveal any construction precedent for the specific conditions encountered, a test section was undertaken to determine construction problems, resolve uncertainties, and to establish acceptable parameters for the construction of the slurry walls. PROJECT ORGANIZATION Sverdrup & Parcel as tunnel and transit systems consultant for the Red Line Extension-Davis Square to Alewife had overall responsibility for determining program objectives, project management and test implementation.

Jan 1, 1979

By Carnevale Francesco, Bracci Laudiero Alberto, Pampanin Piero

"SummaryIn the Port of Naples a slurry wall has been realized through a sandy layer up to a deep tuff layer using the Cutting Soil Mixing technique.The executed panels have dimensions of 2.8 m x0.65 m in plan and a total length of 25 m. Primary and secondary panels have been executed using the wet to wet technique. During the panels execution the following parameters had been measured: injection pressure, injected volume, verticality. At the end of the works an exploratory campaign has been carried out through boreholes collecting samples for laboratory tests in order to verify the diaphragm thickness and its physical and mechanical properties (i.e. unit weight, unconfined compressive strength).The interpretation of the collected data allowed to verify the efficiency of the method, the volume of slurry loss due to permeation during the panels execution, the quantity of the obtained spoil compared to the volume balance equation, both for the sand and the tuff layer.Eventually, the measured physical and mechanical characteristics of the panels have been correlated to the execution method performed.IntroductionIn the Naples Port area there is a polluted site which has to be hydraulically isolated in order to prevent the pollution of the groundwater that flows from land to the sea through the Port area. A hydraulic cut-off wall has to be realized and particularly a slurry-wall realized using the CSM method had been executed.To date, two stretches have been executed, 140 an 110 m in length respectively, as shown in Figure 1 and Figure 2.After execution, the slurry-walls have been investigated with boreholes. In-situ and laboratory tests on the recovered samples of grout have been carried out; furthermore, the geotechnical parameters of the mix composing the wall have been measured."

Jan 1, 2014

By Louis Donolo

New buildings in today's urban environment, especially in down-town areas, invariably involve the construction of multiple level basements. Used for parking, storage and commercial space, these underground structures normally extend 30 to 50' and more below grade and, to make optimum use of expensive land, they usually occupy the full site right up to street/sidewalk and property lines. SOIL SUPPORT SOLUTIONS Building these basements requires vertical excavation, and consequently, a temporary soil support system which will eventually be replaced by the permanent foundation walls of the structure.

Jan 1, 1987

By James Parkes

"The proposed Baltimore Red Line light rail system includes a 3.4 mile downtown tunnel (DTT) with five underground stations. The design of the underground stations involved overcoming several challenges, including limited right-of-way, high groundwater and uplift pressures, and metamorphic rock within the station depths. An innovative design was developed to maximize the internal station space while minimizing cost. The station designs use slurry walls for temporary and permanent support and groundwater control. Depths within rock are supported with cast-in-place concrete walls, the thickness of which are minimized through the use of permanent rock anchors for support of the rock mass and slurry wall toes. Permanent tiedown anchors are used for uplift resistance, which minimizes the station depths, volume of rock excavation, and the volume of deadweight concrete. Design considerations regarding individual elements and overall integration of the slurry walls, CIP walls, and multiple anchor types are presented.INTRODUCTION The Baltimore Red Line (BRL) project is a proposed light rail transit line for the Maryland Transit Administration (MTA) that runs east to west through Baltimore City and County. The project includes the Downtown Tunnel (DTT) consisting of 3.0 miles of twin running tunnels, two portals, five underground stations, and a pedestrian tunnel, as shown in Figure 1. The tunnels have an outside diameter of 21.8 feet and are designed to be mined using pressurized face tunnel boring machines (TBMs). The stations, portals, and the pedestrian tunnel are designed as cut-and-cover structures using slurry walls (concrete diaphragm walls) for both temporary support of excavation (SOE) and permanent structural walls. The dimensions of the five underground stations are summarized in Table 1. Design challenges included limited right-of-way (ROW), challenging soils conditions, strong metamorphic rock within the station depths, and high groundwater conditions. The final station designs included innovative use of slurry walls, tieback anchors, rock anchors, and tiedown anchors."

Jan 1, 2016

By M. Tanaji

Over the last many decades, a significant amount of research has gone into the domain of slurry transport. However, design engineers still face many challenges with respect to prediction of pressure drop, critical velocity and other design parameters as a function of Solids % and Particle Size Distribution (PSD). The industry requirement is to transfer the slurry at the maximum concentration as possible (above 30% (volume %)) to make slurry transport more economically viable and to reduce water consumption. To facilitate the design and scale-up of slurry transport in pipelines and in process plants, there is a need for a correlation that can predict slurry pressure drops over a wide range of operating conditions and physical properties of different slurries. The objective of this study is to overcome the limited range of applicability and validity of existing correlations and to develop a generalized but more rigorous correlation applicable to a wider range of slurry sys-tems. The existing Wasp et al. (1977) method is based on multi-phase flow modeling approach. This study attempts to modify this approach by considering material-specific values of Durand?s equation co-efficient and by defining flow regimes based on particle Reynolds number. When compared with experimental data, the modified Wasp method proposed in this study predicts the pressure drop for slurry flows more accurately than other available correlations. Also, the pro-posed method requires minimal test/experimental data for a particular slurry system and can be extended over different input conditions. An iterative computer algorithm is developed to calculate the criti-cal settling velocity and pressure drop in a pipe as a function of Solids % and PSD. The solution method can easily be implemented in de-signing slurry pipes, design validation, and studying the different slurry transport scenarios. The modified method can also be extended to accurately predict pressure drops in dynamic pressure flow networks used in commercial process simulators.

Feb 23, 2014

By John Griffen

THE modern anthracite breaker or washery uses almost completely a wet method of preparation, which requires, roughly, 1 gal. of water per minute per ton of production per day. The entire anthracite industry uses about 320,000 gal. per min. of water for this purpose or 800,000 tons of water per day. As this water leaves the breakers, it contains fine solids-coal, slate, pyrite, and clay-and is then called silt or slush; as slush is the term most commonly used, it will be employed throughout this paper. The solid content of the slush will be referred to as solids. In the earlier days of anthracite mining, little coal was washed, less crushing was employed, and virgin coal was mined exclusively. As a result, the slush problem was not acute because of the relatively small quantity and the coarseness of the solids. Such slush as was produced could usually be easily impounded and retained or could be discharged into streams without any appreciable pollution being apparent. The character of the fine waste from the breakers, changed materially as its quantity increased until now about 40,000 tons of slush solids are produced daily. Second mining and robbing operations materially increased the quantity of fine solids delivered to the breaker in the mine car. The demand for chestnut, stove and egg sizes, to the exclusion of grate, steamboat, and lump sizes, require finer crushing of the mine-run coal with a consequent increase of fine solids in slush. The use of rice and barley sizes removed a considerable tonnage of coarser solids from the slush but left great quantities of fine solids difficult to retain completely and store and long considered of no possible fuel value. Despite the efforts of the coal operators, the slush solids have found their way into the streams causing, in some cases, serious pollution. The Water Supply Commission of Pennsylvania published, in 1916, a report on Culm in the Streams of the Anthracite Region,1 from which the following is taken: About 40,000,000,000 gal. of water carrying 10,000,000 tons of fine culm are discharged into the water-courses direct, flushed into the mines, or disposed of by various means on the surface. The extent to which the very small sizes of anthracite

Jan 9, 1921