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By Jun Lu, Mark Van Dyke, Daniel W. H. Su, Greg Hasenfus

"This paper presents the geologic and ground control challenges that were encountered by CONSOL Energy’s mining operations in southwestern Pennsylvania. A sandstone-to-limestone geology transition was encountered by Mine A, where the primary 8-foot bolts were anchored in claystone. Upon experiencing roof sags and a roof fall in the return entry, 6-foot high-tension, fully-grouted primary bolts were employed along with 16-foot center cable bolts at every other strap to improve beam building and to ensure proper anchorage into the competent limestone. No longwall delay was reported within this geologic transition zone, although there was some difficulty in maintaining an open #2 entry airway behind the longwall face.The geologic encounter in Mine B was more complex, where fluvial deposits of massive sandstone channels, shale channels and pyritic-rich, green claystones were encountered on both sides of the mains, and which impacted both development and longwall ground control. In particular, poor transitional roof areas near the edges of the sandstone and shale channels often posed significant ground control challenges. In addition, hydraulic fracturing was sometimes utilized to enhance caving of massive sandstone behind the shields to relieve pressure at the face. Longwall face conditions and advance rates were documented to illustrate the effects of sandstone channels, shale channels, and green claystones on safety and productivity and to demonstrate the effectiveness of the hydraulic fracturing.Shale channels, slickensided zones, laminated roof zones, soft floor, and a regional syncline were encountered in Mine C, the combination of which posed unique ground control challenges during both development and longwall mining. The presence of soft floor, coupled with the presence of thick floor coal and deep cover, resulted in headgate convergence during retreat of the first right-hand longwall panel. Two-piece 8-foot bolts were sometimes observed to fail at the coupler within the laminated roof zone, and 6-foot, 1-piece, fully-grouted point-anchor bolts were employed as the primary bolts thereafter."

Jan 1, 2015

By Horry Parker Jr, Jason Gillespie, Justin Kolster, Stephen O’Connell

Construction of the 5,932-ft Reedy River Basin Sewer Tunnel in Greenville, SC was marked by a critical transition from drill-and-blast mining in mixed-face conditions to TBM excavation with limited rock coverage. In this paper, we discuss the geological, geotechnical, and risk management considerations for transitioning to TBM operations in variably weathered gneissic bedrock. After construction of an unexpected 230-ft starter tunnel due to differing site conditions, the 11-ft diameter TBM was successfully launched in December 2019 without significant ground support issues. This project highlights the effectiveness of extensive rock probing to fully characterize bedrock topography prior to the TBM launch.

Jun 13, 2021

By K. Woo

"With ever-increasing global demand for mineral resources, mining companies are considering developing deeper, more complex and lower grade ore bodies. Recent years have seen the transition from surface to underground mass mining operations to access deeper resources, with mass mining methods such as block and panel caving being favoured due to the tonnages and economics achievable when dealing with lower grade ore. However, the rock engineering interactions involved with such plans are complex and challenging given the significant disturbance caused to the surface environment. If not properly accounted for, the unexpected propagation of a cave breaking through to surface or the differential surface displacements otherwise produced may threaten the safety and integrity of overlying mine and civil infrastructure.This paper reports the findings of a comprehensive research programme focussed on investigating and integrating new developments in remote sensing characterization and monitoring technologies with state-of-the-art numerical modelling to better manage the challenges and geo-risk associated with the transitioning from open pit to underground mass mining. Procedures were developed to integrate discrete fracture networks (DFN) into finite-element/discrete-element analyses to simulate the influence of rock mass fabric on cave propagation and the evolution of caving-induced surface subsidence and step-path failure of large open pit slopes through the progressive failure of rock bridges. The results clearly showed that caving-induced surface deformations tend to be discontinuous and asymmetric due to large movements around the cave controlled by geologic structures, rock mass heterogeneity and topographic effects. Although parallel investigations of empirical design charts used to predict caving-induced deformations were found to be moderately sufficient for assessing the extent of macro deformations directly above the undercut (i.e. caving collapse features), numerical modelling was found to provide the only means to confidently estimate the lateral extent of smaller strain subsidence.These results were further supported by the use of high-resolution synthetic aperture radar (SAR) data to monitor the ground deformations associated with block caving production, and to use these to calibrate and constrain a series of predictive 3-D numerical models focussed on Rio Tinto's Palabora mine in South Africa. The InSAR data was obtained from Canada’s recently launched RADARSAT-2. The close fit achieved between the predictive 3-D numerical model and InSAR monitoring data demonstrates the significant value of InSAR calibrated 3-D numerical models applied to subsidence prediction.Collectively, the results from this research programme have helped to further the characterization, assessment and understanding of mass mining-induced subsidence, and its evolution, by addressing existing limitations in the use of empirical and numerical design methods. The limitations and uncertainty arising from mine site data were detailed, specifically the representation of mine geology, rock mass properties, in-situ stresses and cave propagation, together with means to constrain these inputs and calibrate sophisticated 3-D numerical models through back analysis and integration with high resolution monitoring data."

Jan 1, 2015

By A J. Minns

This paper addresses the question: how can the minerals industry remain viable; viable in the sense that we are able to access land for exploration and discovery, we are able to develop and operate mines (and processing plants) safely and profitably and we are able to close operations in a responsible manner, so that modified landscapes are restored to acceptable community standards?Many of the answers to this question can be addressed through the theme of this conference û that of eco-efficiency. The eco-efficiency concept is very useful, since it does help to translate principles of sustainability into business value at the operational level. To provide some context to how this can be achieved, the paper discusses what is happening at the international level, outlines some key industry initiatives within Australia and then discusses what work is being done within companies.

Jan 1, 2004

By Charles N. Speltz

The cost of transportation of industrial minerals frequently is higher than the cost of the product. When a mine, industrial-mineral plant, or customer is served by a single railroad, because of the lack of competition, that railroad may in- crease rates and/or reduce service so that the economics of that mine, plant, or customer are affected adversely. Transloading of industrial minerals from rail-to-truck or truck-to-rail to improve economics and sales of product is not a new concept. However, transloading to create competition and reduce freight costs or to improve service is a relatively new concept brought on by the recent mergers of many of the main-line railroads, both in the eastern and western United States. For example, in 1998, with completion of the Burlington Northern/Santa Fe (BNSF) and the Union Pacific/Southern Pacific mergers (UPSP), the western United States has only two main-line railroads. The industrial-mineral producer, to reduce the cost of transportation or increase the level of service, must evaluate potential transloading opportunities in light of higher prices and reduced service brought on by reduced railroad competition. This paper discusses industrial-mineral transloading and examines the case history of the Tucker Hill perlite project in southern Oregon. The Tucker Hill project is a classic study of industrial-minerals transloading where the project would have failed without the transloading.

Jan 1, 1999

By Robert Vidal

A model of the homogeneous chemistry and transport processes within the separator of a chrome-alum electrowinning cell is introduced, discussed, and compared to experiment. The influence of diffusion, electromigration, and convection are included; it is found that convection was the dominant mode of transport for the experimental conditions. Simulation results explain experimental observations concerning an apparent disappearance of dichromate ions produced at the cell anode. The relation between potential drop across the diaphragm and the current and fluid flow is also illustrated. The model is used to recommend future experimental and theoretical work.

Jan 1, 1994

Transport technology has produced social changes since the invention of the wheel five millenna ago when man was freed from the need to expend large amounts of energy to move goods and people. Further impetus came with the Industrial Revolution when mechanical power producing devices were applied to land and-water transport. This leap, together with the application to air transport has caused enormous social changes in our way of life. The state of technological advancement of transport modes has dictated to a large degree the develop- ment of Australia and Papua New Guinea. It is suggested that we should not make advances for technology's sake but examine the real needs of the users of transport and ensure that the un- necessary costs are not incurred. The transporting techniques for the ore, waste and slurries used by Bougainville Copper in Papua New Guinea are, in general, quite conven- tional but the scale of operations and the location has modified some modes. in particular the soft' overburden and concentrates were slurried for trans- port and the lack of experience in humid climates restricted the choice of the mine haulage truck. The near future of the transport. industry is seen as an expansion in equipment sizes but the suggestion is made that we need to examine more than the economic and technical aspects; it is necessary for the social con- sequences of our actions to bear examination by outside opinion

Jan 1, 1973

Slurry technology developed for the marine transport of mineral commodities has been increasingly applied to on-shore slurry transport systems. Reclaim of mineral concentrates, sand tailings for mine backfill and various industrial minerals from storage tanks or ponds normally require a slurry of high density at constant flow rates to improve process performance and to reduce handling costs. An efficient system must accomplish this at minimum capital costs with maximum reliability. Continuing improvements in equipment design to improve repulping efficiency and their application are discussed.

Jan 1, 1986

By Kirk Carlton

The Athabasca tar sands of Alberta are an increasingly important source of crude oil for the North American continent. Published figures indicate estimates of recoverable resources in the tar sands at some 300 billion barrels of synthetic crude of which some 86 billion barrels can be recovered by surface mining techniques. At the present time, two commercial plants are in operation, Great Canadian Oil Sands Limited and Syncrude Canada Ltd. Their present combined capacity is approximately 150,000 barrels per day. Some of the factors which will make this oil expensive will be noted here. The location of the present producing plants is 500 kilometres north of Edmonton at an elevation of approximately 320 metres. Recorded temperatures range from +38 to -55 degrees Celsius. Wind velocities are not high but the chill factor with even a slight breeze and minus 40 degrees is very uncomfortable.

Jan 1, 1979

By M. Westerstrand

It is known that the water chemistry of the process water during ore refinement can affect product quality, such as iron pellet strength. The main objective of this study was to quantify the amounts of major elements, such as Ca, Mg, Na, S and Cl carried by process water and by magnetite grain surfaces to the end product, iron ore pellets made from magnetite ore from the Kiirunavaara Mine in northern Sweden. In addition, the amount of colloids (0.22µm ? 1kD) in the process water was examined by ultrafiltration. The amounts of various elements sorbed to the magnetite surfaces were estimated by leaching with Milli-Q water, MgCl2, NH4-acetate and Na-acetate. Total dissolved solids were between 1,446 and 1,775 mg/l, dominated by Ca, S, Na and Cl (89%). The colloidal fraction was less than 3% for major ions. For Ca and Mg, sorption to magnetite surfaces was a much more important transport mechanism for the pelletizing process than evaporated process water, but for Na, Cl and S process water was an important carrier.

Jan 1, 2010

By Jing G. Yen

When a solid-liquid mixture is conveyed through a pipe,' four hydrodynamic conditions may develop depending upon the properties of the transporting medium, the properties of the transported material, the properties of the pipeline and the flow characteristics. They are classified as homogeneous flow, heterogeneous flow, intermediate flow and saltation. Heterogeneous flow, which is the subject of the present analysis, occurs when solid particles are coarse, of high density, and the mean velocity of the flow is relatively low, such that the combination allows the establishment of a pronounced concentration gradient in the cross-section of the pipe. In this type of system the suspended matter does not change the rheological properties of the conveying fluid, and solid and fluid phases behave somewhat separately. In recent years much work has been directed toward gaining more insight into the hydrodynamics of heterogeneous flow (1,2,3,4,5,) However, almost all knowledge obtained is empirical in nature and limited in scope. Much effort has been extended to collect experimental information on the energy losses associated with systems of slurry flow (6-13) The work of Durand and Condolios(14,15) represents one of the most extensive experimentations in this field. Through systematic test runs, the effects of the major flow-parameters were studied one at a time. From the results, they concluded empirically that:

Jan 1, 1969

By David Forrest

In 1981, K. E. Drexler proposed using massively parallel nanomechanical systems to manufacture large atomically exact structures. As in macroscopic mechanical systems, they would contain components that serve traditional functions such as trusses for support, gears to transmit power, bearings for low-friction support of rotating surfaces, motors to supply torque, pipes and conveyor belts for material transport, and channels for coolant. Many of these components would only contain a few thousand atoms. Specific designs for these devices became available in the early 1990s, and a few working devices appeared in laboratories by the early 2000s. As advances continue, a thorough understanding of the operative transport phenomena will guide the intelligent design and construction of nanomechanical structures, devices, and systems. The familiar equations of continuum mechanics are generally inadequate to describe the flow of heat and mass in the proposed nanosystems. Boundary conditions often need to be described in terms of potential surfaces. Surfaces are not geometrically smooth, but periodic according to the locations of atomic nuclei. Friction occurs not due to the plastic deformation of asperities on mating surfaces, but to phenomena such as thermoelastic damping and phonon viscosity when atoms slide past each other. Electrostatic forces dominate over gravitational forces by orders of magnitude; there is no role here for natural convection. Structural components, no matter how stiff and strong, are in constant motion due to the thermal noise in the system. The fluids are described in terms of individual molecules in constant motion.

Jan 1, 2006

By Yogeshwar Sahai

Submerged gas injection into melts contained in furnaces, ladles, or similar transfer vessels is commonly used in industrial practice. In this review paper, conditions leading to gas bubble formation at the nozzle are first summarized. The increasing gas injection rates and other conditions, such as nozzle size, lead to regimes which are commonly known as "bubbling" and "jetting". These are explained. The gas/melt interactions result in energy transfer to the melt. In recent years, a large number of researchers have investigated the relationships between the energy density and the mixing times. Their work is reviewed, and the mixing mechanisms is described. Finally, computational approaches of modeling submerged gas injection are briefly presented.

Jan 1, 1993

By P. K. Songfack

The transport of slurry within the ball mill depends on the peripheral velocity and porosity of the ball charge. Residence time distribution and mill hold up are of-ten used as indicators of the mode of transport. In this work, the transport problem is tackled via direct simulation of the three dimensional motion of the ball charge. In doing so, the following quantities are calculated: (i) ball size distribution as a function of the distance from the feed end of the mill (ii) mean peripheral and longitudinal velocity and longitudinal velocity of balls of different sizes, and (iii) the spatial distribution of porosity within the ball charge. Hence, the problem of transport is handled as a motion of part of the slurry with the ball charge and part as hydrodynamic flow through the porous structure.

Jan 1, 1993

By John C. Draper

The principal object of an underground coal mine transportation sys tem is to move coal from the face where it is produced to the outside of the mine where it is prepared for market. In addition to the movement of coal, a transportation system must also move supply materials to the inside; it must move men in and out of the mine ; and it must move rock and other debris out of the mine for disposal. Usually, mine haulage is divided into three categories named for the various areas of the mine served: 1) Face Haulage. This is used at face from the mining machine to the intermediate transport system. 2) Intermediate or Secondary Haulage. Generally this is used between face haulage and main haulage. Sometimes this is merely an extension of the main haulage. 3) Main Haulage. This extends from the secondary haulage to the outside and is usually either a track or conveyor system, sometimes a combination of both. Transportation modes of coal in the various areas pose different problems, but the whole system must be synchronized. For instance, at the face the coal should be removed quickly from the various places to facilitate the movement of machines, whereas the intermediate system just passes the same coal on to the main transportation system. Selection of the transportation system must be based on the seam height, mining methods used to extract the coal, capacity required, ease of coal handling, and haulage efficiency. When driving rooms, mine cars can be used. They often simplify supply haulage and rock handling because they can also handle these items. Conveyors could be used and would have a greater haulage capacity but they cannot handle supplies easily or segregate the rock. When using a different mining method, such as longwall, mine cars cannot be used because there is not sufficient space to move the cars at the face nor can the cars haul the coal without delays which would cause excessive losses in production. As for ease of handling

Jan 1, 1973

By Duluth Engineers' Club, Engineers' Club of Northern Minnesota

"Duluth & Iron Range Railroad. The Duluth & Iron Range Railroad was built from Two Harbors to the Vermilion range at Tower, a distance of 67.6 miles, in 1884, and extended to Ely, twenty-one miles east of Tower, in 1888. It was built into Duluth in 1886, and branches were extended from its main line to the Mesabi mines in 1892 and 1893. The original grades on this road are very steep, going north, and in the thirteen miles from Two Harbors to Highland there is a rise of 1,150 feet. A new line between these points has been built with an increase of three miles in distance and with maximum grades of 1 per cent. Duluth, Missabe & Northern Railway. The Duluth, Mis¬sabe & Northern Railway was constructed from Stony Brook to Mountain Iron, a distance of 48.62 miles, in 1892. The Biwabik branch from Iron Junction to Biwabik, a distance of 15.54 miles, was constructed in 1892. The Superior branch from Wolf to Hibbing, a distance of 16.06 miles, was co11structed in 1893. The Alborn branch from Coleraine Junction to Coleraine, a distance of 53 miles, was constructed in 1906. The total main line mileage is 242 miles, of which 82 miles from Duluth to Hibbing is double tracked"

Jan 1, 1920

By John C. Draper

The principal object of an underground coal mine transportation system is to move coal from the face where it is produced to the outside of the mine where it is prepared for market. In addition to the movement of coal, a transportation system must also move supply materials to the inside ; it must move men in and out of the mine ; and it must move rock and other debris out of the mine for disposal. Usually, mine haulage is divided into three categories named for the various areas of the mine served : 1) Pace Haulage. This is used at face from the mining machine to the intermediate transport system. 2) Intermediate or Secondary Haulage. Generally this is used between face haulage and main haulage. Sometimes this is merely an extension of the main haulage. 3) Main Haulage. This extends from the secondary haulage to the outside and is usually either a track or conveyor system, sometimes a combination of both. Transportation modes of coal in the various areas pose different problems, but the whole system must be synchronized. For instance, at the face the coal should be removed quickly from the various places to facilitate the movement of machines, whereas the intermediate system just passes the same coal on to the main transportation system. Selection of the transportation system must be based on the seam height, mining methods used to extract the coal, capacity required, ease of coal handling, and haulage efficiency. When driving rooms, mine cars can be used. They often simplify supply haulage and rock handling because they can also handle these items. Conveyors could be used and would have a greater haulage capacity but they cannot handle supplies easily or segregate the rock. When using a different mining method, such as longwall, mine cars cannot be used because there is not sufficient space to move the cars at the face nor can the cars haul the coal without delays which would cause excessive losses in production. As for ease of handling

Jan 1, 1981

By John C. Draper

The principal object of an underground coal mine transportation sys- tem is to move coal from the face where it is produced to the outside of the mine where it is prepared for market. In addition to the movement of coal, a transportation system must also move supply materials to the inside; it must move men in and out of the mine; and it must move rock and other debris out of the mine for disposal. Usually, mine haulage is divided into three categories named for the various areas of the mine served : 1) Pace Haulage. This is used at face from the mining machine to the intermediate transport system. 2) Intermediate or Secondary Haulage. Generally this is used between face haulage and main haulage. Sometimes this is merely an extension of the main haulage. 3) Main Haulage. This extends from the secondary haulage to the outside and is usually either a track or conveyor system, sometimes a combination of both. Transportation modes of coal in the various areas pose different problems, but the whole system must be synchronized. For instance, at the face the coal should be removed quickly from the various places to facilitate the movement of machines, whereas the intermediate system just passes the same coal on to the main transportation system. Selection of the transportation system must be based on the seam height, mining methods used to extract the coal, capacity required, ease of coal handling, and haulage efficiency. When driving rooms, mine cars can be used. They often simplify supply haulage and rock handling because they can also handle these items. Conveyors could be used and would have a greater haulage capacity but they cannot handle supplies easily or segregate the rock. When using a different mining method, such as longwall, mine cars cannot be used because there is not sufficient space to move the cars at the face nor can the cars haul the coal without delays which would cause excessive losses in production. As for ease of handling at a longwall face, conveyors are convenient because of their low height, ruggedness, and ability to operate while being advanced. Similarly, in low seam heights, conveyor systems are easier and more economic to operate than the regular track haulage because roof has to be taken down for handling mine cars of adequate size.

Jan 1, 1981

By John C. Draper

The principal object of an underground coal mine transportation system is to move coal from the face where it is produced to the outside of the mine where it is prepared for market. In addition to the movement of coal, a transportation system must also move supply materials to the inside; it must move men in and out of the mine; and it must move rock and other debris out of the mine for disposal. Usually, mine haulage is divided into three categories named for the various areas of the mine served : 1) Face Haulage. This is used at face from the mining machine to the intermediate transport system. 2) Intermediate or Secondary Haulage. Generally this is used between face haulage and main haulage. Sometimes this is merely an extension of the main haulage. 3) Main Haulage. This extends from the secondary haulage to the outside and is usually either a track or conveyor system, sometimes a combination of both. Transportation modes of coal in the various areas pose different problems, but the whole system must be synchronized. For instance, at the face the coal should be removed quickly from the various places to facilitate the movement of machines, whereas the intermediate system just passes the same coal on to the main transportation system. Selection of the transportation system must be based on the seam height, mining methods used to extract the coal, capacity required, ease of coal handling, and haulage efficiency. When driving rooms, mine cars can be used. They often simplify supply haulage and rock handling because they can also handle these items. Conveyors could be used and would have a greater haulage capacity but they cannot handle supplies easily or segregate the rock. When using a different mining method, such as longwall, mine cars cannot be used because there is not sufficient space to move the cars at the face nor can the cars haul the coal without delays which would cause excessive losses in production. As for ease of handling

Jan 1, 1981

By Kevin B. Doyle

Virtually all industries use sulphur in some form. About half of the world's production is used in the production of fertilizers. Sulphur is produced in one form or another in over sixty countries in the world. The major producing countries, in order of importance, are: U.S.A., Canada, U.S.S.R., Poland, Japan, France, Mexico, and Spain. Canada is the largest exporter of sulphur presently supplying about 30% of the world elemental sulphur export trade. It has held this position since 1968. World sulphur resources are virtually unlimited. Future world competition will come from Iraq and other Middle East countries as well as Central and South America.

Jan 1, 1978