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By L. Giraldo, S. Cotten

"INTRODUCTION The vision for a “Mine Escape Vehicle” (MEV) is to provide capabilities to better enable underground travel to allow miners to escape to safety in the event of a major mine emergency such as a fire or explosion. Enhanced transportation and survival capability such as a MEV may have minimized or eliminated the loss of life associated with several of the mine disasters that occurred in 2006, which together resulted in the deaths of 19 miners. Although the most desirable response in an emergency is for the miners exit the mine, if escape proved to be impossible, the miners could use the vehicle to proceed to an underground point of refuge to await rescue. Under a NIOSH contract issued in April 2008, Raytheon developed a conceptual vehicle design including (1) the capacity to provide life support functions for a number of miners, (2) operate in a reduced oxygen atmosphere with little or no visibility, and (3) travel at speeds faster than miners could walk out of the mine. The proposed MEV concept envisioned modification of a personnel carrier (a.k.a. a “mantrip”) that would be used every day during normal mine operations, not a specialized vehicle reserved only for or dedicated solely to escape. The MEV concept also included escape aids that are detachable from the vehicle in the event that the vehicle must be abandoned on the way out of the mine and the dismounted miners had to proceed on foot. To advance MEV development, NIOSH awarded a second contract in 2010 to Raytheon to build, test, and evaluate the performance of a proof-of-concept MEV that culminated in a 7-month performance evaluation of vehicle in an Eastern Kentucky coal mine (Figure 1). User feedback and lessons learned from the proof-of-concept vehicle evaluation provided support for the general MEV approach, guidance related to the practicality of MEV capabilities, and indication of specific technology shortcomings for this application."

Jan 1, 2015

By C. A. Fisher

THE discovery of petroleum in Pennsylvania in 1859 marked the birth of an industry of paramount importance. Spreading from - Oil Creek, this remarkable industry may be said to have embraced the earth in a little more than half a century. Those who made the discovery little realized its deep significance or far reaching influence on our national life. For over sixty years, during which time this nation has created and developed the oil industry to a high state of efficiency and' carried its activities to all parts of the world, we have' at all times been the leaders in the production of crude oil and in the development of its technology. During the unprecedented growth and expanse of the oil industry there has been an increasing dependency of our basic industries on, petroleum, until at present it has become essential to our national existence. To meet the ever increasing demand for petroleum and its products, we have explored, at one time or another, for their oil possibilities, practically all parts of the sedimentary rock area in the United States. Furthermore, detailed surface and, in many places, subsurface studies have been made of all the promising regions; over 640,000 jewells have 'been drilled for. oil since the beginning of the industry; $12,000,000,000 have been spent in this work; seventeen major fields exceeding 100,000 bbl. daily production and more than a thousand minor pools have been opened up, and 8,000,000,000 bbl. 'of oil have been produced, or an amount nearly equal to the estimated future reserves of the United States made in 1921.

Jan 1, 1925

By K Smith

This paper presents an assessment of the Robertson (2010a) method within the CPTu inversion parameter framework of Been et al. (1987), using CPTu calibration chamber data presented by Jefferies and Been (2015) and in other literature to assess the validity of the method, with particular focus on applicability of the method to TSFs (i.e. its applicability to loose silts and silty sands). The assessment demonstrates that although the method estimates values of k consistent with calibration chamber data, the method estimates values of m that are generally 1.5 to 2 times greater than calibration chamber data. As a result of this, the method generally overestimates Ψ for values of Ψ less than 0, and underestimates Ψ for values of Ψ greater than 0. This may result in both overly conservative assessment of materials as potentially liquefiable and unconservative predictions of material behaviour for loose materials.

Jul 1, 2021

By H. W. Gillett, E. L. Mack

Prior to 1911 the literature on melting brass by electricity consisted entirely-save for some suggestions made in patent literature but not actually worked out-of a few observations by farseeing men ' on the theoretical advantages of melting brass and other nonferrous alloys in electric furnaces. Roeber was the first to see and clearly state the possible advantages of the electric furnace in brass melting. The same factors tha.t make it desirable to manufacture special steels in the electric furnace rather than in crucibles, he declared, apply to brass as well. He pointed out the possibility of using larger melting units, of eliminating crucible cost, of readily controlling the purity of the product. and of nearly eliminating the loss of zinc. "The replacement of the • old crucible process is sure to come," he said; "perhaps it will come in two years, but it will, necessarily, in ten years .... The inevitable advance along this industrial line will have great influence in the metal world and will also provide, in large cities, a new kind of load for the central station." The years 1905 to 1910 may be termed the purely theoretical period of the development of the electric brass furnace, though the Conley furnace was tried out e:xperimenta.lly about 1910 and a few heats were made in an induction furnace. 2 In December, 1911, the American Chemical Society held a symposium on mineral wastes, at which Bassett s discussed the zinc· losses that attend making brass in fuel-fired furnaces.

Jan 1, 1922

By Paul D. Tomlingson

Numerous worthwhile benefits accrue to the industrial organization that is supported by a maintenance organization performing at a world class level. That organization will be favored with consistently reliable production equipment. It will be assured of meeting production goals. Its product will exceed marketplace standards. Its customers will see them as a quality organization. Its employees will enjoy job satisfaction and the plant will realize continuing profitability. Every industrial plant aspires to achieve ?world class? status knowing it can compete favorably with the best, most profitable organizations in the world. The trick is to achieve the attributes that qualify your organization for world class status. But there are no world class maintenance organizations. Rather, there are world class industrial organizations that include a world class maintenance organization. Maintenance, by itself, is a service provider, dependent on the support and cooperation of other departments. When that service is exceptional, it is made that way because maintenance is operating in a plant environment that requires it to be exceptional. Managers have created an environment in which maintenance can be exceptional. The plant, mine or facility manager must acknowledge from the start that maintenance is not a stand-alone effort of a plant maintenance department. It will require the joint efforts of all plant departments. Quality material support and full cooperation from operations, for example, are among the essential requisites for effective maintenance and achievement of world class maintenance status. When attributes such as these are reinforced by dedicated plant managers, profitability soon follows.

By Alessandra Spaghetti

Rolling small-diameter hot wire rods at high speeds with conventional laying head pipes can wear the pipe out frequently and affect quality and consistency in the final product. Laying head upgrades using Sandvik SAF2507LHP™ (UNS S32750) tubes make possible to achieve optimal metallurgical properties, smooth coil formation and easier coil handling. Operators can also avoid unwelcome shutdowns due to frequent worn pipe changes and turndowns. Sandvik have been developing different customers and understand their process needs. The suitable selection materials that are able to withstand high levels of wear better than low alloy and carbon steel grades that are commonly used in industry is very important to improve the quality and increase productivity. UNS S32750 tubes were demonstrably superior to low alloy and carbon steels when used in Laying Head Pipe system regarding tubes lifetime, reducing replacement, production interruptions and increasing reliability.

Aug 17, 2017

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 D. D. Macdonald, G. Engelhardt

The accumulation of damage due to localized corrosion [pitting, stress corrosion cracking (SCC), corrosion fatigue (CF), crevice corrosion (CC), and erosion-corrosion (EC)] in complex industrial systems, such as power plants, refineries, desalination systems, etc., poses a threat to continued safe and economic operation, primarily because of the sudden, catastrophic nature of the resulting failures. Of particular interest in managing these forms of damage is the development of robust algorithms that can be used to predict the integrated damage as a function of time and as a function of the operating conditions of the system. Because complex systems of the same design rapidly become unique, due to differences in operating histories, and because failures are rare events, there is generally insufficient data on any given system to derive reliable empirical models that capture the impact of all (or even some) of the important independent variables. Accordingly, empirical models have generally failed to provide a robust basis for predicting the accumulation of corrosion damage in complex systems under realistic operating conditions. The alternative prediction philosophy is determinism, in which the development of damage is described in terms of valid, physico-electrochemical mechanisms with the output being constrained by the natural laws. The differential damage is then integrated along the corrosion evolutionary path for the system (i.e., over the future operating "history") to yield the desired integrated damage, which is the quantity that is most useful to an operator. In this paper, we review the theory of predicting corrosion damage within the framework of Damage Function Analysis (DFA), with particular emphasis on the pitting of aluminum in chloride solutions and on the accumulation of damage from SCC in Type 304 SS components in the primary coolant circuits of Boiling Water (Nuclear) Reactors (BWRs). These cases have been selected to illustrate the various phases through which localized corrosion damage occurs.

Jan 1, 2005

By D. Royston

In SAG mills fed with a variety of ore types, hard packing between the shell lifters can come and go depending on rock type and rock size distribution and the presence of a binder. Packing can appear in all sizes of SAG mills, and can be tenacious. High ball impact forces (depending on ball size) in larger mills may compact and encourage packing. Packing can have a negative impact on milling performance and a change in shell liner design may be required to remove it. However shell liner design changes need to be managed with care to ensure liner reliability. In smaller mills control of packing can extend shell plate wear-life and may help to maintain milling performance in fixed-speed mills through the liner wear-cycle.

Jan 1, 2012

By E. Isokangas

A mine is essentially a series of operations, including drilling and blasting, crushing, milling, flotation, and leaching, that are interconnected and therefore interrelated, with the performance of one operation affecting the performance of another. Optimizing each stage separately without considering the whole system often causes potential economic benefits and energy savings to be missed. However, the PIO methodology is a thorough approach which considers these individual process activities within the context of the whole process. The basic principle is to optimize the process as a whole, rather than each process step in isolation from the others. Metso?s Process Technology and Innovation (PTI) group offers a global consulting service for the mining and construction industries. A significant amount of this consulting work involves process integration and optimization (PIO) studies. When conducting a PIO study, every aspect of the process is considered. In addition to drilling and blasting, transportation, handling and storage, crushing, screening, grinding, flotation, separation, and recovery, other aspects including equipment utilization and energy consumption and even greenhouse gas emissions are also included if necessary. In a PIO project, it is very important to understand what type of material is being processed at any point in time. That is, which domain or domains is the material part of? This is necessary in order to observe the effect of different ore sources (and the blending of sources) on concentrator performance. Linking the ore from the pit to the concentrator required the development of an ore tracking system. As a result, PTI developed a radio-frequency based material tracking system called SmartTag?. This system allows tracking of ore from its source through blasting, run-of-mine (ROM) pads, crushers, intermediate stockpiles, and finally into the concentrator. Using the SmartTag? system, definitive correlations can be made between the performance of the plant and the plant feed characteristics, including the domain from which the feed ore originated. Since its commercialization in 2007, SmartTag? has been used in the majority of PTI?s consulting projects and several permanent systems have been installed worldwide1. Successful applications of the SmartTag? system have encouraged development to allow the system to be used in a wider variety of plants, in particular plants with finer crushing and screening stages. This paper describes how the SmartTag? system is being utilized by PTI and the benefits being gained by its use in PIO projects, as well as presenting some case studies.

Jan 1, 2012

By W. A. Toohey

Introduction From the earliest times it has been an inherent trait of man to build or create something for his own use or convenience. The need of some form of shelter other than that of the caves led him to bind together stones and other materials to form walls for his abode. Moistened clay which hardened upon drying was no doubt first employed. The Assyrians and Babylonians appear to have employed it or the bitumen found in their country. The early Egyptians and Greeks used some form of lime in their construction work. In addition to these shelters, other structures received attention, and, long before the Roman Empire was established, the Carthaginians made use of a natural cement as binding material. Portions of an aqueduct, seventy miles long, in Northern Africa, built in those early days, are still in use. The Etruscans were the first people in Italy to employ a mortar in their buildings. The Romans, learning the art from the Etruscans, improved the mortar by using a mixture of lime and volcanic ash, called 'puzzolan', and built not only roads but those famous structures, the ruins of many of which exist to this day. The Pantheon at Rome, built by Hadrian about 120 A.D., is perhaps the finest example of the early use of cement in building construction. With the decline of the Roman Empire, the art of making cement seems to have been lost, and for centuries the builders of Europe used only lime mortar. Pure limestones were selected for making the lime and great care was taken in the preparation of the mortar, the supply for one year being made the previous season and left to thoroughly slake or 'ripen' in pits covered with earth. The mortar thus produced gave excellent service above ground or where it was exposed to the hardening action of the air, but would not harden under water.

Jan 1, 1927

By D. Berkley

Off-gas systems often become the limiting factor in production increase and environmental projects. Any upgrade or new off-gas project needs to address control instability issues, instabilities that can result in safety hazards, significant loss of system capacity and/or emissions to the environment [1]. In addition, the design engineer must optimize system configuration and equipment size for the new operating conditions, to have a technically feasible and economically viable project. Dynamic simulations can be used for addressing both the control stability and the design optimization issues. This paper illustrates how the dynamic simulation of transient processes and of their control system can be used in "real life" situations for these purposes, presenting the example of an electric furnace off-gas system design.

Jan 1, 2005

By J. Malone, D. Loth, J. Palmer

WMC Resources' Kalgoorlie Nickel Smelter was commissioned in 1972 at a design capacity of 30,000 tpa of contained Nickel in matte. A series of upgrades and progressive improvements have resulted in a design capacity increase to 110,000 tpa of contained Nickel in matte. The smelter sources nickel-in-concentrate from three Mine / Concentrators and supplies nickel-in-matte to WMC's Nickel Refinery and export customers. The Flash Furnace was last rebuilt in 1999, and is over halfway through the 10-year campaign target. The many modifications over the previous campaigns, including the Integrated Flash Furnace, are reviewed. Recent operation of the smelter and the development of the process during the current campaign are detailed herein. An overview of key interfaces with the Nickel Business Unit Concentrators and Refinery operations is provided.

Jan 1, 2005

This publication summarizes the research (in-house and contract projects) programmed by the Bureau of Mines for fiscal year 1985 (October 1, 1984-September 30, 1985) under its Health and Safety Technology Program. The objective of these projects is to provide an ordered and sequenced advance toward the Bureau's overall goal of providing the system technology required to create a more healthful and safer working environment for the Nation?s mining and minerals processing workers.

Jan 1, 1985

By Guy Reed, Russell Frith

"Current coal pillar design is the epitome of suspension design. A defined weight of potentially unstable overburden material is estimated, and the dimensions of the pillars left behind are based on holding up that material to a prescribed or user-defined Factor of Safety. In principle, this is seemingly no different to early roadway roof support design. However, for the most part, roadway roof stabilisation has progressed to reinforcement, whereby the roof strata is assisted in supporting itself. This is now the mainstay of efficient and effective underground coal production. Suspension and reinforcement are fundamentally different in their roadway roof stabilisation approach and, importantly, lead to substantially different requirements in terms of roof support hardware characteristics and their application. In suspension design, the primary focus is the total load-bearing capacity of the installed support to ensure that it is securely anchored outside of the potentially unstable roof mass. In contrast, reinforcement recognises that roof de-stabilisation is a gradational process with an ever-increasing roof displacement magnitude leading to ever-reducing stability. In a reinforcing situation, key roof support characteristics relate such design issues as system stiffness, the location and pattern of support elements within the roadway, and mobilising a defined thickness of the immediate roof to create (or build) some form of stabilising strata beam. The objective is to ensure that horizontal stress acts across the roof of the roadway and is maintained at a level that prevents mass roof collapse. This paper presents a prototype coal pillar and overburden system representation where reinforcement, rather than suspension, of the overburden is the stabilising mechanism via the action of in situ horizontal stresses within the overburden, the suspension problem potentially being an exception rather than the rule, as is also the case in roadway roof stability. Established principles relating to roadway roof reinforcement can potentially be applied to coal pillar design under this representation. The merit of this assertion is evaluated according to documented failed pillar cases in a range of mining applications and industries found in a series of published databases. Based on the various findings, a series of coal pillar system design considerations and suggestions for bord and pillar type mine workings are provided. This potentially allows a more flexible and informed approach to coal pillar sizing within workable mining layouts, as compared to common industry practices of a single design Factor of Safety (FoS) under defined overburden dead-loading to the exclusion of other potentially relevant overburden stabilising influences."

Jan 1, 2017

By E. J. Haas, K. A. Rost

"This study sought to identify changes in continuous mining machine (CMM) operators’ risk perception and risk behaviors as a result of adding a proximity detection system (PDS) into their environment. To accomplish this research task, 9 CMM operators from 5 locations were interviewed. Interviews were thematically analyzed for constructs including patterns in risk perception and behavior before and after PDS integration and the process of adapting to the PDS. Operators discussed standing in the red zone less than they did before using the PDS; however, they also discussed other risky decisions they made while learning how to operate their CMM with the PDS technology such as “cheating” the technology and working faster to meet production goals. The process of relearning job tasks with technology and unintended behaviors as a result of that relearning process need to be taken into account when introducing new technology into the mine environment. The study results show an in-depth view of mine workers’ perspectives and how their job tasks and environment could be or are affected when learning how to use new technology that are relevant to companies and mine operators when introducing new technology into the mine environment. INTRODUCTION Established “red zones” can help prevent striking and pinning incidents by providing guidance to continuous mining machine (CMM) operators about where they should stand and not stand while operating a CMM. Although red zones influence operator placement positions, these guidelines are not foolproof safety mechanisms. Depending on the job task and circumstances of the mine environment, a CMM operator may unintentionally or intentionally stand in a red zone. For example, CMM operators may work in close proximity to their CMM for better visual attention cues and the ability to work at a higher rate of production [1-3]. To further enhance protection and prevent collisions between vehicles and mine workers, a proximity detection system (PDS) was developed for the industry. The PDS determines an individual’s position relative to a specific piece of machinery, issues visual and/or audible warnings to the mine worker to change positions, and, if necessary, disables machine motion [4]. The introduction of new technology within other sectors has been identified as a factor that influences work decisions. Specifically, previous research demonstrates that when technology debuts there can be an initial intrinsic risk perceived among users about how the technology will interact with their current environment and behaviors; however, these ambiguities, including the possible risks and benefits, are seldom studied [5]. Some research suggests that the constant presence of technology can disrupt situation awareness and decision-making capabilities by increasing worker responsibilities and worker cognitive demands [6-8]. Further, if workers’ perceived risks both with and without technology are misjudged, unsafe decisions that result in human error and injury may be more likely [9-11]. Although these statements are provided within a broad contextual framework, they support the need to study how technology is perceived among end users in their own environment. Because research about technological impact on worker behaviors has suggested both positive and negative consequences of technology, this issue is worth addressing in the mining industry. Specifically, research has not determined whether CMM operators view their placement choices in the red zone as safe or risky and what effect PDS technology has, if any, on risk perception and subsequent risk behavior."

Jan 1, 2015

By Neil Campbell

Abstract Following discovery on the Giant property of very promising gold deposits, some of which terminate against the steeply-dipping West Bay fault, a geological study was initiated co locate possible faulted extensions of the ore. Geological mapping revealed that the ore and the shear zones to which the ore is confined are older than the fault and therefore subject co displacement by it. It also disclosed several diabase dykes which seem co provide the best basis for determining the fault movement. After applying various techniques co determine their strikes and dips, the dykes were used as structural markers and it was estimated that, subject co certain possible errors, the movement on the fault was 16,140 feet (3.06 miles) south and 1,570 feet (0.297 miles) down on the west side relative co the ease. Evidence supporting this conclusion was obtained when subsequent deep diamond-drill holes intended to test the hypothesis cut an ore-bearing major shear zone which, so far as can be determined, is nearly identical with its present correlative on the Giant property. Introduction The fault under consideration follows a northerly trend past the west side of the original settlement of Yellowknife, which is situated 600 miles north of Edmonton and 400 miles from the Northern Alberta Railway terminus at Waterways, Alberta. The mining properties chiefly concerned include the southern part of the Giant claims, on the east side of the fault, and the Con-Rycon-Demelt claims, on the west side, 3Y2 miles to the south. Geological data were also obtained from the eastern part of the A. Y.E. property, which lies south of the Giant claims, and from the Negus, Meg, Yellorex, and Kam properties, which are south and southeast of the Con-Rycon-Demelt claims. Recognition of the major faults in the Yellowknife Bay area, including the West Bay fault which appears to be the greatest, resulted from the work of Dr. A. W. Jolliffe (McGill University, formerly of the Geological Survey of Canada) in 1935 and subsequent years. It has been stated with little exaggeration that these faults rank with the largest known steeply-dipping dislocations of the earth's crust. In the winter of 1939, a mineralized shear zone named the Creek Vein was found on the Giant property. It was noticed that the space relationship between the new shear zone and a body of quartz-feldspar porphyry is roughly the same as that between the Con C-4 shear zone and a body of acidic flows lying north of the Con property. Coupling this relation with the assumption that the movement along the fault is dominantly horizontal, it was postulated that the Giant shear zone represented the faulted extension of the Con C-4 shear.

Jan 1, 1947

By I. Soto, E. Córdova, A. Anani

The new caving megaprojects that are planned to go into production in the next decade have scheduled horizontal developments at very high rates, which are difficult to achieve. Research has been conducted that seeks to model the construction times for underground developments to determine the feasibility of achieving the planned rates. However, these previous attempts do not consider all the operational aspects that make up the mine development cycle. Here, we present a discrete event simulation (DES) model that individualizes each unit operation of the development cycle to determine the construction rates that new projects will be able to attain. The developed model was applied to the New Mine Level (NML) of the El Teniente Division (DET). The results indicate that it would be impractical to achieve the advance rates scheduled in the original plans if the unit operations of the mine continue to be executed using the status quo. The metres developed after six years in the sections analysed can be significantly improved by changing the maintenance strategy for the equipment (457 metres increase), orepass availability (194 metres increase), and the initial planning sequence (1 598 metres increase). It is recommended that the mine implements a flexible maintenance strategy, defines a strategy to ensure and increase orepass availability to contractors, and makes use of current simulation tools for a more robust development sequence planning.

Oct 1, 2022

By A Litwinowicz, M Laxman, A Fourie, A L. Li

This paper presents a design approach and analytical methods that were used for assessing the potential of static liquefaction and developing the mitigation measures for a tailings dams. The rigour of the design and analysis approach represented leading practise in the industry to address static liquefaction, which contributed to a robust design with high confidence and certainty. The salient features of our approach to static liquefaction included geotechnical investigation and tailings characterisation, static liquefaction screening assessment, static liquefaction triggering analysis, limit equilibrium analyses and numerical modelling of static liquefaction using the NorSand model, which was amongst the first tailings dam projects involving numerical modelling of static liquefaction using these methods.

Jul 1, 2021

By D Espinoza, I Rees, J Pocoe, P Collier

P Collier, I Rees, J Pocoe and D Espinoza

Mar 22, 2022