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By Earle Faig

Earle Faig Along with other transportation modes, the barge industry will be greatly affected by trends in domestic coal production. Traditionally, coal has been one of the major commodities moved by barge. Now, because of events in the international energy market, coal is finally getting the recognition it deserves as a major component of the country's energy program. Perhaps even more significantly, a series of events has caused other countries to turn to the United States as a source of coal. Although the outlook for coal demand is optimistic, it will be greatly influenced by the ability of the transportation sector to handle the additional traffic. Because of its long experience in moving large quantities of coal, the barging industry is in an excellent position to capitalize on coal's increased popularity. A brief description of the barging industry should facilitate the discussion of coal as it relates to that industry. Barge companies operate on a river system that is over 40 Mm (25,000 miles) long. It includes the East and West Coasts and the Mississippi River System comprised by the Allegheny, Monongahela, Kanawha, Ohio, Illinois, Missouri, Tennessee, Cumberland, Arkansas, Warrior-Tombigbee, and Mobile Rivers, and some smaller tributaries. The Gulf Intracoastal Waterway stretching along the Gulf Coast from Brownsville, TX, to Apalachicola, FL, also is considered part of the inland waterway system. Approximately 1,800 companies operate on the inland river system and have a combined fleet of about 4,400 towboats and 28,000 barges. The fleet of towboats represents 4.8 GW (6.4 million hp) of power. The towboats comprising this fleet vary in size from a small harbor boat to a large line haul boat with 7.5 MW (10,000 hp) of power. The choice of size and power of the boat depends on a number of factors, including the size of the river and operational constraints, such as lock size, river-current rate, and water level. The choice also depends on the tow size. A single tow on a river capable of locking through 15 barges at a time handles up to almost 20 kt (22,000 st), whereas a tow on the lower Mississippi, which has no locks, can accommodate up to 41 kt (45,000 st) of cargo. Because the quality of coal is not typically damaged by exposure to the elements, it is usually moved in open hopper barges, although covered barges are used occasionally. The most frequently used size is the jumbo barge that measures 59 m (195 ft) long by 11 m (35 ft) wide by 4 m (12 ft) deep and can handle up to 1.4 kt (1,500 st) of coal. Advantages of Barge Transportation Barging offers several inherent advantages in transportation of bulk commodities like coal. First, barges can carry large quantities of product. A single jumbo hopper barge can handle 1.4 kt (1,500 st) of cargo while it takes 15 91-t (100-st) capacity rail cars or 57 trucks hauling 24 t (26 st) each to move an equivalent amount of cargo. Thus, barges can move more tonnage with less equipment than competing forms of transportation. Second, barging offers the most fuel efficient means of transportation. Less energy is required to push a load over water than to pull a similar load over land. The amount of pollution attributable to barge traffic is minimal because barges consume less fuel. Third, barging is an inexpensive form of transportation. The inland waterway industry transports about 12% of the nation's freight for about 2% of the total freight bill. This can be attributed to competition between the large number of companies on the river system and competition with other transportation modes. Fourth, barging is an environmentally safe method of transportation. Inland river routes expose fewer urban areas to hazardous substances than rail or truck. And barge spills occur less frequently than rail or truck spills. The industry does pose some disadvantages. The waterway system is constrained by the natural river network, so barges cannot travel on the most direct straight-line route. This means that barging is usually an incomplete form of transportation requiring interface with truck or rail. The industry's market is limited to those geographical areas that are located on or near the rivers. In addition, it is a time-consuming transportation mode, making it impractical for many types of commodities.

Jan 10, 1982

By E. Lammer

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

Jan 1, 2011

By Val E. Payne

Issues between resource utilization and resource preservation often develop in connection with coal mining. One such conflict exists in eastern Utah where PacifiCorp and Energy West Mining Company are working with State and Federal agencies to address the resource recovery/resource preservation dispute. The effects of underground longwall coal mining on golden eagle (Aquila chrysaetos) cliff nesting sites have been studied at the Cottonwood Mine since 1986. Subsidence, escarpment spalling, and the nesting activities of the local eagle population were monitored.

Jan 1, 1986

By J. A. Cole

This paper discusses the modification of the cyanide tailings treatment method from ferrous sulfate to Caro's acid (peroxymonosulfuric acid). An examination of the operating parameters, costs, and chemistry describes how the decision was made to switch to this treatment method. Plant data collected from the last several months will be used, along with considerations from an operator's viewpoint.

Jan 1, 1996

By R. Patterson

Tracer gases have been utilized successfully in a variety of industries, each with specific releasing and sampling methods. The various attributes of tracer gases are dependent on the industry the tracers are utilized in. Tracers must be chemically and thermally stable, safe, odorless, detectable at low concentrations, have a low background concentration, and should not be naturally occurring in the environment if they are utilized in underground mining applications (Thimons et al., 1974). In addition, the tracer gas should be inexpensive, non-corrosive, non-toxic, easily transportable, readily attainable, and non-radioactive (Kennedy et al., 1987). Sulfur hexafluoride (SF6) met many of these above requirements and therefore was introduced as an ideal tracer gas to use in mining industry in the early 1970?s (Thimons et al., 1974). Due to the nature of underground mining including complicated geometry, irregular flows, turbulent flows, obstructed airways, and leakages it is difficult to use conventional anemometer and smoke tube techniques to accurately measure the effectiveness of ventilation controls (Thimons et al., 1974; Klinowski and Kennedy, 1991). There have been several applications of SF6 as a tracer gas in underground metal/non-metal and coal mines. Thimons et al. conducted early testing of SF6 in an underground limestone mine and determined that it is an effective technique for evaluating auxiliary fans, estimating volumetric flow rates in large areas, and measuring low flow velocities. A rapid face ventilation measurement method (FVM) utilizing SF6 was developed by the Bureau of Mines to make face measurements in underground coal mines (Timko and Thimons, 1982). When measuring the effectiveness of jet fans in dead headings SF6 was proven more effective than smoke tubes (Timko and Thimons, 1982). Experiments related to determining methane liberation in the gob were also conducted by injecting SF6 into a borehole (Timko and Thimons, 1982). Also, in an emergency situation where the gob had to be sealed due to a fire, SF6 was released to determine the effectiveness of the seals (Timko and Thimons, 1982).

Jan 1, 2011

By Shimi Tzobery, John E. Shamma, Samuel Swartz, Gary B. Hemphill

The trapezoidal tapered ring method has made significant progress in recent years for shielded-TBM projects, excavating tunnels with high overburden, strict water tightness criteria, and multiple curve alignments. The selection of compatible tapered rings is critical for successful advancement of the tunnel, assuring efficient installation of rings, as well as prevention of ring damage and excessive leakage. Using experience from the Arrowhead Tunnels Project, this paper describes guidelines for ring selection in tunnel curves, geometric analyses that comply with criteria principals, and provides techniques developed to determine the appropriate relative key position.

Jan 1, 2005

By Joseph J. Diehl, Brian B. Khalighi

This paper discusses the Queens Water Tunnel, No. 3, Stage 2, being driven by a new Robbins High Performance (HP) Tunnel Boring Machine (TBM).The paper is divided into four sections. In the INTRODUCTION section, a short overview of the scope of the project is presented. In the GEOLOGY section, the geological condition along the tunnel drive is briefly introduced. The TBM DESIGN section discusses the various design criteria and the resulting machine specifications. The paper concludes, in the TBM OPERATION section, with a case history describing the tunneling operation from start-up to the time of the writing of this paper.

Jan 1, 1997

By Bruce Clements

The Bagdad mill, located near Bagdad, AZ, was built in 1977 with a designed mill capacity of 36.3 kt/d (40,000 stpd). An autogenous mill-ball mill crusher (ABC) grinding circuit was chosen. The original mill contained three independent grinding circuits. Each contained one 9.75m-diam x 4-m-long (32-ft-diam x 13-ft-long) fixed-speed autogenous mill, a4.7-m-diam x 6.7-m- long (15.5ft-diam x 22-ft-long) ball mill and one 2. 1-m-diam (7-ft-diam) short head cone crusher. Total installed power per grinding circuit was about 8.4 MW (11,350 hp), with 5.9 MW (8000 hp) in the autogenous mill, 2.2 MW (3000 hp) in the ball mill and 261 kW (350 hp) in the crusher (Fig. 1). The autogenous mills were designed to be able to operate semi-autogenously. However, they were never converted to semiautogenous grinding (SAG) mills. As a result of this design, only about 4.1 MW (5450 hp) of the designed power is used in the autogenous mills. The grinding circuits are closed, with 2.4 x 6 m (8 x 20 ft) double-deck vibrating screens. A series of conveyors re- turn screen oversize underneath the mill coarse ore stockpile to feed the crushers. Variable speed belts feed the crushers and control power draw. Crusher product reports directly to the tail end of the autogenous mill feed belt (Fig. 2). A magnetic sensor detects tramp iron in the autogenous mill-crusher circuit.

Jan 1, 1992

By D. X. Tang, G. Wilson, S. S. Peng

Design and implementation of a roof bolting plan requires reliable geotechnical information of strata, such as rock strength, and locations of interfaces and voids/fractures. The drilling parameters obtained during normal roof bolt installation cycle provide a fast and economic way to gather information on the geological structure within the bolted horizon. The purpose of this research project is to develop a method for identifying the geological features in the mine roof strata based on drilling parameters of roof bolter. The criterion for void/fracture prediction has been developed and proven valid. This paper focuses on the estimation of the strength of roof strata by using drilling parameters. Based on the results of a series of underground and laboratory tests, feed pressure is found to be the most sensitive parameter when the strength of roof strata changes. Moreover, it was also found that both penetration rate and rotation rate have obvious impact on the magnitude of feed pressure. Based on these findings, the criterion for the estimation of roof strata strength has been developed using the relationship among feed pressure, penetration rate and rotation rate and implemented in MRGIS.

Jan 1, 2006

By V. Kecojevic

Environmental and economic costs related to equipment fuel consumption and carbon dioxide (CO2) emission present a substantial challenge to the mining industry. Haul trucks are an integral part of the overall surface mining system and they consume a substantial quantity of fuel. Consequently, they produce a significant amount of CO2. The objective of this research is to (i) establish a mathematical relationship among a truck?s fuel consumption, power and engine load factors and (ii) determine the amount of a truck?s CO2 emission and the associated cost that may arise from potential CO2 legislation. In order to achieve these objectives we have considered original equipment manufacturer (OEM) haul trucks, commonly used in surface mining operations. The research presented here may be used by mining professionals to help determine the cost and environmental burden of the trucks? application, and efficiently manage energy consumption.

Jan 1, 2011

By Yi Luo, Jeremy Slagley, Arunkumar Rai, Steve Guffey, Syd S. Peng

Research was conducted to study the characteristics of longwall mining machine noises and to develop engineering controls for the reduction of noise exposure at longwall faces. Time-motion noise dosimeter data was analyzed and compared with existing databases. Experiments were conducted above ground on a stage loader/crusher to explore the potential of using active noise control (noise cancellation) in reducing the noise levels. A 5-7 dBA reduction in recorded stage loader noise was achieved. This paper presents the equipment, procedure and results of the noise surveys, as well as the active noise control experiments.

Jan 1, 2005

By M. Rezaee

Push backs used in the production planning of open pit mines play an integral role in generating annual cash flow. Although several algorithms for push back designs have been proposed, none have studied the optimum number of push backs. In this paper, different algorithms have been implemented for the push back design of a cross section of a copper deposit and the results discussed. Moreover, the optimum number of push backs has been determined using analytical and multiple attribute decision making (MADM) methods based on minimizing the risk associated with grade uncertainty, and minimizing stripping ratio, while maximizing net present value (NPV). According to the findings, the optimum number of push backs has been proposed to be between three and six, as lower quantities of push backs are more likely to achieve the calculated net present value, and have smoother stripping ratios for different pushbacks. This approach was examined in an operating mine and the optimum number of push backs determined to be four.

Jan 1, 2012

By Richard L. Sanford

The generalized rail haulage simulator described in this paper is an outgrowth of the need to expand a previously developed single level simulator to permit analysis of production problems where intermediate car storage is used. Many of the ideas of the former single level simulator, which is an integral part of an Underground Generalized Materials Handling Simulator (UGMHS), have been used in model development. In addition, experience gained in applying the earlier model to a variety of operating conditions has been heavily relied on. The generalized rail haulage simulation model can operate as an independent system and, as such, can be used to analyze rail haulage systems using production distributions as data input. In addition, this model is designed to replace the present rail haulage sub-assembly in the UGMHS model and the linking procedure has been integrated into the model. The flow of coal from production sections in UGMHS, for example, fill the mine cars and a condition of no empty cars at a loading station will shut down in by production systems.

Jan 1, 1974

By R. J. Snoby, J. K. Alderman

Although once fairly common as a method of coal preparation in the United States, dry cleaning has virtually disappeared. Low-rank coals used for power generation in the western U.S. are suited for dry cleaning because water has limited availability in the American west. Surface moisture added through wet cleaning offsets energy improvement achieved from mineral matter reduction. Information will be presented on the commercial application of dry cleaning in North America, the historic development and current status of the technology, and the introduction of modern processing theory and control technology to the design of dry cleaning equipment and plants.

Jan 1, 2001

By J. O. Marsden

Part I in this series of papers considered the chemistry of medium-temperature pressure leaching of copper sulfide concentrates and reviewed the metallurgical testing and initial process development for this technology. This initial work resulted in the development of a process flowsheet utilizing superfine grinding (to a P98 of 12 to 15 µm and P80 of 6 to 7 µm), pressure leaching at 160° to 170ºC, followed by conventional solution extraction (SX) and electrowinning (EW) for the recovery of copper. However, this process required a significant amount of concentrated acid to be fed to the pressure leach vessel to meet the reaction requirements, representing a cost of between $0.03 and 0.05/lb copper (2006 basis) produced by the process. It was immediately recognized that the development of a process that did not require such a large acid addition would be advantageous. This paper, which is Part II in the series, describes the development of a process that incorporates medium-temperature pressure leaching and direct electrowinning (DEW) in a novel and innovative process flowsheet. Phelps Dodge (a subsidiary of Freeport-McMoRan Copper & Gold Inc.) refers to this as the ?MT-DEW-SX? process. Part III in this series covers the large-scale demonstration of the MT-DEW-SX process at Bagdad, Arizona; and Part IV addresses the development and design of a full-scale commercial application at Morenci, Arizona.

Jan 1, 2007

By S. J. Stokowski

Abstract An extensive drilling and laboratory testing program indicates that a construction aggregate resource is present within the Oligocene Sombrerito Formation limestone, southwestern Dominican Republic. The first part of the testing program included the collection, photographing and geologic logging of diamond drill cores to allow lithologic subdivision of the strata into potential quarry layers. The primary lithostratigraphic units are: I- (youngest) approximately 10 m of white, dense marine limestone II-approximately 5 m of white, interbedded dense and chalky marine limestone III-more than 2 m of tan, chalky, calcitic dolomite. Unit I is often altered by lateritic weathering and/or dolomitization. Unit II is often altered by dolomitization. The cores were individually crushed by quarry layer into coarse and fine aggregate sizes for chemical and physical analyses: specific gravity and absorption, MgSO4 soundness, sand equivalent, Atterberg limits of the minus #40 mesh fraction, and LA degradation. The unaltered portion of Unit I is suitable for all construction aggregate uses. Unit II is best suited for crushed stone base. Each of the non-weathered units decreases in coarse-aggregate yield and quality with depth and diagenetic dolomitization. Dolomitization typically causes about 5% lower yield of coarse aggregate, a sand equivalent of about 20 units below the original value an increase in absorption of about 3%, an increase in the LA of up to 13%, and a decrease in the average five-cycle MgSO4 soundness of about 17%.

Jan 1, 1991

By Trevor R. Ellis

In August 2011, the Southern African Institute of Mining and Metallurgy (SAIMM) contacted mining institutes and related societies internationally to assess their interest in participating in coordination of the review of the South African Code for Mineral Valuation (SAMVAL) with reviews of other mineral valuation standards. The main mineral valuation standards are the CIMVal Standard of The Canadian Institute of Mining, Metallurgy and Petroleum (CIM), the VALMIN Code of The Australasian Institute of Mining and Metallurgy (AusIMM), the SAMVAL Code, and the extractive industries? guidance note of the International Valuation Standards Council (IVSC), Valuation of Properties in the Extractive Industries, GN 14, designed for application within the full set of International Valuation Standards (IVSs). By January 2012, SAIMM had concluded that the level of respondent interest was adequate to organize a meeting. A meeting was scheduled for April 18, 2012 in Brisbane, Australia in conjunction with a VALMIN mineral valuation conference organized by the AusIMM. The stated purpose of the meeting was to develop an accord on terms of reference for pursuing harmonization of mineral asset valuation standards adopted by the participating mineral institutes. SME decided that, although it has not developed its own mineral valuation standard, it should participate in the Brisbane meeting and the harmonization process, as also did the American Institute of Minerals Appraisers (AIMA).

Jan 1, 2012

By H. Kinilakodi

The authors previously had developed a methodology that combines injury and citation measures into an overall mine safety performance evaluation tool, called the Safe Performance Index (SPI). It can be easily adopted by mine operators to monitor trends in their injury and citation experiences as a risk assessment method. In this paper, six normalized safety measures and the SPI are used to evaluate the risk that existed at mines in the two years preceding the occurrence of a fatality. The percentage of mines is given for which the risk was high or where trends of some of the safety measures indicated moderate risk. In 50% of the mines, this mine safety performance tracking method could have been helpful to the companies, state agency, or MSHA in recognizing and addressing emerging problems with actions that may have been able to prevent high-risk conditions, the fatality, and/or other serious injuries. The approach would have given scrutiny to the risk for mines that encompassed 74% of the fatalities during 2007-2010.

Jan 1, 2012

By L. M. Lenahan, J. D. Sheets

INTRODUCTION The Raleigh-Durham International Airport (RDU) in North Carolina is the fourth largest airport in the southeast region of the United States. The Raleigh-Durham Airport Authority is currently underway with planning, designing and constructing are placement Passenger Terminal as part of the Major Capital Improvements Program at Raleigh Durham International Airport. The Terminal C Expansion and Renovation Project will replace the existing Terminal C structure with a new processor building and concourse. The project is separated into several contracts. The early stage contracts are constructing a west side storm water management facility, relocating taxiways, installing new drainage systems, installing new aircraft apron pavement, Demolition, the Central Energy Plant and Early Foundations. The later projects are the Terminal Building, Passenger Boarding Bridges, Information Technology Systems and Integration, Furniture, Furnishings & Equipment and Specialty Millwork. The Terminal Building will be constructed in two phases. Phase 1 constructs the north half of the new terminal. Airline operations will move to the new terminal at the completion of this phase. Phase 2 completes construction of the south processor building. The full build out of the project, subject to funding availability, will replace the remainder of the south concourse. The Program’s primary focus is to replace the existing passenger Terminal C with a new terminal that will provide more passenger gates and larger passenger screening, ticketing and baggage handling facilities. The planning for the New Terminal C Program began in 2002 with construction starting in March, 2003. The continuing growth of passenger airline travel in the Raleigh/Durham metropolitan area requires RDU to expand its facilities to keep up with the present and future growth within the Region. In October of 2002, the RDU Airport Authority selected Parsons Transportation Group as the Program Manager/Construction Manager to help assist in the development of the Terminal C expansion program. RDU Airport Authority selected the Seattle Washington Office of URS Corporation as the Engineer of Record for the West Side Storm Water Management Facilities. The Westside Storm Water Management Facilities Project became one of the early critical path activities of the overall RDUAA Terminal C Expansion Program. The Briar Creek Reservoir had been constructed to accommodate storm water runoff to the west of the Airport. The existing 1.5 m culvert that drained runoff from the airport terminal (area) to the reservoir was insufficient in supporting the additional flows

Jan 1, 2005

By Joachim Klein, Frank Reimann

Nodular-graphite cast iron (GGG) is a material similar to steel, and one which exhibits excellent properties, in particular for components exposed to pressure. GGG cast iron has been used in many cases when sinking mine shafts with conventional tubbing. With linings made of cast iron tubbings (the backfill concrete is not integrated into the calculations, and merely serves as bedding) the properties of the cast iron can be made full use of, provided the tubbing is made to the appropriate cross-section. Calculations have shown that better static values can be arrived at when using cross-sections other than those of tubbings made to conventional German standard. The cross-sectional design of the new types of shaft lining made from GGG is to be developed on these lines irrespective of the cast iron structure being only stressed component or its restistance function being combined with the one of concrete. GGG 50 is used for the first time to make the reinforcing inner liner of a main shaft currently sunk in Germany. The physical properties of nodular-graphite cast iron, strength and deformability, suggest that, in the future, its application will not be restricted to shaft support but also in tunneling. New moulding techniques with better three-dimensional modelling resulted in new tubbing designs as installed e.g. for the Hannover underground at present. Shield-driven tunnels have to withstand earth and water pressure, apart from axial machine loads. In this field time is money as well. Therefore easy handling and quick installation are necessary for successful, use. Last but not least, safety is of first-order importance for work in shaft sinking and tunneling. Cast iron lining systems, accordingly, are adequate systems, in particular for excavations underneath water for transport systems and for goods and passengers.

Jan 1, 1987