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By F. W. Tregarthen

"This paper gives a brief description of the methods used to form and implement the present planned maintenance program. The system is designed to assist plant personnel in their task of controlling a large work-force and maintaining the many and varied types of equipment used in a mining and concentrator operation. The types of reports and methods used in scheduling and work-loading are described. General built-in flexibility is derived from computer assistance to the Central Planning Group."

Jan 1, 1971

The development and introduction of a preventive maintenance scheme in the coke ovens department, coal preparation section, of The Broken Hill Proprietary Co. Ltd., Newcastle steelworks, is described together with its operation and the results achieved during the first 12 months.'fhe scheme consists essentially of an engineering analysis of the plant to establish maintenance schedules, and to record the details on reference cards.Items are reviewed progressively and a weekly work schedule is prepared, from which work orders are passed on to the maintenance foremen. These foremen in turn originate action orders and issue inspection sheets as required. Results are then reported back to the maintenance planner and used to revise norms, practices, and cycles.INTRODUCTIONWhat is maintenance? Some people consider maintenance to be the work involved in putting things together again after they have fallen apart. The author regards it as the mechanical care and repair of plant machinery and equipment to keep it operating in sound mechanical condition, without undue interference with production processes.Maintenance may be organized or haphazard, and, too often, what has been fondly imagined to be nicely controlled and organized maintenance proves, under pressure, to be more correctly described as haphazard. Haphazard maintenance deals with breakdowns as they occur, and frequently finds itself confronted with more breakdowns than can be handled. Even organized maintenance, if not based on sound planning, can, at times, be found in a chaotic state, because of unexpected and unanticipated breakdown.Properly planned and scheduled maintenance permits an orderly and controlled approach to the problem of maintain...

Jan 1, 1961

Agenda ?The Context ?The Challenge ?The Solution ?Benefits and lessons learnt from pilots ?Next Steps The Context ?Facilitate management decision making process by supporting the development of value/risk based business cases. ?Large scale investments by extractive industries are expected tobring broad-based benefits to local communities (e.g.: health, education, jobs, infrastructure) ?Investors continue to expect the demonstration of social performance?Specific interventions bring direct value to companies (e.g. skills development) ?Social Investments are key to protecting a company?s license to operate ?Quantifying the value of these investments and planning accordingly, however, has long posed a challenge for the extractive industries and community development practitioners

May 1, 2011

By Robert E. Loftus

"The author discusses the growth in the use of ocean-going bulk carriers for the transportation of mineral commodities, and predicts future trends. The various types of tonnage carriers are described, along with the special discharging gear used, the costs involved and the duties of some of the personnel.THE FIRST CONSIDERATION in planning the ocean transportation of minerals is the type of vessel to be utilized. The modern 'Bulk Carrier' bas proved to be the most successful vehicle for the purpose. I would there-fore like to describe this fleet in some detail and at-tempt to show the impact that the bulk carrier bas bad on the movement of bulk materials."

Jan 1, 1968

By J. Galloway, P. K. Hofmeyr

Obviously all mining operations require much analytical work to be carried out. This starts with exploration, becomes more stringent with the evaluation of a mineralised area and finally becomes on-going when mining operations are under way. All these phases are carried out by geologists, metallurgists and mining engineers. They require analyses to carry out their functions but usually have no involvement in the analyses themselves. Analyses are carried out at commercial laboratories or in-house analytical laboratories. In the past in South Africa the tendency was for the larger mining houses to have their own centralised laboratories for exploration samples with each mine having it?s own laboratory to meet only that mine?s requirements. The centralised laboratory maintains QC functions at the subsidiary laboratories. In other mining areas of the world there has been a strong tendency for all geological analytical requirements, especially for exploration and mining, to be carried out at commercial analytical laboratories. In recent years there has been a tendency for mines in South Africa to move in the same direction. This paper discusses the factors that need to be taken into consideration when a new laboratory is being planned and automation is an option. The planning of the laboratory at the new Langer Heinrich Uranium mine in Namibia is discussed considering these factors. 2.0 REQUIREMENTS OF A MINING ANALYTICAL LABORATORY The purpose and requirements of a mining analytical laboratory are fairly obvious and can be summarised as follows :- 1. All mining operations must have access to analytical facilities, either in-house or commercial 2. The laboratory must be able to handle all the sample types submitted by the mining operation These can be mining, exploration and/or plant samples. They can comprise solids (rocks, bore-cores), slurries and/or liquids.

Jan 1, 2007

The Hail Creek coking coal deposits are situated in Central Queensland, inland from the port of Mackay. A joint venture of Australian and Japanese companies has been formed to examine the feasibility of developing these deposits for sale on the overseas markets. The project envisaged involves large scale mining operations and on site benefic- iation to wash the coal to marketable quality. Infrastructure items include a 140 kilometre railway to the coast, a port facility, and at Ilail Creek, power and water supplies, roads and communications, and accommodation for a substantial workforce. The need for town development and the responsibility for the development are established. The town planning implications of coal production at the rate of five million long tons of washed coal per annum from open cut and underground mines are considered. A procedure for estimating the size of the town is expounded and the town size is determined. The factors influencing site selection are explained and a site is suggested. A method of designing the town is described and comments are made on developmental aspects. Spaciousness and preservation featuring the natural environment will be the theme of the town development.

Jan 1, 1973

By Jim Richards, Eli Choueiry, Brett Robinson, Amanda Elioff

The Los Angeles Metro Gold Line Eastside Extension (MGLEE) extends Metro’s light rail system to the densely populated and growing East Los Angeles communities. Much of the 6 mile alignment consists of at-grade track, but the project also features a1.7 mile underground segment in cut-and-cover and twin-bored tunnel structures. In light of past experiences with open shield construction, The Metropolitan Transportation Authority (Metro) specified, for the first time, use of Pressure Face Tunnel Boring Machines (TBM’s) to advance tunnels through soft ground. This paper describes the history of the tunnel design, construction management, and construction methods adopted that resulted in successfully completing the tunneling segment.

Jan 1, 2007

By V. W. Shtenko, B. J. Ennis, P. H. Bridge

"The northeastern region of British Columbia contains large quantities of high-quality metallurgical coal. To market the coal, it was necessary to provide the required infrastructure which included rail access. This paper presents the role of the British Columbia Railway in the northeast coal development.In 1976, B.C. Railway undertook to study two main routes, one originating at Chetwynd and the other at Anzac, both located on the main line, north of Prince George. The routes studied are briefly described, detailing the methodology and engineering analysis carried out to permit the selection of a single route that would be the most cost effective, taking into consideration the construction, maintenance and operating costs. The operating parameters, track and grade standards, anticipated tonnage, construction costs and the final route selected are also presented.Pre-engineering analysis and studies of the route selected originating at Anzac, known as Tumbler Ridge Branch Line, and which commenced in 1977, were concluded in 1978. New mapping was developed to a scale of 1:2000 with good vertical and horizontal control. Based on the mapping data, terrain analysis, and designs developed, an estimate of construction costs and schedule of work was developed.Authority to proceed with the final design and construction was provided in December 1980, with the first shipment scheduled for December I, 1983. Final designs of all structures are discussed, including schedules, cost to completion, and control systems utilized. The decision to electrify the Tumbler Ridge Branch Line and related topics are discussed, with a brief description of train operations. The present status of the project is also presented."

Jan 1, 1983

By Roland Trunk, Marcel Imbach, Yves Boissonnas, Jan Vesely

"INTRODUCTION The expansion of the Suez Canal, which runs between the Mediterranean and Red Sea, is at the top of Egypt’s economic agenda. The £8 billion development plan includes a new channel alongside the existing one which will double the number of ships able to pass each day and several tunnels to connect the Sinai peninsula to the main part of Egypt. The Egyptian government ordered three new tunnels under the Suez Canal in the area of Port Said as part of the Canal Region Development Plan. The three tunnels will contribute to the North Sinai expansion, helping to create a vast industrial zone and completing the coastal road extension from Rafah to Nuewiba. Two of these three tunnels will be allocated for roads and the third for railway traffic. A further part of the Suez Canal development mega project are an additional six tunnels in the area of Ismailia and Suez. The focus of this paper is on the two road tunnels in Port Said and will give an overview of the project and the challenges encountered regarding the technical complexity and tight time schedule both in its design and execution. PROJECT OVERVIEW The tunnels will be built in the area of Port Said (see Figure 1) which is the most northern part of the Suez Canal.The road alignment connects the Port Fuad Road in the east bank of the Suez Canal to the Port Said-Ismailia highway in the west bank with a dual carriageway section. Each of the carriageways has two lanes. The bored diameter of the 2.8 km long road tunnels is 13.050 m and will be driven with two Mix-Shield TBMs. The distance between the two tunnel axes is planned with 42.5 m (discussion about a reduction are ongoing). The width of the Suez Canal is around 340 m at upper level and around 170 m at the bottom. During the TBM drive, three main geological layers are expected. Below a depth of around 40 m in a very soft clay layer, a dense to silty sand layer is predicted. Within the sand layer another silty hard clay is expected in different depths with variable thickness. After finishing the excavation of the road tunnels, the same TBM will be used for the railway tunnel. The lowest points of the road tunnels will be located 59 m below the surface (tunnel invert to surface) and only 18 m of ground cover exists between the tunnel crown and the Suez Canal invert. Minimum ground cover over the tunnel crown is approximately nine meters at the tunnel portals."

Jan 1, 2016

By Mahony BK

This paper discusses the major infrastructure elements required to support a typical Australian mining development. Infrastructure elements are grouped into four major types, urban planning, transportation, power and communications and water supply. The design criteria applying to individual elements within these groups are briefly discussed as well as order of magnitude cost estimates. The use of simulation models to test the capacity of existing rail networks, as well as novel sources of energy generation, are also described.

Jan 1, 1983

By Gary Jackson

Preliminary engineering for the Waller Creek Tunnel was completed in 2001, but the project was held in abeyance until the summer of 2007. This paper describes several features of the revised design, which required significant changes from the original concept. Most notable is the expected replacement of a tunnel boring machine (TBM) by conventional tunneling. The considerable influence of geological conditions on the tunnel vertical alignment is discussed, in particular the impact of the zones of Eagle Ford Shale with swelling potential. Other features which are described include the wide span tunnels and large diameter shaft requirements.

By David A. Newman

Barrier pillars created during mine development provide additional reserves during mine closure and can be the sole access to reserves previously abandoned because of mining height or out of seam dilution limitations. The safe and successful mining of barrier pillars requires a thorough knowledge of the magnitude and distribution of the vertical stress field in addition to the strength and physical properties of the coal, immediate roof, and immediate floor strata. Quantifying the vertical stress field is complicated by the combination of the overburden stress, abutment stresses transferred onto the barrier pillar from adjacent gob areas, and in multiple seam mining, stresses transferred from abandoned subjacent mines. These variables make the extraction and development of barrier pillar reserves a site specific consideration. Three case histories are presented in which barrier pillar development and extraction provides; i) an access point and the means to ventilate a large area of low seam reserves left by a prior operator after developing only the thicker areas of a multiple split reserve, ii) the means to increase total recovery of a deep, thick seam longwall reserve, and iii) opportunities for the development and retreat mining of a two mile long barrier pillar in thick seam reserves.

Jan 1, 1995

By D. S. McAllister, P. M. Rice, M. E. Fowler

The Westside Light Rail Project, a major 19.3-km (12-mile) extension of Portland, Oregon's light rail system, includes 4.6 km (2.8 miles) of twin 5.8-m (19-ft) diameter running tunnels, a binocular type station which, at 80 m (260 ft) below the ground surface, will be the deepest mass transit station in North America, two 9.4-m (31-ft) diameter station access shafts, and a 5.2-m (17¬ft) diameter ventilation shaft. The tunnels are being excavated by TBM and conventional rock, soft ground, and mixed-face methods. Geologic conditions, alignment, underground opening design, excavation method selection, and payment provisions for excavation and initial ground support are discussed.

Jan 1, 1995

By Tom Ireland, Tony Rock

The proposed 1.83km long twin bore A3 Hindhead road tunnel planned for contruction in 2008 is being delivered under a Highways Agency Early Contractor Involvement (ECI) contract. The proposed construction methodology is progressive mechanical excavation of a horseshoe shaped tunnel with shotcrete installed close behind the face using robotic spraying equipment. The tunneling medium is a ‘soft rock’ sandstone for which there was little previous tunneling experience, requiring extensive geotechnical investigations and an innovative approach to lining design. A 240m long portal section though sandy material utilising a steel pipe umbrella is also required. This paper describes the development of the tunnel planning and design including the most recent developments in UK road tunnels, and the innovation included in the ‘permanent’ primary lining design.

Jan 1, 2007

By David B. Brooks, Roger L. Williams

Control of the environment is as old as mining. Engineers have always had to consider how best to deal with the surface, and the character of the surface environment always affects mining method in some way. However, if the relationship of the mine to the environment is old, today's approach is new. For one thing, land, air and water formerly could be viewed simply as obstacles to be overcome or resources to be utilized to win ore at the lowest possible cost. Now we have come to realize that these nonmineral components of the environment also are highly valuable. For another thing, environ- mental protection has become a public policy issue. Again, a special public interest in land and land use is old. From the firs(, the crown claimed extra rights in valuable minerals, and to this day a multitude of laws and regulations control-and tax-land use in every country. What is new is the detailed public attention bring given to waste management practices, whether these wastes be in the form of solids, liquids or gases, and regardless of where in the environment they appear. (It is convenient to lump all mining environmental problems, including hank fires and subsidence, together under the term "waste management," for in effect that is what they are.) As a result of these changes, the mining engineer must consider that lie is dealing with two productive resources the minerals and the remainder of the environment-and he must expect that lie will be judged not only on his efficiency in recovering the one but also on his effectiveness in protecting the other. Further, in seeking to protect the environment, the modern mining-environmental engineer has a dual role. First, there is the obvious task of finding better ways for industry to cope with waste-management problems in actual operations. Second, there is the less obvious but equally important task of helping formulate appropriate public policy objectives for the environment. Throughout; the section it is assumed that mining is an acceptable land use for the tracts under consideration. The question of whether mining will be permitted at all on these tracts is a further public-policy issue, ultimately to be resolved politically and thus, since it is beyond the scope of engineering, is not a subject that can be usefully discussed in a mining handbook. Finally, none of the statements in the section are predicated on the assumption that required waste-management measures will be privately profitable in the conventional sense. Indeed, the reverse is more likely to be the case-at least if accounts are kept so as to include all appreciable costs and a normal rate of return on investment in waste-disposal and reclamation equipment.',',' However, it is clear that improved waste management will be required of mining firms and that, to a considerable although undetermined degree, this expenditure is in the best long-run interest of both public and industry. The several studies that have attempted to quantify the impact of mining on the environment are admittedly rough but still provide enough information to indicate that there is a big job to be done. For example, something approaching 7,000 mi of stream in Appalachia alone are continuously or significantly affected

Jan 1, 1973

In preparing a paper such as this it was thought that the Newstan Colliery Company Ltd., being comparatively new, would need some introduction to mining people in general.The Newstan Company was formed by the Joint Coal Board in December, 1948 during a period of acute coal shortages. The Company took over the holdings of what were known as the Olstan and Northumberland Collieries, situated at Fassifern, alongside Lake Macquarie and adjacent to the Great Northern Railway, within easy rail access of Sydney and Newcastle, as shown on the locality plan (Fig. 1).The Company was developed in order to produce steaming coal for the power house trade and has continued its activities in the steaming coal trade since its inception. The Olstan and Northumberland collieries were together producing some 300 tons per day when the Company was formed, and it was from this foundation that the colliery was built. The planned development of the Company has been along the lines of producing coal by modern, highly mechanised methods, together with the preparation of theproduct for the consumer, to the highest degree possible consistent with up to date methods.In the comparatively short time of 5t years the mine has developed from a small hand-won coal unit to a high capacity modern mine, one of Australia's largest producers, with an output capacity as high as 3,000 tons per shift.

Jan 1, 1954

By Don L. Deardorff

The Deserado Mine and transportation system is the fuel supply portion of the Bonanza Power Plant project. Deserado Mine con¬sists of an underground mine with a capacity of 1,224,700 tonnes (1,350,000 tons) of clean coal per year, a 649 tonne (715 tons) per hour closed water circuit jig type preparation plant, a 5.6-kilometer (3 ½ -mile) overland conveyor with covered slot storage, a unit train rail load-out and 59.5 kilometers (37 miles) of totally independ¬ent, captive electrified railroad. Planning and exploration started in March of 1978. Construction of all facilities was completed in April of 1984, approximately six years after initial planning was commenced. This paper will discuss exploration, environmental permitting, mine planning, engineering and construction of the Deserado Mine project.

Jan 1, 1984

By Blackham M

West Wallsend No. 2 Colliery is a new mine that is presently being developed in the New- castle Coalfield by J. & A. Brown & Abermain Seaham Collieries Ltd., a subsidiary of Coal & Allied Industries Ltd. It is situated near Barnsley and is some 15 miles by rail from the port of Newcastle. The mine will produce coal from both Bore- hole and Young Wallsend seams. The Borehole seam has a working seam thickness varying from 7 ft to 5 ft while the Young Wallsend seam presents a choice of two distinct working thick- nesses, i.e. 5 ft. or 8 ft, the upper 3 ft containing much high ash material. The inter- seam interval varies from 10 ft on the western edge of the area to more than 70 ft in the central portion. The Borehole seam lies at a depth varying from 550 ft to 750 ft and the overlying surface terrain is gently undulating bushland with limited surface development.

Jan 1, 1972

By K. Robinson

Following the longest Smelter campaign in BCL?s history it was planned to completely rebuild the flash smelting furnace in 1987. This was the fourth major overhaul and the most extensive so far attempted. Detailed planning took place over several year$ preceding the shutdown and implementation was completed in 54 days. The key to minimising shutdown time was the method designed for installation of the new uptake shaft and reaction shaft. Major repair work was also undertaken in the waste heat boiler and electric furnaces. Both of these activities had an impact on the critical path of the flash smelting furnace overhaul.

Jan 1, 1993

By James McKelvey, Larry Drolet, Jason Swartz

INTRODUCTION When divers discovered that sections of a tunnel housing the pipeline that conveys wastewater from the Charleston Peninsula to the Plum Island Wastewater Treatment Facility had caved in, the Charleston Commissioners of Public Works(CPW) moved quickly to determine a long term solution for the city’s collection system, immediately focusing on the Ashley River sewer tunnel along the western boundary of the peninsula. Working with the Charleston community, as well as federal, state, and local officials, CPW developed a fast track yet long life design that can be used as a model for underground construction of tunnels in urban areas. The paper that follows summarizes key aspects of the Ashley River sewer tunnel project. HISTORICAL CHARLESTON Charleston, South Carolina is a culturally significant and historic city that was originally settled in 1670. There are over 100 buildings on the National Register of Historic Places within the Charleston area. Additionally, the first shots of the American Civil War were fired at Fort Sumter in the Charleston Harbor in 1861. As one can imagine, tourism generates significant business for the area with over 1.5 million people visiting Charleston each year. No project, especially one that requires digging, is done within the old city on the Charleston peninsula without careful planning. Many precautions are necessary to prevent damage or disruption to the historical properties. The Ashley River sewer tunnel project is exclusively in the old city. A lot of work was done during the design phase to minimize the impact to historical properties. Some of this work included: an archeological study (where pre-digs were monitored at all shaft sites by an archeologist); a building/structure assessment study (where structures near a shaft site were completely surveyed and cataloged); and an environmental study.

Jan 1, 2005