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By Dave Willis

Two hundred and thirty million tons of coal! That is what the Burlington Northern (BN) railroad anticipates that it and the Chicago North Western railroad (CNW) will haul out of the southern Powder River Basin l (see map on page 966) in 1994. Put that 209 Mt (230 million st) into railroad perspective. Current average train size is 113 cars. With each car transporting 94 t (103.5 st) of coal, each train averages 10.6 kt (11,700 st) of coal. Simple division shows that 209 Mt (230 million st) of coal equals 19,658 trains a year. So BN and the CNW must move 54 loads a day out of the Basin. Every load, of course, has an empty side of its cycle. This means that 54 loads a day translates into 108 total trains a day, or 39,420 trains a year through the southern PRB.

Jan 1, 1994

By Cleophus Short

[Of the many occupations in and about the coal mines, those of the haulage crews are among the most hazardous. Statistics ship that the second greatest number of fatalities about the coal mines occur during haulage ion and through the use or misuse of haulage equipment. During the five year period between January 1, 1957 and January 1, 1962, the m stone mine had a. Sack haulage frequency of 4098 and mined 3, 541,939 toads per haulage fatality. Coal mire haulage is similar in respects to railroading. We gee very serious consideration to the instillation of tack and to the selection of the haulage crews. In doing this, we are attempting to have our coal mine haulage as. Safe as that of the railroads.]

Jan 1, 1963

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 Peter Johnson, David Barber, Lachlan Henderson

"Within underground portions of metro rail networks the traditional approach to a design fire has been to assume a worst credible railcar fire and develop ventilation and egress measures for life safety. This approach is being challenged as a rail network approach to design fires becomes a more practical and realistic approach. The network approach is based on utilizing an in-depth hazard analysis, to understand ignition and fire load sources in tunnels, above and below the floor of the railcar and within stations, and then utilizing a quantitative risk assessment to determine sets of fire scenarios. The process allows small, medium and large fires to be considered, with the consequences also being quantified. The selection of design fires has a significant influence on fire protection measures within a metro network and hence, is a major cost input. The rail network approach provides more robust decisions on fires, based on the hazards present. INTRODUCTION A fire within a rail car or one that occurs as part of a rail system can threaten the lives of users, maintenance staff and emergency services personnel. Fires in metro systems are rare events but can have severe consequences. As a result, any analysis of a potential fire must be thorough and rigorous and address not only regular accidents and small fires, but also very low probability, high consequence scenarios. The fire safety design process for a tunnel and station must start with the design engineers, contractor and operators making a number of key decisions related to fire protection measures, which may have significant cost considerations. One of the key aspects that influences the required fire protection is the design fire and the design fire scenarios, which is a key input for analysis. This paper provides an overview of the author’s experience in designing fire protection measures for rail networks in Europe, Australia and NZ, where a risk based framework is used to develop design fires and scenarios for the whole rail system – trains, stations and tunnels. This system wide approach is innovative, challenges the norms, but provides significantly more informed outcomes. The range of design fires will include small fires that may halt the network, larger fires for smoke hazard system design and significant post-flashover fires to assess the structural response."

Jan 1, 2016

By E. P. Evert

Profitable marketing of most minerals is dependent upon the total delivered cost to the user. Transportation costs are often greater than the value of the mineral f.o.b. the mine or processing facility. In some cases, transportation costs are three to five times the mineral cost. For many years, transportation costs were controlled by a complex system involving the transportation companies and supervised by regulatory agencies. This paper will deal with the effects of deregulation on rail costs and outline the major changes in transportation economics.

Jan 1, 1985

By Henry E. Keniston

In every business today costs come under almost microscopic scrutiny. It's hard to conceive that less than 30 years ago there was no such cost consciousness apparent in overall industry. Railroads, through their almost absolute monopoly on freight handling, were one of the industries where little thought was given to overall costs. True regulation kept rates in line, but railroads did very little in the area of supplying equipment intended to help the shipper minimize his costs and at the same time result in savings to the rail carrier. During this period, except for isolated cases, railroads placed standard cars for loading. Most railroad car fleets consisted of box cars, hopper cars, flat cars and low side gondola cars certain roads having unique movements developed special cars to accommodate the particular product, but seldom did these cars move in general interchange service. Most of you are aware that several large companies built railroads of their own as an integral part of raw materials handling from remote sources to production plants located near concentrations of usage. On these railroads special cars were built with little thought to inter-change service. Examples of such railroads are the Duluth, Missabe and Iron Range, the Elgin, Joliet and Eastern, the Union Railroad, the Bessemer and Lake Erie and the Birmingham Southern.

Jan 1, 1972

By Raymond S. Shrode

Transportation is one of several important increments in the total market cost of most commodities. On a national average it has been reported that transportation accounts for about 25% of the total cost of a product at the market place. And industrial minerals are no exception. In fact, the proportionate cost frequently exceeds the 25% average. Further, it may actually determine the economic value of a deposit. Transportation may possibly be thought of as a specialized subject of concern only to a traffic manager and of only nominal interest to the mining engineer, the geologist or other technically oriented member of mineral producers' staff. However, in the industrial minerals field, interest is not commonly confined to exploration, development, production or marketing, but is in contrast an overlapping one. In a very real sense this broad area of interest in the total economics of the business is the specialty of the industrial minerals man. And transportation is a vital part of the total picture. Comments in this paper deal with rail transportation.

Jan 1, 1969

By Ernest E. Thurlow

Introduction Today, more than 50% of rail-carried commodities are mineral industry related, with coal being the most important single commodity moved by rail. In 1980, coal accounted for more than 5.7 million of the total 22.6 million carloads moved by rail. Metallic ores were third behind grain, with more than 1.4 million carloads. Crushed stone, gravel, sand, and other non-metallic minerals totaled almost 2.3 million carloads. Chemicals and allied products, including fertilizer and coke, added another 1.7 million cars, with petroleum and petroleum products totaling 300,000 carloads. Coal Several things happened in the 1970s that gave rise to increased consumption of coal-particularly western coal-and to its dominant position among rail-carried commodities. First, the Clean Air Act of 1970 required generating plants to make significant reductions in sulfur dioxide emissions. To comply, utilities could either invest in scrubbers or switch to low-sulfur western coal. Many opted for the latter. By 1972, increasing demands by the utility companies halted what had been a 25-year decline in national coal consumption. Second, the Arab Oil Embargo of 1973 put an end to cheap oil and gas, limiting their future as fuels for electric generating purposes and increasing the potential for coal. Third, in 1977, President Carter announced an energy program with coal as its cornerstone, calling for an annual two-thirds increase in national coal production by 1985. He also called for conversion to coal by utilities and large industrial users. Finally, he proposed a 10-year, $10 billion program to encourage domestic coal production and stimulate development of export markets. Coal bounded into world prominence. Foreign demand for steam and metallurgical coal increased tremendously, while US demand for western coal also shot up. This meant greater demands on the transportation sectors that traditionally carried coal to market. Many railroads began programs to serve the coal industry. One example is Burlington Northern's commitment to handle increased western coal tonnages. The company spent more than $1 billion in recent years to develop a system capable of moving more than 91 Mt (100 million st) of coal each year. Other leaders in this renewal were Norfolk and Western, Union Pacific, Santa Fe, and Southern Pacific railways. The importance of the rapid growth of coal traffic to the railroads is shown in the accompanying table, which gives percentages of total tonnages hauled and revenues attributed to coal. With coal providing the railroad industry with a substantial share of its revenues, there is keen competition among the rail companies themselves and among railroads and other transportation sectors for coal haulage. But there is also cooperation when more than one railroad is involved in delivering the coal from mine to market or when a combination of transportation modes is more economical. The latter is represented by Conrail's interest in working with the port authorities of New York and New Jersey to establish a new coal port that would serve not only export markets, but also utilities and industries in the northeast. Iron Ore Next to coal, iron ore (taconite) is the most important single mineral commodity handled by railroads. In Minnesota, where most iron ore is produced, rail transportation is primarily by Burlington Northern and the Duluth, Missabe, & Iron Range Railway Co. (DM&IR). The DM&IR, owned by US Steel, serves several producers on the Mesabi Iron Range. Two of the larger producers, Erie Mining Co. and Reserve Mining Co., also own railroads that operate between the mines and the ports of Silver Bay and Taconite Harbor on Lake Superior. Several iron mines and taconite plants in Michigan are served by the Chicago and Northwestern, and the Soo Line. Total 1981 shipments of taconite and iron ore are estimated at 55.9 Mt (55 million It), compared with about 61 Mt (60 million It) in 1979 the most ever shipped in one year. Still, with annual production capacity of the eight Mesabi Range

Jan 10, 1982

By T. Skodack

This presentation will compare actual work site results for the loading and transport of shot rock for two major tunneling projects in North America. "SCARMAR" (the Canadian subsidiary of S & M Construction) is operating a rail bound Hagglund continuous gathering arm loader in combination with a Hagglund nine car shuttletrain system at the West End of Table Mountain on the B.C. Railway project near Tumbler Ridge, Canada. Al Johnson Construction is operating a Hagglund rubber tired continuous gathering arm loader in combination with haul trucks at the Rocky Mountain Pump Storage Project near Rome, GA. This paper will compare: 1) tunnel and ground conditions, 2) the total work cycle as it relates to mucking and haulage 3) efficiencies and related problems with the two systems 4) mucking and haulage rates 5) operating costs, and 6) recommendations for future large tunnel excavations. Manuscript not received in time for publication.

Jan 1, 1983

By Keith Schaeffer

This paper presents a history of the planning, engineering and construction completed for the railroad tunnel crossing part of the West Elizabeth Avenue Storm Drainage Project, undertaken to relieve flooding within the West Elizabeth Avenue area in Linden, NJ. The Railroad Crossing Contract is part of the larger Linden Drainage Improvements Project consisting of a new gravity storm sewer system. The improvements are required to provide additional storm drainage for the City of Linden and the Merck Pharmaceuticals manufacturing facilities in the City of Linden.

Jan 1, 2008

By Michael A. Piepenburg

The East Side Access (ESA) Project will extend Long Island Rail Road (LIRR) into midtown Manhattan via 11 km of tunnels, a new terminal station and associated support facilities. In addition to the hard-rock tunneling currently underway in Manhattan, soft-ground tunnels in Queens will traverse beneath Amtrak?s Sunnyside Yard and Harold Interlocking, the busiest rail interlocking in North America. This paper details ESA?s coordinated approach to interfacing with both Amtrak and LIRR with regard to the planned tunnels, shafts and related construction beneath or adjacent to the operating railroads. This interface includes integration of railroad staff, extensive presentations, reviews and agreements with the railroads regarding settlement mitigation, real-time automated geo-instrumentation monitoring, ground improvement, and geotechnical/environmental controls.

The past decade has seen remarkable progress by the railroads both in equipment and concepts in the handling of dry bulk. materials. While such shipments have always been an important part of the traffic handled by the railroads I little was done to improve the efficiency of handling or toward attempted optimization of equipment design before 1960. Several developments at about that time turned attention to this important segment of railroad traffic. One was the construction of a successful coal slurry pipe-line. Another was the promise of substantial economy in electric power transmission by ultrahigh voltage systems and finally, came the growing technological and economic feasibility of nuclear fuel electric generating plants. Each of these developments was a threat to the coal traffic of the railroads --the most important single commodity they handled in terms of revenue and tonnage. By the mid-1950's I Southern Railway management had become most concerned with its growing investment in freight car equipment and the declining revenue productivity of the capital employed. Additionally I there was substantial concern with the loss of business and potential losses in the area of the railroad's greatest economic advantage --bulk commodity movements. In 1958 a small team was established to study this problem. They arrived at two conclusions. The first conclusion was that within limits of maximum gross allowable weight on rail the lowest unit net capacity cost of investment came at maximum allowable gross weight per car unit. The second conclusion was that with a high degree of utilization costs per weight unit transported could be reduced to the pOint where

Jan 1, 1971

By William M. Gray

[The products of mites hive historically beet a very large and important segment of total shipment transported by American Railroads. Much as the Mining transportation Executives right have wished for coal and other mineral deposits to be found along navigable rivers, where railroads have for years been competing with the very aggressive Army Corps of Engineers and the inland waterway operators, the mineable reserves are more often that not located in the arid west far from these "free" waterways. The rivers cannot go to the mines but the railroads could, did, and continue to invest it new lines to reach new mines. The mining industry and the railroad industry have good reason to rely upon each other. The former Northern Pacific Railway, the Great Northern Railway, the Chicago, Burlington and Quincy Railroad and the Spokane, Portland and Seattle Railway merged in 1970 to form the Burlington Northern Railroad, with Lou Menk as its first President. As unofficial spokesman for the industry, be had, for years, conducted a tireless effort to educate shippers, lawmakers and the general public of the single most critical problem confronting the railroad industry, the strangle bold of government regulator.]

Jan 1, 1985

By M. Kockler, S. J. Jung

Underground operations at the Rain Mine averaged 360 tonne/day (400 ton/day) utilizing underhand drift-and-fill and longhole stoping with delayed fill between 1993 and 2002. Mining from four ore zones produced over 803 800 ore tonnes (886 000 tons) at a grade of 9.32 gm/tonne (0.270 oz/ton). Even though openings in the ore could be as large as at 9 m (30 ft) wide, 30 m (100 ft) high, and over 60 m (200 ft) long, the weak rock surrounding the ore zones restricted development size to 3 m (10 ft) wide by 3.7 m (12 ft) high.

Jan 1, 2004

By William T. Folwell

INTRODUCTION - CURRENT RAISE BORING PRACTICES Raise boring is a comparatively new tool to the underground mining and construction industries. Underground raise boring, in this country, had its beginning in the early 1960's, in the iron mines of Michigan. These first raises were bored 40 in. and 48 in. in diameter with maximum lengths of approximately 200 ft. Since the late "sixties", the raise boring machine has been accepted by the mining industry as an important machine to increase excavation rates, provide adequate ventilation airways, improve safety, and reduce costs, to name a few of the benefits. The construction industry is now accepting raise boring techniques for hydro-electric power projects, water supply projects, tunnel projects, waste water projects, etc. Raise drills are now capable of boring raises to diameters as much as 12 ft, in the softer rock types. Raise lengths range from 200 ft to as long as 1700 ft. Bored raises, in general, are bored at dip angles ranging from 45º to 90º, depending on the requirement of the raise. The general practice is to drill the pilot hole down to an opening below and up ream the pilot hole to the required diameter. The pilot hole (9-7/8", 9", 11", or 12-1/4" diameter) is generally drilled with compressed air to remove the cuttings. In the event that ground water is encountered and removal of cuttings is impeded, a foaming agent is added to assist in lifting the cuttings. When excessive water is encountered, water is used as the circulation medium and the cuttings are removed by pumping. During the reaming cycle, the cuttings fall by gravity and are removed from the bottom of the raise by conventional methods.

Jan 1, 1997

By Euclid P. Worden

INTRODUCTION Today, conventional raise boring is an accepted method of development in underground mines and on major construction projects. Over the years that this technique, and its associated machines and tools, have been under development, many articles have been written on the subject. To a great extent, these papers have reported operating results of one or more specific projects or have been generalized reviews of state-of-the-art machines and tools. This paper is intended as a review of the technique from an operational standpoint. Conventional raise boring, as opposed to the related variants box hole drilling and underground blast hole drilling, is a two step process consisting of the pilot hole drilling and reaming cycles. This author has covered the subject of pilot hole drilling in another article (1) . A good review of the current machines and equipment has been presented by Monroe (2) and an overall review of this entire technology was published by E&MJ (3) and Mining Journal, April, 1983 (4) . The subject of the reaming cycle is presented here together with some of the technical aspects of how the drilling tools are intended to be used. OPERATIONS Bit Change After the pilot bit has broken through at the end of the pilot hole cycle, a changeover takes place at both the machine and

Jan 1, 1985

By J. R. England, W. J. Taylor

The Sudbury Basin is the scene of the mining operations of the Ontario Division of the International Nickel Company of Canada, Limited. Around the rim of the geological formation and within thirty miles of the City of Sudbury are located twelve operating mines and one open pit operated by the Company. The City, with a metropolitan population of some 100,000 lies 240 miles Northwest of Toronto. In addition, there is one mine in Northwestern Ontario, at Shebandowan, 700 miles Northwest of Sudbury. In 1973 these mines produced 16.5 million short tons of ore of which 14.9 million tons were from underground and the balance from open pit operations. Mining methods include blasthole, sublevel caving, induced caving, shrinkage, cut-and-fill and undercut-and-fill. Raise boring commenced at Inco in 1964 and is now applied at all mines in the Sudbury District (Figure 1). [ ]

Jan 1, 1974

By Hans Svensson

INTRODUCTION The Alimak method of raising (Fig. 1) was intro¬duced in 1957. Because of its flexibility, economy, and speed, it soon became the most used system of raising in the world. With the same unit, raises of various areas, inclinations, and lengths can be driven. Air-motor¬-driven raise climbers normally are used in mines with short raises (Fig. 2). For longer raises electric or diesel-¬hydraulic drives are used. The Alimak raise climber is designed entirely in ac¬cordance with the instructions of the Swedish Board of Industrial Safety (Arbetarskyddsstyrelsen). There are good margins of safety concerning the breaking strength of the material and the raise climber comprises safety devices and features that practically eliminate the risks of accidents. The drive gear of air-driven climbers is equipped with an air-operated brake which is automatically activated when air for the motors is shut off. There is a safety device which activates automatically at overspeed and a speed-regulated brake for descent by gravity, by which the raise climber can be taken down to the bottom of the raise in case of cutoff of the air supply. The raise climber climbs along a pin rack welded to a guide rail which also comprises pipes for air and water. The guide. rail can be extended by using 1- or 2-m (3.2¬or 6.4-ft) sections as the driving progresses. Each guide rail section is bolted to the rock wall by special expan¬sion bolts of Alimak design. Men ride up to the face in the cage, traveling com¬fortably and easily while material is transported on the platform. There is no dangerous climbing up ladders. The men are well protected during ascent and arrive in good condition at the face. The greatest advantages of raise climber systems are flexibility and versatility. The equipment provides a comfortable working position in vertical as well as in¬clined raises of any area and length. The direction may

Jan 1, 1982

By Lok W. Home

INTRODUCTION Today, raise drilling (boring) has become the stan¬dard method of raising throughout the Western world. It is estimated that the majority of raise footage com¬pleted in 1977 was accomplished by the raise drilling method. Extensive replacement of the drill and shoot system by mechanized raise drilling has occurred be¬cause users have recognized one or more of the follow¬ing advantages. In a direct cost per meter comparison, mechanized raise drilling is economically more attractive than drilling and shooting. Mechanized raise drilling offers improved personnel safety over the drilling and shooting method. Mechanized raise drilling is a faster and more predictable method for excavation than is drilling and shooting. The raise cost per unit of length becomes less as the raise length increases, offering greater flexibility in the overall design of mines. Mechanized raise drilling provides a substantial reduction in labor requirements. 6) Mechanized raise drilling improves the working environment. 7) Mechanized raise drilling improves the rock in¬tegrity of round, unblasted raises. Increasing acceptance of the raise drilling technique is enhanced by continuing equipment development. Today, a wide range of machines and capabilities is available, machine drive systems have been improved, reliability has been increased, and cutter technology is being improved quite rapidly. Table 1 lists the four major manufacturers of raise drilling machines, cutters, and reamers, together with the approximate number of machines that each company had in operation at the end of 1977. Although Reed and Smith are major suppliers of reamers and cutters, they do not manufacture the drilling machines. Four or five other relatively minor suppliers have built machines, reamers, and cutters for raise drilling, but they did not have a substantial num¬ber of machines in the field at the end of 1977. MACHINES FOR MECHANIZED RAISE DRILLING There are three principal arrangements for making machine-bored raises. They include the use of standard raise drills, reversible raise drills, and blind-hole or box¬hole raise drills. Standard Raise Drills The standard raise drilling machine is set up on one mine level or on the surface, and a pilot hole is drilled from that level or surface to a level below. When the pilot hole has been drilled, the raise then is reamed back from the lower level to the upper level or the surface. This arrangement is illustrated in Fig. 1. Reversible Raise Drills The reversible raise drilling machine is set up on a lower level of the mine, and a pilot hole is drilled up¬ward to a higher level. The raise then is reamed back from the upper level to the lower level. This arrange¬ment is illustrated in Fig. 2. The machines used for this type of raise drilling normally are capable of being used as standard raise drills. Blind-Hole or Boxhole Raise Drills The blind-hole or boxhole raise drilling machine is set up on a lower level of the mine, and a full diameter raise is bored to a higher level without the use of a pilot hole. This type of machine is illustrated in Fig. 3. Drill Recommendations If access to upper and lower mine levels is equal, the standard raise drill should be used. The complexity of the equipment and associated handling procedures for boxhole drilling far outweigh any mechanical advantage or reduction in the number of operations, provided that access to an upper level is available. If there is good access to a lower level but only limited access to an upper level, the use of a reversible raise drill should be considered. If there is no access to an upper level, a blind-hole or boxhole raise drill is the only practical mechanized system. MACHINE SELECTION There are six major considerations in selecting a machine for raise drilling. These include operating range, cutter loading, machine structure and main¬tenance, drill string configuration, drive system, and automated controls. Operating Range As shown in Table 2 and Figs. 4 through 6, raise drilling machines are available for a wide range of hole sizes. Standard raise drill ratings range from raises of 0.9 m (3 ft) diam and 120 m (400 ft) length up to raises of 3.5 m (12 ft) diam and 900 m (3000 ft) length. Boxhole raise drilling machines are available for raises ranging from 0.9 m (3 ft) to 2 m (6 ft) diam with lengths up to 90 m (300 ft). Table 2 lists, among other criteria, the torque and thrust of typical machines; torque and thrust are the main criteria for analyzing the capacity of a machine. The raise sizes shown in Table 2 assume a condition of medium hard to hard rock formations and optimum cutter loading. The recommended raise size for a given machine can be exceeded when raising softer rock formations or when the operator is willing to accept a lower level of performance; the performance is related directly to the 1093

Jan 1, 1982

Raises are widely constructed underground in hard rock mining for ventilation, material transport or emergency escape. The four major raise excavation methods, Drop Raise, Conventional, Alimak and Raise Bore can be divided into two categories from ground control point of view, one ground support can be installed during excavation, the other not. Excavation method must be chosen carefully to keep the raise wall in stable state during excavation and make sure enough rock stand-up time to install ground support if needed. If rock quality is permitted and there is no strict space limitation, raise bore method which is the only method that ground support can not be installed after the whole excavation is finished should be considered first because it is faster, cheaper, safer and less disturbance to the hosting rock. Support may or may not be needed depends on the purpose of the raise and rock quality. In high quality hosting rocks, if the raise is only for ventilation or material transfer, support may be not needed. If it is for emergency escape or escape and ventilation, which provide or require personnel access, the whole raise must be supported either in high or low quality rock. Based on on site data collection, construction and raise utilization, this paper gave out the rule of thumb how to decide an excavation method. After purpose of the raise, required raise diameter (size) and raise site options being known, geotechnical data collection is the next important step in a raise project.

Jan 1, 2011