Improving Roadway Development – The Key to Profitable Longwall Mining
May 26, 2015
Improving Roadway Development –
The Key to Profitable Longwall Mining
The mantra at most mines:
► It’s the longwall that makes the dollars and pays the bills ……..
► The longwall is the client and therefore determines what and how we develop and support gateroads
So how do we improve longwall profitability?
► Allowing longwalls to produce to nameplate capacity unconstrained by longwall discontinuities
► Improving development performance and reducing overall development costs
So how do we improve development performance?
► Firstly need to understand current performance levels and the improvement opportunities which abound
My views and not necessarily those of ACARP and the Roadway Development Task Group
The Key to Longwall Profitability
Roadway Development 2011/12
0
1
2
3
4
5
6
7
8
9
10
Less than 5,000 5,000-10,000 10,001-15000 15,001-20,000 20,001-25,000 Greater than 25,000
Roadway Development (m) Australian Longwall Mines 2011-2012
420 km of development per annum across 30 longwall mines – mains, gateroads, install faces, etc
On average, 13-14 km/annum roadway development per mine (range 4.5 – 32 km per annum)
Gut feel estimate – annual spend on development $1.5B - $2B
Roadway Development 2011/12
0
5
10
15
20
25
Annualised Development Rate Australian Longwall Mines 2011-2012 (m/CM/annum)
Average 4,012 m/CM/annum
Best practice development rates of 10-11 km/CM/annum or 190-220 m/week/CM
► down from 14-15 km/annum/CM or +300 m/week/CM in 2006/07
Average development rates of 4,012 m/annum/CM equivalent to 80-90 m/week/CM
78% of mines employed 3 or more development units
35% of mines routinely utilised mining contractors in development
Preliminary results suggest a softening of development performance at a number of mines
► cost reduction initiatives including reduced operating hours and a tightening of manning levels?
► more selective use of contractors?
A few mines are continuing to champion improved development performance with enhanced technologies and practices
► Mandalong with their application of monorails and auto-cut system
► Ulan West with their development of people and process (and soon to be monorail and 4FCT)
No self drilling roofbolts being installed in development despite proven 15% improvement in advance rates
► SD roofbolts and rib bolts being adopted in longwall face bolt ups while 2 mines are using SD rib bolts in development
Roadway Development 2012/13
Industry-wide factors have impacted development rates in recent years
Pursuit of metres at any cost and a rapid doubling of workforce levels
► a dilution of skills and experience - most new starters initially allocated to development
► training sector’s response both onerous and of limited operational benefit
Lead time to develop supervisory skills and experience following earlier rationalisations
Adoption of engineering and administrative controls in lieu of engineering-out hazards associated with bolting operations (ie; MDG35.1) – lack of suitable technologies
Failure of new generation equipment to meet design specifications and claimed performance levels
A broad and sustained focus on zero harm - people consumed in safety systems paperwork and failing to manage by walking around
Factors Impacting Roadway Development
Mine level factors have also impacted development rates
Increasing tendency to install long tendons as part of the primary support process - extended face advance cycles
Sub-optimal manning of development crews – 3-4 man crews
► Inability to effectively operate multiple bolting rigs concurrently – extended bolting times
► Single shuttle car operation – extended wheeling times
► Extended panel advances and flits
Slow and tenuous take-up of new technologies (eg: Sandvik’s auto-cut)
Limited utilisation of on-board cycle time monitoring systems for process monitoring and improvement
Failure to recognise and identify the nature and extent of real time operating delays – missed improvement opportunities
Factors Impacting Roadway Development
Understanding Operating Time and Rate
3.2
8.2
31.3
48.5
75.9
Hours/Week
Unscheduled Time
External Idle time
Total Maintenance time
Operational Delays
Operating Time
Average Development Rate 164 m/week
2.2 MPOH
Mine A
2.6
15.2
18.6
51.6
76.7
Hours/Week
Unscheduled Time
External Idle time
Total Maintenance time
Operational Delays
Operating Time
Mine B
Average Development Rate 90 m/week 1.2 MPOH
84.2
4.4
17.2
28.9
29.7
Hours/Week
Unscheduled Time
External Idle time
Total Maintenance time
Operational Delays
Operating Time
Average Development Rate 60 m/week2.2 MPOH
Mine C
33.7
10.5
23.9
43.4
55.1
Hours/Week
Unscheduled Time
External Idle time
Total Maintenance time
Operational Delays
Operating Time
Group Overall
Average Development Rate 95 m/week 1.7 MPOH
The big learnings from analysis of 3 years of roadway development performance
Operating Delays are almost twice Total Maintenance time - 1.8:1 (range 1.3 – 2.8:1)
Operating delays to Operating time is 0.8:1 (range 0.6 – 1.1:1)
Half Operating time is lost in unreported operating delays
- Unreported operating delays/Actual operating hours 1:1
Metres per Actual Operating hour (2.4 – 4.8 MPOH) are double that reported (1.2 – 2.4 MPOH)
The Big Learnings
Increase Operating time
&/or Increase Operating rate
= Improved m/week
Other thoughts on roadway development
The process is not under (statistical) control
Question whether management has (operational) control over the process
Question whether 40 years on, the industry fully understands the nature of the inherent constraints in the process – investing in the wrong solutions
Factors Impacting Roadway Development
A Process Under Control?
Number of Canopy Sets 19 Total Pump Time 8:38:22
Number of Cutting Cycles
19 Total Cutting Time 0:32:53
Average Cycle Time 0:28:36 Total Bolting Time 3:27:04
Average SC Delay 0:05:53 Bolt While Cut Ratio 33%
Number of Canopy Sets 16 Total Pump Time 6:30:44
Number of Cutting Cycles
15 Total Cutting Time 0:28:32
Average Cycle Time 0:29:55 Total Bolting Time 2:17:20
Average SC Delay 0:10:49 Bolt While Cut Ratio 28%
A Process Under Control?
Number of Canopy Sets 19 Total Pump Time 6:37:38
Number of Cutting Cycles
19 Total Cutting Time 0:36:53
Average Cycle Time 0:25:28 Total Bolting Time 2:18:03
Average SC Delay 0:04:36 Bolt While Cut Ratio 34%
Number of Canopy Sets 23 Total Pump Time 7:01:52
Number of Cutting Cycles
20 Total Cutting Time 0:34:14
Average Cycle Time 0:17:20 Total Bolting Time 2:28:52
Average SC Delay 0:01:40 Bolt While Cut Ratio 39%
Use of process cycle logs provide an opportunity to review performance of individual crews
Systems available today typically fail to provide real time feedback to operators, the people who can effect real time improvement
A Process Under Control?
A Process Under Control?
Cut first part of cycle/first SC
Shuttle car travel to boot and return
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One metre face advance cycle – 6 roof bolts and 4 rib bolts Bolter-Miner
A Process Under Control?
Cut first part of cycle/first SC
Shuttle car travel to boot and return
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Shuttle car travel to boot and return
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One metre face advance cycle – 6 roof bolts and 4 rib bolts Bolter-Miner
Material being handled Implement being handled
Control being handled
Face Advance Cycle
Each metre advance cycle is repeated 250 times or more each pillar
► as opposed to 30-40 pillar cycles per gateroad
► (or 450 times or more each pillar when each shuttle car load or half-metre advance represents a new cycle with miner-bolters)
33 individual support materials (eg; bolts, washers, resins, mesh) and 40 implements (eg; drill steels, dollies) are handled and manipulated each metre advance, with over 50 control operations also being initiated
With current levels of mechanisation/automation, the number of operators utilised has a significant impact on cycle times
Each individual action subject to variation due to human, equipment and environmental factors
Controllable???
A Process Under Control?
Everyone knows but do we understand?
Batch haulage systems are a major determinant in development of high capacity (+20 tpm) continuous miners – cut and load it fast to minimise cycle times
With batch haulage, gateroad development typically becomes haulage constrained 60-70 m from boot-end
► pillar development cycle haulage constrained for >80% of the pillar cycle
Size and configuration of current continuous miners limit the number, placement, and ability to concurrently operate roof and rib bolters
Also limits the capacity for on-board storage of support materials, and the ability to retrofit automated materials handling systems
Batch haulage systems typically utilise 70% of roadway thereby limiting access to and resupply of face
Application of continuous haulage systems will result in the pillar development cycle being support constrained 100% of the time
Understanding the Inherent Constraints
Understanding the Inherent Constraints?
Based on the premise that the rate of goal achievement is limited by at least one constraining process
Only by increasing the rate of flow through the constraint can overall throughput be increased
Five focussing steps utilised to Identify, Exploit, Subordinate and Elevate the constraint, and to overcome Inertia
From a development perspective essential to understand whether the process is wheeling constrained or support constrained
► If wheeling constrained introducing measures to improve support performance will achieve nothing, and vv – SDB?
► Many mines have bought new equipment only to find there was another constraint that limited performance
WE Deming
Your system is perfectly designed to get the results that you get
Processes Improvement - Theory of Constraints
Improving Roadway Development Performance
Cu
rren
t Si
tuat
ion
Imp
rove
d D
evel
op
men
t Pe
rfo
rman
ce
Drivers Barriers
Barriers
Drivers
Inability of operators to sustain physical effort required to achieve high productivity levels Age of workforce (average age >40 years) Self defeating - improved performance requires more regular panel/conveyor advances People’s attitude to change – embrace changes they make themselves, but resist change imposed by others Becoming highly productive – risk of workforce rationalisation/reductions Reluctance to embrace new technology Turnover of key personnel Cultural norms limits effectiveness of supervision Roadway design constraints (eg; height and width)pose significant challenges to equipment designers Inability to manage and/or support higher productivity levels (eg; logistics, people, maintenance) Its bloody hard work ……………… Adverse mining conditions Inability to pre-drain seam prior to development, with resulting impact on development performance Lack of visionaries and champions Limited capital funds to develop and introduce new technologies, equipment and systems Corporate focus on zero harm Companies and managers increasingly risk adverse
Lack of understanding of mining economics and reluctance to commit scarce resources to
Achieving and sustaining longwall continuity Lower mine operating costs, become profitable - improve job security Improved health and safety through improved machine design and ergonomics Improved health and safety by designing out hazards of development process with application of remote operating systems and/ or automation Sense of achievement Less manual handling
urr
-
-
–
-
—
-
Requires a focus on 4 key elements – people, process, equipment, and the environment (or organisation)
Improving Roadway Development Performance
Providing the organisational leadership, support and resources to achieve and sustain improvement
Engaging and involving personnel in continuous improvement coupled with developing the necessary skills and competencies
Establishing, implementing, sustaining and improving safe and efficient roadway development processes and work methods
Improving the fitness for purpose and effectiveness of current development equipment
► will ultimately require development of an engineered, integrated, new generation gateroad development system
► hazards engineered-out and improved availability, reliability and performance engineered-in
Improving Roadway Development Performance
Established in 2005 to identify, foster, and support R&D aimed at improving roadway development – ultimate objective to improve longwall sustainability
CM2010 Roadway Development R&D Strategy developed in 2007 to provide framework and direction for research
Roadway Development Task Group
CM2010 Roadway Development R&D
Vision
An integrated, remotely supervised high capacity roadway development mining system capable of sustaining a 15 Mtpa longwall mine with a single (gateroad) mining unit
System will also enable mining to be safely undertaken under adverse or extreme mining conditions, thereby opening up access to reserves previously considered un-mineable
Measures
Sustained performance rate of 10 MPOH for 20 hours per day, based on installing primary support of 6 roof and 2 rib bolts per metre advance including roof and rib confinement (mesh)
Improved health and safety through reduced exposure to hazards in the immediate face area
CM2010 Focus – Enabling Technologies
Remotely Supervised
Continuous Miner
Automated Installation
of Roof and Rib Support
Continuous and/or
AutomatedHaulage
IntegratedPanel
Services
Improved Engineering Availability
Planning, Organisation and Process Control
People Behaviours and Skills
Project Management
of R&D Projects
High Capacity Roadway
DevelopmentSystem
Engagement of Corporate
Sector, OEMs, and
Mines
Key enabling technologies – ACARP’s primary focus
Organisational capabilities and competencies
– responsibility of mines
Project implementation and management
- ACARP’s secondary role
Key learnings from CM2010 include:
The limitations of batch haulage systems and the constraints they impose on gateroad development process
► a pillar development cycle which is haulage constrained for >80% of the cycle
► large and ungainly continuous miners which limit
● the number, placement, and ability to concurrently operate roof and rib bolters
● the capacity for any substantive on-board storage of support materials
● the ability to retrofit automated materials handling systems
► utilise 70% of roadway and limit access to and resupply of face
Continuous haulage systems will result in the pillar cycle being support constrained 100% of the time
CM2010 Learnings
Key learnings from CM2010 include:
Application of administrative and engineering controls are a poor substitute for designing hazards out of system
► MDG35.1 reportedly impacted development performance (30%)
► Proximity detection and collision avoidance systems could potentially further impact performance
Resupply of strata support materials becomes a major logistics issue as development rates improve
► number and nature of materials being handled
► need to maintain continuity of supply, and
► operation of the coal haulage system within the same roadway
Existing roadway development process is mismatched and poorly integrated
► limits overall system utilisation to <30%
► a highly integrated, engineered solution is required
CM2010 Learnings (cont)
The RDTG’s vision is to ensure a sustainable Australian underground coal mining industry:
Remove exposure of persons to hazards associated with the roadway development process
Optimize development system efficiency and productivity
Supports overall mine productivity
2020 Roadway Development Vision
The solution is an integrated development process that:
Mines, loads and transports product
Supports roof and ribs
Delivers and handles strata support and other consumables
Advances face services
Supports efficient (safe and ergonomic) human interaction with system
Provides an information system that allows effective management of the process
Facilitates effective maintenance
Minimises the total cost of development
Meets Australian mining requirements
Roadway Development 2020 Specifications
An Integrated Development Process
Stak
eho
lde
r En
gage
me
nt
Enabling Technologies and Systems
Key Process Elements
Improved Engineering Availability
People Behaviour and Skills
Planning, Organisation and Process Control
Pro
ject
Man
age
me
nt
of
R&
D
Pro
ject
s
Organisational Competencies Implementation
Strategies
Strata Support Materials Handling
Self Steered Continuous
Miner
Automated Strata Support
Continuous Haulage
Face Services
Hig
h C
apac
ity
Ro
adw
ay D
eve
lop
me
nt
Syst
em
Enabling Technologies and Systems
Enabling Technologies and Systems integrating the five key process elements:
Seam, strata and structure sensing systems
Navigation and seam following capabilities and systems
Programmable cutting and loading including product flow and sizing control
Automated drilling and bolting systems and associated handling and positioning systems
Automated drilling and bolting systems and associated handling and positioning systems
Automated long tendon drilling, handling, positioning and installation systems
Self-advancing and/or integrated services handling systems
Integrated, continuous haulage system
Enabling Technologies and Systems
Enabling Technologies and Systems integrating the five key process elements:
Strata support materials handling and logistics systems
Navigation and/or remote steering and control systems for ancillary equipment
Proximity detection and collision avoidance systems
Environmental monitoring systems
Machine control interfaces and protocols
High speed, multi channel communications systems and protocols
On-board data processing systems
ACARP Roadway Development R&D
ACARP has invested $14M since 2005 in pursuit of improved roadway development performance:
Self Steered Continuous Miner (C18023 and C22015)
Seam Following Technologies (C22014)
Automated Bolt and Mesh Handling System C17018
Polymeric Skin Confinement System - ToughSkin (C20041)
Rapid Advance Conveyor (C20034)
Self Advancing Monorail (C20035)
Continuous Haulage Systems (C21025, C22005, C22009, C22011 and C22018)
ACARP Roadway Development R&D
Self Steered Continuous Miner (C18023/C22015) – CSIRO Mining Technology
Objective is to develop self-steering technologies which enable remote operation of CM and remove personnel from immediate face area
LASC Inertial Navigation System (INS) has been further developed and refined, with ‘’motion detect’’ signal being utilised rather than full velocity sensing ology is being simplified to r
20 cm maximum cross track (ie; off roadway centre line) error after 2.7 km, 2.5hour “two heading” roadway pattern above ground trails (as per video)
System currently in process of being fitted to a MB650 and 12CM30 for underground trials early 2014
ACARP Roadway Development R&D
Results from testing of the Phoenix mounted CM navigation system navigating through a two entry gateroad layout at the Ebenezer Mine test site
20 cm cross track – matches and betters most deputies and CM drivers!
ACARP Roadway Development R&D
ACARP Roadway Development R&D
Seam Following Technologies (C22014) - CSIRO Mining Technology
We have developed ways to accurately locate and steer mining machinery
We lack ways to measure the location of the coal resource during mining extraction
The next major advance in automation will be based on geological resource sensing
ACARP Roadway Development R&D
Seam Following Technologies (C22014) - CSIRO Mining Technology
Explores radar-based coal seam thickness measurement technology to deliver a quantitative and enhanced sensor performance
Targets an essential technology component needed to achieve automated mining horizon control capability
Impacts through enhanced productivity and safety for CM and LW operations through the provision of new in-situ seam information
ACARP Roadway Development R&D
Automated Bolt and Mesh Handling System C17018 - UOW
Objective - develop technologies to integrate and automate 9 discrete manual functions using up to 8 different strata support consumables through 15 parallel handling processes : ► Roof bolts and washers (4 bolting rigs)
► Rib Bolts and washers (2 bolting rigs) - including provision for steel and/or “plastic” bolts and washers
► Roof mesh (steel)
► Rib meshing (steel)
Automated strata support is fundamental to full automation of the roadway development process and reducing exposure to hazards at the immediate face
UOW Automated Bolting and Meshing
UOW Automated Bolting and Meshing
ACARP Roadway Development R&D
Roadway Development R&D
Polymeric Skin Confinement System – ToughSkin (C20041) - UOW
Objective is to develop a spray applied polymeric skin confinement system as an alternative to steel mesh –with automation of bolting will enable personnel to be removed from immediate face area
Prototype FRAS rated polymer formulation has been developed with superior skin confinement capabilities
Focus shifting to development of application system
BASF recently commenced due diligence with a view to partnering with UOW for product optimisation, regulatory testing and approval, and commercialisation
ACARP Roadway Development R&D
Self Advancing Monorail (C20035) - UOW
Objective - to develop a system which would allow monorails to be extended behind the CM without manual intervention
Key challenge identified was manipulating and installing chain hung fittings off roof bolts
Project completed recently with demonstration at Macquarie Manufacturing
Technology could be readily adapted to advancing longwall services monorail
ACARP Roadway Development R&D
10 MPOH Continuous Haulage Systems (C21025/C22018)
C21025 identified 5 conveying technologies with potential for incorporation into a 10 MPOH gateroad development CHS
Gateroad development CHS
► Low, continuous capacity 10 MPOH – 300-500 tph
► Utilised in gateroad panel configuration with long pillars (+100 m)
► Small profile to facilitate strata support materials resupply
Scott Technology’s Enclosed Belt System (Innovative Conveying System)
ACARP Roadway Development R&D
10 MPOH Continuous Haulage Systems (C21025/C22018)
3 technologies progressed to final submission phase for 2014 funding - based on developing a 60 m long industry scale prototype system for extensive trialling in an above ground 120 m long, simulated gateroad panel ► Sandvik’s CH500
► Premron’s Enclosed Belt System
► Scott Technology’s Enclosed Belt System (Innovative Conveying System)
Sandvik CH500 Schematic of 60 m Trial
ACARP Roadway Development R&D
Continuous Haulage Systems ► complete Stage 2 R&D - developing a 60 m long industry scale
prototype system for trialling in an above ground 120 m long, simulated gateroad panel
► underground trials of a compliant prototype system
Strata Support Handling and Installation Systems
► adaption of automated bolt and mesh handling system for conventional resin anchored bolts and resin cartridges
► integrate automated bolt and handling systems with automated bolting technologies
► mechanise handling and installation of long tendons, including integration with automated bolt handling and installation systems
► develop technologies and systems to integrate coal haulage and strata support materials handling systems
R&D Priorities 2014 and Beyond
Continuous Miner Automation ► underground trials of CSIRO’s CM navigation system, including mine-
to-plan capability
► development of seam following technologies together with underground trials of these technologies
► incorporate auto-cut technologies to achieve full remote operating capability
Other Enabling Technologies ► seam, strata and structure sensing system to enable ground conditions
to be established in advance of the mining face
► rapid deploying conveyor systems to reduce the duration of panel advances while eliminating/minimising manual handling of components
Develop an EMESRT style industry standard for an engineered, integrated new generation roadway development system
R&D Priorities 2014 and Beyond
The Vision – An Integrated System
Acknowledgements
Special acknowledgement and thanks to the key researchers and their teams involved with ACARP’s Roadway Development Improvement research projects
Acknowledgement also to the various OEMs who have contributed illustrations including; Scott Technology, Sandvik, Premron E-BS, Herrenknecht
Acknowledgement also to the ACARP’s Roadway Development Task Group – it has been an interesting journey