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By Daniel Brutto

"Environmental considerations are a key driver within marine mining consenting processes across different national and international legislative regimes and are critical in shaping the global public perception of the industry. As a result, it is vital that mining companies seeking to operate within marine environments establish a robust understanding of the sensitivities of the seabed environments in which they are active, the impacts of their activities and the ability of the environment to recover from these impacts. The significant risks of failing to do so include an inability to either obtain or maintain operating permits. At the individual project level, the environmental effects of any given development project are typically defined within the scope of an Environmental Impact Assessment (EIA). For well-established industries operating in well-studied environments this approach typically works well. However, where emerging industries or existing industries that are operating within new environments are concerned, there may be significant knowledge gaps pertaining to our understanding of how specific anthropogenic practices or activities interact with the marine environment. These knowledge gaps can cause significant uncertainties pertaining to the likely significant effects of a project. Such uncertainties may result in barriers to industry and economic progress, increased consenting risks, increased project costs to be borne by individual project developers through the acquisition of additional environmental data during the pre-consent or post-consent project phases, project delays and/or significant increases in environmental monitoring burdens with corresponding increases in project costs."

Sep 1, 2014

By Enrique Fernandez

M-30, Madrid’s inner ring, covers 42 sq km of the city centre where one million people reside. It was constructed in several phases during the sixties and the eighties. The design criteria applied to those phases were different and were not always homogeneous with urban roads with lighting regulation as well as speedways. These areas had a heavy concentration of access and exits and there had been made many changes on the number of traffic lanes which has caused heavy traffic congestions and high accident rates. The environmental impact and noise pollution in residential areas are also consequences of M-30. The Madrid Major took a decision at the beginning of the present legislation, based on socio economic and environmental evaluation; rebuild the M-30 with the following sustainable mobility principles: Underground transfer of a considerable portion of the main ring and some of its links replacing some parts of the surface with new green areas in order to reduce the environmental impact. Increase the traffic capacity, improving the traffic continuity and fluidity and eliminating the lighting regulation areas, which is one of the main congestion problems currently. Increase the traffic safety with clear signalling information panels and avoiding difficult maneuvering. Redesign the links with the high capacity radial highways and other connecting lanes of the city. The project is worth 3.7 billion Euros. In 2007, when the construction is completed, it is expected will save 14 million of journey hours that represent 4.5 million Euros saved in fuel consumption per annum, There will be a very significant reduction of 35,000 tons of CO2 in terms of pollution and 400 less car accidents. Those values will increase even more in the following years. The areas beside Manzanares River, running parallel to the M-30 on the western side of Madrid, will be highly enhanced. Better water quality and the recovering of the green areas existing in old times will also return for the citizen’s enjoyment. TUNNEL CROSS SECTION OF CALLE 30 SOUTH BY PASS One of the major challenges of the new Calle 30 is actually not only the related to the main road but also to the link with the A-3, with highway to Valencia. This link is currently the most congested area and has one of the highest traffic densities of Spanish roads, with more than 250,000 vehicles/day. The remodelling of this area is the principle objective of the South by-pass. The tunnel is the only answer for this by-pass as the road alignment will go among buildings. A twin tube design, one for each direction, with three lanes allowing the circulation of both, light cars and heavy trucks, is the solution that has been

Jan 1, 2007

By Ching L. Wu, Joseph Penzien

An analytical procedure is presented for evaluating the stresses in linings of bored tunnels caused by kinematic soil-lining interaction. Three cases of interaction as produced by the following conditions are treated: (1) relaxation of in situ soil stresses near a lining following its installation; (2) overburden pressure at the soil surface; and (3) free-field soil response resulting from an earthquake. Non-dimensional formulas and graphs resulting from parametric studies are presented for practical tunnel design applications. The procedure is applied separately to a steel lining and a concrete lining for a site located at the lower end of Market Street in San Francisco through which a BART (Bay Area Rapid Transit)tunnel passes.

Jan 1, 1997

By I F. Bell, K P. Hammerschmid

Well planned and executed environmental management plans can reduce life-of-mine operating costs and the need to deal with major environmental issues at the time of mine closure. With proper planning during the exploration, feasibility and execution phases of a project, final closure costs can be reduced. The reduction of closure costs should be considered during exploration and initial feasibility studies and when process facilities, waste rock dumps and tailings impoundments are designed. During the mining of the resource, closure cost reduction will depend on effective and efficient environmental management plans for ongoing land clearance, segregation of mine waste materials, management of mine site water and workshop wastewaters, and the establishment of progressive rehabilitation strategies. These issues are the responsibility of planning, production, technical support and maintenance personnel at an operating site. The successful implementation of environmental plans will ensure that all impacts are reduced and that closure issues with major cost implications are addressed prior to closure of the mine.

Jan 1, 1995

By A. Philipp, A. S. Middleton, G. A. Harron, A. B. Durham

"Basal till sampling techniques were used to search for gold mineralization in the Timmins, Ontario area. During 1978 and 1979, approximately 90 overburden sampling drill holes were completed in Murphy and Hoyle Townships to test specific geophysically defined target areas. A conventional tricone dual tube drill system, and a unique retractable tricone/rock coring system were used to various advantages.First pass till sampling at 800 to 1200 ft intervals perpendicular to ice transport direction yielded anomalous gold values in till and carbonatized quartz pyrite-rich bedrock chips, and lateritic soil. Subsequent induced polarization-resistivity surveys defined the areal extent of a pyritic carbonate alteration zone. A second pass till sampling/limited rock coring program evaluated the gold mineralization potential of the alteration zone. Diamond drilling has substantiated the till and bedrock gold anomalies. Further evaluation of this mineralization is currently in progress. IntroductionThis paper describes an integrated geochemical/geophysical gold mineralization discovery case history in Hoyle Township. This discovery is on a property jointly owned (I983) by Canamax Resources Inc. and Du Pont of Canada Exploration Limited. Exploration of the property began in 1978 by Rosario Resources Canada Ltd. and in 1979 a joint venture agreement was signed with Du Pont of Canada Exploration Limited. Rosario Resources Canada Ltd. was taken over by Amax Minerals Exploration in 1981, which became Canamax Resources Inc. in 1982.The work described in this paper deals with a gold mineralization discovery located three-quarters of a mile northwest of the gold deposit currently being readied for underground exploration and development. Further drilling is required to investigate the economic potential of the gold mineralization herein described."

Jan 1, 1987

By Harry Schnabel

A 6200 m² cement deep soil mixed (CDSM) wall was constructed for an addition to the Museum of Fine Arts in Boston, Massachusetts. The addition was located along the east side of the existing museum within an existing courtyard and in the area of a recently demolished structure. The basement for the new addition extended up to 9.1 m below the floor slabs of the adjacent buildings. The adjacent buildings are supported on a variety of foundations including; shallow spread footings on alluvial sand deposits, low capacity piles bearing in the alluvial sands and Boston blue clay, and caissons bearing on the alluvial sands and clay. Groundwater was less than one meter below the top of the CDSM wall. The new addition was founded on shallow foundations in the desiccated crust of the Boston Blue Clay. The CDSM wall was selected as the most economical means to control deep seated ground movements, limit movements of adjacent structures, and inhibit groundwater flow into the excavation. Braces and a continuous wale were used to support the CDSM wall where it was located adjacent to structures. Tiebacks were used where there were no structures. Other geotechnical construction at the site included: ? Jet grouting (JG) to improve the ground and provide an impervious subgrade layer at the west end of the addition, ? Concrete pier underpinning was used to support an existing structure on the west end of the site, and ? A secant pile wall using alternating drilled shafts and jet grout columns was used for earth support and a barrier to groundwater flow to allow for the installation of a storage tank at the south end of the site. Inclinometers, total station surveying, vibrating wire strain gauges on the braces and wales and load cells on the tiebacks were used to monitor performance of the excavation support system. The excavation support system performed better than required limiting lateral movements of the adjacent structures to less than 13 mm and vertical settlement to less than 8 mm. No settlements or movement were detected during the construction of the wall. Lateral movement of the CDSM wall was typically below 15 mm with the maximum movement occurring near subgrade.

Jan 1, 2011

By Thomas M. Barczak

State-of-the-art longwall roof supports provide effective strata control, but failures of these support systems still occur. To identify failure mechanisms and the impact these failures have on the safety of the support system, the U.S. Bureau of Mines has been conducting research on shield mechanics in the Bureau's unique mine roof simulator, as well as field studies of in situ support loading and investigations of longwall failures, Three types of failures are discussed: (1) inadequate support capacity, (2) structural failure, and (3) instability. Hypothetical situations with proposed courses of action and case studies of actual longwall failures are described. This information is intended to assist the Mine Safety and Health Administration (MSEIA) and industry mining personnel in safety evaluations of longwall roof support systems.

Jan 1, 1989

By Russel Delmar, Rick Everdell, Harry Charalambu, John Tait

Award of the Design/Build Agreement for construction of Ontario Power Generation’s (OPG’s) Niagara Tunnel Project was made after an intensive 8-month international procurement process. The 14.4-m diameter × 10.4-km long rock tunnel will divert 500 m3/s of water from the Niagara River to the Sir Adam Beck hydroelectric generating complex. The procurement process and Design/Build Agreement included features to address the owner’s requirements regarding risk allocation and cost and schedule certainty, while encouraging innovative ideas from the industry, both technically and commercially. The process included an international expression of interest and prequalification, followed by an invitation for design/build proposals to qualified proponents, and comprehensive proposal evaluations and negotiations with several respondent proponents. An honorarium was provided to the unsuccessful participants in the proposal stage. The resultant negotiated Design/Build Agreement includes Owner’s Mandatory Requirements, negotiated contract terms and conditions, performanceincentive bonuses and liquidated damages for schedule and water delivery performance, a multistaged Geotechnical Baseline Report, joint risk management, references to preexisting community impact agreements and measures to reduce impact on tourism. It also addresses regulatory approvals and permits, an owner controlled insurance policy that required reference to the International Tunneling Insurance Group (ITIG) Code of Practice for Risk Management as a condition of coverage, site specific safety, security and environmental plans, formal team building, a dispute review board, and escrow documentation.

Jan 1, 2007

Jan 1, 1988

By Daniel L. Hanson

This paper presents a case history of the design, installation and performance of a tied-back tangent caisson retaining wall which was constructed as part of the Third Harbor Tunnel project currently underway in Boston, Massachusetts. The Third Harbor Tunnel project consists of a large multi-lane transportation tunnel which is being constructed by the sunken tube method. In this type of construction, the tunnel alignment, slopes and bedding are excavated and installed underwater and the tunnel sections floated over the proper alignment and sunk in place. The tangent caisson retaining wall discussed in this paper was constructed to provide support of the upper portions of the tunnel excavation at the East Boston Portal where the tunnel exited from below the harbor and continued underground on shore. A portion of the tangent caisson retaining wall was also utilized to provide earth support for the barge unloading facility where spoil from the tunnel excavation was transferred to surface vehicles for removal from the site. PROJECT BACKGROUND The tangent caisson retaining wall was constructed by The Millgard Corporation (TMC) as a subcontractor to the Boston Third Harbor Tunnel Contractors, a Joint Venture which consisted of the firms of Morrison-Knudsen Corporation, Interbeton Inc., and J.F. White Contracting Company. The entire project team is listed below on Table 1. The design of the tangent caisson wall system was performed by Hanson Engineering, P.C. (HE) acting as design consultant to TMC. The retaining wall system incorporated a single row of pressure injected earth anchors (tie-backs) as part of the design. The earth anchors were designed and installed by Drill Tech as a subcontractor to TMC.

Jan 1, 1994

By Stefan Larsson, Sebastian Adevik, Sadek Baker, Razvan Ignat

"Abstract Uncertain strength, deformation and flow properties in dry deep mixing columns often lead to conservative choices concerning design values where the design is regularly complemented with a surcharge fill. The surcharge not only leads to increased cost but also to logistical problems where the surcharge is a physical obstacle. The deformation properties of a ground improvement were studied by means of two small embankment load tests. The settlement measurements were also used in FEM analyses, where the effect of surcharge on creep settlements was investigated. Based on the results, the effects of the surcharge were considered negligible and could safely be ignored. The project is an example how the contractor can use a field test as an effective design approach.IntroductionGround improvement of soft soils with dry deep mixing columns, or lime-cement columns, is often combined with a surcharge fill. The main reason for using a surcharge is to force the primary settlement and some of the secondary settlement that would have occurred under the final embankment height alone, to take place under the surcharge loading. Another reason is to level out uneven settlements. Strength and deformation properties in improved soil cannot be sufficiently assessed in advance, before columns have been tested on-site, and this uncertainty often lead to conservative choices concerning design values. In order to compensate for a slow forecasted consolidation process, the design is regularly complemented with a surcharge. The surcharge not only leads to increased cost but also to logistical problems where the surcharge is a physical obstacle.Extensive research undertaken by Åhnberg (2006, 2007) shows, by means of triaxial and oedometer tests, that cementation processes and a load acting on the columns during hardening, makes the improved soil to behave as a heavily over-consolidated soil due to an increase in quasi pre-consolidation pressure. The effects of using a surcharge on the time for consolidation and creep properties are thus probably small, since the stress level does not normally exceed this quasi pre-consolidation pressure. A study presented by Venda Oliveira et al. (2013) shows that the stress level within small ranges has limited effect on the creep properties.This paper presents a case study where the deformation properties of a ground improvement using dry deep mixing columns was investigated by load tests on two small test embankments. The tests were performed at the Interchange Värtan project site, which is part of the Norra länken infrastructure project in Stockholm. The tests were not performed as a research project but simple load tests performed by the contractor with the purpose of rationalizing the design delivered by the client. One purpose of the load tests was to assess the deformations when the columns are loaded temporarily by overlaying concrete works. Another purpose was to provide some input data to a study of the effects of using surcharge on creep settlements. The analysis was conducted as finite element modeling using the commercial code PLAXIS, where creep settlements can be simulated using the built-in Soft Soil Creep model."

Jan 1, 2014

By Patterson B. G

The small party of mining men who formed the original Mount Morgan Syndicate in 1882, commenced operations on the top of the mountain with what were practically nothing more than small hillside quarries, It was not until 1891 that underground stoping began, and open-cut mining therefore commenced with the commencement of operations. This hillside quarrying, however, seems to have been quite haphazard and unsystematic ; there is no trace or sign of any properly devised mining scheme. This can be seen plainly enough from an examination of old mine plans; for in less than five years after stoping was; adopted, the open-cut was down into the stoped-out ground. The following table, prepared from these old plans, shows the downward trend of the excavation in the past fiftyseven years:-

Jan 1, 1939

By Olga Frank-Kamenetskaya

The experimental results of study of atmospheric corrosion processes on Saint-Petersburg bronze monuments surface, received in situ and by means of simulating experiments, have been discussed. Influence of the time factor on corrosion film (patina) mineral composition has been analyzed. Direct dependence between patina mineral composition and environmental conditions has been proved. The sequence of patina phases crystallization has been established. Effect of the chemical composition and heterogeneity of artistic bronze and also monument surface structure on the rate of corrosion process has been regarded. The time variations of mass of the crystallized in the hydrochloric acid vapor phases have been investigated. The kinetic laws of their development at the initial stage of formation, indicating simple (non chain) reactions, have been revealed.

Jan 1, 2006

At the Prospectors and Developers Annual Convention (PDAC) in Toronto, Canada mining and exploration companies of all sizes were on hand to discuss the year that was and those that will be. The following is a look at some of the companies with Canadian operations that were on hand for PDAC 2009. Iamgold Corporation is a leading mid-tier gold mining company producing approximately 31 t (1 million oz) of gold from seven mines on three continents. With record revenues of $870 million ? up 28 percent when compared to 2007 ? the company is focused on growth with a target to reach 56 t (1.8 million oz) gold production by 2012. During 2008, the company acquired the Essakane project in West Africa. The project is fully permitted, under construction and will contribute more than 9.3 t (300,000 oz) of lower cost production by late 2008. Iamgold increased its reserves by 55 percent, to 385 t (12.4 million oz) and its resources in-creased by 16 percent to 821 t (26.4 million oz) in 2008. Going forward, Iamgold has three areas of focus ? West Africa, Guyana Shield and Quebec ? with seven gold operations, five advanced projects and the Niobec niobium mine included. The Rosebel Mine in Suriname is Iamgold?s fl agship property. With measured and indicated resources of 300 t (9.6 million oz), it accounts for 30 percent of Iamgold?s production. Production there was up 20 percent compared with 2007 and further production increases are expected in 2009 and 2010. Mill expansion and optimization increased throughput from 8.9 Mt/a (9.8 million st) to 10 Mt/a (11 million stpy). In West Africa, Iamgold has joint ventures at Sadiola in Mali; Tarkwa in Ghana; Yatela in Mali and Daman in Ghana. Iamgold also has 100 percent ownership of the Mupane gold mine in Botswana and the Doyon gold mine in Quebec, Canada. Also in Quebec, Iamgold has 100 per-cent ownership of the Niobec niobium mine in Quebec. Niobium is used in high strength specialty steels.

Jan 1, 2009

By R. P. H. Willis

For technology transfer to be successful a process, from research to full scale application, has to be followed. This paper describes such a process and how it is applied in practice. Some of the ?do?s? and ?don?ts? are highlighted. Recommendations are made on how to communicate existing knowledge and to ensure that a framework exists to effectively plan future projects with final technology transfer objectives firmly in place. The Impact Ripper System is used as a case study to illustrate lessons learned. Key words: Technology transfer, implementation

Jan 1, 2002

By Congcong Chen, Bo Ma

When assessing the safety of a tailings dam, the constant weight method (CWM) is one of the most commonly used methods. However, when the evaluation indicator value suggests serious defects, the evaluation value is often inconsistent with the actual situation. To address this issue, the variable weight method (VWM) is introduced to assess the safety of the tailings dam. Initially, a three-layer indicator system for dam failure safety assessment is built, and individual indicator values are divided into four grades. Then, an appropriate state variable weight function is constructed and relevant parameters are determined. Finally, a case study is illustrated to verify the effectiveness of the model. The assessment results of the VWM more closely represent the actual situation than that of the CWM, which is more helpful for decision makers and technicians to take scientific and reasonable precautionary measures, thereby improving the safety management of the tailings pond.

Oct 8, 2022

By W. K. Hitchcock

Anecdotal evidence suggests that re-entering a sealed heating poses a significant hazard, whereby the original heating is rejuvenated at an accelerated rate forcing withdrawal and re-sealing of the area. Bulk-scale laboratory experiments using a two-metre column confirm these mine site observations. A high volatile bituminous coal from New South Wales, Australia was allowed to develop a significant hot spot before being inerted with nitrogen and allowed to cool. Air was then allowed back into the coal after the nitrogen was turned off and a hot spot developed almost immediately at the same location as the original hot spot before it quickly migrated towards the air source within a day. Two more re-entries were simulated. Each successive re-entry developed a broader hot spot and took longer to reach thermal runaway. These results clearly show the behaviour that can be expected when trying to recover a section of an underground coal mine that has been sealed due to a spontaneous combustion event.

Jan 1, 2009

By M. Shapiro, L. A. le Grange, B. Henning

Effective pyrometallurgical process vessel design requires accurate assessment of the heat fluxes through the walls of the furnace. This is particularly important for freeze lining operation which is designed to protect refractory materials exposed to chemically corrosive molten contents, or facilitate high temperature operation when the refractory materials are used at conditions close to their service limits. Numerical modelling of fluid flow and heat transfer in process vessels is often used to aid in the design of process vessels. Sophisticated models are used to analyse the three dimensional flow and heat transfer predicting the effects of electrical heating, magnetic stirring, buoyancy, shear forces, various cooling effects and ultimately heat fluxes at the walls of the furnace and refractory. Traditionally these models are applied to the separate single fluid systems in a vessel such as the freeboard region including the arc, the slag region and the metal bath. Boundary conditions such as shear forces and heat fluxes between connecting regions such as the slag and metal bath are either estimated or carried over from separate solutions. Shortcomings in these traditional approaches include the estimation of sometimes critical boundary conditions leading to unreliable heat flux calculations. Also when boundary conditions are carried over between solutions, the process is difficult to set up, time-consuming and finally not fully coupled. In this paper the definition and results of a fully integrated numerical model of a complete arc furnace are presented. The most important mechanisms acting in an arc furnace were considered, including the fields of electrical potential, current, magnetism, momentum, heat transfer and radiation. Temperature dependant properties included electrical conductivity, density, viscosity, and thermal conductivity. The geometry consists of the freeboard, the arc, slag, metal baths and different refractory regions. Although the combined model of air, slag and metal would be defined as a multi-phase problem it is not solved as such. Instead the different fluids are separated by sets of special solid baffles. These baffles allow the implicit transfer of current, magnetism, heat transfer and shear forces between the different fluids and disallow mixing of the separate fluids. The strengths of the integrated model are threefold: Firstly, it provides robustness in defining the geometry and boundary conditions for the overall model. Secondly, it provides the capability to switch on and off individual mechanisms such as buoyancy, magnetic stirring and shear forces in order to observe their individual importance. Finally, it provides a useful tool in the design process through its ability to obtain results of parameter changes in short time scales.

Jan 1, 2004

By James E. Parkes

The Silver Spring Transit Center is a new three-level transit center that will include bus loops for County, Metro and intercity buses, parking, and retail space. It replaces an existing bus station and connects to a busy metro rail station in downtown Silver Spring, Maryland. Significant site constraints in both plan and profile had to be dealt with in developing a design for support of the structure. Over 90 rock-socketed drilled shafts ranging in size from 3 to 7 foot in diameter were ultimately used to accommodate the limited space and large column loads, and to adapt to the variable rock surface at the site. Site access during design was limited due to the existing active bus station, so contract documents were adapted to include further explorations. Differences in anticipated and actual field conditions regarding the depth, quality, and variability of the rock had to be overcome in construction. Osterberg Load Cell testing during construction allowed for verification and optimization of the shaft design. Additional issues dealt with on this constrained site in an urban setting included construction staging issues, such as working around specialty contractors for tieback walls, blasting operations for rock excavation, productions issues for hard bedrock, as well as coordination issues with third parties, most notably the Washington Metro Area Transit Authority. Aspects of the foundation design and optimization, preparation of the contract documents to deal with the complicated nature of the project, and lessons learned from construction are also discussed.

Jan 1, 2011

By A. Mboma

Keywords: Furnace, decommissioning, care and maintenance, re-start, funding, nickel Bindura Nickel Corporation (BNC) operates two nickel mines, and treats concentrates from these mines as well as toll concentrates from the region around its Bindura Smelter and Refinery (BSR) complex. At the smelter, concentrates of at least 5% nickel content are blended and dried to 4% moisture in a coal-fired rotary kiln. Matte smelting of concentrate is carried out in a six-in-line electric arc furnace, where the furnace slag is granulated and discarded. Furnace matte is transferred via ladles into Peirce-Smith converters, where, after granulation, a leach alloy containing 68%Ni, 20%Cu, and 6%S is produced. Converter slag is recycled via the matte-smelting furnace. The onset of the global economic recession towards the end of 2008 resulted in a collapse of metal prices, worsening the local situation that was already marred by unfavourable macro-economic conditions in Zimbabwe. As a result, BNC mines were put on care and maintenance in November 2008, followed by Bindura Smelter and Refinery in February and March 2009 respectively. The business environment has since changed, and BNC is getting ready to re-start the plant. This paper describes the decommissioning of the Bindura furnace, asset preservation during the care and maintenance programme in the past two years, and preparation for starting up of the Bindura smelter in the near future.

Jan 1, 2011