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By Joseph J. Wojcik

INTRODUCTION A great deal more is involved in a sampling effort directed at a placer deposit than physically capturing a quantity of representative material and extracting the desired component. The distribution and dimensions of the sample sites must be chosen after consideration has been given to the type of deposit and the concentrating mechanism. Interpretation of the sampling results is likewise an extremely important part of the sampling program. SAMPLE SPACING The interpretation begins with the selection and design of the sampling program. A decision regarding genesis of the deposits and their geometry must be made in order to select a suitable technique and sampling pattern. Deposits differing genetically will have differing distributions and degrees of concentration.

Jan 1, 1992

By D. E. Ranta, Stephen W. Thomas, Clancy J. Wendt

One of the most difficult tasks associated with placer mining is the sampling of the deposit. More placer projects have failed due to inaccurate assessment of the reserves than to any other reason. Within the realm of placers, those containing valuable minerals with a high unit value are more difficult to sample than those with larger bulk, lower unit value minerals. Some items to consider when sampling a placer deposit are as follows: A. A relatively large sample is needed for accurate valuation of the ground being tested. Placers are composed of many sizes of gravel which makes a representative sample difficult to obtain. B. When sampling placers for high unit value minerals such as gold, any error in mineral content of the sample will be magnified in the calculation of reserves. C. Values are usually erratically distributed within the gravel mass. Therefore, some placers with a more uniform value distribution may be adequately assessed with a minimum number of samples whereas a deposit with a highly erratic distribution of values may not be adequately sampled regardless of how many samples are taken. D. The investigation of a placer deposit should be made by, or be under the direction of, a person experienced in the art of placer sampling. F) During a sampling program, items that must be observed and noted in addition to the sample size and valuable mineral content should include boulder size and number, clay content, bedrock conditions, water, frozen ground, false bedrock, and any other physical characteristics that would affect mining of the deposit.

Jan 1, 1992

By S. W. Thomas

One of the most difficult tasks associated with placer mining is the sampling of the deposit. More placer projects have failed due to inaccurate assessment of the reserves than to any other reason. Within the realm of placers, those containing valuable minerals with a high unit value .are more difficult to sample than those with larger bulk, lower unit value minerals. Some items to consider when sampling a placer deposit are as follows: A) A relatively large size sample is needed for accurate valuation of the ground being tested. Placers are composed of many sizes of gravel which makes a representative sample difficult to obtain. B) When sampling placers for high unit value minerals such as gold, any error in mineral content of the sample will be magnified in the calculation of reserves.

Jan 1, 1985

By Louis W. Cope

The various types of placer deposits will be described as an introduction to the subject. The several methods and machines used for sample taking and processing will be discussed. The advantages and disadvantages of each will be covered. Included will be mistakes and pitfalls of placer sampling and sample reduction.

Jan 1, 1987

By S. Frimpong, N. Demirel

Overburden excavation is an integral component of the surface mine production chain. The walking dragline is the most economic production equipment for overburden excavation in strip mining. Draglines are capital intensive, and thus, investments in multiple units severely impact the economic viability of projects. The use of few dragline units results in highly concentrated production focus, which must be efficiently managed to derive the potential economic benefits. Efficient use of draglines requires a thorough knowledge of the powered functions, the 3D rotational and translational motions and machine-formation interactions within the operating environment. Dragline kinematics and dynamics are required to understand and characterize machine performance and efficiency. In order to sustain the high productivity in difficult operating conditions, the dynamics of the dragline must be modeled and analyzed based on comprehensive kinematics. This paper investigates the planar kinematics of the front-end assembly and its interactions with the formation during excavation using the “Vector Loop Analysis” formulation with comprehensive simulation modeling in MATLAB Simulink. The kinematic models are used to examine the translational, rotational and angular displacement, velocity and acceleration components of the dragline front-end assembly along defined bucket trajectories during excavation. The results are the precursors for comprehensive modeling to examine the load deformation, torque requirements and dragline stress loading profiles for improving machine health and longevity.

Jan 1, 2006

By Raj K. Rajamani, M. K. Abd El-Rehman

The planetary mill is very much suited for the ultra-fine grinding of mineral fillers. Ultra-fine grinding here refers to grinding powders to a size range 5-1 0 rnicrons. Such powders enhance the quality of the final product. The operation of a specially built planetary mill is described. It is shown that a target size of 5 rnicrons can be reached in a few hours using the dual drive planetary mill. A centrifugal field of 37G is generated by the gyration arm of the mill. The design allows the desired setting of canister critical speed. The ultra-fine grinding of alumina, titanium dioxide, hematite, magnetite, kaolin and silicon carbide are described. Also, the continuous operation of the mill is shown.

Jan 1, 2003

By R. L. Grayson

The Office for Mine Safety and Health Research, National Institute for Occupational Safety and Health is responsible for providing research leadership in the prevention of mining work-related illness, injury and death. Planning of the NIOSH FY99 research program focused on the comprehensive collection and risk analysis of fatality, injury and illness data according to commodity and mine type. This data, coupled with the mapping of information obtained from stakeholder meetings over several years, provided the basis for prioritizing research needs. Results of the combined analysis were compared to the FY98 program to identify surveillance and research gap areas. The FY98 research program was then assessed according to commodity and mine type and compared with exposure assessments, traumatic fatality rates, injury rates and employment trends in each commodity-mine type combination to gain insight into the potential balance of the future research program. This paper presents the methods, data and results of this planning process.

Jan 1, 2002

By J. van Wijk

"Vertical material transport is one of the major challenges for the successful implementation of deep sea mining projects. The EU research project „Blue Mining” is focusing on sustainable solutions for deep sea mining operations, with one major goal being the advancement of Vertical Transport Systems (VTS). To investigate flow effects under realistic conditions, especially clogging effects, a 136 m high test facility for flow analysis in vertical transport has been constructed using available mining infrastructure. Tests are run in a closed circuit, using a system of downfall and riser pipelines connected to a compact sediment injection- and separation unit as well as the centrifugal pump. The riser is equipped with pressure sensors, as well as temperature sensors, flow meter, concentration meter and high speed camera to allow comprehensive analyses of the flow regime and behavior of transported material within the flow. Additional mobile measurement devices allow wear and tear analyses of pipe material. This paper focuses on the determining factors of the tests leading to the design as well as the installation and trial of the test facility itself and explains the used components and work principles. INTRODUCTION Since the 1970s several research projects had been conducted investigating in the possibility of deep sea mining. In recent times projects for deep sea mining operations have started again, considering the rising demand on natural resources, especially raw earth elements. Yet projects like the Nautilus project on the deposit Solwara 1 [1], or Japanese projects focusing on the region of Okinawa [2] and Chinese projects [3] planning on depths of “only” about 2,500 up to 3,000 m. Until now no economical deep sea mining project was realized, due to the enormous difficulties of deep sea environments. Vertical material transport is one of the major challenges for the successful implementation of deep sea mining projects, considering transportation heights up to 5 km. The EU research project „Blue Mining” is focusing on sustainable solutions for deep sea mining operations, with one major goal being the advancement of Vertical Transport Systems or VTS [4]. Critical parts of the system would be identified and investigated to deliver solutions and higher the technology readiness level to a level were planning of a pilot project can be considered. At first case examples for mining projects of seafloor massive sulfides (SMS, 1,600 m water depth) and manganese nodules (MnN, 5,000 m water depth) had been calculated on basis of economical frame conditions, such as planned production rates to be efficient. As depicted in Figure 1 two major possible systems had been used for comparison, airlift system and pump system, considering multiple pump stations or single pumps. Based on the results and comparisons for the calculated vertical transport systems critical components and flow effects had been identified."

Jan 1, 2018

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 Hisakazu Matsushita, Yoshio Yamaguchi

INTRODUCTION Shinkansen, operating 1,176km between Tokyo and Hakata, transports 340,000 passengers a day. Presently, the 466km Tohoku Shinkansen linking Tokyo and Morioka and the 270km Jyoetsu Shinkansen linking Omiya and Niigata are under construction. It is progressing smoothly and 95% of the civil and architectural construction has already been completed.

Jan 1, 1981

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 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 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 Johanna I. Wong, R. John Caulfield, Victor S. Romero

The existing Hetch Hetchy water system, owned and operated by the San Francisco Public Utilities Commission (SFPUC), serves 2.4 million people within the San Francisco Bay Area. The system has existing 1920s-era pipelines crossing under the Bay that are vulnerable to seismic damage from the nearby San Andreas and Hayward fault zones. The SFPUC plans to replace the pipelines with the first TBM-driven tunnel underneath the San Francisco Bay. The tunnel will be constructed using an Earth Pressure Balance machine. The new tunnel will pass under environmentally sensitive habitats and will be approximately eight kilometers (five miles) long with no intermediate shafts. The project challenges will include tunneling through a prominent buried bedrock ridge that transects the alignment and through soft soils under the Bay. Seismic performance criteria include maintaining service flows after a large earthquake on one of the active faults in close proximity to the project site.

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

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 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

By Tony Peglas, Harry Asche, Eva Wood

The North-South Bypass Tunnel is a new $AUD1.5 billion underground traffic route in Queensland, Australia, a project of the Brisbane City Council. The tunnel is approximately 5.2 km long, bypassing the Central Business District, and is adjacent to and below major buildings and services. Road tunnel alignment issues include the complex southern connections to the Pacific Motorway and the design of ramps to the east and the north. A review of road tunnel alignment criteria and accident data for Australian and overseas tunnels, similar to the proposed NSBT, are discussed. The key findings of this review lead to a rationalization of the traditional tunnel cross sectional width allocation. The road alignment design elements adopted for the NSBT are also discussed. The NSBT route crosses beneath the Brisbane River. Geotechnical investigations and hydrogeological modelling are described. The crossing has a fundamental impact on the alignment and the tunnelling methods. The tunnelling methods to be adopted and the tunnel support are described. The geotechnical investigations and hydrogeology analysis culminate in the selection of a single shielded TBM for the reference design. These outcomes are related to complex issues of hydrogeology and contaminated groundwater. These are discussed in detail.

Jan 1, 2005

By Mina M. Shinouda

Brightwater West (BT4) represents the state of the art in utility tunneling, namely a long relatively small diameter, soft ground tunnel, with no intermediate shafts, under significant groundwater pressures, requiring very precise survey control in order to hit a small exit window. The tunnel is over 6.4 km (4 miles) in length, is expected to encounter active earth pressures of over 5 bars in glacial geology, and a planned hole through into a shaft eye constructed at 45.7 meter (150 feet) below the water table. Despite the fact that all of these challenges have been previously overcome in larger diameter tunnels, the technical solutions are much more challenging in a smaller diameter due to the lack of space available for implementing the equipment and techniques required. In addition to the technical challenges, the project is faced with many of the constraints designed to minimize the impact of these types of projects on the neighboring community and environment. The work shaft for BT4 is within 15.2 m (50 feet) of Puget Sound and is on a site that was previously occupied by petroleum storage tanks, and all of the tunnel muck has to be removed from the site by barge as trucking is not allowed by contract. The paper addresses the work performed during the preparation for tunneling stage of this project both in assembling the TBM and in preparing the site for its arrival.