Search Documents

By J. E. Brownhill

This paper does not deal with the typical start-up issues of equipment, production capacity or work force. This is a description of the challenges faced and the changes made by the project team to bring to fruition the reconstruction of Port Inland. Many honored traditions and norms had to be overturned to find the winning combination that provided the productivity, flexibility and cost necessary to survive in today's competitive minerals environment. This paper covers the innovation in terms of machinery, operations, and management philosophy that permitted the renovation and reopening of Port Inland as a commercial limestone producer in the spring of 1992. Port Inland, constructed by Inland Steel in 1930, operated as a captive source of metallurgical grade limestone for the steel industry until its closure in 1989. Located in the Upper Peninsula of Michigan on the north edge of Lake Michigan, the operations consist of a deep water port facility with crushing, screening and stockpile storage for 500,000 tons of finished product at the port. Ninety-nine percent of the stone is shipped via lake boat to ports within the Great Lakes. The operation is unique in that both metallurgical Dolomite and Limestone are produced on site. In 1930, Port Inland was at the fore front of technological advancement. It was the first major mining operation to use roller bearings and other equipment innovations. Over the 60 years of operation, Inland Steel placed emphasis on steel making technology and iron ore mining at the detriment of the limestone operation. By the early 80's, Port Inland was no longer a leading competitor. Inland Steel, unable or unwilling to spend the capital to modernize, closed the facility in the fall of 1989.

Jan 1, 1994

By Brian McInnes, Joseph A. Sopko, Behzad Khorshidi

"The Port Mann Main Water Supply Tunnel involves a 1km long tunnel beneath the Fraser River from Surrey to Coquitlam, BC. At depths of up to 60 m below ground, the earth pressure reached 6 bar. The tunnel is constructed using an EPB TBM and gasketed precast concrete segmental liner. The tunnel and two shafts were constructed in a variety of soil conditions ranging from soft to stiff clays and silts, to compact to very dense sands and gravels. After approximately 800m of mining, a very dense and highly variable soil group consisting of cobbles and boulders halted the TBM. Several options were considered to stabilize the TBM face so an intervention could be conducted. Although de-watering was considered, there was risk of settlement to the Port Mann bridge piers, which was within 500m of the tunnel. Hyperbarics were also considered, however, the cost, schedule and uncertainty of the work that needed to be done, made it a risky option. Ground freezing by Liquid Nitrogen was chosen as the best solution, which would provide a frozen block around the face of the TBM. A temporary platform on the river was designed and constructed to enable drilling and installation of the freezing pipes and temperature monitoring equipment. The operation required close coordination among the tunnelling, marine and freezing sectors. Following the intervention, the TBM successfully broke through the reception shaft, and the remaining project was completed. This paper describes the design, construction and operational approaches used for the freezing and serves as a basis for future projects requiring expedited ground freezing."

Jan 1, 2016

By Eldon L. Abbott, Rebecca K. Bolan

The Florida Department of Transportation, Florida’s Turnpike Enterprise is studying the feasibility of a 1128 meter (3,700 foot) vehicular tunnel to provide direct access for Port of Miami traffic to/from I-395, I-95, SR-836 (Dolphin Expressway) and Miami International Airport. Both Bored and Immersed Tube tunnels were evaluated and re-evaluated for constructing two, two-lane, 11.9 meter (39-foot) diameter tunnels beneath the Main Shipping Channel lying between Watson Island and the Port of Miami on Dodge Island in Biscayne Bay, Miami, Florida, USA. Bedrock Geology of South Florida is predominately very permeable, vuggy limestone with sand seams and occasional voids. Groundwater inflows in deep cut-and-cover excavations, tunnel buoyancy, grouting, maintenance of Port operations and potential/possible environmental impacts to Biscayne Bay were significant issues.

Jan 1, 2005

By Wern-ping (Nick) Chen

The Florida Department of Transportation District 6 (FDOT D6) began a study in 1987 for a master plan to improve the traffic circulation and congestions between the Port of Miami (POM) and downtown Miami, FL. This study included a tunnel connection between two man-made islands, the Watson and the Dodge islands. Though a finding of no significant impact (FONSI) was completed in 1992, the project remained on hold for about 10 years. In 2002, Florida Turnpike took over this project, re-evaluated its benefits to the lo-cal communities, determined its feasibility (specifically the tunnel options) and established a probable cost. In 2005, the FDOT D6 regained its charge over the project and concluded that a bored tunnel under Biscayne Bay is feasible. Its primary components are: ? Widening of the MacArthur Causeway Bridge, to accommodate truck traffic to the Port of Miami. ? A tunnel connection between Watson Island and Dodge Island, where the POM is located. ? Connections to the POM roadway system, either for the traffic from the city of Miami or for the truck traffic from I-395 to the POM. The project will improve access to and from the POM and provide a dedicated roadway connector linking the POM with the MacArthur Causeway (State Route 41/1) and I-395, specifically for the trucks in and out of the POM without going through downtown Miami. As identified in the project information memorandum (PIM), its primary objectives are to: ? Improve access to the POM, helping to keep it competitive and ensuring its ability to handle projected growth in its cruise and cargo operations. [ ] ? Improve traffic safety in downtown Miami by removing POM traffic, trucks and buses from the congested downtown street network and, in doing so, facilitate ongoing and future development plans in and around downtown Miami.

Jan 1, 2009

By Wern-ping Chen

Technical and non-technical challenges exist in each mega infrastructure project. It?s no exception to the first US underground PPP Port of Miami Tunnel (POMT) project in Miami, FL. The POMT will connect two man-made islands, the Dodge and the Watson Islands, under the Biscayne Bay within highly porous limestone formation. Permeability as high as 0.1 cm/sec has been identified. Its 41-ft outside diameter, if constructed, is the largest precast segment lining in the US. Besides its geological and hydro geological challenges and risks, local community influence and impacts have controlled the fate of this project. This paper describes its tender design enhancements and the evolving of its slow advancement in resolving local community issues.

By V. W. Smith

For the past 50 years, the primary crushing of stone at the Dolase Bros. Co. Richards Spur Quarry. 13 miles north of Lawton, Oklahoma, has been accomplished by a Traylor 42-inch gyratory crusher. The production capacity of the primary system, consisting of a feeder, grizzly, and the gyratory crusher, was approximately 2100 tons per hour. Shot-down scone was hauled from the working face about one mile to the feeder by a fleet of Caterpillar Model 773's and WABCO 60- and 65-ton trucks. In order to maintain production, nine to ten trucks and four Caterpillar Model 992 front-end loaders were required to be operational at all times.

Jan 1, 1986

By Cal D. Iles

Decreasing ore grades and increasing labor and material costs have seriously eroded the economic vitality of many mining operations. Coupled with global economic stagnation and recession in the early 1980's, these conditions have forced reevaluation of operating strategies and methodologies with the objective of remaining competitive in a world marketplace. A concept offering large potential benefits is hardrock portable crushing and conveying. Implementation of this system at Duval Corporation's Sierrita open pit copper-molybdenum mine (Figure 1) has significantly reduced mining costs, becoming a major part of Sierrita's cost reduction strategy. Located 48 km south of Tucson, Arizona, the 209 000 t/d property has one portable 60x89 gyratory ore-crusher in operation with tentative plans for two additional units.

Jan 1, 1985

By J. Noll

There is a need for direct tailpipe sampling of diesel vehicles in mines in order to determine the effects of an emissions-based maintenance program, evaluate control technologies such as diesel particulate filters and identify the worst diesel particulate matter (DPM) emitters in a fleet of vehicles. therefore, this study examined the performance of three portable instruments: a personal dust monitor (PDM) manufactured by thermo Scientific, a prototype elemental carbon monitor (Airtec) manufactured by FLIr and a prototype Ae91 instrument from Magee Scientific. These instruments were evaluated on the basis of their ability to provide direct reading tailpipe analysis for DPM. It was determined that the average bias of the tailpipe results from the PDM and the Airtec were 3±12% and 4±20%, respectively, when compared to the standard method of determining tailpipe particulate concentrations from a diluted exhaust. It was also determined that the Ae91 instrument correlated with the standard method.

Oct 1, 2013

By L. Yan, D. Yantek

Federal regulations require refuge alternatives in underground coal mines to sustain life for 96 h while maintaining an apparent temperature below 35 °C (95 °F). Research by the U.S. National Institute for Occupational Safety and Health (NIOSH) has shown that heat and humidity buildup is a major concern with refuge alternatives because they have limited ability to dissipate heat, and high internal air temperature and relative humidity (RH) may expose occupants to heat stress. The heat transfer process within and surrounding a refuge alternative is complex and not easily defined, analytically or experimentally. To investigate heat and humidity buildup in refuge alternatives, NIOSH conducted multiple in-mine, 96-h tests on a 10-person tent-type refuge alternative, a 23-person tent-type refuge alternative and a six-person metal-type refuge alternative. The results show that when moisture was introduced to represent perspiration and respiration from miners (wet tests), the average temperature at midheight increased by 10.5 °C (18.9 °F) and the RH approached 88 percent for the 10-person tent-type refuge alternative; the average temperature at midheight increased by 9.4 °C (16.9 °F) and the RH approached 94 percent for the 23-person tent-type refuge alternative; and the average temperature at midheight increased by 7.7 °C (13.9 °F) and the RH approached 95 percent for the sixperson metal-type refuge alternative. For the dry tests, where no moisture was introduced, the average internal temperature increased by 12.6 °C (22.7 °F) for the 10-person tent-type refuge alternative, by 10.3 °C (18.5 °F) for the 23-person tent-type refuge alternative and by 8.4 °C (15.1 °F) for the six-person metal-type refuge alternative. These results may provide refuge alternative manufacturers and mine operators with guidelines and considerations for evaluating temperature profiles for portable refuge alternatives. The information may then be used to make decisions on occupancy ratings and heat mitigation strategies based on the thermal environment in which the refuge alternatives will be installed.

Jan 10, 2018

By Z. J. Hladysz

The Hladysz Rock Tester was developed at the South Dakota School of Mines as a portable rock strength tester. The hand held device is placed against a rock surface and struck by a hammer. The impacted force causes a steel ball in the device nose piece to indent the rock and simultaneously indent a standard steel bar also contained in the nose piece. By comparing the two indented diameters the compressive strength of the rock can be calculated using laboratory determined correlation coefficients.

Jan 1, 1984

By Harlan N. Barton

A commercially available portable X-ray spectrograph, lightweight and of rugged construction for vehicle or field camp use, was used for the determination of Ba, Cu, Fe, Mn, Pb, Rb, Sr, and Zn in stream sediment geo- chemical samples. Investigations showed a relative standard deviation of 1-3 percent, detection limits of approximately 100 ppm; and significant matrix effects. Coefficients of correlation greater than 0.9 were obtained between portable X-ray and emission and atomic- absorption spectroscopy analyses. A geochemical map of a known mineralized area showed good agreement with maps prepared by other methods of analysis and sample media.

Jan 1, 1980

By Dennis C. Parker

The Porters Creek clay is mined for its absorbent properties. The formation is part of the Upper Mississippi embayment and is recognized in Alabama, Mississippi, Tennessee, Kentucky, Illinois, and southeast Missouri. Major minerals in order of abundance are Montmorillonite, Quartz, Illite, Kaolinite, and Chlorite. Mining consists of open pit operation utilizing track loaders or scraper. The clay is dried or hardened in rotary kilns and crushed to size by roll crushers. The clay granules are sized and air classified prior to storage for shipment or packaging. Granules are sold for pet absorbents, oil absorbents, anti-skid material, fertilizer, and pesticide carriers.

Jan 1, 1979

By T. K. McCranie, A. H. Tousley, A. H. Kackman, L. R. Gregory, A. Jr. McElrath, R. J. Krekel

In Roman and earlier civilizations the term cement was applied only to mixtures of lime, pozzolana, sand, water, etc., used as a mortar to bind larger stones. Today, portland cement, the subject of this section, can be briefly defined as follows: The product obtained by finely grinding clinker produced by calcining to incipient fusion (i.e., sintering) an intimate and properly proportioned mixture of argillaceous and calcareous materials. History The Egyptians were probably the first to join building stones with a mixture of sand and a cementitious material (i.e., having the property of or acting like cement). It is generally accepted that the cement used by the Egyptians on such structures as the Great Pyramid was calcined gypsum, Later the Greeks began to calcine limestone for use as a mortar with sand and water. Still later, broken brick and tile were added to the mortar to make the first concrete. The Greeks and Romans found that some sands produced mortars that were especially resistant to the action of water. Hydraulic (i.e., underwater-hardening) cements formed by combining slaked lime, water, and finely divided siliceous materials (e.g., pozzolana) possess superior strength and are capable of resisting the destructive action of water. They were used on the Pantheon, Colosseum, and other structures, some of which are still standing. In 1756 an English engineer, John Smeaton, found that an argillaceous limestone (i.e., containing an appreciable amount of clay as an impurity) produced a cement with greater resistance to the action of water. Despite Smeaton's findings, the use of the old mixture of lime and pozzolana long retained its popularity. Significant contributions in cement technology from England, Swe¬den, France, and Holland were made in the next 68 years. However, the invention of portland cement is generally credited to Joseph Aspdin, an Englishman, who in 1824 patented "portland cement." The name was selected because, on hardening, it resembled the natural building stone from the Isle of Portland, England. The patent features mixing ground limestone and argillaceous materials in appropriate proportions and calcining (i.e., expelling CO2 by roasting) the mixture. This superseded the existing practice of calcining naturally occurring argillaceous limestone. In about 1845 Isaac Johnson, also English, conducted experiments on proportioning the components and calcining them at higher tem¬peratures. His accomplishments are accepted as the beginning of the present-day portland cement industry. The U.S. cement industry originated with the demand for good hydraulic cement for building structures such as the Erie Canal, which was started in 1817. The first discovery of cement rock (i.e., naturally occurring argillaceous limestone with near-optimum ratios of calcium carbonate, alumina, and silica) near Fayetteville, N.Y., was made by C. White. In 1818, White secured a patent for the manufacture of natural cement from that deposit. Subsequently, several natural cement plants were built in 1830-1840 at Rosendale, N.Y., and in the Lehigh Valley of Pennsylvania. David Saylor, who participated in establishing a natural cement plant at Coplay, Pa., in 1850 discovered that a superior cement could be produced by calcining the rock at higher temperatures than hith¬erto. In 1871, Saylor obtained a patent and commenced the manufac¬ture of portland cement. By 1890, there were 17 portland cement plants in the United States with a combined annual output of 62,300 tons. At the end of 1970, the number of plants producing portland cement in the United States (including Puerto Rico) was 169, down from a maximum of 185 in 1967, with total annual shipments of 73.4 million tons valued at $1,298 million. (Fig. 1). In 1970, annual world production of hydraulic cement (which includes pozzolanic materials, hydraulic limes, natural cement, alumina cement, and portland cement, all of which are in current use in various parts of the world) reached 630 million tons (Table 1). Flowsheets of typical U.S. cement plants are shown in Chapter 13. Chemical Composition and Physical Properties It is generally accepted that portland cement clinker consists of a mixture of compounds or synthetic minerals. The four principal compounds are:

Jan 1, 1985

By Glenn Boyce, Paul Gribbon, Gary Irwin, Greg Colzani, Jim McDonald

This paper discusses the process utilized by the City of Portland Oregon’s Bureau of Environmental Services (BES) to procure and compensate Impregilo-SA Healy (I/H)for the West Side Willamette River Combined Sewer Over?ow (CSO) Project. The contract method is a three-phase process consisting of qualifications based contractor procurement, pre-construction phase design assistance/construction planning, and facility construction where the contractor is compensated on a cost reimbursable-fixed fee basis. The paper focuses on pre-construction phase lessons learned from the development of the contract general conditions, establishment of a construction budget and cost control program, incorporation of contractor recommended design changes, and development of a subcontractor procurement program for construction.

Jan 1, 2003

By Paul Gribbon, Julius Strid, Greg Colzani, Jim McDonald

Portland, Oregon’s $370 million West Side Combined Sewer Overflow Tunnel Project has completed the final phase of construction and commissioning. The construction contract, which began in September 2002, was a reimbursable cost plus fixed fee contract that followed a qualifications-based contractor procurement process and apre-construction planning phase. This paper addresses the final results of the contracting method and provides a lessons-learned case history. Specific items addressed include the benefits realized from the contracting method, areas of improvement, final costs compared to the original contract estimates, design changes and schedule impacts, and subcontract management issues.

Jan 1, 2007

By Paul Gribbon, Greg Colzani, Jim McDonald

The $300 million West Side Combined Sewer Over?ow Project consists of over5.5 kilometers of soft ground tunnel, an 833-million liter per day (220-MGD) deep shaft pump station, 3 kilometers of micro tunneling, and other miscellaneous shafts and pipelines. The construction contract, underway since September 2002, is a reimbursable cost plus fixed fee contract that included a quali?cations-based contractor procurement process and has undergone some modi?cation since execution. This paper will describe the contractual issues addressed to date, dispute resolution, where improvements can be made, and how an Owner can evaluate whether this type of contract is the best approach for an underground project.

Jan 1, 2005

By Michelle Lostra, Red Blanchette, Jan Babendererde, Greg Colzani

The City of Portland’s Westside CSO Project is constructing a deep tunnel system to reduce combined sewer overflows (CSO) from entering the Willamette River. Several kilometers of microtunneled pipelines connect the existing system to the new tunnel. The alignments encountered a variety of ground conditions, including fill, manmade obstructions (wood, steel piles, debris), fine-grained to dense coarse-grained materials, cobbles and boulders, all below groundwater. A slurry MTBM convertible to varying diameters, equipped with mix shield capabilities, was selected to cope with the conditions. This paper will discuss access shaft construction,

Jan 1, 2005

By M. Nichols

Where am I? Where are they? Where is it? These are the fundamental questions that need to be answered in managing people and resources. This paper explains how GPS positioning technologies answer those fundamental questions and provide better information management from initial exploration work through daily mine operations to reclamation work and environmental monitoring.

Jan 1, 1998

By J. B. Gwiazda

Maintenance of a constant load setting throughout longwall support units and selection of the proper initial bearing capacity depending on the type of roof strata are the basic factors that ensure good performance of roof support in a longwall. These requirements can only be met by hydraulic support. The greatest advantage of hydraulic support is achieved when uniform pressure is imposed on the roof throughout the length of the longwall. Such support, however, is provided only if each of the support units acts with the same force against the roof, i.e., has the same setting load. In such cases, the roof behaves like a uniform plate without bending and shearing stresses, thereby ensuring an undisturbed structure. Without a positive set value system, achieving an equal setting load for all units of the longwall support is impossible. Due to alterations of the feed line pressure of support units as well as some reasons related to man's psychology, operators extend the height at different setting loads. This produces nonuniform roof stress, and disturbs the structure. Consequently, the roof usually cracks. The author has developed a positive set value system, which is described in this Technical Note. Selection of the setting load Two pressure values in the feed lines are usually applied in longwall hydraulic systems. Lightweight support is fed by 25 MPa (250 bar) liquid, while heavy duty units receive a nominal pressure of 31.5 MPa (315 bar). Such pressure is required not only for the props but also to power the adjust¬ment jacks and the advancing ram. If the feed pressure is too low, there will be difficulty in shifting the unit despite the inversion system of the advancing rams. On the other hand, for many roof types, the feed pressure often appears to be too high when applied as the setting load pressure. An excessive setting load acts too strongly against the roof, crushing weak strata close to the roof. The author has recognized a case where an excessive setting load destroyed not only the nearby roof strata but also the strata above a 2-m (6.6-ft) sandstone layer. In addition, an excessive setting load relieves the side¬walls, increasing the resistance when using cutting machines. As a result, the yield of coarse coal is diminished, and increased fines dominate in the final product, lowering its economic value. As indicated, selection of the proper setting load, depend¬ing on the mining and geological conditions of the extracted seam, is extremely important. In some mines, measures applied to prevent disturbances include reduction of the feed line pressure by adjusting the feed pump valve. The disadvantage accompanying reduced feed line pressure is more difficult operation in advancing the ram. Due to the reduced feed line pressure, the force of the advancing ram is much lower than the designed value. Other designs suggest using a third feed line. However, installation of supplementary valves on the support units is required, a time-consuming and expensive procedure. The disadvantages of the powered supports are eliminated by a system designed by the author. So far, such a method of setting load control has not been used in any type of support. Setting load control unit The designed positive valve set for prop loading and the setting load control correspond to existing control systems for hydraulic powered support. The layout of the unit connected to the hydraulic prop control is presented in Fig. 1. The unit is marked LIDS. It incorporates three valves that may operate separately or connected. Valve A automatically opens and closes with liquid flow in the prop feed circuit. The valve is opened when the canopy touches the roof and closed when the support unit is withdrawn. Valve B serves as the setting load control. Valve C automatically opens and closes the flow in the line connecting the under-piston space of E to the prop F with the separator G. The valve block of each support prop is marked BZ. The UDS unit is connected by the hydraulic lines to the F prop control circuit. A valve is connected by H to pressure line J and by K to the G separator. In the UDS-3 version, line L is connected to M, linking the over-piston space of F prop with the G separator. Valve B is linked with valve A by a connector; it is also connected to the under-piston space E of prop F by line P. Valve C is fixed between lines K and P, connecting space E of prop F with the separator G. When setting the support, the liquid flows from line J through separator G, the BZ valve, and valve C to the space E of prop F. When reaching the roof with the canopy, valve A is opened and C closes. In this way it is impossible for the operator to cause the liquid pressure in space E of prop F to reach the level of line J. The prop pressure is set by valve B of the UDS unit. When withdrawing the support, valve C is automatically opened and A closed. Three UDS units have been fabricated and are designated

Jan 1, 1990

By Wilhelm Knickmeyer, Johannes Henneke

PREFACE For about 1 year Bergbau-Forschung GmbH, central research institute of the German Coal Mining Industry, undertakes full size tests for waterjet assisted tunnel¬boring in German coal mines (Fig. 1). These tests are performed with a tunnelborer of 2.6 m diam in an upper [ ]

Jan 1, 1979