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By R. C. Gilmore, S. A. Lolon, G. E. Bogin, S. A. Saki, J. F. Brune, J. W. Grubb

"Gob ventilation boreholes (GVBs) are widely used in underground coal mines for longwall gob degasification purposes. GVBs are often drilled within 10 to 30 m above the top of the coal bed into the fractured zone, completed with 20 cm (8 in.) diameter casing and 60 m of slotted pipe at the bottom. The purpose of this completion strategy is to create a pressure sink to capture the emissions before they can enter into the underground workplace. For GVBs to work effectively, they must be drilled close enough to the working areas to capture methane from the fractured zone while the setting depth must be kept above the caved zone to minimize the amount of ventilation air that is drawn into the GVBs. Well completion parameters are important for creating safe working conditions. In this paper, computational fluid dynamics (CFD) studies will be presented to analyze the effect of different practices for GVBs completion parameters for methane extraction, formation of explosive gas zones in the gob and methane concentrations at the longwall face and tailgate. Authors have identified the optimum completion parameters for GVBs, which can maximize the benefit and minimize fire and explosion risk. INTRODUCTION Coal mines may be considered gassy based on the presence of CH4. Gas from the mined coalbed or from rider seams above or below the mined coalbed can migrate into the gob and then potentially move towards the working areas. In longwall coal mines with high methane emissions, sufficient ventilation and additional methane control measures are usually required to reduce the methane concentration in working areas to below statutory levels. Several techniques or combinations of techniques are available to control the methane hazard. These may include mine face ventilation to dilute methane, coal bed degasification, nitrogen injection into the gob to render a methane atmosphere inert and the use of gob ventilation boreholes (GVBs). Longwall face ventilation and dilution alone can only handle methane emissions up to a certain amount. When methane emissions exceed the face ventilation capacity, additional control measures are required. Drilling horizontal or vertical methane drainage holes into the coal seams as well as gob ventilation boreholes from the surface into the gob area to extract methane are common practices. GVBs are usually drilled from the surface above the longwall panel ahead of mining. When the face moves outby the GVBs and the gob begins to form, methane production starts from the boreholes. It is important to control the performance of GVBs to maintain a safe working environment in the mine. The performance of GVBs depends on multiple factors, including borehole location, length and diameter of slotted casing, setting depth of casing above the coal seam being mined, wellhead vacuum pressure, and permeability of caved-fractured zones."

Jan 1, 2016

By Z. Hyder, M. D. Cleason

"INTRODUCTION Mine Ventilation has come a long way over the years. The main purpose of mine ventilation is to keep conditions in the mine safe for the worker so that the mine will be productive and profitable. Technological developments to the mine ventilation system itself and the development of mining techniques have helped improve the safety and productivity of the miners and the mine. Most of the developments to mine ventilation and to safety devices came as the result of serious mining disasters. Another effect of those mining disasters, especially in the late 19th century and after, was legislation to set specific safety standards for mines, especially in the underground coal mines. This paper will focus on the connection between mines disasters and the mine safety legislations promulgated because of those disasters. A BRIEF HISTORY OF MINE SAFETY LEGISLATION Mine legislation has a long history in the U.S. dating back well in the 1800’s. However, mine safety legislation is considerably newer. In 1891, the U.S. Congress passed the very first version of mine safety legislations setting up minimum safety standards. By today’s standards, the 1891 legislation was incredibly basic (7). It took a series of horrific mining disasters for Congress to take action a second time. In 1910, Congress established the Bureau of mines. The role of Bureau developed and changed over next 60 years. In 1995, Congress voted to disband it (27). Initially the Bureau was only charged with investigating and coming up with ways to reduce accidents in coal mines. It was not until 1941, when Congress formally allowed Bureau of Mines’ Inspectors into the mines. In 1947, the Congress enacted and adopted a set of federal safety regulations for the inspectors to follow (1). Finally, in 1952 Congress granted the Bureau of Mines the authority to inspect the mines and to issue citations and/or orders of withdrawals. This act was known as the 1952 Coal Act and the penalties were limited to civil penalties. It would take a couple more iterations of mine safety legislation for monetary and criminal penalties to be introduced (10). Up until 1966, mine safety legislation was directed primarily at underground coal mines and surface coal mines. Congress passed the Federal Metal and Nonmetallic Mine Safety Act of 1966, thus providing a set of standards for all mines to follow (1). The 1952 Coal Act was amended again to be the Federal Coal Mine Health and Safety Act of 1969. This amendment was the beginning of modern mine safety legislation (13). In 1973, Congress created what can be considered the first ‘version’ of the modern day MSHA (Mine Safety and Health Administration). The initial version was the Mining Enforcement and Safety Administrations or MESA. Congress created MESA to act as the enforcement agency, relieving the Bureau of Mines of that responsibility so they could focus on their initial purpose, the development of countries natural resources (14). As mining industry grew, mine safety and health became a greater concern and priority. More efforts were put in legislating the industry. The Federal Mine Safety and Health Act of 1977 provided the platform for today’s mine safety and health legislation. Under the Federal Mine Safety and Health Act of 1977, also known as the Mine Act, MSHA came into being (1)."

Jan 1, 2016

By T. Qiu

"The purpose of this study is to investigate the effect of the dosage of sodium hypochlorite as activator on the flotations of depressed marmatite and depressed chalcopyrite, with a focus on activation-flotation kinetics. Four flotation kinetic models were applied to test data using 1stOpt statistical analysis software to estimate the relationships between the maximum flotation recovery rates for the depressed marmatite and depressed chalcopyrite, the flotation rate constants and the sodium hypochlorite dosages. Within the range investigated, the highest flotation performances of depressed marmatite and depressed chalcopyrite were obtained at 2.5 mL/L sodium hypochlorite with zinc recovery rate of 93.8 percent and 3 mL/L sodium hypochlorite with copper recovery rate of 94.6 percent, respectively, after four minutes of flotation. A second-order model with rectangular distribution of flotabilities gave the best fit to test data collected at various sodium hypochlorite dosages. For the highest flotation performances of depressed marmatite and depressed chalcopyrite, the respective equations of their flotation models were derived and presented.IntroductionCyanidation tailings are the solid residues generated by gold plants that use cyanide to extract gold (Lv, Ding and Qian, 2015; Zhang, Li and Yu, 2013). Because of increasing demand for gold, the Chinese gold industry has developed rapidly, with production amounting to 451.799 tons in 2014, an increase of 5.5 percent from 2013. Chinese gold production has been the highest in the world for eight consecutive years. As a result, more than 2.45 million tons of cyanidation tailings are estimated to be discharged into tailings ponds every year (Li et al., 2010; Lv, Ding and Qian et al., 2015; Wang et al., 2015; Zhang, Li and Yu, 2013; Zhang, Li and Yu, 2012), and approximately 300 million tons of cyanide tailings are stockpiled in China, with the potential to cause serious environmental pollution as well as death to wildlife (Adams and Lloyd, 2008; Donato et al., 2007; Hewitt, Breuer and Jeffery, 2012; Velasquez-Lopez et al., 2011; Stephen et al., 2009; Zagury, Oudjehani and Deschenes, 2004). Concerns over cyanidation tailings are not exclusively environmental but also economic, as tailings occupy considerable land area, and tailings storage facilities increase the production costs of gold enterprises (Donato et al., 2007). Tailings often contain other valuable metals such as zinc, lead and copper. For example, the cyanidation tailings of Gaoyao Hetai Gold Plant in Guangdong Province contain 2.5 percent copper (Cu), 0.31 percent lead (Pb), 0.23 percent zinc (Zn) and 15.36 percent iron (Fe) (Shi, 2008), and the tailings of Tianshui Gold Plant in Gansu Province contain 1.94 percent Cu, 5.96 percent Pb, 0.27 percent Zn and 24.62 percent Fe. Cyanidation tailings have therefore been increasingly viewed as a secondary resource rather than waste."

Jan 1, 2016

By Richard Giffen, Boris CARO VARGAS, Terrence Carroll

"This paper takes an in-depth look at the $72 million design-build Norris Cut project, which includes the replacement of an existing 54-inch waste water sewer main to Fisher Island under the Norris Cut Channel. Tunneling through one of the country’s most unpredictable geologies created unique challenges in both the design and construction phases of the project. The paper presents the geotechnical and structural design considerations for the 100-foot deep secant piled TBM launch shaft in the highly permeable Fort Thompson formation limestone and sands. The structural design effort also included the design of the tremie slab, thrust wall and design of the largely unreinforced launch shaft to resist asymmetric loading from partial ground freezing. The retrieval shaft was designed as a deep soil mixed shaft and is thought to be the deepest soil-mixed shaft in Miami. From a construction perspective, this paper discusses the unique challenges of building two shafts with two different techniques and will compare some of the constructability aspects, costs and equipment schedule-considerations related to the use of two separate techniques. INTRODUCTION Nicholson Construction Company (NCC) was awarded a $72.1 million Design-Build contract to replace an existing force main from the Virginia Key Central District Wastewater Treatment Plant (CDWWTP) under the Norris Cut Channel to Fisher Island. The location of the project is shown in Figure 1. The project involves replacing an existing 54-inch diameter pre-stressed concrete sewer force main with a 60-inch diameter fiberglass force main. Arup USA, Inc. (Arup) is the lead designer for Nicholson on this design-build project. Arup is providing design services for the TBM launch and retrieval shafts, segmental tunnel lining, the fiberglass pipe, and the horizontal directional drill component. Miami-Dade Water and Sewer Department currently owns and operates the existing 54-inch sanitary force main that transmits sewage collected from Miami Beach and Fisher Island to the CDWWTP for treatment and disposal. The existing force main was subject to a condition assessment in December 2011 which revealed structural deficiencies in the pre-stressed concrete pipeline."

Jan 1, 2016

By Steve Skelhorn, Dan Ifrim

"A tunnel project poses many challenges; the operation of the Tunnel Boring Machine (TBM) being one of them. Mechanized tunneling is known as a safe and effective alternative to other methods in terms of schedule and cost; however, efficiency can be severely affected by a bad TBM selection and qualification and employment of inexperienced operators. The success of a mechanized tunneling project involves a comprehensive and interdisciplinary consideration of all contributing factors such as TBM technical specification and selection, TBM design and procurement including ancillary equipment and tunnel linings. The tunnel equipment selection along with the operation can make or break the project. The objective of this paper is to address the importance of the skills and qualifications of the TBM crew with particularity to the TBM Operator. The study includes the Owner and Consultant involvement in the selection and pre-qualification of the TBM crew and specifically the TBM operator as well as the role of Contractor and TBM manufacturer in TBM operator training. This paper also analyzes the possibility of issuing a TBM operator certification, and discusses the benefits and significance of periodic training and certification programs. INTRODUCTION Training in the tunneling industry is not a new topic. The industry continues to evolve and become more complex with technology advances and expansion of mechanical tunnelling to mechanized shaft construction, large diameter drilling and mining industry applications. The need for professionals trained to operate mechanized tunnelling equipment is ever increasing, while there is a significant number of veterans who will be ageing out in the next 5 years. Consequently attracting young professional is a very important aspect of sustaining a qualified pool of professionals. For any given tunnel project, the owner and the engineer spend up to several years, studying the ground conditions during preliminary and final design. Post contract award the contractor spend additional months studying the ground again to develop the optimum means and methods for construction. All this time and money spent at the beginning of the project has the purpose of developing the optimum tunnel design, assessing the risk associated and implementing mitigation measures to reduce risks to acceptable levels. Following the tunnel design process, sophisticated TBMs are being specified and sourced to ensure the best tool for the job. The question raises here: Are there available experienced/trained professionals capable of operating these sophisticated machines?"

Jan 1, 2016

"One of the major issues that the Rare Earth Elements Mining Industry has to deal with is the legislation vacuum that exists in many countries around the world. Among these, are countries which have long history and tradition in mining. In many cases the lack of direct legislation for REE mine management as well as for other potentially polluting industries can be a barrier to sustainable development. Moreover, the case of lax legislation in China has led to environmental pollution problems and extended smuggling of rare earth elements. This paper looks into the current regulatory status on the mining of REEs, identifies the loopholes and suggests some elements for a new global legislation framework for sustainable development in the REE mining industry. The setting of this regulatory framework will be in line with the present and future challenges of the rare earths market as well as with the policy strategies that are defined internationally. The aim of such a legislative framework will be to strengthen the global rare earth elements supply chain, appease social concerns and ensure the preservation and conservation of the environment. INTRODUCTION The general public received their first introduction to rare earth elements (REEs) in 2010, when the previously inconspicuous commodities became the subjects of front-page headlines. It was when China created a furore in global high-tech markets after imposing an embargo on Japan following a minor marine dispute (Barakos et al. 2015b). Soon enough the Chinese embargo was extended on REE export restrictions all over the world and thus aroused concerns to many countries over potential supply disruptions. The world had suddenly realized that these wonder materials underpin products that they care about. Governmental and industry executives, policymakers and material scientists voiced concerns and conducted numerous reports stating the situation and the risks of a supply crisis. The price spike of 2011 intensified the crisis and the public turmoil, yet the drama did not last for long as the prices declined significantly in 2012. Nevertheless, the world was nonplussed by the fact that China has the total control of the market with more or less the 90% of the global production. More potential entrants became interested, thus initiating an exploration boom during the recent years that has resulted in a significant increase in known global REE reserves that could have potentials for exploitation."

Jan 1, 2016

By D. D. Gertenbach

"The successful commercialization of a pressure oxidation (POX) process for recovering metal values, including gold, copper, zinc, nickel and molybdenum, is the result of a carefully planned development program. The initial task involves developing one or more conceptual flowsheets, including the POX autoclave and downstream purification and recovery steps. A laboratory program is completed to determine the technical viability of the flowsheets, define the operating parameters for each step and provide information for an initial economic assessment of the process. The process is then confirmed during a continuous pilot plant program, providing engineering design data and other information for the commercial design. A well-thought-out development program has been shown to be critical for reducing the risk of commercializing POX processes. Experiences developing POX processes for refractory gold ores and copper concentrates are briefly discussed. IntroductionPressure oxidation (POX) has become a common commercial operation for processing sulfide-bearing feedstocks. These feedstocks include gold ores and concentrates; copper concentrates; nickel concentrates and mattes; zinc concentrates; and molybdenum concentrates. Drivers for the development and commercialization of POX processes include:• The high cost for pyrometallurgical processing of sulfide ores, much of which is attributed to environmental controls.• The motivation to implement safe and more environmentally attractive alternatives for sulfide ores.• The need to process increasingly difficult ores with complex mineralogy.• Improvements made over the last 25 years in POX equipment design and experience operating commercial POX plants.Although the capital and operating costs for commercial POX processing can be high, this technology is capable of rapid oxidation of most sulfides and arsenic minerals in the feed, with little noxious gases and environmentally stable iron arsenate and other iron compounds in the POX residue (Marsden and House, 2006).In POX operations, sulfides are oxidized to either sulfates or elemental sulfur in an autoclave at elevated temperature and pressure with oxygen gas. An example is the overall oxidation reactions of chalcopyrite when sufficient oxygen is present, shown in the following reactions:"

Jan 1, 2016

By G. Viggiani, J. Bel, H. Wong, N. Losacco, D. Branque

"Within the framework of the European project NeTTUN, the Laboratory of Civil Engineering and Building Sciences of ENTPE in Lyon (France) is in charge of a large experimental campaign to investigate the impact of tunneling on neighbouring piled structures. For this study, an original reduced-scale (around 1:10) physical model of EPBS is used. This ""1g"" laboratory model is able to reproduce the main features of the excavation method. For this new experimental program, the miniature EPBS advances inside a large tank filled with a model soil (dry sand), in which instrumented piles were pre-installed. In this paper, the authors describe briefly the original 3D device and present results concerning the impact of tunneling on a single pile located above the tunnel. Different tunneling face pressure are studied in connection with the practice. Machine parameters, pile solicitations and stress-strain behavior of the soil mass monitored under real time conditions are discussed. INTRODUCTION When tunnels are constructed in urban areas, they often come close to pre-existing structures, such as pile foundations. Perturbations of tunnel construction on these neighbouring structures must be considered during design and construction of the tunnel. Ground movements due to tunnelling may induce bending moments, lateral and vertical loads, settlements and lateral deflections in the piles, which may lead to structural damage or failure of the piles or the supported structure. The interaction between piles and a tunnel in construction is a complex three dimensional problem. To date, several experimental approaches have been carried out to analyse the effects of tunnelling on piled foundations (Bezuijen et al., 1994, Loganathan et al., 2000, Jacobsz et al. 2004, Lee and Basset, 2006, Marshall and Mair, 2011, ). These different studies carried out in the laboratory on 1 g or centrifuged models aim at a better understanding of tunnel - piles interaction and a quantification of the influence of each dominating parameter on the structural responses. Parameters like foundation type (single pile, group of piles) and geometry, relative tunnel – pile position, volume loss induced by tunnelling, ground characteristics, pile loading history were considered. However, most of these experiments were carried out under plane strain conditions by modelling the volume loss due to tunnel excavation by decreasing the tunnel diameter or the radial support pressure. As a result, these models do not adequately account for the variations of settlements both in the longitudinal and the transverse direction, which can induce significant flexional and torsional effects on the structures. These effects are particularly critical and detrimental in the case of historical monuments."

Jan 1, 2016

By P. James

"INTRODUCTION Control of target stream acidity is widely used in MIW (mining influenced water). Tailoring pH (a measure of acidity) finds application for controlling key chemistry in both process and waste streams. Traditional lime addition for neutralization and precipitation is most often used but has high reagent costs and results in large amounts of mixed metal sludge requiring costly disposal. A new adaptation of BPS’s patented DEMET™ technology (Dynamic Electrolytic Metal Effluent Treatment) platform offers a potentially improved and “reagentless” alternative to traditional chemical addition for pH adjustment. Electricity rather than chemical addition utilized in BPS’s proprietary approach controllably tailors target stream pH. The method offers a simple, low-cost processing technique yielding cleaner treatment chemistry. BPS’s “green” approach may yield lower operating (OPEX) and life cycle costs and significant reductions (up to 50%) in sludge generation compared to conventional lime treatment. It can also allow new opportunities to generate revenue via selective recovery of valuable processing byproducts. Specific savings and revenues depend on the target site chemistries, details, and processing goals. A more detailed discussion of the process and its operational principles may be found in Reference One.[1] Here application of the BPS treatment to POx (Pressure Oxidation) leaching as an alternative to traditional chemical addition is examined. An example operation process flow for gold mining is considered.[2] Promising processing points for potentially replacing conventional processes with DEMET are noted. The possibilities for lowering OPEX costs, lessening sludge creation, and capturing various valuable byproducts and residuals are examined. Financial life cycle benefit estimates of the principal gains provided by DEMET application to the example operation are noted. Extension and generalization of the analyses to a wider range of scenarios is explored."

Jan 1, 2016

By Steven W. Hunt

"A paper called “Global Experience with Soft Ground and Weak Rock Tunneling under Very High Groundwater Heads” was presented at the North American Tunneling 2006 conference (Holzhäuser et.al 2006). It summarized global experience with earth pressure balance (EPB) and slurry shield tunneling on nine projects that encountered groundwater heads ranging from 6 to 11 bar. Since then, additional projects have been completed with groundwater heads ranging from 7 to 15 bar. Of these, the high pressure tunneling experience on the Lake Mead Intake No. 3 project in Nevada and on the Eurasia Tunnel (Istanbul Strait Crossing) had the greatest lengths of tunneling at face pressure over 7 bar. Experience with sustained pressurized face tunneling at groundwater heads over 7 bar and risk management observations are the focus of this paper. INTRODUCTION High groundwater head, particularly at 7 bar or more, is a major challenge when tunnelling in high permeability ground and on drives long enough to require cutter changes. It has a strong impact on design and operation of Tunnel Boring Machines (TBMs) in order to protect the main bearing from contamination, prevent excessive groundwater inflow, ensure face stability and enable access to the cutterhead and excavation chamber for maintenance. During the past 20 years, TBM manufacturers and suppliers have made tremendous improvements that allow tunneling at groundwater pressures to 17 bar or more. The most significant risk with high pressure tunneling is generally that of excavation chamber access and potentially the cutterhead for cutter changes, cutterhead repairs and TBM maintenance. Hyperbaric interventions are possible and safety variances have been approved for saturation dive interventions at pressures as high as 17 bar (Lake Mead Intake No. 3). While high pressure hyperbaric intervention equipment is available and safety approvals can be obtained at many locations, few contractors consider the cost and risk of hyperbaric interventions over 7 bar to be acceptable as the primary means of excavation chamber access. Experience with high pressure tunneling prior to 2006 was summarized in a paper entitled “Global Experience with Soft Ground and Weak Rock Tunneling under Very High Groundwater Heads” (Holzhäuser et.al 2006). That paper provided information on 9 projects: South Bay Ocean Outfall, San Diego; Channel Tunnel (French Side), France; Storebaelt Tunnel, Denmark; 4th Elbe Tunnel, Germany; Wesertunnel, Germany; Westerschelde Tunnel, Netherlands; St. Petersburg Red Line, Russia; Nara Prefecture Water Conveyance Tunnel, Japan; and Tokyo Wan Aqua Line Tunnel, Japan – see Table 1."

Jan 1, 2016

By Michael N. Maltezos

"There is certainly no argument that LED lighting systems have taken a strong foothold in the lighting marketplace over the last several years. This has even proven true in the world of transportation and transit lighting, for which new LED cobra head style luminaires are replacing traditional HID cobra head luminaires on North America’s roadwaysand linear LED light fixtures are replacing conventional linear fluorescent light fixtures in North American rail transit facilities. However, LED technology has taken a while longer to penetrate the very specific market of vehicular tunnel lighting in this continent. Though both the New York/New Jersey Holland and Lincoln Tunnels have recently been retrofitted with LED lighting, and an LED Lighting RFP is currently out for Boston’s Central Artery Tunnels, very few vehicular tunnels in North America to date have been illuminated with LED light fixtures. This is largely because cost effective LED lighting, that met our typically stringent tunnel lighting standards, was until recently simply unattainable. However, with the rapid advances in LED technology over recent years, owners and specifiers of North American tunnel lighting projects have finally begun to adopt LED lighting systems as the norm. In fact, a recent Lux Fit/Yole Development “LED in Road and Street Lighting Report” stated that “LED luminaire growth will be driven firstly by tunnel lighting, and then relayed into highway, road, residential and amenity lighting applications starting in 2014.” 1 Our highways are continually becoming more congested. As a result, Provincial and State Departments of Transportation (DOTs) are constantly looking for innovative ways to improve traffic flow. One way DOTs are now helping to ease congestion is by expanding the use of tunnels and long underpasses in large interchange reconstruction projects. With less available right-of-way to work with, and the high costs of maintaining elevated bridge structures over the years, it often makes more sense to “go under” (rather than over) the traffic congestion points. With the addition of these new tunnels and long underpasses comes the issue of proper illumination within these structures, for a safe and efficient driving task. DOTs use recommended lighting practices and guidelines for highway lighting, which include specific criteria for tunnels, set by either the Illuminating Engineering Society of North America (IESNA) or the American Association of State Highway and Transportation Officials (AASHTO). However, both IESNA and AASHTO point out that these recommended practices and guidelines are not a mandate, and DOTs are free to make their own decisions about lighting criteria. Accordingly, effectively illuminating tunnels is often times a challenge. This paper will examine the key considerations of the tunnel lighting application in generalas well as what LEDs now bring to the table and how, accordingly, traditional lighting technologies will be phased out in the future illumination of tunnels."

Jan 1, 2016

By Tyler A. Dawson, Ryan P. Butler, Timothy Gualandri, Jason R. Edberg

"In the early 1920’s, the City of Tulsa, Oklahoma constructed an approximately 8,238-foot long tunnel, the Tiawah Tunnel, through bedrock. Voids behind the concrete tunnel liner were detected via probe drilling in early 2000 as part of an interior visual condition assessment. In 2012 and 2015, conditions along the entire tunnel were efficiently assessed through geophysical investigation using ground penetrating radar (GPR) along the inner tunnel crown and at various select locations within the tunnel. Fifty-seven (57) potential voids, extending up to 19 inches in depth and 12 feet in width, were detected with 1,000 MHz GPR and confirmed through probe drilling with approximately 80% accuracy. GPR proved to be an efficient and reliable technology for void detection behind concrete tunnel lining. This paper highlights the geophysical investigation and how geophysical efforts were combined with other investigation efforts to definitively determine the presence of voids outside of the tunnel lining.INTRODUCTION The city of Tulsa, Oklahoma has a population of about 400,000 people. The original source of water for the city was the Arkansas River. The first pumping operation provided untreated water to homes and businesses in 1904. The residents of Tulsa found this water to be unacceptable due to the high levels of salt and gypsum present. As the city grew, land and storage/treatment facilities were acquired in order to obtain and distribute a more suitable raw water. The raw water needs for the city are currently satisfied by transport and treatment of about 100 million gallons per day (MGD) of water from surface water sources. Water is transported many miles from Spavinaw/Eucha and Oologah lakes to Yahola Lake and the Lynn Lane Reservoir (totaling over 3-billion gallon capacity). From here, the raw water is treated and transported to the various customers (City of Tulsa 2015). The Tulsa Metropolitan Utility Authority (TMUA) is responsible for the operation and maintenance of the raw water transport system."

Jan 1, 2016

By Karin Bäppler

"When considering large-scale infrastructure projects worldwide special attention has to be paid to the large diameter tunnel construction projects that were successfully completed in the Southern Hemisphere. The projects that are highlighted in this paper are large-scale infrastructure projects in the sector of transport. In focus are four road tunnel projects that were constructed in Australia and New Zealand using mechanized tunnelling technology. The tunnel boring machines (TBMs) that were reliably applied to these four major projects all exceed the bore diameter of 12 meters. These TBMs are therefore in the range of large to very large diameter TBMs. The technology used demonstrates state of the art technology with tailored tunnelling technology adapted to the specific project demands. Two Double Shielded Hard Rock TBMs (Ø 12.35 meters) were used for the construction of the Clem Jones Tunnel in Brisbane crossing beneath the Brisbane River and these two machines have been reused for the excavation of a 4.3km long two-lane highway tunnel for Legacy Way in Brisbane creating a new traffic artery towards the city centre. Two EPB Shields (Ø 12.48 meters) excavated and lined the twin-tube road tunnel for the Brisbane Airport Link. Excavation diameters in excess of 14 meters, such as the Earth Pressure Balance Shield (Ø 14.41 meters) involved in the Waterview Connection Project in New Zealand, are understood in the tunnelling industry as very large diameters. The machine is customized to the requirements and subsurface conditions of Auckland. The paper spotlights the large to very large diameter TBMs that were used and focuses on the comprehensive solutions developed by the machine manufacturer to provide a system with benefits for the contractor especially for the Waterview Project. INTRODUCTION Extensive large-scale road infrastructure projects like the ones implemented in Brisbane (Australia) and currently under construction in Auckland (New Zealand) show the tendency of today’s infrastructure construction projects. Functional infrastructures need to be put in place to cope with the demand of mobility and flexibility of people living in cities and metropolises. Impact during construction work to people or environment has to be kept as low as possible to ensure the quality of life is not disrupted."

Jan 1, 2016

By Martin B. Hudson, John Yao, Matthew R. Crow, Yiming Sun, John T. Waggoner, Roozbeh Geraili Mikola

"The Wilshire Grand redevelopment project in downtown Los Angeles includes construction of a new 73-story tower. Construction required excavation up to 93 feet deep (28 m). The south side of the excavation, up to 57 feet deep (17 m), required placement of shoring within about 6 to 10 feet (1.8 to 3.0 m) horizontally away from a 400-foot-long (122 m) section of one of the existing Los Angeles Metro Red Line twin subway tunnels. These tunnels were constructed using a 22-foot-diameter (6.7 m) digger shield, and were initially supported with expanded, precast concrete segments, with final cast-in-place reinforced concrete lining. The temporary shoring system for the deep excavation consisted of soldier piles generally spaced at 8 feet (2.4 m) on center with multiple levels of tieback anchors extending above the subway tunnels. The lowest level of bracing consisted of rakers supporting walers attached to the soldier beams because installation of tieback anchors at that level would conflict with the tunnels. Numerical analyses were performed to predict tunnel movement caused by the excavation and its effects on the train operations. This paper describes the numerical modeling, tunnel and geotechnical instrumentation and monitoring program, and comparison of the computed and observed tunnel responses to the deep excavation and tower construction. With increasing urban redevelopment in major cities, the project is a valuable case history for excavation adjacent to existing tunnels. INTRODUCTION The Wilshire Grand redevelopment project includes the demolition of a 16-story hotel built in the early 1950s and the construction of a new 73-story tower in downtown Los Angeles (LA) that will be the tallest building in the western United States. The project site is situated on approximately 2.7 acres (1.1 Ha) of land bounded by Figueroa Street to the east, Wilshire Boulevard to the north, Francisco Street to the west, and 7th Street to the south (see Figure 1a). The new tower is being constructed by Turner Construction for Hanjin International Corporation. Construction of the basement and foundation of the new tower required excavation up to 93 feet (28 m) deep. Shoring was designed by Cefali & Associates and installed by Malcolm Drilling Company. Along 7th Street, an excavation up to 57 feet (17 m) deep required shoring to be installed within about 6 to 10 feet (1.8 to 3.0 m) horizontally from an existing 400-foot long (122 m) section of one of the LA Metro Red Line subway tunnels (see Figure 1b). The tunnels, extending from the 7th/Metro Station to the Westlake-MacArthur Station, were constructed in the late 1980s and early 1990s with an excavated diameter of approximately 22 feet (6.7 m). They were initially supported with expanded, precast concrete segments with a final cast-in-place reinforced concrete lining. The existing hotel was demolished in 2012 and 2013, with shoring installation and excavation for the new basement occurring as the demolition occurred. At the time of writing, January 2016, the structure of the building adjacent to the tunnels is largely complete."

Jan 1, 2016

By M. Birdsell

"Sustainable long-term restoration requires adequate planning and preparation, implementation, and measurement goals to monitor success associated with restoring sites to pre-disturbance levels of ecological health. The Buckhorn Mountain Mine riparian habitat restoration project has been a multi-year endeavor with a variety of restoration techniques implemented by Kinross Gold/Crown Resources Corporation. INTRODUCTION The Buckhorn Mountain Mine procured mitigation lands during the permitting process to be set aside for long-term restoration. A portion of this mitigation land included three aquatic habitat mitigation parcels; a spring and wetland complex and two stream and riparian corridors. These properties were historically used for agriculture purposes and livestock grazing. During initial permitting, habitat monitoring and mitigation plans were created to help guide restoration, and provide measures for success. Various techniques and adaptations have been implemented on the properties since 2007, and continued efforts are being implemented annually to ensure the long-term success of the project. Field measurements are collected annually to ensure mitigation objectives are being met, and provide opportunity to modify restoration efforts when necessary. MATERIALS/METHODS Restoration efforts have included implementation of several methods including livestock exclusion, treatment of state and locally listed noxious weed species, installation of regionally sourced riparian plant species and local stock willow cuttings. Annual mechanical and herbicide treatments for noxious weeds have been conducted annually. Efforts to control reed canarygrass (Phalaris arundinacea) have been implemented since 2013; methods include mechanical and herbicide treatments. A combination of methods has been employed to help aid restoration of native species within the riparian corridor, and increase survival of planted species, including weed matting and browse barriers to aid riparian planting success. Instream planting of local stock willow have also been employed to increase stream vegetative cover and provide long-term bank stabilization. Most recently, a perched culvert near one of the properties has been replaced with an aquatic life passable culvert designed to aid in the upstream migration of fish species into the stream system. Efforts to provide increased fisheries into upstream portions of the system and aid in restoration of stream bed and bank have been employed to increase the ecological value downstream of the replacement. In addition to efforts completed by the client to provide restoration efforts, a local non-profit organization, in conjunction with the client, installed beaver dam analogues (BDAs) in the fall of 2014. These structures are intended to raise water levels along stretches of incised channel in an attempt to flood historic off-channel floodplain"

Jan 1, 2016

By Thomas Konstantis, Spyridon Konstantis, Panagiotis Spyridis

"Tunneling and Underground works are unequivocally subject to a diversity of inherent uncertainties associated with the geotechnical, hydro-geological and environmental regime that surrounds them. On many occasions, these uncertainties can provoke loss events of considerable consequences. The present contribution elaborates on losses that the insurance market has suffered in the recent years, following a construction failure event. These losses are being considered and analysed on a quantitative basis through evaluation of cost related data, with explicit discretization of the applied construction methodology and of the subsequent developed failure type since both of which are considered of major importance. Given the identified persistence and regularity of some loss-contributing factors, recommendations are provided on the basis of a proactive risk engineering management approach that are envisaged to reinforce the understanding of project risks and alleviate the incurred insurance cost. 1 INTRODUCTION The underground construction sector has always been a very challenging area for all involved parties, including the insurance market. Main reason for that remains the uniqueness of the uncertainties sources and the subsequent inherent risks that the tunneling and underground projects are exposed to. In many instances, these risks materialize, leading to loss events with substantially high impact on reinstatement cost and incurred delays, which depending among others on the insurance coverage will have to be bared by the Insurance market. In the recent decades and as the tunneling industry boomed and expanded with many major and significant projects undertaken around the world, the insurance market was faced with additional challenges. Increased competition during tender coupled with the scale and complexity of the projects and politically driven decision making exerted pressure on the project timelines, completion dates and budget. The pressure for on-time or even early project completion- to avoid liquidated damages or achieve bonus payments, respectively- along with cost reduction efforts and the incentive for innovative failure events. That, in turn, put additional pressure on the Insurance market which had experienced a significant amount of losses with substantial cost. One of the triggered mitigation actions was the introduction of the Code of Practice for Risk Management of Tunnel Works (ITIG, 2006 & 2012; MunichRe 2006, Wannick, 2007, Spencer, 2008, Adeyemo, 2011)."

Jan 1, 2016

"The seventh annual Mineral & Metallurgical Processing Division (MPD) student poster contest was held last February at the SME Annual Conference & Expo in Phoenix, AZ. A total of 21 students entered the poster competition. The students were required to submit one-page abstracts, which were reviewed by the judges, after which they prepared posters to display their work. A panel of judges went to each student and listened as the student explained his/her research in five minutes.The students worked hard at their research and then set aside time to complete all the necessary steps to enter the competition. Recognizing the effort required to participate, the MPD provided monetary rewards to all participants. First place received $1,000; second, $500; and third through seventh, $200. All remaining entrants received $100 each. The winners have their abstracts published in this issue of Mining & Metallurgical Processing. As in past years, there were separate levels of competition for undergraduates and graduates.Now for the winners:Graduate winnersJoseph Halt won first place for research on the use of additives to starch binders to create iron ore pellets. Vivek Agarwal received second for working on using solvent extraction to concentrate lanthanum. Jordan Rutledge placed third for utilizing tannins to depress calcite in fluorite flotation. Fourth through seventh places were Vu Truong, Jacob McDonald, Hunter Sceats and Doug Schriner.Undergraduate winnersLaura Nugent won first place for using high-frame-rate cameras to follow bubbles as they moved from the pulp to the froth in flotation cells. Taylor Graham earned a second-place finish by researching how to acid leach low-grade manganese carbonate.Although its cliché to say everyone’s a winner, everyone can benefit from attending the MPD Student Poster contest. All the students were able to display their work to potential future employers, and industry professionals could talk to the up-and-coming engineers. Next year, there will be another competition for more posters and networking, so get ready to attend.Thank you to all the students for participating; Lisa Schlink for chairing the session; the judges, Aaron Noble, Debra Switzer, Mohammad Rezaee, Nick Gow and Ren Bryce, for evaluating the abstracts and posters; and the MPD sponsors for supporting the competition. This has only been successful with the input of all three groups. Engineering iron ore pellets to reduce their dustinessJ.A. Halt and S.K. KawatraGraduate student and professor and chair, respectively, Department of Chemical Engineering,Michigan Technological University, Houghton, MI, USAIntroductionIron ore pellets are hard spheres made by agglomerating iron ore concentrate and binders. Pellets are the preferred ironbearing feed for blast furnace ironmaking. Starch has been proposed as a binder because it has good adhesive properties, does not contaminate pellets and is relatively cheap. However, starch binders typically lead to weak pellets with rough surfaces, and these can cause high levels of dust within process equipment and when pellets are handled and shipped (Halt and Kawatra, 2014). Our research shows that by adding a small quantity of other additives, pellets made with starch binders become smooth and strong. The newly designed binder leads to significantly lower levels of fines when pellets are handled."

Jan 1, 2016

By Bo Kyung Sim, Dae Young Kim, Jae Won Lee, Ebrahim Farrokh

"The contract C931 of the downtown line 3 (DTL3) mass rapid transit system of Singapore includes half a kilometer twin tunnels running between Mattar and Macpherson stations. An EPB TBM of 6.6 m diameter was used to excavate both of these tunnels. The tunnels pass predominantly through a very stiff silty/clayey fine to coarse sand from the Old Alluvium Formation. In this paper, TBM selection procedure, TBM performance evaluation, and some of the tunneling operation challenges with the TBM in the Old Alluvium Formation are discussed. In this regard, soil conditioning trial tests were performed to resolve the clogging issue and low TBM performance. Thorough TBM operational data analysis was performed to detect high soil abrasivity, backfill grout leakage, and foam nozzle clogging. The results of some of the applied modifications are also discussed to show their effects on the TBM performance improvement. Finally, some of the challenging TBM design specifications are also discussed. INTRODUCTION Tunneling and underground construction in Singapore has been increased in the last 30 years due to the demand for public transportation systems and the limited space above the ground for the infrastructure development. Downtown Line Stage 3 (DTL3) Mass Rapid Transit (MRT) system has 21 km total route length and consists of 16 stations. DTL3 Contract C931 runs between Mattar station and MacPherson station. The construction works in this contract include twin bored tunnels of 6.6 m diameter and 450 m length and a TBM launch shaft of nearly 30 m depth. The tunnels run in urban area below Kallang Paya Lebar Expressway tunnel (KPE), Kallang River Canal, and Circuit Link. Figure 1 shows the alignment of the tunnels in between two subway stations. The tunnels were excavated by an earth pressure balance (EPB) tunnel boring machine (TBM) through the Old Alluvium (OA) formation, a challenging geological formation in the sense of its abrasivity and stiffness. The Old Alluvium Formation mostly includes stiff to very stiff clayey and silty sand. The soil is un-weathered cemented to semi-cemented dense, mainly with a low permeability coefficient of 10-7 m/s and high SPT values (almost 100). The soil is classified as “very high abrasive” according to NTNU SAT test classification (SAT value of 15 to 42). The construction of the first tunnel drive was slowed down due to a number of factors related to soil conditioning and TBM operation. In this regard, a thorough analysis of the TBM operational parameters from the excavated sections was performed to identify the problems in time to prevent unwanted construction delays in the subsequent sections. In the following sections, a brief overview of the criteria used for TBM selection is presented at first. Then, the results from the analyses and tests performed to assess soil conditioning, grout leakage, and soil abrasion are presented. The last section discusses some of the tunneling design features that challenged the TBM operation in this project."

Jan 1, 2016

By H. Ehnes

"“Industry 4.0” – “Mining 4.0” - perhaps you have already heard of these terms? These keywords signify the next stage of industrial production. The internet and production technologies are growing closer together. Machines can communicate with one another, wherever they may happen to be located. The “Internet of Things” is the appropriate term. But what does SAFETY 7.0 mean? It is both brand new and traditional at the same time. It also has to do with the success of companies, with efficient production. And yet there is a great deal more at stake. It has to do with our lives and our safety – the supreme commodity in this world. What exactly SAFETY 7.0 means, what the number 0 stands for and the meaning of the number 7, and what this all has to do with mining will be explained in the following article. Mining is a fascinating undertaking. Mining is indispensable for a country’s economic development, whatever that may concern: infrastructure, energy supplies or raw materials for industrial production. Mining has brought forth many technological developments and innovations that can currently be found in our daily lives. Mining is impressive, grandiose and repeatedly fascinates mankind with its immense dimensions. Miners throughout the world still work hard and, for this reason, are bound to one another in a special way. In mining, every man looks out for the other; you have to be able to rely on each other. That creates a strong bond. The other side of the coin is that mining and disasters belong to normality in the media and thus also in our perception. Accidents at work and even catastrophes occur in mining, quarries, or raw material operations almost on a daily basis somewhere in the world. They are often associated with extremely serious injuries, or even a fatal outcome, for the miners affected and, in turn, dramatic consequences for the families of those involved. It could be in China, India, Russia, or somewhere in Africa, Asia or America – it mostly does not happen in front of our door or in our neighbour- hood. Perhaps because of this in the daily concert of negative headlines, we do not register these catastrophes any more in our minds. We write them off under the heading “Nothing special”, since there are, day in day out, more terrible news items about wars, civil wars, famines, or ecological disasters. Things only really change if there is a dramatic number of deaths or when we are personally affected, close by in the vicinity, or can witness the rescue action live. In Europe, these three mining disasters in particular have recently generated media resonance:"

Jan 1, 2016

By Lawrence Tsang, Conrad Ng, Tim Leung, Peter Poon

"The Mined Tunnel is part of the Central-Wan Chai Bypass and Island Eastern Corridor Link (CWB), which is a strategic road along the northshore of Hong Kong Island targeted to alleviate the heavy traffic congestion. The objective of this paper is to review the performance of construction of a 160m long Mined Tunnel with a trinocular cross-section area of 460m3 and a combined span of about 50m underneath the southern approach ramp of the existing Cross Harbour Tunnel (CHT) by sequential excavation method (SEM) in hard rock. Mechanical excavation of tunnel by adopting the New Austrian Tunnelling Method (NATM), together with the application of NGI Q-system allows observational approach and optimization of temporary rock support design. Furthermore, the good performance of optimized rock support and the stability of CHT are confirmed through instrumentation monitoring review. This paper also discusses the selection of different tunnel plant and equipment to achieve the planned rates of tunnelling by mechanical excavation in competent granitic rock. INTRODUCTION The works of the CWB mainly comprise construction of 4.5km dual three-lane trunk road, of which a 3.7km section is a tunnel connecting Rumsey Street Flyover in Central to Island Eastern Corridor at North Point (see Figure 1). The Mined Tunnel runs from the ex-Public Cargo Working Area (ex-PCWA), underneath the existing CHT, and through the Causeway Bay Typhoon Shelter. The Mined Tunnel passes at an oblique angle beneath the southern portal of CHT over a length of some 50m. CHT is the primary sensitive receiver of this project and is utilized with a daily throughput of about 120,000 vehicles that far exceeds the design capacity of 78,000 vehicles per day. Hence it is necessary to choose the most appropriate tunnelling method to preserve the structural integrity of the CHT. Other sensitive receivers in the vicinity include structures to the north of the Mined Tunnel, the Royal Hong Kong Yacht Club (RHKYC); and to the south of the Mined Tunnel, the Police Officers’ Club (POC)."

Jan 1, 2016