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By J. R. Coulter, F. O. Case, H. G. Satterthwaite, B. Harden

During the two years that the Henderson plant has been in operation, a number of technical improvements have been made by the staff of Basic Magnesium, Inc., the effects of which were realized subsequent to the writing of the paper by Major C. J. P. Ball (p. 28j, this volume). Pellet Mix The process as originally installed required the use of peat moss in the mixture going to the chlorinators. This had to be imported from Canada at a considerable cost, and, besides being expensive, constituted a serious fire hazard in the dry climate of Nevada. Experimentation looking toward its elimination had been going on for some time and was actively pushed as soon as operations commenced. It was found that a pellet mix containing no peat, which would chlorinate at a satisfactory rate, could be cast as a fluid slurry, which would set up into a hard mass having the desired porosity. For carrying out this operation, equipment similar to that used in the manufacture of phosphate fertilizer at Anaconda, Mont., was installed and proved eminently successful. The dry materials, with peat moss and raw concentrates entirely eliminated, are mixed with magnesium chloride solution in two Pratt phosphate mixers and the resultant slurry is poured onto two 48-in. slowly moving rubber conveyor belts. By the time the slurry has reached the head pulley, the material has set su4iciently to be broken and sized as desired. The discharge from the casting belts is fed to the four rotary kilns in the preparation plant, where it is dried and coked to the proper degree for subsequent chlorination. With the peatless feed the capacity of the kilns was found to be about double what it had been before, so that the four rotaries suffice for a 10-unit operation, thus making it unnecessary to operate the extruders and tunnel kilns. In addition to saving the cost of the peat, the new system can be operated with about 85 per cent less labor than was formerly required in the preparation plant. The new pellet production system has also made it feasible to install centralized crushing equipment with suitable conveyors and a loading station. Containers of 8000 lb. capacity were substituted for small cubicles of 1000 lb. capacity which formerly were used for charging the chlorinators, and trailer trucks were substituted for the small trains originally provided for transportation from the preparation plant to the chlorinators. These changes resulted in a considerable saving in handling and transportation charges. Handling Molten Metal The molten magnesium originally was ladled from the electrolytic cells into small gas-fired brick-lined cars standing between the cell rows. From these cars the metal nes ium. into ''cheeses'' weighing from 150 to 300 lb. After solidification the

Jan 1, 1944

By David Beck

In Australia, Safe Work legislation requires mines to have a documented ‘Safety Case’ explaining how a mine will safely manage all major hazards. A similar requirement is legislated or inferred by regulation in all jurisdictions. For small scale, instabilities leading to day-to-day seismic hazards, a ‘Stability Safety Case’ built around observational methods and measurement triggered responses can be effective because adverse situations are easily identified and the costs of lower control measures are not onerous. Also, if the influence of a volume of yield on the mine load system is small, the response of the system will be more predictable. However, for episodes of large scale mine instability, the hazard derives from the widespread, multi component influence of the event on the mine load system. As the system response depends on interactions between many parts, the resolution of predictions will be lower and situations can arise without local precedent. Further, as episodes of large scale instability change the stiffness and nature of the connectedness between parts of the mine load system, the behavior of the system before the event will be a poor empirical basis for forecasts of event related hazards. Most importantly, Triggered Action Response Plans (TARPs) and ‘traffic light’ warning systems cannot make design choices or identify new hazard phenomena. They are ‘lower’ control measures targeting explicit human-made instability hypotheses. As such, the Safety Cases related to management of hazard from potential large scale seismic events and mine instability cannot rely solely on TARPs. Mines that successfully manage meaningful dynamic instability always acknowledge the ultimate reliance on expert human intuition, knowledge and imagination to appreciate the range of possible hazard scenarios, to make stability hypotheses and propose solutions. Complex analysis, TARPs and measurements are critical steps in the human decision cycle, but only support the making and testing of ‘Stability Hypotheses’ made by expert engineers. Relying on expert skill and judgement as essential components of a Safety Case, however essential, introduces human vulnerabilities. Another challenge is that the expert decision making process is hard to document. Beck et al 2019 first described an organizational and procedural framework for maintenance of an ongoing large-scale ‘Stability Safety Case' where a degree of expert judgement and imagination is needed to manage a seismically active mine. The structured data appreciation process outlined sufficient measurements, analysis and appreciation to confirm the stability state of the mine and was applicable to all underground mines. After several years of implementation in various forms in stoping, caving and room and pillar mines, this update addresses lessons learned and describes some considerations for numerical forecasting to establish a base case, and some challenges for empirical hazard identification.

Apr 26, 2022

Presentation Topics ? Low and Intermediate Level Waste ? Project Location and Site ? Geological Setting ? Key Features ? Project Overview ? Licensing and EIS ? Next Steps DGR Waste Package Inventory Approximately 50,000 packages over 35 years: ? ~40,000 packages or 80% of inventory are LLW Bins ? ~7,000 ILW Shields (concrete boxes) ? ~2,000 resin liner packages

Oct 1, 2010

By A. H. Harvey, M. Delangen, A. D. Fernie

"A large-scale expansion to Pacific Coast Bulk Terminals Ltd. has now been completed and placed in operation. The original plant, built approximately eight years ago, consists of the direct rail-car to ship transfer of bulk commodities. The extension includes additional rail-car unloading, a transfer house system for directing commodities to storage or ship, major storage and reclaim facilities, a second shiploader and a second deep-sea berth. In addition to the facilities for overseas shipments, a wood-chip loader and a barge berth have been installed for domestic shipments of wood chips and, occasionally, for other local commodities. The design considerations imposed by the nature of the products to be handled are covered in this paper."

Jan 1, 1969

This paper cites selected, prominent examples of current, major projects in Southern Africa in both the mining and civil fields. Differences and similarities in the life cycle of mining and civil projects are discussed. A closer relationship between the mining and civil fraternities is beginning to develop and should be encouraged because of the resultant exchange of experience and technology which benefits both disciplines. An attempt is made to assess future potential for new, major projects and trends in the implementation thereof.

Jan 1, 1999

By Laurent Rus, Bakar Amara, Jean Habimana

The La Fontaine Tunnel in Montreal, Quebec is currently undergoing major structural rehabilitation work and systems upgrade work to comply with current codes, standards and best practices in fire life safety and to extend its lifespan of this 55-year-old immersed tube tunnel for at least another 40 years. The paper discusses design consideration of ongoing works that include structural analyses to evaluate repair strategies for the post-tensioned reinforced caissons, the scheme to repair two leaky joints between caissons, the design of passive fire protection that involved in situ and real scale laboratory tests, and other tunnel systems upgrades.

Jun 13, 2023

By Verya Nasri, Jaeseoung Lee, Ashish Bhargava, Shashank Gupta

This paper presents the unique design and construction challenges for the Technoparc Station, located in downtown Montreal as a part of Réseau Express Métropolitain (REM), a light rail rapid transit system. The station is located 15 m below the street with rock-bearing secant pile wall as the primary structural system working as both the retaining and gravity structure. The paper highlights the challenges related to the support of excavation structure, invert slab resisting high hydrostatic forces, waterproofing tightness etc. It also focuses on the importance of Building Information Modeling (BIM) in underground tunneling projects for effective coordination, clash-free, optimized design and costs.

Jun 13, 2021

By S Porter

The Melbourne City Link Project is a privately funded road infrastructure project linking three significant existing freeways in the vicinity of the Central Business District. The State Government, through the Melbourne City Link Authority, has contracted Transurban to build, own and operate City Link for a concession period of 34 years before the road network is transferred to the State. Transurban has a contract with Transfield Obayashi Joint Venture (TOJV) to design and construct the works. The project is divided into the southern and western sections and the tunnel works comprised the significant component of the Southern Link. Outside of the cut and cover tunnels at the portals, the driven tunnels component was constructed by TOJV direct labour. TOJV subcontracted all design work to a joint venture of Hyder Consulting and CMPS&F (Hyder/CMP). The geology in the tunnel corridor and generally below the city of Melbourne is highly variable and constantly changing. The tunnels were driven, for the most part, in siltstone and sandstone of the Silurian age, but also intersected overlying basalts and clays. The Silurian bedrock is a fractured aquifer that is connected to overlying alluvial aquifers. Consequently, the construction of the tunnels was a complex engineering task. This paper details the operational relationships and procedures developed to deliver a design that was aligned to the construction constraints and delivered an end product that met all technical, quality, cost and program goals.

Jan 1, 1999

By Nathan Iverson, Allie Brady

Located on rolling bluffs on the Zumbro River's south fork in Southeast Minnesota, Rochester is the state's third largest city and is the home and birthplace of the renowned Mayo Clinic, a nonprofit academic medical center focused on integrated health care, education and research. Mayo Clinic employs more than 4,500 physicians and scientists with another 58,000 administrative and allied health staff across three major campuses: Rochester, Minnesota; Jacksonville, Florida; and Phoenix/Scottsdale, Arizona. Originally developed as a stagecoach stop, Rochester has become a national destination for medical care, drawing more than two million visitors annually to Mayo's Minnesota location. Since January 2022, Veit & Company has been working on the construction of the Mayo 1st Ave Tunnel, which comprises three tunnels (pedestrian, utility and services), and the RMC Loading Dock projects in Rochester. These adjacent projects are on the Mayo Clinic's ever-expanding campus and represent its continued dedication to improvement and advancement as a leading medical service provider in the industry.

Jan 1, 2023

By Peter Bigwood

Whether drilling through tough clay or breaking rock, or facing the most severe conditions including mixed face ground, perched water and running and flowing sands, working under-ground certainly comes with no shortage of challenges. In an environment where the unknown is faced on a daily basis, tunneling contractors must be able to rely on their equipment to get the job done properly. Not only that, their equipment must comply with two of the highest priorities: safety and efficiency. In addition to being the number one concern, a proven safety record provides additional benefits to a company. A safe work environment serves as a key component to company growth, including the ability to remain competitive in bidding and maintaining higher-level, more challenging projects.

Jan 1, 2012

Throughout 1992 Pasminco conducted field trials of the Mobile Miner MM130 at Broken Hill. The goal was to develop the machine to achieve acceptable reliability and establish production rates.

Jan 1, 1993

By G K. Robinson

Variations in many aspects of physical and chemical grade are often of concern to mining operations and mineral processing plants. In most circumstances these amounts of variation are predictable. At the time of planning new operations, we should be able to predict the amount of sampling and testing variation which our sampling devices, laboratory procedures and on-stream analysis devices will achieve. We should know how well our stockpiles, reclaimers and bins will homogenise material (or whether segregation will actually increase the amount of variation). We should be able to predict the amounts of variation that will occur on the important time or tonnage scales at the crucial p oints in our proposed operation. And once these amounts of variation are reliably known, mine planning will seem a little bit more like dealing with known knowns rather than like dealing with unknown unknowns.The first step towards quantifying amounts of variation for planned operations is to assess amounts of variation for existing operations. How many operations have estimates of amounts of variation in their databases? How often are people able to partition amounts of variation into amounts due to sampling error, amounts due to sample preparation, amounts due to assaying, and the amount of real variation in the stream of material?CITATION:Robinson, G K, 2012. Making sure that the amount of grade variation is a known known, in Proceedings Project Evaluation 2012 , pp 159-162 (The Australasian Institute of Mining and Metallurgy: Melbourne).

May 24, 2012

By A Bagis, T Baker

In 1983 the New South Wales (NSW) Government began to construct a 35 km freight rail line to provide additional rail capacity to Port Kembla in the Illawarra region, south of Sydney, through a direct connection between the Unanderra to Moss Vale line at Dombarton to the Main South rail line at Maldon in the Southern Highlands. The project area lies within the carefully managed Sydney Water catchment and is also underlain by previous coal mining activities.Construction of the line halted in 1988 prior to its completion after the NSW Government reassessed the demand case and found that the project was not as viable as originally forecast. However, by this stage the line was partially constructed, including the majority of civil earthworks, approach structures to the main river crossings and establishing the portals for the Avon tunnel as a precursor to major tunnelling works.In 2012, the Commonwealth Government funded Transport for NSW to undertake the necessary engineering and environmental preconstruction works. Most importantly here, the 1980s rail link was predicated upon the use of electrically powered locomotives, whereas the locomotive fleet in operation today in NSW is diesel powered. This fact has a significant impact upon the approach and development of the Avon tunnel section, as the diesel powered locomotives combined with the length and grade of the tunnel alignment produces a unique set of conditions requiring specialist engineering design and systems to ensure safe and functional operation of the railway through the tunnel section.Given the above, the Avon tunnel will need to be supported by a ventilation and smoke control design based on the heat rejection from the locomotive consist, consideration of ambient air quality compliance, comparison against in-tunnel air quality goals, and providing safety systems in line with the fire and life safety strategy it requires.This paper explores the current development of both the tunnel civil works responding to the geography, geology, rail functional requirements, as well as the tunnel ventilation systems being revised to suit the diesel locomotives.Further, this paper describes the importance of combining the design outcomes with the procurement methodology in order to achieve the project objectives, a functional outcome and value for money across the project life.CITATION:Baker, T and Bagis, A, 2014. Maldon to Dombarton Rail Link – design development of the Avon Tunnel, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 487–494 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By Ted M. Noskiewicz, James A. Ramsay

INTRODUCTION During the various stages of an underground project from inception through design and construction, probably the single factor of most interest and concern is the nature of the ground. The ground conditions more than any other item govern costs and feasibility; and although the methods available for assessing the ground have become increasingly reliable during the past thirty years, it is still very difficult in many cases to predict the behaviour of soil and rock during and after excavation. To help in this ground evaluation process, we have frequently supplemented the boring program with one or more large diameter inspection holes; and during the past eighteen years, seventeen of these holes have been constructed on tunnel projects which we have designed. There are references in the literature to similar inspection holes (1); however, as far as we are aware, no detailed description of them has been published. The behaviour of soil or rock during and after excavation and the effect of ground water on tunneling operations are of vital interest to tunnel designers and contractors. A comprehensive geotechnical investigation is therefore among the early and most important tasks carried out on a tunnel project and the backbone of every geotechnical investigation is the boring program. A series of borings, typically 50 to 100 mm (21 to 4 in) diameter, are drilled from which soil samples or rock core are recovered and the ground water observed.

Jan 1, 1979

By G Marling, A Calderon, J Harris, P Kirsch, M Shi, D Sprott, A Kirsch

Large-scale infrastructure construction needs to comprehensively manage risks that can impact the health and well-being of many people, from workers (temporary, contracted or full time), to families and surrounding communities. This paper starts with an analysis of incidents (injury, fatality, other damage) in tunnel construction between 2000 and 2014 and assesses the distribution of these events by continent, year, and severity of outcomes. These incidents are then analysed and mapped to a framework of hazards derived from RISKGATE (2014). A comparative register of current tunnel construction risk management guidance is derived from current Australian codes of practice and this register is also mapped to the RISKGATE framework of hazards to identify where coal industry knowledge may offer utility to the tunnelling industry.An initiative of the Australian Coal Association Research Program (ACARP), RISKGATE is an interactive online risk management system developed to assist the mining industry in implementing continual improvement in the management of major unwanted events. To date, a comprehensive knowledge base has been captured for risk management of tyres, collisions, fires, isolation, strata underground, ground control open cut, explosions, explosives, outbursts, coal bumps and bursts, human/machine interface, manual tasks, slips/trips/falls, inrush and occupational hygiene. By capturing operational knowledge from industry experts, RISKGATE provides a cumulative corporate memory at a time of high personnel turnover in the coal industry.This paper proposes and outlines how knowledge within the RISKGATE platform could be applied to managing the significant health and safety risks associated with tunnelling. The authors suggest that to varying degrees the knowledge already captured in RISKGATE is likely to be transferable to tunnelling construction operations. Please note that this paper focuses on tunnel construction and does not address risk management of tunnels in operation (eg road transportation or utility networks).CITATION:Kirsch, P, Kirsch, A, Calderon, A, Marling, G, Harris, J, Shi, M and Sprott, D, 2014. Management of health and safety in tunnelling – application of Australian coal mining knowledge, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 563–572 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By T Purvis, J Calverd, A-K Greve

The Ernest Henry Mining (EHM) underground mine is situated adjacent to the Great Artesian Basin in North Queensland and within a fracture zone. Underground development commenced in February 2008 and has extended to approximately 1000 vertical metres below the surface.Groundwater has been encountered in numerous locations throughout the mine, predominantly on the eastern side of the orebody and often related to fault structures. Most of the groundwater encountered has been managed with conventional pumping systems; however, on occasions large water inflows have been encountered, which have had a significant impact on the planned development of the mine. Some of the intersections encountered had the potential to compromise the mine from a combination of high temperature (over 45°C), high pressure (3500 kPa) and high flows (50–100 L/s).This paper describes three case studies where significant water inflows were encountered and then controlled by the injection of cementitious grout into the rock mass. The case studies are the 1650 mid-shaft heading, the 1325 shaft access decline and the 1625 to 1475 fresh air rise (FAR) raise bore. Each case study includes a brief description of the event that occurred and the grouting equipment and techniques developed to enable mining to continue.The paper also describes the development of a hydrogeological map of the mine, the probe-hole regime used for high-risk headings and the required processes and systems to inject both cementitious grouts and polyurethane resin into the rock mass.CITATION:Purvis, T, Calverd, J and Greve, A-K, 2014. Management of high-pressure groundwater in underground development at Ernest Henry Mine, in Proceedings 12th AusIMM Underground Operators’ Conference 2014 , pp 217–226 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Mar 24, 2014

A key driver to the success of a tunnelling project (the project) is the management of hydrogeological risk. The hydrogeological risk, if not managed, may cause significant impacts on the overall performance of the project. Impacts may include groundwater quality impairment due to contaminant transport and acid drainage from disturbed geology to groundwater, and groundwater lowering. The groundwater lowering and quality impairment may cause tunnel failure, with consequences such as injury to humans, as well as reduced property and environmental values, potentially costing millions of dollars to sponsors of the project. Depending on the nature of the contaminants and level of hydraulic connection of bedrock fracture along the length of tunnel, the contaminant transport may reduce structural strength of the tunnel due to corrosive action of contaminants such as acid drainage. The groundwater lowering can lead to varying degrees of ground settlement, posing threat of tunnel collapse. The management of hydrogeological risk includes:detection of potential pathways for contaminants into and around the tunnel,identification of factors responsible for the lowering of groundwater, and development of strategic measures to control groundwater lowering and contaminant transport. The paper presents an in-house hydrogeological risk management model named Vedanta-THRM (tunnel hydrogeological risk management). The model uses Risk Management Standard AS/NZS 4360:2004 (Standards Australia, 2004), Pressure State Response framework developed by Organisation of Economic Cooperation and Development, and Interaction Matrices. The Vedanta-THRM identifies important characteristics, processes and events of potential hydrogeological risk and develops control measures for managing hydrogeological risk throughout the life cycle of the project. The Vedanta-THRM was applied for a project in the early stages of planning and found to be useful in assessing, evaluating and reducing the hydrogeological risk in a managed approach that potentially increased the performance of the project. The application results also provided management options for use by project sponsors and insurance industry, which included tunnel risk financing options and options for equity investors to choose among various returns under different tunnel credit ratings.

Jan 1, 2008

By D. G. Lynch, M. R. Martin, R. J. Coutts

"Broadmeadow Mine is an underground longwall mine located in Central Queensland, Australia. The mine introduced a top coal caving (TCC) longwall face in 2013 but since then has experienced severe convergence events at the start of each panel after 60–70m of retreat, resulting in equipment damage and the longwall almost becoming iron bound. A significant geotechnical monitoring effort during LW10 and LW11 to characterise the caving mechanics and operational changes during LW11 were successful in mitigating the risk posed by these initial convergence events. This paper describes the geotechnical monitoring programme undertaken during LW11, the operational methods used to mitigate these initial convergence events, and the contribution to these events of the TCC technique.A thick sandstone unit close to the extraction roof was likely the cause of the convergence events at the start of each longwall panel. However, stress change monitoring cells, surface extensometers, an inclinometer, and the blockage of holes designed for pre-conditioning using hydraulic fracturing indicated that the convergence events were not caused by the sudden collapse of sandstone bridging across the goaf. Rather, they were caused by the propping action of strong units within the overburden strata. Equipment design modifications were made to allow the longwall to remain operational during the convergence events and an operational strategy was implemented to mitigate convergence in LW11. The initial convergence event was successfully negotiated, and Broadmeadow went on to be the highest producing longwall for CY16 in Australia.INTRODUCTIONBroadmeadow Mine is an underground longwall mine located in Central Queensland, Australia, owned and operated by BHP Mitsubishi Alliance (BMA). The mine is a punch longwall mine using open cut pit access provided by Goonyella/Riverside Mine. Broadmeadow commenced longwall operations in 2005 using a conventional high reach longwall, but later changed to the top coal caving (TCC) method of extraction. Broadmeadow extracts the easterly dipping 5.5–7.5m-thick Goonyella Middle Seam in ranging in depth from 90m to 330m. The coal is washed and blended at the adjacent Goonyella/Riverside open cut mine to produce a premium coking coal product for export."

Jan 1, 2018

By Olivia Perkins, Shawn Sismondi, Adrian St. John, Vicky Potts

"INTRODUCTION An inherent aspect of any tunnelling project is ground risk: how it is identified, quantified and managed throughout the various stages of a project. Early identification of these risks, such as adverse ground conditions or potential obstructions is crucial; however specific identification of all risks will inevitably be limited by the extent of the desk study, ground investigation and accuracy of as-built information available, particularly in a densely populated urban environment such as London with a long and varied history of development. It is therefore crucial to have suitable plans and procedures in place for dealing with potential ground risk scenarios if they occur during construction work to ensure the safety of the workforce and to protect nearby critical assets. A number of experiences of potential ground risk were encountered during the Sprayed Concrete Lining (SCL) works on Crossrail contract C300/410 which was constructed by a joint venture of BAM Ferrovial Kier (BFK). The C300/410 works, undertaken in the heart of London, comprised of over 2.5km of SCL tunnels for Bond Street and Tottenham Court Road Stations and the Fisher Street crossover, as well as two 6.2km TBM tunnel drives between Royal Oak and Farringdon. BFK appointed Donaldson Associates as their SCL designers for the works; together they were responsible for excavation stability up to the point of ring closure. Despite the majority of SCL tunnelling works at Bond Street and Tottenham Court Road being through the favourable medium of London clay, there remained areas of local geotechnical challenges. Some of these were expected from the outset, some became apparent as works progressed from records of other nearby excavation works, and some were only encountered during tunnel excavation. Being located in the centre of London meant that there always remained a possibility of meeting some form of obstruction from previous structures. However, identification of all potential issues prior to the commencement of the works was challenging and proved to not be entirely possible. Through a series of case studies, this paper documents incidents where obstructions or adverse ground conditions arose. These scenarios all had the potential to cause safety risks, impact the tunnel design and/or construction methods and ultimately add time and cost to the works. The paper discusses how these challenges were overcome which utilised in part, a progressive risk reduction cycle, feeding back knowledge gained at all stages of construction into the approach for undertaking the works. It also examines what could be done in future to further reduce the ground risk through early identification, communication, education and appropriate contingency measures."

Jan 1, 2016

By P. N. Erasmus

This paper considers the fundamental concepts of support design for underground openings in highly stressed ground. It concludes that the conventional deformed reinforcing bar, woven mesh and cable lacing support methods that have been widely used in deep gold mines are quite in appropriate for the support of highly stressed tunnels. The following is suggested as the criterion for adequate dynamic support under rockburst conditions: the energy absorbed by a support unit (yielding through some acceptable limited displacement) should exceed the kinetic energy generated by the mass of rock that is intended to be retained by that unit. Duraset in conjunction with SRK Consulting has developed a yieldable steel tendon called the Durabar®. It is unique in the sense that it cleverly utilizes the property of the ductility of ordinary low-carbon steel from which it is made to accommodate the excessive displacement it is subjected to in the case of rockbursts or swelling ground.

Jan 1, 2009