Search Documents

By William Reininger

Microtunneling provides a necessary solution for multiple utility crossings associated with the New York Metropolitan Transportation Authority Capital Construction Company?s (MTACC) Eastside Access Project for the Long Island Rail Road. Construction of four TBM tunnels and their approach structures at the eastern end of the project in Sunnyside, Queens required significant modification and expansion of the railroad infrastructure at this location. Maintenance of railroad traffic during project construction is a principal requirement. As a consequence fourteen (14) utility crossing segments are being installed under active traffic by microtunneling methods. Microtunnels were installed in a variety of conditions including depths, types of soils and construction restraints.

By D. Craig Camp

Microtunneling has successfully completed both horizontal and vertical curves. This paper covers the historical development of curved microtunneling and a description of one microtunneling project. The completed microtunnel is used for electrical transmission in Japan. The crossing had several concerns including right of way, social disruption, obstructions, the cost of intermediate shafts, and political restrains. In order for this drive to meet all of the imposed restrictions, four horizontal curves and one vertical curve were planned and executed in accordance with the design. Iseki Poly-Tech of Tokyo, Japan designed and built the microtunneling machine to meet the project requirements. Curved microtunneling has been successfully used on fourteen projects in Japan. The reason for a curve has been that the project could not be rerouted, short straight drives could not be used to negotiate the curve, or the project’s social and environmental conditions required a curved tunnel. The following table (Table 1) includes summary information on 14 curved microtunnling projects that have been successfully completed in Japan. The first column is a reference number. Columns two through four include basic project information. The fifth column is the total project distance completed by microtunneling. The sixth column is the project’s microtunneling duration. The seventh column is the machine type and size. All of the machines listed are manufactured by Iseki Poly-Tech of Tokyo, Japan. The size is the internal concrete pipe diameter; all of the projects listed were completed with Japanese standard concrete pipe. The eighth column contains a general description of the soil. The soil type and blow counts are approximately equal to ASTM D 2487 standards. The ninth column lists the radius of the curve and the span distance or the distance microtunneled that included the curve. The radius of a vertical curve is denoted with a “VR”, a span with both a left and right hand curve is denoted with a “S”. Other significant first events are also noted in this column. The first curved microtunneling project was completed in 1982 using a conventional microtunneling machine with standard Japanese concrete pipe and a very long radius curve while maintaining grade for the gravity sewer. The second curved microtunneling project included multiple radii curves, all in the same direction, on a single drive. In 1989, on the fifth curved microtunneling project, a “S” curve was successfully negotiated. On the seventh curved microtunneling project, completed in1995, a tight radius curve was negotiated. In 1996, the eighth project included a vertical curve. The thirteenth curved microtunneling project, completed in 1997, was the first project to utilize a microtunneling machine specifically designed to negotiate curves. The fourteenth curved microtunneling project was the accumulation of all

Jan 1, 2001

By Amanda Powers, Brian Glynn, Robert Sauceda, Daniel Huffines, Mike Garbeth

This paper will review the evaluation performed for the Cottonwood & Hackberry Creek Wastewater Interceptor Improvements Project to replace two separate aging and undersized interceptor sewers by either open cut construction or trenchless construction methods. A case study will be discussed for the utilization of microtunneling to avoid a deep open cut excavation within a landscaped roadway median to construct nearly a mile of new 60-inch interceptor sewer in an urban area adjacent to an environmentally sensitive riverine area, while minimizing the permitting and environmental impacts of construction, and minimizing the impacts to residents and vehicular trafc and restoration reuirements.

Jun 23, 2024

By Kimberlie Staheli

A new sanitary sewer was installed in Pleasant Hill, California using microtunnelling methods. The project consisted of 693 meters of 1372 mm and 1981 mm concrete pipe. A Herrenknecht AVN 1200 was used to install the nominal 1372 mm pipe in three drives. The machine was then fitted with an oversized shield used to install the large diameter pipeline. This articulated shield allowed the excavation of a 2362 mm diameter hole with a 1524 mm machine-- a technique new to North America. This paper reviews the design considerations for the articulated shield and reports on the project challenges and solutions to overcome these challenges.

Jan 1, 1995

By A Domanti, C Jewkes

This paper describes the design and constructability issues investigated in the selection of a trenchless solution in comparison to trenched construction options as part of a scoping study for the augmentation of the existing Bulimba Creek Trunk Sewer in Brisbane. Initial work involved the planning of alignment options vis-a-vis ground geology, geotechnical conditions, location and depth of shafts considering potential construction technology, flotation and stability of the tunnel, availability of construction sites and the influence of construction works on neighbourhood properties and the immediate environment. Two design pipe sizes, DN1200 and DN1500, were considered, and factors including jacking forces, specification of product pipes, pipe joints, pipe jacking methods and the associated impacts of ground settlement were carried out. Of particular interest was research on suitable lubricating fluids with the potential to minimise jacking forces and maximise the length of pipeline between launch and reception shafts.

Jan 1, 2008

By Jasinder S. Jaspal, Bradley J. Bourquin

Introduction Operation is underway at the Dutch Creek No. 1 mine of the first US longwall panel to be mined under the cooperative agreement between the US Bu¬reau of Mines and Mid-Continent Resources. The 244-m (800-ft) wide longwall face is part of a multilift longwall demonstration. A 3-m (10-ft) top slice is being extracted from the 8.5-m (28-ft) coal seam. This occurs in an area of the property where the Coal Basin A and Coal Basin B beds have come together to form one seam. This face, longest ever operated in the US, is being worked on an advancing longwall system. During the first months of its operation, this longwall face has been very productive and safe. Mid-Continent Resources operates two coal mines in the Coal Basin, located in the White River National Forest near Carbondale, CO. The Colorado Fuel and Iron Co. originally opened this property in 1895, and conducted a small mining operation for 10 years on the north rim of the basin and then abruptly shut down. Mid-Continent began operations in 1956, after the Coal Basin fields had lain idle for about 60 years. Operations commenced at the outcrop of the Coal Basin B bed situated at the 3-km (10,000-ft) elevation. At this time, coal was produced from Coal Basin A and Coal Basin B seams in the area. Since 1981, operations have been centralized at two mines, the Dutch Creek No. 1 and the Dutch Creek No. 2, both located in the center of the basin. Since 1981, Mid-Continent has shifted its emphasis to longwall mining as the primary method of production, and each of these mines is equipped with state-of-the-art longwalls using shields as the method of roof support. A 4-km (13,000-ft) long twin-bore rock tunnel is being driven at a lower elevation of 2.4 km (8,000 ft) to intersect the coal seams at depth, as they dip 12° in a westerly direction. This tunnel will enable the company to reduce costs by replacing trucks with conveyor belt haulage (Fig. 1). Mid-Continent began longwall operations in May 1976 with the US's first modern, mechanized advancing longwall face, using chocks. In August 1978, a second advancing longwall face was started. Results from two faces showed that the mining system could be used effectively to manage the difficult conditions encountered in both the Dutch Creek No. 1 and the L. S. Wood No. 3 mines. Unfortunately, low productivity and high costs plagued the company's advancing faces. The problems resulted principally from major equipment failures, poorly designed chocks and face conveyors, and the lack of an efficient, cost effective system for building packwalls. Flushing of rock between chocks and roof control were also major problems. In Sept. 1979, Mid-Continent and the US Bureau of Mines entered into a cooperative agreement to demonstrate the feasibility of mining thick coal seams using the multilift longwall mining method. Two lifts are to be used to mine the 8.5-m (28-ft) thick coal seam in Dutch Creek No. 1 mine. The Bureau provided mining equipment for 180 m (600 ft) of longwall face. This included the shields, face conveyor and drive units, shearing machines, panel belt, and stageloader. As a result of previous experience in advancing longwall mining, Mid-Continent purchased an additional 60 m (200 ft) of face, including roof supports and an additional face conveyor. Design The Dutch Creek No. 1 is a slope mine located on the flank of a plunging anticlinal structure that

Jan 1, 1984

By John A. Reeves

The unit-train concept of moving raw materials .is considered by many railroad men as the most signifigant contribution to reducing rail freight costs since the introduction of the diesel locomotive. The idea, which involves assigning railroad equipment to only one haul and keeping the equipment rolling results in the maximum utilization of equipment. For example before the unit train was plaged in servige on coal hauled to one of Mid. Continent's customers, about 900 cars and 9 locomotives were needed to move the coal requirements for this plant, compared with. 250 cars and 6 locomotives used by the present scheduling of unit trains. If the economics of unit-train movements are to be achieved, coal companies no longer can use railroad cars as small storage bins on wheels to accumulate their coal in trainload shipments, but, rather, must build large bins which incorporate facilities for the rapid loading of railroad cars in a minimum length of time. In this manner railroad equipment is operated at a high degree of efficiency 'with consequent dollar savings. After negotiations between Mid-Continent, the customers and the Railroad, it was decided a unit train loadout and storage facility at Carbondale was required in order to reduce the delivered price of coal to the customers and thereby contribute to the reduction in the cost of manufacturing steel. Carbondale was selected as the bin site location, because the cost of constructing a railroad to Redstone could not be justified for the tonnages anticipated.

Jan 1, 1969

THE only asbestos mine in the Middle East is on the Island of Cyprus, high in the Trodos Mountain village of Amiandos. The mine is owned by the Tunnel Asbestos Cement Co. Annual output is some 18.000 tons of short fibre in the 4-T. 4-Z, and 5-R grades.

Jan 9, 1953

By Harry R. Price, Behrooz Tahmasbi, Charles J. Roarty

The 2,408 meter (7,900-foot) long Middle Rouge Parkway Interceptor Extension varies in size from 1.52-meter (5-foot) to 2.36 meter (7-foot 9-inch) inside diameter. Most of the sewer was constructed in tunnel through fine sands and silts. Piping of these soils through the concrete liner eventually resulted in a loss of soil support, settlement and/or severe distress of the sewer, and the formation of several sinkholes. The repair and restoration was generally performed in the sewer and included cast-in-place concrete, shotcrete, cured in place pipe, soil stabilization, cement grouting, dewatering, and chemical grouting. As a part of the work, temporary pump stations and flow diversions were required to perform the work while minimizing discharges to the adjacent Rouge River.

Jan 1, 2007

By Leonhard Schmid

INTRODUCTION In the region of Zurich several of the Swiss Interstate Highways meet and have to be linked to form a continuous network. The subalpine glacial topography with hills, ridges and lakes requires the construction of many tunnels (Figure 1). The Milchbuck Tunnel forms part of the inner arterial highway system of the city of Zurich. It passes underneath the ridge separating the Limmat and Glatt valleys. In its final configuration the tunnel will consist of two parallel three-lane tunnels (Figure 2). For the time being only one tunnel is constructed. This tunnel will be operated with two outbound (climbing) lanes and a single inbound (descending) lane (Figure 3). The owner, the Canton of Zurich, awarded the contract for the construction to a joint venture with the following three contractors: Locher & Cie AG (leader), Prader AG, A. Brunner's Erben, all located in Zurich. The actual freezing was performed by subcontractor Philipp Holzmann AG, Mannheim, West Germany. Electrowatt Engineering Services Ltd, Zurich, was design engineer and performed the construction supervision.

Jan 1, 1981

By Savita Schlesinger, Mike Hanna, Nathan Scalla, James O’Shaughnessy, Steve Miller

Loudoun Water’s Quarry A (Milestone Reservoir) project involves conversion of a rock quarry to a billion-gallon raw water reservoir. The project includes a new 40 MGD pump station, deep intake shaft, and three drill and blast intake tunnels for accessing the reservoir. Due to concerns regarding constructability and construction risks, the project design was paused while a Construction Manager At-Risk (CMAR) contractor was procured. The CMAR contractor was engaged collaboratively with the design team to provide risk and constructability input for refining the design. Aspects of the original design, design modifications, and benefits of the CMAR collaboration will be presented.

Jun 13, 2023

By Robert S. Shoemaker

The development of a metallurgical project is a business venture rather than a technical exercise, and its real objective is to obtain the maximum return on investment consistent with the limitations imposed by company policy and the requirements of society. Demand for profits is the driving force for technical advances and naturally leads to improvements in processes, equipment and plant designs. In the mineral dressing field there have been virtually no new processes developed since the introduction of flotation, and the steady erosion of profits by inflation has been offset only by increasing equipment size. Unfortunately, in recent years, plant designers have not always utilized the largest equipment or the opportunities for functional and economic design presented by the development of larger equipment. Lower cost plants can be developed providing that unrealistic restraints arising from the prejudice of past practices are avoided. As an illustration of this premise, three different approaches were taken toward the design of a clearly delineated but hypothetical copper concentrator of 20, 000 tons per day capacity. While the same flowsheet was used in each case, designs were produced for a conventional plant, an alternate using the largest available equipment, and a third scheme utilizing large equipment and the most functional design which could be developed, including features derived from many plants in many different industries. Capital costs were developed for the three separate designs based on a location in the southwestern United States. Ancillary facilities were identical in each case and included a mine truck shop, a maintenance shop, a general office, and a nominal starter dam for tailings disposal within 5000 feet of the plant. Water supply within 1000 feet of the plant, and power furnished to the property boundary has been assumed in each case. The flowsheet of the three plants is shown in Figure 1 and represents the treatment of a typical sulfide copper ore by three- stage crushing followed by single-stage ball milling. Concentration is by flotation roughing and scavenging followed by regrinding of the concentrates and two stages of cleaning.

Jan 1, 1971

By R. L. Russell

Production at Freeport Indonesia's Ertsberg open pit copper/gold mine started in 1972 at a rate of 7500 t/d. Mill throughput remained at that rate for a number of years until the discovery of the Ertsberg East (GBT) orebody. This discovery prompted three successive expansion stages from 1981 to 1988 that boosted production to 20,000 t/d. The discovery of the huge Grasberg porphyry copper deposit in 1988 launched a new era of much larger expansions. The first of these involved installation of a fourth primary mill in 1989 to bring production up to 32,000 t/d and was immediately followed by an expansion of the crushing and screening plant and the addition of a new south concentrator to bring production to 57,000 t/d in 1991. The addition of a primary ball mill and the changeout of the original Denver flotation cells in 1993 has served to optimize current production at a level of 66,000 t/d. A major expansion is now in progress. This includes construction of another new concentrator to house a SAG mill circuit and large Wemco flotation cells in an area created by the removal of 6,000,000t of glacial material. This current expansion, with a planned completion in 1995, will take production to 115,000 t/d. This paper describes the evolution of the Freeport Indonesia (FI) concentrator to-date and will then go into an in-depth discussion of the 66,000 and 115,000 t/d expansions.

Jan 1, 1994

By G. H. McKay

AT the Eagle mine, near Gilman, Colorado, where the Empire Zinc Company have installed an underground mill, transportation problems were comparatively simple. A railway siding on the Denver and Rio Grande railway is equipped with an unloading dock or platform at the portal of their service incline adit to the mill. This 18-degree incline is approximately 600 feet long from the unloading track to the head of the mill skipway. For the Big Missouri mill, upwards of 2,500 tons of material and equipment had to be trucked from tidewater at Stewart, B.C., a distance of 21 miles to the Big Missouri camp at elevation 2,800. From that point, this freight had to be moved either over or through the Big Missouri ridge, rising to elevation 3,450, to its final location 800 feet from the surface between elevations 2,150 and 2,350. Immediately after leaving the government dock at Stewart, the road crosses the International boundary line into Hyder, Alaska, and then follows a water grade for eleven miles along the lower stretches of the Salmon river. leaving the river, the road climbs for two miles before crossing back into British Columbia territory at Silver Heights, and then continues for another mile and a half to where the Big Missouri road branches off from the main road to the Premier mine. For a distance of four miles from the junction of the roads, the Missouri road is very narrow, with many sharp curves and with irregular up and down pitches and grades up to 25 per cent until it reaches the Summit. From there on, a fairly easy grade leads a mile and a half to the end of the road on Joker Plats. In winter, the last stretch of road is subject to heavy snow drifting, especially through a narrow funnel-shaped gulch, known as 'The Gap', where the snow may pile up to a depth of over twenty feet.

Jan 1, 1938

By David C. Cook

The milling complex, situated just east of the Cassiar townsite, receives raw ore from the tramline and processes it into 105,000 tons per year of milled asbestos fibre. The ore is passed through a concentrator, where a barren rock fraction is removed. The concentrated ore, representing 70% of the feed, is dried, stored and then milled into nine separate fibre classifications. The finished product is packaged into 100-lb bags and loaded into trucks in one-ton units. New air-handling facilities were added in 1977to provide additional air for environmental control.

Jan 1, 1978

By F. W. McQuiston

INTRODUCTION IDARADO Mining Company's mill and surface plant are at the portal of the Treasury tunnel at elevation 10,625 ft, 12 miles south of Ouray, Colo. In 1943 and 1944 this tunnel was extended in a westerly direction to tap the Black Bear vein, and, together with the recently completed 1100-ft inclined Treasury raise, provides access to the Black Bear mine. In 1945 a 250-ton mill was placed in operation to process development ores containing much needed copper, lead and zinc for war requirements, and to serve as a pilot testing unit for larger scale milling operations. In the years 1902 to 1927 some 329,000 tons of ore were produced from mine workings on the Black Bear vein that extended downward from elevation 12,325 ft at the Black Bear tunnel portal to elevation 11,618 ft, the lowest level of the mine. The ores were taken to the Cascade and Smuggler-Union mills near Telluride over two aerial tramways. Gold bullion, a copper-lead concentrate, and a zinc concentrate were produced. ORES The Black Bear is a compound fissure vein that has undergone several stages of mineralization. The first important stage is represented by complex ores of copper, lead and zinc in a quartz gangue. Precious metal content in this stage is low. The galena is argentiferous and varying amounts of tetrahedrite, freibergite and bornite tend to increase the normal copper content represented in chalcopyrite. The zinc occurs as a true sphalerite with little or no iron. Later re-openings of the fissure took place more or less co-extensively with the successive introduction of (1) abundant quartz gangue containing minor amounts of chalcopyrite, galena and sphalerite; (2) free gold in a fluoritic quartz gangue; and (3) barren, low-grade quartz with minor amounts of pyrite as the only important sulphide. The sulphides show practically no oxidation and little mineralogic intergrowth. Because of the common overlapping of these successive stages of mineralization within a given mining area, considerable dilution of the base-metal content takes place, thus lowering the average mill-head grade. PLANT PRACTICE Metallurgical testing was started shortly after the Black Bear vein was encountered on Treasury tunnel level in 1944. Laboratory tests showed good flotability of the minerals in the ore and indicated an economic separation could be made of the copper, lead and zinc minerals into their respective concentrates. The success of the separation is close reagent control to maintain a balance between promotion and depression of the sulphides. To maintain this balance reagent consumption for the three metal separation is considerably higher than in ordinary lead-zinc flotation.

Jan 1, 1947

By R. C. Stevens

INTRODUCTION Idarado Mining Company, a subsidiary of Newrnont Mining Corporation, is situated high in the San Juan Mountains in southwestern Colorado. Portals, offices and surface plants are located near the towns of Ouray and Telluride at elevations ranging from 9,000 to 12,000 feet. The Ouray portion of the development was initiated in 1943. Upon completion in 1945 of a 250-ton mill, processing of development ores containing copper, lead and zinc was undertaken; thus, serving as a pilot testing unit for larger scale milling operations. These facilities were subsequently enlarged and utilized until 1956. Meanwhile, in 1953 Idarado had acquired The Telluride Mines Company, 62 miles distant by highway; however, only six miles via a network of tunnels which eventually linked the two workings. Extensive underground development and increased ore production necessitated reconstruction and expansion of the milling plant. The facility was designed to accomodate processing of 1700 tons of ore daily. This goal was achieved and it represents the current daily output. MINERALOGY The veins are a compound fissure which have undergone several stages of mineralization. The first stage is represented by complex ores of copper, lead and zinc in a quartz gangue. Precious

Jan 1, 1970

The Mount Lyell Company's concentrating mill is situated about a quarter of a mile westward of the portal of the North Lyell tunnel, which serves the North Lyell, Royal Tharsis and Crown Lyell mines, being on the 1100-ft. level of the first named. The Comstock mine is connected with the tram system at this level by five and a half miles of steam tramway, two-foot gauge being standard throughout.The plant is well placed with regard to all essential services and has an excellent water-supply from a series of three dams on the West Queen river.MILLING ORESThe mill feed is a mixture of the outputs from the foUr mines mentioned, each of which has its characteristic ore, but, generally speaking, about half of the ore consists of siliceous schists and the other half of hard grey quartzite. The schisty ores are easy to crush, but, on grinding, while the schist slimes readily, the quartz granules are hard, resulting in the handling of heavy loads on the secondary classifiers. The quartzite ores are both hard to crush and difficultto grind.The principal sulphide materials are bornite, chalcopyrite, and pyrite, chalcopyrite being the main copper-bearing mineral.The crystallization is coarse in the schisty ores, but it has been shown that even the 200 mesh (Tyler) material contains included sulphide particles. At the present time the sizing of the final tailing averages 80% through 200 mesh.

Jan 1, 1932

By W. J. Asselstine

Introduction This paper is prepared from data gathered for a similar paper to be submitted to the United States Bureau of Mines, for publication as one of their information circulars. It covers the history and development of the present milling practice at Premier. The authors wish to acknowledge the assistance and suggestions given during the preparation of this paper by D. L. Pitt, Manager of the Premier Gold Mining Company, Limited; also their indebtedness to various members of the Engineering Staff and of the Accounting Department who have assisted materially in gathering the data used. Location The Premier mine and mill are situated in northern British Columbia, approximately fifteen miles north of the head of Portland canal, in the Salmon River section, about half a mile east of the Alaska-British Columbia boundary line where it crosses die Salmon river. The mill is located on a rather steep hillside on the horizon of the main haulage level of the mine, and is within a hundred feet of the mouth of the tunnel. Both the mine and mill are connected with tidewater at Stewart, B.C., by an aerial tramway (1) eleven and one-half miles in length, which delivers both ore and concentrate to the bunkers at the dock for shipment to the smelters. All mine and mill supplies are transported from Stewart dock to Premier over this tramway, except heavy machinery. Heavy pieces have to be hauled either by truck in summer or sleighs in winter over a good road which runs from Stewart dock to Premier.

Jan 1, 1933

By C. S. Parsons

Introduction Up to the present, the operation of small mills for the treatment of gold ores has not been favoured in Canada to the extent that it has in other countries. For instance, a list of the operating properties in Southern Rhodesia, published in The Rhodesian Mining Journal of November, 1934, shows for the month of September, 1934, that there were over 500 small mills treating less than 50 tons per day, and the majority of these between 5 and 25 tons. They are operated by individuals, syndicates, and small mining companies. It is presumed that the operations are profitable, although from the published figures of the tonnages treated and the yields, it is difficult for one familiar with Canadian operations to understand how this can be possible, in the majority of cases. Most of these small mills employ stamps with plate amalgamation and with, occasionally, tables to produce a concentrate. Enquiries have been received from many parts of the world respecting milling practice suitable for small gold mines and the type of plant used in Canada. The tenor of these enquiries leaves the impression that the majority of the writers assume that the practice would be similar at all small properties. This, of course, is not the case. Conditions vary widely, and what would be a suitable mill for a typical Nova Scotia ore would not necessarily be wholly adaptable to many ores in Ontario, Quebec, or British Columbia. This paper has been written with the intention of inviting discussion, and it is hoped that, by such discussion, the subject will be more fully dealt with than has been possible in the time at the disposal of the writer. Only more or less standard principles and practices have been dealt with, and, purposely, no reference has been made to plants using mills of the Hadsel, the Nutt, or the Gibson type. As there is available but little reliable information on the costs of installation and operation of small mills, it is also hoped that those contributing to the discussion of milling practices for small mines will be in a position to give these data for the benefit of those contemplating the erection of small plants in Canada. Although it is difficult to generalize, it can be said that there are three types of gold mills commonly used at small mines: (1) Amalgamation and Gravity Concentration; (2) Amalgamation and Flotation; and (3) Cyanidation.

Jan 1, 1935