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By Theophile Yameogo

The rock mechanics literature has documented the challenges, failures and successes of tunneling through weak rocks. Cases usually deal with low RMR rock masses or high stresses in a fractured zone. With the combination of 5MPa water pressure, 14 RMR ground with clay infillings and ground freeze walls, the case of the 510-8225N development drift at McArthur River is certainly much more challenging, especially when high grade uranium production is at stake. The article explains the excavation and the ground control techniques that were used to overcome the challenges of development at the Unconformity in the Athabasca Basin.

Aug 1, 2010

When most people think of coal mining, they envision men in soot-covered clothes and hard hats digging at deposits in deep underground caverns. These mental images commonly include coal cars rumbling on rails as they emerge from the earth, filled to the brim with rocky ore. The world of modern, longwall coal mining is a far different place. Yes, it?s underground, the miners still wear hard hats and the environment is filled with soot. However, today?s mining operations are carefully monitored and the entire process is highly automated. Five kilometers (3 miles) underground, a sophisticated, high-powered mining machine moves steadily through a 2-m (6-ft) high tunnel at an average speed of 3.2 km/h (2 mph), carving out coal, then conveying it to a crusher and carrying it to the surface. Instead of digging out the ore, a longwall mining system slices it from the exposed tunnel face, using giant rotating shears. The shorn coal tumbles onto a conveyer below the shears and is conveyed to the stageloader, where it is crushed and dumped onto the main conveyer belt that eventually hauls it out of the mine. Integral to the longwall shear and conveyor is a moving metal roof that protects it from the thousand plus feet of ground above. The ceiling panels automatically advance above the shears, powered by hydraulic roof supports that stand on the other side of the tunnel, moving in a slow, sideways lock-step with the shears. This complex and massive machine makes longwall mining the most ef?cient and productive method for excavating coal. In fact, it produces 2.7 kt to 22.6 kt (3,000 to 25,000 st) of ore per shift, versus 544 to 907 st (600 to 1,000 st) for the conventional room-and-pillar mining. Using that method, miners develop one section of a mine at a time after carving out load-bearing columns of coal to support the roof above their heads. Longwall mining also is considered safer than the room-and-pillar method, largely because the process is mostly automated, requiring fewer workers. Still, longwall mining has its drawbacks: The equipment is expensive and the mining conditions are harsh. An entire longwall system can cost between $50 million and $100 million, while the electrical controls used to operate it can cost an additional $1 million to $2 million. These investments grind away all day, every day, in hot tunnels filled with coal dust.

By Ulf Georg Gwildis

Overexcavation and ground loss events during pressurized-face TBMadvance in soft ground can result in unplanned deformations above the tunnel and damage to existing infrastructure. Successfully managing the risk of this occurring is crucial for any project in an urban area to proceed. Common risk management approaches include a combination of establishing suitable ranges of TBM operational parameters and using geotechnical instrumentation for deformation monitoring. Another risk management tool is material flow reconciliation, which varies depending on the specified mining method and the equipment choices by the contractor. This paper compares recent and ongoing projects in the Pacific Northwest regarding overexcavation risk management.

Jun 13, 2023

By M. C. Walton, W. Roelofs

ABSTRACT: In most cases, a refractory repair involves dealing with used refractory linings above shoulder height, defining these as overhead refractories. This paper details a method of personnel protection involving a low-pressure inflatable balloon system, installed to prevent the dislodgement and freefall of in-situ refractories. This system has been successfully applied to numerous types of vessels in the process industries in the last three to four years. This paper, prepared for the CIM Conference of Metallurgists held in Vancouver, British Columbia in October 2010, outlines details of the system and gives examples of successful applications.

Jan 1, 2012

By Robert L. Sundeen, Richard V. Wenberg

Overshot loaders are loading machines which fill a front-mounted bucket by crowding and bucket lifting, passing the loaded bucket over the machine and throw¬ing the load into a haulage unit to the rear. The load is retained in the bucket as the load mass is accelerated in its path over the machine. At the point of discharge, the bucket is stopped suddenly and the load leaves the bucket, following the throw trajectory past the rear of the loader. Fig. 1 shows a typical overshot loader of this type. Overshot loaders were developed for loading in nar¬row drift headings and drawpoints, where it is impossible to place or pass a haulage unit alongside the loader. Haulage access is to the rear of all overshot loaders. The first overshot loader was developed in the early 1930s. The early machines were rail-mounted, air¬powered, and had small loading capacities. To this day, the same basic design configuration exists, and all suc¬cessful overshot loaders still use compressed air. Bucket sizes range from 0.14 to 0.59 m3 (5 to 21 cu ft). The most commonly used machines are rail-mounted, al¬though crawler versions are popular for special applica¬tions, particularly shaft sinking. Rubber-tired machines have found some application where a greater travel distance is required between the loading and discharge points. CONDITIONS INFLUENCING APPLICATION Roadway Type Rail-mounted loaders are used where soft bottom requires rail support or where the long haul is ac¬complished with rail. This situation usually occurs in civil tunnels or in mine drifts that will continue to utilize rail-bound main haulage after development work is completed. Crawler and rubber-tire mounted loaders are used where the roadway surface is rough and lateral travel beyond the range of rail-bound machines is required. Work Area Dimensions The largest rail-bound loaders can clean roadways as wide as 4 m (13 ft) from a single track. Wider headings require multiple trackage. Headroom require¬ments are dependent upon the path described by the bucket as it passes over the machine. The largest over¬shot loader requires approximately 3.4 m (11 ft) of headroom. It follows that the largest heading that can be driven by overshot loaders from a single set of rails is approximately 4 m (13 ft) wide and a minimum of 3.5 m (11.5 ft) high above the rail. The smallest rail-bound loaders can work efficiently in headings as small as 1.8 m (6 ft) wide by 1.8 m (6 ft) high above the rail.

Jan 1, 1982

"With up to 2,300 m (7,545 ft) of rock on top of it, the Gotthard Base Tunnel, which is scheduled to go into regular operation in December 2016 in the Swiss Alps, is not only the world’s longest, but also the deepest railway tunnel ever built. Accordingly, the temperatures in the tunnel are very high, with the surrounding rock expected to reach 45° C (113° F) once the tunnel is fully operational. Since unrestricted rail operations are only permitted in temperatures of 40° C (104° F) or less, the heat has to be controlled with suitable equipment. Large fans developed and built especially for this application by TLT-Turbo GmbH provide fresh air for regular operations as well as during maintenance and repair work. Separate fans ensure that the emergency exits are properly ventilated in case of fire. In addition to coming up with a technical solution that could handle the special challenges of this project, the engineers and planners had to develop detailed preliminary plans as well as a sophisticated logistics and installation concept.The Gotthard Base Tunnel consists of two 57-km (35-mile) long tubes, one in each direction. Including all connecting and access tunnels, the entire underground system measures 152 km (95 miles). At Faido and Sedrun, at approximately 16 and 36 km (9 and 23 miles) respectively, two multifunction stations were built that cut each of the two tubes into three sections of roughly equal length. Here, trains can make emergency stops and change tracks, if necessary. This is also where eight large axial fans made by TLT were installed that exchange the air, i.e. they extract a certain amount of heated air and inject the same amount of cool fresh air a few hundred meters further down the train tracks. In addition to the four exhaust and four supply fans, 24 so-called jet fans were installed along with associated components like silencers, shut-off dampers, drives and lubrication systems from TLT.In addition to exchanging the air, these fans are used to enable maintenance and repair operations in the tunnel. Current plans call for blocking each tunnel tube for one night per week in order to perform preventive maintenance work, thus enhancing the tunnel’s overall functionality and availability. During these hours, many people will be in the tunnel who require fresh air. “One of the major criteria for winning this bid was the fans’ ability to quickly switch between a wide-range of modes. TLT fans are among the best in the world in this regard,” said Andreas Kuhn, TLT’s project manager for the Gotthard Base Tunnel, about the selection of his company’s fans for this project."

Dec 1, 2016

By Laura Steeves, Inoka Eranda Perera, Jhon Silva, Arend Spaeth

"This paper reviews the main concepts ruling the design, implementation and performance of active explosion barrier systems for underground coal mines in the USA. The document examines the parameters needed for the design of this type of system, such as overpressure and flame speed, suppressant deployment speed and duration time of the active barrier. The document also discusses the available solutions for gassy mines and the concepts behind the selection of machined mounted and roadway active explosion barrier systems. The paper includes a review of active explosion barrier systems developed in the USA and South Africa. The paper provides an overview of the current status of this technology in the underground coal mining industry in the USA, and the possible implementation of such systems. The paper concludes with the identification of the future work needed for the successful implementation of the systems in several conditions to enhance the safety of underground coal mine operations and to provide more tools to the miners for their safety.INTRODUCTIONUnderground coal mine explosions can be addressed in two ways, through prevention or mitigation. The United States mining industry practices have emphasized the prevention of explosions in underground coal mines, with little being done to mitigate the explosion once it occurs. Despite successful practices for the prevention of underground coal mine explosions in the US, the threat of an explosion does still exist. Other mining countries around the world have developed and implemented mitigation systems such as active explosion barriers in their underground mines. In the 1970s, the United States Bureau of Mines (USBM) carried out extensive research on the use of active or triggered explosion barrier systems in the US; however, they are not currently used.Explosion barrier systems do not prevent explosions but mitigate the propagation of the shockwave and flame to other areas of the mine. The use of active explosion barrier systems enhance the safety of underground coal mines. Active or triggered explosion barriers will detect the arrival of the shockwave or flame front of the explosion and release inert material to suppress or extinguish the flame. The technology required for active barrier systems is readily available based on their presence in other mining countries and must be adapted for their use in US coal mines. The adaption must consider the coal dust and methane concentrations in US coal mines, the mine geometry, and the mining equipment used."

Jan 1, 2019

The Colorado portion of the Rio Grande rift is clearly defined physiographically from the south in the San Luis valley northward to the latitude of Leadville where sediments of the Dry Union Formation (Tweto, 1961) accumulated within the subsiding rift zone. To the north of Leadville is a system of faults active in the late Tertiary, including the Mosquito fault that offset a portion of the Climax mineralization (Wallace et al., 1968). Tweto (197B) describes remnants of Dry Union Formation against the Mosquito fault north of Dillon in the Blue River valley, so it is apparent that the rift and associated sediments extended well to the north of Leadville. Kelley (1952, 1954, 1956) and Chapin (1971) have noted in New Mexico that the Rio Grande rift is a series of en echelon basins, offset to the east, with constrictions connecting them (Fig. 1). In Colorado the structural basins are offset to the west. The net effect of all the rift zone basins in New Mexico and Colorado is an arcuate pattern (Fig. 1) abutting the Colorado Plateau and Sari Juan Volcanic Province on the west. The width of the rift system gradually decreases northward to about Leadville where rift definition is not apparent.

Jan 1, 1987

By Z. G. Tao, Y. Y. Peng, W. L. Gong, M. C. He

"This paper presents an overview of the major landslide hazards in open pit mines in China, the currently used landslide control and monitoring techniques, and development of a new slope control technique incorporating the reinforcement, sliding force monitoring, remote sensing and forecasting in one system in order to constrain the displacement of the sliding blocks in the landslide to minimized the influenced area and provide precise warnings timely for the imminent landslides. For implementation of the new technique, a novel rock cable with large deformation and high resistance (also known as HE cable) was developed, which can elongate as long as 2m. At the same time, the necessary and sufficient condition for initiating a landslide and energy balance equations are formulated. Based on the proposed mathematical models and Beidou satellite system, the software and data transmission hardware for remote sensing and forecasting were developed the new landslide control technique has been applied successfully in 245 landslide sites in 12 provinces across China. In this article, two practical application cases in the open pit mines are reported.INTRODUCTIONChina is one of the countries in the world with the most widely distributed landslides and suffering the heaviest damage. According to the incomplete statistics, landslide hazards have caused death of hundreds of people and direct economic losses of several hundred million RMB each year. The landslide hazards have a great impact on the life and property safety of the people, safety of the infrastructure, as well as the social stability. Thus development of new techniques for forecasting and prediction of the landslides is imperative and of great importance. In general, the forecasting and prediction of the landslides consists of three major aspects, i.e. sliding time forecasting, landslide activity intensity forecasting and landslide hazard degree forecasting. Since a considerable part of the landslide-suspected area are adjacent to the residential areas or important infrastructures, development of the advanced landslide control and monitoring techniques to cope with the sliding time forecasting problem is more important.Over the past one hundred years, the most widely used slope monitoring techniques are based on displacement monitoring (Xu, et al. 2007; Toshitaka, 1998). In the early days owing to the limitation of the technology and equipment, the ground surface displacement and underground water level change were inspected mainly by man power for inferring the possibility of a landslide. In recent several decades, more and more ground surface displacement monitoring devices were brought to the market, such as the automatic total station, theodolite, digital level, borehole inclinometer and GPS based instruments, etc. Based on these modern techniques, some advanced instruments have been developed and applied to the landslide monitoring, for example, the “landslides early warning monitoring system” (Leonardo, et al. 2002), the “In-SAR” technique (Reevea, et al. 2000), the GPS and satellite geodetic survey based technique (Reevea, et al. 2000), and real-time telemetry technology (Xu, et al. 2007). These monitoring approaches have made significant contributions to the landslide disaster monitoring and forecasting. The major limitations for the ground surface displacement monitoring techniques are lie in the inconsistence between the displacement in ground surface and that in the sliding surface for the sliding mass, resulting in low degree of forecasting accuracy."

Jan 1, 2015

By G. R. Heffernan

"In the early 1970ssteelmakers worldwide were looking forward to many years of expansion and profitability. Huge government investments in Europe, the United Kingdom, Japan, Brazil, and Venezuela were committed in anticipation of growing market s based on long-term OECD forecasts. In 1973 the first OPEC oil shock occurred. Steel demand shrank. Restructuring became the buzz word of the day as billions of dollars in taxpayers' money was poured into eliminating excess capacity and labour. In the United States, where government help was not available, inefficient companies went bankrupt; capacity was cut to 100 million tons from 155 million tons. The industry throughout the industrialized world shrank. By 1979the world economy seemed back on track and a modest degree of optimism could be detected in the international steel fraternity. Then came the second oil shock. By 1982 the industry was in the midst of another shakeout. More bankruptcies, more rationalization, and fewer jobs resulted. In Canada some well-known companies came close to the brink as low prices and high interest rates took their toll. In the light of the turmoil in the steel market over the past 20 years an attempt to forecast the trends through to 2001 is intimidating.However, there are good reasons to be optimistic today about both markets and technology.An economic super power is emerging in western Europe as 1992 draws near. The creation of a single market of 320 million well educated and economically ambitious people has major positive implications for steel demand. The mega projects of the channel tunnel, a European network of high speed railways, and the London docklands are the forerunners of greater things. Still to come is another $200 to $300 billion by the year 2001 in identifiable major projects for highways, railways, airports, water and sewage systems. Add to that the demands of an increasingly affluent population for automobiles, appliances and housing. On top of all that place large increasing demands for electric power and you have a potential beyond anything seen during the 1970s and 1980s. In 1988 the EEC steel industry operated at 90% and in 1989 at 92% of effective capacity. A surge in spot prices indicated that 92% was close to the ceiling. This pace moderated in early 1990 but any slack will probably be taken up rather quickly."

Jan 1, 1990

By William Connell

NFPA 502, Standard for Road Tunnels, Bridges and Other Limited Access Highways establishes minimum fire protection and fire life safety requirements for road tunnels, bridges and other roadways where access by emergency responders is physically limited. The 2008 edition of NFPA 502 represents the Technical Committee?s consensus of current best practice for fire protection and life safety requirements for road tunnels, bridges and similarly limited access highways. Research of national and international test programs, design guidelines and regulating standards was per-formed and considered in an effort to establish a singular, comprehensive document representing a recognized base threshold of fire safety in these type facilities. This paper provides an overview of the more significant revisions including the application of fixed fire suppression systems, guidance on tenable environment, protection of structure and dangerous goods transport.

Jan 1, 2008

By J. M. Mutmansky, R. A. Jankowski, M. A. K. Mohamed

"SYNOPSISKnown health hazards associated with the breathing of respirable dusts, particularly silica dust, during mining are becoming a great concern in many parts of the world. The search for effective and low cost dust control methods for underdeveloped countries will help in improving the productivity and keeping the mine environment safe. This article addresses the problem by providing suggestions concerning the easiest and most cost effective methods to control respirable dust in mining and mineral processing operations. INTRODUCTIONMedical BackgroundLung diseases caused by dust in mining operations have been recognized by mankind since the time of the Roman Empire. The writings of Pliny the Younger on natural history reported on maladies associated with dust in mining in the first century AD. However, no significant advances in controlling the lung diseases of miners came about for many centuries. The effects of mineral dusts were further described by Georgius Agricola in his sixteenth century book on mining (Agricola, 1556). After the appearance of Agricola""s book, lung diseases were more readily recognized, but the nature and severity of the ailments associated with mineral dusts could not be readily interpreted.In 1896, the discovery of x-rays by Roentgen advanced the diagnosis of lung diseases and the knowledge of what causes these diseases. In addition, the discovery allowed medical personnel some method of judging the extent and severity of the lung diseases in human beings. During the ensuing years, the term 'pneumoconiosis' became the common term to describe any of the diseases of the lung in which dust particles deposited in the lungs caused fibrous tissue and loss of some of the respiratory function. However, little in the way of social remedies for the diseases resulted until much later. Society was still not ready to act decisively to reduce the causes of lung disease due to the dusty conditions in the work place.Social action against lung diseases did not occur in the United States (US) until the 1930s. At that time, a tunnel driven through a sandstone mountain near Gauley Bridge. West Virginia, caused the death of several hundred workers due to acute silicosis, a severe form of pneumoconiosis caused by silica (Seaton, 1975). Dust conditions in this tunnel were quite bad, causing many of the workers to be subjected to extremely high silica dust concentrations. The severity of the disease in many of the workers became known to the public and prompted the US Congress and many of the states to enact laws to reduce the dust levels."

Jan 1, 1998

By Philip U. Santacroce, James H. Meinholz

INTRODUCTION The Milwaukee Metropolitan Sewerage District (MMSD), is a special purpose sub-regional agency that provides collection and treatment services for sanitary wastewater for an area of 420 square miles (1088 km2) in 27 municipalities in the Milwaukee, Wisconsin metropolitan area. During its almost 75 years of existence, it has constructed 464 km of intercepting sewers, the majority in tunnel, and two sub-regional secondary wastewater treatment plants. The present program, the $1.7 billion Milwaukee Water Pollution Abatement Program, was started in 1977 and developed from ongoing internal planning, the Federal Clean Water Act and court judgments. Elements of the Program include improvement and expansion of the two treatment plants; rehabilitation of older in-place sewers; building new interceptors and relief sewers and providing capacity for high volume storage in approximately 32 km of deep, large diameter rock tunnels; reducing combined sewer overflow; and disposal/utilization of the solids that remain after the treatment process. The construction phase of the Program accounts for $1,105,900,000 within 335 separate construction contracts, 211 let to date, and covers a span of 15 years, starting in 1979 and running through 1994. Conveyance System construction cost is estimated to be $650,000,000 or about 60 percent of the total. Through December 1986, in terms of dollars, the total construction program is about 38 percent complete with Conveyance at 34 percent complete.

Jan 1, 1987

By Don Phelps, Christopher Tattersall, David McAllister

Located south of downtown Seattle, the Beacon Hill Station & Tunnels is the key section of the southern segment of Sound Transit’s proposed new LINK light rail system. This paper presents an overview of the design, which includes 4,300 ft of segmentally-lined bore twin tunnels and a deep mined station. With platforms located156 feet below grade, the station itself is only the second large-scale mined station in soil the US. Its complex geometry combined with variable soil conditions—sands, silt sand clays with slickensides—challenged the designer’s to come up with a SEM-based design that addresses the owner’s risk, cost and schedule concerns.

Jan 1, 2003

By John L. Walkinshaw

It is obviously not possible in the time given me today to review in great detail all the research of the past 20 years that the (FHWA) has sponsored or participated in. In this presentation I will highlight some of the principal programs that I am familiar with. This handout lists practically all the reports prepared for the FHWA involving deep foundations and some related work involving the same structural elements (piles, shafts, ground anchors).

Jan 1, 1993

By M. Canty

Results are presented that were gathered during pilot-and field-scale testing of an innovative technology, sulfate-reducing bacteria (SRB), designed to treat and control acid mine drainage (AMD). The project was performed under the Mine Waste Technology Program (MWTP), which is funded by the U.S. Environmental Protection Agency (EPA) and jointly administered by the EPA and the U.S. Department of Energy through an Interagency Agreement. The MWTP is implemented by MSE, Technology Applications, Inc., located in Butte, Montana. Sulfate-reducing bacteria, a common group of anaerobic bacteria, produce hydrogen sulfide and bicarbonate when supplied with sources of carbon and sulfate. Hydrogen sulfide reacts with metal ions in AMD, precipitating them as metal sulfides; the bicarbonate serves to help neutralized the drainage. Pilot-scale testing was performed within eight packed-bed reactors at a temperature representative of a field application of this technology in a northern climate, nominally 8°C. The reactors, packed with an organic substrate, were operated continuously in upflow configurations receiving AMD at a flow rate corresponding to a 5-day retention time over a test duration of 60 days. During this time, numerous physical and chemical parameters were monitored. Pilot-scale metal removal efficiencies reached 99% for zinc, 99% for aluminum, 96% for manganese, 98% for cadmium, and 96% for copper. Iron and arsenic removal was not as effective as the aforementioned metals, which was largely attributed to the high levels of iron and arsenic contaminating the organic substrate. Evidence existed that both adsorption and sulfate reduction were occurring within the reactors.

Jan 1, 1998

By Russell K. McFarland, Eugene L. Foster

INTRODUCTION The U. S. Department of Transportation has underway an important new program which will have a major impact on rapid excavation technology. The Transportation Tunneling Program, as it is called, is a coordinated, multi-modal research and development effort. Its goals, if realized, will significantly improve our ability to build the underground structures needed for transportation. This, in turn, will improve transport efficiency, environmental impact, and the energy consumption associated with the movement of people and goods. Tunneling technology research and development had its beginning at the Department of Transportation in the Office of High Speed Ground Transportation (OHSGT). The OHSGT developed and implemented a program in 1965 to provide the technology for underground construction needed to support future high speed ground transportation. In 1967, when the OHSGT was transferred from the Department of Commerce to the Federal Railroad Administration (FRA), the program accompanied that office. The thrust of the FRA program has been cost reduction through the development of new materials, innovative designs, and better construction methods. During the late 1960's and early 1970's, other developments were underway which would influence the future of tunneling research at the Department of Transportation. An ad hoc

Jan 1, 1974

By Dennis J. McCarthy

TAX TREATMENT OF EXPLORATION AND DEVELOPMENT EXPENSES Exploration Expenditures General Principles. Exploration expenditures are expenses incurred within the United States or the Outer Continental Shelf for the purpose of ascertaining the existence, location, extent or quality of any deposit of ore or other mineral. Section 617 of the Internal Revenue Code permits a taxpayer to elect to deduct these expenditures currently. In default of election, exploration expenditures must be capitalized and included in the basis of the mineral property for purposes of determining cost depletion. Entitlement to Deduction. In order to qualify for current deduction, exploration expenditures must be incurred prior to the commencement of the development stage, i.e., when mineral deposits are shown to exist in sufficient quantity and quality to reasonably justify commercial exploitation. Generally, expenditures for geological and geophysical investigations, reconnaissance, surveying, testpitting, trenching, drilling, driving of exploration tunnels and adits and similar types of work constitute exploration expenditures if incurred prior to the commencement of development. However, expenditures to further delineate the extent and location of an existing commercially marketable deposit are not exploration expenditures. Exploration expenditures may be incurred from within a producing mine to ascertain the existence of what appears to be a different ore deposit. Expenditures for property which is subject to an allowance for depreciation are not deductible under §617. However, depreciation properly allowable on assets used in exploration is an exploration expenditure. Election to Deduct Exploration Expenditures. The election to deduct exploration expenditures is made by deducting these expenditures in the return for the first taxable year for which such treatment is desired. The election applies to all properties of the taxpayer. Once the election is made all exploration expenditures, in the year of election and thereafter, must be deducted, unless the election is revoked with the prior consent of the Commissioner. The Tax Equity and Fiscal Responsibility Act of 1982 (TEFRA) made substantial changes in the treatment of exploration expenditures. For exploration expenses incurred after 1982 and before 1984 by a corporation, the amount currently deductible is limited to 85% of the expenditure. The remaining 15% must be capitalized and recovered over a five-year period. Although exploration costs capitalized under this provision are not part of the basis of the property for cost depletion purposes, investment credit may be claimed with respect to these expenditures. Further changes have been added by the Tax Reform Act of 1984 with respect to expenditures made after 1984. The Act reduces the amount of otherwise currently deductible costs from 85% to 80%. Additionally, it limits the availability of the investment credit for capitalized mineral exploration costs to deposits located in the United States. TEFRA also allows individuals a special method of recovery under which exploration expenditures may, at the election of the taxpayer, be amortized ratably over a 10-year period beginning with the year in which the costs are paid or incurred. If taxpayer does not use this method, the excess of the exploration expenditures actually deducted over the amount that would have been deducted if 10 year amortization had been elected is an item of tax preference subject to the alternative minimum tax.

Jan 1, 1985

By A. R. Biggart, A. Walters, G. J. E. Kramer

The Owner Procurement Process or OPP is a proven, viable alternative contract delivery method that is potentially applicable to many tunnel projects. Using the OPP, the owner specifies and procures major tunnel construction items such as tunnel boring machines and tunnel linings and provides them to a tunnel excavation contractor in order to manage risk and accelerate project schedule. However, due to industry perceptions regarding potential owner risk, it is seldom considered or is rejected out of hand. In fact, past performance demonstrates that the process significantly minimizes owner, contractor and over-all project risk and mitigates the impact of any claims and differing site conditions. The paper outlines how the process should be structured to achieve schedule, cost, quality and risk management benefits. Potential and perceived disadvantages are discussed and how the process can be structured to mitigate or avoid them. The planned implementation of this process on the tunnels for the Silicon Valley Rapid Transit Project in San Jose, California is discussed.

Jan 1, 2005

By Harry Sutcliffe, George B. Wallace, Madan M. Singh

INTRODUCTION Several recent estimates have predicted that the extent of underground tunneling in the future will far surpass past records. It is also emphasized that the expected increase depends largely on the cost of tunneling and hence every effort should be made to reduce this price. The largest items of expense in some tunneling programs are not related to the technical problems encountered but rather the human factors involved in contracting and executing the project. In order to examine the mutual interactions between the groups involved in tunnel programs, the Engineering Foundation sponsored a conference on "Owner-Engineer-Contractor Relations in Tunneling", July 12-16, 1971 at Deerfield, Massachusetts. The meeting was cosponsored by the Associated General Contractors of America and the Construction Division of the American Society of Civil Engineers. The seminar was attended by representatives of contractors, owners, and engineers who drafted and approved a set of recommendations based on the ideas generated during the discussions. It was also suggested that the resulting document be given as wide publicity as possible amongst the underground construction community. The First Annual Rapid Excavation and Tunneling Conference provides an excellent forum for this presentation.

Jan 1, 1997