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By John Waggoner, Steve Klein, John Townsend, Jay Arabshahi

The Riverside Badlands Tunnel is a 13 km (8 mile) long segment of the Inland Feeder Project. This 3.65 m (12 ft) finished diameter water tunnel presented many challenges that had to be overcome to take the project from concept to reality, not the least of which were the diverse ground conditions. Construction of the tunnel was carried out by a single tunnel boring machine (TBM) in one tunnel drive. The project is considered a success due to the accurate baseline established for the ground conditions; the approaches used to mitigate adverse conditions; and the appropriate use of TBM excavation methods, which achieved rapid advance rates despite the challenging ground conditions.

Jan 1, 2003

By Henning Schwarz, Faisal Al Arifi, Anas Almousa

"The Riyadh Metro Project forms part of a complete new public transport system integrated in the urban planning and development of the fast growing capital city of the Kingdom of Saudi Arabia. The Design & Build project consists of 176 km of a new metro network with 57 km of double track single tunnel infrastructures, spread over six metro lines. During the design phase, geological, hydrogeological, geotechnical and geophysical site investigations were undertaken to chart the, previously uncharted, underground construction space. Different TBM solutions were selected for implementation taking due consideration of the ground conditions of each metro line. The results obtained from deep excavations for underground stations and analysis of the TBM tunneling data will be used as key input for future tunneling projects in the Riyadh and the Kingdom of Saudi Arabia. The present paper details the design conditions and presents the solutions for large diameter tunnels in karstic limestone. INTRODUCTION The High Commission for the Development of Arriyadh was established in 1974 as the organizational, planning, executive and coordinating body responsible for the development of Riyadh. Arriyadh Development Authority (ADA), established in 1983, is the High Commission’s executive, technical and administrative arm. The ADA is responsible for implementing the High Commission's organizational, planning, executive and coordinating decisions and missions (ADA 2015). One of the remits of the ADA is the preparation and execution of a transport plan for the city. The metro network is planned to be the backbone of the public transport system developed as part of the King Abdulaziz Project for Riyadh Public Transport in Riyadh. With six lines and a total length of 176.5 km (Table 1) and 85 metro stations, the metro network will cover most of the densely populated areas, public facilities, and the educational, commercial and medical institutions. The network will connect the King Khalid International Airport, the King Abdullah Financial District, main universities, Riyadh downtown and the public transport center. The public transport plan includes a future bus network with 22 lines on 1200 km and 6765 stops that will be the main feeder for the Riyadh metro network; it will also be the main mode of transportation within and around Riyadh districts (ADA 2015)."

Jan 1, 2016

By Henning Schwarz, Ade Ogunsola, Anas Almousa

"The Riyadh Metro, commissioned by Arriyadh Development Authority “ADA” - the executive arm of The High Commission for the Development of Arriyadh -, forms part of a new public transport-system of Saudi Arabia’s fast growing capital city. The Design & Build project consists of 176 km of Metro Line with 57 km of tunnels. Beyond the Design and Construction, an additional aim of the ADA is to introduce up-to-date methodologies and improve safety in construction projects. A systematic dilapidation survey of buildings and infrastructures was a prerequisite for designing the required instrumentation and monitoring tools. Site investigations required of existing methodologies and the use of geophysical methods for achieving reliable results. Large diameter TBM tunneling is challenging in hot weather conditions and karstic ground. The present paper shows how modern technologies for underground construction are introduced into the local industry and gives an outlook on future projects in the Kingdom of Saudi Arabia. INTRODUCTION Riyadh, the capital city of the Kingdom of Saudi Arabia, is a fast growing city with more than 5.7 million inhabitants. The growth of the city is linked to the recent history of the Kingdom, where some initial milestones from the 1950’s can be highlighted: Revenue generation from the exportation of oil from the Kingdom; downstream investment of oil revenue in the reconstruction and development of the Kingdom; a general plan for the settlement of the Bedouins; the provision of a public electricity network for the city; the opening of the Riyadh - Dammam railway corridor providing a link from the capital to the Eastern Region; the commissioning of Riyadh airport (converted to Riyadh airbase, after the opening of King Khalid International Airport in 1983); and the relocation of ministries and other central government agencies in 1955. In 1974, The High Commission for the Development of Arriyadh was established as the organizational, planning, executive and coordinating body responsible for the development of Riyadh. Arriyadh Development Authority “ADA”, established in 1983 is the High Commission’s executive, technical and administrative arm. The ADA is responsible for implementing the High Commission's organizational, planning, executive and coordinating decisions and missions. The ADA’s president is a member of the High Commission (ADA 2015). One of the remits of the ADA is the preparation and execution of a transport plan for the city of Riyadh."

Jan 1, 2016

By J Karlovšek, M Hafner, M Žibert

The transport network in Europe is probably one of the most important systems for the European economy and society. Trans-national transport routes play a vital role in the traffic of goods and the supply of the population. In this respect, critical road infrastructures, like bridges, tunnels or control centres, can have a bottleneck function. Any disturbance of these structures could lead to negative consequences for the population and the economy as a whole.Project SecMan – Security Manual – is a simple four-step procedure for the identification of critical road infrastructures; assessment of these infrastructures regarding various man-made threats and the determination of effective protection measures was developed. These methodologies are summarised and combined into a comprehensive best-practice manual that allows for a trans-national structured and holistic security-risk-management approach for owners and operators of road infrastructures in Europe.Currently no common processes, methodologies or standards exist in Europe regarding the consideration of security relevant events for critical road transport infrastructures, eg tunnels, control centres and bridges. Attacks on the former can have severe short- and long-term effects with high media attention. A trans-national risk management approach would increase the possibilities for prevention as well as mitigation. A trans-national emergency response strategy would increase preparedness, as well as facilitating and accelerating the reaction in the case of an event.The main objective of the project is to develop a practical process for the identification of critical road infrastructures based on generally accepted security aspects. The assessment of these infrastructures would be carried out in a structured and traceable way regarding security relevant risks and the determination of effective protection measures for prevention and mitigation.The project is implemented by the German Federal Highway Research Institute (BASt) together with project partners from Austria (ILF) and Slovenia (DARS, ELEA iC).CITATION:Hafner, M, Karlovšek, J and Žibert, M, 2014. Road infrastructure security assessment and measures selection methodology using secman – tunnel example, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 69–82 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

Truck fires in a tunnel can create heat release rates (HRR) significantly higher than 100 MW. Because of a fast spread of smoke and heat the self-rescuing period is shortened significantly. Furthermore, it was experienced that firefighters are not able to approach the fire because of enormous heat and radiation. As consequence, the fire may spread to adjacent vehicles, which is reported for distances of more than 50 m. Tunnels can be damaged severely by fires and the repair works causes long closing time of tunnels. In addition to direct costs for the refurbishment of the tunnel, further economic losses will occur due to the closure time. Conventional deluge systems in Japanese and Australian road tunnels have been known since the 1960s. During the last years the research work was concentrated in the development of more effective and cost-effective solutions based on water mist technology. Orientating fire tests as well as specifications of minimum requirements were carried out within the European research project UPTUN. This basic work was extended by the safety of life in tunnels (SOLIT) research project, funded by the German government. The scope of SOLIT was not only to study the effects of water mist fire suppression systems in tunnels, but also the interactions with other safety systems, such as fire detection, passive fire protection or ventilation. Furthermore, the integration of active fire suppression systems into a holistic tunnel safety system was part of the work program. Within this research project a large-scale fire test program with more than 50 fire tests, including 25 truck fires with a potential HRR of almost 200 MW, was carried out in the test tunnel of San Pedro des Anes (Spain). Furthermore, a two-week testing and training period with the Madrid Fire Brigade was carried out after the SOLIT program. Two fundamental results were achieved during the fire tests:Primarily, water mist systems are able to control the HRR of fires in tunnels, so the atmosphere will be improved significantly. Hazardous effects of toxic smoke on people will be reduced and due to the reduction of temperatures and radiation, a firefighterÆs approach is improved significantly. Furthermore, the fire spread will be hampered and the thermal load on the building structure also be reduced. Secondarily, due to positive interactions with the ventilation system, the effectiveness of a tunnel ventilation system, longitudinal as well as semi-transversal, is increased significantly. Based on the results of the SOLIT research project, a water mist system was applied into several parts of the M30 tunnels in Madrid. As a basic principle the technical equipment and the methodology of implementation comply with the UPTUN 251 guidance, recommending minimum standards for water-based fire suppression systems in tunnels.

Jan 1, 2008

By David Caiden, Petros Fortsakis, Alan Hodgkinson

"1. INTRODUCTIONDo contractual practices affect project outcome? Can better contractual practices improve the likelihood of project success? The consensus amongst experts is that better contractual practices really do improve project outcomes. With this in mind the members of the International Tunnelling Association (ITA) Working Group 3 on Contractual Practices (WG3) pooled their collective knowledge to publish in 2011 the document entitled The ITA Contractual Framework Checklist for Subsurface Construction Contracts (ITA Working Group 3, 2011). Written for projects involving significant subsurface works, e.g. tunnels and caverns, the ITA Framework Checklist explains the major contractual issues that must be considered to ensure a successful project. Its goal is not to specify how each issue should be resolved, but rather to highlight the issues and give recommendations on how they should be addressed. The Checklist is compatible with, and provides guidance for reviewing, standard contracts such as FIDIC and NEC. One of the authors is a co-author of the Checklist and has contributed to previous papers describing the Checklist and its applicability to hydropower projects (Hodgkinson & Wilson 2014, Hodgkinson & Wilson 2015). The Checklist identifies a series of issues that should be contractually defined, which can be summarized as follows: •,Methods for dealing with geotechnical uncertainties should be defined in the contract •,There should be an appropriate level of geotechnical/geological investigation •,Sufficient mobilization periods should be allowed •,Sufficient time should be allowed for testing and commissioning •,Procedures for timely dispute resolution should clearly defined •,Quality and performance requirements should be clearly defined and measurable •,Provision should exist for cost consequences of unforeseen circumstances •,Dispute resolution processes should be clearly defined •,Payment processes should be fair and clearly defined •,Risk should be clearly allocated and parties should be able to bear the risks they carry •,There should be a mechanism for adjusting payments according to conditions •,The risk management approach should be clearly defined •,Admeasurement or unit price approaches are recommended •,The responsibilities of each party must be clearly defined •,The consequences of non-performance should be clearly defined •,The construction programme (schedule) should be realistic."

Jan 1, 2016

By H. Copur

Roadheaders have become widely used in underground mining and tunneling operations because they offer the flexibility to excavate soft- to medium-strength rock formations. A critical issue in successful roadheader application is the ability to develop accurate and reliable estimates of machine production capacity and the associated bit costs. Increased pressure to improve productivity and lower costs in the mining and civil construction industries has been the driving force behind the more wide- spread use of mechanical excavation systems. This has caused both industries to move away from the conventional drill and blast methods. Additional benefits of mechanical mining include improved safety, reduced ground support requirements and fewer personnel. These advantages, coupled with recent enhancements in machine performance and reliability, have resulted in mechanical miners taking a larger share of the rock excavation market. Roadheaders are the most widely used underground partial-face excavation machines for soft- to medium- strength rocks, particularly for sedimentary rocks. They are used for development and production in soft rock mining (main haulage drifts, roadways and crosscuts), particularly in coal, industrial minerals and evaporitic rocks. In civil construction, roadheaders are used to excavate railways, roadways, and sewer and diversion tunnels in soft ground conditions. They are also used to enlarge and rehabilitate underground structures. Their ability to excavate almost any profile opening also makes them attractive to those mining and civil construction projects where various opening sizes and profiles are needed. In addition to their high mobility and versatility roadheaders are generally low capital cost systems com- pared with most other mechanical excavators. Because of higher cutting-power density due to a smaller cutting drum, roadheaders can excavate rocks harder and more abrasive than continuous miners and borers.

Jan 1, 1998

By H. Copur

Roadheaders offer a unique capability and flexibility for the excavation of soft to medium strength rock formations, therefore, are very attractive in underground mining and tunneling operations. This paper reviews the importance, technological developments and application limits of roadheaders based on the case histories, which are compiled in a database including different roadheaders in various geological conditions. The paper also discusses the database and empirical performance prediction studies regarding instantaneous cutting rates and bit consumption rates.

Jan 1, 1998

By D. Kwietnewski

The 4th bore of the Caldecott Tunnel is a 50-ft horseshoe shaped highway tunnel located in the hills east of Oakland, California. Tunnel excavation was mostly completed using one of the world?s largest commercially available roadheaders, a Wirth T3.20. The geologic profile included seven different geologic units, which displayed a range of different behavior with regard to excavation and initial support. Following a brief introduction to the excavation and support methods, this paper will discuss roadheader performance in the various geologic units encountered during excavation. Comments will also be made concerning the relationship between the roadheader method of excavation and observed ground convergence during excavation.

Feb 27, 2013

By Glen Church, Don W. Deere, Christoph M. Goss

The Standley Lake Dam Rehabilitation Project in Colorado included the complete replacement of the outlet works. This required two 1.8m (6 ft) diameter microtunneled wet lake taps, 380m and 186m (1246 ft and 636 ft) long, a permanent valve shaft 12.2m(40 ft) wide and 32m (105 ft) deep, and a 3.5m (11.5 ft) diameter (962 foot long) outlet tunnel driven with a roadheader. The tunnels were driven in low-strength, expansive, and slickensided claystone. The paper addresses the site investigation, shaft construction, roadheader performance, shotcrete placement, tunnel convergence, long distance microtunneling, and wet lake taps.

Jan 1, 2005

By Ji Wang

Reflective in-seam wave detection has the advantages of a far detection range and wide applicability. It has been successfully used in detection of many abnormal geological structures in work-faces, such as faults and collapse columns. However, a reflective in-seam wave is a dispersion wave. It has weak energy and is always covered by the direct in-seam wave. In the past, underground seismic explorations were not able to image the opposite roadway using reflective in-seam waves. To solve this problem, we propose a new method of reflective in-seam wave imaging based on adaptive dispersion filtering. This method processes the reflective in-seam wave using a filter with the parameter of transmission distance. The degree of similarity of the filtered and the explosion signal is used to estimate the transmission distance and image the reflective objects. We test and verify this method using real underground seismic data. This research is helpful for the detection of coal mine goafs and abandoned roadways in work-faces or in front of tunneling ends.

Aug 1, 2013

By J. P. Witherow

The blast-filmace plant of the Crozer Steel and Iron Company was built under contract by Witherow & Gordon, of Pittsburgh, Pa. The furnace is 70 feet high by 16 feet bosh, tunnel-head 12 feet 8 inches, and hearth 9 feet in diameter. The columns are 20 feet high above furnace level, below which they extend 2 feet. The shell is 23 feet diameter at bottom and 19 feet at top. The plate iron is 3/8 inch at bottom, and tapers to 1/4 inch, the top ring being 5/16 inch.

Jan 1, 1884

By William Brundan

INTRODUCTION The Srisailam Left Bank Canal (SLBC) Tunnel Scheme is part of the Alimineti Madhava Reddy Project in Andhra Pradesh, South India. This scheme has been planned since 1983 and will provide irrigation facilities to drought-ridden areas in Andhra Pradesh. Water will be transferred from the Srisailam Reservoir during the monsoon months to 0.3 million acres of farmland and will also provide drinking water to villages en-route. The paper will address the design and onsite assembly of the Robbins Double Shield TBMs for Tunnel-1 of the SLBC tunnel scheme from planning to start-up of the machines. Also, it will provide a current status of the project and describe the advantages of a site assembly. Problems encountered to date and the solutions adopted will also be described. The project comprises over 50 km of tunnels and involves construction of the world?s longest tunnel without intermediate access. The TBM tunnels at 43.9 km in length and 10.0 m diameter will cross the Amrabad plateau, containing a wild life sanctuary and India?s largest tiger reserve, the Rajiv Gandhi. Jaiprakash elected to excavate the tunnel using two tunnel boring machines, rather than by drill and blast, in order to alleviate surface disturbances to environment and the tiger reserve, wild life sanctuary, and protected forestry areas. The Project was awarded to the Main Contractor Jaiprakash Associates Ltd with The Robbins Company as the Tunnel Boring Machine (TBM) supplier in August 2005. The Robbins Company supplied the TBMs along with two continuous conveyor systems and all spares and consumables to complete the tunnel excavation.

In early March 2011, a 6.2 m (20.3 ft) diameter Rob-bins Double Shield tunnel boring machine (TBM) crossed the finish line in Sochi, Russia. The machine completed a 4.5-km- (2.8-mile-) long section of tunnel that will ultimately become part of the transportation infrastructure for the 2014 Winter Olympic Games. The TBM advanced through difficult ground at aver-age rates of 100 to 120 m/week (330 to 390 ftpw) for contractor OJSC Bamtonnelstroy, a division of the SK Most Company. The section of tunnel will ultimately become a service tunnel for Complex #3 - a section of Sochi?s transportation infrastructure under construction, which includes road and rail tunnels. A second, 10 m (32.8 ft) diameter Robbins Double Shield TBM is currently excavating the parallel 4.6-km- (2.9-mile-) long main railway tunnel using a continuous conveyor system for efficient muck removal. A 13.2 m (43.3 ft) diameter highway tunnel is also under construction. The 6.2 m (20.3 ft) Robbins TBM achieved high rates despite difficult conditions. The tunnels run through mixed ground including massive to completely fractured limestone with clay seams. Some sedimentary rock including sandstone and siltstone is present, along with fault zones consisting of breccias and conglomerates. In May 2010, the machine was stopped after encountering a significant fault zone consisting of broken rock and running soft ground. Field service personnel and crew successfully freed the machine by excavating a bypass tunnel around the TBM, freeing the cutterhead. Following the restart, a combination of continuous probe drilling and ground treatment with cement silicate and foam kept the machine moving forward.

Jan 1, 2011

In late November 2010, a Laotian landmark was achieved for the country?s first tunnel boring machine - (TBM) driven tunnel. Italian contractor CMC di Ravenna celebrated the breakthrough of a 7.6-m- (25.1-ft-) diameter Robbins single shield TBM for a hydroelectric tunnel on the Nam Theun River. The Theun Hinboun expansion project and 5.5 km (3.4 miles) headrace tunnel will bring much needed power in-creases to Laos and Thailand. . ?Since this is the country?s first machine, it has awakened people?s curiosity and interest. We had experienced Italian and Chinese crew members, but we also trained many Lao workers during the course of the project, as this was something they had not seen before,? said Luca Barbàra, Far East Manager for CMC di Ravenna. The machine broke through on Nov. 21 into an exit shaft close to the intake structure on the river. The machine is now being disassembled and removed - CMC hopes to use it on upcoming projects in the region. Due to the current rainy season and relative low level of the tunnel, the last 100 m (330 ft) up to the intake structure will be completed using drill-and-blast after the waters recede below the tunnel invert.

Jan 1, 2011

From some of the largest tunnel projects in the some of the most vibrant cities, to smaller projects in remote corners of the globe, the Robbins Co. announced two tunneling projects in which its tunnel boring machines will be used. Robbins earth pressure balance (EPB) machines undercut Downtown Zhengzhou. Zhengzhou, a city of 7 million people, is set to become a crossroads for rail commerce in China. The country?s future main routes, traveling between Beijing and Guangzhou (North-South), and between Xuzhou and Lanzhou (East-West), will intersect in the city. The plan includes up to four rail lines in Zhengzhou itself, which will eventually link up to the national lines. Excavation of Zhengzhou Metro?s new Line 1 tunnels began on Sept. 28, 2010, when the first of two 6.3-m (20.7-ft) diameter Robbins earth pressure balance (EPB) machines was launched from a 16-m- (52-ft-) deep shaft.

Jan 1, 2010

By Diego Quiroz, Francisco Cuellar

Existen tareas esenciales como la exploración, inspección, y digitalización de galerías subterráneas que pueden presentar un alto riesgo para los trabajadores ya que se pueden producir accidentes. En este contexto, se hace necesario buscar soluciones más eficientes y seguras para la exploración, inspección, y digitalización de galerías subterráneas en la industria minera. Se propone como solución el uso de un robot terrestre no tripulado capaz de desplazarse en superficies irregulares para la digitalización, inspección, y diagnóstico recurrente y seguro de la infraestructura de galerías subterráneas en minería.

Sep 29, 2023

By Eleanor Kentish, Edward Batty, Alan Skarda

"The design of the tunnels at Bond Street Station includes a final sprayed concrete fireproofing layer. The performance of this layer was verified by a program of testing to Crossrail’s KT24 specification, which proved that a dosage of 1kg/m³ polypropylene fibers and a layer thickness of 50mm would be sufficient to limit spalling in the event of a fire. Application of this thin layer was achieved using a state of the art spraying robot, with the ability to scan the profile and automatically apply a uniform layer of concrete. To provide assurance and calibrate this spraying robot, BFK developed a bespoke survey system for checking SCL thicknesses in the field. This provided an instant independent check of the spraying robot and allowed areas of inadequate thickness to be rectified without risk of cold joints. This paper describes the practical application of the fireproofing layer and how design compliance was ensured. INTRODUCTION Fire is one of the most serious risks to a tunnel. The nature of tunnels — being long enclosed spaces — can increase the intensity of a fire, and make fire-fighting and rescue operations difficult. The damage that can be caused has been demonstrated by a number of historic tunnel fires, such as the Channel Tunnel fires of 1996 and 2008, and the Mont Blanc Tunnel fire in 1999. Without any intervention, the high temperatures in a fire create thermal stresses and a build-up of vapor pressure within the pores of concrete, which eventually exceed the tensile strength and trigger explosive spalling. Spalling exposes the core of the section to severe temperatures, leading to a loss of concrete and steel reinforcement strength or further spalling of successive layers. The concrete used in tunnel linings is particularly susceptible to explosive spalling, due to its low permeability achieved by the addition of microsilica (Bailey 2011). The sprayed concrete lined (SCL) tunnels on Crossrail have been designed to resist the worst anticipated fire in operation, in order to prevent collapse and minimize damage to the structure. The design called for a system of passive fire protection, the efficacy of which was validated by the contractor through a testing regime. It was critical that the application on site reflected the test conditions, which demanded special control of the profile and thickness of the lining. In order to meet these constraints on tolerances and quality, BAM Ferrovial Kier joint venture (BFK) developed a reliable method of working with the Meyco Logica spraying robot, and a bespoke survey system for accurately checking thicknesses in the field. These innovations are the focus of this paper."

Jan 1, 2016

By Mark C. Russell, Charles T. Russell, Brooke Colburn, Parker Bailey, Desiree Bernhard, Kaito Durkee, Tristen Cutshall, Rob P. H. Urselmann

Hypersonic tunnel boring (HTB) uses directed, high velocity projectile impacts to remove rock. HTB is highly independent of rock strength and targets hard, abrasive rock and variable rock environments. This paper discusses history, theory and presents test (2×2 m and .75×.5 m tunnels) field trial results and technical and economic evaluation. The HTB tests are compared against the historic ‘project REAM’ and the concept against tunnel boring machines and drill & blast in design studies for full-scale 12 m and 4.5×5.5 m tunnels. The positive results indicate that under these conditions HTB can replace Drill & Blast and Tunnel Boring Machines.

Jun 13, 2021

"In addition to outstanding technical sessions and networking opportunities, the SME Annual Conference and Expo offers attendees a chance to see the latest and greatest technology that the industry has to offer. The 2017 SME Annual Conference and Expo was no exception as 575 companies filled 756 booths from Feb. 19-22 in Denver, CO. The following is a look at some of the vendors that were on hand.AIL MiningThe Edge, featured by AIL Mining at the 2017 SME exhibit, is a four-flange structural liner designed to be an alternative to structural plate’s traditional lapped seams and to help mine operators build more efficiently and safely. It is ideal for creating underground structures, such as mine shafts, ventilation raises and escape ways. The Edge is available on SuperCor structural steel plate — 10 times stiffer and five times stronger than traditional steel liner plate. It facilitates curved structures, both horizontal and vertical, and eliminates the need for ring beams. It is ideal for remote sites. For added safety, structures can be assembled from the inside, and the leak-resistant structures can be dismantled and removed easily. Brackets can be attached to mine shafts or vent raises to support Alimak rails or climbers. Similarly, brackets or hangers can be attached to drifts or tunnels to support mine air, water or electrical utility services.ArcadisMining companies spent nearly $12 billion on water infrastructure worldwide in 2014, reflecting the industry’s heightened concern about environmental issues and social, regulatory and political risks.So, with an increasing focus on water reuse and recycling, mining companies must have effective water management plans that include sustainable solutions. Also, many water quality issues fall under both state and federal regulatory jurisdictions. To solve these problems, Arcadis provides comprehensive ground- and surfacewater technical support in a complex hydrogeologic setting. It can characterize the nature and extent of mine-related constituents in ground water and surface water, as well as the complex interactions between the two waters, and prepare the operational permits needed by mine and tailings facilities. As an example, Arcadis constructed a hydrogeologic and geochemical conceptual site model that improved site understanding for a molybdenum mine in the western United States that spanned several watersheds. It also provided technical support for permitting and compliance issues, allowing the mine to return to active production."

Jan 5, 2017