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By Werner Burger

The Hallandsås project with a long history, first started in 1991, is well known in the tunneling community. In the past it has been stopped twice for technical and environmental reasons. The third attempt started in 2004 using a dual mode rock TBM. The heterogeneous highly fractured and abrasive rock mass as well as large areas of water bearing zones present most difficult subsurface conditions. The tunneling concept is based on the use of watertight segmental lining and a TBM able to operate in open mode, possibilities for extensive pre excavation grouting and high pressure closed mode operation up to 13 bar to cover exceptional conditions.

By G. M. Brownell

A DEPOSIT of hematite occurs on Black island, lake Winnipeg, at a point known locally as Red Rock, on the south shore of the island directly across from Clements point. The mail boat from the Canadian Pacific Railway terminus at Riverton, crossing the lake to Manigotogan twice weekly, passes near Red Rock and provides a convenient means of transportation to this part of Black island (Figure 1). HISTORICAL The occurrence of hematite on Black island has been known for a long time. Dowling's report of 1898 states(1): "An iron-ore deposit on the south side has been known' for many years, and on Jeffrey's map of 1762, showing Canada and northern part of Louisiana, Iron island is shown a short distance south of the narrows, evidently the same as the Black island of today".

Jan 1, 1945

By Greg Barfoot, Kurt Keskimaki

The Henderson Mine is located approximately 50 miles west of Denver, Colorado. A project is underway to replace the existing rail system which transports molybdenum ore 15 miles from the mine to the mill using three flight conveyor system. The first conveyor is a 1 mile, high lift conveyor which transports the ore from an underground crushing station to the end of the existing rail tunnel. The second conveyor is 10 miles in length and utilizes the existing rail tunnel to transport the ore from the mine, which is on the east side of the Continental Divide, to the mill located on the west side. The third conveyor takes ore from the tunnel portal to the mill through a series of 7 horizontal curves and inclines up to 15 degrees. The project applies advanced conveyor design to tackle the installation of the system in an operating mine and achieve the highest possible level of reliability. This paper outlines the design process for this system, discusses the options which were evaluated and how the current design evolved.

Jan 1, 1998

By William G. Doepken

GENERAL DESCRIPTION The Henderson mine utilizes a highly mechanized, continuous panel-caving system to extract ore from a deep, massive, molybdenum deposit. The mine site, lo¬cated 80.5 km (50 miles) west of Denver, is situated at 3170 m (10,400 ft) above sea level in a steep valley on the eastern side of the Continental Divide. The mill site, located on the western side of the divide, is linked to the mine via a 15.5-km (9.6-mile) railroad tunnel. Mine production is scheduled to reach 27 215 t/ d (30,000 stpd) from the uppermost production level. This pro¬duction rate will have been reached within the four years following an intensive ten-year preproduction development program. A second production level, due to come on stream in later years, will expand production capabilities to 31 751 t/d (35,000 stpd). The mine, which employs approximately 2000, has blocked-out ore reserves of 220 Mt (242 million st) at an average grade of 0.42% MoS2. Geology The Henderson deposit is composed of two partially overlapping ore bodies that lie 1080 m (3600 ft) beneath the peak of Red Mountain. The ore bodies are entirely within a Tertiary rhyolite porphyry intrusive complex that has intruded Precambrian granite. The de¬posit is elliptical in plan with overall dimensions of 670 x 910 m (2200 x 3000 ft). In section it is arcuate with an average thickness of 185 m (600 ft). The top of the deposit is at an elevation of 2610 m (8700 ft) while the lower limits range from 2340 m (7800 ft) on the west to below 2100 m (7000 ft) on the east. The mineralization is relatively continuous in the ore bodies and consists of molybdenite and quartz in random to subrandom, intersecting, closely spaced veinlets. Cavability RQD (rock quality designation) * values measured from Henderson drill core and compared with the RQD values from the Climax and Urad block-cave mines in¬dicated that the Henderson ore would cave but with difficulty and that a high percentage of the cave ma¬terial would be blocky. Initial caving experience shows the Henderson ore caves easier and with greater frag¬mentation than was indicated by the RQD values. Pos¬sible reasons for this are: 1) The greater lithostatic load at the Henderson has a greater effect on caving and fragmentation than anticipated. 2) The relief of confining pressure due to caving action and brittleness of the rock is enhancing breakage. Mine Layout The Henderson mine layout was designed from its inception for a large-scale, rubber-tired, continuous panel-caving mining system. The ore body is vertically divided into three major mine levels (Fig. 1). The top¬most level (8100 level), which is 2469 m (8100 ft) above sea level, is the current mine production level. The intermediate or 7700 level, which is in the initial

Jan 1, 1982

By Jeff Steinhoff

INTRODUCTION The Henderson mine utilizes a highly mechanized, continuous, panel-caving, mining system to extract ore from a deep, massive, molybdenite deposit. The mine is located 80.5 km (50 miles) west of Denver, Colorado. The mine surface facilities are located 3,170 m (10,400 feet) above sea level in a steep valley on the eastern side of the Continental Divide. Milling facilities are 24 km (15 miles) west on the western side of the divide at an elevation of 2,804 m (9,200 feet) above sea level. The ore- body is located approximately 3,000 feet south of the valley under Red Mountain. Access to the ore for men and materials is through a 915 m (3,000-foot) deep, 8.5 m (28-foot) diameter, vertical, concrete-lined, service shaft. Access from the mill is through a 15.5 km (9.6-mile) rail haulage tunnel. The mine is ventilated through an additional intake shaft and two exhaust shafts. Mine production at this time is 27,255 mtpd (30,000 stpd). The mine ventilation system supplies 1,038 cubic meters per second (2.2 million cfm) through approximately 60 miles of drifting or 2.7 tons of air per ton of ore mined. There are 130 fans in the mine in fixed locations and in vent lines with 6,900 connected horsepower in the mine. MINING METHOD AND LAYOUT The orebody is divided vertically into two major zones. The upper zone is the 8100-level production area. The bottom zone is the 7700- level production area which is in the early development stage. The rail haulage level at 7500 feet is common to both production zones. Each mine production zone consists of five associated sublevels. The cave undercut level is 16.8 m (55 feet) above the production level. Two boundary cutoff levels are located 44.2 m (145 feet) and 62.5 m (205 feet) respectively above the production level. The fresh-air level is positioned 15.2 m (50 feet) below the production level, and the exhaust vent level is 19.8 m (65 feet) below the production level. Horizontally, each production zone is divided into three panels each, 224 m (800 feet) wide. These panels are caved from south to north. As the caving in one panel nears completion, caving in the adjacent panel is initiated. Development for the caving panels is continuous so that the sublevels above the production level and the production level itself have a combination of development drifting and production-related activities. UNDERGROUND VENTILATION NETWORK The ventilation system is zoned in the same manner as the orebody itself. One major split of 600 cubic meters per second (1,270,000 cfm) ventilates the 8100-level production zone; one split of 100 cubic meters per second (210,000 cfm) ventilates the development of the 7700- level production zone; and one split of 165 cubic meters per second (350,000 cfm) ventilates the 7500 rail haulage level. The haulage tunnel requires an additional 188 cubic meters per second (400,000 cfm) of air. Development-drift ventilation is accomplished by hanging 1.0 m (3.5-foot) diameter steel ducting in the drifts with 40-horsepower, 0.96 m (38-inch) diameter fans supplying 9.4 cubic meters per second (20.000 cfm). The normal maximum length for these systems is 300 m (1,000 feet). The 8100-level production-area ventilation system is especially suited to a high level of mucking activity confined in a small area. Approximately 93 per cent of the mine's total production is transferred from the drawpoints to ore passes in 10 production drifts. The active area in each drift is 300 m (1,000 feet). Twelve 5-cubic-yard LHD units with Cat turbo- charged 170-horsepower engines are assigned to the area. Under these conditions, more than one LHD is assigned to a particular production drift. Adequate ventilation is maintained by making an air change every 97 m (320 feet) along the production drifts. Fresh air is brought into the production drifts from the fresh-air level through 1.37 m (4.5-foot) diameter raises. Air travels south along the production drift to the ore pass where it is exhausted down the ore pass to the exhaust level. The ore pass is followed by another intake which is followed by an ore-pass exhaust. At the south end of the production area, a series of exhaust fans maintain a southerly air- flow through the production level.

Jan 1, 1981

By Emile D. L. Rienks

We have studied the interaction of NO with the quasi-hexagonally reconstructed Au(100) surface. Using variable temperature scanning tunneling microscopy we have observed formation of the unreconstructed phase of Au(100) after NO exposure. This NO adsorption induced phase transition is observed in a window of temperatures around 170 K. Under the same conditions, CO and O2 cannot drive the phase transition, suggesting weaker interaction. Thermal desorption spectroscopy experiments provide an estimate for the strength of NO chemisorption on Au(100) of 57 ± 4 kJ mol-1.

Oct 1, 2003

By Günther M. Volkmann

"INTRODUCTION The construction of the BAB 44 motorway between Kassel and Herleshausen (both Germany) is an important part of the trans-European road network. After its completion, the A 44 will permit an efficient connection of the Benelux States in the West and Poland in the East. In the section between Eschenstruth and Hessisch Lichtenau the Hirschhagen Tunnel is constructed with a length of 4.1km. Most sections of the tunnel are situated in weak ground conditions. Hence a combination of face bolts with spiles (short forepoling) or pipe umbrellas (long forepoling) additionally support the tunnel heading on a regular basis This article will focus on the application of a newly developed method to connect the pipe umbrella support, which is mostly installed by conventional drilling machines nowadays. The installation method limits the outer diameter to a maximum of 168mm and a pipe wall thickness of 12.5mm because workers must be able to handle pipes and its drill steel. Typically these pipes are connected with threads that create a weak link in the support system so during the last decade alternative connection systems were developed to overcome this disadvantage. One of these alternative coupling systems is the so called Squeezed Connection, which will be explained in this article followed by a discussion of its advantages and disadvantages regarding technical specifications, construction time, and safety issues. THE HIRSCHHAGEN HIGHWAY TUNNEL The German highway A 44 directs from Aachen through the Ruhrgebiet to Kassel (all Germany) and it is extended to Herleshausen (Germany). The new section connects the A 7 to the A 4 after completion. This upgrades the east-west highway connection starting at the Benelux Union and heading to Poland so it is an important part of the trans-European road network. The newly constructed section has a total length of approximately 63 km and comprises 13 tunnels. All tunnels are constructed as double tube tunnels with 2 lanes and emergency sidewalks on both sides and 14 emergency cross passages. The Tunnel Hirschhagen starts in the north of Eschenstruth and ends near Hessisch Lichtenau (Figure 1). The length of the northern tube is 4,147 m and that one of the southern tube is 4,204 m. So it is the longest tunnel of the A 44 and the second longest highway tunnel in Germany when it is put into operation. On its alignment it crosses underground the Losse valley with the state road 7, the streetcar Kassel-Hessisch Lichtenau and the Losse stream. The cover above crown varies from 10 m to 95m and it is the lowest when crossing the Losse stream."

Jan 1, 2016

By W. G. K. Fleming

The general history of piling is traced up to the present time with regard to the evolution of methods and materials. The processes have been strongly influenced by developments in basic equipment and industrial change. It is noticeable that in the twentieth century more progress has taken place than in the many previous centuries. It has been strongly influenced by the general development of Soil Mechanics. Test loading is probably the most effective way to assess the success of designs and many empirical relationships have been challenged through it. As we approach a new century it appears that it will be an age of rapid equipment development, with much enhancement of understanding of what has been done. Processes of automatic construction and testing will becoming commonplace. These changes will narrow the limits of conventional scatter that have come to be accepted and to a large extent will be driven by political efforts to curtail energy consumption, to raise standards of quality and reliability, and to conserve the environment. 1. Ancient history. Piling is an ancient art. Its first mention in history is from Herodotus, the first person to commit an account of his times to the written word in the years 557 to 479 BC. He evidently had a strong interest in engineering matters because he wrote of building, brick making, reinforced brickwork, river training, canal building, bridge construction, tunnelling and its acoustic detection and piling. The piling reference comes from Book 5 at paragraph 16.

Jan 1, 1999

By W. G. K. Fleming

The general history of piling is traced up to the present time with regard to the evolution of methods and materials. The processes have been strongly influenced by developments in basic equipment and industrial change. It is noticeable that in the twentieth century more progress has taken place than in the many previous centuries. It has been strongly influenced by the general development of Soil Mechanics. Test loading is probably the most effective way to assess the success of designs and many empirical relationships have been challenged through it. As we approach a new century it appears that it will be an age of rapid equipment development, with much enhancement of understanding of what has been done. Processes of automatic construction and testing will becoming commonplace. These changes will narrow the limits of conventional scatter that have come to be accepted and to a large extent will be driven by political efforts to curtail energy consumption, to raise standards of quality and reliability, and to conserve the environment. 1. Ancient history. Piling is an ancient art. Its first mention in history is from Herodotus, the first person to commit an account of his times to the written word in the years 557 to 479 BC. He evidently had a strong interest in engineering matters because he wrote of building, brick making, reinforced brickwork, river training, canal building, bridge construction, tunnelling and its acoustic detection and piling. The piling reference comes from Book 5 at paragraph 16.

Jan 1, 1999

By D. A. Trotter

"This paper traces the main advances in mine lighting from neolithic times to the 1960s. The earliest lights consisted of reeds or strips of wood soaked in grease. As man's knowledge increased, the oil lamp, the candle, kerosene, acetylene and finally electricity have allowed him to see where no natural light could penetrate. These advances in technology, however, did not come easily. Many false starts were made and great dedication was required by a few lighting pioneers to overcome the many technical difficulties that were encountered. The lighting of coal mines in particular caused unique problems, as there was the ever-present threat of methane explosions. Advances in mine lighting will continue, but these advances are only possible because men like Davy, Wolf, Marsuat and Edison paved the way.IntroductionMan's first efforts at mining consisted of merely picking rock off the surface of the earth. The sun was his only source of light. The early mines of the Neolithic age were simply vertical pits, 5 to 8 m deep. In order to follow an orebody, miners began to dig horizontally from the bottom of these pits, and as work progressed the need for additional light became apparent. With the discovery of the light-giving properties of fire, man was no longer dependent on natural light. Figure 1 gives an impression of the earliest artificial mine lighting used.Early Evidence of Mine LightingCarbonized residue from wood chips which had been inserted into rock cracks can be found in early Neolithic workings. The mines at Krzemionki Opatowski in Poland contain very narrow low tunnels that were lit in this fashion and were worked from 2300 to 1800 B. C. The wood had to burn downward to provide light and because wood burns poorly in this position, the chips were probably soaked in animal fat to make them burn more easily."

Jan 1, 1982

By Ole Singstad

THE legislatures of New York and New Jersey, determined in 1919 that a vehicular tunnel should be built under the Hudson River. On July 1, 1919, an engineering staff was organized with the late Clifford M. Holland as chief engineer, and this staff was given a number of problems to solve, such as location, size, type of tunnel, method of construction, method of ventilation and cost. After a period of preliminary investigations and studies it was decided to build the tunnel at Canal St., New York, connecting 12th St., Jersey City. This is the center of the heaviest traffic across the Hudson River. It was also decided to build two tunnels-one for west-bound traffic and one for east-bound traffic-the tunnels to be of cast iron, built up of segments and bolted together, each tunnel to have a roadway 20 ft. wide and a clear heat room of 13 ft., 6 in. This is to provide for two lines of vehicles in each direction. The tunnels have an exterior diameter of 29 ft., 6 in. The interior lining is of concrete, the sidewalls tiled with a vitreous white tile and the roadways paved with granite block. The entrances and exits at both ends are separated by two blocks so as to reduce traffic congestion.

Jan 8, 1926

By Ole Singstad

THE legislatures of New York and New Jersey, determined in 1919 that a vehicular tunnel should be built under the Hudson River. On July 1, 1919, an engineering staff was organized with the late Clifford M. Holland as chief engineer, and this staff was given a number of problems to solve, such as location, size, type of tunnel, method of construction, method of ventilation and cost. After a period of preliminary investigations and studies it was decided to build the tunnel at Canal St., New York, connecting 12th St., Jersey City. This is the center of the heaviest traffic across the Hudson River. It was also decided to build two tunnels-one for west-bound traffic and one for east-bound traffic-the tunnels to be of cast iron, built up of segments and bolted together, each tunnel to have a roadway 20 ft. wide and a clear heat room of 13 ft., 6 in. This is to provide for two lines of vehicles in each direction. The tunnels have an exterior diameter of 29 ft., 6 in. The interior lining is of concrete, the sidewalls tiled with a vitreous white tile and the roadways paved with granite block. The entrances and exits at both ends are separated by two blocks so as to reduce traffic congestion. BASIS OF VENTILATION It was recognized very early that one of the most important problems confronting the engineers was a proper ventilation system. It was estimated that each tunnel as planned would have a traffic capacity of 1900 vehicles per hr. The tunnels are 8500 ft. long between portals, and it was considered that the ventilation should be based on all of these vehicles being operated by gasoline engines. That presented a problem in ventilation unlike any other either in magnitude or character.

Jan 8, 1926

By M Fuchs

Roadheaders were introduced to mining and tunnelling in the early-1960s. Since this period their main field of application has been for roadway drivages in coal mines and for mineral production, for instance in coal, rocksalt, potash and gypsum mines. Their main field of application in tunnelling is in softer and partly friable rock formations, a suitable area for non-blasting excavation. However, in longer tunnel sections excavators with high ripping forces have replaced roadheaders in many situations. The main arguments against roadheaders have been and still are:a sharp increase in excavation cost with increasing rock strength and increasing abrasivity; and greater risks in conditions which have not been, or could not be, investigated to a sufficient extent. These arguments have, to a great extent, restricted practical roadheader application in production mining and in a lot of æstandardÆ tunnel projects. To address these limitations, factors which could make roadheaders attractive for such conditions and could overcome existing technological difficulties have been investigated. Extension of the economic field of application in hard rock was found to be the most important and the most effective step forward.

Jan 1, 2002

Coal mining in the Illawarra commenced in 1848. By the early twentieth century mining operations were spread over quite a distance along the coast centred on Wollongong. By this time there were already numerous tunnel mines and one shaft mine. Coal was first reported in Illawarra by Lieutenant Flinders on a voyage of exploration, southerly along the coast from Sydney in 1796. Because of the topography, particularly the escarpment and the narrowness of the coastal plain, access from Sydney was not easy by land and the normal access was by sea. It was not until some coastal areas had been developed for agricultural purposes that the mining of the seams on the South Coast commenced for the supp- ly of fuel. The most important mines in the early nineteenth century were Bulli and Osborne Wallsend. In general, coal was won from the tunnel mines and was transported directly, usually by tramway, to the nearest shipping point. Considerable hardship attended the earliest attempts at mining coal in regard to materials for mining and the way of life of the miners in the vicinity of the mines. With the growth of production and the installation of coke ovens at some mines the area, hitherto virgin bush- land, began to take on a more industrialised appearance. The mines were necessarily small,

Jan 1, 1976

By Steven M. Henderson, Zachary D. Jones

The risk of allocation in construction contracts is a primary concern for all parties. For contracts involving subsurface construction the allocation of site condition risk is critical. In the past one hundred years technological advances fundamentally changed how that risk is allocated; yet another shift in this risk allocation may lie just over the horizon due to advances in geotechnical data management. Around the world initiatives are underway to make geotechnical datasets more open and accessible. In the United States some states like Kentucky have already made geotechnical data readily accessible. This proliferation of geotechnical data in the U.S. may impact the allocation of subsurface risk in construction contracts. Many construction contracts contain a differing site condition clause. That clause allows for a modification of the contract price or schedule if the ground conditions encountered by the contractor differ materially from either what was indicated in the contract documents or would be reasonably expected. A contractor, however, is typically not entitled to that modification if the contractor knew or should have known of the adverse conditions encountered. Courts have interpreted the “should have known” language as requiring contractors to make a reasonable site investigation prior to bidding the project. If geotechnical data is available and accessible and reveals the adverse condition the contractor encounters, courts could find that the contractor should have known of the condition and thus will not be entitled to a modification based on the differing site condition clause. Accordingly, the U.S. could be on the threshold of significant shifts in how the risk of differing site conditions is allocated in construction contracts.

Jan 1, 2017

By G Collecutt, T O’Beirne, D Humphreys, J Greenwood

Much of our knowledge of the behaviour of underground coal dust explosions has been derived from less than full-scale experimental explosions in facilities as small as 0.25 m diameter pipes. Although a substantial body of research has been undertaken in larger galleries approaching the size of full-scale modern mine roadways, there are still questions regarding the scaling of results to full-sized roadways in modern coalmines. Questions also surround the issue of comparing or scaling results between smooth and rough walled galleries, round and rectangular galleries and galleries with differing wall thermal properties due to different materials of construction.This paper will examine the influence of gallery size, cross-section area and wall roughness and thermal properties upon the characteristics of a coal dust explosion. Data from past explosion research will be examined and assessed for its application to the problem along with theoretical considerations for these factors.Recommendations on the design and minimum appropriate size of explosion galleries for assessing the performance of explosion inerting strategies, passive and active explosion barrier performance and determination of appropriate pressure ratings for ventilation structures will be made.CITATION:Humphreys, D, Collecutt, G, Greenwood, J and O’Beirne, T, 2015. The impact of facility construction and scale on the characteristics of experimental coal dust explosions, in Proceedings The Australian Mine Ventilation Conference, pp 301–308 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Aug 31, 2015

By P K. Wong, D A. F Oliveira, F M. Azad

In situations where foundation piles are located in proximity to existing or future tunnels, it is typical for the tunnel owner to require that sleeving of the piles be carried out to at least the invert of the tunnels to minimise any load transfer to the tunnel lining. In competent rock, this practice may be sometimes unnecessary, thus uneconomical. This paper presents an assessment of the effect of pile loading from one of the multi-storey buildings at Barangaroo South in Sydney on the adjacent future Sydney Metro tunnels. It was originally required by Transport for NSW (TfNSW) that the piles be sleeved below the tunnel invert level; however, the building developer wanted to reduce the pile sleeving depth to achieve a more economical solution due to the large number of load transfer piles being required for the project. To assess this feasibility, a full 3D commercial numerical code, FLAC3D, was used to carry out this complex soil-structure interaction analyses. Based on these assessments, it was demonstrated successfully to the TfNSW that the pile sleeving may be terminated at 2 m above the tunnel invert level. For this arrangement, the investigations found that the loading on the piles should have negligible adverse impact on the tunnel lining design. As a result of such an assessment, the proposed pile sleeving level was approved by TfNSW, thus offering an economical foundation solution for the project.CITATION:Azad, F M, Oliveira, D A F and Wong, P K, 2014. The impact of pile loading on adjacent metro tunnels – Barangaroo South, Australia, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 355–360 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By Jack G. Hazan

The Critical Path Method is the modern scientific answer for solving the planning and scheduling problems inherent in today's complex projects. With this method, nothing is left to chance. All resources are controlled and kept to the minimum. The various phases are properly planned and strategically determined. Optimum conditions are evaluated for the most economical and fastest way to complete a definite project. The method must be fully understood and implemented with positive data and continuous feedback to obtain the best results. This paper covers the various aspects of the Critical Path Method and mentions some of its applications in the mining and metallurgical fields. T 0 progress to a higher state of human welfare necessarily involves sacrifices. The greatest sacrifice is to relinquish social freedom in favour of economic freedom. In the old days, for example, a cobbler was free to work at whatever time of the day he chose; today, he can't. He is now forced to adapt himself to environment and to work at stand-

Jan 1, 1965

By A. R. Pasieka, J. C. Wilson

"Compressed air still remains an essential source of power in underground hardrock mining. As a power medium it has a high convenience factor, although, in many cases, it is expensive to generate and maintain. Until new methods of breaking rock and/ or satisfactory alternatives to air-driven rock drills are developed, compressed air is indispensable. It is essential to utilize this source of power to a maximum by keeping all pneumatic tools supplied with air in adequate quantity and at optimum pressure.In search of the optimum operating air pressure, con-trolled drilling tests were undertaken at dynamic pressures ranging from 90 to 140 psi.Test results show the effect of increasing air pressure on: the performance of various jackleg drills at varying pressures, the life cost of drill steels and TC bits, and drilling efficiency at varying pressures. From the fore-going, a criterion is proposed for selecting efficient rock drills, and, also, optimum air pressure at each mine can be determined for its particular conditions."

Jan 1, 1966

Several major impediments threaten the successful delivery of tunnel and under-ground construction projects. In addition to technical design and construction risks associated with tunnel projects, many of which are well understood, budgetary pressures, funding constraints and the complexity of procuring, administering and executing multiple concur-rent projects in a large program could also have a catastrophic impact on the program?s objectives. Contributing factors often include poorly managed design, procurement, construction, managerial, organizational, market and stake-holder risks, as well as nonconforming inputs or outputs to the costs and schedule, or any other potential inabilities to deliver the required or desired results. A strategy to prevent ?failure? of a project requires a proactive and holistic approach to risk management. Through planning, identification, analysis, management, monitoring and control of the project?s risks (both threats and opportunities), attention to management of risk will in-crease the probability and impact of positive events and decrease the probability and impact of events adverse to a project?s objectives.