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By James B. Pfeiffer

TETRA Technologies, Inc., has applied its HDS? metals precipitation system to control a mine drainage problem. The effluent from the mine contains primarily zinc, manganese and iron, plus varying small amounts of cadmium, copper and lead. The flow from the mine averages 350 gpm, and varies considerably depending on season and weather conditions. The plant was designed to treat 1000 gpm of the water and generate a dense sludge suitable for recycling. The HDS? system contains a number of reactors, followed by post filtration and meets stringent metals discharge criteria as specified by New Source Performance Standards.

Jan 1, 1994

The old Trekelano mining area is situated in the Cloncurry Gold and Mineral Field 14 km east-south-east of Duchess. It connected with the main Cloncurry-Dajarra railway line by a private line from Juenburra, a distance of 10 km. The distance by rail from Townsville is 561 km. The area was first mentioned circa 1902 - 1903 when a very short report said, that a Tony Allis had taken a parcel of copper ore out of a mine which, he called æThe InheritedÆ. After that report, nothing further was printed until about 1906, when traces of copper were noticed on a wagon track going to Kiama Well. The Trekelano deposit did not outcrop, with the cap covered by about two metres of soil. The deposit was named after an early pastoral holding. The early prospectors were however disappointed by TrekelanoÆs low copper grades, approximately five per cent Cu. This is understandable when, in those days, about 25 per cent was the cut-off grade for mines in the district. Meanwhile, The Hampden Mining and Smelting Company were constructing a smelter to treat their sulphide ores at Kuradala that was replacing their high grade oxides ore. By about 1910, the Hampden Mining and Smelting Company was experiencing smelting problems, and needed suitable oxidised copper ore to blend with the Kuradala pyritic ore. Someone must have remembered the Trekelano low-grade oxides, resulting in agreement to mine and cart the ore to Duchess, from where it was railed to Hampden, as Kuradala was known at that time.

Jan 1, 1998

By Stephen F. Munsell

The development of transportation systems for mined materials has historically been characterized by steadily increasing sizes in basic hauling units. This is especially true for open pit mines for which success is dependent upon the economical transportation of vast quantities of material. The depletion of high grade ore reserves has mandated a tremendous increase in the size and complexity of the ore haulage systems necessary for open pit mines, These increased demands were served by rail haulage systems in the early large open pit copper mines while later developed properties opted for the flexibility and lower initial costs of truck haulage. Now, we find the trucks being displaced as large overland belt conveyors tackle the problem of handling these ever larger quantities of low-grade ores with accompanying overburden ratios that can run as high as 10:1 or even 15:1. The basic development of large conveyors with shiftable sections and modular belts has generally taken place overseas, during the last few decades. The coal fields of central Europe proved an ideal testing ground for conveyor innovation because the low density and natural friability of the material created an ideal medium for transporting by belt conveyor. Now these proven ideas are being considered for and implemented into both the soft and hard rock mining industries of the United States.

Jan 1, 1978

By Hugh E. Cronin, Joseph J. Coluccio

The Columbia Slough Consolidation Conduit Project is a 12 ft. 0 in. inside diameter—15 ft. 4 in. excavated diameter tunnel, 8,300 lf. in length. The tunnel is divided in two parts a 4,460 lf. reach to the West and a 3,770 lf. reach to the East separated by a flow regulation structure in the middle. The project was built for the City of Portland, Oregon Bureau of Environmental Services (BES) by the Frank Coluccio Construction Company (FCCC) Seattle, Washington under a $22,600,000.00 contract starting in 1998 and completing the contract in 2000 at a total cost to the City of $25,448,000. An increase of 12.6% from the original contract. The tunnel was constructed in an alluvial sediment that ranges up to 1,500 feet thick. The sediment varies from ?ne silty sand and sandy silt (SM-ML) to coarse sand and gravel (GP-GM) with varying quantities of cobbles and boulders. Most of the tunnel was constructed above the water table although one reach of almost 1,000 lf. had water to above the tunnel crown. The contractor, FCCC, used a Lovat 15 ft. 3 in.900 hp shielded TBM with multiple doors (4) of variable opening to excavate and support the tunnel. Tunnel supports were 5 in. WF 16 lbs. per foot at 4 ft. spacing and4 in. Douglas Fir lagging. Tunnel excavation was worked in 10 hour shifts with additional equipment maintenance and repair on the off time. The original Geotechnical Design Summary Report (GDSR) established a baseline for contractual purposes of slightly over 5 boulders (between 12 in. and48 in.) per foot of tunnel. (Table 1) At the pre-bid conference, three test pits were excavated to approximately tunnel invert, one at each end of the project and one in the middle near the flow regulation structure. The test pits encountered a few boulders but did not seem to support the five boulders per foot (varied from one boulder per foot of tunnel to eight b/lf.). Subsequent to the pre-bid meeting and the test pits, BES issued any addenda which changed the baseline boulder quantity in the GDSR to 1.7 boulders per foot of tunnel (varied from0.2 to 3.5 boulders per foot) a reduction of 67% from the original baseline. It is interesting to note the two separate tunnel reaches and how they were evaluated in the GDSR. Originally the Eastern portion of the work was projected at5.08 boulders per foot of tunnel and the Western portion at 5.30 boulders per foot of tunnel for a variance of less than 5%. In the revised quantity the Eastern portion was projected at 2.01 boulders per foot of tunnel and the Western portion at 1.42 boulders

Jan 1, 2003

By Steven I. Majtenyi

There is a growing interest among transportation planners to make more use of the subsurface to preserve the landscape and make transportation more efficient and economical. At the present time, utilization of the underground for transportation facilities is severely restrained by the adverse environmental impact and high construction costs. However, recent studies performed by the United States Department of Transportation indicate that, in spite of such problems, the volume of underground construction has significantly increased during recent years and projections point to continuation of these trends(1). It is estimated that the total volume of transportation tunnel construction will exceed $4 billion in this decade. This level of Investment justifies a significant research program. Due to the common interest in transportation tunnels and to the similarities of problems encountered during their construction, the tunneling research activities of the Federal Highway Administration (FHWA) are closely coordinated with the programs other agencies of the U. S. Department of Transportation DOT); specifically, the Federal Railroad Administration (PRA) and the Urban mass Transportation Administration (UMTA). The FHWA is responsive to the particular needs of these agencies but will benefit from the research results obtained also. In 1971, the Office of Secretary, DOT, initiated plans for an overall coordination of the DOT, FICA, UMTA, and FHWA tunneling research activities. The objectives of this effort have been to reduce tunneling costs by 30% and to increase the rate of excavation by 200% within 10 years. This coordinated program was developed and promoted during 1972 and 1973 by Dr. Eugene L. Foster, at that

Jan 1, 1974

By D. V. BURR

THE ORIGINAL HUDSON RIVER TUNNEL. NOT quite forty years ago a man of uncommon character entered New York. He had several hundred thousand dollars earned by railroad building in the Nest. He was not an engineer, but he had ideas of engineering work which he was destined to prove correct.. He introduced new ways of tunneling, but his plans had only one distinguishing feature-they were simply interesting as showing how such work could be done; they added nothing to the science, have never been used since his clay, and never will be used again. Engineers of repute ridiculed his proposition ; he was an Ishmael in the profession. But if engineers looked askance at him, he certainly returned their contempt in the heartiest fashion, and had no hesitancy about expressing his views of them individually and collectively. This worked to. his disadvantage when he afterward tried to raise the means to go on with the work. He found that the opinion of engineers was respected by financiers, and that money would not flow contrary to their advice. While his conception of large constructions was distinguishingly original, much more marked was his method of demonstrating the feasibility of, his schemes. In the present clays of great undertakings it is the custom to make the other man pay for the experiments. But the man from the West had other notions of how the thing ought to be done. Having wonderful confidence in his own ability and in his perception of the task before him, he used up all his own money before seeking outside assistance. By building several hundred,, feet of tunnel he proved the correctness of his theory, and the tunnel then dug forms a part of the present tube. The result-he failed to finish the tunnel. He was blind in

Mar 1, 1908

By Wayne R. Hopkins

Southern Arizona has one of the world's principal concentrations of copper ore bodies. Twenty miles south of Tucson, close to the Mexican border at Sahuarita in Pima County, is the Twin Buttes mine. In mid-1973, the Anaconda Company and American Metals Climax Incorporated (AMAX) established a 50-50 partnership to operate and expand the Twin Buttes property. Anamax Mining Company was established as the operating company for this joint venture. The production from the Twin Buttes mine is shared between the two partners who market independently. A major expansion of the Twin Buttes operation has included an accelerated stripping programrne for the pit, an expansion of the sulphide concentrator, the construction of an oxide leach plant and a 57 MW diesel generating power station. Part of this major expansion, the large tonnage oxide processing plant was brought on stream in 1975 and is now close to design capacity. The "mine to market gap" has been closed by producing high-purity copper cathodes at the mine site from oxide ore reserves. By using a hydrometallurgical process route, copper production is possible with negligible effects on the environment.

Jan 1, 1976

By Patrick Shea

Old mine workings are found throughout the Western United Sates on lands administered by the U.S. Bureau of Land Management, U.S. Forest Service and private lands. Some of these mine workings date back to the late 1800s. There may be as many as 100,000 sites on lands administered by the National Park Service, U.S. Forest Service and Bureau of Land Management. The U.S. Department of the Interior has worked with the U.S. Geological Survey, the U.S. Forest Service, the U.S. Environmental Protection Agency, and western state governments to identify and prioritize these sites on Bureau of Land Management, National Park Service and U.S. Forest Service administered lands. This presentation will discuss the accomplishments we have made to date to clean up inactive and abandoned mine sites, focusing primarily on lands administered by the Bureau of Land Management.

Jan 1, 2000

By Peter L. Hofmann

Significant quantities of nuclear wastes were first generated in 1944 as a byproduct of the national defense program. To establish the current inventories and future projections of nuclear waste products is not a simple task. The Oak Ridge National Laboratory recently issued a report which now constitutes the official basis for nuclear waste inventories and projections. Radioactive wastes originate from five major sources (U .S. Department of Energy, 1980b) : (1) From the commercial nuclear fuel cycle related to the production of electricity , (2) From defense related activities, (3) From institutions such as hospitals, universities, and research foundations, (4) From industrial uses of radioisotopes, and (5) From mining and milling of uranium ores.

Jan 1, 1981

On Monday, October 25th, 1971 at approximately 12.15 a.m. the night shift proceeding underground discovered smoke at No.1 and No-3 cut throughs on the eastern side of the belt heading and in close proximity to the upcast shaft. Attempts to control the fire continued throughout the morning; as the position underground altered various procedures were adopted in an effort to contain and control the fire. Despite these efforts at approx. 12.40 p.m. a sudden change occurred which made it necessary to withdraw all workmen from underground, the vicinity of the Tunnel entrances and upcast shaft. Sealing of the mine at the entrances was the only remaining alternative. Several boreholes were put down to enable sampling of the atmosphere and air temperatures to be taken. This was essential as a guide to determining when conditions were suitable to allow exploration of the area using mine rescue self contained breathing apparatus.

Jan 1, 1972

By J E. McMynn

The development of the Granduc mine presents a number of problems which are peculiar to its location and surrounding terrain. Because the development tunnels portal onto an area which is covered by an extensive glacier, and the mountain-side is subjected to dangerous snow slides, it was decided to construct an underground powerhouse to supply the necessary electric power and compressed air. This paper deals with the special problems inherent in the design and -construction of an underground plant. It involves the installation of diesel-electric generating equipment having an aggregate capacity of 1,050 kw.,and of air compressors with a total capacity of 2,400 cfm. Items dis-cussed include the selection of equipment to meet site conditions, the ventilation and cooling of the underground room, and the protection of personnel and equipment from explosions and fire. A short discussion on the automatic supervisory and alarm installation is also included. THE Granduc mine is located 135 miles north of Prince Rupert and 25 miles north of Stew-art. This seems quite accessible, mileage-wise, but, due to mountains,

Jan 1, 1963

By Richard E. Steffens

The underground portion of Duke Power Company's Bad Creek Pumped Storage Project in northwestern South Carolina consists of a powerhouse cavern (132 m. long, 23 m. wide, 50 m. high), 407 meters of shafts and approximately 3615 meters of tunnel, both lined and unlined, with diameters varying from 4.2 meters to 9.0 meters. A case history is presented, including the early pilot tunnel exploratory work and how this affected design, the design of the project, and the excavation, rock support and tunnel lining work. Problems and experiences encountered during the construction are given. The effects of high horizontal insitu stresses in the granitic gneiss are discussed along with solution taken.

Jan 1, 1989

By David J. Leeds

Increased interest in the utilization of the underground environment for water conveyance tunnels, vehicular tunnels, room and pillar type storage chambers, and military installations has focused attention on the possible effects of seismic activity on the stability of these types of structures. Earthquake experience has generally been related to the seismic stability on the surface of the earth. To establish aseismic design criteria, we attempt to predict the seismic exposure of a given site, both in terms of the spectrum of motion to which the structure must react favorably, and the recurrence rate of that motion. Experience gained from studying the effects of the Plowshare underground nuclear tests on existing tunnels and mines, coupled with the experience of the behavior of tunnels and mines in earthquake regions, provides us with an insight to predict the possible effects of earthquakes on underground openings and to establish design criteria. The type of damage ranges from minor fracturing and movements along pre-existing joints or faults through deformation of openings to collapse. The methods used to establish the seismic design criteria for an underground opening require modification of surface criteria to account for the difference in both amplitude and spectra underground. An aseismic evaluation should be performed on all important projects in areas exposed to possible earthquake motion. To perform this evaluation, information is required pertaining to the geometry and properties of structure and ground. Dynamic as well as static properties are required. A prediction of performance can be derived by exposing a model of the site, expressed in terms of its properties and geometry, to a design earthquake.

Jan 1, 1997

By Harvey Parker

This is part two of an article on the prominent role that the United States and its industry leaders have played on the International Tunnelling and Underground Space Association (ITA), which represents the underground construction and underground space industries worldwide. The U.S. is officially represented in ITA by UCA of SME. (Part one is in T&UC, June 2007, pp 39-42) Tunnel advances in 1960s and 1970s The 1960s and 1970s were active and productive times for the U.S. tunneling industry. During that time, federal programs, sponsored by the Federal Railroad Administration (FRA), the Office of High Speed Ground Transportation (OHSGT) and the Advanced Research Projects Administration (ARPA), stimulated tunnel research and development. Also, the American Society of Civil Engineers (ASCE) and SME collaborated to create the Underground Construction Research Council (UCRC) and the Rapid Excavation and Tunneling Conference (RETC) series.

Jan 1, 2007

By John Birkinbine

(Wilkes-Barre Meeting, June, 1911). MODERN advances in practically all lines of industrial development have occurred in such rapid succession, and have been accepted so readily as accomplished facts, that a retrospect surprises us, by showing how comparatively few of the acknowledged factors of improved conditions may be considered as old. While these advances have not been confined to any country, they have been more pronounced in some than in others, and nowhere more so than in the United States, the population of which, having multiplied nearly three-fold between 1870 and 1910, demanded a proportionately greater increase in materials, supplies, and manufactured products. It therefore appears desirable to discuss mainly conditions in the United States, as concrete evidence of industrial progress throughout the world. Looking backward for but three generations, we may trace the introduction and development of canal- and steamboat-navigation; railroad-transportation; artificial illumination beyond that furnished by candles and lard-oil; quick communication by mail, and subsequently by telegraph or telephone; the manufacture of iron, beyond forms of small dimensions; the production and utilization of steel in large quantities; the economic use of mineral fuel, oil and gas, etc. The practical coincidence of the fortieth anniversary and the 100th technical meeting of the American Institute of Mining Engineers, offers temptation to recall and compare the conditions of mining and metallurgy in or about the years 1871 and 1911. A complete resume would cover phenomenal changes in mining-methods and equipment by which the output of individual exploitation has grown from scores to hundreds and even thousands of units in equal time-intervals. Extension of operations in depth and area, demanding machinery of great power

Aug 1, 1911

By Harvey Parker

The International Tunnelling and Under-ground Space Association (ITA) is a nonprofit organization that represents all aspects of the tunneling and underground space industry worldwide. The United States has had a prominent role in ITA since its 1974 inception. ITA was formed as a result of a worldwide survey conducted in the early 1970s by the Organization for Economic Cooperation and Development (OECD). Bill Lucke was in charge of tunnels for the U.S. Federal Railroad Administration and was a member of the organizing committee that created ITA. He became a vice president of ITA. Jack Lemley served as President of ITA from 1983 to 1986. Dick Robbins was very active in ITA and served for many years both as a member of the Executive Council and as First Vice President. Harvey Parker has served as President of ITA for the last three years and will serve as Past President for the next three years. Moreover, there are many individuals and companies from the United States that have contributed significantly to the activities and the success of ITA. There have been several active Working Group Animateurs from the U.S. and there have been significant contributions from many individuals as well as companies from the U.S. Several engineers from the U.S. are currently serving ITA in a leadership role. The Underground Construction Association of SME (UCA of SME) is the official organization representing the U.S.. SME Executive. [ ] Director Dave Kanagy and UCA President Tom Peyton were instrumental in the U.S.?s role at ITA during the last few years. Peyton has been the official delegate to ITA. Henry Russell and Christian Ingerslev are both Animateurs of ITA working groups. This article will introduce ITA and its activities. A subsequent article will describe the ITA in more detail and will discuss the significant role the U.S. has played in the development and success of ITA.

Jan 1, 2007

By D. L. Babbitt, Sniezek

"This paper deals with the varions methods for the rapid Joading of unit trains which are being: used by ore procossors to move their product to dock-s1de storage facilities or their ultimate customer. Some of the techniques that have been used include (1) volumetrie loading, both in motion and static, (2) batch weighing into moving cars and (3) batch weighing into cars that have been stopped. Particular emphasis shall be placed on the two systems now in use at the Adams Mine facility of Jones and Laughlin Steel Corporation and at Cliffs of Canada's Sherman Mine. Typical ""turnaround"" times, loading rates, types of cars, weighing accuracies, material handling concepts and maintenance considerations shall be discussed."

Jan 1, 1969

By Jennifer King, Julius Strid, Steve Brandon

The Upper Hidden Basin Diversion (UHBD) tunnel was driven approximately 1.2 miles by the drill-and-blast method primarily through massive granite bedrock geology for the Kodiak Electric Association, Inc. (KEA) in Kodiak, Alaska. The tunnel was driven from both portals with a constant 11-ft straight-leg horseshoe cross-section. The design and construction of the tunnel was driven by logistics and weather conditions due to its remote location and the rugged terrain of the project setting. This paper will discuss the successful completion of a challenging project over a ve-year period from preliminary planning through the design and construction phases.

Jun 23, 2024

The Pasminco mine at Rosebery in north western Tasmania is a medium sized underground base and precious metals mine. In April 1992 a major wedge failure of approximately 5000 t occurred in the backs of a main access drive to the 18 level H Lens orebody. This collapse prevented access to 190 000 t of ore which had been scheduled for production in July - August 1992. At the time of the collapse, the mine was in a transition period between mining small pillar remnants of several other orebodies and developing to the new deeper J Lens orebody.The development at this orebody was behind schedule and it was necessary to find a cost-effective and timely alternative to a 75 m bypass drive around the fall area.A Lysaght- Fletcher multiplate steel arch was available on-site from a deferred surface road project and it was decided to use this arch to regain access through the fall area. Due to the danger of continued minor falls, the entire 18 m long, 3.95 m high x 4.5 m wide tunnel had to be assembled in the 4.7 m wide x 5 m high accesss drive and pushed into the fall area as a single unit.

Jan 1, 1993

To enable ammonium nitrate-fuel oil (AN-FO) to be used on an equal weight basis with nitroglycerine explosives, smaller diameter bore holes became necessary with consequent modifications to drill steel and burden on holes. Detonation of AN-FO in small diameter holes proved successful both with and without primer charges but some alterations were required to adapt anoloders to the smaller holes.Important factors in training all operators in the new charging method were the retention of improved fragmentation, avoidance of excessive overbreak and keeping wall rock dilution to an absolute minimum. The successful storage of ammonium nitrate in climatic conditions with daily temperature fluctuations above and below the critical 90°F has been achieved.INTRODUCTIONTechnical aspects of ammonium nitrate-fuel oil (AN-Fa) blasting agent are well covered in recent literature. This paper deals primarily with the manner of its introduction as the principal explosive underground at Great Boulder Gold Mines Ltd. and with the many problems encountered in the process. Following reasonably successful experimental firings in June 1962', using granular ammonium nitrate and an anoloder, permission was granted by theWestern Australian Mines Department to carry out test work in selected areas of the mine. The permit allowed for fuse firing only, and for a mixture of AN-Fa containing between 5t and 6 per cent fuel oil, with an adequate primer.The use of AN-Fa on an equal weight basis with nitroglycerine explosives, involved smaller diameter holes with alteration to ground burden and modification to drill steel.Initial tests indicated that it was apparent that AN-Fa could not replace gelignite on an equal weight basis if the...

Jan 1, 1965