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By J. W. Craig

CHROME ore, which is used in Canada in the production of ferro-alloys, in a variety of refractories, and indirectly in many chemical industries, is both commercially important and scientifically interesting. The sight of chromium metal is familiar to all of us in the home, the office, the automobile. Chromium is synonymous with armaments: it is understood to be one of several essential metals in tanks, which played an important role in the defeat of France in the spring of 1940. Chromium, in other forms, comes into our daily lives by way of paint and leather, of the familiar green ginger-ale and beer bottles, and more indirectly in every pound of steel produced in the .Dominion. Necessary to our civilization in peace and war, the ores of chromium occur in many corners of the earth. This paper attempts to describe the chemical constitution of chrome ores, their world distribution, and the various chrome products and their industrial applications in Canada.

Jan 1, 1940

By Frederick M. Becket

AFTER all the chronology that has been given, what is the present status of chromium steels? For the purpose of this discussion the different types of chromium steels can be divided into three classifications-those containing relatively low , percentages of chromium, say 5 per cent or less; the medium-chromium steels containing up to about 18 or 19 per cent chromium; and the steels containing still higher percentages of chromium, and some of the special alloys. Chromium has some unique effects in steel, so it is well to make a few generalizations. The affinity of chromium for carbon is great and the metal is unique in the manger in which it supplements and enhances the effects of carbon. Chromium retards -considerably the thermal transformations on cooling and exerts an opposing influence both on the absorption and precipitation of the carbides in steel. These statements make it easy to understand the fact that chromium .steels are capable of producing a hardened product at a much slower rate of cooling than is, true of plain carbon steel, and that chromium carbide or -the mixed carbides of iron and chromium do not contribute to brittleness to as great a degree as does iron carbide.

Jan 1, 1929

Train services through the Channel Tunnel linking Britain and France where scheduled to be fully restored in February 2009 following several months of repairs after a major fire in the tunnel on Sept. 11, 2008. A lorry caught fire on a shuttle train carrying heavy goods vehicles bound for France through the 50-km- (31-mile-) long northern tunnel. The fire, that spread to other vehicles, raged for about 16 hours. The extreme temperatures of up to 1,000º C (1,832° F) caused extensive damage to about 600 m (2,000 ft) of the 7.6-m- (25-ft-) diameter tunnel?s concrete lining, approximately 11 km (7 miles) in from the French entrance. The Channel Tunnel operator, Eurotunnel, awarded the repair con-tract, estimated to be between ?50 to 60 million, to a consortium of Freyssinet, Eurovia Travaux Ferroviaires (ETF) and Vinci Energies. Freyssinet was appointed to look after the civil engineering works, while ETF would be responsible for track and overhead wire restoration and Vinci Energies responsible for other equipment. The technique of hydrodemolition, which uses high-pressure water jets to remove concrete from various structures, was specified as the method to remove the fire damaged concrete. Freyssinet subcontracted the concrete removal to the specialist hydrodemolition and industrial cleaning contractor Philip Lasserat.

Jan 1, 2009

By H. G. Dwyer

CONSIDERATION for future expansion influenced the design of the new smelter at Chuquicamata. The section of the smelter now going into operation, while large, represents only little more than half of the ultimate plant. Equipment for the direct smelting of raw concentrates has been arranged in the conventional manner although needless details have been eliminated wherever possible while mechanical and electrical features not usually found in copper smelters have been incorporated. Access is afforded to all equipment but platforms and walkways have been held to a minimum. The poling and other platforms in the converter aisle, normally subjected to battering by ladles and other heavy equipment in transit, are of concrete construction with steel grid armor embedded in the exposed surfaces. Noticeably absent are the many platforms formerly required for the handling of converter flux since this material is charged to the converters through the side walls of the converter uptake hoods. Clear space with ample headroom is provided under each converter and converter puncher's platform to permit clean-up by small bulldozers. Remote controls have been introduced at many points. Electrical control rooms and control centers have been conveniently located. An electrical tunnel with cross tunnels and escapeways is situated under the entire length of the converter aisle for power feed lines. Skull breaking facilities are in a separate building near the smelter. A silica-slurry building with brick storage area is adjacent to the smelter building so that elevator service is available to both buildings. A smelter office, a change house and lunchroom are provided in convenient locations. Units of the smelter as presently constructed are shown in the plan and table on page 1194. The ultimate smelter will house 7 reverberatory furnaces, 14 waste-heat boilers, 9 Peirce Smith converters, 4 casting furnaces serving 2 casting wheels, and one holding furnace serving a straightline casting machine. Additional crane requirements in the converter aisle will necessitate the installation of special hoisting equipment in space already provided in a raised section of the roof over the casting end of the aisle. Thus a complete crane may be lifted high enough above the crane rails to permit the passing of another crane underneath thereby giving all cranes full use of repair facilities already installed. For the collection of gases, 2 dust chambers, each with separate stacks, will collect converter gases and 2 balloon flues with separate stacks will collect reverberatory furnace gases. Extensions necessary to complete the ultimate plant will be possible with little interruption to normal operations since the future converters and reverberatory furnaces will be added at the east end while additional casting facilities will be added at the west end of the present plant. The future units may be added singly or all at one time depending on requirements.

Jan 1, 1952

By Martin Wacker

Cameco Corporation, on behalf of a joint venture, is preparing surface and underground facilities at their northern Saskatchewan property in preparation for the future operation of a high-grade uranium mine. The Cigar Lake orebody is situated about 430 metres below surface at the unconformity between metamorphic basement rocks and flat lying sandstone. Major technical factors influencing the mining method selection include ground stability, control of ground water, radiation exposure and ore handling and storage. A decade-long test mine program resulted in the selection and validation of ?jet boring? a non-entry mining method. Cigar Lake?s jet boring mining method involves several major steps; artificial ground freezing of the orebody and surrounding rock, TBM (tunnel boring) type development of access crosscuts below the orebody, installation of cased pilot holes upwards through the ore, and ore extraction using a rotating high pressure water jet within the pilot holes. The resulting cavities are surveyed and backfilled with concrete. The ore slurry will be processed underground and pumped to surface. This paper discusses the jet boring mining method in general terms and includes highlights of the Cigar Lake test mine program completed in 2000.

Apr 1, 2005

By M. R. Henzinger, G. Lenz, A. Gaich, Pötsch, W. Schubert, P. Wagner

"The better the information on the rock mass and its fracture system, the better is the basis for any rock mechanical decision that is required during the excavation process. While in conventional tunnelling free view to the tunnel face is available, possibilities are limited for mechanised tunnelling using a tunnel boring machine (TBM). An approach, already formulated in 2005, is used that produces digital photographs through openings in the cutting wheel of a TBM and merges them into a circular three-dimensional image. The 3D image is then used for geometric rock mass characterisation purposes including geological mapping, for example to measure spatial orientations or determine joint spacing. In the paper the basic concept is described together with first results from a pilot test.INTRODUCTIONA three-dimensional image unites digital photographs with spatial information on the objects/surfaces it shows. Since they combine geometric and visual information they are a straightforward source for geometric rock mass analysis and geological mapping. Their obvious benefits among others are: (i) they allow spatial measurements even in inaccessible regions, (ii) they provide objective and reproducible records of the rock mass conditions, and (iii) they increase working safety (Gaich et al. 2004).Pre-requisite for the generation of 3D images is the acquisition of at least two photographs from the region of interest. From the photographs the imaged object surfaces are reconstructed by means of image analysis using methods from photogrammetry (Slama, 1980) and computer vision (Hartley & Zisserman, 2001). See also Figure 1."

Jan 1, 2015

By A. M. Glendinning

"IntroductionLocationTHE PROPERTY of Aunor Gold Mines, Limited is in Deloro township, Ontario, about three miles southeast of the town of Timmins. It consists of a group of eleven claims located between those of Buffalo-Ankerite Gold Mines, Limited, and Delnite Gold Mines, Limited.GeologyThe ore zone at the Aunor mine consists of a narrow band of fine grained pillowed andesite, irregular bands of 'brown to green carbonated andesite, and lenticular bodies of quartz feldspar porphyry. The zone strikes N.80°E., dips 60 North, and has been traced for 5,000 feet across the property. It varies in width from 0 to 250 feet and is bounded on the north and south by masses of dark bluish-grey tale chlorite schist. These schist bands have widths up to 500 feet.The ore occurs in a series of parallel and branching veins confined to the limits of the zone. These veins tend to terminate and die out on the footwall schist contact, striking generally parallel with the ore zone. In wide sections of the zone, 150 to 250 feet, the veins range in width up •to 3.5 feet and may occur in two or three horizons across the width of the zone, each mineable independent of the other. They tend to dip a little flatter than the general dip of the zone. Where the zone is narrow, the veins are so closely spaced and numerous they can be mined together and in some places the complete zone has been mined from schist to schist."

Jan 1, 1953

The work described herein is the opening phase of an extensive system of underground excavation undertaken under contract with a Malayan authority.The specifications called for the lining of all tunnels in earth or broken rock with circular segmented cast iron lining, similar to that of the London tubes, and it is the installation of these linings which it is proposed to discuss.Owing to the long deferred delivery quoted and the obvious need for speed of access to the internal installation, it was decided to defer driving the completed circular section and substitute two small timbered headings.These could later be opened out in turn to full section and lined without prejudice to traffic, since both of them had access to the internal workings.NATURE OF ROCKThe rock series through which the circular sections were driven consisted of:(a) A wide zone of intrusive porphyritic granite, consisting generally of orthoclase phenocrysts in a ground mass of micro pegmatite. This area showed advanced weathering, varying from a stage showing slightly tinted kaolin containing approximately 20% of small boulders to one of ultimate decomposition to pure kaolin;(b) A narrow zone of weathered augite diorite, consisting of rock masses of a maximum weight of some 100-150 tons, isolated by clay seams up to 1 ft. 6 in. in width.The whole area was in a state of quasi-hydrostatic equilibrium, which resulted in heavy pressure immediately after excavation. Freshly broken faces would appear to be quite solid but, within a few minutes, would commence to sweat and "slab off" under pressure and, unless support was placed promptly, the whole face would burst out and run from above. Mucking was slow, owing to the plastic nature of the clay and the ease with which it puddled into slurry.In zone (b) a good deal of trouble was experienced because of the fact that the somewhat heavy blasting necessary tended to cause movement of the large rock masses. Subsequent scouring out of the supporting clay bands by the waterflow permitted settlement of the ground on to the timbers and many reinforcing sets were therefore required.The timbering of the pilot headings and its relation to the cross-section of the circular tunnels is shown in Fig. 1. Top and side spiling was driven in the ordinary way, but in bad ground intermediate sets and breast boards had to be placed. These sets were usually withdrawn after the...

Jan 1, 1941

By Baron Miya, Keith Hanks, William Edgerton, Francis Fong

The City of Los Angeles capital improvement program includes the construction of a new 35-km interceptor sewer. This sewer will be built as a deep tunnel with finished diameters ranging from 2- to- 4 meters. The project will be constructed concurrently in two phases; an 18-km East-West and a 17-km North-South segment. The new sewer provides additional conveyance capacity for an existing deteriorating sewer that is scheduled for rehabilitation. Large sewage spills during the El Niño storms of 1998 resulted in a Cease and Desist Order that established an aggressive schedule for the completion of the project.

Jan 1, 1999

By Dave Kay, Young-Suk Song

To meet the needs of South Korea's rapidly expanding economy, a large number of infrastructure projects are under way to improve transportation efficiency within the nation. These projects include high-speed rail links between major population centres and improvements to the road network. Being densely populated and geographically mountainous, infrastructure development in Korea requires a significant amount of tunnelling. Owing to the predominantly hard granitic nature of rock, drill and blast is the preferred method of tunnel advance. The Korean tunneller, however, faces the same pressures as those of his international counterpart in that both cost and production targets need to be achieved while meeting expectations of both community and regulator.

Jan 1, 2005

By Pedro Alejandro Samané Tuni

El presente texto describe las soluciones que disponen los geólogos e ingenieros para actuar de forma adecuada en la planificación, diseño y construcción de los proyectos, así como se muestran los errores de concepto que todavía persisten cuando se usan las clasificaciones geomecánicas.

May 1, 2013

By R. W. Jenkins, O. J. Neslage

The need for mechanized drilling to decrease mining costs has resulted in the development of the jumbo from column-and-bar drill carriages to hydraulically controlled jib jumbos. Resultant savings from use of improved jumbos have been high enough usually to retire the machinery investment within a year. The jib jumbo unit has been applied successfully to development and preparation programs and flat-bedded stopes, and an even wider field is forecast for its use.

Jan 1, 1950

By Ping Zhang, Shahram Mozaffari, Andreas Ylmefors

The risk associated with mining induced seismicity and the related rock bursts has become one of the major threats to the safety and sustainability of mining at the Kiirunavaara mine. The causes of mining induced seismicity at the Kiirunavaara mine are very complex and have affected our understanding on the source mechanisms of seismicity and further the mitigation of the seismic risk. Detailed analysis of historical mining induced seismicity at the Kiirunavaara mine was conducted. The focus of this analysis was placed on the classification of large seismic events and the evaluation of the influential factors on the classified seismic events. 145 events with local magnitude larger than 1.5 that occurred between January 1, 2011 and March 31, 2021 were analyzed. For this analysis, seismic events located in the hanging wall were not included, as these have not been observed to cause large damages to the mine itself. It was found that the magnitude of the events had good correlation with the stress change in relation to the production location. The seismic events were classified as mining-front associated, ore-pass associated, mining-front and ore-pass associated and others, according to their hypocenter location. Most of the mining-front associated events, concentrated around the production levels and slightly above and below them, generally correlated with shear cracks, and most of them occurred when the ore flow between two production levels started. The numerical modelling showed that slip of the geological discontinuity, due to unclamping between hanging wall and footwall, could be the major causative mechanisms, which further supports this finding. The ore-pass associated events are located close to the ore passes. Large seismic events located between ore passes have the source mechanism of both fault-slip and non-shear, but events located at the outer side of ore passes were all fault-slip type. By checking with the ore pass scanning data, it was concluded that the most of the events located between ore passes could be pillar bursts. An elastic core concept has been then used to define a critical pillar width. The paper is not intended to be prescriptive but rather to initiate discussion of the possible classification of seismic events at the Kiirunavaara mine and to present new perspectives of the causes of the seismicity for improving the present seismic risk management.

Apr 26, 2022

By Nick Barton

The ability to estimate that support is unnecessary for various dimensions of opening in certain rock mass environments is of particular relevance in the mining industry, where most excavations are not expected to remain open indefinitely. As Hoek1 observes: "the basic aim of any underground excavation design should be to utilize the rock itself as the principal structural material, creating as little disturbance as possible during the excavation process and adding as little as possible in the way of concrete or steel support". Approximately two hundred case records have been analysed for the purpose of determining the amount of permanent support normally used when a given span is excavated in known rock mass conditions Some thirty cases concerned unsupported openings. Excavations that can stand unsupported appear to have certain common characteristics as regards rock mass quality. However, the mechanical properties of the rock mass are not the only factors controlling the choice of design. The dimension of the opening (span or height) and the type of excavation are two important variables.

Jan 1, 1975

By R. H. Beaton

"About 1905, a plant was constructed at C1ayburn, in the Lower Fraser valley, 4'5 miles east of Vancouver, to process shales from Sumas mountain into heavy clay products. In time, mining operations were found to be more favourable on the opposite side of the mountain, and by 1913 a plant, which soon became the centre of activities, was completed at Kilgard. Destroyed by fire in 1949, the plant was rebuilt on modern lines, and a second plant was established at Abbotsford, six miles to the west. The Company, from its beginning, has grown with development of the Province. In recent years, operations have kept abreast of latest developments, particularly in materials handling. Latest innovation has been the complete conversion of fuel from Bunker C oil to natural gas. In 1957 the Company became associated with Harbison Walker Refractories, Limited, a leader in its field in the United States, and its title was changed from Clayburn Company, Limited, to Clayburn-Harbison, Limited. Currently, the Kilgard plant produces sewer pipe, agricultural tile, and flue liner; the Abbotsford plant, refractories and facebrick. Improvement of products and development of new ones are tasks of a recently-completed testing and research laboratory.Almost all ware produced is marketed in Western Canada or Washing-ton State. The Vancouver area absorbs the bulk of structural clay products."

Jan 1, 1959

By Florence Munter

This paper provides a discussion of the various federal and state laws governing water quality as related to mining operations. The specific laws addressed are the Clean Water Act, and the Arizona Mined Land Reclamation Act. Topics that will be addressed are mine water and process water discharges, storm water discharges, pollution prevention, dredge and fill, spill prevention control and countermeasure plan, and surface water protection. Proposed changes to the laws and regulations will be discussed. Compliance strategies will be suggested to prevent potential noncompliance and enforcement.

Jan 1, 1996

By Verya Nasria, William Bent, William Hogan

"The South Hartford Conveyance and Storage Tunnel (SHCST) project is a significant component of the Hartford Metropolitan District’s (MDC) long-term control plan (LTCP), which is overseen by the Connecticut Department of Energy and Environmental Protection (CTDEEP). This project will address a portion of the MDC’s Clean Water Project (CWP), which will reduce combined sewer overflows (CSOs), eliminate sanitary sewer overflows (SSOs), and reduce nitrogen released into the Connecticut River. The purpose of the SHCST project is to eliminate West Hartford and Newington SSOs, eliminate Franklin area CSOs discharging to Wethersfield Cove and minimize CSO discharges to the South Branch Park River. The locations of each overflow are shown in Fig. 1. In 2010, the district prepared a preliminary design report (PDR) for the SHCST project, which included relief of the Folly Brook trunk sewer and proposed to keep the tunnel boring machine (TBM) retrieval shaft within the city limits of Hartford. Figure 1 shows the 2010 PDR recommended tunnel route. Subsequent to the PDR, the objectives of the SHCST have slightly shifted. In accordance with ongoing revisions to the LTCP, relief of the Folly Brook Trunk Sewer is no longer necessary. Additionally, the MDC has decided to perform less sewer separation in the Franklin Avenue drainage area. To replace the sewer separation, new relief points are proposed within the Franklin area and will be diverted to the SHCST. Figure 1 also shows the current recommended tunnel route (Alignment F). During 2012, the MDC conducted an evaluation of the potential of connecting the proposed North Tunnel (originally proposed as an independent tunnel with its own pump station) into the South Hartford Conveyance and Storage Tunnel. This evaluation concluded that the two proposed tunnels could reasonably be connected together and operated as a single tunnel system utilizing the tunnel pump station at the eastern terminus of the South Hartford Tunnel (Fig. 2). It also was concluded that this alternative was less costly than two independent tunnel systems."

Jan 1, 2014

By J. C. May, G. M. Elliott, J. J. Brady

Increased clearance was required in two railroad tunnels that were built about the time of the Civil War. Clearance infringements, whether they be excavation tights or caused by ice accumulation, reduce tunnel serviceability. Achieving increased clearance often means disturbing the ground and old ground support structures. Access and transportation needs dictate how and when the work can be carried out, and strongly influence the design approach and the methods used by the contractor to execute the work. This paper explores the pertinent considerations of the owner, the designer, the field inspection team, and the contractor in bringing this project to a successful conclusion.

Jan 1, 1997

By M Hawkins

The Clem Jones Tunnel (formally known as the North-South Bypass Tunnel), a A$2.88 billion road tunnel project in Brisbane, Queensland, was successfully completed almost seven months ahead of schedule. The project included two parallel 4.7 km long road tunnels, 740 m of intermediate roadway access ramps and two auxiliary ventilation tunnels. The tunnels incorporate intelligent tunnel systems, best practice fire and life safety standards and typical civil tunnel elements.Over the duration of the project the Parsons Brinckerhoff (PB) and AECOM (formally Maunsell) design joint venture (MPB) were Lead Designers to the Leighton Contractors and Baulderstone Bilfinger Berger Joint Venture (LBBJV). Construction of the toll road commenced in September 2006 and was completed in March 2010, with the tunnel opening then. Contributing to the success of this project was the continued support the lead designers gave throughout the construction period.This paper will focus on some of the structural elements that contributed to the success of the project – in particular the cable tunnel structure, a small precast, culvert shaped element under the pavement of the mainline tunnel, and the fit-out of the Gibbon Street shaft which were designed to be constructed in a combination of precast and in situ concrete.The cable tunnel was incorporated early in the design phase and runs the length of much of the tunnel. This paper will outline the challenges faced by the designers with implementing this system which provided significant construction advantages, among which were being able to install a separate ventilation duct during construction and to start fitting out the mechanical and electrical conduits and drainage system while tunnelling was still underway.The Gibbon Street shaft had a length and width of 20 m by 40 m and an overall depth of 38 m. A 20 m high structure of precast and in situ concrete was constructed in the base to accommodate mechanical and electrical equipment and provide a take-off access for the southern ventilation tunnel. The construction purpose for this structure was to provide a junction between the tunnel boring machine (TBM) and the roadheader-style tunnels, a staging platform for commencing the roadheader tunnelling, and a platform where the TBMs could be dismantled and removed.The design was assessed and reviewed many times throughout the construction process to address the needs of each of these stages. Innovative use of precast concrete was used to minimise construction time.Additionally, the designers provided support to the construction team from the time of design completion through to the tunnel opening. This meant that the changes to the design and adjustment of construction loadings could also be assessed. The fi nal outcome resulted in an efficient construction sequence and a project that has provided an excellent outcome for the client, stakeholders and community.

Mar 8, 2011

By F. Chavan

1. Introduction The new Cleuson-Dixence development project in the Valais region of the Swiss Alps, involves the construction of a new link between the Grande-Dixence dam (still world recordholder with a height of 300 m) and a power house on the banks of the Rhone consisting of approximately 20 km tunnels and shafts, and involving a fall of about 1900 m. This 1200 MW project will replace an existing 900 MW structure built in the 1960s, no longer considered efficient. The new project comprises a head race drift about 15.8 km long, a surge tank, an inclined cascade shaft 4,2 km long, and an underground power station. The work for lots C and D (head race drift from Tortin to Tracouet, surge tank, six adits ans the complete inclined shaft) was awarded to our group (Prader, Locher, SELL, Losinger, Evéquoz, Dénériaz, Imboden and Bouygues). The geological conditions are: Lower part of the shaft (300 m) : sedimentary - sandstone and soft tertiary sandstone. Middle and upper part (2600 m) : metamorphic - upper and lower carboniferous, interrupted by triasic chipping. The horizontal section (7 km) consists of mica

Jan 1, 1995