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By P. J. Petit

"The complex planning required to achieve any planned production yields multiple and dissociated responses over the life of project (LOP). The customary decision-making process negates the possibilities of developing optimized and integral solutions from operating levels up to business and strategic levels. This results in an inefficient project or overall underperformance of the operation.In the project setting, disconnected trade-offs and improved performance studies become inadequate, because they are site-specific and use only a few comparative parameters. They are often based on a small data-set.Decisions taken to achieve overall objectives require the correct determination and dissemination of key performance indicators (KPIs). The KPIs indicate efficiency in operation, whereby the marginal rate of technical substitution corresponds to the rate of production. It is the necessary condition for optimization. Performance realization for sustainability follows optimization modelling, the latter often being presented with financial results such as business net present value (NPV). It considers techno-financial constraints and provides a strategic and aligned outlook of KPI decisions for an enhanced and integrated outcome.This paper explains a mining case study that is rendered efficient, and through business optimization (BO) short-term and sustainable targets are reached. Business optimization increases the NPV by 14.7%. This is achieved by challenging conventional decision-making associated with maximizing business value by including environmental externalities within the LOP."

Jan 1, 2016

By Joe Hachey, Jerry Dorn, Jeff Schutt, Derek Penrice

"Sound Transit’s East Link Project, a $3.7 billion (2015 $), 14-mile light rail extension, will connect downtown Seattle with the rapidly developing east side cities of Bellevue and Redmond. Among the most technically challenging aspects of the Project is the 2,435 foot long Downtown Bellevue Tunnel (DBT), which will be constructed through the central core of Bellevue underneath 110th Avenue NE using a combination of Sequential Excavation Methods (SEM) and cut and cover tunneling. The 1,980 foot long central SEM component of the DBT will be mined at shallow depth through challenging and complex geology, comprised of glacially overconsolidated soils, containing both regional and perched groundwater conditions and in close proximity to existing high rise buildings. The paper shares lessons learned from the planning decisions and risk based approach to the investigation, design and procurement processes which shaped the DBT configuration and enabled a successful transition to the project’s construction stage. INTRODUCTION The East Link Project is a voter-approved $3.7 billion (2015 $), 14-mile extension of the existing Sound Transit (ST) light rail transit (LRT) system from downtown Seattle, across Lake Washington via I-90, to the cities of Bellevue and Redmond on the east side of Lake Washington. With targeted completion in 2023, East Link will provide riders with an efficient and reliable connection between the largest population and employment centers on the east side and downtown Seattle. The project alignment is indicated in Figure 1 below.ST completed the Preliminary Engineering (PE) phase of the East Link project in late 2011. Subsequently the final design contract for the easternmost seven miles of the project was awarded to the H-J-H Team, a joint venture comprised of HNTB, Jacobs Engineering and Hatch Mott MacDonald in February 2012. H-J-H’s final design scope includes approximately 7 miles of double-track LRT between the east end of the I-90 East Channel Bridge and the Overlake Transit Center Station. While the project scope is extensive and diverse, the focus of this paper is the DBT. The DBT is located immediately north of the East Main Station, and travels approximately one half mile through downtown Bellevue under 110th Avenue NE between Main Street and NE 6th Street; terminating at the Downtown Bellevue Transit Center (BTC) Station. The location and extent of the DBT is indicated in Figure 2."

Jan 1, 2016

By Jiang Su, Michal Uhrin

"The use of composite linings, consisting of permanent sprayed primary and secondary linings with a sandwiched spray applied waterproofing membrane is expected to improve efficiency and reduce lining thickness, but it also brings complex primary-secondary lining interaction. This issue is further complicated by the uncertainty regarding the long-term behavior and parameters of the sprayed concrete–sprayed membrane interface.This paper aims to address this issue by presentation of a series of numerical analyses of a typical shallow SCL tunnel in soft ground with a range of design assumptions on the interface behavior: (1) compression only; (2) compression and tension; and (3) compression, tension, and shear.The results demonstrate that the assumed interface behavior has a significant impact on the primary-secondary lining interactions. A design approach of ignoring the tension and shear bond at the interface may not be conservative particularly for serviceability. This paper explains the rationale behind these conclusions and discusses the implications for design.INTRODUCTIONSprayed Concrete Tunnel Lining SystemsSprayed concrete linings (SCL) have been used in conventional tunneling for decades. However, details of SCL systems may differ to a large extent depending on ground conditions and specific tunneling methodologies.In hard rock conditions, for example, drill and blast excavation is typically supported by rock bolts and sprayed concrete (NGI 2014). Such tunnels are usually designed fully drained and the above-mentioned support elements considered permanent without the need for a further inner liner. Therefore, there is no structural interaction between separate lining shells to consider.In conventional tunneling in the European Alps, a double shell lining is typically utilized, consisting of an outer (primary) sprayed concrete lining and an inner (secondary) cast-in-place concrete lining, separated by a waterproofing system. The primary lining normally includes rock bolts and may include other support elements. The waterproofing system is usually based on a plastic membrane and a geotextile fleece. The tunnel may be designed fully or partially drained or fully undrained. Although there are two structural lining shells interacting, investigation of such interaction is generally irrelevant to designers because the primary lining is considered only temporary (fully sacrificial in the long term). An overview of reasons for this assumption is given, for example, by Lemke (2014). The secondary lining is designed to resist all foreseeable loads on the tunnel. The primary lining may, in reality, interact structurally with the secondary lining during the life span of the tunnel. However, since the secondary lining design must cover all possible (extreme) scenarios, investigation of such interaction does not bring any value to the design."

Jan 1, 2016

By Brian T. Hamilton, Richard Piliounis, Cian Murphy

"The Eglinton-Crosstown Light Rail Transit line is a 19-kilometre corridor with a 10-kilometre underground portion currently being constructed by Metrolinx in Toronto through a densely populated urban environment. Tunneling works are being completed through two separate design-bid-build contracts that include consideration for a phased handover to a follow on contractor who will take ownership of the tunnels, including warranties, and will complete the stations and remainder of the system through a PPP delivery model including maintenance of the system for 30 years. Warranty provisions, settlement apportionment, tunnel leakage, potential delays and conflicts between contractors are just some of the risks the team managing tunnel contract integration had to consider when developing the PPP contract. This paper will present an overview of how these risks were assessed and allocated through the contracts and the strategies adopted to minimize risks to Metrolinx while ensuring successful procurement was maintained. INTRODUCTION The Big Move is a 25 year, $50 billion ($-CAD) plan for coordinated and integrated transportation in the Greater Toronto and Hamilton Area (GTHA) in Ontario, Canada. This plan has been initiated by Metrolinx, a division of the provincial government of Ontario, and its vision, goals and objectives are rooted in creating a high quality of life; a thriving, sustainable and protected environment; and a strong, prosperous and competitive economy for the GTHA. The Big Move will triple the length of rapid transit service in the GTHA to 1,725km, significantly increase the percentage of the GTHA population living within two kilometers of rapid transit, reduce commute times to an average of 77 minutes per person per day and decrease greenhouse gas emissions from passenger transportation per person by 29%. Work is currently underway on several projects and more than $16 billion ($-CAD) of the planned investment has already been committed. A key project that forms part of this commitment is the Eglinton Crosstown Light Rail Transit (LRT) Project which is being delivered in the City of Toronto under Metrolinx’s Rapid Transit (RT) Program. This complex and sizeable undertaking has been broken into a number of separate contracts comprising: LRT Vehicles contract; Eglinton West Tunnels Project; Eglinton East Tunnels Project; and a Public-Private-Partnership (PPP) contract to complete the underground stations, at-grade stops, all rail infrastructure and systems and to maintain the entire system for 30 years. The PPP contract, which includes an initial capital portion of approx. $5.1 billion ($-CAD), has recently been awarded to Crosslinx Transit Solutions, a Special Purpose Vehicle (SPV) consortium comprised of SNC Lavalin, Aecon, Dragados and EllisDon."

Jan 1, 2016

"The Industrial Comminution Efficiency (ICE) working group, part of the Global Mining Standards and Guidelines Group (GMSG) has engaged a large number of industry professionals representing mining companies, equipment vendors, consultants and metallurgical laboratories with interests and capabilities in the comminution field. These participants have collaborated to develop three guidelines for the assessment of the efficiency of mineral comminution circuits. Two of these guidelines deal specifically with power based modelling techniques to quantify energy efficiency using widely practiced techniques, those developed by Bond (1961), Rowland and McIvor (2009), and Morrell (2009). The third guideline deals with the sampling and surveying of grinding circuits as is required to provide the necessary information, at appropriate quality, to furnish the efficiency analysis promoted by the first two guidelines. This preprint will focus on the Guideline on Methods to Survey and Sample Grinding Circuits, which is currently in the final stages of peer review and finalization by the GMSG. INTRODUCTION It is important to make a clear distinction on the scope of work of the GMSG guideline for sampling grinding circuits. Many mineral processing practitioners are familiar with the sampling and surveying of comminution circuits, in particular grinding circuits, for performance diagnosis and the identification of optimization potential. These surveys often provide information for population balance modelling of individual comminution and classification unit processes, and as a result require a large amount of information to calibrate and validate the unit models. As a result these surveys are labour intensive, somewhat expensive depending on internal capabilities of the mine site or company, and have a long time span from initial planning to final reporting. They also require a high level of expertise to process the survey data, simulate the circuit and make sensible recommendations on follow up actions. As a result of these factors full grinding circuit surveys are not a common occurrence at a large number of facilities, and several years may pass before follow up surveys are conducted. In the ensuing gap between surveys, the efficiency of the grinding circuit must often be taken on faith, and this is considered an unacceptable lapse in an environment of strained natural resources and low commodity prices. To support the rapid and productive energy efficiency analysis being promoted by the ICE working group, a much simplified survey and analysis process is required. The process reflected in the GMSG guideline is indeed more conducive to frequent analysis, at a skill level that is well within the capabilities of the average plant metallurgist. As a result it becomes feasible to conduct mini-surveys of plant performance, which can be used to quickly and precisely diagnose the high level impact of process changes. It can also be manipulated by experienced practitioner to provide sufficient information for modelling of the circuit to estimate the impact of process changes, supporting an initial rate and rank exercise to focus plant optimization efforts."

Jan 1, 2016

By Niels Verbaan, Ernesto Bourricaudy, Ronald Molnar, James Brown, Sunil Jayasekera

"SGS Minerals commissioned an internal R&D program to develop in-house expertise to design, set up and operate REE separation pilot campaigns at its Lakefield, Canada site. A team approach was used that included expert consultants in the field of REE separation as well as in-house expertise supported by the on-site Analytical Laboratories.A mini pilot scale SX circuit was designed and constructed consisting of several modular banks of 30 stages each. About 80 stages of mixer-settlers were used to separate Pr and Nd from La and Ce contained in a synthetic REE chloride stream simulating the raffinate from an initial La-Nd|Sm-Lu+Y separation.Two pilot campaigns were operated totalling 25 days of 24/7 operation with 99.4% plant availability in the final 20 day campaign. Purities of > 99.9% in the Pr-Nd strip liquor and > 99% in the La- Ce raffinate were achieved and simultaneously sustained in the second campaign for prolonged operating periods. Key to controlling and adjusting the circuit was the rapid assay turnaround (as low as 2 hours) provided by the on-site SGS analytical lab. This permitted the operating team to modify conditions and observe the effect of changes relatively quickly considering the large number of stages. A portable XRF analyser was also used to track evolving assay trends in the circuit. The small physical size of the circuit enabled longer operation with a limited amount of sample.This paper discusses the design of the circuit, operating conditions, some of the key operating factors and controls and results obtained.INTRODUCTIONSGS Minerals commissioned the design of and built a solvent extraction (SX) pilot plant for the separation of rare earth elements (REE). The plant consists of a battery of 120 mixer-settlers set up in a dedicated piloting facility.The purpose of the programme was to develop capabilities and in-house expertise in REE SX separation technology. The program aimed to establish operating procedures, sampling regimes, and analytical methodologies and protocols for this type of process/plant. A team comprised of SGS personnel and several external consultants with prior industrial and REE separation piloting experience was assembled to achieve these objectives."

Jan 1, 2016

By E. McCullough

"Fostering positive community relations is a principal tenet of sustainable development, but conflict can test even the strongest of relationships. While conflict surrounding resource development projects has the potential to be destructive, it may actually pose opportunities for partnership and collaboration when managed effectively. It is therefore not only important for mineral resource professionals to recognize the financial and social costs associated with legal disputes among project stakeholders, but also for them to prioritize resolving social conflict using alternative channels that allow for win-win outcomes. A variety of dispute prevention and resolution techniques do exist, but successful practice is not yet the norm. Here we review the sources and consequences of social conflict in the context of mining projects, and discuss typical and alternative approaches to conflict management in light of their respective benefits and drawbacks. We also suggest implementation of conflict resolution lessons into resource-related university curricula as a critical step in the continued shift of the mining industry towards sustainable development. INTRODUCTION Social conflict is a recurring phenomenon in the human experience and serves as a critical mechanism for change [1-5]. It occurs when two or more parties perceive that their needs and interests are in direct competition with each other and believe they cannot be reasonably accommodated. Conflict over mineral resource activities, particularly the distribution of benefit and risk, has become an omnipresent issue throughout the world [6-7]. Contrary to common perception, however, conflict can be a positive, transformative encounter in some instances [2, 8-11]. For this to be possible, society and its acting agents must reconsider how to address conflict. What if conflict were only a challenge to try something different? It is well-understood that the mineral industries must manage an increasingly significant volume of social conflict [12-13], which can be a costly externality impacting all of whom are involved. We commonly consider conflict in a two-party sense, but this deeply over-simplifies the true number of stakeholders. Besides mining companies and community members, government policymakers and regulators, public interest groups, and judicial systems, to name a few, bear the social expenses of poorly-managed conflict [4, 6, 12, 14-22]. It is desirable for interested parties to participate actively in a constructive way to pursue their needs rather than contributing to adversarial relationships, operational problems, and legal costs [1, 4, 12]. Some mining companies are of course already working to develop more productive relationships with their stakeholders, but there is undoubtedly still a gap between ideal and common practices. This gap can inhibit collaboration and threaten the potential for mutually-beneficial resolutions to complex social issues [12]."

Jan 1, 2016

By D. Beneteau, D. Milne

"Advances in technology provide educators with valuable tools to enhance their teaching and efficiently deliver content to larger audiences. University educators are often encouraged to become more “research intensive” and to increase student enrollment. Faced with these pressures, there is a tendency to use technology to improve teaching efficiencies rather than to enhance existing teaching approaches. Practical learning in applied engineering courses would suffer greatly if hands-on experience is not emphasized. This paper discusses advantages and limitations of new technologies applied to learning, and methods to incorporate more hands-on experiential teaching techniques to applied mining engineering courses.RÉSUMÉ Les avancées technologiques fournissent aux éducateurs des outils intéressants pour rehausser leur enseignement et livrer efficacement de la matière à de grands auditoires. Les éducateurs universitaires sont souvent encouragés à devenir plus « axés sur la recherche » et d’augmenter l’inscription d’étudiants. Face à ces pressions, il y a une tendance à utiliser la technologie pour améliorer l’efficacité d’enseignement plutôt que de rehausser les approches existantes d’enseignement. L’apprentissage concret dans les cours d’ingénierie appliquée souffrirait grandement si l’accent n’est pas mis sur l’expérience pratique. Le présent article discute des avantages et des limitations des nouvelles technologies appliquées à l’apprentissage et des méthodes pour incorporer plus de techniques expérimentales pratiques aux cours de génie minier appliqué."

Jan 1, 2016

By G. M. J. van Heerden, R. C. W. Webber-Youngman

"This article describes the re-engineering principles applied in the design of a personnel transportation system for the Bafokeng Rasimone Platinum Mine in the Rustenburg area of South Africa. It incorporates conveyor belt travelling, chairlift operation, and also includes consideration of proposed changes/modifications to the existing conveyor belt infrastructure.The purpose of the project was to identify, through a process of evaluation, the appropriate option and/or combination of transportation options that would be safe in terms of personnel transportation as well as cost-effective. Alternative measures for transporting personnel (not using belt riding) would have a significant positive spin-off, increasing the availability of the belt and thereby increasing production. This paper explores the feasibility of interventions that would improve safety through eliminating risk associated with personnel transportation as well as contributing towards improving the mine’s position on the cost curve.The design in consideration at the Bafokeng Rasimone Platinum Mine consists of two shaft systems, namely the North Shaft and South Shaft, each comprising twin decline shafts. One of the decline shafts is equipped with a conveyor belt for rock and personnel transportation, and the other with a winder for trackbound material transport. The conveyor belt has been used for personnel transportation since the commissioning of the shafts. The conveyor belt is equipped with platforms for personnel getting off and on the belt and a number of safety devices designed to ensure safety while travelling on the belt. Intensive training in the practical aspects of belt riding is given to every person, and unsupervised riding on the belt is permitted only once belt riding competence is demonstrated. Despite this, the safety results were poor, with 106 injuries between 2006 and May 2013. Fortunately, no fatalities were reported during this period.An investigation of alternative means for personnel transportation or engineered solutions to the current conveyor belt infrastructure in the safest, most effective, and most economical way was therefore needed. There was a major risk of safety-related stoppages being imposed following another belt accident/incident. This would prevent the mine from transporting personnel underground by belt and result in major production losses. From the commissioning of the Phase 2 shaft deepening project on both shafts, dedicated chairlifts have been used for personnel transportation as opposed to the conveyor belt installed in the Phase 1 area. The chairlifts have been in operation since 2004 and no chairlift-related incidents have been recorded thus far. According to safety statistics, it is clear that the chairlift is the safer method for the transportation of people in the shaft.To fulfil the objectives/scope of this study, it was recommended that both primary (new chairlift decline with infrastructure) and secondary options (modifications to the current conveyor belt infrastructure) be considered for implementation on both the North Shaft and South Shaft to reduce or eliminate accidents/incidents as a result of belt transportation. The associated capital expenditure would be approximately R200 million. Considering the future impact on the business as a whole, this would definitely be capital well spent."

Jan 1, 2016

By Richard Giffen, Michael Trabold, Pablo Lemus

"As part of the new 2nd Ave Subway Project, an existing tunnel constructed in the 1970’s will be connected to the new subway and used as new running tunnels. The existing tunnel had to be modified to comply with newer structural and fire life safety codes and to be connected to the new cut and cover station at 96th St. This paper will discuss the complexities of tying an existing tunnel constructed over 40 years ago into the new station and allowing for movements due to the unloading of the existing tunnel and the differential settlement of the two structures during both the construction and permanent condition. Topics that will be discussed include structural analysis, ground improvement techniques, selection of support of excavation walls, working in contaminated soil and instrumentation and monitoring of the structures. It will also cover retrofitting the tunnel to comply with updated Fire/Life/Safety requirements. PROJECT OVERVIEW The Second Avenue Subway (SAS) will be the first major expansion of New York’s subway system in over 50 years. To be constructed in four phases, it will run from 125th St. in Harlem to Hanover Square in the Financial District (see Figure 1). For most of its length, the alignment is directly under the Second Avenue roadway."

Jan 1, 2016

By Bruce Hebblewhite, Jim Galvin

"A coal burst occurred on 15 April, 2014 at the Austar Coal Mine, located west of Newcastle, NSW, Australia. The burst resulted in fatal injuries to two men working as part of the mining crew at the development face. At the time, a continuous miner was being used to mine a longwall development gate road through heavily structured coal, at a depth of approximately 550m. A number of pre-cursor bumps had occurred on previous shifts, emanating from the coal ribs of the roadway, in proximity to the coal face.This paper reviews the geological, geotechnical and mining conditions and circumstances leading up to the coal burst event; and presents and discusses the available evidence and possible interpretations relating to the geomechanical behaviour mechanisms that may have been critical factors in this incident. The paper also discusses some key technical and operational considerations of ground support systems and mining practices and strategies needed for operating in such conditions in the future.INTRODUCTIONAustar Coal Mine is an underground longwall coal mine located near Cessnock in the Hunter Valley of New South Wales (NSW), Australia and is the only underground mine still extracting the Greta Seam in this region. The mine was the first in Australia to adopt the Chinese-developed Longwall Top Coal Caving (LTCC) method for thick seam extraction. Typically seam thickness ranges from 4m to 7m and depth of mining from 480m to 560m, with future mining planned down to depths of up to 700m, making it one of the deepest operating coal mines in Australia.On 15 April 2014, a pressure burst occurred in the left hand rib at the active mining face of B Heading, 2 to 3 cut-through, Maingate A9 panel, during development of the gateroads for the ninth longwall top coal caving panel. Strata in the general vicinity was affected by disturbed geology and multiple geological structures. Figure 1 shows a section of the mine plan as at October 2014 (six months after the accident), indicating the current longwall extraction panel (AS) and the development panel A9 where the accident occurred. (Note: Neither development nor longwall face positions changed significantly between the time of the accident and the date of this plan). At the time of the accident the current longwall face was in excess of 1,000m away from the Maingate A9 development panel face position."

Jan 1, 2016

By Willem P. C. Duyvesteyn

"Scandium International Mining Corp (SCY) has been involved in the commercial development of its Nyngan Scandium Project for about ten years. Various studies at a variety of global R&D organizations have been carried out in an attempt to define the deportment of scandium in both the limonite as well as the saprolite phases of Nyngan ore to assist with process development. Technologies such as sulfuric acid baking, high pressure acid leaching, sulfuric and hydrochloric acid atmospheric leaching and heap leaching have been extensively investigated both at the bench and pilot scale level to arrive at the most economic process flow sheet that will be discussed in some detail in this paper. Solvent extraction, ion exchange and other refining technologies have been tested and an optimum configuration has been established for the Nyngan project which is expected to be the first primary scandium mine and metallurgical plant in the world.Because of a lack of product availability the current scandium market is limited to less than 20 tons per year. Technologies have been identified to produce product with different specifications for aluminum alloys and solid oxide fuel cell applications. Preliminary economics have identified that Nyngan will be a robust and low capital cost project that can readily be expanded as the size of the scandium market increases."

Jan 1, 2016

By Mary Ellen Bruce Large

"In partnership with California Department of Transportation (Caltrans), Federal Highway Administration (FHWA), and with support from International Association of Foundation Drilling (ADSC), Deep Foundations Institute (DFI) organized a workshop on quality assurance (QA) practices for acceptance of post-grouted drilled shafts in conjunction with DFI’s 40th Annual Conference on Deep Foundations. The 1½-day workshop was held on October 15-16, 2015 at the Oakland Marriott City Center in Oakland, CA.Post-grouting, in the context of this workshop and report, refers to the alternative design and construction of base-grouted drilled shafts wherein a grout distribution system is installed during construction and used to grout the base under pressure after the drilled shaft concrete has gained adequate strength, resulting in a stiffer axial-compression load-displacement relationship and additional possible ground improvement effects.The primary goals of the workshop were to•?Identify and summarize the state of the practice for design, construction, inspection, verification, acceptance criteria, reliability and performance of post-grouting.•?Identify gaps and needs in quality assurance that should be addressed for successful use of post-grouting.This report is structured to follow the workshop program: workshop presentations outlined the state of practice and views from owners, engineers and contractors on acceptance of post grouting methods for drilled shafts; and subsequent workshop discussions attended by a small invited group of participants focused on identifying areas of agreement and disagreement on post-grouting best practices, acceptance criteria, design and verification procedures, and inspection requirements. A partial list of attendees of the open and closed sessions is provided as Appendix A, and copies of presentations are included as Appendix B.FHWA and Caltrans are the primary audiences for this report, and its content will be used to develop a roadmap for deploying the findings into policy and practice. The secondary audience is the broader industry group, and the report content will be disseminated in a variety of formats."

Jan 1, 2016

By M. Younis, E. Comis

"The success of a tunnel project relies on many factors, but one of the most important is also the most overlooked: coordination by all parties involved during the design stages. This is particularly true of segment design and TBM design. Tunnel lining with segmental rings is usually designed according to the standards of reinforced concrete construction based on a given GBR. However, for TBM tunneling, the determination of loads during ring erection, advance of the TBM, earth pressure, and bedding of the articulated ring are all part of the tunnel lining design as well. TBM design can be heavily affected by the segment arrangement, dimension, and weight, but these are usually given as a fixed input to the TBM manufacturer—a process that can cause unnecessary complications. The authors propose that the industry evaluate the process as it stands. In order to find the optimum balance between lining design and TBM cost and operational workflow, both designs should be finalized concurrently. This requires coordination between the TBM manufacturer and segment designer from the early stages. The aim of this paper is to evaluate the influence of the segment lining design on TBM cost and performance, and to provide commentary on existing design guidelines to optimize lining and TBM procurement. INTRODUCTION The conventional project setup for tunnel lining design and the design and manufacture of the tunnel boring machine (TBM) should be coordinated in a timelier manner. It is widely acknowledged that the design of segments must consider the forces exerted by TBM rams during tunnel construction, but other inputs are most frequently provided to the TBM manufacturer as fixed parameters to design around. This paper describes other important factors in TBM design that impact not only the interaction with the segments, but also the construction of the tunnel in terms of overall production and even safety. For example, the segment width and tapering have direct influence on shield body length and thrust cylinder size. Furthermore, TBM geometry can also affect the backup (trailing gear) layout and length."

Jan 1, 2016

By Loic Galisson

"Urban tunneling projects are usually extensively monitored. Most of the instruments used rely on benchmarks providing a sustainable datum throughout the life of the project. The monitoring program also is based on a predicted model of deformation induced by specific construction methods. Events can interfere with those assumptions and eventually alter the stability of these datum. In addition, the anticipated ground conditions and hence the theoretical deformation model often differ from reality. Satellite Radar Interferometry provides useful information to overcome the weakness of the hypothesis made before construction. It is also a powerful tool to ensure the continuity of the monitoring program throughout the life of the project, accurately describing the true effect of the project on the surrounding environment. This paper emphasizes the benefits and limitations of this technique for urban tunneling applications, illustrated by examples of major tunneling projects around the world. MONITORING URBAN TUNNEL PROJECTS Why Monitoring? Retrofitting existing tunnels or constructing new tunnels – including access and retrieval shafts, portals and cross passages – implies an alteration of the neighboring soil structure. Excavating, dewatering, grouting, loading tie backs, etc. artificially modifies the natural equilibrium of the pore-water pressure, of the water table level and of soil stability. In many cases, the effects are immediate: ground loss, deformation of utilities, settlements of buildings, and distortion of infrastructure are a few examples resulting from construction activity.Instrumentation and Monitoring Scope To control and mitigate the risks of damage associated with the above effects, tunnel projects usually include an instrumentation and monitoring program. Depending on the level of geotechnical, structural and environmental risk, the magnitude of this program varies. Projects with a low exposure to risk may restrain the program to conventional methods such as limited topographical surveys and intermittent manual readings of geotechnical instruments. On the other hand, iconic projects with high risk or with controversial history may implement complex and extensive instrumentation plans, involving highly technical solutions such as Automated Motorized Total Stations (AMTS – see opposite Picture 1), Multi-Point Borehole Extensometers (MPBX), In-Place Inclinometers (IPI) and a wide series of fully automated geotechnical, structural and environmental sensors. In this case, all the devices are usually connected to field data loggers collecting raw data around the clock at frequencies ranging from days to seconds, depending on the sensors."

Jan 1, 2016

By David Oliveira

"INTRODUCTIONOne of the key drivers for the selection of a mechanized tunneling method in good quality rock masses is a good excavation advance rate. In order to achieve satisfactory advance rates, a good geotechnical performance of the rock grippers in main beam open tunnel boring machines (TBM) is required, besides other factors related to ground support and the performance of the cutter head.One well known potential issue of main beam gripper TBM is associated with the bearing capacity of the tunnel side walls while crossing fault zones or poor rock masses in general. Such a mechanism is similar to that of footings on rock and perhaps the most common problem associated with gripper performance. Depending on the quality of the rock, the rock under the gripper contact may experience significant damage and crushing (Figure 1), eventually affecting the TBM advance rate due to a lack of tunnel wall reaction/support. Such a mechanism is primarily dependent on rock quality, applied loads and gripper size.In the case of large diameter TBMs (e.g., D > 12 m), a second potential failure mechanism may arise associated with the loss of confinement within a rock pillar between twin tunnels, even in good quality rock but particularly in bedded sedimentary strata. Punching of the rock pillar may develop due to excessive shear along bedding partings and sub-vertical joints (Figure 2), particularly under a low stress environment. As a result, this mechanism is dependent on both the rock pillar width between twin tunnels and stress conditions around the tunnels, in addition to the previous factors described for the first failure mechanism."

Jan 1, 2016

By C. Pitzer

"Safety performance in many companies and even industries has stalled in the last decade. Accidents rates are at a “plateau” and yet, serious accidents and fatality rates are not. In more dramatic cases, such as in the BP Texas Refinery disaster, organizations that have “exemplary” safety statistics, suddenly have a catastrophic or multi-fatality event occurring. Classic examples are the Piper Alpha disaster and NASA’s Challenger and Columbia disasters, the BP’s Deepwater Horizon Rig disaster in the Gulf of Mexico. Looking into the causes of these accidents provides an insight into the events and deficiencies that led up to the accident, but what are the common features in the organization’s mindset, or its culture? What characterizes these organizations’ decision-making, their approach to safety and to risk and are there features that can be delineated? The research and review presented in this paper covers a period since1995, which started in the Australian resource industry and since then covered international events. The features of these organizations are summarized as the seven deadly delusions of near zero organizations (NZO) that suffered unexpected disasters, based on extensive research by the author. More recently, the massive West Fertilizer plant explosion in Texas, and the Train Disaster in Lac-Mégantic, Quebec, Canada underlined the same trends. Organizations may experience calamities not because they are bad, or unsafe, but because they have become “cult-like”. INTRODUCTION The train disaster of 6 July 2013, in the small town of Lac-Mégantic in Quebec, Canada, in which 47 people were killed, had many strange pre-cursorsso-called “black swan” events that have occurred in many different industries. Black swan events are so rare, that there is almost zero chance that they will ever occur again, but they are so calamitous that the responses to these are emotional and irrational, (but necessary) and in those responses, the seeds for other, different black swan events are put into place. It is not what we don’t do, or do wrong, that causes modern disasters, it is what we do. The same things in the culture that make us successful, may also cause the disasters. We slowly, incrementally and insidiously ‘float’ into disaster. One such Black Swan event: The Piper Alpha Oil Rig disaster, killing 167 men in the North Sea on the 6 September 1988, was one of the most pivotal events in safety around the world. It changed the thinking and focus of governments, whole industries and led to numerous books and papers. It resulted in new legislation, textbooks and a critical self-examination by the oil and gas industry."

Jan 1, 2016

By J. Bardinas

"The use of autogenous mills has become widespread, owing to their capacity and favorable capital and operating costs. Optimal operation of these systems is critical, given their high energy consumption and effect on downstream processing. A considerable effort has been spent over the years in the development of advanced control systems to achieve a better performance in this regard. However, despite significant advances, the problem still remains challenging, owing to the nonlinear behaviour of the system with respect to the mill variables, and, the unmeasured ore variability come from the mine.The mill load, in particular, can be seen as a state variable of the mill, which could be important for; modelling and control, and, important insights into the mill behaviour. In this investigation, time series cluster analysis was performed using online mill load measurements in order to identify the different control states of the mill. More specifically, this time series was divided into short non-overlapping segments. A distance matrix was set up for each segment and the information was captured by means of textural features, similar to that used in multivariate image analysis. These wavelet and grey level cooccurrence matrix features could subsequently be used to rapidly identify the normal operating conditions from the feed disturbances in the mill.In principle, the methods and models presented here, once suitably validated and calibrated, could be used in online process monitoring of autogenous mills. They also could serve as a foundation for developing more advanced process control models."

Jan 1, 2016

By E. Yan, M. Mankosa, G. Luttrell

"During the past decade, column flotation cells have become widely accepted for upgrading ultrafine sulfide ores. However, the use of columns has been widely relegated to cleaner circuits due to their comparatively high selectivity derived from the use of wash water dispersed over a deep froth. High tonnage rates and low feed grades make using column technology in roughing and scavenger stages challenging due to the resulting size of the needed equipment. To specifically address this challenge, a new high-intensity flotation system known as the StackCell™ was developed. This technology makes use of a novel pre-aeration method coupled with froth washing to simultaneously provide improved flotation kinetics and selectivity. The novel aeration system provides efficient bubble-particle contacting thereby shortening the residence time required for particle collection. This article reviews the technical design features of this new flotation technology and presents recent data from in-plant pilot testing in a copper-sulfide application. INTRODUCTION Column flotation cells have become very popular in the minerals processing industry for cleaner circuits due to their ability to produce a high-grade froth concentrate via the use of froth washing (Luttrell et al., 1999; Kohmuench et al., 2004). The use of wash water minimizes the nonselective recovery of ultrafine impurities that are normally entrained into the froth product from conventional flotation machines. On the other hand, the unique design of a column cell typically requires a large tank volume. Column cells must be tall to ensure that the pulp residence time is long enough to offset their inherently slow flotation kinetics and to minimize internal mixing that is detrimental to overall cell performance. The tall design minimizes the total floor space required for the column installation, but substantially increases the foundation load. The large size of the column tank can also create issues during fabrication, transportation and installation. To address these concerns, the engineering team at Eriez Manufacturing developed a next-generation flotation technology called the StackCell?. This high-intensity flotation machine was designed to provide column-like separation performance within a very compact volumetric footprint. This article describes the key working features of this new technology and provides data from recent pilot-scale tests conducted in gold and copper-sulfide applications"

Jan 1, 2016

By R. A. Govender, A. Mudau

"Rockbursts continue to be a major contributor to mine accidents and cause of damage to mine excavations, particularly at great depth. The problem of rockbursts has also escalated in civil engineering tunnels driven at depth, due to high levels of in situ stress at such depths. Attempts have been made in the past to mitigate the impact of rockbursts, with rock support remaining the ultimate method for providing stability in rockbursting environments. However, records show that, on many occasions, conventional support elements such as rockbolts, wire mesh, shotcrete, and lacing fail to withstand severe rockburst events.Recently, a support method termed ‘sacrificial’ support was proposed as a potential additional method to prevent rockburst damage, based on observations made after rockburst events in a mine. The philosophy behind a sacrificial support system is that, under dynamic loading conditions, support in the form of a liner must fail; leaving behind, undamaged, what was previously supported rock mass. The sacrificial support concept reported herein is applicable in situations where the source (i.e. seismic event) of the rockburst is located remote from where rockburst damage is likely to occur.Spalling tests based on the split Hopkinson pressure bar (SHPB) technique were conducted to study some aspects of dynamic rock fracturing in tension at high strain rates and the role a sacrificial layer plays in combating dynamic rock failure. A single Hopkinson pressure bar, with a long cylindrical intact rock specimen attached at the bar free end, was impacted by a striker on the opposite free end in order to generate a dynamic stress pulse responsible for spall failure upon reflection from the specimen free end. Different liners and liner combinations were then introduced at the specimen free end as support. Such a simple, yet robust, experimental set-up allowed the potential benefits and failure mechanisms associated with sacrificial support under dynamic loading to be demonstrated and compared with ‘sacrificial support’ behaviour observed in real rockburst events in a mine. Analysis of the results revealed that varying liner thickness and mechanical impedance between rock and support liner play a significant role in limiting rockburst damage."

Jan 1, 2016