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By John Chadwick

In the drive for faster development advance rates, railbound systems can be advantageous, in the right application. Skanska BS, the contractor to mine-owner VSK Mining, is driving an adit access deep into the Volouské Urchy Mountain in Slovakia to access the Gemerská Poloma talc deposit, some 70 km (43 miles) west of Ko?ice, the economic and cultural center of eastern Slovakia. Skanska began driving the Stolna Elisabeth drift in February 2007, extending 25 kg/m (50 lb/yd) rails (with 750 mm or 30 in. between sleepers) into the mountain to provide the main haulage to bring talc ore and waste out of the new mine once it gets into production. It will also be used for personnel transport, and is now almost complete. As a second egress and for ventilation, a 2.5-m- (8.2-ft-) diameter shaft of about 300-m (984-ft) depth will be sunk from surface down into the orebody. Stolna Elisabeth is a 4.2-km- (2.6-mile-) long drift mined at a cross section of some 11 m2 (118 sq ft). The finished profile is 3.2-m- (10.5-ft-) wide by 3.6-m- (11.8-ft-) high. It has been developed on a very slight incline so that water runs down it to the portal. The portal is 450 m (1,476 ft) above sea level and the end of the tunnel is 475 m (1,558 ft) above sea level. Much of the rock through which it has been developed is magnesite with a compressive strength of 150 MPA. The drilling jumbo is an Atlas Copco twin-boom Boomer 282 Raildrill drilling 42- to 45-mm- (1.6- to 1.7-in.-) diameter holes to a maximum length of 2.5 m (8.2 ft), depending on ground conditions. This is a drill jumbo that Skanska has used successfully on a number of projects during its life. The condition of the rock through which this drift has been driven is extremely variable. Five classifications of A1 and A2 and B1, B2 and [ ] B3, where A1 is the most competent rock and B3 is the worst, have been established. The amount of support used, of which more later is determined by the classification of ground conditions. At the time of the author?s visit, the project it was about 40 days ahead of schedule, thanks to high advance rates. For instance 6 m/day (20 ft/d) was the plan for the advance to be achieved in B1 rock, but sometimes the crews have achieved 8 m/day (26 ft/d) ? which is the average for the whole project ? in those conditions. In A1 the best advance rate achieved is 12 m/day (39 ft/d). The loading unit is a Häggloader 9HR-B on crawler tracks with a pony track to run on the rails. This allows the unit to be towed up and down the drift along the rails. To load from the face, the Häggloader lowers the foot of its onboard conveyor system to the floor and the backhoe pushes material on to it. This digging arm-conveyor combination produces uninterrupted, optimal volume loading of the haulage unit, without spill ? a technique offering load capacities as high as 180 m3/h (6,356 cu ft/hour). Further-more, as an electrically powered machine, it offers great

Jan 1, 2009

From a vast army of workers to gargantuan machines to immense volumes of material being moved, almost everything about the Port of Miami Tunnel (POMT) project points to tunneling on a massive scale. Almost.The star of this underground and underwater show is a Herrenknecht tunnel boring machine (TBM,) nicknamed ?Harriet? by a local Girl Scout troop. With her 12.9-m- (42.3-ft-) diameter cutting head and a total length of 139 m (457 ft), Harriet is boring through thousands of cubic meters of clay, dirt and sand, which is often mixed with coral and other materials, to create two 1,280-m (4,200-ft) traf?c tunnels connecting Watson Island and the Port of Miami (Dodge Island) beneath Biscayne Bay, FL. But in the midst of all of the oversized equipment and machines, a strong contender for the best supporting nod goes to a relatively tiny machine: the Brokk 400. Bouygues Civil Works Florida crews are using the compact, remote-controlled and electric-powered machine to excavate five cross passages between the twin traffic tunnels. The pas-sages will be essential to the safety of people who drive their vehicles under the bay every day.

Sep 1, 2013

By R. L. Guerguerian

Nowadays, most grinding mills driven by a wrap-around ring motor are operating successfully. Some of the earlier problems could be attributed to the lateral stiffness and stability of their bearings. As a result, modifications to the bearings included the rearrangement of the shoes, or the addition of more shoes, closer to the horizontal centerline. This technical paper reports a study of the effects of bearings on the lateral stiffness of grinding mills driven by a wrap-around ring motor. The discussions cover the design of the four shoe trunnion bearings and examine the effects of the angular location of the shoes.

Jan 1, 2000

Pillars in underground limestone mines are required to support the overburden and provide a safe, stable working environment for mining personnel and equipment. Pillar stability was assessed by the National Institute for Occupational Safety and Health in underground limestone mines in the Eastern and Midwestern United States. It was found that current mine layouts have been successful in providing support to the overburden, while a small number of isolated pillar failures were observed. The stable pillar layouts and failed pillars were plotted on a chart that demonstrates the relationship between pillar width-to-height ratio and pillar stress. The results show that pillar failures occurred at the lower range of width-to-height ratios and can occur at relatively low stress levels. Zones indicating the potential risk of pillar instability are shown on the chart, based on hazards associated with the onset of rib spalling, large angular discontinuities and unconfined pillars. The chart can assist limestone mine planners to evaluate potential instability in current or new pillar layouts that are similar to those included on the stability chart.

Jan 1, 2008

By Wern-ping (Nick) Chen

The Florida Department of Transportation District 6 (FDOT D6) began a study in 1987 for a master plan to improve the traffic circulation and congestions between the Port of Miami (POM) and downtown Miami, FL. This study included a tunnel connection between two man-made islands, the Watson and the Dodge islands. Though a finding of no significant impact (FONSI) was completed in 1992, the project remained on hold for about 10 years. In 2002, Florida Turnpike took over this project, re-evaluated its benefits to the lo-cal communities, determined its feasibility (specifically the tunnel options) and established a probable cost. In 2005, the FDOT D6 regained its charge over the project and concluded that a bored tunnel under Biscayne Bay is feasible. Its primary components are: ? Widening of the MacArthur Causeway Bridge, to accommodate truck traffic to the Port of Miami. ? A tunnel connection between Watson Island and Dodge Island, where the POM is located. ? Connections to the POM roadway system, either for the traffic from the city of Miami or for the truck traffic from I-395 to the POM. The project will improve access to and from the POM and provide a dedicated roadway connector linking the POM with the MacArthur Causeway (State Route 41/1) and I-395, specifically for the trucks in and out of the POM without going through downtown Miami. As identified in the project information memorandum (PIM), its primary objectives are to: ? Improve access to the POM, helping to keep it competitive and ensuring its ability to handle projected growth in its cruise and cargo operations. [ ] ? Improve traffic safety in downtown Miami by removing POM traffic, trucks and buses from the congested downtown street network and, in doing so, facilitate ongoing and future development plans in and around downtown Miami.

Jan 1, 2009

By Marco Sonnenschein

As time is costly, engineering companies have developed methods, procedures and mechanical equipment to tunnel faster. But the best excavation method will not be able to cope with the time pressure if there is not a reliable backup system. Therefore, the application of belt conveyors for tunnel boring machine (TBM) drives as well as for drill-and-blast driven tunnels assure a quick and smooth removal of excavated soil in order to enhance the efficiency of the tunneling equipment. During the last 10 years, belt conveyor systems have achieved ?state-of-the-art? levels and have become the first choice for muck removal systems in both TBM and drill-and-blast driven tunnels. Because time has become such a key criterion in tunneling projects, it is essential that all equipment is operated so as to derive optimum efficiency and minimize costs. Efficiency also means to think about new tasks for existing technologies.

Jan 1, 2012

While the United States and the rest of the world struggles with record-setting oil prices Canadian oil sands producers are ramping up production to meet demand for oil while also fighting against a host of negative images. In recent months, the price of oil has skyrocketed. Most of that oil comes from Saudi Arabia. In Alberta, Canada there are unconventional oil reserves that rival those in Saudi Arabia in the vast Canadian oil sands, sometimes called the tar sands. Proponents of the oil sands say that Alberta?s oil sands can be a secure source of oil and energy for the United States for many years to come. With new mining and drilling projects, the industry has said that it could quadruple its production to nearly 4 million bbl/day by 2020. Time magazine once called the oil sands, ?Canada?s greatest buried treasure that could satisfy the world?s demand for petroleum for the next century.? So why hasn?t the United States embraced this close, politically secure source of energy? Because, getting usable fuel from the oil sands can be a dirty business, say opponents. The oil sands are a combination of clay, sand, water and bitumen. It is a heavy, black, thick oil. Oil sands can be mined and processed to extract the oil-rich bitumen, which is then refined into oil. The bitumen cannot be pumped from the ground in its natural state. Instead, tar sand deposits are mined, usually using strip mining or openpit techniques, or the oil is extracted by underground heating with additional upgrading. These methods require a huge amount of energy and water and produce a large amount of carbon emissions. Environmental groups that have long spoken out against the oil sands projects got some political backing in the United States in June when a group of mayors from large U.S. cities spoke out against the oil sands, as did presumptive Democratic candidate for U.S. president Barack Obama?s senior energy advisor. During a convention of large-city mayors in Miami, FL, Alberta?s oil sands were singled out in a nonbinding resolution calling for national guidelines to track the lifecycle impact of different types of fossil fuels. The resolution urges cities not to use unconventional sources of energy with a large carbon footprint, such as liquid coal and oil shale and oil sands.

Jan 1, 2008

By Doug Harding

The Niagara Tunnel Project (NTP) is a 10.4-km- (6.5- mile-) long, 14.4-m (47.5-ft) bored tunnel that will run under the city of Niagara Falls from the Upper Niagara River to the Sir Adam Beck power station. The completed project will enhance the capacity of the Sir Adam Beck power station by adding 500 m3 /sec (17,657 cu ft/sec) of water through the tunnel. The project uses the world?s largest hard-rock tunnel boring machine (TBM) at 14.4 m (47.5 ft) in diameter to excavate the tunnel. Features of the project include the use of a high performance (HP) main beam TBM, state-of-the-art ground support and tunnel logistics systems. A continuous conveyor is used for muck transport from the TBM to the disposal area In June 2004, the Ontario government announced that Ontario Power Generation (OPG) had been given approval to proceed with the third tunnel under the city of Niagara Falls ? the first two tunnels were constructed in the 1950s using drill-and-blast techniques. The third tunnel, appropriately named the Niagara Tunnel Project (NTP), consists of a 10.4-km- (6.5-mile-) long TBM-bored, concrete-lined tunnel with a finished diameter of 12.5 m (41.1 ft). In August 2005, OPG the selected of Strabag of Austria, one of the largest construction companies in Europe, as the contractor to build the NTP at a price of C$600 million. In September 2005, Strabag selected The Robbins Co. of Solon, OH to design, manufacture and deliver a new 14.4- m- (47.5-ft-) diameter high performance, state-of-the-art main beam hard rock TBM to be used in the excavation of the tunnel. To meet the aggressive construction schedule as requested by OPG/Strabag, the TBM needed to be sup-plied as ready-to-bore within a 12-month period after the contract was awarded to Robbins.

Jan 1, 2008

By Vincent Tirolo

The proposed Second Avenue Subway is a new two-track subway line running from 125th Street and Park Avenue at the north, east along 125th Street to Second Avenue and south along Second Avenue to the Financial District in lower Manhattan, NY with 16 new stations and 13.6 km (8.5 miles) of track. The project has been broken into four construction phases. The initial Phase 1 operating segment includes three new stations (96th, 86th and 72nd Street stations) with a connection to the existing Broadway line at the 63rd Street Station at Lexington Avenue. Rehabilitation of the 63rd Street Station is also included in the scope of Phase 1. Subsequent phases extend service north and west to 125th Street (Phase 2), south to Houston Street (Phase 3) and finally to Hanover Square (Phase 4). The DMJM Harris/Arup Joint Venture (DHAJV) prepared the Contract Documents MTA for Phase 1. Parsons Brinckerhoff is providing the MTA with construction inspection services for Contract C-26002. In April 2007, NYCT awarded first Phase 1 for $337 million to S3 Tunnel Constructors, a tri-venture comprised of Skanska USA Civil, Schiavone and Shea. Contract C26002 is for the construction of the tunnel boring ma-chine (TBM) launch box and the mining of the TBM tunnels from 92nd Street to 63rd Street. The major part of the contract is to construct a shaft, commonly referred to as the launch box, from East 92nd Street to East 95th Street having dimensions of 244-m- (800-ft-) long by 18.9-m- (62-ft-) wide and a depth of 19.8 m (65 ft), including more than 91,000 m3 (119,000 cu yd) of soil and rock contained within its walls. The launch box will ultimately become the southern half of the 96th Street Station. The focus here is geological conditions at the launch box and existing structures along the launch box. These geologic conditions and existing structures had a major influence on the selection and design of the support of excavation system (SOE), the SOE bracing system, construction staging, the ground movements, dewatering and other challenges of constructing the launch box (Fig. 1).

Jan 1, 2013

By Desiree Willis

One of New York City?s largest subway projects is under way 43 m (140 ft) beneath the surface of downtown Manhattan. The East Side Access project, more than 30 years in the making, was halted after a partial excavation in the 1970s due to a lack of funding. The project, once dubbed the ?Tunnel to Nowhere,? has been revitalized into a groundbreaking subway line that includes unique tunnel boring machines (TBM), construction methods and muck removal systems. Project overview The East Side Access project involves construction of a new 6.7-km (4.2-mile) subway line needed to relieve heavy traffic congestion between the boroughs of Queens and Manhattan. The line will serve approximately 160,000 commuters daily between Grand Central and Sunnyside rail stations. Manhattan and Queens will be connected under the East River by the 63rd Street tunnel, a submersed double-decker tube. The submersed tube consists of reinforced concrete sections barged in place on the riverbed. The tube contains operational subway lines on the top deck, while the bottom deck (the ?Tunnel to Nowhere?) will become operational when the East Side Access project is completed in 2013.

Jan 1, 2008

By Brendan Demich, Brendan Macdonald, Timothy J. Orr, Jason Navoyski, Jennica L. Bellanca, William J. Helfrich

Recent advances in computing, rendering, and display technologies have generated increased accessibility for virtual reality (VR). VR allows the creation of dynamic, high-fidelity environments to simulate dangerous situations, test conditions, and visualize concepts. Consequently, numerous products have been developed, but many of these are limited in scope. Therefore, the National Institute for Occupational Safety and Health researchers developed a VR framework, called VR Mine, to rapidly create an underground mine for human data collection, simulation, visualization, and training. This paper describes the features of VR Mine using self-escape and proximity detection as case studies. Features include mine generation, simulated networks, proximity detection systems, and the integration and visualization of real-time ventilation models.

In Alaska?s southwest corner, in the Bristol Bay region, 476 holes have been drilled to help define the size of the Pebble Project. The results indicate that the deposit holds close to 32 Mt (72 billion lbs) of copper and 2.9 Gt (94 million oz) of gold. The Pebble Partnership, an Alaskan limited partnership of Anglo American and Northern Dynasty Minerals, owns the project that consists of two world-class mineral deposits. Currently in the prefeasibility and prepermitting stage of development, the Pebble Project is one of the largest and highest profile exploration projects in North America. History The Pebble West Project was originally discovered in 1988 by Cominco (now Teck Cominco). Drilling programs in 1997 defined a near-surface mineral deposit of 1 Gt (1.01 billion st). Minerals found included copper, gold and molybdenum. Northern Dynasty Minerals acquired the property in 2001 and, by 2005, it had confirmed a measured and indicated resource of 4.1 Gt (4.5 billion st) containing 1.2 kt (42.1 million oz) of gold, 11.2 Mt (24.7 billion lbs) of copper and 612 kt (1.35 billion lbs) of molybdenum and additional silver. By September 2005, Pebble East, a deeper, but richer deposit had been found. Drill data by the end of 2005 confirmed a 3.4-Gt (3.7-billion st) inferred resource containing 19 Mt (42.6 billion lbs) of copper, 1.2 Mt (39.6 million oz) of gold and 1.2 Mt (2.7 billion lbs) of molybdenum.

Jan 1, 2009

By Will Jansen

When Enron rocked the United States with its Titanic-sized financial accounting scandal, miners and metallurgists were probably too busy on the mine sites in remote locations to wonder about its ripple effect. But then Enron sank, Arthur Andersen tanked and the list of scandals, costing billions of dollars, continued to ripple. Followed by the Public Company Accounting Reform and Investor Protection Act of 2002 (Sarbanes-Oxley), the recent credit crunch and weak economy, the currents from Enron?s collapse eventually washed right into the mine and the mill. These events placed intense scrutiny on metals production accounting processes as traditional semi-qualitative metal accounting practices provided insufficient credibility and transparency. ?There is growing intolerance of organizations that are unsure about the location of thousands of tonnes of ore, which will typically lose 10 to 15% of their notional value on the way to the concentrator,? Rob Morrison wrote in the opening chapter to An Introduction to Metal Accounting and Balancing. ?If the measurement and forecasts also contain qualitative (fudge) factors, a very real suspicion might emerge about just how much metal might disappear (by theft or misplacement) before detection becomes likely.? Metallurgical accounting, put simply, is the tracking and reporting of the quantity and quality (tonnage and grade, usually) of materials entering or leaving each stage from source to product for a specified accounting period. Lacking an accounting standard, metals accounting in precious metal operations has been performed in an ad-hoc, informal manner, leading to numerous errors and unidentified potentially significant inefficiencies and financial losses. As a result, mining companies are beginning to examine the quality of their metals accounting systems since they form the basis of mining company?s financial accounts and reports. As part of an effort to create that accounting standard in the mineral industry, University of Queensland?s Julius Kruttschnitt Mineral Research Centre published the textbook An Introduction to Metal Accounting and Balancing in 2009. While development of a textbook and standard are significant steps forward, the challenge in the precious metals industry is in the application of some of these suggested practices. Though improving process transparency and precious metals accounting reporting accuracy is a key driver for change from the financial side, perhaps even more important is the potential benefit to operational performance that comes with better measurement, accounting and reconciliation systems. Loss of precious metals, processing of waste and inefficient mining and processing systems are all problems that are faced in an operation on a daily basis that can help be resolved through improvements in metal accounting and reconciliation. The financial consequences of such operational inefficiencies and bad decisions based on poor information are arguably greater than consequences of fraudulent accounting. Large discrepancies between mine and mill measurement systems that measure the quantity and quality of valuable material currently exist. Some of these are expected because of statistical variation, but inherent random measurement variation is sometimes an insufficient explanation. Though the mill can usually make much better production estimates through their measurement systems (that is, less variation), this knowledge rarely benefits the mine. 3 Moreover, even if the mine does a reasonably good job of estimating expected production at the grade control level (in situ), issues such as blast movement, poor mining practice and inefficient ore/waste classification make for a disconnect between the in situ estimates of the mine and the estimates from the concentrator. This inhibits effective evaluation of the reserve and grade control models using concentrator estimates. Linking the two ends, mining and concentration, is a neglected area sorely in need of an overhaul. Hence the need for improved mine to mill reconciliation ? the area of comparing, balancing and adjusting production estimates between mine and mill for consistency in reporting.

Jan 1, 2009

De Beers? Finsch diamond mine began operation in the 1960s as a surface project using the latest technology available. During the 1990s, the operation, located about 160 km (100 miles) west of Kimberley, South Africa, began its move as an underground mine. The earlier stages (Blocks 1, 2 and 3) of underground work at Finsch used open stope mining methods, also using the latest in technology. The mine began developing Block 4 in 2004. How-ever, studies on this level showed that block caving was a more efficient mining method than open stoping. It was during those studies that De Beers determined that Block 4 would be a good candidate for testing Sandvik?s automated truck haulage technology.

Jan 1, 2008

By F. Calizaya

The Western Mining Training and Translation Center is a consortium of four universities devoted to developing educational and training projects to reduce the incidence/accident rates in the mining industry. The center consists of Missouri University of Science and Technology, Montana Tech, the Colorado School of Mines and the University of Utah. It is fully funded by the National Institute for Occupational Safety and Health (NIOSH). The center manages 15 educational projects and one translation project. Hazard Identification and Risk Assessment (HIRA) for Small Mines is an educational project managed by the University of Utah. The objectives of this project are to identify critical mine hazards, assess risks; outline procedures to reduce accident/incident rates in small mines in the western United States and to train mine workers and super-visors on HIRA in each participating mine. To accomplish these objectives, the HIRA personnel visited 15 small mines in Utah, Colorado, Nevada and California. At these mines, most operators were employing independent contractors to perform several tasks ranging from drilling, blasting and mucking of rock at the work site to hauling ore to a processing plant. The operation of diesel-powered equipment was one of the major tasks performed by the contractors. This article presents three case studies in which contract workers performed a number of tasks with no reportable incidents but did so unsafely. It also highlights the training received by most contractors, the constraints imposed upon them and the safety hazards to which they are exposed most frequently.

Jan 1, 2008

By Niels Kofoed

Upon completion of the 6,200 m (20,340 lineal ft; lft) North Tunnel drive for the Portland East Side Combined Sewer Overflow (CSO) Tunnel project in Portland, OR, the slurry tunnel boring machine (TBM) had to be returned from the Port Center shaft at Swan Island to the Opera shaft at the main mining site for the 2,700 m (8,860 lft) South Tunnel drive. At the Port Center shaft, the main 513-t (565-st) TBM and TBM tailshield were hoisted out of the shaft in two pieces using four 200-t (220-st) strand jacks mounted on a 635-t (700-st) hydraulic boom gantry system supported by Emmert International?s custom gantry tracks designed to span the shaft. After lifting the TBM components out of the shaft, the gantry system loaded the TBM components onto two Goldhofer platform trailers, which then transported the TBM and tailshield to a barge using a roll-on/roll-off method.

Jan 1, 2011

By Wojciech Klecan

Cobb County, located on the northwest side of Atlanta, GA, is continually growing and, like many other metropolitan areas, it needs to increase the capacity of its waste water system to meet future demand. The Cobb County Water System (CCWS) is the responsible agency for water distribution, waste water collection and treatment in most areas of the county. CCWS, one of the most progressive agencies in the metro-Atlanta area, is addressing its future waste water capacity needs in the southern part of the county with the construction of the South Cobb Tunnel and Pump Station. This project consists of an 8.8-km- (5.5-mile-) long, 8.2-m- (27-ft-) diameter, tunnel boring machine (TBM) excavated waste water storage and conveyance tunnel; six tangential vortex-flow intakes ranging from 1,533 to 5,700 L/s (35 to 130 mgd) peak flow capacity, two construction shafts, six 1.8-m (6-ft) finished diameter connecting tunnels ranging in length from 6 to 975 m (20 to 3,200 ft) and a 5,700-L/s (130-mgd) wet/dry pit pump station. The pump station will have a semi-circular wet well with a dividing wall that extends almost to the top of the shaft and a spilt dry well for reliable operation. Roller gates will control the flow to the wet well from the tunnel. The pump station will have six 1,420 L/s (32.5 mgd) pumps and two sets of stair wells and elevators. With a finished diameter of 32 m (104 ft) and a depth of 62 m (204 ft), this is the largest pump station shaft constructed so far in Georgia for the dewatering of a waste water tunnel. The pump station shaft was also the highlight of the well attended and successful 2009 Shaft Design and Construction Short Course held in Atlanta, Sept. 10-11. The two-day course was sponsored by the Underground Construction Association of SME and Pennsylvania State University and concluded with a field trip to the pump station shaft. The tunnel starts south of the city of Austell and finishes at the South Cobb Water Reclamation Facility (WRF), located on the banks of the [ ] Chattahoochee River just north of Interstate 20 (Fig. 1). The South Cobb Tunnel will run 30 to 137 m (100 to 450 ft) below the surface, with an average depth of about 91 m (300 ft), through metamorphic rocks (Fig 2). The construction contract was awarded to Shea-Traylor JV with the lowest bid price of $305 million and notice-to-proceed was given on July 14, 2008. Jordan Jones & Goulding, Inc. (JJG) is the project designer and performed the geotechnical investigations. Parsons/Jacobs Associates is the construction manager. The South Cobb Tunnel is CCWS?s second deep hard rock tunnel. The 15.3-km- (9.5-mile-) long, 5.5-m- (18-ft-) diameter TBM excavated the Chattahoochee Tunnel was the first deep tunnel to be construced in Cobb County. Construction began in 2000 and the project was completed four years later. It is located about 16 km (10 miles) northeast of the South Cobb Tunnel in similar geology. It was designed by JJG to meet east Cobb?s long-term waste water capacity needs and provide flow equalization to the R.L. Sutton WRF. The Chattahoochee Tunnel was named ?Outstanding Civil Engineering Project of the Year? by the Georgia Sec-tion of the American Society of Civil Engineers in 2006.

Jan 1, 2009

By A. J. Thompson

The Metropolitan Transportation Authority (MTA) East Side Access project (ESA) will, when it is complete, provide a new link to the east side of Manhattan from Long Island, NY that, linked with the Second Ave. Subway currently under construction, will assist in relieving overcrowding at Penn Station as well as the Lexington Ave. subway. ESA will bring Long Island Railroad (LIRR) directly from Long Island into a new station located 37 m (120 ft) beneath the existing Grand Central Terminal (GCT) located in the heart of Manhattan. It will connect the LIRR?s mainline tracks in Queens, via the existing 63rd Street Tunnel under the East River, to a new terminal constructed within, and beneath, the historic Grand Central Terminal.

Jan 1, 2012

By Gregory T. Ziegler

A complex soil profile and high water table, together with a below-grade active subway tunnel, an above-ground elevated railway line, and the heavily travelled Northern Boulevard all passing above the tunnel alignment, combined to make mining of New York?s Northern Boulevard Crossing what is widely considered to be the most challenging portion of the multi-billion-dollar East Side Access project. The Northern Boulevard Crossing is a vital link in this project which, when completed, will connect the Long Island Railroad to Grand Central Terminal in Manhattan. How the sequential excavation method (SEM) tunneling was successfully accomplished, despite the obstacles, was a textbook exercise in practical innovation coupled with close cooperation between the owner, the construction manager, Hatch Mott MacDonald, the designer, Parsons Brinckerhoff, the contractor, Schiavone-Kiewit, and spe-cialty geotechnical contractor, Moretrench.

Sep 1, 2013

By M. J. Farrell

The threat of global warming and its prominent position in public discussion and political debate requires all industry to take stock of its contribution to rising atmospheric concentration of greenhouse gases. For the primary metals industry, the first step must be to identify the pattern and range of emissions at each step in the production chain. Only then can the industry assess the economic consequences of the penalties on emissions that will be imposed by governments and regulators and devise cost-effective plans to avoid or mitigate such penalties. While some work has been done to estimate carbon dioxide (CO2) emissions using Life Cycle Inventory analysis, this approach is less useful than site-by-site emissions estimates. It is the level of specific emissions at each site that will ultimately deter-mine carbon taxation liabilities and participation in emissions trading schemes. Most mining companies have moved with the times to issue sustainability reports for their operations. But in the absence of any standardized reporting format, it is difficult to make useful comparisons between even the best-reported producers on a like-with-like basis. For this reason, Minecost.com modeled the use of fuels and energy used in mining, milling, shipping and metallurgical treatment to cover ?cradle-to-gate? emissions of greenhouse gases resulting from the production of the major base metals copper, zinc, lead and nickel. Greenhouse gas emissions ? overwhelmingly carbon dioxide ? are associated with the consumption of energy at every step in the production chain, from exploration through mining to the production of refined metal. Producers of primary metal employ diverse technologies to mine, mill, smelt and refine several different types of ore. Every orebody has its own special characteristics. In addition, most base metals are produced in concentrate that must be transported to smelters, with con-sequent emissions consequences.

Jan 1, 2009