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By A. Brown

"The first printed report on Canada's coal resources was published in Paris in 1672(1. Written by Nicholas Denys, then Governor for France of Isle Royale (Cape Breton Island), the report dealt exclusively with the coal of the Atlantic region because little or nothing was known about the interior of North America. Clearly, also, he wrote about a resource of which much was known among the military and early settlers of that day. This early knowledge is not surprising because the presence of coal is clearly displayed in the coastal cliffs of Cape Breton as it was also, at a later date, to the first arrivals on Vancouver Island.An example of early use was that of the French garrison at Fort Louisburg in the first half of the 1700s. Still earlier, in 1643, Governor Winthrop of New England reported the receipt of a small ship load of coal from New Brunswick (2). Despite this early knowledge there was no significant development of coal mines until the 1800s. This had to await the ending of wars between the French and British factions and the growth of population. Basically, also, its development awaited the beginning of the Industrial Age. Organized coal mining began in Canada in 1825 with the formation of the General Mining Association. This British firm was the creation of a group of London jewellers which had been granted royal rights, by the British crown, to all minerals in Acadia (substantially the present Maritime Provinces). The Association took over a number of existing small mines and opened up larger operations in the Sydney coal field. Subsequently, it expanded to the mainland Nova Scotia fields at Stellarton and Springhill. The Association continued in existence as the major coal producer in Canada until 1899 when it sold its properties to the Nova Scotia Steel and Coal Company, Limited (3). This Montreal-based firm managed the coal mines as a major Canadian producer of coal until 1968 when financial problems led to the expropriation of the mines by the Government of Canada. The federal government established the Cape Breton Development Corporation to operate the larger mines on Cape Breton Island. This Crown corporation continues to be a .major producer of coal in Canada."

Jan 1, 1985

By R. S. McDonald

Auburn began operations 40 years ago with an office in Sudbury, Ontario, Canada, to provide services to Inco Limited. Over the next 40 years, operations expanded considerably, with projects being undertaken around the world, servicing the smelting and refining industry. Operating bases have been established in Canada, United States, Mexico, Chile, and Spain, with further growth expected to continue with an operating presence in South Africa. The Auburn Group of companies has serviced the smelting and refining industry for over 35 years. Auburn services a variety of metallurgical plants, and our worldwide experience has gathered considerable knowledge on industry processes and maintenance solutions. Today, the ?Business of Smelting? tackles demanding challenges, and operators search for opportunities and solutions to improve smelter maintenance, reduce operating costs, and decrease downtime. The Auburn Group has developed project teams, technologies, and equipment that provide specialised and innovative solutions to the non-ferrous metal industry to help address these challenges. Our Furnace Services team offers a variety of repair and maintenance services for metallurgical furnaces. Our specialised team has proven methods for completing projects quickly and safely. Our worldwide experience includes turnkey project management, construction, and various scopes of work for demolition and refractory repairs on all types of smelting and refining furnaces. Auburn developed the Results FirstTM programme to provide optimized solutions and results for smelter projects. The programme utilises a proven three-step model for improved results for schedule, budget, safety, and ramp-up to production. Our experienced Project Management teams can handle the planning and construction management of capital projects and plant shutdowns. Our projects have involved smelter/refinery modifications, oxygen plant installations, and sulphuric acid plant audits and maintenance. Our Equipment & Products division supplies specialised equipment and products, which are used in the metals industry for plant maintenance tasks. Our capability to design unique equipment, combined with our ability to source products worldwide, makes us a useful resource to find the best-suited equipment to meet the work-site demands. We specialise in custom remote-control units to handle specific maintenance solutions for smelters and refineries, and custom equipment designs for catalyst handling for Acid Plant maintenance. Our extensive knowledge of and experience with industrial technologies allows us to provide a wide range of Industrial Services. These services include vacuuming, high-pressure water blasting, chemical cleaning, pelletizing, dredging, ore bin clearing, roaster repairs, baghouse/ESP services, and manpower supply for both industrial plants and mines. Auburn?s combined strength of personnel experience, knowledge of industry processes, innovative project methods, and equipment technology make Auburn a unique resource for problem solving on every facet of smelter operations.

Jan 1, 2006

By R. J. Latino

Because of the lack of a universally accepted definition or standard for RCA, we are left to our own conventions in the marketplace as to what is most ?effective? or a ?Best Practice? for our own facilities or organization. This lack of uniformity in the application of RCA produces an equal lack of uniformity in the measureable outcomes of RCA on the bottom-line from site to site and industry to industry. What is the definition of success for an RCA? Is it regulatory compliance? Is it some quantifiable measure of bottom-line performance? Is compliance and bottom-line performance the same thing? Can we measure the ROI we receive by doing compliant RCA? These questions must be adequately addressed if any definition of RCA is to be effective on the bottom-line. Like our various Corporate Vision and Mission Statements, what would be our Vision and Mission for RCA? When pondering the answer to this question, we should consider: ? What Key Performance Indicators will the Success of RCA be Linked to? This provides a direct correlation to the corporate dashboard and therefore garners support for the RCA effort when implemented at the sharp end. Not until we know what KPI?s will effectively measure our maintenance and reliability objectives can we begin to establish which opportunities will afford the greatest returns1. ? What Bottom-Line Metrics will be Tracked to Measure the Effectiveness of Our RCA Effort? Will it be increased production, profitability, regulatory compliance, etc.? Will it be decreased injuries/fatalities, claims, customer complaints, risks, etc.? We should be specific about these metrics and their correlation to the metrics on our corporate dashboard. ? What Will Trigger an RCA Investigation? Normally companies will establish quantifiable thresholds to be surpassed before an RCA will be conducted. Examples may be an OSHA recordable injury, a failure event in which production losses exceed $250,000, an equipment failure in excess of $50,000 or a regulatory violation. This is the norm. However, we should realize this is using our RCA skills totally on a reactive basis. High Reliability Organizations (HRO) strive for proaction and they also use RCA proactively. Why can?t we use RCA to analyze why unacceptable risks from an FMEA are so high? It is perfectly applicable yet rarely implemented in this fashion.

Feb 27, 2013

By Dominique Vié

Standards methods covers the procedures for testing deep foundation to determine the force and velocity response to an impact of a pile driving hammer or similar device. The results of analysis generally include an assessment of pile integrity and the value of maximum dynamic stresses. But evaluation of static bearing capacity remains a matter of individual engineering judgment. A new 1D finite elements model has been developed for dynamic stresses and velocity analysis. Following an international benchmark of bearing capacity prediction organised by the Belgium Building Research Institute (BBRI), 12 piles in a site of fissured stiff tertiary clay tested in 1999, and 12 piles in a site of dense sand tested in 2001, comparison are proposed between analysis of dynamic tests and static tests results. A procedure is proposed to take in account the results of dynamic test for evaluation of bearing capacity.

Jan 1, 2002

By Dimitrios Polantzas P. E., Collin E. Sweeney E. I. T., Franklin M. Grynkiewicz P. E., Leili Javidanian P. E.

In the latest AASHTO design specifications, the Load and Resistance Factor Design (LRFD) method is prescribed for the design of retaining walls. However, inconsistencies arise when LRFD is used for retaining wall design versus the traditional Allowable Stress Design (ASD). Required toe embedment and wall loading demand vary greatly when the two design approaches are compared, all else being equal. This is due to application of linear load factors to properties that vary non-linearly in the design. These inherent inconsistencies are further intensified when introducing factors such as layered soil profiles, different wall types, groundwater elevation, and surcharge requirements. When applied correctly, these two design approaches, in theory, should lead the designer to the same result with little discrepancy, as they do with steel structure design. However, the use of the current AASHTO LRFD method for various geostructural retaining wall designs yields contradictory results that suggest existing retaining walls that have been successfully designed and constructed are unstable. Fundamentally, LRFD should be built on reliability-based calibrations; the successful past performance of existing retaining structures designed using ASD suggests that the LRFD approach requires considerable modification. The authors of this paper recommend that the current LRFD load factors be reviewed and revised based on more comprehensive wall performance data and wall type such that the difference between retaining structures designed using LRFD and those designed using ASD is eliminated.

Oct 1, 2022

By J. R. Goode

Up to one half of neodymium and praseodymium production, key ingredients in permanent magnets, is produced illegally. About 60% of cobalt production, critical in lithium-ion batteries and other applications, comes from central African states, and much of it is produced illegally. Tantalum, important in modern electronics, is also primarily sourced from central Africa and, again, much of it illegally. Illegal mineral production, as exemplified here, is often used to fund armed conflict. Furthermore, it is typically conducted with scant regard for human rights and environmental protection. It also leads to depressed prices which in turn limits the possibility of legitimate producers entering the market. Systems of traceability and provenance, along with cooperative supply chain participants can limit the production of illegitimate material and thereby improve conditions in the countries of origin and reduce downward pressure on prices.

By Frank Haehnig, Kjell-Åke Averstad, Johannes Glückert

"AbstractThe Söderströmstunneln is part of the Citybanan project that is currently under construction in the centre of Stockholm. Main part of the lot Söderströmstunneln is a 300m long immersed tunnel connecting the inner-city islands Södermalm and Riddarholmen. It consists of three tunnel elements that have been immersed in summer 2013. Since the solid bedrock is descending in that area to more then 40m depth, the tunnel elements have been placed and are permanently supported on four pile groups that have been constructed in advance. The common Swedish system of steel core piles has been used to built the pile groups. Drilling and installation of the steel cores piles in free water depth of up to 20m had to be done from a pontoon. The steel core piles are connected with underwater concrete pile caps.IntroductionCitybanan is a new 6km long double track railway tunnel running beneath central Stockholm including two new underground stations Odenplan and Stockholm City. When completed in 2017 commuter trains will have their own tracks through Stockholm, whereas the remaining railway traffic will continue to use the exisiting two tracks (see Fig. 1). This will double the capacity of the railway traffic through Stockholm. The Swedish transport administration Trafikverket is the client for this project. The design and built contract is carried out by the German contractor Züblin Spezialtiefbau GmbH together with their Swedish subsidiary Züblin Scandinavia AS.As the new Citybanan tunnel is in large parts situated below the bedrock level, it can be executed as rocktunnel in the common drill and blast method. Between the two inner-city islands Södermalm and Riddarholmen the tunnel is crossing the Söderström, an arm of the lake Mälaren. Here the bedrock is descending to a deep valley with more then 40m depth. To connect the rock tunnels between these islands a 300m long immersed concrete tunnel supported on pile foundations is currently under construction."

Jan 1, 2014

By Arthur H. Redfield

The expansion of city street laving which characterized the ten years ended December 31, 1929, according to a survey of 201 representative cities, made by the bureau of Mines, reached it climax in 1927, with decreases reported for 1928 and 1929. The upward trend, followed by a decline, was general in cities of all sizes included in this study, but was most pronounced in cities of 40,000 to 100,600 inhabitant and in the Northeastern, Southeastern, and Southwestern States. In the North-Central States the trend of paving; was downward from 1925 to 1929; in the Pacific, and Rocky Mountain States it was generally upward. Over the nation as a whole, bituminous types of paving continued to lead, furnishing two-thirds of the total street pavement laid in the 201 cities from 1925 to 1929. The actual yardage of bituminous pavement laid in these cities, however, was 3.8 per cent less in 1923-than in 1925, and the ratio of bituminous pavement to the total pavement t dropped from 70.4 per cent in 1925 to 62.1 per cent in 1928, rising to 65.1 per cent in 1929. The area paved with Portland-cement concrete amounted to only one-fourth of the total, pavement laid in these cities from 1925. to 1923., but the yardage of Portland-cement pavement increased by half during the period, and its share in the total pavement grew from 19.3 per cent in 1925 to 30.0 per cent in 1928, declining to 29.5 per cent in 1929. Brick, block, and stone pavements, which constituted the remaining one-twelfth of the total pavement laid in the 201 cities, decreased one-third in yardage, and declined in relative importance from 10.3 per cent in 1925 to 6.6 per cent in 1929.

Jan 1, 1931

By M Berry, F MacCorquodale

The ownership, management and employment structures operating in the Australian minerals industry have dynamically evolved during the last 30 years. One of the most dramatic changes, from an exploration and mining geology perspective, is the reduction of in-house geological expertise and an ever increasing reliance on contract and consulting services.For all companies - big and small - two key issues resulting from these changes are the management of core geological intellectual property (IP) and competitive advantage. This is because there are less experienced geologists at exploration and mine sites, there are fewer head-office technical service teams to support mine sites, exploration teams are smaller with less specialists employed, and there is an ever-greater dependence on contract and consulting services.This paper reviews and explores these issues with an industry-wide geological context, then provides a case study of how Newcrest Mining Limited (Newcrest) has dealt with these issues in exploration. Newcrest has grown from a one-mine company with an Australian exploration focus, to a large global company with multiple operations and an extensive international exploration portfolio. NewcrestÆs management of its geological IP and competitive advantage has evolved as the company has grown and responded to market conditions, including its internal restructuring in mid-2013.CITATION:Berry, M and MacCorquodale, F, 2013. Managing geological intellectual property and competitive advantage - Newcrest Mining LimitedÆs experience, in Proceedings World Gold 2013 , pp 37-44 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 26, 2013

By M. C. Irani

This study is a survey of supply and demand for minerals, metals, alloys, and compounds used by the chemical industries in the Ohio River Basin (ORB) area of Ohio, Pennsylvania, and West Virginia during 1967. Data for the study were obtained from completed questionnaires received from chemical manufacturers and from interviews with officials of chemical companies and mineral producers and distributors. The information includes kind, quality, quantity, values, sources, specifications, uses, and methods of transportation. Results of the study show that of the total value of mineral materials consumed by the chemical industry, manufacture of inorganic chemicals consumed 46 percent; fertilizers, 22 percent; and soaps and detergents, 19 percent. Fifteen commodities accounted for 91 percent of the total value of mineral materials consumed. Five of these--phosphates, potash, salt, sulfur, and titanium dioxide--accounted for 59 percent of the total.

Jan 1, 1970

By M. K. G. Whateley, W. Hatton

Paper presented at the conference: Risk assessment in the extractive industries, held in Exeter, UK, 23-24 March 1994, and first published London: IMM, 1994, preprint volume, 20pp., 31 refs. Estimates of coal tonnage on UK open cast mining sites often vary from the recoverable tonnage. This is because the estimates depend on the geological variability of the coal measures. Geological parameters, such as thickness, quality and disturbance of the seam, have a direct control upon this variance. Risk analysis techniques have been applied using commercially available software to combine each parameter's variability into a cumulative variance, resulting in a tonnage distribution. Sensitivity modelling has also been used to identify the geological parameters which have the largest influence on the variance of the simulated tonnage distribution. An understanding of the relationship between the tonnage and geological variability has helped to focus exploration more efficiently. A cost to risk relationship can now be monitored, helping management to avoid negative consequences on site

Aug 1, 1995

By R. F. Balazik

By March 2001, shrinking global markets, reduced consumer spending and declines in domestic manufacturing and industrial output ended the longest economic expansion in US history and pushed the nation’s economy into its first recession in a decade. Aggravated by the terrorist attacks of Sept. 11, the recession led to large reductions in the domestic production of processed mineral materials. Some of the most significant production declines in the US metals industry were registered by aluminum, copper and steel producers. They faced strong foreign competition, higher energy costs and lower prices for their products. However, homebuilding and other domestic construction sectors — major users of nonmetallic mineral products such as cement, brick, glass and stone — remained strong enough to help raise the output of industrial mineral materials slightly above previous year levels. A strong US dollar continued to weaken the competitive stance of US metal and nonmetallic mineral materials companies alike against foreign producers in markets at home and abroad.

Jan 1, 2002

By C. Dan Kealy

Recent antipollution legislation for the control of mine tailings and waste-water has required an increasing number of tailings ponds. Many of these new waste-retention ponds are being constructed in congested locations, or the older ponds have reached such a size that--if failure occurs--they pose a threat to human life and public property. Although the typical tailings-disposal embankment represents--to the casual-, observer or the economy-minded mine official--a rather ugly but benign and stable pile of waste, they are in fact an extremely sensitive structural mass, retained behind the frailest of dikes. Failure of the waste mass requires only a minor change in water retention or weather conditions, erosion or piping of the ground strata, shifts in load or slight earth tremors. When failures occur, the results can be disastrous. In the U.S., we have been fortunate that, so far, pond failures have not caused loss of life. Thus, failures in this country have attracted little public attention. Present tailings-pond construction methods used by the mining industry require the barest money investment, and little engineering effort. Unfortunately, this superficial approach may increase short-term profits, but the practice may be conducive to the construction of needlessly weak structures. In coming years many of these designs will probaly become corporate liabilities. A typical pond is portrayed in Figure IA. This particular pond in Arizona is 1 mile long and 3/4 mile wide. Illustrated in Figure lB is a representative pond in cross section. This paper in concerned with two basic features common to all tailings disposal: (1) location of the phreatic surface within a tailings-pond embankment because of its influence on embankment-slope stability, and (2) prediction of

Jan 1, 1971

By D. Harrington

The greatly extended use of the underground trolley-locomotive system for hauling coal without doubt was one of the most important factors in the rapid progress of coal mining and the increased production of coal in American coal mines during the period 1910-20. Much of the superior efficiency of production of our underground coal and metal lines should also be credited to the trolley locomotive system. The trend to mechanization of mines during the past 15 years, mere particularly the past 5 years, with higher production per man employed and greatly accelerated advancement of working places, has required increased use of trolley locomotives, necessitating larger equipment, higher speeds, and more 'frequent turn over of pit cars. This is re¬flected in increased size of locomotives and the use of larger mine ears (some with a capacity up to or over 10 tons); moreover, heavier rails and larger-size trolley wires have boon or ought to have boon installed. Trolley-locomotive haulage has proved to be rapid; economical, efficient, and productive; nevertheless; in spite of these advantages, so-many hazardous features and, unsafe conditions are involved and the price paid in life and property is so high as to justify the statement that the system should be scrapped if it cannot be operated under reasonably safe conditions. Since bare trolloy wires were introduced into underground mines, they have boon responsible for the death of hundreds of diners, property damage totaling millions of dollars, an indeterminate loss of tonnage through the abandonment of mines or parts of mines, and loss of time after disasters caused by fires or explosions originated by the trolley haulage system.

Jan 1, 1945

By H. Britton

This bulletin is the seventh in the series of petroleum bibliographies published by the Bureau of Mines, Bulletins 149, 165, 180, 189, 216, and 220 being compilations for the years 1915, 1916, 1917, 1918, 1919-20, and 1921, respectively. In this bulletin the same general plan of classification of references has been followed, but several additions have been made. ACKNOWLEDGMENTS Acknowledgment is made to the following organizations for the use of their libraries in the preparation of this bulletin: University of California, Stanford University, California State Mining Bureau, Union Oil Co. of California, Standard Oil Co. of California, and the Mechanics Mercantile Library of San Francisco; acknowledgment for their assistance is also made to H. H. Hill, C. P. Bowie, A. L. Foster, M. J. Gavin, H. C. Miller, E. B. Swanson, and Miss Louise Janssen, all of the Bureau of Mines, and to Miss Elizabeth H. Burroughs of the Union Oil Co. of California.

Jan 1, 1929

By Catharine T. Fogg

The Bureau of Mines investigated the availability of flake and high-crystalline natural graphite from 4 domestic and 25 foreign mines and deposits in 11 market economy countries (MEC's). Demonstrated resources were estimated to be 95 million metric tons (Mmt) containing 5.61 Mmt of recoverable flake and high-crystalline graphite products. Fifty-five percent (3.17 Mmt) of the total recovered product is estimated to comprise plus 100-mesh (150-µm) flake pro-ducts and "lump" and "chip" high-crystalline products, designated as "graphite A" in this study; 45 pct (2.44 Mmt) of the total is minus 100-mesh (150-µm) flake products and "dust" high-crystalline products, designated as "graphite B." Total production costs, including all costs needed over the life of each operation, were determined at a 0-and 15-pct discounted-cash-flow rate of return (DCFROR) for both graphite A and graphite B products. For a 15-pct DCFROR, 1.74 Mmt (54.9 pct) of the graphite A products is available at $600/mt or less and 2.13 Mmt (67.2 pct) is available for $800/mt or less. For the same DCFROR, 1.08 Mmt (44.3 pct) of the graphite B is available at $200/mt or less, and 1.71 Mmt (70 pct) is available at $325/mt or less. No domestic resources were determined to be economic at present prices. A sensitivity analysis of the relative economics of the Alabama graphite deposits under various operational parameters is presented in an appendix. All evaluations are in January 1984 dollars.

Jan 1, 1987

Underground mine designs typically try to avoid extraction beneath streams and rivers of any significant size, especially when the overburden rock thickness between the stream bed and the mine is thin. Potential issues with mining beneath streams include excessive groundwater inflow to the mine; weak ground (roof, floor, and pillar) conditions; horizontal stress effects; as well as stream loss and other potential adverse environmental effects. However, there are times when crossing beneath a stream or river is necessary to move into a new area of mineral reserve without creating additional mine access points from the ground surface. Often, stream crossings are completed without thorough assessment, potentially resulting in increased costs, decreased safety, and, in some cases, failure to advance the mine. Selection of the most favorable location(s) to cross the stream must account for numerous factors and the associated assessment often requires a multidisciplinary approach. Stream crossing investigations often require geological, hydrogeological, geotechnical, and geophysical expertise. Phases of stream crossing investigations include desktop evaluation of maps and aerial photography, stream bed observations, drilling, detailed rock core logging, downhole geophysical surveying, hydraulic conductivity testing (packer testing), geotechnical laboratory testing, assessment, and reporting. The deliverables from a stream crossing assessment typically include geological, geotechnical, and hydrogeological characterization of potential stream crossing locations; classification of favorable and unfavorable crossing locations; recommendations for entry design and pillar sizing; and recommendations for if, and how, to conduct pre-grouting activities. Examples of technical aspects of data collection and assessment are provided based on decades of industry experience conducting stream crossing assessments in various underground mining scenarios.

Jul 28, 2020

By Ta M. Li, Russell A. Carter

The first century of mining in northern Idaho's Couer d'Alene District will soon he drawing to a close. Like so many other great raining districts, it has been a period accompanied by a rich and colorful history. From its early days as a gold rush camp, the district has evolved into the leading silver producer in the US, but the going has not been easy: early-day labor disputes, the challenge of mining for profit in some of the deepest mines in the Western hemisphere, and the constant search for new reserves at great depths have taken their toll of mines-and miners-along the way. To these traditional mining problems have of late been added the burden of inflationary cost increases, pollution control, and reclamation. A recent visit to the district by MINING ENGINEERING, how ever, revealed that the deep commitment of the operating companies and the quiet competence and vitality of their engineering personnel are key factors in the continued prosperity of the district.

Jan 7, 1976

By Kymberley Worrell

The Cripple Creek and Victor Gold Mine was acquired by Newmont in August 2015. The high grade flotation mill project was commissioned in February 2014. The mill to date has been throughput limited due to mechanical and design issues. In order to create the most value from a throughput limited plant a campaign to provide timely ore characterization was undertaken. A diagnostic leach methodology was developed to determine gold associations by ore type. The resulting associations were then used to characterize feed blend; gold losses and optimize gold production. The diagnostic methodology is presented along with discussion on flotation implications.

By Silas C. Nichols

"Abstract Piling and deep foundations are a staple for transportation projects in the United States (US). Driven or bored piles have been used for everything from support of bridge foundations and retaining structures to support of culverts and embankments on soft ground. Deep foundations have been popular in the US transportation market to better handle large axial and lateral loads, extreme event loading, and to better control structure movement. However, there are challenges in the maintenance of design and construction codes in transportation for consistent and reliable structure foundation elements. A significant amount of effort continues in the US to maintain national codes and specifications at a level consistent with the state of practice, and identify and conduct research for providing safe and cost effective highway structures.IntroductionThe transportation sector in the United States has a hierarchy of design and construction codes that are used for the specification of piling and deep foundations. Any highway or bridge project on the National Highway System (NHS) must be designed and constructed in accordance with a national set of standards approved by the State Highway Departments, and that are acceptable to the Federal Highway Administration (FHWA). However, in any jurisdiction, exceptions are permitted with approval. Therefore, design may be governed by the national standard specification, a state standard specification and design manuals, special provisions, or guideline specifications. Any of these standards, or a combination, may be used depending on the needs of the owner agency.The FHWA and the American Association of Highway and Transportation Officials (AASHTO) have worked together in the development and maintenance of geotechnical design and construction guidance and codes that support the surface transportation community. General geotechnical engineering practice in the United States lacks a singular, national design and construction code that addresses all aspects of geotechnical engineering. As a result, the AASHTO specifications provide the most complete geotechnical specifications focusing on structure foundations, retaining walls, and buried structures for surface transportation applications. This includes piling and deep foundation types commonly used for support of bridges and transportation structures.The FHWA National Geotechnical Team has published several technical guidance documents that include guideline specifications for the design and construction of driven and bored deep foundations. Reference documents published by FHWA summarize the state of practice and provide recommended design and construction guidance. These reference documents have long served as a basis for provisions included in the AASHTO specifications. Maintenance of the design code and specification, and related guidance documents for consistent use on US transportation projects requires a collaborative effort between industry, FHWA, and the member state highway departments that make up AASHTO."

Jan 1, 2014