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By Drupad B. Desai, James G. Gallanes

A key component of the Inland Feeder Project is the Riverside Badlands Tunnel, a7.9-mile stretch subjected to high internal and external hydraulic pressures passing beneath highly eroded hills in a semi rural environment. The tunnel presented significant design and management challenges to the project team. This paper describes the formula for project success used to manage the design of this complex pressure tunnel, from team member selection to the completion of all contract documents, on schedule and below budget. The project team dealt with sensitive regional and local community issues and won the trust of the community. The team included participation by senior management and recognized experts from inception to finish. The team worked diligently to build quality into design and adopted a claims avoidance approach to management and preparation of documents.

Jan 1, 1997

By Walter Shukin, Mark T. Olsen

An enormous quantity of tailings to be ultimately stored, unfavorable topography, severe climatic conditions, and an environmentally offensive red effluent all contributed to the challenge of designing an effective and cost efficient tailings confinement program at the open-pit iron ore mine operated by Quebec Cartier Mining Co. at Mount Wright in northeastern Quebec. The mine has been operating since 1976, but a detailed disposal plan was first initiated with construction of some channels and ditches during 1980. In the coming years, a system of dams, channels, and tailings confinement dikes will be constructed to accommodate tailings produced in the next 25 years. Careful consideration has been given to environmental effects, and the works under construction have been sized and situated to be extended as required to an ultimate mine life of 87 years.

Jan 8, 1981

By George K. Mitteer

The Cowles Mountain Tunnel was driven 2,073 m (6,800 ft) with a 3.43 m (11 ft 3 in) shuffle shoe TBM, for the San Diego County Water Authority, through extremely high strength granitic rock in the City of San Diego, Ca. The initial contract was $10.9 million. Tunneling began in March 1992 and all work was completed in May 1993. After the tunnel drive was completed in September 1992, a 2.44 m (96 in) Welded Steel Pipe was installed, welded and encased with cellular backfill to complete a small portion of the County's $970 million Capital Improvement Project. This paper will discuss the successful completion of a tunnel through some of the hardest most abrasive rock ever excavated with a TBM in North America.

Jan 1, 1995

By J. Partyka

Fumes produced during blasting operations in underground mines are defined in this paper by an equivalent contaminant source. The primary goal is to establish a method which would allow all those parameters not measured directly to be determined reliably from field data. The parameters to be identified are the diffusion coefficient , and the position and size of an equivalent source. The diffusion-value is computed from the peak concentrations taken by two monitors located in the drift. The first monitor is placed close to where blasting pollutants join the main stream, while a second monitors is moved downstream a some distance from the first point. The position and size of the dust source and the total amount of dust produced during blasting are determined from the data recorded by only one monitor.

Jan 1, 1991

By Joachim H. Schubert, David G. Hulbert, Ian K. Craig, Roger G. D. Henning

This paper presents a stabilizing controller for flotation plants which uses a quasi-multivariable technique. The controller monitors all the levels in the plant, and by anticipating interactions between various parts of the plant, is able to stabilize the plant far more successfully than the normal plant control. Once stabilizing control has been achieved, optimization of the process becomes easier and more sustainable. An estimate of the improvement in metallurgical performance is made and a singular value analysis was conducted to verify that the multivariable algorithm will theoretically control better than a collection of individual PID loops. Metallurgical results are presented to show that the improvements are attainable in practice. Control by the Mintek algorithm was alternated with normal plant control, to show that the improvements are statistically significant.

Jan 1, 1995

By Venkata S. Vutukuri

Assuming a number of discrete leakage paths and treating the airflow through leaky duct line as a series-parallel combination of airflows along the duct and through leakage paths, exact solutions for auxiliary ventilation problems can be obtained. A computer program "SEGMENT'' has been written to solve problems using this method. However, most of the investigators have treated the duct lines with a uniformly distributed leakage and many have derived formulas assuming various boundary conditions and levels of simplification for the design of a simple auxiliary ventilation system An appraisal of accuracy of the various formulas has been conducted using the results from the program "SEGMENT' as benchmark and the formulas which give accurate results have been identified. The ranges of application for all the formulas have also been determined for 5 %error.

Jan 1, 1993

By L. R. Freitas, A. K. Resende, J. A. Oliveria, K. L. Gonçalves, L. F. D’Assumpção, L. R. Lage, J. D. Neto, F. Viveiros

Pará Pigmentos S.A. (PPSA) is an association between the Brazilian companies CVRD and CADAM, Mitsubishi Corporation of Japan, and the IFC (World Bank) created in 1992 in order to recover kaolin from Rio Capim deposit, northern Brazil. Commercial production at PPSA started in August 1996 using a process comprising mining and beneficiation at the mine site, pumping through a pipeline and drying/loading at the port site on the Amazon river estuary. Presently, all PPSA production is concentrated on 82% <2um, high-brightness coating clay shipped in bulk. In this paper, a detailed description of the development of PPSA beneficiation process is presented. The results of laboratory and pilot plant studies under- taken to develop alternative grades of clay, such as delaminated and calcined kaolins, are also discussed.

Jan 1, 1998

By Werner T. Meyer

Technical modification of traditional zinc- and lead-based products is moving the metals into diversification is particularly apparent in two areas. The evolution of diverse types of heavy-duty vehicles that employ lead acid batteries. and The development of Galfan™ -- a zinc / 5% aluminum/mischmetal coating alloy designed to provided zinc-coated anti-corrosion protection in applications that are not well suited to traditional galvanizing. Because any product breakthrough must be accompanied by advancement and customer oriented thinking at every step in the chain of production and distribution, a concerted effort is required for market evolution to live up to its potential. As such, all those involved in the metals industries should not only track the progress made by technical and marketing innovations, they must participate as much as possible in their development and promotion.

Jan 1, 1986

By M. S. Klima, A. Simard, M. L. Turek

Laboratory testing was carried out to evaluate several devices for recovering clean coal from bituminous coal refuse material. The bulk of the testing focused on using a dense-medium cyclone to process -0.6-mm refuse material. A hindered-settling column and a spiral concentrator were also used to process nominal 1.2 x 0.15-mm material. Product yields and ash contents were obtained for all tests, while partition curves were generated for selected tests from which the characteristic performance parameters (relative density of separation and probable error) were determined. The results indicated that the dense-medium cyclone was capable of cleaning down to 0.037 mm, while the other devices were effective to 0.15 mm. Keywords: Coal recovery, Coal refuse, Dense-medium cyclone, Hindered settling, Spiral concentration

Jan 1, 2003

By Welland L. Ott, Hans J. Rumland

The Falconbridge Dominicana laboratory receives samples from all parts of the operation. Ore, metal and oil samples are taken by operating departments, gas and water samples by the laboratory staff. Physical sample preparation is essentially standard and produces comminuted samples for wet-chemical analysis and X-ray fluorescence analysis (XRF). T he main operating sections of the laboratory are described indicating in each case the type of instrumentation and method used, sample types analysed and comments on problems experienced. Emphasis is given to the sample preparation and X-ray sections especially with regard to the difficulties caused by our heterogenous ore material, calibration of the instrument and operational malfunctions. General problems related to our remote location and the tropical climate are discussed. Limited statistics on instrument availability, and stability, accuracy, precision, etc., are given.

Jan 1, 1979

By John L. Ellenberger

Virtually no two mines operate with the same geographic, geologic, and mining conditions. It follows chat problems vary with the conditions from mine to mine or often from one section to another in the same mine. Actual situations are described, and a technique of "stacking" maps to predict hazards is presented. Two case histories of the use of multiple overlays are de- scribed. The first deals with a property that was examined before the start of mining. The second is a property in which severe ground control problems were encountered and the relationship between the problem areas and known conditions were found to be related.

Jan 1, 1981

By Stanley R. Riggs

The rocks exposed in the phosphate district are of Neogene age and consist of clayey quartz and phosphorite sands overlying phosphatic dolomite. The Bone Valley Formation is redefined as a marine phosphorite containing primary phosphorite and abundant terrigenous sediments. It contains a Middle Miocene vertebrate and invertebrate fauna and conformably overlies the Hawthorn Formation containing similar invertebrate fauna. A new, unnamed formation, with Pliocene and Pleistocene fauna and containing reworked phosphorite, overlies the Bone Valley disconformably. Its phosphorite is derived from the subjacent Bone Valley by post-Middle Miocene erosion and deposition in stream channels and marginal marine environments. The Bone Valley contains two main types of primary marine phosphorite. Orthocbemical phosphorite, a direct precipitate of microcrystalline phosphorite (microsphorite), occurs as a cement or binder in thin beds. Allochemical phosphorite consists of clastic phosphorite particles that were originally formed as microsphorite on another part of the shelf. Microsphorite was deposited in a very shallow open marine environment which had an abnormally high phosphorous content caused by upwelling currents. The mechanism of deposition is still in doubt, but organisms probably were a major factor. Soon after deposition, microsphorite was indurated, periodically torn up, and the resulting fragments transported and deposited elsewhere on the shelf. These processes account for a great portion of the clastic phosphorite in the Miocene deposits of Florida. The primary fossil skeletal material is of minor importance.

Jan 1, 1965

By Francis X. Murray

Synthetic fuels will be the first major development effort to feel the effects of a new set of opposition forces. These confrontations will not be of the same variety as those which occured in the 1970s. Instead the synfuels industry, particularly in the West, will find itself confronting a new coalition of local political, community, and state spokesmen. They will oppose synfuels because the projects will represent a threat to existing lifestyles, political structures, taxes, social life, water rights, economics, and other politically sensitive considerations. In short, they mean change -- usually dynamic, full of unknowns and always threatening. The battles themselves may be fought technically over environmental issues, law and regulations; often these will be the instruments of the opposition. The real underlying problems will likely lie much deeper. In many cases environmental groups will be enlisted as the standard bearers; however, this approach may simply reflect the fact that environmental objections are convenient or at times the only tools at hand.

Jan 1, 1981

By Franz Wilhelmstoetter, Christian Karner

"The Confederation Line is phase one of Ottawa’s light rail transit, which consists of 13 stops and stations. The project’s center piece is a 2.5 kilometer (1.6 miles) long tunnel with three underground stations leading underneath downtown Ottawa and is constructed within feet of adjacent buildings. The downtown stations, Lyon and Parliament, are caverns approximately 16.5 m (54 ft) by 18 m (59 ft) in a horseshoe configuration constructed in rock, while the third station, Rideau, is approximately 22 m (72 ft) by 18 m (59 ft) in an oval configuration and constructed in mixed ground. The paper will discuss design decisions made early on in the project such as excavation method, unique construction sequencing, and equipment selection, and go on to include corresponding progress rates. The paper also documents design and construction challenges of large caverns in very close proximity to existing buildings and varying ground conditions. Finally, an overview of achieved construction milestones and a current construction progress will be presented. Station cavern excavation is expected to be completed in early 2016. INTRODUCTION The number of urban metro construction projects has certainly increased over the last decades. Cities are growing rapidly all over the planet and many are striving to keep up with the increased demand for public transportation. One of the most feasible types of inner-city transportation with the capacity for large quantities of passengers are metro (subway) systems. Still, large construction projects in dense urban areas often affect the city’s residents in mostly negative ways. During construction, residents face the obstacles of road closures, noise, dust, economic loss for businesses, and property value losses are common. In other words, individuals are directly affected by the way new infrastructures are planned, designed, built and operated. The tunneling industry offers unique opportunities of keeping these side effects to a minimum and possibly avoiding them all together. Although challenged by a variety of constraints (some of which will be discussed in this paper), urban tunneling applications offer a chance to keep cities environmentally, economically, socially, and culturally sound during construction."

Jan 1, 2016

By William Bergeson

"BACKGROUND As of December 2015, there are roughly 475 road tunnels within the United States according to the most recent national tunnel inventory data compiled by the Federal Highway Administration (FHWA); whereas, there are more than 615,000 highway bridges on public roads. The FHWA estimates that tunnels represent nearly 100 miles of Interstates, State routes, and local routes. Tunnels are part of the national transportation infrastructure and represent a significant financial investment for the owner and, hence, the tax payers. Tunnels, that are not properly maintained, usually require more extensive repairs and consume more resources. Tunnels must provide safe, reliable, and effective transportation even as these structures age and deteriorate. Furthermore, tunnels generally remain in service for extended periods of time due to their very high construction costs. For example, many tunnels were constructed decades ago during two historic periods of highway system expansion; the first period correlated with the era of public works programs linked to the Great Depression of the 1930-40s; and the second period of expansion occurred with the building of the interstate highway system in the 1950-60s. As such, these tunnels are fast approaching 60 to 80 years old. Congress enacted the Moving Ahead for Progress in the 21st Century Act (MAP-21), which was signed by the President on July 6, 2012. This legislation followed a fatal tunnel incident on July 10, 2006 and a National Transportation Safety Board (NTSB) report1 that noted the importance of conducting regular tunnel inspections. MAP-21 authorized the Federal Highway Administration (FHWA) to develop a mandatory inspection program for all tunnels on all public roadways (Bergeson and Ernst 2015): To help safeguard tunnel users and to ensure reliable levels of service, the FHWA developed the National Tunnel Inspection Program (NTIP), which is comprised of the National Tunnel Inspection Standards (NTIS), the Tunnel Operations Maintenance Inspection and Evaluation (TOMIE) Manual, the Specifications for National Tunnel Inventory (SNTI), and the Manual for Bridge Evaluation (MBE). The data collected from the program will be stored in a National Tunnel Inventory (NTI) database. A comprehensive and refresher training program was also developed to help qualify and certify key tunnel inspection personnel to include the program manager and team leader."

Jan 1, 2016

By R. H. Clarke

"INTRODUCTION Characterization of waste rock is frequently an oversight in mine planning which can contribute to significant delay in permitting and ultimately development. Thorough waste rock characterization is now a prerequisite to developing operating and closure plans acceptable to regulators and the public. BACKGROUND A long history of mine development has placed virtually all focus on the economic extraction and beneficiation of ore materials, while waste rock characterization and management received substantially less attention and consideration. Inadequate waste rock characterization has contributed to planning and management practices that are having unintended and unforeseen impacts to surface and groundwater, and in some cases lead to significant long term closure liability. In response, the regulatory community has developed guidelines for performing waste rock characterization during the pre- mine permitting process that in some cases seem onerous (BLM, 2013). Additionally, where a project proponent has not met these guidelines or results have been deemed “inadequate”, the Nevada Division of Environmental Protection and Bureau of Land Management (regulatory agencies) will only issue operating permits with rigid management practices to address the uncertainty, including requirements for lining waste rock facilities. WASTE ROCK CHARACTERIZATION FOR NEVADA PROJECTS Newmont Mining Corporation (Newmont) operations in Nevada approaches waste rock characterization like ore characterization, as it requires a similar investment of time, funding and attention to detail in order to pass public and regulatory scrutiny. Newmont follows a tiered approach to characterization that creates three over-lapping data sets representing an “escalation” in analysis at each tier, an approach that has thus far gained regulatory approval. “Tier 1” waste rock characterization for most Newmont projects begins with exploration drilling which follows internal standards and procedures. 20-foot composite samples are prepared from all drilling and analyzed for multiple trace elements using inductively coupled plasma mass spectrometry (ICP-MS) methods and for acid-base characterization using method ASTM-E1915. If the exploration program is successful and further resource or reserve development is recommended, the Tier 1 data are used to prepare a Waste Rock Characterization Plan (Plan) that will be presented to regulatory agencies as a part of baseline project characterization."

Jan 1, 2015

By Francis F. Pitard

The presence of elements, minerals, or chemical compounds in materials at very low concentrations is becoming a constantly increasing concern for several segments of the Industry. Some trace elements or chemical compounds may be considered as hazardous, some are simply considered as undesirable In complex processes where they could be constantly recycled and end up as the major factor of decreasing quality for some valuable products. In some other cases, the presence of a trace element or mineral may be highly desirable because of its economical value: precious metals are falling into this category, they probably were the first trace elements to draw our attention. Tremendous quantity of money is spent for analysis at the trace level, also the analytical "tool" has been considerably improved during recent years, but still the sampling aspect of the problem remains obscur for many, and because of it, large quantity of analytical efforts become meaningless. Not only the absence of sampling strategies is badly affecting the representativeness of a large majority of samples, but furthermore for the same reasons, many laboratories are failing In their endeavor to prepare reliable standard reference materials. The reason of this failure has its roots in the unability to estimate effectively the sampling characteristics of the element, mineral, or compound of interest, not to mention the unability to perform precise and accurate complete analysis, so essential for the instrumental analyst (1). In this paper a strategy to perform a better sampling operation is recommended. SELECTION OF A PROBABILISTIC APPROACH AS SOON AS PRACTICALLY POSSIBLE It Is essential to differentiate probabilistic sampling from non-probabilistic sampling. As Illustrated in Figure 1, the sampling operation Is a selection process which could be performed In two different ways: I. A probabilistic selection process according to which all elements of a lot of material to be sampled are submitted to the selection with a same probability of being selected. 2. A non-probabilistic selection process according to which all elements of a lot of material to be sampled are submitted to the selection with different probabilities of being selected.

Jan 1, 1986

By Andrew Thomson, Peter Wright

"A section of a London Underground expanded segmental lined tunnel constructed in the 1970’s progressively deteriorated after 2001, with extensive radial joint spalling and mid-segment cracking. As part of the PPP contract Tube Lines Ltd and their partners carried out various analyses of the tunnel, including analysis of laser scans of the tunnel, geotechnical testing through the tunnel walls, geotechnical desk studies, real-time monitoring and even full-scale segment testing. This paper discusses the behaviour of the tunnel lining in this setting, the causes of failure and the lessons that can be learnt from this rare example of a tunnel which was progressively failing in service. It is finally noted that a replacement tunnel lining was installed during night-time possessions and completed in 2015. INTRODUCTION In 2003, Tube Lines Ltd. was established under a Public-Private Partnership (PPP) scheme to provide maintenance services and upgrade projects for London Underground (LU). The Deep Tube Tunnel Knowledge and Inspection Programme comprised the assessment of all tunnels, shafts and other underground structures. This included a number of lengths of tunnel constructed using segmental concrete linings. First used by LU in the 1960s, the savings both in cost and speed of construction led to concrete linings replacing cast iron for new tunnel construction in all but a few cases. During the initial scoping phase of this programme, inspections identified potential issues with the expanded concrete segmental linings on the Jubilee line. The inspections found a number of segments with surface spalling (Figure 1a), which did not appear on the post-construction defect records. These were generally relatively shallow, up to 40mm deep, spread over a wide area of segment. These were different to spalls caused by handling damage, which are typically localised at segment corners. Subsequent inspections over the following years identified an increasing number of segments with these types of spalls as well as an increased incidence of longitudinal mid-segment cracking (Figure 1b). The increasing occurrence of these defects was hypothesised to be caused by tensile stresses developing in the vicinity of the joint."

Jan 1, 2016

My "outside exploration" began in November 1908, only 16 months after I had come to Bisbee as a raw engineer. The well publicized reputations of eminent engineers up to that time, including John Hayes Hammond, Herbert Hoover, James Douglas, D.C. Jack- ling, J. Park Channing, and a few others had been due to new mines they had found or brought to successful operation. And here was I, a mere youngster, given a chance to join the group. I knew there would be disappointments but I had no idea how many of them. In spite of the many prospects that turned out to be worthless I never looked at a new one without the feeling that this one might turn out to be the big success. This confidence, blind as it was, gave every arduous examination a zest and it made me climb every mountain on which the owner said there was something worth seeing, or on which T could see a distant staining that might mean ore. If I looked at every showing the owner suggested he at least would think I was honest and would bring other properties to our attention. This reputation of never refusing to go to see an outcrop, no matter how hot the desert sun or how rough the terrain, was probably one of my best assets. High as my hopes were at the start, they proved not to be exaggerated and if I were given a chance to do it again I would not hesitate, in spite of the jaundice, rheumatic fever, and other maladies that beset some of the expeditions. On the whole the results have equaled all my hopes. Toward the end of my years of active exploration I totaled up the score. Out of the prospects submitted to us about two out of three were eliminated after questioning the owner or prospector, without an examination. This left about a 1000 mines or prospects that seemed worth at least a preliminary look. One out of seven of these was worth a little development and a seventh of this seventh turned out to be a modest success or better. And nine or ten in all, or one out of 1000

Jan 1, 1976

John C. Greenway was responsible for much of my success in the seven years from what I called the end of my apprenticeship in exploration until I entered the Army in World War I. I first met Green- way on my return from Promontorio and, as he was replacing Powell, he was to be my boss. Even at first glance you couldn&apos;t help liking and trusting him. He was tall, well built, and erect-an old Yale athlete. After college he became a captain in the Rough Riders and a friend of Theodore Roosevelt, distinguishing himself in the Cuban campaign. He made good friends in all ranks of the Rough Riders, some later becoming leaders of industry and others following Greenway where-ever he went. After the Spanish War Greenway worked for iron mining companies around the Great Lakes and when the directors decided that Calumet and Arizona needed a new manager the ones who were also prominent in Oliver Iron Mining Co. selected Greenway It was a lucky choice for Greenway and for me. He became the best manager among those who ran the big copper mines He was open-minded in encouraging discussion and even opposition-until he made up his mind. Then, in military fashion, everyone must follow his decision without question. I think this is an essential of good management. Unfortunately a few did not feel this way and they had to leave. It was characteristic of those times that respect for the boss was so great that in the 16 years in which he was one of my best friends I, like all under him, always called him "Mr. Greenway." Soon after he arrived Greenway asked the leading mine operators in the southwest, Dr. Louis D. Ricketts and James S. Douglas, son of the Dr. James Douglas who had made Phelps Dodge great, to do special work for Calumet and Arizona. I found later that the object of the study was to determine the terms on which the half-dozen Warren District properties of Calumet and Arizona were to be joined in one

Jan 1, 1976