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By Jörg Holzhäuser, Matthew Crow

An 18.5 km (12 mile) long tunnel is being driven by four Earth Pressure Balance Tunnel Boring Machines (EPB-TBMs) of 4.7 m (15.5 ft.) diameter through alluvial sand, gravel, silt and clay above and below the groundwater table in Los Angeles beneath buildings, railroads, freeways and the L.A. River. Continuous automatic data recording of TBM operation and field inspectors' records, accompanied by monitoring of 5,000 surface reference points and 268 borehole extensometers were used to obtain information. The paper explains the reason for selecting the method of EPB-tunneling to ensure stability of the tunnel and meeting of environmental requirements, and presents data collected to monitor and demonstrate the performance of the TBM sin the different ground conditions encountered.

Jan 1, 2003

By Thomas W. Smelser

A full-scale geotechnical model of a 15-foot (4.6 m) wide coal mine entry in correlation with computer finite-element analysis (FEA) is being employed at the Bureau of Mines Spokane Research Center for basic research on roof-bolt support systems. Physical and computer modeling of various coal mine roof-bolt reinforcement systems will increase our basic knowledge of how roof supports function. This information, in correlation with computer FEA and underground verification tests, will provide a basis for establishing safer, more cost- effective roof control plans and help establish guidelines for employing fully grouted and conventional bolting systems. The basic rationale for the research, research approach, methods and equipment employed, results to date, and future research plans are described in this paper.

Jan 1, 1982

By T. K. Bundtzen, C. B. Green

Exploration expenditures in Alaska last year amounted to $8.9 million. This was comparable to 1985's $9.1 million. Development expenditures dropped 29%, $24.3 million in 1986 vs. $34.1 million in 1985. The exploration industry is restructuring and stabilizing after the loss of major mineral firms during the last few years. These included Anaconda Minerals, Asarco, Hecla Mining, Enserch Exploration, Phillips Minerals Division, Exxon Minerals, Noranda Inc., General Crude, Mohawk Oil & Gas, Inspiration Development, Teton Exploration, and St. Joe Minerals Division. Some of these companies were mineral subsidiaries of oil companies and were either dissolved or redirected to programs outside of Alaska. However, recent entry exploration firms include Echo Bay Mines Ltd., Long Lac Minerals, and Exvenco. They are busy evaluating prospects and mineral developments in the southeastern panhandle. In the 1970s, about $254 million was spent on Alaska mineral exploration. Of this, about 5% ($12 million) was for nonmetallics and coal, about 26% was directed at precious metals ($66 million) mainly gold, and 69% ($175.3 million) for the base metals zinc, copper, molybdenum, tin, tungsten, and nickel. Since the early 1980s, trends have reversed. Of the nearly $196.3 million spent from 1981-1986, 48% has been for precious metals ($94.3 million) and 40% on nonmetallics and coal. In the last two years, nearly 70% of the Alaskan exploration dollar has been spent in search of precious metals. Three gold skarns were explored during the year - the Nixon Fork project in western Alaska (Battle Mountain Mining Co.), the Nebesna and Rambler lodes of the northern Wrangell Mountains (Nebesna Mining Partners), and the Zackley project near Paxson in southcentral Alaska (Nerco Minerals). Nearly 7.6 km (25,000 ft) of diamond and rotary drilling were conducted on these three properties. Aspen Exploration announced that significant gold mineralization was found under the Nome coastal plain in western Alaska. Meridian Minerals joint ventured with Resource Associates of Alaska, exploring precious metal

Jan 5, 1987

By Hans Treichl

1. INTRODUCTION For Europe the Arlberg road tunnel signifies the elimination of the largest traffic barrier between Bucharest and Paris in the east-west transversal. Apart from that the tunnel will serve the feeder system to the two north-south links Ulm - Milano, and the Brenner motorway, and links the Inntal and the Rheintal motorways closer together.. Thus, the supraregional road system carrying traffic through the Tyrol and Vorarlberg will considerably be emproved by the Arlberg road tunnel. 2. THE PROJECT The 16.1 km contract section of expressway S 16 includes a ramp section of approximately 2.6 km, the access points at St.Anton and at Langen, and the main 13.98 km section of the road tunnel. This section cuts the link between St.Anton and Langen by 3.7 km, and saves 475 m in altitude. The Arlberg road tunnel is planned to have two tubes with two lanes each. In the first stage the southern tube was under construction. Its traffic capacity is 1,800 car units per hour. The tunnel has a cross section of 9o to 103 m2. The sloping gradients are by 1.3o and 1.67 per cent. Fresh air is supplied and used air removed through a ventilation system, fed at the portals and through two vertical ventilation shafts. One of them, at Maienwasen, is 222 m deep, its cross section 66.5 m2. The diameter in clear is 8.32 m. The vertical shaft Albona is 736 m deep, the diameter in clear is 7.37 m. The tunnels is 9,4o m wide, providing for a 7.5o m roadway plus o.95 m sidewalks on each side of it. 4.7o m above the traffic area the conduits for fresh and used air. A transverse ventilation system with reduced exhaust air has

Jan 1, 1979

By David J. Hatem

Tunnels and underground projects are inherently more risky than vertical projects, which typically utilize more conventional design and construction approaches and are undertaken in the context of relatively ascertained and defined conditions. On tunnel and under-ground projects, there are a host of special risk factors, including unknowns and uncertainties as to the physical and behavioral characteristics of the ground, the inextricable interdependence and necessary interaction of design decisions and construction means and methods with those ground conditions as well as the manner in which risks are allocated among project participants for un-anticipated subsurface conditions. Public-private partnerships (PPP) projects, in their own respects (and independent of any major subsurface component), pose significant risk for all private sector participants. The main driver of owners to procure projects using PPP is financial, as often all, or substantially all, of the design and construction risk are transferred to the private sector consortium, including the design-build (D-B) team. For a concerning number of those public owners, that risk transfer regime includes rather onerous and aggressive contractual terms that allocate to the private sector participants substantially all risks associated with the encountering of unanticipated subsurface conditions. These aggressive risk allocation provisions, while directly impacting project participants upstream of the consulting engineer, have an indirect and corresponding risk intensifying effect upon consulting engineer professional liability exposure. There are many factors that result in increased professional liability exposure for consulting engineers involved in PPP projects. The more prominent and prevalent of those factors fall into the following categories:

By Daniel McNamee, Wern-ping N. Chen

The Amtrak East River Tunnels include four tunnels, Line 1 to Line 4, which extend from New York Penn Station in Manhattan, under the East River to Sunnyside Yard in Long Island City. Since fall 2015, Amtrak has initiated a program to repair and reconstruct the century-old tunnels, including structural repairs of all the tunnels and reconstruction of the Line 1 and Line 2 tunnels. The reconstruction includes bench wall demolition and replacing and installing the following elements in the tunnels: direct fixation track, traction power, signal, communication, and tunnel fire/life/safety components. This paper provides design and site investigation challenges and knowledge gained from this program.

Dec 1, 2022

By Gregory Rumbaugh, Christopher Mark

Recent pillar collapses have caused five large airblasts in underground U.S. limestone mines. One of these events injured three miners, but all of them put many other miners at risk. To better understand the hazards, Mine Safety and Health Administration (MSHA) conducted a comprehensive review of the international literature on airblasts. More than 40 airblast cases have been documented, in a wide variety of minerals. Experience shows that miners that are in the direct path of the air as it moves towards the mine exits are at the greatest risk. The paper describes a risk management methodology that can be used to evaluate the level of hazard throughout the mine and aid in the selection of controls to reduce the risk. The paper concludes with a detailed case history of an actual pillar collapse and airblast.

By Richard E. Gray

Virtually all structures show some signs of distress due to deterioration of the building components, to changed loads, or to changed support conditions. Changed support conditions result from ground movements. In mining regions many cases of structural distress are attributed to mining without considering alternative causes. This is particularly true of coal mining since it occurs under extensive areas. Coal mining is estimated to have already undermined more than eight million acres and may eventually undermine 40 million acres in the United States (HRB Singer, Inc., 1977). Other nonmetal and metal underground mines impact much smaller areas. Although it is sometimes difficult, even with careful study, to identify the actual cause of damage, persons responsible for underground coal mining should at least be aware of possible causes of building stress other than mine subsidence. This paper presents information on distress to structures and briefly reviews a number of causes of ground movements other than subsidence: Mass movements, dissolution, erosion, frost action, shrinking and swelling, yield into excavations and compressibility

Jan 1, 1986

By Teena Redhorse, David Tsztoo, Anthony Yu

"Since ancient times, storing and conveying water via underground water systems and tunnels has been touted for its strategic advantages. Underground cisterns and tunnels assured protection of essential fresh water supplies from man made contamination and especially from enemies who would gain an advantage by disrupting an adversary’s water supply in a siege. Modern day engineers do not usually specify tunnels for reasons of avoiding deliberate contamination or siege — however, they are just as enamored with the idea of building tunnels for water conveyances.Such was the case for the San Francisco Public Utilities Commission (SFPUC). The SFPUC provides drinking water to 2.6 million residential, commercial and industrial customers in the San Francisco Bay Area. The SFPUC’s water system includes 257 km (160 miles) of transmission pipelines and tunnels from the SFPUC’s largest reservoir, the Hetch Hetchy Reservoir inside Yosemite National Park, to San Francisco. About 129 km (80 miles) of the system consist of tunnels. A 30-km (19-mile) section of the tunnel network, called the Mountain Tunnel, was thought to be at risk of a catastrophic failure in its concrete-lined section of 18 km (11 miles). For much of the project planning process, a new replacement tunnel was presumed to be required according to the tunnel planners.Originally constructed between 1917 and 1925, the Mountain Tunnel has been in continuous service since 1925. The 30-km (19-mile) tunnel is located downstream of the Hetch Hetchy Reservoir water source in Yosemite National Park, between the Early Intake and Priest Reservoir (Fig. 1). Approximately 18 km (11 miles) of the tunnel is lined with unreinforced concrete. Though the condition of the tunnel was being monitored through water sampling and periodic inspections, there was growing concern that the tunnel lining was at risk of a partial collapse that could interrupt water delivery for up to nine months. The SFPUC was faced with a decision to construct a new bypass tunnel to replace the lined section of the Mountain Tunnel or to rehabilitate the existing tunnel."

Jan 6, 2018

By Trenton Cohen, Joseph McDivitt, Shimi Tzobery, Joseph Sinacori, Scott Zylstra

The 2-mile Beach Interceptor Sewer Tunnel was constructed in 1954 to then-current mining and construction standards. Due to its lifespan and deteriorating condition it is now being stabilized and rehabilitated using conventional excavation and ground support. At its southern end, below the prestigious Three Arch Bay community, the original tunnel alignment passes under a historic landslide where the tunnel was sand-backfilled and capped by bulkheads in 1957 due to severe and caving ground conditions. Video footage of the existing 21- inch clay pipe showed that the pipe is severely damaged, which could potentially cause a catastrophic pipeline failure and sewage spill into the Pacific Ocean. This paper summarizes the thorough investigation and design process, tunnel realignment construction and monitoring, and the notable cooperation between all parties to overcome the project risks.

Dec 1, 2022

By James K. Wright

This chapter will discuss the use of financial models as an evaluation tool for various phases of decision making from exploration strategy to the analysis of a producing mine. The text of this chapter was not received in time for printing.

Jan 1, 1979

By W. Z. Choi

A combined size reduction- liberation model of grinding has been developed to predict the product size distribution for both free and locked particles. The model is an extension of the population balance model for size reduction. Locked (or composite) particles have been subdivided into discrete classes of different compositions to obtain more detailed information. The model has been tested on a sphalerite ore from Tennessee. Liberation data have been obtained using an areal scanning technique on microscope images of polished particle mounts.

Jan 1, 1985

By Yassine Lahmadi, Edoardo Trivellato, Christian Chereau, Bénédicte Robert

Within the framework of the adaptation of the South-East European Technicentre (Technicentre Sud-Est Européen TSEE), SNCF Voyageurs appointed Pini with the project management mission (MOE) for the design and construction monitoring of a road tunnel. This investment has a dual function: during the site transformation phase, it facilitates the work logistics (and shorten traffic flows); and in the operating phase, it is intended to ease all movements on the site over the long term. This is a limited-length gallery (50 meters) to be performed in conventional excavation below Poniatowski Avenue (Paris 12e). The excavation, crossing the entire width of the boulevard, constitutes a major challenge, given the very low coverage (less than 5.5 m), and the surrounding main infrastructures. The same project mis- sion includes the design of the tunnel accesses, via reinforced-concrete frame structures. The targeted design questions several aspects of its execution framework, and particularly, continuous operation must be guaranteed to the neighboring networks during the works. The installation of an umbrella- pipe all along the excavation profile, the progression in divided sub-sections, and the implementation of a complex monitoring system are hence key elements for limiting and controlling any deformation. An exhaustive 3D finite element modelling was performed, taking into account the detailed phasing of construction (pre-support, excavation in divided section, preliminary support and definitive lining), to dimen- sion the structures, and, overall, to analyze the impacts on the neighboring structures and facilities. During the execution phase (planned for mid-2024), monitoring activities with back-analyses as close as possible to the works are planned.

Jun 23, 2024

By Josh Savit

Corporate responsibility already encompasses safety and compliance. No longer will companies be able to use differing standards of care to miners based on the country in which they are working. This is not only an issue of social license, but one of global risk management.

By Qinghua Gu, BUQING XUE, XUEXIAN LI, JIANGSHAN SONG, Qian Wang

Updating the openpit vehicle transportation network has the problem of being time consuming and low precision. To address this problem, a high-precision road network model construction method for unmanned vehicles in openpit mines is proposed. This method can be divided into two steps. In the first step, an improved deep learning image processing model named DeepLabv3+C (DeepLabv3+Concat) is presented, and the road information extracted by the DeepLabv3+C network is used to construct a three-dimensional model of the openpit mine road network. In the second step, aiming at the time-consuming problem of unmanned vehicles meeting in openpit mines, a vehicle meeting strategy is proposed. This strategy is used to guide the navigation of unmanned vehicles in openpit mines. At the end of the study, vehicle running simulation was carried out on the road network model using Unity, a 3D visualization simulation software. The high-precision unmanned road network model of openpit mines studied in this work can further promote the construction and development of smart mines by acting as a high-precision map for unmanned vehicles.

By Dan Norrgran

In recent years, a great deal of attention has been focused on developing mill liners to increase wear resistance, improve grinding efficiency and reduce energy consumption in milling applications. The installation of an appropriate mill liner is critical as it affects the overall cost and product quality. A mill liner has two specific functions. The first is to protect the mill shell and mill ends from direct contact with the abrasive grinding media (in this case, the liner serves as a wear surface). The second function is to transport the grinding media, creating energy for size reduction. The liner acts as a lifter, mechanically transporting and cascading the grinding media. The mill lining is a major cost in the milling operation. The costs associated with the mill lining include the capital cost of the lining, downtime required to replace the worn liner and the labor for installation. Generally, in hard rock mining, the life of a mill liner in secondary ball mills is 12 to 24 months.

Jan 1, 2009

By D. F. Boyd

On April 10, 1958 a new 7500 long ton/day iron ore beneficiation plant went on stream producing an average of 3000 long-tons of high quality concentrate a day. Plant operates on two, 12-hour shifts is six days per week, The new mill end crust ink plant were built adjacent to the company's open pit dining operate on at Bomi Hills, Liberia. The mall is essentially a gravity concentrator employing crushing, and grinding to liberate the mineral values, followed by concentration in Humphreys spirals. The cleaner spiral tailings are re-ground and tabled to recover additional iron values. Ire addition to. this mills the company operates a crushing and screening plant for the high grade direct shipping ores

Jan 1, 1962

Global mining company achieves significant productivity gains with three-dimensional (3D) mine models developed with Abaqus finite element analysis software. In a steep change beyond traditional processes, Abaqus finite element analysis (FEA) software from Simulia (the Dassault Systèmes? brand for realistic simulation), is being used to enhance mine design and engineering simulation at a number of major mines around the world. In North and South America, Africa and Australia some of the world?s biggest mining companies are applying FEA technology to evaluate safety and improve design planning, implementation and operations. Beck Arndt Engineering (BAE), a Sydney-based international consultancy, is a pioneer in the commercial development of engineering solutions for the mining industry. The consultancy has worked closely with engineers at Simulia Australia to expand the use of Abaqus FEA simulation software for mining applications. Among the early adoptors of mine-ready FEA technology is the world?s largest miner, BHP Billiton. With BAE?s help, BHP has already applied this technology to evaluate mines in Canada and Australia. At the BHP Billiton Nickel West Perserverance Deeps Project in Western Australia, Abaqus FEA software is now being used to help engineer the safety and productivity of planned deep-mining operations. To achieve this goal in the deep-mining environment significant technological innovation is required. Using measurements of site deformation and seismicity, Abaqus FEA models have been calibrated and, in a single day, used to simulate a full, 3D, inelastic analysis of a mine?s life cycle. In recent years, similar applications at Debswana?s Jwaneng Mine in Botswana, the Newcrest Mining Ridge-way Deeps Project in New South Wales, Australia and Rio Tinto?s Argyle Diamond mine in Western Australia have also established Abaqus FEA analysis as the lead-ing technology for multi scale, simulation-aided mining engineering. Joop Nagtegaal, a pioneer of FEA and a Dassault Systèmes Corporate Fellow, said that Abaqus FEA software is unique in its capabilities to enable mining engineers to investigate design innovations from the drawing board to full production. ?In the design stage, Abaqus models, which include rockmass volumes spanning several kilo-meters around the ore body and down to excavations just a few meters across, are used to compare and optimize engineering options,? Nagtegaal said. ?Then, as the mine goes into production, large volumes of data from the field are incorporated with the analysis models to allow them to be calibrated to a precision not previously available to the mining industry.?

Jan 1, 2009

By J. G. Groppo

A series of performance studies have been conducted using counter-current column flotation to recover a marketable clean coal product from existing preparation plant fine waste streams. The test work was conducted at several preparation plant sites in Kentucky and Virginia and utilized a 0.15m (6 in.) I.D. column that was 5.79m (19 ft.) high. The refuse streams tested included both thickener feed and classifying cyclone overflow with a typical size distribution of 100 mesh X O. The percent solids of the column flotation feed varied from 1.5 to 15% while the ash content ranged from 30-60%. The concentrates produced contained 2-10% ash with BTU recoveries of nearly 90% using 0.12-1.25 kg/ton (0.25-2.5 lbs/ton) fuel oil and 0.12 kg/ton (0.25 lb/ton) MIBC. These results were consistent with or better than results obtained in preliminary laboratory scale column flotation evaluation. Test results from 7 different seams are discussed as well as scale-up relationships utilized to design a full scale installation presently in operation.

Jan 1, 1990

By J. B. Yianatos

This paper addresses the impact on performance of column height (H), and column height to diameter (H/D) ratio by modelling the effect of HID on mixing and consequently on recovery and grade. Mineral recovery increases with increasing H/D ratio for a constant column volume and feed flowrate, while the concentrate grade decreases to a minor extent. Columns 10-15m in height with H/D-10 are well suited for feed rates 150-600 L/min. Maximum H/D is determined by the gas carrying capacity, an important consideration for pilot units where H/D?200.

Jan 1, 1987