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By P. Perruzza, R. Grandori, A. De Biase, A. Ciamei, A. Busillo

The Turin metro alluvium soil is mainly made of large boulders, cobbles and gravel , few sand and almost no fines. This grain size curve is out of the range of application for EPB and Slurry TBMs. In order to bore 5 of the total 7,5 kms of Line 1 tunnel, two specially designed Lovat EPB TBMs were utilised in combination with a systematic non structural pre-grouting of a small volume rectangular slab just above the tunnel section. The same pre-grouting was not however applicable for lack of access on surface in some sections of the remaining 2,5 km of tunnel that had to be bored below important buildings/structures, with under ground water pressure up to 1,5 bar, with curves radius of 180 m only. For these more critical sections it was necessary to study and implement a new technical solution and improve the capacity of the TBM to work efficiently in EPB mode even in this unsuitable ground and overall conditions. After months of studies the selected and adopted solution has been to inject inside the cutterhead chamber, in addition to the almost standard foams & polymers additive mixes, a suspension of limestone powders. This with the scope of compensating the lack of fines of the natural ground with rock powders.

Jan 1, 2005

By Ray Hutton, Darrell Liebno, Taro Nonaka

Background Population growth and increasingly stringent regulatory controls on water quality across North America have resulted in municipal governments investing heavily in infrastructure to control what are known as Combined Sewer Overflows (CSOs).These are events which occur when combined sewers exceed their conveyance capacity during periods of heavy rainfall or snowmelt. The city of Atlanta, Georgia is one such municipality; with a population of over450,000 within city limits and a sewer system servicing 1.2 million including adjacent jurisdictions, the City of Atlanta has a Combined Sewer System (CSS) encompassing approximately 15% of its total 3,540 km (2,200 miles) of sewers. Atlanta’s CSO discharges to local watercourses began to draw fire from environmental groups in the1980s. As a result, in the early 1990s, the City constructed a series of CSO control facilities which provided screening and chlorination at seven CSO discharge points across the CSS watershed. Unfortunately, these facilities were not capable of handling all of the overflows generated due to heavy storm events; frequently, untreated water was bypassed around the treatment facilities. The federal Environmental Protection Agency (EPA) deemed that water quality standards were being violated by these discharges, and a suit was brought against the City to force a higher standard of compliance. As a result, the City entered into a federal Consent Decree which would bring CSOs into compliance with federal standards by 2007. A critical component of this plan was the design and construction of the West Area CSO Tunnels and Pumping Station. In February 2003 the City’s Department of Watershed Management retained the services of Jordan Jones & Goulding/Hatch Mott MacDonald/Delon Hampton Associates (JDH Joint Venture) to design and provide construction management ser-vices for the project, which was designed to capture combined sewage from three of the City’s existing CSO facilities on the northern end of the CSS watershed. The design consisted of two connected tunnels which would convey the wastewater originating from the North Avenue, Clear Creek, and Tanyard Creek CSO facilities to a submersible wet well pumping station located at the R.M. Clayton Water Reclamation Center (WRC). Since the majority of the effluent stream consisted of storm water, the City elected to design and construct a separate treatment plant. This plant was designed under a separate contract, and is currently under construction.

Jan 1, 2007

By L. L. Lacerda, A. J. Blair

The Wolf Creek Upper Narrows Tunnel (Upper Narrows Tunnel) is one of the first major highway tunnel in the United States implementing the use of spray-on membrane for purposes of constructing a double-shell drainage solution between an initial shotcrete lining and a final cast-in-place concrete lining (Figure 1). In the case of the Upper Narrows Tunnel the primary membrane is constructed with a spray-on product manufactured by Degussa, namely Masterseal® 340 FA (MS 340) that has been utilized previously in other tunnel projects. Shotcrete-like in application, but differing in physical properties, MS 340 is now outdated, and is succeeded by Masterseal® 345 (MS 345), a nearly identical product, with improvements in material properties. Tunnel project histories utilizing either MS 340 or MS 345 are discussed and summarized with regard to the respective motives for prompting spray-on membrane selection and the realized benefits resulting from spray-on membrane construction. With an emphasis on the Upper Narrows Tunnel, project summaries discuss details of the aspects of design for spray-on membrane construction methodology as opposed to conventional sheet membrane construction methodologies. It is anticipated that experience gained during the construction of the Upper Narrows Tunnel with respect to other tunnel projects that have utilized spray-on membrane will be of use for future tunnels employing spray-on membrane in drainage solutions.

Jan 1, 2005

By Jesse A. Pfeiffer

CPAR, the Construction Productivity Advancement Research Program, is a new initiative of the Corps of Engineers to enhance U.S. construction industry productivity through the development and application of joint-funded research. CPAR seeks to balance the requirements of both the private sector and the Corps of Engineers construction program, to identify research needs that are common to both parties in a partnership for conducting research, and to achieve practical real-world products which will enhance productivity in the construction industry. Increasing costs of doing business has had a major negative impact on much of the nation's industrial base, and research and development (R&D) is among the areas hardest hit. The Congressional Budget Office estimates that since 1984 inflation adjusted R&D outlays in private U.S. firms have risen at an average annual rate of three percent, or about half the rate of gain of the preceding decade. And, despite a significant increase in foreign competition, the portion of gross national product (GNP) devoted to R&D is lower today than 20 years ago. For the case of the U.S. construction industry, the numbers are even more dramatic.

Jan 1, 1989

By T. Jason Hardell

The Victory Bridge project was contracted by the New Jersey Department of Transportation. The project included the construction of two 4000-ft precast segmental concrete bridges to replace the existing Victory Bridge that was built in the 1920's. The existing bridge was a swing span bridge that was in desperate need of replacement. The project was considered high priority due to the large maintenance costs to keep the swing span operating over the busy navigational channel. In March of 2003 construction began on the first bridge and by April of 2005 all of the segments were set for the second bridge. On September 5 of 2005 the second bridge was open to traffic. The total cost of the project was $110-million. The two new bridges required the construction of 24-eight foot and 32-six foot diameter-drilled shafts with rock sockets. All of the shafts were constructed in the tidal Raritan River working from barges. What will follow is a description of the construction techniques that were used to build these drilled shafts, the anticipated and unanticipated challenges that were encountered during the project, and the lessons learned.

Jan 1, 2005

By Kentaro Kuraji

INTRODUCTION Background Tokyo, the capital of Japan, is one of the largest cities of the world. As many as 33 million people live in Tokyo and three neighboring prefectures although the city occupies only 0.6% of the area of the country. The network of Metropolitan Expressways serves as a major artery for daily physical distribution in Tokyo. The Central Circular Route of the Metropolitan Expressway (MECCR) is located innermost among the three circular routes in Tokyo (Figure 1). Once completed, MECCR is expected to drastically mitigate traffic congestion in the central Tokyo area and provide drivers wider varieties of options in route selection. Alleviating congestion is estimated to reduce 400,000 tons of carbon dioxide emissions annually. The eastern and northern sections and part of the western section of MECCR have been completed with the total length reaching 33 km. The western section will be extended southward by approximately 4 km in the spring of 2010. An 11-km-long western section of MECCR that is currently being constructed is composed mostly of tunnels. A large number of power supply, gas supply, telephone, drinking water and sewerage pipes have been placed under the Yamatedori avenue along which MECCR is being constructed. The shield tunneling method has therefore been adopted for constructing tunnels along the route. The method involves the advancement of a shield tunnel boring machine (TBM) through the ground simultaneously assembling segmental rings within the shield. The method not only enables the building of highway tunnels more quickly and efficiently than other methods but also minimizes the effects of construction work on the surrounding area and the environment. Constructing the tunnel using the conventional cut-and-cover method might have required large amounts of time and cost because relocating the numerous objects buried under the Yamatedori avenue might have been necessary during tunnel construction. It was also considered desirable to place the tunnel at a depth of 30 m or more from surface to prevent tunnel construction from adversely affecting railways because the tunnel was expected to cross eleven railways and subways. This is one of the reasons for selecting shield tunneling as an effective method. The shield tunneling method was finally adopted for a length of 7 km in the 11-km western section of MECCR. The shield tunneling method was also employed in the Ohashi Tunnel located southernmost in the 11-km western section of MECCR. This paper describes the construction of the Ohashi Shield Tunnel.

By A. R. Dover

The Richmond-San Rafael Bridge is a 6.92 kilometer (4.3 mile) long major toll bridge span that crosses the northern San Francisco Bay in a highly seismically active region. Tutor-Saliba / Koch / Tidewater JV was contracted by Caltrans to conduct a comprehensive seismic retrofit. The JV provided geotechnical planning and quality control services as described herein, under normal oversight by Caltrans. Part of the robust foundation retrofit design included the installation of 26 new, large diameter piles, including eleven 3.81 m (12.5 ft) diameter, cast-in-drilled-hole (CIDH) marine piles that were drilled 9.15 m (30 ft) into the bedrock beneath the Bay, where the water depth ranged up to about 21.3 m (70 ft). These reinforced concrete-filled composite piles have a steel shell permanent casing from the bridge substructure pile cap through the water column and 30.5 to 39.6 meters (100 ft to 130 ft) of marine sediments to the top of rock. This paper discusses construction, inspection (ranging from the QA employed in the planning of the CIDH pile installation methods and equipment to the actual construction inspection required for the routine installation of the shafts), problems that were encountered during construction, and the solutions that were developed and implemented. Inspection, particularly with the usual difficulties in the marine environment, coupled with the difficult and complex bedrock conditions was particularly challenging, and ranged from non-destructive testing to "in-water, inshell" diver inspection. Similarly, the complexities of dealing with both the steel casing "riser" and the associated drilled shaft (rock socket) portion of these composite foundation elements created some unusual issues. The paper also presents important lessons learned from the project.

Jan 1, 2008

By C N. Whata

While there is no specific obligation on the part of any applicant to consult directly with tangata whenua (people of the land), recent cases highlight the need to engage in active consultation in order to avoid serious objections and delay, particularly where a proposal may affect the matters referred to in section 6(e) (Waahi tapu/sacred places) and 7(a) (KaitiakitangaiGuardianship) of the RMA.   The Environment Court has shown some sympathy for tangata whenua where waahi tapu and other significant matters of cultural concern are at risk because of a proposed development. There are several practical steps that can be taken to minimise the potential for serious objection including: ò knowing who to contact and how to contact them; ò demonstrating empathy for the concerns of tangata whenua; ò engaging in proactive consultation, for example meeting at a time and a place that is suitable to tangata whenua, and a preparedness to meet the costs of tangata whenua etc; ò demonstrate an awareness of tangata whenua issues; being aware of the types of mechanisms that are available to remedy, avoid etc adverse effects on matters of concern to tangata whenua.

Jan 1, 1997

Contact Angle Measurements on Lignite Surface

Sep 13, 2010

By I. Yildirim

Water contact angles of talc powders were determined from the values of the heats of immersion measured using a flow microcalorimeter. The results were used to calculate the contact angles using a rigorous thermodynamic relation. In the present work, the calculation was carried out using the temperature coefficient of the contact angles determined experimentally using another method. The results obtained in the present work on several different talc samples are compared with those obtained using other methods.

Jan 1, 2001

By X. L. Huang

This paper deals with the experimental and theoretic study of the contact pressure beneath the deep foundation of Beijing International Hotel, The experiments have been carried out in project and in model footing 6.6m2. The result of measurements shows the contact pressure at the edge is greater than that at the center. The theoretic analysis on the base of elastic theorey is in good agreement with the test if the proposed assumption used.

Jan 1, 2010

By Damir Dedic, Wörle. Patrick

"Soil properties within a construction project area are analyzed during the planning phase. However, it is only possible to achieve selective soil exploration, even in the case of very extensive investigatory programs, which results in a certain soil risk and uncertainties for planning and execution.Therefore, the application of monitoring systems is becoming increasingly important in the field of geotechnics. The application of suitable monitoring systems for these particular purposes provides considerable knowledge relating to the load bearing behavior of the soil and the ground anchor. Applications that present major challenges to measuring anchor forces include back-anchorages of long-lasting and very deep construction pits, construction pits in urban areas, slope and embankment supports for track and vehicular routes, port and lock structures, and uplift control. Apart from overseeing individual construction stages, monitoring systems analyze the interaction between the soil and structure throughout the latter’s entire life cycle and safeguard the functional capability of the applied system components. Geotechnical construction projects can be adapted, optimized and carried out with enhanced safety from the information obtained.Conventional Monitoring SystemsThere are numerous approaches for determining anchor forces of bar or strand anchors. Lift-off tests and measurements with load cells are the most common methods.Lift-off Test: Lift-off tests provide a possibility to monitor the prevailing force in strand or bar anchors. The entire anchor head structure is lifted using the appropriate equipment. The steel tendon is prolonged, or in the case of strand anchors, a screw-on cap holds the wedge carrier so that a tensioning jack can be mounted above it. Then, the tendon is prestressed until the lower anchor nut (bar) or wedge carrier (strand) is lifted off from the anchor plate. The intersection of the two straight lines in the figure represents the force at which the anchor nut or the wedge carrier lifts off from the anchor plate. Thus, the intersection displays the actual load of the anchor. This form of anchor force control gives conclusive results, but at the same time requires extensive accessories and extra personnel to execute the test. For this test, a sufficient bar overhang must be available, the wedge plate must possess an external thread, or there must be a strand overhang of at least 24 in (60 cm). Furthermore, the anchor head must be freely accessible and in a position to be reached with the necessary equipment."

Jan 1, 2017

This paper on the relation of Granite and Sedimentary Contacts to Victorian Mining will, it is hoped, be of interest to members of the Institute.The broad fact that gold often occurs' at or near the junction of granite with sedimentary silurian or metamorphic rocks has been noted by some Victorian geologists, miners, and prospectors; but the fuq practical value -of the fact does not seem to have been fully realised by prospectors. Glancing at the Geological" Map of Victoria, one can see that many of our goldfields 'are situated at or near the junction of granite with Palceozoic sedimentary formations, and that some of our alluvial fields are on granite. Many prospectors are possessed of this knowledge but when prospecting a contact locality, they would be just as likely to confine their search for auriferous matrices to spots a quarter of a mile on the sedimentary side, as on the actual contact line of two formations.

The growth of "Unit Load-cargo handling technology in world cargo lin- er trades over the last decade has cre- ated a situation in which special pur- pose-vessels (cellular container ships, roll-on/roll-off vehicle deck ships and Lash type vessels) are rapidly replac- ing conventional cargo ships, the principal means previously available for transporting heavy lifts. Consequently heavy lift traffic has tended to accumulate awaiting ship- ment, especially where discharge is required in "off beat" locations. A partial solution to this problem will be provided by new and small but exceptionally versatile ocean going heavy lift carriers now finding their way into world trade routes. These new ships combine extremely high lifting capacity, high manoeuvreability and exceptionally shallow draft with bow and stern Ro/Ro capability. They can handle rolling loads of exceptional size and weighing up to 1,000 tons Each. But the problem is a far larger and more serious but essentially a domestic one. Major industrial pro- jects in Australia will require pro- gressively heavier and larger plant and construction sites are becoming much more inaccessible. Whereas these new ocean going heavy lift carriers have ample capacity to satisfy part of the total transport requirement, there is clear evidence to show that domestic transport resources have little if any potential for increase in capability at the same rate as demand or at the same rate as sea transport facilities. Resolution of the larger problem is within reach but only through a pro- perly co-ordinated approach to future planning for the overall needs of large scale projects on a national basis. This co-ordinated approach must involve Federal and State government transport administrators, railway and highway authorities, shipping and road haulage interests and finally the planners of the projects which require these improved heavy haulage services.

Jan 1, 1973

By C Doblin

Any value addition to the mineral sands in the Murray Basin (Australia) will generate waste that needs to be disposed of safely. For example, conversion of ilmenite and synthetic rutile to titania (TiO2) pigment would generate large amounts of environmentally undesirable elements. Processing of U+Th containing zircon sands to zirconia or to higher purity zircon would generate a low-level radioactive waste. In this study it is proposed that one way to circumvent the waste problem could be to contain such waste in magnesium-based (Sorel) cements. Containment of waste in magnesium cements is an attractive idea especially for the mineral sand processing companies that could operate in the Murray Basin in the future, because the required magnesium oxide and magnesium chloride may be made cheaply from the saline waters encountered during mining operations. The magnesium cement production process is also far less energy intensive than the Portland cement production process. The results of this study indicate that mixing a waste stream with a slurry of magnesium cement before being discharged to the disposal area would contain the waste in a æconcrete-likeÆ structure, resistant to dispersion by wind and moderate rain. However, some loss of strength and increased leaching of impurities, Mg and Cl could take place in wet climate areas. Ongoing research is being concentrated to develop a new process for making water-resistant magnesium cement.

Jan 1, 2002

By Maurice L. Madden

An investigation was undertaken for a ground water discharge plan for the Chino mining complex near Hurley, New Mexico. Operations which impact ground water include dump leaching, storage reservoirs, and tailings seepage. The investigation included both hydrogeological data collection and laboratory analysis. A conceptual understanding of surface water and ground water was then developed. Surface water and ground water models were used to match existing conditions and predict the impact of operational modifications. The study concluded that runoff and resulting leach reservoir overflows were primarily responsible for the ground water degradation. Tailings seepage represents a smaller part of the impact.

Jan 1, 1984

By Julie Culverhouse, Dennis Grimm, Kieran Harding, Jean-Francois Boulanger

"Agrium’s Canadian Phosphate Business (CPB) is comprised of Kapuskasing Phosphate Operations (KPO) in Northern Ontario, Canada’s only operating phosphate mine, and Redwater Phosphate Operations (RPO) in Alberta, which manufactures the fertilizer from KPO’s concentrate.Production from KPO’s South Pit commenced in 2009 and introduced contaminant problems: high aluminium from crandallite and kaolinite clays. These issues caused a drastic decrease in P2O5 recovery and throughput in both plants. KPO attempted to reduce Al clays by means of aggressive desliming. Meanwhile RPO experienced high amounts of dissolved metals in their feed that are detrimental to fertilizer production.This paper covers the mineralogy of the problem, its impact on contaminant separation at KPO, on RPO’s process and on Agrium’s Canadian Phosphate Business as a whole.Potential solutions to the problem are discussed and analysed, including a process change to deslime high aluminium streams more aggressively and high grade ore flotation, which is atypical at KPO. The latter is a demonstration of the value of communication between the concentrator and the client, as KPO accepted a recovery loss and increased production costs in order to increase overall CPB profits. General lessons learned are discussed, followed by a section on ore blending.INTRODUCTIONAlthough the existence of the Kapuskasing phosphate deposit has been known since the 1970s, it’s only since 1999 that Agrium has been operating the Kapuskasing Phosphate Operations (KPO). The mine consists of three major pits (Center, North and South) from which a mining contractor hauls the apatite ore to the Agrium concentrator. The beneficiation plant processes the ore, separating contaminants such as Fe, Mg and Al which are detrimental to its client, Agrium’s Redwater Phosphate Operations (RPO). The KPO concentrate is finally thickened, filtered and dried before being shipped by rail to RPO.At the Redwater plant, the KPO concentrate is added to a sulfuric acid solution in an attack tank, to create a phosphoric acid solution and gypsum:"

Jan 1, 2011

By M J. Kindley

The Golden Cross Gold Mine Project is now fully operational and into its second year of operation. Because of its location in the sensitive Coromandel Peninsula , strict water management and environmental requirements had to be met. This led to the development of new technologies for cyanide recovery and the adoption of advanced water management and water treatment systems. This paper discusses the water management and treatment system adopted for contaminated water at Golden Cross and provides data on the operational history to date.

Jan 1, 1993

Ore samples generally require preparation before analysis. Serious problems can occur with contamination degradation and particle size effects. Both grinding element contammation and sample cross contamination havebeen bound to be related to sample hardness and operator technique. For best results with minerals relevant to the steel industry, the use of Siebtechnik-type mills required a combination of careful planning, short grinding periods and intermediate sieving of the sample. The results may be extended to most mineral, rock, and refractory sample preparabons.

Jan 1, 1978

By Thomas D. Kaufmann, Robert C. Drury

Few factors are as important as fluctuations in aggregate economic activity and exchange rates in determining the profitability of mineral investments. Macroeconamic theory explains how the two factors are interconnected in today's world and in tomorrow's. We can use macro¬economic theory to lessen some of the risks in mineral investments. And in the current state of the world the risks are high. The above paragraph summarizes our argument. Our goal in this paper is to examine the nature of contemporary business cycles so as to explain their implications for the metal industries, particularly the implications for capacity. Thus, our first section examines the workings, causes, and history of the recent economic fluc¬tuations. In doing so we must understand how current world economy is interconnected, that is, how economic events in one country are trans¬mitted to the rest of the world. Our view is that governments and central banks are key actors in the creating of economic fluctuations. Then, in section two, we work out the implications of section one for the metal industries focussing on comparative advantage, trade, and capacity decisions. Over the last fifteen years the world economic system has had slow overall economic growth and has had strangely unpleasant recessions. While future business cycle will not repeat the de¬tailed pattern we have seen, there will be similarities. The similarities need to be under¬stood before investment occurs. The slow growth in the world economy since the early 1970s has aggravated the problems from business cycles, created its own problems, and has partially hidden the effects of other events. Major realignments of currencies are likely to take place over a business cycle. The nature of the causes of the cycle will determine the direc¬tion of change in the exchange rates. For example, whether a USA recession will be accompanied by a weaker or a stronger dollar will be determined by the cause of the recession. The realignment of currencies over a business cycle leads to a realignment of comparative advantage in the metal industries. Thus, not only will world metal consumption vary over the business cycle but the impact on various countries' metals industries will differ consi¬derably. Competitiveness often depends more on the value of the dollar than it does on inherent efficiency and wage rates. Capacity decisions are inherently riskier due to the country specific nature of exchange rate risk. A realignment of currencies changes the pattern of trade if and only if the country with the cheaper currency also has idle capacity. The importance of our topic is indicated by Table 1 which shows the impact of cyclical and exchange rate shocks on the USA metal industry. In the cyclical downturn, from the peak of 1979 to the trough of 1982, consumption dropped by a fifth to a third. Metal price moved in the same

Jan 1, 1989