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By Günther M. Volkmann

"INTRODUCTION The construction of the BAB 44 motorway between Kassel and Herleshausen (both Germany) is an important part of the trans-European road network. After its completion, the A 44 will permit an efficient connection of the Benelux States in the West and Poland in the East. In the section between Eschenstruth and Hessisch Lichtenau the Hirschhagen Tunnel is constructed with a length of 4.1km. Most sections of the tunnel are situated in weak ground conditions. Hence a combination of face bolts with spiles (short forepoling) or pipe umbrellas (long forepoling) additionally support the tunnel heading on a regular basis This article will focus on the application of a newly developed method to connect the pipe umbrella support, which is mostly installed by conventional drilling machines nowadays. The installation method limits the outer diameter to a maximum of 168mm and a pipe wall thickness of 12.5mm because workers must be able to handle pipes and its drill steel. Typically these pipes are connected with threads that create a weak link in the support system so during the last decade alternative connection systems were developed to overcome this disadvantage. One of these alternative coupling systems is the so called Squeezed Connection, which will be explained in this article followed by a discussion of its advantages and disadvantages regarding technical specifications, construction time, and safety issues. THE HIRSCHHAGEN HIGHWAY TUNNEL The German highway A 44 directs from Aachen through the Ruhrgebiet to Kassel (all Germany) and it is extended to Herleshausen (Germany). The new section connects the A 7 to the A 4 after completion. This upgrades the east-west highway connection starting at the Benelux Union and heading to Poland so it is an important part of the trans-European road network. The newly constructed section has a total length of approximately 63 km and comprises 13 tunnels. All tunnels are constructed as double tube tunnels with 2 lanes and emergency sidewalks on both sides and 14 emergency cross passages. The Tunnel Hirschhagen starts in the north of Eschenstruth and ends near Hessisch Lichtenau (Figure 1). The length of the northern tube is 4,147 m and that one of the southern tube is 4,204 m. So it is the longest tunnel of the A 44 and the second longest highway tunnel in Germany when it is put into operation. On its alignment it crosses underground the Losse valley with the state road 7, the streetcar Kassel-Hessisch Lichtenau and the Losse stream. The cover above crown varies from 10 m to 95m and it is the lowest when crossing the Losse stream."

Jan 1, 2016

By Greg Sanders, Bill Lueck, Michael Gilbert, Mahmood Khwaja

"The city of Minneapolis contracted with CDM Smith to update and provide a conceptual design for improvements to mitigate surcharge flooding in the Central City Storm Water Tunnel System (CCSTS). As a part of the project, CDM Smith conducted a field survey and condition assessment of the existing tunnel system. Information from the survey was then used to update the existing XPSWMM model and develop system wide alternatives.The CCSTS provides storm-water runoff drainage for nearly the entire area of the city’s downtown commercial district. The system consists of deep storm-water tunnels constructed in the St. Peter Sandstone, approximately 21 m (70 ft) below the street’s surface. The primary tunnels comprising the Central City storm water tunnel system are located below Hennepin Avenue, Nicollet Mall, Lesalle Avenue, Marquette Avenue South, 2nd Avenue South, South 5th Street, Washington Avenue South, Portland Avenue South, 2nd Street South, and Chicago Avenue South, as shown in Fig. 1. This network of tunnels conveys the runoff from a 305-acre tributary area that is generally bound by Hennepin Avenue and 1st Avenue North to the east, 12th Street to the south, 4th Avenue South and 7th Avenue South to the west, and 2nd Street South. These tunnels were constructed between 1936 and 1940, except for the Marquette Avenue South tunnel, which was constructed between 1963 and 1964.The CCSTS operates as a gravity flow system. These tunnels were constructed within the St. Peter Sandstone layer of bedrock and emerge from the bedrock at the Mississippi River below St. Anthony Falls. The Central City and the adjacent Chicago Avenue tunnel system converge into a single outfall at the Mississippi River. The runoff discharges from the converged outfall to a side channel of the Mississippi River, called a tailrace, located near the Guthrie Theater. The Minneapolis Division of Surface Water and Sewers provided 32 historic plats detailing the plan and profile of the tunnel system.The tunnel plans show nine different cross-section configurations. Eight configurations within the overall system generally show the same geometric “cathedral” shape with the inside dimensions varying from 1.2 to 1.8 m (4 to 6 ft) in width and 1.8 to 2.4 m (6 to 8 ft) in height. For analysis, these eight configurations were reduced to three configurations with regards to tunnel liner, cross-sectional area and support. For simplicity, the three configurations are described according to the three types of tunnel support used during construction: none required, light timber and heavy timber"

Jun 1, 2019

By Olivia Perkins, Shawn Sismondi, Adrian St. John, Vicky Potts

"INTRODUCTION An inherent aspect of any tunnelling project is ground risk: how it is identified, quantified and managed throughout the various stages of a project. Early identification of these risks, such as adverse ground conditions or potential obstructions is crucial; however specific identification of all risks will inevitably be limited by the extent of the desk study, ground investigation and accuracy of as-built information available, particularly in a densely populated urban environment such as London with a long and varied history of development. It is therefore crucial to have suitable plans and procedures in place for dealing with potential ground risk scenarios if they occur during construction work to ensure the safety of the workforce and to protect nearby critical assets. A number of experiences of potential ground risk were encountered during the Sprayed Concrete Lining (SCL) works on Crossrail contract C300/410 which was constructed by a joint venture of BAM Ferrovial Kier (BFK). The C300/410 works, undertaken in the heart of London, comprised of over 2.5km of SCL tunnels for Bond Street and Tottenham Court Road Stations and the Fisher Street crossover, as well as two 6.2km TBM tunnel drives between Royal Oak and Farringdon. BFK appointed Donaldson Associates as their SCL designers for the works; together they were responsible for excavation stability up to the point of ring closure. Despite the majority of SCL tunnelling works at Bond Street and Tottenham Court Road being through the favourable medium of London clay, there remained areas of local geotechnical challenges. Some of these were expected from the outset, some became apparent as works progressed from records of other nearby excavation works, and some were only encountered during tunnel excavation. Being located in the centre of London meant that there always remained a possibility of meeting some form of obstruction from previous structures. However, identification of all potential issues prior to the commencement of the works was challenging and proved to not be entirely possible. Through a series of case studies, this paper documents incidents where obstructions or adverse ground conditions arose. These scenarios all had the potential to cause safety risks, impact the tunnel design and/or construction methods and ultimately add time and cost to the works. The paper discusses how these challenges were overcome which utilised in part, a progressive risk reduction cycle, feeding back knowledge gained at all stages of construction into the approach for undertaking the works. It also examines what could be done in future to further reduce the ground risk through early identification, communication, education and appropriate contingency measures."

Jan 1, 2016

By A. Wahab Khair, Negendra P. Reddy

INTRODUCTION The continuous mining machines which were introduced in the 1950's now account for more than half the production of coal from underground mines. Unfortunately, these continuous miners which were designed for increased productivity have also increased the concentration of respirable dust in mines. Inhalation of this respirable dust by miners causes the Coal Worker's Pneumoconiosis (CWP). Concern for CWP increased in the United States following a 1963-65 survey that showed definite x-ray evidence of CWP in 9.8 percent of working miners and in 18.2 percent of nonworking miners in the Appalachian bituminous coal region (Breslin and Niewiadomski, 1982). One of the major objectives of the Federal Coal Mine Health and Safety Act of 1969 was the prevention of CUP. This law initially limited the daily average exposure of coal miners to 3 mg/m3 of respirable dust. However, following the results of a probabilistic model developed by Jacobsen, et. al. in 1971, the limit was reduced to a mass concentration of 2 mg/m3 unless quartz content exceeds 5 percent, a rare occurrence in mines. Based on x-ray categorization prior to death it is believed that the mass concentration in the respirable fraction is a parameter of primary interest for hygenic evaluation of dust exposure. Elorgan, Burgess and Jacobson (1973) suggested that the quantity of inhaled dust, although influential is not the only aspect of exposure which is significant in producing CWP. Miners working in higher rank coal (anthracite) mines are more susceptible to CWP (Morgan, Burgess and Jacobson, 1973). This also confirms the findings of the British (Bennett, Dick and Kaplan, 1979 and Hurley, et. al., 1979) and Germany (Reisner and Rubock, 1977). Based on the cy to toxicological evidence Reisner and Rubock (1979) suggested that when coal properties are similar, increasing quartz and mineral content increases toxicity. David, Ottery and Le ?oux (1975) examined that as the severity of the CWP increased the retention of the coal dust content in the pulmonary region remained the same, while that of quartz content increased significantly . Leiteritz, Baur and Bruckman (1971) studied the various components of coal dust and showed that coal particles comprised a smaller fraction of the mass of fine dust than did particles , of quartz and minerals. It is ironic that quartz and mineral matter both comprise smaller fractions of the higher rank coal dust (Dodgson, et. al., 1971 and Dwiggins, 1981). Results of a recent research revealed that quartz or any other mineral examined had no strong or consistent effect on the incidence or progress of CWP (Attfield,

Jan 1, 1986

By William Gleason

"Speakers and attendees of the 2016 Cutting Edge Conference could not be faulted for keeping one eye on the presentations taking place at the Hyatt Regency at LAX in Los Angeles, CA on Nov. 7 and 8 and another on the results of the historic election in the United States that took place on Nov 8. While there was certainly interest in the presidential campaign, there was also a great deal of interest in Measure M on the California ballot. Measure M, which passed easily, is a half-cent sales tax increase that will fund the most ambitious transit expansion in Los Angeles County history.In the coming years, the ballot measure will transform a traffic-choked region by funding the construction of nearly a dozen new rail lines with an estimated $120 billion raised in four decades. Among the projects that could come to fruition are a twin-rail tunnels project through the Sepulveda Pass and new connections in the city.During the update on West Coast projects, Bill Hansmire summed things up with a slide asking “How much work is there on the West Coast,” and his answer was “Billions.”From Seattle, WA south to Los Angeles, there is already a lot of work for tunneling and underground construction experts, and Measure M ensures that there will be plenty of work for decades to come.Currently, The Los Angeles County Metropolitan Transportation Authority (Metro) has three rail projects underway that were funded by Measure R in 2008 — the Regional Connector, the Purple Line subway extension and the Crenshaw/LAX Line that are designed to alleviate the traffic pressure with an eye to more solutions.Measure M is the fourth sales tax increase to fund transportation in L.A. County, bringing the base sales tax rate to 9.25 percent. In some cities, which already levy their own sales tax, the rate would be higher, The Los Angeles Times reported.About 35 percent of the revenue will fund major new transit projects, such as the subway under the Sepulveda Pass, extension of the Gold Line to Claremont, extension of the Crenshaw Line to West Hollywood and acceleration of the Purple Line Subway construction along Wilshire Boulevard to finish in 2024, 10 years earlier than scheduled.About 17 percent would fund a dozen highway improvement projects, such as widening parts of I-5 in the Antelope Valley and southeastern county, adding bus lanes to the Sepulveda Pass section of the 405 freeway and adding truck-only lanes to a section of the 710 freeway."

Dec 1, 2016

By Patricia Pride, Kurt Bettger, Jack Raymer

"INTRODUCTION The Jefferson Barracks Tunnel is in the final stages of design and is expected to go out to bid in the summer of 2016. The project is located in south St. Louis County along the west bank of the Mississippi River, about 13 km downstream of the St. Louis Gateway Arch. The project consists of a deep sanitary sewer tunnel, a deep pump station and several intakes. The intakes will divert sanitary flows into the tunnel and the tunnel will convey the flows by gravity to the Lemay No. 3 Pump Station, which will pump them up into the Lemay Waste Water Treatment Plant. The tunnel is about 5.4 km long and will be lined with 84-inch (2.1 m) fiberglass pipe. It drops at a gradient of 0.1 percent from south to north and will be bored through strong limestone using a hard-rock tunnel boring machine (TBM). The diameter of the TBM is anticipated to be about 3.4 m. The Owner’s original concept was for a relatively shallow tunnel so as to minimize construction and pumping costs. The preferred alignment ran close to the river, next to the existing force main, which was to be abandoned. Keeping the tunnel close to the force main would reduce the amount of shallow sewer work needed to connect the existing feeder sewers to the new tunnel. Several geotechnical investigations were performed, with shallowly focused geophysics and the borings all going exactly down the conceptual tunnel depth. Limestone bluffs run along the Missouri side of the river. These bluffs are pockmarked by sinkholes and riddled with karst. Large, well-known caves occur both north and south of the alignment. Karst features, including deep crevices and possible caves, were found in those early geotechnical investigations. Many of these features extended well below the level of the Mississippi River and would have been encountered by the tunnel. If a large crevice or cave were encountered, then the inflow of mud and water into the tunnel could have been large and possibly uncontrollable. Something had to be done to mitigate this situation. Pre-excavation grouting was considered, but the program would have been huge and extremely expensive. Using a closed-face TBM with bolted and gasketed lining was also considered, but that too was both risky and extremely expensive. The Owner could have abandoned the tunnel altogether and built a new force main, but that would have brought a whole new set of problems and was undesirable to the Owner. The last option was to move the tunnel away from the karst."

Jan 1, 2016

By Brian T. Hamilton, Richard Piliounis, Cian Murphy

"The Eglinton-Crosstown Light Rail Transit line is a 19-kilometre corridor with a 10-kilometre underground portion currently being constructed by Metrolinx in Toronto through a densely populated urban environment. Tunneling works are being completed through two separate design-bid-build contracts that include consideration for a phased handover to a follow on contractor who will take ownership of the tunnels, including warranties, and will complete the stations and remainder of the system through a PPP delivery model including maintenance of the system for 30 years. Warranty provisions, settlement apportionment, tunnel leakage, potential delays and conflicts between contractors are just some of the risks the team managing tunnel contract integration had to consider when developing the PPP contract. This paper will present an overview of how these risks were assessed and allocated through the contracts and the strategies adopted to minimize risks to Metrolinx while ensuring successful procurement was maintained. INTRODUCTION The Big Move is a 25 year, $50 billion ($-CAD) plan for coordinated and integrated transportation in the Greater Toronto and Hamilton Area (GTHA) in Ontario, Canada. This plan has been initiated by Metrolinx, a division of the provincial government of Ontario, and its vision, goals and objectives are rooted in creating a high quality of life; a thriving, sustainable and protected environment; and a strong, prosperous and competitive economy for the GTHA. The Big Move will triple the length of rapid transit service in the GTHA to 1,725km, significantly increase the percentage of the GTHA population living within two kilometers of rapid transit, reduce commute times to an average of 77 minutes per person per day and decrease greenhouse gas emissions from passenger transportation per person by 29%. Work is currently underway on several projects and more than $16 billion ($-CAD) of the planned investment has already been committed. A key project that forms part of this commitment is the Eglinton Crosstown Light Rail Transit (LRT) Project which is being delivered in the City of Toronto under Metrolinx’s Rapid Transit (RT) Program. This complex and sizeable undertaking has been broken into a number of separate contracts comprising: LRT Vehicles contract; Eglinton West Tunnels Project; Eglinton East Tunnels Project; and a Public-Private-Partnership (PPP) contract to complete the underground stations, at-grade stops, all rail infrastructure and systems and to maintain the entire system for 30 years. The PPP contract, which includes an initial capital portion of approx. $5.1 billion ($-CAD), has recently been awarded to Crosslinx Transit Solutions, a Special Purpose Vehicle (SPV) consortium comprised of SNC Lavalin, Aecon, Dragados and EllisDon."

Jan 1, 2016

By Jake Beale, Joe Wickline, M. Van Dyke, Ted M. Klemetti

A longwall coal mine in southwestern Virginia mining the Pocahontas #3 Coal Seam experienced a history of mining-related seismic events. The events were never large enough to cause concern until three major events occurred recording 3.4, 4.3, and 3.4 ML in 2005, 2006, and 2007 respectively. Two of the seismic events generated an air blast which damaged stoppings which fueled a mine fire in 2005 and 2007. The mine responded to the events by narrowing the longwall widths, changing ventilation controls, installing a 7-sensor seismic system around the active panel, and creating a mining hazard map to avoid similar geology in the future. All of the actions taken have prevented seismic activity from impacting mining operations, but it did not prevent other large seismic events from occurring (Van Dyke et al., 2018). In 2016, another large seismic event, measured at 3.7 ML, occurred in the gob that was reported by the local media and recorded by the United States Geological Survey (USGS). While the event did not directly impact mining operations, mine management wanted to know where and under what conditions could large seismic events occur in the future. The National Institute for Occupational Safety and Health (NIOSH) became involved to help understand what conditions precipitated these events so that future mine design could more accurately assess seismic hazards and reduce the risk to mine worker safety. Researchers at NIOSH and mine management created a seismic forecasting map that combined three factors: (1) overburden thickness, (2) sandstone thickness, and (3) the expected caving height of the gob. The criteria were developed based on the geologic data the mine collected from core drilling, e-log analysis, and fiberscope observations. The forecast map was able to provide an accuracy of 72%–85% of events 1.5 ML or greater and 100% accuracy of events that were 3.0 ML or greater based on historical data. The seismic forecasting map was applied to the entire future mining area to show areas where seismic potential could be the greatest based on current mine design planning, ultimately improving the ability of the mine operator to assess the seismic hazards surrounding active and future mining areas (Van Dyke et al. 2018). Following this research, the seismic forecasting map was implemented into the mine’s hazard recognition program and is continuously updated and evaluated prior to mining each longwall panel. This paper will cover in more detail how the seismic and lithologic data was processed and how the mine implemented a new seismic mitigation program based on the forecasting results.

Apr 26, 2022

By Roger Holmberg

INTRODUCTION The driving of drifts is a very important aspect of underground mining. It is not unusual for the percent¬age of rock broken during development in a mine using sublevel caving, for example, to be as much as 25% of the total. If one also considers the amount broken for transport, ventilation, and exploration drifts, one can easily understand that the planning and excavation of drifts play a major part in the total economics of the mine (Fig. 1). Increasing mechanization in mining demands larger tunnel areas for transport and mining equipment. With modern machines the hard work involved in using hand¬held pushers is gone, and a better environment is achieved. More rational methods could be used, but much of the experience the working man acquired by working close to the rock face (such as utilizing the natural weak planes in the rock when he placed the drill¬ing holes) has unfortunately been lost. By having sepa¬rate shifts for drilling, loading, and hauling, more atten¬tion has to be placed upon a well-designed drilling pattern. Some reduction in the number of holes required can be achieved with mechanized drilling because of the larger holes that can be produced. On the other hand, it is probably not possible to achieve the same precision as with pneumatic pushers, and it is difficult to utilize the larger holes because these cause more damage to the re¬maining rock. Recently, however, the precision has be¬come very good with the parallel booms and automatic devices for setting the lookout angle (Fig. 2). A larger arch of the drift roof requires a more carefully executed blasting procedure than before in order to prevent rock fall and to insure a sufficiently long stand-up time. In this chapter, empirical relationships that can be used to design an economic and optimal drift blasting design will be presented. The principles of the calcula¬tion method are based upon the earlier work of Langefors and Kihlström (1963) and Gustafsson (1973). COMPARISON OF EXPLOSIVES To provide for the use of various explosives it is necessary to have a basis of comparison. Several meth¬ods have been developed to characterize the strength of an explosive. Some examples are comparison of values given by (1) calculated explosion energies; (2) the ballistic mortar test; (3) the Trauzl lead block test; (4) the brisance test; (5) the weight strength concept; and (6) the underwater test. However, most of these meth¬ods should be used carefully when stating the breaking

Jan 1, 1982

By John V. Beall

The Mining Engineering Handbook is written primarily for persons interested in the economic extraction of minerals. Not everyone referring to this book will be knowledgeable about mining and, therefore, this section is intended to explain to interested persons the scope of mining as well as fulfilling the title of "Mining's Place and Contribution" among the industries of society. 1.1-MINERALS, ROCKS AND ORE In the year 1971, the number of known elements amounted to 104. Fifteen of these have been made only in the laboratory, others may have persisted from the primitive atmosphere, but, by and large, elements originated from magmas or igneous rocks of the outer rocky shell of the earth. Only eight elements constitute 98% by weight of the earth's crust. These are oxygen, 47%; silicon. 28%; aluminum, 8%; iron, 5%; and sodium, magnesium, potassium and calcium, less than 4% each. These common elements and the other less common ones are the building blocks of minerals, of which there are over 2,000 varieties. According to Webster: "A mineral is an inorganic substance occul.ring natura!ly in the earth and having a consistent and distinctive set of physical properties and a composition that can be expressed by a chemical formula. The term is sometimes applied to organic substances, such as coal." Thus, minerals are precise combinations of elements. Rocks, as distinct from minerals, are composed of assemblages of minerals. When minerals are found in sufficient concentration to warrant extraction by mining, the mineralized area is considered an ore deposit. The definition of ore is mineral that can be extracted from the ground at a profit. The economic connotation is implicit in the word ore. Since most of the useful elements compose such a small percentage of the earth's crust, the occurrence of ore deposits as we know them would not have transpired had not geologic processes concentrated the elements (see Sec. 4). 1.2-DEFINITIONS OF MINING TERMS Extensive coverage of the many descriptive terms used in mining may be found in a good mining glossary, such as is available from the Superintendent of Documents (see Sec. 35), but for convenience a number of the more common definitions are given here. Mining may be defined, as by A. B. Cummins, as the act, process or work of extracting minerals or coal from their natural environment and transporting them to the point of processing or use. Mining techniques are applied to extracting metallic minerals, such as ores of gold, copper, lead or zinc; to fuels, such as coal, anthracite, lignite and tar sands; and to nonmetallic minerals, such as lime-

Jan 1, 1973

By Purnima A. Shivdasan

The fluorspar deposits at Okorusu, Namibia are closely related to an alkaline igneous ring complex of late Cretaceous age (125±7 Ma). The fluorite ores consist of relatively fine-grained purple replacement fluorite and subsequent coarser grained purple and green vug-filling fluorite crystals. Homogenization temperature measurements for 38 primary fluid inclusions shows that main stage purple to green fluorite crystals were deposited over a temperature range from 166°C to 144°C, and minor late yellow fluorite was deposited at lower temperatures from 132°C to 128'C. Homogenization and freezing temperatures measured for 18 primary fluid inclusions shows that the fluorite-depositing fluids were less saline than MVT ore fluids and overlap the lower temperature range of fluids that deposited epithermal ore deposits. Mining in two open pits (A and B) at Okorusu has gradually provided exposures which reveal that the fluorite orebodies have been emplaced primarily by the preferential replacement of carbonatites. Evidence for the replacement of carbonatite includes: 1) replacement remnants of carbonatite within the fluorite ores, 2) goethite pseudomorphs after the carbonatite minerals, pyroxene, pyrrhotite, and magnetite that are disseminated in the fluorite ores, 3) partial replacement by fluorite of a titaniferous magnetite rimmed carbonatite dike in the A pit, and 4) partial replacement by fluorite of a large sill-like carbonatite body in the B pit. Electron microprobe analyses of minerals in unreplaced portions of the carbonatites show that their mineralogy consists of titaniferous magnetite, diopside pyroxene, apatite, biotite, and calcite. Magnetite contains 6.97% to 10.46% Ti02, averages 8.44% Ti02, and has an average V203 content of 0.35%. At high magnifications under the SEM, the magnetite shows abundant fine ulvöspinel exsolution lamellae arranged in a cloth texture. Apatite contains moderately high fluorine contents that range 3.21 to 5.0% and average 4.2%, and apatite crystals range in total rare earth oxides from 1.7% to 2.61%. Pyroxenes in the carbonatites are iron-rich diopside, and they contrast to pyroxenes in the fenites that are aegirine-augite. All of the microprobe analyses for mica crystals in the carbonatites give biotite compositions. The fluorite ores also have replaced marble locally in the A pit, especially along the A band in the B pit, and dominantly in the orebody proposed for the new C pit. Carbonatite and marble were preferentially replaced by fluorite because the calcite was readily soluble in the presence of the fluorite-depositing fluids and the dissolution of calcite provided calcium for the formation of fluorite.

Jan 1, 2005

"INTRODUCTION While the United States coal mining uses prescriptive regulation under the Title 30 Code of Federal Regulation enforced by the Mine Safety and Health Administration (MSHA), Australia uses a risk based approach. Australian regulation is individual to each state. In Queensland, Australia this risk based approach to address principal hazards is underwritten by the Queensland Coal Mining Safety and Health Act of 1999 and the Coal Mining Safety and Health Regulation of 2001. Each Queensland Mine is required to have an overarching Health Safety and Environment Management System, of which Safety Management Plans are an element. “Safety Management plans (SMP’s) are intended to formalise the process by which mines address principal hazards and other related matters to ensure the safety of mine personnel.”7 THE QUEENSLAND CONTEXT In Queensland, the basic elements of a coal mine’s safety and health management system must provide for risk identification and assessment, hazard analysis, hazard management and control, and the reporting and recording of relevant safety and health information and data.5 (Part 2 Division 1 Section 6(a-d)) The initial guidance for writing Safety Management Plans comes from the Approved Standard for Mine Safety Management Plans and Guidance Note QGN09- Reviewing the Effectiveness of Safety and Health Management Systems. The Guidance Note and Approved Standard are supplemental to the Act and Regulation, and put in place to provide more clarity around the topic. The definitions in this section come from the Approved Standard and are included to provide context for those who may not be familiar with Australian or Queensland law and regulation. A hazard is defined as a source of potential harm or a situation with a potential to cause loss, while a principal hazard is a hazard with a potential to cause multiple fatalities. A risk is the chance of something happening that will have an impact upon objectives which is measured in terms of consequences and likelihoods. It is important to be able to make the distinction between a hazard and a risk. For instance, a lion is a hazard, while the risk associated with a lion is getting eaten. As defined by the Queensland Approved Standard for Mine Safety Management Plans, a Safety Management Plan (SMP) requires a systematic definition of all the actions necessary to ensure that mining operations are carried out safely. A SMP includes, but is not limited to organisational structures, planning, activities, responsibilities, practices, risk identification, audits and reviews.7 The goal of a SMP management plans is to mitigate the risks to bring them to an As Low As Reasonably Achievable (ALARA) level."

Jan 1, 2016

By Bill Tucker, Mike Black

"PROJECT OVERVIEW Crossrail, Europe’s largest construction project, will increase London’s transportation capacity by 10% when it opens in 2018. The Crossrail scheme is a combination of surface and underground railway that stretches 118km east-west through central London from Reading, Berkshire and Heathrow airport in the west to Shenfield, Essex and Abbey Wood in the London Boroughs of Greenwich and Bexley in the east. Crossrail will serve 40 stations, ten of which are new, and bring 1.5 million people within 45 minutes commuting distance of London’s key central business districts. 21km of the Crossrail route comprises twin-tunnels beneath the heart of central London. It is the central section of the route, and the challenges that had to be overcome to construct its tunnels under the historic capital that forms the subject of this paper. The route of the Crossrail tunnels can be seen in Figure 1. These tunnels weave their way through the city’s underground landscape, linking eight new underground stations which connect to the existing London Underground network, providing interchanges with nine existing lines as well as the National Rail and Docklands Light Railway networks.Crossrail began construction of enabling works in May 2009 and launched the first of eight tunnel boring machines (TBMs) in May 2012. 42km of major tunneling work was completed in May 2015, and included 11km of sprayed concrete lined tunnels at the five mined stations (Bond Street, Tottenham Court Road, Farringdon, Liverpool Street and Whitechapel) in addition to the bored tunnel sections. The remaining three sub-surface stations at Paddington, Canary Wharf and Woolwich were constructed as large open boxes prior to the TBMs passing through. Crossrail, Ltd. is a special purpose company formed by the project’s joint sponsors, Transport for London and the Department for Transport, to manage design, construction and commissioning of the project. In 2009, Crossrail engaged Bechtel Ltd. as its delivery partner and a joint venture, Transcend (comprised of CH2M, AECOM and the Nichols Group), as its programme partner. The project is being managed by an integrated programme management team which is staffed by Crossrail and its partners. The railway, when opened, will be operated by Rail for London. With tunneling completed in accordance with the project’s master control schedule, the new railway is scheduled to commence dynamic testing in late 2017, with a phased opening of the tunneled sections and stations through Central London in 2018."

Jan 1, 2016

By Ammar Henchiri

INTRODUCTION A current need of the phosphate industry is the development of process technology for treatment of high carbonate content ore. About 75 to 80 percent of the world phosphate reserves (1) are associated with carbonate gangue, which is not amenable to treatment by the existing techniques. Numerous laboratory and pilot plant studies have been devoted to carbonate-phosphate separation. Different techniques were involved (washing, sieving, attrition, flotation, calcination, and leaching). For technical and economical considerations, flotation appears to be an efficient process for this problem. Separation of carbonates (calcite and dolomite) from igneous phosphate is applied in industrial plants in Brazil, Finland, and South Africa. But, for sedimentary phosphate, no industrial realization exists at this time, with the possible exception of some plants in China. The main problems with sedimentary phosphates are: • high substitution by CO3-2 and F- for P04 -3 in the apatite lattice. • larger surface area of the phosphate particles because their surface is porous and irregular. • tendency of sedimentary minerals to produce more slimes in conditioning than the crystalline minerals, hence, larger dosages of collectors are required for sedimentary minerals. Investigations reported in the literature indicate that most processes developed for sedimentary carbonate-phosphate separation involved inverse flotation of carbonates using fatty acids as collectors (2), (3) associated with phosphoric acid (4), monosodium phosphate (5), F- (6), or SiF6 -2 (7) as phosphate depressants. Later investigations, conducted by A. Henchiri and G. Baudet (8), (9), (10), (11), (12), (13) in the BRGM technology department, of phosphoric esters revealed that these reagents are selective collectors for carbonate-phosphate separation. The above investigators developed a process which used phosphoric esters to collect carbonate minerals and sulfuric acid or sodium fluorosilicate as depressants for phosphate. Extensive comparative tests for different processes on the same phosphate sample show that the process developed at BRGM is one of the most promising methods proposed for sedimentary phosphate-carbonate separation. It should be pointed out, however, that phosphoric esters make abundant froths. The handling of these excessive froths will be a problem in an industrial-scale plant. This paper outlines test work performed in order to optimize and to improve the efficiency of the flotation process on a sedimentary phosphate ore selected from the Sra Ouertane orebody. The Sra Ouertane flotation process, illustrated on Figure 1, first removes carbonate minerals by inverse flotation and then recovers phosphate as a froth product, leaving quartz as a cell product.

Jan 1, 1993

By P. C. Schutte, A. J. Kielblock

INTRODUCTION Certain activities, such as emergency work and rescue operations, often have to be undertaken in environments where heat loads often exceed limits prescribed for routine work. This is particularly relevant to the South African mining industry where heat stress-induced fatalities are not uncommon during rescue operations. In this regard an excessively hot environment is defined as one where either the dry-bulb temperature exceeds 37,0°C or the wet-bulb temperature exceeds 32,5"C, and it is therefore not surprising that heat stroke mortality escalates rapidly when these limits are exceeded. A review of both local and international standards indicated that the available information on safe exposure times under abnormal heat stress conditions is very limited. Where available, such standards are aimed at the general population, including both sexes, irrespective of age and also the least heat tolerant worker, and not at a medically-screened, all-male population free of grossly heat intolerant individuals, as is the case in the South African mining industry. It is suggested that available norms and limits are too conservative for local application and, therefore, unrealistic. In view of the definite need to protect workers when exposed to abnormally high environmental temperatures, the present study was undertaken to establish a scientifically derived data base. applicable to local conditions, to determine safe exposure times: Any exposure limit, especially in an emergency situation, should be easy to administer, valid and reliable. These aspects, there- fore, form an integral part of this paper. FORMULATION OF HEAT STRESS LIMITS The formulation of heat stress limits was based on the criterion that a heat exposed individual should experience a negligible risk of developing dangerously elevated body temperatures. In order to provide a database for risk assessment, certain physiological responses of heat tolerant men were determined at various combinations of thermal conditions and work rate in a climatic chamber. These physiological responses were analysed statistically in order to predict safe survival and tolerance times as a function of thermal conditions and work rate. EXPERIMENTAL DESIGN A total of 202 randomly selected, medically fit mine workers volunteered for the study on the basis of informed consent. These men were considered to be inherently heat tolerant in as far as they had successfully completed a heat tolerance test (Anon., 1991) or the standard climatic room acclimatisation procedure used on many South African gold mines (Anon., 1989). The subjects were allocated randomly to 14 experimental groups and each group was exposed in a climatic room to one of

Jan 1, 1997

By D. Malhotra, K. Purdy, G. Ramadorai

INTRODUCTION Today, flotation is clearly the dominant mineral concentration method. Since it is a relatively selective process, it is used for almost all sulfide minerals. A recent U. S. Bureau of Mines study indicated that approximately 225 million metric tons of sulfide ore was processed in 67 plants in the United States in 1980 (USBM Staff, 1981). There were over 100 plants processing copper ores in the world (Bassarear, 1985). Sulfide ores containing lead, zinc, copper, molybdenum, precious metals, cobalt, nickel, and iron are generally separated and concentrated by flotation. This chapter briefly reviews the plant practice related to the recovery of the above-mentioned sulfide minerals with emphasis on chemical reagents used for the production of marketable-grade products. PROCESSING OF SULFIDE ORES It is beyond the scope of this chapter to review the milling data for operating plants which have been extensively covered in literature (Tveter and McQuiston, 1962; Rausch and Mariacher, 1970; Weiss, 1985; Crozier, 1979). However, the following generalizations can be made regarding the processing of sulfide ores: 1. The primary grind is targeted to produce as coarse a product as necessary to provide an economic degree of liberation. 2. The concentration process, generally flotation, is designed to produce a concentrate consisting predominantly of valuable minerals and a middling fraction which may require further grinding to produce an optimum release of minerals. 3. The chemical reagent suite (collectors, frothers, etc.) for the separation of sulfide minerals from gangue minerals is generally complex. Total reagents used in the flotation process can be as high as six to eight, as is the case for lead and molybdenite separation from complex sulfide ores. 4. Chemical reagents are generally expensive because of the high selectivity for sulfide minerals. The process flowsheet is dependent on several factors, including ore grade and mineralogical composition. Generic process flowsheets for processing different sulfide ores have been developed for discussion in this chapter. However, there appears to be a consistent relationship between the reagent combination choice and the mineralogical composition of the ore (Tveter and McQuiston, 1962). These are covered in detail in the following sections. LEAD AND ZINC Galena (PbS) and sphalerite (ZnS), which commonly occur together, are the only minerals of lead and zinc, respectively, in most primary deposits. Feed ore grades are typically 1 to 5 percent Pb and 1 to 10 percent Zn. Very often economic quantities of copper and precious metals, silver and gold, also occur with these base metals.

Jan 1, 1986

By Roger S. Dewey

1.1. INTRODUCTION Despite indications of a general economic recovery in the U.S. during the mid-19801s, mine operators have not generally shared in the benefits of these reported better times. Budgets have not rebounded, borrowing is tougher, parent companies' pockets are not as deep as in previous years, and margins are not any better -- if there is any left over at all. Managing capital equipment budgets is always a challenge, and the last five years of stretched equipment lives make these decisions more tenuous. Delays and avoidance of replacements due to tough times inevitably makes those decisions increasingly difficult and usually more expensive The purposes of this paper are to present. a brief refresher outline of the fundamentals of equipment replacement analysis, to suggest a number of papers where analysis methods are explained in greater detail. and to recommend the use of a widespread microcomputer software capability (1-2-3) as the easiest path to a much-needed solution for a very difficult, and usually under-supported management decision problem 2. REPLACEMENT DECISION POLICY Investments in equipment replacements must compete for capital with all other investment alternatives. Capital for replacements of ten represents a greater commitment than do the new projects which a company might handle in a given year. But. sadly, formal policies for standardized analysis of replacements rarely exist, even in major companies. Yet this policy can be very significant in determining the competitiveness of a firm. Whereas many replacement decisions are based on cost minimization, economists and financial analysts agree that wealth maximization or return on investment is the superior criterion. Though the difference may seem slight, agreement on a firm's financial objective is vital. Replacement policy should be straight- forward. have a logical basis, and a proper level of sophistication. There are several reasons to develop a policy for replacement decision-making: [I] 1 - equipment's optimal economic life is nearly always shorter than its physical life; 2 - mine life often exceeds equipment life, so management must face these decisions routinly 3 - replacement capital costs, on an undiscounted basis, can run 25 to 75% of original capital 4 - technological changes may result in a newer machine or system which can operate more efficiently, more safely. or less expensively 5 - estimates should be made consistently in the fundamental areas of life expectancy, availability, utilization. price escalation, taxes 6 - long-term and short-term budgeting without decent data and analytical capability is nearly impossible, or at least ineffective Policy development assumptions which must be considered include: the planning horizon, cost patterns, interest rates, availability of capital, replacement vs. expansion, technology advances.

Jan 1, 1987

By Eric Gilmore, Ron Tudor, Gregory E. Korbin, Bill McCormick, Brad Bush

INTRODUCTION Las Vegas has recently been termed the “Construction Capital of the Country”. It has also been acknowledged as the fastest growing city in the country for several years running. The rapid growth improves the economic picture of the region but it also imparts unusual demands on the area’s infrastructure. In 1994 the Southern Nevada Water Authority (SNWA)was working on a master plan to address the rapid growth. A long range analysis revealed the need for additional water treatment capacity and delivery systems. Short term projections showed that the current system would reach capacity in the summer of 1997 with the possibility of demand exceeding the supply. The River Mountains Tunnel #2 is part of a $150M scheme to quickly upgrade the system to meet the short term demand, improve the overall system operation and allow for a smooth transition into the larger additions being planned for the future. The SNWA selected Carollo/Black & Veatch (CBV) to provide detailed design and construction management for the upgrades. The River Mountains Contracts consisted of five separate contracts broken out separately to stream line a very aggressive (just 34 months) design and construction schedule. Necessary work included four miles of excavated and lined tunnel, connections from existing pipelines to and from the new tunnel including large diameter (to 3.66m(144 in)) valves, a 18 927cu m (5 million gal) regulating reservoir, a surge tank and a 170 343cu m (45 million gal) reservoir to add additional storage to the system. Notice to Proceed was given to Kajima Engineering and Construction (Kajima) on May22, 1995 for the construction of the River Mountains Tunnel #2. The design called for a tunnel to be driven 6070m (19 915ft) in rock and lined to a finished diameter of 3.71m (12.17ft).Excavation began on December 14, 1995 and holed through on April 30, 1996. Lining began on June 25, 1996 and a notice of Substantial Completion was issued on December 13,1996. This paper describes the measures taken to complete the tunnel in 18 months from Notice to Proceed to Substantial Completion. THE RIVER MOUNTAINS SITE The River Mountains are a low range of rugged mountains separating the Las Vegas Valley from its main supply of water, the Colorado River at Lake Mead. They are volcanic in origin and the harsh desert environment has left them as expanses of exposed bedrock rising 305m (1000ft) above the valley with little or no vegetation. An existing 3.05m (10ft)

Jan 1, 1997

By William Gleason

"Modern society demands much more from the mining industry than just the raw materials it produces. In addition to providing copper, gold, coal and other minerals that make society function, the industry must conduct its operations in a safe and environmentally sustainable manner. This includes the equipment used and the engines that power the machines.In the United States, Tier 4 diesel engine standards that were set by the U.S. Environmental Protection Agency (EPA) are the strictest emissions requirement for off-highway diesel engines. This requirement regulates the amount of particulate matter (PM) and nitrogen oxides (NOx) that can be emitted from an off-highway diesel engine. In Europe, the Euro V standards are driving technology advancement in the sector.The European Euro V standards are required for new equipment manufactured beginning in January 2019. U.S. Tier 4 standards for heavy-duty off-road engines came into effect with model-year 2014 vehicles and equipment. China 6 standards come into effect in July 2020. India’s Bharat Stage VI standards will take full effect in 2020, and the phase-in of BSVIcompliant clean fuels began in April 2018.Caterpillar, Cummins and MTU are three of the leading manufacturers of engines for the mining sector. Each company is working toward creating efficient engines that can function in the often harsh environments found at openpit and underground mines around the world. In short, society is placing demands that are challenging engine manufacturers to deliver a product that can do more work while consuming less fuel and emitting fewer emissions.Technologies range from selective catalytic reduction (SCR) and diesel particulate filters (DPFs) to other engine strategies and emissions control technologies, which deliver near-zero black carbon and nitrogen oxide emissions, and lower greenhouse gas emissions. Caterpillar’s investmentCaterpillar, the world’s largest producer of mining equipment and mining engines, has been at the forefront of the changing demands placed on the industry and has remained on the cutting edge of engine development over the years, thanks to its investments in the sector.“Caterpillar made the choice to fund major engine and machine development work — even during a deep trough in the mining industry — so that Cat machines would meet Tier 4/EU Stage 5 mandated compliance dates of Jan. 1, 2018 / Jan. 1, 2019, respectively. For Caterpillar, these efforts enabled our mining trucks to provide improved engine component life to help our customers’ total cost of ownership (TCO) and produce a neutral TCO compared to our Tier 2 products,” said Jeff Castleman, new product introduction manager, large mining trucks for Caterpillar."

Aug 1, 2019

By Robert B. Fulton

Staurolite, an iron aluminum silicate mineral, is used industrially as a high value-in-use sandblasting agent, as a premium-grade foundry sand, and as the source of aluminum in portland cement manufacture in areas where the aluminum constituent is not economically available from shale or argillaceous limestone. Staurolite is produced by E. I. duPont de Nemours and Company as a coproduct of titanium mineral production in Florida, where it was first recovered on a commercial scale in 1952 from the Pleistocene sand deposit known as Trail Ridge. At this deposit it comprises about one-fifth of the heavy mineral suite, the principal other heavy minerals being ilmenite, leucoxene, rutile, zircon, kyanite, sillimanite, and tourmaline. Staurolite and other nonconductive silicate heavy minerals are separated from the conductive titanium minerals on high-tension electrostatic separators. The silicates are then separated from one another magnetically, the staurolite being relatively magnetic. In the total process, 200 t of raw sand yield 7 t of heavy mineral concentrate from which about 1 t of staurolite is recovered. The staurolite concentrates have the characteristics given in Table 1. Staurolite concentrates are sold in three grades having the size distribution of subrounded grains shown in Table 2. All three grades are used in sandblasting for cleaning metal, for paint removal, and for cleaning masonry buildings. Staurolite compares favorably with lower priced abrasives, such as boiler slags and silica sand, in applications where the abrasive is used only once and is not recovered and recycled. Because it is hard, fine, clean, and dense it can reduce blasting time, and less material is required to clean a specific area. Compared to higher priced abrasives such as aluminum oxide and garnet, which are recycled, staurolite costs significantly less per kilogram and cleans at equal or faster rates. Its breakdown factor, which is a measure of recycling performance, is intermediate between those for aluminum oxide and garnet. [ ] [Tables 3 and 4] show the blast cleaning performance of the three staurolite grades compared to other abrasives. [Table 5] compares the longevity of premium priced abrasives during recycling. [Table 6] shows a cost comparison between silica sand and staurolite. Fringe benefits claimed for staurolite's use as an abrasive are: 1. Good flow properties and freedom from the lumps or slivers found in silica sand or boiler slag abrasives. 2. Low dusting affords good visibility, permits faster working, and reduces cleanup problems. 3. Heated storage is not required during freezing conditions, because the mineral is nonhygroscopic.

Jan 1, 1994