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By Fernando H. Muge

The first application of dynamic pro¬gramming to the problem of grade control and scheduling was by Muge et al (1979) and Ribeiro (1982) who applied it to the simple, two-dimensional case of longitudinal open stoping using two sublevels. In this paper the formulation of the problem is extended to cover the general case applied to a cut-and-fill mining method. The criterion for optimization is the total deviation of the average, grades of mining blocks from the overall average panel grade (or the average grade of a set of mining panels or the mine processing working point). This means to schedule the operation by removing a certain number of mining blocks at a time, subject to the geometric (mining) constraints, and such that the total deviation of average block grades from overall average grade is minimum. The method can be applied to complex orebodies with several ore characteristics and the deviation of each one of these characteristics can be further constrained by specifying maximum values. The method can also be generalised in order to take into account any necessary geometric constraints used to define the mining method. In this paper a case study is presented concerning the mine planning of a complex sulphide orebody located in the South of Portugal. As input for the definition of the mining sequence, a geostatistical numerical model of the orebody was built based on a previous ore typology. The short term planning is used to assess specific mining sequences and the production scheduling is performed on the basis of an objective function (e.g. minimization of grade fluctuation).

Jan 1, 1989

By J. W. Leonard, D. A. Newman

Discussion by N. Standish and P.N. Standish Leonard and Newman (1989) describe concepts and plans of their forthcoming project designed to increase the bulk density of broken coal at various stages of its production and handling. This is an excellent idea and something that will certainly be useful to the coal mining industry worldwide. The authors seek to achieve bulk density increase by "reducing oreliminating, through chemical additives and engineering design, particle voidage and enhance particle consolidation trickling between the point of breakage (at the face) and loading (in the shuttle car) to increase coal bulk density and productivity." In the paper, they present some supporting results of bulk density versus moisture, with or without oil addition, from the steel industry research. Unfortunately, the paper contains many misconceptions and half-truths that detract from an otherwise excellent objective of the project of increasing bulk density by reducing particle voidage-"the bottom line evaluator." Correct. Theory Definitions Coal bulk density is the ratio of the mass of a collection of discrete particles to the volume that it occupies (ASA, 1980). There can be no possible argument about this definition. Mass and volume are readily measured both in laboratory and large scale installations. So, to obtain the bulk density, one simply divides the measured mass by the measured volume. It is here that we come unstuck as everybody who has ever had to reconcile book values with the measured stock tonnages knows. Where does the problem originate? Almost invariably in a too casual a reading of the above definition and the words "a collection of discrete particles." The word collection means "a number of objects collected or gathered together, viewed as a whole" (The Oxford English Dictionary, 1989). If one knows the bulk density of a pile of coal viewed as a whole,

Jan 1, 1991

By Yu. A. Polozov, V. A. Lagunov, O. Yu. Lushinkova, Yu. I. Svirskiy, Eh. Ya. Kipko, Roy A. Williams

The reliable quality assessment of grouting operations is one of the key issues in establishing impermeable grout curtains around shafts, drifts and tunnels. Reliable opera¬tional information on the decrease in the permeability of rock during the grouting process facilitates the assessment of the effectiveness of the completed curtain and assures production quality. Quality control and assurance also fa¬cilitates the early detection and elimination of possible de¬fects in the grout curtain. Thorough control of the grouting process provides the capability to evaluate decreases in the permeability of water-producing fracture zones prior to the beginning or the continuation of excavation of the shaft, tunnel or drift. In order to achieve this objective, post¬grouting hydrodynamic investigations are conducted prior to the initiation or re-initiation of work on the underground workings to measure the decrease in the permeability coef¬ficient of aquifers during grouting operations. 8.1 QUALITY ASSURANCE AND CONTROL OF THE ISOLATION OF ROCK BY GROUTING THROUGH HOLES DRILLED FROM THE SURFACE Quality assurance and control are based on measuring the decrease in the permeability coefficient of water-pro¬ducing horizons as a result of injecting grout into the drill¬holes. For this purpose, the value of the acceptable residual permeability coefficient is calculated beforehand based on the acceptable value of ground water inflow into the shaft, drift or tunnel as specified by the "construction norm and integrated practice (SNIP)" (Anon., 1976). Having ob¬tained the values of aquifer thickness, permeability, and head distribution for each aquifer from flowmetric data (dis¬cussed in Chapter 3), the average value of the permeability coefficient of all aquifers intersected by the shaft is calcu¬lated as [ ] where Ki is the permeability coefficient of the "ith" aqui¬fer; Pi is the pressure of the "ith" aquifer; and M; is the thickness of the "ith" aquifer. The total expected inflow of ground water into the shaft is [ ] where RK is the radius of the contour of influence; RCFB is the radius of the shaft; and p is the coefficient of dynamic viscosity of the ground water. The necessary reduction of the coefficient of permeabil¬ity of the aquifer [ ] where Q is the expected inflow of ground water into the shaft from eq. 8.2; Q.-fin is the acceptable inflow of ground water; and a is the safety factor. By knowing the average permeability value of the rock and the permeability reduction coefficient, it is possible to determine the value of the acceptable residual permeability coefficient for all the aquifers [ ] The values of the permeability coefficient, pressure, and thickness for each aquifer are determined from the data gathered during the hydrodynamic investigations conducted in grout holes prior to beginning the grouting operations as discussed in Chapter 3. After injecting the grout into the first of the holes, the injection into each of the following grout holes is preceded by repeated hydrodynamic investi¬gations. Using the data obtained for each water-producing zone, a graph is constructed where the numbers representing the grout holes in their order of grouting are placed on the abscissa, and the values of the aquifer permeability coeffi¬cient are placed on the ordinate (Fig. 103). This curve char¬acterizes the change in permeability of the given hydro¬stratigraphic unit as grouting operations are completed, one hole at a time. The results of grouting operations are considered to be positive when each sequential observation records a steady decrease in the permeability of the aquifer. The permeabil¬ity measured prior to the injection of the grout into the last hole must be lower than or equal to the acceptable perme¬ability as determined by the application of eqs. 8.1 through 8.4. Table 8.1 presents illustrative data on the hydrogeo¬logic properties of aquifers at a mine shaft prior to the initiation of grouting operations. Data also are presented on the reduction in the permeability coefficient during the in¬jection of the grout. The shaft in question intersects eleven aquifers. Based on data concerning aquifer pressure, thick¬ness, permeability, and the expected inflow rate of water for each of the strata, the average permeability coefficient is calculated according to eq. 8.1 as K = 0.2 x 10-12 m2. The

Jan 1, 1993

By Paulo Roberto Pereira

This paper is motivated by the belief that increasing drilling and blasting costs will not necessarily bring about better digging or crushing productivity. As a matter of fact it can be counter productive as the ensuing discussion will show. In the two case studies presented herein when powder factor increased, productivity at a rope shovel and at a primary crusher decreased. Experience has shown that equipment (shovel and primary crusher) productivity increases as the powder factor increases and concurrently operating costs decrease. This is illustrated by Figure 1where the graph shows (assuming drilling costs constant) that for increases in powder factor initially operating costs might fall till a certain point and then they start to go up again. By the same token we need to understand what is the behavior of the operation’s productivity. It seems intuitive productivity goes up for increases in powder factor but when an operation reaches the point of minimum operating cost one could say that productivity reached its maximum. For continuing increases in powder factor can productivity still go up or does it go down? This paper presents two examples where the productivities of a surface coal mine and of a quarry are reduced for increases in powder factor. This indicates that these two operations could be operating to the right of their minimum operating costs and maximum productivity and therefore wasting precious drilling and blasting dollars and resources. Moreover, their productivity is following the red dotted line in Figure 1 and the question becomes can they follow the blue dotted line for increased drilling and blasting costs? The industry owes to itself to determine this minimum operating cost point and what can be done in case that the productivity goes down afterwards despite an increase in drilling and blasting costs. In other words, utilize your drilling and blasting resources correctly. In the two examples that follow single explosive loading strategies make powder factor a valid means of comparing the results of productivity as a function of powder factor. Also, external factors such as equipment operator influence are eliminated due to the long time span considered in the analysis

Jan 1, 2005

By L. J. O’Connor

Mining activities in the small historic mining camp of La Colorada in the state of Sonora, Mexico can be traced back to the mid eighteenth century when gold was discovered and exploited by Jesuit missionaries. Following one hundred and twenty six years of activity, the mines were shut down due to the Mexican revolution. Very little activity took place until 1989 when a company, Minera Las Cuevas, spent US $350,000.00 in mapping and sampling and diamond and reverse circulation drilling over a period of three years. During 1991 HRC Development Corporation entered into a joint venture agreement with Minerales de Sotula, S.A. de C.V. that allowed an earn in of 70% interest. Exploraciones Eldorado, S.A. de C.V. and it's parent company, Eldorado Corporation Ltd. were subsequently incorporated by HRC to hold the La Colorada project. Property evaluation ensued and a thirty thousand tonne Run of Mine test heap was leached from August of 1992 until May of 1993. Full scale commercial production commenced in late November, 1993 and the first gold/silver doré bar was poured early in January of 1994. Pre-production costs were a total of approximately four million dollars U.S. During the fall of 1994 a buyout of the venture partners' interest gave Eldorado one hundred percent ownership of the property. The first two years of mining have utilized a local contract mining fleet and have placed nearly two million tonnes of ore on a run of mine heap. Low cost ripping and dozing mining methods have been employed in conjunction with drip irrigation leaching. An initial pilot plant carbon adsorption circuit was supplemented with a Merrill Crowe recovery circuit in June of 1994 and was completely replaced with the construction of a second Merrill Crowe circuit in July of 1995. Approximately fifty thousand troy ounces of gold and over one hundred thirty thousand ounces of silver will have been poured by year end 1995. Ongoing, on site exploration continues to increase mineable reserves in the known deposits. A feasibility study is ongoing concurrent with the operations and will provide the basis for future elevated production levels. Exploraciones Eldorado continues to explore outward from the current operations and several anomalous outlying zones may play part to the long term economic growth of the company in Mexico.

Jan 1, 1996

By D. Craig Camp

Microtunneling has successfully completed both horizontal and vertical curves. This paper covers the historical development of curved microtunneling and a description of one microtunneling project. The completed microtunnel is used for electrical transmission in Japan. The crossing had several concerns including right of way, social disruption, obstructions, the cost of intermediate shafts, and political restrains. In order for this drive to meet all of the imposed restrictions, four horizontal curves and one vertical curve were planned and executed in accordance with the design. Iseki Poly-Tech of Tokyo, Japan designed and built the microtunneling machine to meet the project requirements. Curved microtunneling has been successfully used on fourteen projects in Japan. The reason for a curve has been that the project could not be rerouted, short straight drives could not be used to negotiate the curve, or the project’s social and environmental conditions required a curved tunnel. The following table (Table 1) includes summary information on 14 curved microtunnling projects that have been successfully completed in Japan. The first column is a reference number. Columns two through four include basic project information. The fifth column is the total project distance completed by microtunneling. The sixth column is the project’s microtunneling duration. The seventh column is the machine type and size. All of the machines listed are manufactured by Iseki Poly-Tech of Tokyo, Japan. The size is the internal concrete pipe diameter; all of the projects listed were completed with Japanese standard concrete pipe. The eighth column contains a general description of the soil. The soil type and blow counts are approximately equal to ASTM D 2487 standards. The ninth column lists the radius of the curve and the span distance or the distance microtunneled that included the curve. The radius of a vertical curve is denoted with a “VR”, a span with both a left and right hand curve is denoted with a “S”. Other significant first events are also noted in this column. The first curved microtunneling project was completed in 1982 using a conventional microtunneling machine with standard Japanese concrete pipe and a very long radius curve while maintaining grade for the gravity sewer. The second curved microtunneling project included multiple radii curves, all in the same direction, on a single drive. In 1989, on the fifth curved microtunneling project, a “S” curve was successfully negotiated. On the seventh curved microtunneling project, completed in1995, a tight radius curve was negotiated. In 1996, the eighth project included a vertical curve. The thirteenth curved microtunneling project, completed in 1997, was the first project to utilize a microtunneling machine specifically designed to negotiate curves. The fourteenth curved microtunneling project was the accumulation of all

Jan 1, 2001

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 B. K. Baird, P. C. Satchwell

The application of cutoffs during and after pit optimization is examined for a lower-grade multimetallic copper deposit. Pit optimization requires calculation of the net revenue associated with each mining block. The calculation incorporates parameters such as metal prices, grades and expected recoveries, mining and processing costs, smelting and refining charges, and penalty element and royalty charges. Sensitivity analysis during pit optimization reveals which parameters have significant effects on the total contained resource tonnage and total contained nondiscounted revenue in the optimized pit. The cumulative effects of changing several of the more-significant parameters are investigated The application of a copper cutoff grade to a block inside the optimized pit could result in the less-than-optimal extraction of the resource. A block with a copper grade below the applied cutoff could be economic due to the presence of other metals. Conversely, a higher-copper-grade block may be subeconomic. Also discussed are the merits of applying a copper-grade cutoff, an "equivalent-grade" cutoff and a dollar-per-ton cutoff to blocks inside the optimum nit.

Jan 1, 2002

By Alex Harrison, K. Payne

Computer generated magnetic field reference signa- tures of steel cord belt splices are used to evaluate lay-up and fabrication irregularities of splices in operating conveyors. Used as a quality inspection tool, magnetic signature analysis is useful in auditing data collected by general non-destructive testing (NDT) consultants. The evaluation can detect irregularities that weaken a splice, as well as detecting signature changes that can be indicative of adhesion loss. The evaluation can be applied to any NDT data available from a variety of commercial sources, which means that independent review of critical splice data is possible.

Jan 1, 1996

By D. M. Ziebarth

"During the mid to late 1960’s, the underground potash industry in Saskatchewan was born. For the next four decades the industry operated at a steady pace supporting a large part of the world demand; until 2008 when the potash market heightened. Operators were motivated to capitalize on this increased demand, new mines were proposed while existing mines were planning upgrades. Potash Corporation of Saskatchewan (PCS) was one of the major producers planning upgrades to their production facilities quickly, including modifying the existing headframe and shaft at the PCS Cory Site to accommodate a new 1500 tonne per hour hoisting plant. Upon completion of the project, the innovative operations group continuously reviewed methods to increase production and reduce operating costs, allowing PCS to continue being competitive on the world market. This paper will describe the design challenges encountered during the development of the infrastructure around an operating facility whilst minimizing down time, schedule, capital and construction costs. This paper will also explore the strategy to increase capacity of the newly commissioned hoisting plant. BACKGROUND Potash production is a major Saskatchewan industry, and has played a significant role in the economy for over 40 years. Production commenced in 1962 when water problems were overcome at the International Minerals and Chemical (IMC) mine near Esterhazy, Saskatchewan. A surge of development by other companies resulted in twelve companies opening ten mines by 1970. In 1975 Potash Corporation of Saskatchewan was created by the government of Saskatchewan and shortly thereafter purchased several mines in Saskatchewan, including the Cory Mine (Cory), near Saskatoon. Cory has been in operation since 1968 and is located 12 km (7.5 mi) west of Saskatoon in central Saskatchewan. The mine is located in the center of the world’s largest potash deposit, 1,000 m (3300 feet) below surface. PCS has embarked on sizable capital expansions of more than CDN $7 billion. The Cory CDN $1.6 billion expansion was expected to raise operational capability of the site to 2.7 million tonnes per year, an increase of 1.9 million tonnes per year (MTPY). To achieve 2.7 MTPY of finished product and considering the 22.6% average production recovery1, 12 MTPY of ore must be hoisted to surface for processing. To deliver this rate required upgrading of the hoisting plant to 1500 tonne per hour (TPH). To accomplish this ambitious challenge, creative thinking, careful planning and a cohesive team was needed to work together to ensure the schedule, budget and most importantly the work was completed safely"

Jan 1, 2017

"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 Dilip K. Sinha

In the paper some interesting cases of applications of Operations Research and Computer Methods as worked out by the author and accepted by the management of some of the newly formed Indian mining organisation for implementation are highlighted. The main emphasis on the application cases was to use simple techniques and methods which yield the result in shorter time period, The case problems mainly deals with the production system optimisation in unit mines, areas/divisions and at the corporate levels. Also the management decisions regarding reorganisation of transport and distribution system of material and mineral are attempted to be optimised. Further, the case of management system development with computer aided decision making worked out for single large Iron Ore Project captive to a steel plant is outlined. Finally, the case of a large mining company having decentralised units and divisions geographically dispersed throughout the country, computerised management decision-information system designed on the basis of inputs and outputs of decision models relevant for different levels of management in the organisation is depicted.

Jan 1, 1986

By Roland Trunk, Marcel Imbach, Yves Boissonnas, Jan Vesely

"INTRODUCTION The expansion of the Suez Canal, which runs between the Mediterranean and Red Sea, is at the top of Egypt’s economic agenda. The £8 billion development plan includes a new channel alongside the existing one which will double the number of ships able to pass each day and several tunnels to connect the Sinai peninsula to the main part of Egypt. The Egyptian government ordered three new tunnels under the Suez Canal in the area of Port Said as part of the Canal Region Development Plan. The three tunnels will contribute to the North Sinai expansion, helping to create a vast industrial zone and completing the coastal road extension from Rafah to Nuewiba. Two of these three tunnels will be allocated for roads and the third for railway traffic. A further part of the Suez Canal development mega project are an additional six tunnels in the area of Ismailia and Suez. The focus of this paper is on the two road tunnels in Port Said and will give an overview of the project and the challenges encountered regarding the technical complexity and tight time schedule both in its design and execution. PROJECT OVERVIEW The tunnels will be built in the area of Port Said (see Figure 1) which is the most northern part of the Suez Canal.The road alignment connects the Port Fuad Road in the east bank of the Suez Canal to the Port Said-Ismailia highway in the west bank with a dual carriageway section. Each of the carriageways has two lanes. The bored diameter of the 2.8 km long road tunnels is 13.050 m and will be driven with two Mix-Shield TBMs. The distance between the two tunnel axes is planned with 42.5 m (discussion about a reduction are ongoing). The width of the Suez Canal is around 340 m at upper level and around 170 m at the bottom. During the TBM drive, three main geological layers are expected. Below a depth of around 40 m in a very soft clay layer, a dense to silty sand layer is predicted. Within the sand layer another silty hard clay is expected in different depths with variable thickness. After finishing the excavation of the road tunnels, the same TBM will be used for the railway tunnel. The lowest points of the road tunnels will be located 59 m below the surface (tunnel invert to surface) and only 18 m of ground cover exists between the tunnel crown and the Suez Canal invert. Minimum ground cover over the tunnel crown is approximately nine meters at the tunnel portals."

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 R. L. Grayson, R. C. Althouse, L. A. Layne, M. J. Klishis

Introduction The researchers combine a detailed microanalysis of accident data and roof bolting field observations to develop new and meaningful risk indices for the roof bolter job classification. These indices incorporate information that has not been used in traditional measures of risk. The significant parameters that these new indices incorporate are the total number of accidents occurring within a particular work activity, the amount of time a miner usually spends performing the work activities in which the accidents occurred, and the average severity of the injuries incurred in the accidents. Being specific for a particular job, they aid comparisons among work tasks performed in the bolting cycle. The indices' specificity provide anew basis for reexamination of training and operational development of miners for specific jobs. Microanalysis The roof bolting microanalysis was performed by examining the empirical data and written summaries for all bolting accidents reported in the West Virginia Safety Information System (WVSIS) for the years 1983-1987. The WVSIS database contained more than 15,000 accident narratives. The microanalysis of bolting accidents covered 2083 reported personal injuries (RPIs). This large number of injuries, performed at an industry-wide level, provides a broad picture of the nature of roof bolting injuries. The analysis focuses on the activities associated with the cyclical routines of the roof bolting process. For this analysis, roof bolting tasks were categorized into work routines based on the sequence of work activities performed by roof bolters. Four work routines were identified within the overall bolting cycle. And these routines comprised 70% (1217) of all roof bolting accidents at the face. The routines include: face area preparation; tramming, positioning and setting the automated temporary roof support (ATRS); drilling holes; and installing bolts. The types of injuries most common within a routine and the average severity of those RPIs were also identified. Table 1 gives a breakdown of the percentage of accidents by the bolting routines. Another 19% of the roof bolting RPIs cannot be classified in a particular routine because of the vagueness of the narratives. However, it was clear that these accidents involved drilling holes or installing bolts. These results are consistent with previous research. It identified drilling and bolting, followed by tramming, as the most frequent sources of injuries (Helander, Krohn & Curtain, 1983). [Table 1-Accidents by bolting routines at the face Accidents Bolting routine Percent Number Face area preparation 18.2 222 Tram, position, ATRS 23.3 284 Drilling holes 34.2 416 Installing bolts 24.2 295 Total 1217] Roof bolter operators were involved in 82% (1706) of the 2083 accidents. The RPIs incurred by classified roof bolters occurred largely on working sections (95%) and at the face area on the working section (75%). Approximately 23% of the 1706 roof bolter RPIs occurred during tasks which were not part of the bolting cycle. These included belt utility work, providing supplies and section moves. Miners in other job classifications who were involved in roof bolting accidents accounted for the remaining 18% of the 2083 roof bolting RPIs. Among this group were section utility men and general laborers (41%), section machine operators (38%), and electricians and mechanics (11%). Another 9% were performing on-section supervisory functions. Face area preparation Face area preparation work led to a substantial number of injuries, although it accounted for the lowest number of injuries of the four routines. Several tasks were associated with the injuries incurred in this routine. Table 2 shows the percentage of injuries associated with face area preparation. [Table 2- Accidents occurring during face area preparation 26.6% Setting temporary and supplemental supports 24.8% Scaling roof and ribs 21.2% Installing ventilation devices 15.8% Handling supplies and materials 11.6% Miscellaneous tasks] The injuries commonly involved overexertion and 'struck by' falling coal and rock. Handling materials often led to overexertion injuries. Nearly 66% of the scaling-related injuries and about 33% of the injuries incurred during the setting of temporary supports involved 'strikes' by equipment, materials, top and rib. Tramming, positioning and setting the ATRS During tramming operations, workers were often struck by components of the machine and hit by loose roof and rib. Poor footing also led to slips, sometimes against the moving machinery. Table 3 gives a breakdown of accidents in this routine. Control levers were a significant problem in this routine.

Jan 1, 1993

Precious metals exploration is increasingly involved with concealed, deeper-seated gold-silver deposits which exhibit considerably more challenges to the geologist than near-surface, oxidized ores. Thus, cost-efficient, rapid and more detailed target selection and definition will be crucial for gold-silver exploration in the 1990s (Kral, 1990; Woodall, 1992). Although new developments in geophysical and geochemical exploration techniques have made significant contributions, the powerful capabilities offered by alteration mineralogy continue to remain untapped in many cases

Jan 1, 1993

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 Jeffrey B. Smith

Introduction The gas shortage is going to be with us for some time to come. If we can set aside political and industry rhetoric (along with subjective personal opinions), we still are confronted by two serious "facts of life": (1) for almost a decade the U.S. has been consuming natural gas at a greater rate than we have been finding new reserves; and (2) there is a finite amount of natural gas present within the earth&apos;s crust. Much of the known and easily exploitable sources of gas (the so-called "conventional" sources, such as the high permeability sand reservoirs of the Tertiary sequence along the Gulf Coast) already have been developed; their production is declining rapidly. The total producible reserves from conventional gas reservoirs amount to only 216 Tcf, less than an 11-year supply. However, several large potential resources of natural gas remain to be developed. These "unconventional sources" have low permeability and/or peculiar producing characteristics. The DOE program for development of these unconventional sources of gas is called the enhanced gas recovery (EGR) program. The primary goal of this program is to provide a data base of resource characterization and production technology that will lead to commercial development. DOE will encourage and support industry participation in developing and demonstrating technologies needed to reach this goal. Unconventional Resources Four major unconventional resources of gas have a high potential for commercial development. There are other unconventional sources (such as gas hydrates) that are too poorly defined to warrant a major development thrust at this time. The four unconventional sources of gas currently included in the EGR program are: 1. The carbonaceous shales of Devonian age in the Appalachian, Illinois, and Michigan sedimentary basins are the targets of the Eastern Gas Shales Project (EGSP). 2. The low permeability, low porosity so-called "tight" gas sandstones of the Upper Cretaceous/Lower Tertiary in the Rocky Mountain areas constitute the resource target for the Western Gas Sands Project (WGSP). 3. The free methane trapped in coal beds of both the eastern and western U. S. constitute the Methane from Coal Beds Project (MCBP). 4. The abnormally high pressured, high-temperature saltwater aquifers of the Texas-Louisiana gulf coast are targets of the Geopressured Aquifer Project (GPAP). Basic implementation strategy for these EGR projects involve (1) assessing and characterizing the resource potential of the resource; (2) conducting cost-shared field testing with industry to improve, develop, and demonstrate various stimulation and production technologies; (3) coordinating EGR activities within DOE and with other federal agencies (such as the Bureau of Mines) to minimize duplication; and (4) aiming all projects toward commercial development of the gas resources. EGSP What type of "geological animal" is the EGSP dealing with? While gas undeniably is related to the occurrence of natural fracture systems within the shale, the overall producing mechanism and precise location of fractured, gas-bearing locales within each basin is still poorly understood. By developing reliable resource characterization techniques and applying effective stimulation technologies we intend to elevate the Devonian shale from the status of a potential gas resource to that of a proven gas reserve. Once we have done this the private sector can take over the large-scale commercial development of the Devonian shale gas resource. WGSP The second largest project (both in terms of complexity and level of funding) is the WGSP. The primary targets for this project are the low permeability (< 1 md) gas sandstones of the Piceance, Uintah, and Greater Green River basins and the Northern Great Plains Province. Project success in these four primary geologic locales will permit investigating additional low permeability sandstones in 16 other sedimentary basins. It appears that the only practical means of increasing permeability and resultant flow rates from these sandstones lies in the use of massive hydraulic fracturing techniques. Unfortunately, it is still too early to design such jobs with predictable results. MCBP The MCBP is to be involved in producing and utilizing methane derived from coal beds. The coal, like portions of the Devonian shale, is impermeable, highly fractured (termed "cleat" by

Jan 9, 1980

By Jeffrey B. Smith

Introduction The gas shortage is going to be with us for some time to come. If we can set aside political and industry rhetoric (along with subjective personal opinions), we still are confronted by two serious "facts of life": (1) for almost a decade the U.S. has been con¬suming natural gas at a greater rate than we have been finding new reserves; and (2) there is a finite amount of natural gas present within the earth&apos;s crust. Much of the known and easily exploitable sources of gas (the so-called "conventional" sources, such as the high permeability sand reservoirs of the Tertiary sequence along the Gulf Coast) already have been developed; their production is declining rapidly. The total producible reserves from con¬ventional gas reservoirs amount to only 216 Tcf, less than an 11-year supply. However, several large potential resources of natural gas remain to be developed. These "uncon¬ventional sources" have low permeability and/or peculiar producing characteristics. The DOE program for development of these unconventional sources of gas is called the enhanced gas recovery (EGR) program. The primary goal of this program is to provide a data base of resource characterization and production technology that will lead to commercial development. DOE will encourage and support in¬dustry participation in developing and demonstrating technologies needed to reach this goal. Unconventional Resources Four major unconventional resources of gas have a high potential for commercial development. There are other unconventional sources (such as gas hydrates) that are too poorly defined to warrant a major development thrust at this time. The four unconventional sources of gas currently included in the EGR program are: 1. The carbonaceous shales of Devonian age in the Appalachian, Illinois, and Michigan sedimentary basins are the targets of the Eastern Gas Shales Project (EGSP). 2. The low permeability, low porosity so-called "tight" gas sandstones of the Upper Cretaceous/Lower Tertiary in the Rocky Mountain areas constitute the resource target for the Western Gas Sands Project (WGSP). 3. The free methane trapped in coal beds of both the eastern and western U. S. constitute the Methane from Coal Beds Project (MCBP). 4. The abnormally high pressured, high-temperature saltwater aquifers of the Texas¬Louisiana gulf coast are targets of the Geopressured Aquifer Project (GPAP). Basic implementation strategy for these EGR projects involve (1) assessing and characterizing the resource potential of the resource; (2) conducting cost-shared field testing with industry to improve, develop, and demonstrate various stimulation and production technologies; (3) coordinating EGR activities within DOE and with other federal agencies (such as the Bureau of Mines) to minimize duplication; and (4) aiming all projects toward commercial development of the gas resources. EGSP What type of "geological animal" is the EGSP dealing with? While gas undeniably is related to the occurrence of natural fracture systems within the shale, the overall producing mechanism and precise location of fractured, gas¬bearing locales within each basin is still poorly understood. By developing reliable resource characterization techniques and applying effective stimulation technologies we intend to elevate the Devonian shale from the status of a potential gas resource to that of a proven gas reserve. Once we have done this the private sector can take over the large-scale commercial development of the Devonian shale gas resource. WGSP The second largest project (both in terms of complexity and level of funding) is the WGSP. The primary targets for this project are the low permeability (< 1 md) gas sandstones of the Piceance, Uintah, and Greater Green River basins and the Northern Great Plains Province. Project success in these four primary geologic locales will permit investigating additional low permeability sandstones in 16 other sedimentary basins. It ap¬pears that the only practical means of increasing permeability and resultant flow rates from these sandstones lies in the use of massive hydraulic fracturing techniques. Unfortunately, it is still too early to design such jobs with predictable results. MCBP The MCBP is to be involved in producing and utilizing methane derived from coal beds. The coal, like portions of the Devonian shale, is impermeable, highly fractured (termed "cleat" by

Jan 1, 1980

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