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By Siegfried Zell

INTRODUCTION Denmark is a small country with a population of about 5.5 million in the north of Europe. A substantial part of Denmark consists of islands, and the Danes have been familiar with ferry links between their islands for ages. However, their wish for fixed links has resulted in the con¬struction of bridges between most of Denmark's islands in this century. (Fig. 1) A fixed link across the Store Belt or Great Belt, Denmark's most important waterway bet¬ween the island of Fyn and main island of Sjaelland, on which the capital of Copenhagen is situated, has remained to be constructed hitherto. In 1987, the Danish government decided that the Great Belt should be crossed by a fixed link, incorporating a two-track railway line and four-lane motorway. The Storebaelt Forbindelsen AS, a joint stock company in the sole ownership of the Dan¬ish state, has been established for the purpose of planning, constructing and operating the Great Belt Link. The company will refinance the construction project by charging toll to the motorway users and fees to the state railway. Here it should be mentioned that Denmark and Sweden are about to jointly realize the fixed rail and road link across the Øresund or The Sound between Denmark and Sweden on the basis of the realization model of the Great Belt link. At present, the project is at the com¬petitive tendering or contract awarding stage. In the near future, also the third fixed link of comparable extent, that is the crossing of the Fehmarn Belt between Denmark and Germany, will go into the decisive projecting stage prob¬ably in conformity with the aforementioned pattern. Going back to the Great Belt, it should be noted that this fixed link involves three exten¬sive sections and has been under construction since December 1988.

Jan 1, 1995

By Thomas J. Rudolphi

Efficient transport of bulk materials by belt conveyor systems is an important engineering design issue, especially as conveyors become longer and power requirements increase. It is well known within the industry that the parasitic energy loss of a belt conveyor, due to the indentation of the idlers into the belt backing material can be upwards of half the total energy required to drive it on a horizontal flight. Other loss sources includes the rolling resistance of the idlers, belt/roller misalignments, material trampling, frictional and acceleration losses on loading, etc., but energy absorbed by indentation of the belt backing as it passes over each successive idler is the dominant power consuming factor. INDENTATION LOSS MODELS Models to predict the rolling resistance of a cylinder (idler) on a viscoelastic foundation (backing material) have been available for some time. As a contact problem, it is nonlinear (contact length or indentation depth is a dependent on the load and vice versa) in load/deformation response. Rubber backing material is generally assumed to behave as a linear viscoelastic solid, even though it is known that most rubber compounds retain linearity only at very low strains. Because completely general solutions are impossible, practical solutions require simplifying assumptions. Those assumptions relate naturally to two separate pans of any analytical model: I. The deformation model-aspects of the problem relating to the geometry, boundary conditions and kinematics of how the material deforms. 2. The material model-aspects of the problem relating to the material properties, or constitutive relationships, i.e., the stress/strain relationships.

Jan 1, 2008

By F. Mensah-Dwumah, W. H. Baker, G. W. Clough

INTRODUCTION The practice of injecting chemical grouts into permeable soils in order to stabilize them for tunnel construction is a common procedure in Great Britain, Europe and Japan. In this technique, the grout penetrates the soil in a fluid condition, but hardens or "sets-up" in about one hour due to a chemical reaction. As a result, the soil, is strengthened and made less pervious, and this, in turn, reduces ground surface movements, limits ground water flow, and controls movements of the heading during tunnel construction. It is only within the last five years or so that this technology has been used in the United States. Most of the applications have been involved in the work for the Washington Metropolitan Area Transit Authority (WMATA) subway construction. The experience gained from this work is, in many instances, unique and should serve to guide use of the grouting technology in future projects. This paper documents five WMATA case histories; information is provided as to the soil conditions, method of treatment, reason for treatment, and tunnel performance. Locations of the five projects covered by this study are indicated in Figure 1. All are within the boundaries of the District of Columbia and involve soft ground tunnel construction. Basic information for the case histories is given in Table 1. Tunnel sizes and depths below the ground surface as well as general soil conditions are similar in all instances. The tunnels are about six meters in diameter and are located so that the crown is five to ten m below the ground surface. The soils typically consist of alternating sand, clay and silty sand strata. However, soil stratification details are

Jan 1, 1979

By Donald G. Wieland, James H. Meinholz

INTRODUCTION The Milwaukee, Wisconsin Metropolitan Area provides an ideal opportunity to review the advancement of the art and science of mixed face tunneling in the past 65 years. Although there were earlier tunnel projects in the Milwaukee area, by other agencies, the majority of those driven in the Twentieth Century have been done under contract with the Milwaukee Metropolitan Sewerage District through the agency of the Sewerage Commission of the City of Milwaukee and the Metropolitan Sewerage Commission of the County of Milwaukee. Legal Description of District The Milwaukee Metropolitan Sewerage District was created by the Wisconsin Legislature in 1921 together with the Metropolitan Sewerage Commission of the County of Milwaukee. This concept of subregional wastewater control was an outgrowth of an investigation and report from a commission appointed by the Common Council of the City of Milwaukee in 1909 to study final sewage disposal for the City. In 1911 that Commission, comprised of J. W. Alvord, George C. Whipple and Harrison P. Eddy, recommended that the City construct a water filtration plant, construct a Menomonee River flushing works, expand the intercepting sewer system and, after a thorough study of the then existing and developing methods of sewage treatment, construct a sewage treatment plant. In response to those recommendations, the Wisconsin Legislature, in Chapter 608 of the Laws of 1913, created the Sewerage Commission of the City of Milwaukee. Recognizing that the improvement of surface water quality would require action on a watershed basis, the Legislature, in Chapters 554 and 590. of the Laws of 1921, created the

Jan 1, 1979

By J. W. Mahar, E. J. Cording

INTRODUCTION In exploration for rock tunnels, the geology should not only be described, but its effect on excavation and support assessed. It is not an easy task to correlate exploration results with support and excavation requirements, even when the exploration program is detailed and geologic conditions are relatively well known. Many of the significant geologic features are subtle and their effect is difficult to interpret from exploration results. However, in similar geologic settings, there are specific geologic features which will cause recurring support problems. Such features should be actively sought out when exploring in a given geologic setting. In blocky and seamy rock, the primary features controlling performance are the joints, shears, and shear zones. This paper describes the effect of such features on the formation and movement of rock wedges in tunnels driven in foliated metamorphic rocks in Washington, D. C. and New York City. In both areas the foliation commonly forms a N-S striking plane of weakness along which major shear zones, shears, and joints have formed. In addition, the structural history of the two areas has been similar, so that there are similarities in the orientation and character of the other major joint sets and shear zones in the rock mass. The observations were made in tunnels ranging from 10 to 70 ft in width and excavated at depths ranging from 80 to 800 ft. Most of the tunnels described were deep enough to be located in unweathered rock, or in rock only slightly weathered along joints and shears. Variations in the planarity, filling, spacing, and attitude of joints, shears, and shear zones accounted for significant differences in the

Jan 1, 1974

By A. C. Lyons

Foreword Sir William Halcrow and Partners are responsible for the design of the Ahmed Hamdi Tunnel as Sub-contractor to the Contractor, Osmac, a joint venture formed by the Arab Contractors, Osman Ahmed Osman and Company of Cairo, and Tarmac International of London. Throughout the paper the term "Client" refers to the Employer, the Ministry of Housing and Reconstruction, which latterly became the Ministry of Development and New Communities of the Arab Republic of Egypt. At the time of writing of this paper only a few hundred metres of the tunnel have been driven, but the design is substantially complete. Introduction The Ahmed Hamdi Tunnel, which is at present under construction, will be a two-lane tunnel crossing beneath the Suez Canal approximately 15 km north of the town of Suez at El Shallufa. It will become the first permanent connection across the Canal since 1967 and is visualised by the Egyptian Government as an early step in the development of the Sinai Desert along the eastern bank. The tunnel will carry pipelines for treated water and electric power cables to assist in this development. The tunnel, which will be 1640 m in length, is being driven through hard clay and mudstone using a tunnel shield fitted with hydraulic excavators. The primary lining is being constructed with precast, bolted reinforced concrete segments with an internal diameter of 10.4 m. The road deck structure and the walls of the air supply ducts beneath it are formed with precast, reinforced concrete units erected immediately behind the shield.

Jan 1, 1979

By Ing. E. h. Martin Herrenknecht

The paper will describe a number of developments and innovations now in use in microtunnelling machines. These include the use of fuzzy logic steering systems, the proven ability to successfully undertake complex curved microtunnel drives, the ability to complete ultra long drives using microtunnelling techniques, and machines with access to the face of the machine from inside the machine. The ability to tunnel in relatively hard rock utilizing a rock head with back loaded cutters changeable from inside the microtunnel machine and the ability to utilize microtunnel machines in multi modes, such as hard rock mode, “open” mode, EPB mode, and slurry mode with the same base machine again with access to the face of the machine will be described. In addition, the latest computer technology gives the operator “full visualization” of machine functions together with the ability to data log machine operating parameters. Reference will be made to a number of projects worldwide recently completed or under way where these innovations have successfully been utilized.

Jan 1, 1999

By Allan T. Fisk, Carl R. Peterson, Robert G. Lundquist

A long recognized goal in high speed tunneling and mining has been the development of a continuous drill and blast excavation capability. Both the advance rate and the economy of drill and blast tunneling can be significantly improved if the conventional cyclic process can be carried out continuously. Obviously, any continuous drill and blast tunneling machine must be an "all function" device, performing drilling, explosive loading, initiation, mucking, ventilation, roof support (if necessary), and perhaps other functions, essentially simultaneously, while remaining at the face throughout. Furthermore, such a machine must do all these things under remote control. THE SPIRAL BLAST PATTERN Several continuous drill and blast tunneling concepts have been proposed. Of these the Rapidex spiral blast pattern, taking advantage of a partially self-shielding geometry, seems to require the least shielding and hence offers the maximum access for mucking, although from the outset it was clear that remote mucking would present a major design challenge. The Rapidex continuous spiral blast concept uses an unusual blasting pattern that, under the geological conditions tested, has proven to be an effective and efficient means of fragmentation. The concept has a self-shielding characteristic which permits a lightly shielded machine to remain at the face during blasting. The pattern produces a spirally proceeding tunnel face, much like one turn of an auger. The leading portion of the spiral surface is connected to the trailing portion by an axially extending plane surface or bench. The ideal geometry is illustrated in Figure 1 for a horseshoe tunnel section.

Jan 1, 1979

By William R. Beloff, Franklin M. Grynkewicz, Puza

Construction of the MBTA Red Line Extension through Somerville, MA, called for driving twin tube tunnels through a zone of approximately 83m (273 ft) with mixed face conditions. While the majority of the tunnels were driven through competent hard rock using drill and blast techniques, the mixed face zone was advanced using floating crown bars for primary support. The overburden consisted of medium clay, underlain by water bearing glacial till, over a sloping bedrock surface. Due to the unusual nature of the construction techniques, a program was undertaken by the Contractor to monitor ground movement and stresses in the temporary steel supports. This paper presents a description of the instrumentation employed, as well as the measured ground movements and support stresses. Additionally, the tunneling techniques are briefly presented and commented upon. PROJECT DESCRIPTION The Davis Square to Porter Square Tunnel Contract is part of the Massachusetts Bay Transportation Authorities (MBTA) Red Line Extension from Harvard Square in Cambridge to the Alewife Brook Parkway via Somerville. The 5.1km (17,000 ft) Red Line Extension consists of four major new stations, three of which will be interlinked via tunnel construction, and the remaining station will be the last link of an open cut portion, and a terminal point for this phase of the extension. This 866m (2,790 ft) portion began at Porter Square in Cambridge and rose at a 4% slope through Somerville, terminating at the new Davis Square Station. Twin tube tunnels were constructed through 763m (2,517 ft) of rock and 83m (273 ft) of mixed face conditions at the Davis Square end. Figure 1 presents a plan view of the entire contract.

Jan 1, 1981

By Lee W. Saperstein

The Research Council of SME, at its Annual Meeting in Reno, NR, in February 1993, held a Research Forum on Technology for the Future. The Forum's purpose was to find out from the members, particularly those from industry, their opinions on research needed in the mineral industries. Panelists were selected for their breadth of knowledge and connections. Many panelists, in turn, solicited opinions from additional contacts. A similar effort is underway with mineral-oriented schools. A parallel mission has been undertaken by the American Mining Congress (AMC) through its Committee on Technology. In particular, AMC is concerned that the needs of industry be transmitted in a timely way to federal agencies, especially the US Bureau of Mines. This article reports to the SME membership the principal findings of the Research Forum. The article is derived from a full report that is available from SME. Many of the calls for research made during the Forum can be clustered into five broad categories. These categories are discussed in the following sections of this article. However, since the time of the Forum, many reviewers of the full report have noticed that fundamental research was not given much emphasis. The Research Council points out that the Forum was organized around industrial needs. There is a call to the academic and research community to organize a similar Forum. The Council emphasizes that this is not the last word on research needs and that the membership is urged to continue to give ideas and opinions to the SME Research Council. There will be an opportunity at its next meeting during the SME Annual Meeting in Albuquerque, NM, Feb. 22, 1994, for open discussion of this report. Because the opinions were intentionally confined to representatives from industry, the problems portrayed and the solutions sought are from the vantage of an operator. It comes as no surprise that many of the espoused research desiderata seek more efficient or cost-effective outcomes for the various mining activities discussed. The order of the Forum was a straightforward set of mining activities: exploration, evaluation, mining and processing.

Jan 1, 1993

By J. A. Finch

The photographic measurement of bubble diameter is tedious and restricted to vessels with transparent walls and relatively low bubble concentrations. A new method for predicting bubble diameter in a flotation column has been developed and confirmed by comparison with measured mean bubble diameter (Yianatos et al., 1987) Flotation columns are not mechanically agitated. This note describes an extension of Ms method to a mechanically agitated flotation machine. A recent publication by Szatkowski (1987) provided sufficient data to calculate bubble diameter by the proposed method and compare with values determined photo- graphically. Method In a two-phase system (gas and liquid), bubble diameter (db), superficial gas rate (Vg) and liquid rate (Vl), and gas holdup (Eg) are linked by two relationships (see the nomenclature at the end of the paper for definitions of symbols). [ ] Equation 1 is the definition of slip velocity (relative gas to liquid velocity) for a countercurrent gas-liquid system, and equation 2 is an adaptation (Yianatos et al., 1987) of the expression of Masliyah (1979) for hindered settling in a multispecies system. The solution for bubble diameter is by repetitive substitution of estimates of db in equation 2 until the calculated Ubs is equal to the measured Ubs in equation 1. Results and discussion Table 1 presents the data obtained by Szatkowski (1987) from a mechanically agitated laboratory flotation machine. The machine generated bubbles by directing a gas stream into the vicinity of a disk rotating at Ngh speed (up to 8000 rpm) in the flotation slurry. The air was completely dispersed in a swarm of fine bubbles. A photographic technique was used to determine the distribution of bubble size. The mean diameter and standard deviation were then calculated. Table 1 provides all the information necessary for computing bubble diameter (Vl is assumed zero). The calculated bubble diameter is presented in Table 1 as d;. Figure 1 plots measured versus calculated bubble diameter and shows reasonable agreement between values. There is an apparent tendency to undercalculate the small bubbles and overcalculate the large ones.

Jan 1, 1987

By Martha McJunkin, Lawrence Pietrzak

This paper describes and demonstrates the application of systems analysis and mathematical modeling techniques in the planning of actual tunnel projects and research and development to improve tunneling techniques. A recently completed tunnel project located in Utah is used as an example. Although cost estimating computer programs are used in tunnel project planning, the introduction of performance modeling, simulating the time to excavate, has added advantages that are explored here. The performance/cost tunneling model (TM) described herein mathematically simulates on a high-speed digital computer the important activities of a number of tunneling techniques accounting for activity interactions, variable external environments, mechanical failure, and other uncertainties. A cost accounting segment is included to facilitate cost-effectiveness comparisons. It is shown that, when combined with informed judgment and appreciation of limitations, the TM can be a useful tool that may help improve tunneling operations and cost estimation, for example, by achieving more balanced system designs or bounding the performance/cost implications of geologic and other uncertainties. Ultimately, this might lead to more competitive bids and greater profits. The need for systems analysis and modeling in tunneling research and development (R&D) is well recognized and documented.(1-5) In R&D one must seek broadly useful solutions to the basic problems of face fragmentation, materials handling, ground support, and environmental control. These solutions must take account of the interdependence of these elements and, for a variety of ground conditions, the limitations or constraints that any innovation in one element may impose on total system performance and cost. In this regard the structure and logic of the TM has been kept as simple and modular as possible so

Jan 1, 1974

By Vighnesh Chandurkar, Peter Moser, Michael Hitch, Michael Tost, Susanne Feiel

"From 1998-2002 the world's leading mining and metals companies developed the Global Mining Initiative (GMI) to understand their industry's role in the transition to sustainable development and to ensure its long-term contribution to sustainable development (SD). Since then, the industry has come a long way: For example, operational safety and health have improved significantly, environmental management systems and impact assessments have become the norm, community relations have been established, many mining companies report annually on their contributions to SD and the International Council on Mining and Metals (ICMM) has taken on the recommendations of the GMI as an industry association. However, since the GMI the concept of sustainable development has been evolving from a rather generic and loose definition (“weak sustainability”), to an absolute and strict definition of sustainability, based on the boundaries of our planet (“strong sustainability”). Similarly, other concepts such as corporate social responsibility (CSR) have evolved and even deviated from their initial intentions. This paper presents results from a literature review looking at how far this transition has moved from a scientific debate towards becoming mainstream. Furthermore, it explores, by using qualitative comparison analysis, if the current efforts of the large mining companies are still sufficient or if the industry is again at risk of falling behind societal expectations and hence should once again come together - for a GMI 2.0 - in order to update its approach. We conclude that the mining industry, whilst in a “weak sustainability” position and behind the peer group on climate change and natural capital considerations, is aligned with current societal expectations, expressed through the Sustainable Development Goals, and therefore there is no need for a GMI 2.0 at present."

Jan 1, 2017

By RETC2023

RETC2023

Jun 13, 2023

By Thierry Coléou

In this paper, we consider open pit optimization. At present, most methods specify the economic parameters and then find the corresponding optimal pit. But as the economic environment varies (which it does regularly these days), the "optimal" pit changes and quite often changes markedly. The questions are: by how much does it change and which parameters are most influential? The functional approach of Technical Parameterization of Reserves, devised by Matheron in 1975, gives the set of all the different optimal pits, under any economic condition. It separates technical design and economic assumptions and thus permits the use of several optimality criteria when choosing the final pit, and not just the maximization of an additive profit formula. Very efficient specific algorithms are presented to obtain all the potentially optimal pits. Fluctuations in the parameters induce changes in the optimum design. Inclusion relations that exist generate very tight bounds and hence very quickly detect optima, even when using a classical adaptation of maximization techniques (graph theory, moving cone, dynamic programming ...). The advantage of Technical Parameterization of Reserves over other methods is that it provides a nested sequence of optimal pits which can then be used for mine scheduling. Many possible mining schedules can be obtained by using the family of technically optimal projects to split up the orebody. The "optimal" schedule, which is in fact a compromise between the different requirements of the economists, the mine planner and the metallurgist, can be chosen from within the wide scope of possibilities. A practical example of mine scheduling for a chromite mine is presented in detail.

Jan 1, 1989

By Henry R. Tiedemann, Eugene H. Skinner, George E. Wickham

The need for ground support research in underground excavation has been well identified in recent years by many studies in the subject area (1, 2, 3, 4, 5). A typical conclusion from these reports (1, 2) is that the drill-and-blast (D & B) mining or the mechanical tunnel boring machine (TBM) methods are expected to be continued in use for the needs of tunneling in the immediate future. The Organization for Economic Co-operation and Development (OECD) sponsored in June, 1970 advisory conferences on Hardrock and Soft Ground Tunneling (3,4). These two reports were based on the combined response received from approximately six hundred inquiries from 17 nations in the summer of 1969 and which concerned all aspects of present-day inadequacies of, and the needed improvements in the technology of tunneling. Some specific problem areas in ground support and tunnel linings were: 1) the ability to successfully predict rock loads that must be carried by the support system; and 2) inadequate methods for determining the load-carrying capacity of the various support systems. Therefore, the problem area is clearly defined by these two objectives: 1) To find means of predicting rock loads; and 2) To develop methodology for determining safe, efficient, and economical ground support design practices. Noting these research needs from a great number of sources, the United States Bureau of Mines, Spokane Mining Research Center (SMRC), acting as agent for the Advanced Research Projects Agency (ARPA), undertook contract research effort in these problem areas. Work by Jacobs Associates has studied a methodology for specification of temporary artificial support based on the dependent sequence of mining operations and prediction of various rock conditions in the pre-excavation stage. The major thesis is that rock behavior is the

Jan 1, 1997

By R. C. Hopper, A. A. Mathews, T. A. Lang

DESCRIPTION OF PROJECT The Straight Creek Tunnel site is located approximately sixty (60) miles west of Denver, Colorado, on Interstate Route 70 in the vicinity of Loveland Pass, in the Rocky Mountains. The ultimate project will consist of dual two-lane vehicular tunnels with a building at each portal to house mechanical ventilation equipment and other installations. The tunnels run virtually east-west on an ascending 1.64 percent grade for a distance of approximately 8,900 feet, and will pass beneath the Continental Divide at an elevation of about 11,000 feet above sea level. The maximum cover is 1,450 feet and each tunnel is approximately 48 feet wide by 50 feet high as excavated. The work now under construction consists of the North Tunnel, which initially will have two-way traffic. Ultimately it will be the west bound lanes for Interstate 70. The completion of the North Tunnel will be the fulfillment of a long felt need for better communication through the high Rocky Mountains of central Colorado and is a vital link in Interstate Route 70. The early planning for a vehicular tunnel through the Continental Divide began in the late 1930's and between November, 1941 and May, 1943 an exploratory pioneer tunnel

Jan 1, 1997

By Roger L. Baer

Introduction Brief Review -SEC mission & history -Development of SEC mining disclosure guidelines -Principles of good public company ‘disclosure’ SEC staff views of alternative approaches to mining company disclosure -SME Resource & Reserve Committee – April 2003 Food for thought

Jan 1, 2003

By Christian Jeger

After recalling the principles underlying fire-damp flow in coal and the essential part played by permeability (Darcy's law) in the intensity of flow, a few theoretical and experimental results showing the possible causes and range of variation of coal seam permeability are presented. The study of firedamp flow into gate roads and of residual gas concentrations in coals as a function of the gate road distance, shows that, in French mines, coal seams in a virgin zone have a very low permeability, but they become permeable when destressed by mine workings, in particular overlying workings. This is the case not only in the fractured zone round a mine excavation in which the gas is released, but also beyond the limit of the zone degassed by the excavation. In the floor of flat seams, upward boreholes can be used for predegassing seams that have been relaxed but not degassed, as the result of an overlying coal face. In this respect we shall describe the predrainage experiment carried out in the Marienau district of the Lorraine coalfield. Predrainage can contribute considerably to the reduction of methane emission in the ventilation of newly opened longwall faces. But to be efficient and useful predrainage should meet certain conditions.

Jan 1, 1980

Africa is rich in natural resources, much of which remain untapped. Despite that, international mining companies have largely stayed away from the continent due to political instability in many countries, lack of infrastructure and the inability to gain control of mineral deposits. Today, optimism is growing concerning African mining. Many of its nations are moving toward privatization of their mining industries. They see it as a way to improve the lives of their populations and become politically stronger. Ministers from 22 African nations were Denver, CO in June for the World Bank's Multilateral Investment Guarantee Agency's Fourth Annual African Mining Investment Symposium. The three-day symposium drew more than 400 mining executives and government representatives. Foreign mining investment in Africa is on the increase. In 1996, international mining companies spent about $418 million on exploration. That is more than double the $190 million spent in 1994. Mining executives say the mining climate in Africa is improving because countries are privatizing the industry and rewriting mining laws that encourage natural resource development. They estimate that private mining firms now control about 80% of mining today. Mine development will help lift the living standards for Africans, the ministers said. The average income for ordinary Africans is about $500 a year. If this new mining boom continues, citizens of nearly all African nations will reap the benefits of better infrastructure and government services, as well as more higher paying jobs, the ministers said. They also issued a word of caution to mining companies attempting to join in the African boom. Concerns are being raised about the treatment of villagers and the environment. In the past, foreign companies would "behave about like colonial masters," said Gerald Ssendaula, natural resource minister for Uganda. Africa is in a different position now, he said. "Now we are solving our own problems." Mining companies must respect local communities or risk creating unrest that will threaten fragile new governments, said Akolang Tombale, chief geologist for Botswana. On the other hand, he said villagers must accept that mining development will benefit them. "They feel these are their natural resources. There must be a mutual interaction between the companies and the people."

Jan 1, 1997