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Gary R. Steele is vice president, corporate marketing with Energy Fuels Resources. As such, he knows the global uranium market. The following are some of his thoughts on uranium?s place in the global energy picture. ME: What are Energy Fuels Resources? thoughts on the global nuclear power industry? Steele: The global nuclear power industry is a major contributor to the electrical needs of the world. Though generation by nuclear reactors has primarily attracted attention through the reactor accidents at Three Mile Island and Chernobyl, nuclear power continues to quietly and safely provide power to a growing and power-hungry world population. As of March 2008, 30 countries were operating 439 nuclear power reactors. Nuclear power plants provided about 15 percent of the world?s electricity production in 2007. France leads the world in nuclear utilization, with 77 percent of its power coming from nuclear plants. And Lithuania, Slovakia and Belgium each derive more than 50 percent of their power needs from nuclear plants. For much of the developed world, nuclear generation has already been contributing significantly to the supply of electricity. Additionally, 34 new nuclear plants are under construction in 14 countries. Leading the rush to build new nuclear generating plants are China, Russia and India. Each of these countries is building six new nuclear power plants. These 18 plants, totaling almost 12,000 MW of generation capacity, will require about 7.25 kt (16 million lbs) of U3O8 for their initial fuel load and will consume about 2.45 kt/a (5.4 million lbs/year) for the rest of their operating lives. The rest of the world, outside of the United States, has used nuclear power as a viable and economic generation alternative since the commercialization of utility nuclear reactors. And current activity supports the strong future of the nuclear alternative internationally.

Jan 1, 2008

Two miners were fatally injured when a pillar bump occurred during retreat mining in a southern West Virginia coal mine. The mine was operating in the Eagle seam with overmining in the No. 2 Gas and Powellton seams. A coal bump is defined as a sudden and violent failure of coal caused by the release of stored strain energy in the pillar. While significant strides have been made by academia, industry, and regulatory agencies to better understand bump conditions and mitigation techniques, coal bumps represent a long standing, highly site-specific engineering problem in which the exact failure mechanism(s) is not clearly understood.

Jan 7, 2020

By Ray Hutton, Darrell Liebno, Taro Nonaka

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

Jan 1, 2007

Train services through the Channel Tunnel linking Britain and France where scheduled to be fully restored in February 2009 following several months of repairs after a major fire in the tunnel on Sept. 11, 2008. A lorry caught fire on a shuttle train carrying heavy goods vehicles bound for France through the 50-km- (31-mile-) long northern tunnel. The fire, that spread to other vehicles, raged for about 16 hours. The extreme temperatures of up to 1,000º C (1,832° F) caused extensive damage to about 600 m (2,000 ft) of the 7.6-m- (25-ft-) diameter tunnel?s concrete lining, approximately 11 km (7 miles) in from the French entrance. The Channel Tunnel operator, Eurotunnel, awarded the repair con-tract, estimated to be between ?50 to 60 million, to a consortium of Freyssinet, Eurovia Travaux Ferroviaires (ETF) and Vinci Energies. Freyssinet was appointed to look after the civil engineering works, while ETF would be responsible for track and overhead wire restoration and Vinci Energies responsible for other equipment. The technique of hydrodemolition, which uses high-pressure water jets to remove concrete from various structures, was specified as the method to remove the fire damaged concrete. Freyssinet subcontracted the concrete removal to the specialist hydrodemolition and industrial cleaning contractor Philip Lasserat.

Jan 1, 2009

By Ching-Liu Wu, John Hawley, Andrew H. Liu, James Chai

The Hatch Mott MacDonald/Bechtel Joint Venture team is designer and construction manager for the 5.25-mile Tunnel Segment of the overall 16-mile Silicon ValleyRapid Transit Project, which extends the existing Bay Area Rapid Transit (BART) system southward from Fremont to San Jose. The Tunnel Segment includes twin boredtunnels, mined cross passages, and three deep station excavations situated in highlyvariable ground, high ground water table, and a dense urban setting with high-risebuildings adjacent to the largest excavation. This paper will discuss design challengesthat have arisen with the excavations and the proposed solutions.

Jan 1, 2007

By B. J. Dave, Ashok J. Desai, Allen J. Hulshizer

This paper presents various design and construction considerations involved in developing an underwater installation of lined, large diameter shafts not known to have been previously accomplished for the diameter size, depth or ground conditions identified with the Seabrook Power Station. Outlined approach provides for driving tunnels independent of shaft sinking operation, permits the use of prefabricated shaft lining and incorporates a safe dry tap method for connecting the shafts to the tunnels. INTRODUCTION The Seabrook Power Station, located two miles inland from the Atlantic Ocean, at Seabrook, New Hampshire, is a two unit, nuclear powered, electric generating plant, each unit having a capacity of 1150 megawatts (electric). Typical to all steam driven generators is the requirement for large quantities of water. Requirements for the Seabrook Plant will be met by intaking and discharging approximately 850,000 gpm of ocean water at a considerable distance from the shore line in water depths that render the environmental impact inconsequential. Obtaining, conveying and discharging such large quantities of water represents a major undertaking, particularly under today's environmental controls. Tunnels are well suited to reducing the environmental impact at the Seabrook site by conveying the water about 250 feet deep under the salt marsh (a valuable ecological feature) and under the beach well out into the ocean without any noticeable ground surface disturbance. An alternate approach utilizing trenched piping would have created some disturbances and was environmentally less desirable. The tunnels connect to intake and discharge

Jan 1, 1976

By Taehong Kim, Carl Pannuti, Nikolas Sokol, Walter Herrick

BACKGROUND This paper discusses work performed as part the rehabilitation of the gravity flow section of the New Croton Aqueduct (NCA) during an approximately two year period between 2004 and 2006. The goal of the project was to restore the gravity flow section of the NCA to optimal operating condition, extending the lifespan of this significant water supply for the New York City metropolitan area. Rehabilitation of the NCA was purposely scheduled before the completion of the new NCA Water Treatment Plant now under construction (Figure 1). The NCA is a 3.73 to 4.34 m (12.25 to 14.25 ft) diameter brick-lined circular andhorseshoe shaped water tunnel constructed between 1885 and 1891. The NCA conveys water for approximately 50 km (31 miles) by gravity and pressurized flow from the New Croton Reservoir in Westchester County, NY to distribution and reservoir points along its alignment, terminating at a distribution station at 135th Street and Convent Avenue in Manhattan, NY. Prominent features of the NCA include a large intake facility at New Croton Reservoir, 38.6 km (24 miles) of gravity flow horseshoe shaped aqueduct, 11.3 km (7 miles) of pressurized flow circular aqueduct, 2 siphons, and 36 open shafts and headhouse chambers which are used as sampling, access and blow-off locations. Until a partial inspection in 1982, the NCA had flowed continuously since its completion nearly 100 years prior. Flow tests have confirmed that the NCA can convey up to 12.7 m3/s (290 mgd) (Figure 2). Cover depths of NCA vary considerably, ranging from a few to hundreds of meters, typically of hard rock. Primarily mined using means conventional for the late1800s, construction of the NCA also employed cut and cover methods in several low-lying sections of the alignment, totaling approximately 1.6 km (1 mile). The NCA crosses through numerous lithologic changes, fault/shear zones and under several significant water bodies including the Pocantico, Saw Mill and Harlem Rivers and the Tarrytown Reservoir. The NCA passes under the Harlem River as a siphon at a depth of approximately 122 m (400 ft) below grade (Figure 3). Soon after construction the Aqueduct Commission Reports on the New Croton Aqueduct documented prominent defects such as large voids behind the lining. More recently, large-scale inspections of the gravity flow section performed during the 1990sand a 2004 inspection of portions of the pressurized sections of the NCA have revealed additional defects such as open and/or deteriorated masonry joints/cracks, leaks ranging from trickles to several liters per minute into and out of the NCA, missing bricks, formed openings, and in one place, a rupture through the liner with discernable

Jan 1, 2007

By David Hopkins, Steve Klein, Bradford Townsend, Ed Sum, Derek Penrice

INTRODUCTION The Transbay-Caltrain Downtown Extension (DTX) Project involves the construction of an approximately 1.5-mile rail line that will extend Caltrain commuter service and the future California High Speed Rail system into downtown San Francisco. The underground rail extension will be constructed by mined tunnel and cut-and-cover methods. Tunneling challenges include difficult ground conditions, low rock cover, the presence of historic buildings along the alignment, and the large tunnel span, ranging from approximately 50 to 65 feet. Three mined tunnel construction methods were evaluated: the Stacked Drift Method, the New Austrian Tunneling Method/Sequential Excavation Method (NATM/SEM), and Tunnel Boring Machines (TBM). This paper describes the challenges presented within the mined tunnel section, and summarizes the evaluation of tunneling methods that led to the selection of NATM/SEM. PROJECT OVERVIEW The existing Transbay Terminal opened in downtown San Francisco in 1939. This facility is antiquated, and does not meet current building seismic safety standards or the transportation needs of the Bay Area. For these reasons, San Francisco voters approved Proposition H in 1999, which proposed to construct a new or rebuilt regional transit center at the site of the existing terminal and extend Caltrain commuter rail ser-vice to the new transit center. The new transit center is the hub of the Transbay Transit Center (TTC) Program, which will greatly enhance regional transit service by providing connectivity for six Bay Area transit providers at one facility. The program will be the largest inter-modal centerwest of New York City. The TTC Program is comprised of two major projects, the Transit

Jan 1, 2007

By James W. Marold

Tunnel and shaft plugs have been designed to assist in construction of new and rehabilitation of existing tunnels and shafts. Tunnel plugs have been used to provide construction access for side by side tunnels, separation of raw and treated water, and to allow operation of one tunnel during construction of a nearby tunnel. Shaft plugs have been used to seal up surface openings to tunnels and to prevent seepage of water to the surface through adjacent tunnels or shafts. The design construction details of tunnel and shaft plugs are provided. Typical examples of tunnel and shaft plugs are provided.

Jan 1, 2008

By Rajive Ganguli

There are several elements of online pedagogy and information technology that are being used in the University of Alaska Fairbanks’(UAF) course “ES 201: Computer Techniques,” to enhance classroom teaching. The use of information technology in this class grew from a desire to make lecture notes available to students. This has grown to include a sophisticated, online delivery software package. It provides chat rooms, discussion groups, and online testing and grading. Online delivery aside, the class uses the telnet, e-mail and C++/FOR-TRAN compiler facilities of the university server during class to enhance learning. During class, for example, the students read the lecture notes on the Web browser, telnet to their university Unix accounts, check their e-mail and download programs (to be covered in class) sent by me, and then compile, run and modify the programs. The class, therefore, requires students to be active most of the time. This ensures their full attention and better learning due to the hands-on experience (Fig. 1).

Jan 1, 2000

By D. Komljenovic, V. Kecojevic

Selection of the best possible truck type (model) is of crucial importance for the mine decision-makers. In this paper, authors contribute to the body of knowledge by developing a novel methodology for the selection of mining truck. Both the Coefficient of Technical Level (CTL) and Analytic Hierarchy Process (AHP) methods were used in this study. The CTL represents a mathematical function which takes into consideration the interrelations among the main technical parameters of mining trucks. The authors developed a hierarchical structure where both attribute categories and their importance, i.e. priority or weight in the selection process were determined. For each category, a number of sub-attributes and their priorities were assigned, and a pairwise comparison among them was performed using the AHP method. In the final part of the study, the CTL was integrated into the AHP and represents a holistic approach in the selection of mining trucks. A case study on 180 tonnes truck category offered by five manufacturers was carried out. A sensitivity study of obtained results was also performed indicating a very stable solution. The methodology presented in this paper may be used by mining operators to help in the selection of a specific type when acquiring a new truck. It may also be used by equipment manufacturers to help in analysis of potential benefits of envisaged modifications concerning an existing truck type and/or development of a new type.

Jan 1, 2007

By W. L. Zhong

Probability function integration method is one of the influence function method. It is a widely accepted method in many mining districts in China and Poland mainly because its theory and formulae can well-represent the surface subsidence basins due to longwall mining of flat or near-flat seams. This paper introduces the basic theory of the probability function integration method and determines its 4 basic parameters by analyzing the measured subsidence profiles in eight longwall panels in Northern Appalachian Coal field. It also discusses the two methods for determining the 4 parameters. Finally the acquired parameters are used to predict the subsidence and deformation of the houses for damage assessment. Comparisons are made between the measured and the predicted subsidence. Probability Function Integration Method The probability function integration method for predicting surface movements and deformations is widely used in China and Poland. The governing equation of the method contains five parameters: subsidence factor, a, offset of inflection point, d, tangent of the major influence angle, tan fl, horizontal movement constant, b, and major dispersion angle e (e = 90. for flat seams). Its applicable range iis much larger including seams less than 30' from the horizontal, critical and noncritical mining and soft to hard overburden.

Jan 1, 1986

By Tom Szaraz, Steve Skelhorn

Part of a major sewer expansion for the City of Columbus, Ohio. The Big Walnut Outfall Augmentation Sewer (BWOAS) consists of 4,000m (13,200 ft) of 3.66m (12 ft)diameter tunnel passing mainly through glacial deposits with a water head of up to 2 bar. The project involves many new innovations, including: Slurry wall work shaft with excavation below the water table; Hybrid universal rings combining traditional steel reinforcement with fibers; New, full EPB Lovat TBM; Two component grout system pumped to the TBM from the surface; and, Linabond corrosion protection liner. The paper looks at the planning approach adopted to meet the various challenges presented, combined with an overview of progress to date.

Jan 1, 2007

By Chester M. F. Peters

The opportunity to make a close study of the available geologic data existing along the line of the California Aqueduct crossing of the Garlock fault in the Tehachapi Mountains was brought about first by my involvement in the prebid examinations, and later with contractors' claim cases. The California Aqueduct crosses through the western end of the Tehachapi Mountains and cuts across the Garlock fault zone at a location about 9 miles east from its junction with the San Andreas fault zone. This is about 65 miles northwest of Los Angeles and 38 miles southeast of Bakersfield (Fig. 1) (1). This map was published after the tunnels were started and shows the corrected geology. At the crossing the fault has north and south branches which extend northeastward for about 22 miles before converging. In the vicinity immediately east of the tunnel line the north branch of the fault starts to converge toward the west. After crossing the line it passes under the upper plate of the apparent easterly extension of the Pastoria thrust fault, so the actual junction with the south branch is obscured. The aqueduct design called for the expected active slip zone of the north Garlock fault branch to be crossed by the 2,800 foot long Pastoria siphon, which connects with the north portal of Tehachapi Tunnel No. 3. The tunnel would extend through the western end of Genghus Ridge which lies between the north branch and the main south Garlock fault zone in Beartrap Canyon. Here again the

Jan 1, 1997

The failure of a seal in an underground coal mine can have devastating consequences. Traditionally seals have been constructed as flat walls. Large hydraulic dams, on the other hand, are constructed as concave arches. This paper presents an initial analysis of the potential strengthening of seals by concave construction as well as the impact of additional cost in terms of labor and material. A simple finite element analysis of three-dimensional solids under uniform loading allows comparisons between the strength of a flat wall and a curved arch. The models are examined for reasonable behavior and displacements at 20, 50, 100, and 200 psi loads.

Jan 1, 2007

By Georgene Renner, William R. Yernberg, Steve Kral

Allmand exhibited its LSC 100Light Sequence Commander, the mining industry’s first automatic lighting and command control system. The system is available with all of Allmand’s portable light towers. The LSC100 uses a preset photocell sensor that allows the light tower to be automatically turned on or off. At dusk, the sensor engages the power unit and then activates the light. At dawn, the sensor automatically shuts off the light. The unit also features an eight-event digital timer that allows eight separate sequences daily. The LSC100’s sequenced light control ensures that the engine is started before the lights are turned on or off. This prevents possible generator damage that can occur if the unit is powered down under load. Also, a low-fuel shutdown sequence helps protect the generator from damage by automatically shutting down the unit when the fuel level reaches 10 percent. And the LSC100’s smart circuitry senses engine water temperature during startup, determines the glow-plug time requirement and schedules repeat intervals, if necessary, to start the diesel engine.

Jan 1, 2004

By S. Frimpong

Cable shovel requires continuous monitoring through excavation to achieve reliability, longevity and economic usage. The operating environment and the stress and deformation fields on the front-end assembly must continually be monitored to avoid random fatigue failure. In this paper, the authors advance frontiers of cable shovel reliability through real-time stress and deformation monitoring during excavation. Cable shovel boom stress and deformation analysis are developed using a combination of flexible and rigid body approach. A virtual prototype is developed to simulate the cable shovel excavation in oil sands and to examine the motion, stress and local deformation of the boom. A numerical example is used examine cable shovel boom durability using stress and deformation fields simulation. The results show that stress and deformation are large around the joint between the upper body and the boom. The simulation of the effect of material properties on boom deformation shows that the deformation is larger in hard formation than in soft formation. The study provides a solid foundation for further study of failure life analysis of the cable shovel components.

Jan 1, 2006

By James D. Bliss

Sedimentary deposits of pluvial Lake Bonneville are an important source of sand and gravel suitable for aggregate and construction in Utah. Data on Lake Bonneville basin sand and gravel deposit thickness, volume, grain size, percent of fines, and durability were statistically analyzed to detect variations associated with geologic domains, geographic location, Lake Bonneville shorelines, and sand and gravel deposit type, and to construct quantitative deposit models. Analysis showed several trends; (1) sand and gravel in younger shorelines was slightly more durable and the deposits considerably larger in volume, (2) younger shore- lines are also more likely to contain more than one genetic deposit type, (3) the volume of terrace deposits is larger than beach deposits, (4) terraces and beaches are generally thicker than spits and bars, (5) the northern part of the Bonneville Basin contains slightly more durable sand and gravel than the southern part of the basin and is more likely to contain deposits composed of more than one genetic deposit type, aid (6) the Wasatch domain deposits are composed of more than one genetic deposit type more often than deposits of the Basin and Range domain. Three additional conclusions with immediate economic significance are; (1) the median sand and gravel deposit in the Wasatch domain, 360,000 m3 (275,000 yd3), is three times larger than that of the Basin and Range domain (120,000 m3 [90,000 yd3]), (2) the median deposit thickness in the Wasatch domain, 5.8 m (19.0 ft), is nearly twice that of the Basin and Range domain (3 m [lo ft]), and (3) the Wasatch domain also contains slightly larger diameter gravel. These three conclusions are significant because the trend for sand and gravel development in the Bonneville Basin is to move from the Wasatch domain to the Basin and Range domain. Smaller, thinner deposits with smaller diameter gravel will require more surface area to mine than would have been necessary in the Wasatch domain. The result is a higher cost for sand and gravel in construction projects in the Salt Lake City area, especially since the gravel must also be hauled farther.

Jan 1, 2001

By Lawrence M. Gochioco

One of the best kept technology secrets in U.S coalmining history involved a robust coal geophysics program used by a local coal company to detect and map various geologic anomalies and man-made structures ahead of mining for nearly 15 years. Several original mine plans were changed as a result of findings from two-dimensional (2D) and three-dimensional (3D) seismic data. They indicated the presence of geologic anomalies in reserve areas that could adversely impact future mine development and longwall production. By combining the surface seismic and exploratory drilling methods, the coal company learned how to properly leverage its risk by gathering a lot of useful subsurface information before making major commitments.

Jan 1, 2005

By V. Gall, J. Rudolf

The Virginia Department of Rail and Public Transportation and the Metropolitan Washington Airports Authority are undertaking the extension of Washington Metropolitan Area Transit Authority’s Metrorail service to Washington Dulles International Airport and beyond to Route 772 in Loudoun County, Virginia. The roughly 37 kilometers long, double track alignment involves two 700 meters long single track, soft ground NATM tunnels at Tysons Corner, two 3.3 kilometers long single track rock TBM tunnels at Dulles Airport and one 25-meter deep station at the airport to be constructed by NATM in sedimentary rock. The design-build project is being implemented in a Public-Private-Partnership. A joint venture of Bechtel and Washington Group International has concluded the preliminary engineering and construction is scheduled to start in late 2007.

Jan 1, 2007