Search Documents

By Akira Ishikuro, Masamichi Shintaku, Futoshi Kusumoto, Takeshi Kudo

"The Bankei-Kitanosawa tunnel that is located in Sapporo, Hokkaido, Japan includes a 450m long section near the arrival point where mudstone which can liquate out natural hazardous materials such as arsenic and selenium exceeding the tolerance stipulated by country as well as weathered mudstone and unconsolidated sedimentary rocks with small overburden and the competence factor less than 1.0 are present. The mucks containing hazardous materials were disposed into the waterproof branch tunnels created from the inside of the main tunnel. The full face early ring closure method was employed to ensure the stability of the tunnel in the low strength rock masses having no stand-up time. As a result, the waterproof tunnels branching off the main tunnel can manage water tightness so as to ensure safety and relief against environmental risks of the hazardous materials. It is also demonstrated that the full face early ring closure method enable construction of the tunnel with a small overburden in the low strength rock masses. INTRODUCTION The Bankei-Kitanosawa tunnel includes a 450m long section near the arrival point where mudstone which can liquate out natural hazardous materials such as arsenic and selenium exceeding the tolerance stipulated by country as well as weathered mudstone and unconsolidated sedimentary rocks with small overburden and the competence factor less than 1.0 are present. In order to overcome the restrictions, the hazardous materials were designed to be disposed into large cross section waterproof tunnels which were newly designed and constructed in high strength and hazardous material free Andesite. The lining for the tunnels was composed of with shotcrete. In addition, full face early ring closure (Sato et al., 2013) was employed to stabilize the tunnel so as to enable safe tunnel excavation in low strength rock masses where a ground arch is deemed unachievable. This paper presents the safe disposal method of mucks which are likely to liquate out natural hazardous materials as well as the full face early ring closure method and its mechanical characteristics."

Jan 1, 2016

By Jaime Adasme, Héctor González, Benjamín Celada

"INTRODUCTION Santiago de Chile is a 7 million inhabitant city which has a 103 Km long subway network operated since 1975 by Metro S.A. This network is used on a daily basis by 2.3 million people. In 2012 Metro S.A. started the biggest enlargement of the network in its history, through the design and construction of the new Line 3 (21.7 Km) and Line 6 (16.5 Km). The detailed engineering contract for civil underground works of Line 6 (L6) was awarded to the Consortium integrated by ZAÑARTU Ingenieros Consultores and GEOCONTROL S.A., in which Geocontrol was in charge of the design of 11 stations and 14.5 Km of tunnel. L6 crosses L3 in Ñuble and Ñuñoa Station, L2 at Franklin Station and ends, intersecting L1, at Los Leones Station as shown in Figure 1. LOS LEONES STATION DESIGN Location and Characteristics Los Leones Station is placed at the North end of the L6, next to the same named station of the L1 and it has four construction units, as is shown in Figure 2: I. Access Shaft (49 m x 47 m). II. Access Gallery (34 m long). III. Station Tunnel (120 m long). IV. Connection Gallery with L1 (104 m long). A singular feature of Los Leones is that the western section of the station tunnel, built from the access gallery, is located below an underground parking lot which is located in Providencia Avenue, as shown in Figure 3. It is important to highlight that the distance between the vault of Los Leones Station Tunnel and the foundations of the underground parking lot is only 6 m."

Jan 1, 2016

By A. Anani, K. Awuah-Offei

"Accounting for changing duty cycles in equipment matching maximizes equipment utilization and productivity. The objective of this study is to investigate if the optimal number of shuttle cars for a particular panel width is optimal in different segments of the panel. In this study, discrete event simulation (DES) is used to determine the optimal number of cars that maximizes productivity in each segment. Data from a real-life mine is used to validate the model. The study shows that the optimal number of cars for the entire panel may not be optimal for some of the defined segments. INTRODUCTION Fleet optimization is important for efficient mine management. Deploying the optimal fleet minimizes the capital and operating expenditure for particular operating conditions and production targets. In an operating mine, with an already existing fleet, deploying the optimal fleet maximizes productivity or minimizes production cost with the available resources. Hence, a lot of research has focused on how to determine the optimal fleet size for a mining operation, given particular operating conditions. Mine managers and engineers have successfully used discrete event simulation (DES) to determine the optimal fleet size in mines (Michalakopoulos, Roumpos, Galetakis, & Panagiotou, 2015; Awuah-Offei, Osei, & Askari-Nasab, 2011; Ben-Awuah, Kalantari, Pourrahimian, & Askari-Nasab, 2010; Govinda Raj, Vardhan, & Rao, 2009; Yuriy & Vayenas, 2008; Kwame Awuah-Offei, Temeng, & Al-Hassan, 2003). In most cases, the published work on this topic involves determining the number of hauling units to be matched to a loading unit. Many of these examples involve truck-shovel optimization. There are, however, some underground mining examples. For instance, we recently concluded work that involves fleet optimization in underground room and pillar (R&P) coal mining (Awuah-Offei & Anani, 2015). Generally, when DES is used in fleet optimization it involves three steps: (1) Build a valid model of the mining system capable of predicting the required outputs with varying fleet composition; (2) Design and conduct experiments that vary the fleet composition across all feasible options; and (3) Determine the optimal fleet based on the results of the simulation experiments. A major decision in the first step is which outputs should be modeled. Some examples in the literature include productivity, unit cost, loader utilization, queue length, and hauler waiting times (Awuah-Offei et al., 2011; Govinda Raj et al., 2009; Kwame Awuah-Offei et al., 2003). Often, more than one of these outputs are simulated and considered as the objective function of the optimization."

Jan 1, 2016

By G. B. J. Leon, M. Karmis, C. Newman

"The prediction of surface deformations due to underground mining operations has been a long recognized practice with case studies documented as far back as 1556 in Georgius Agricola's De Re Metallica (Latin for On the Nature of Minerals). There is currently increased public awareness and regulatory scrutiny on the potential impacts of underground longwall and second mining operations, but this time the focus is placed on environmental impacts to overlaying bodies of water such as streams, rivers, wetlands, lakes, etc. (Karmis and Agioutantis, 2015). Community residents and environmental groups, as well as federal and state regulatory agencies, have often cited adverse stream impacts and demanded stronger measures and scrutiny in issuing mining and reclamation permits (Booth, 2006). Mining companies are required to focus on the protection of sensitive bodies of water through the monitoring of stream flow and water quality, management and rehabilitation techniques, as well as the adoption of ""no mining zones,"" which potentially sterilize large portions of minable coal reserves. This paper examines the use of an empirical modeling approach for the protection of surface streams based on evaluation of ground strain magnitudes. Utilizing enhanced features of the Surface Deformation Prediction Software (SDPS), ground movements can be predicted accurately in the vicinity of surface bodies of water. The modeling of ground movements can aid in establishing optimum extraction sequences, while the magnitudes of anticipated subsidence can be used in the evaluation of mitigation plans when undermining surface bodies of water. INTRODUCTION When utilizing high recovery underground mining methods, such as longwall or room-and-pillar mining, the movement and deformation of the overburden propagates toward the surface and may affect the integrity of overlying surface streams (Peng et al, 1996). Published studies cite three major mechanisms of subsidence as most likely to impact streams: displacement, slope, and strain. While subsidence-induced vertical displacement cause little structural damage to the stream bed, it may create adverse drainage and stream flow issues as the subsidence trough allows for ponding (Dawkins, 2003). Subsidence initiated changes to the slope, or tilt, of a stream may have adverse effects on water flow. As the stream enters the subsidence trough, the gradient increases providing potential erosion control problems. When exiting the subsidence trough, a reduction of the gradient may inhibit stream flow, causing localized ponding (Peng, 2008). While vertical displacement and tilt both may have detrimental effects to surface streams, subsidence induced strains have been documented as being the most damaging to surface streams and structures causing distortion, fractures, or failure (Singh, 1992). When stream beds are subjected to high tensile strain, tensile cracks may form at the surface level allowing for the direct loss of stream flow through fissures. When stream beds are located in areas of high compressive strain, rock layers forming the stream bed can fail as the stream bed, ""ruptures,"" upward blocking stream flow or having the stream diverted into the facture zone at the base (Iannacchione, et. al., 2010)"

Jan 1, 2016

By Johan Bosch, Wout Broere, Minh Ngan Vu

"INTRODUCTION Shield tunnelling is often used in constructing underground infrastructure in cities due to the ability to limit settlements and damage to existing buildings. However, in an urban environment with soft overburden and buildings on pile foundations such as the North-South Line project in Amsterdam, there is a tendency to design the tunnel well below the surface and below the pile tip level in order to reduce interaction between tunnelling process and piles. This results in deep tunnels and deep station boxes. When the tunnels are located close to the surface and above the pile tip level, this would reduce the required depth of the station boxes and the construction cost. Moreover, other benefits of shallow tunnels are the low operational cost in the long-term and shorter traveling time from the surface to the platforms. Still, the tunnels should be constructed in such a manner that existing buildings are not structurally damaged, which results in a minimum required distance between tunnelling process and existing buildings. In this paper, the extent of the area that is influenced by tunnelling will be investigated in order to determine the limit distance from tunnelling to existing foundations without inducing too large building deformation. From analysing empirical data of many shield tunnels, Peck (1969) firstly presented the settlement trough on the surface induced by tunnelling in soft soil as a Gaussian distribution. This is also confirmed by other authors (Cording and Hansmire, 1975; Mair et al., 1993; Ahmed and Iskander, 2010). In this study, the Gaussian curve is used to investigate the ground movement when tunnelling in order to find the effects on existing structures. Based on the results from centrifuge test and empirical data, Mair et al. (1993) showed that the subsurface settlement profile distributes as the Gaussian curve also. The width of settlement trough at the depth z depends on the depth of the tunnel z0 and a coefficient K depending on depth. Other studies by Moh et al. (1996), Grant and Taylor (2000) and Jacobsz (2003) based on Mair et al. (1993) proposed a limited change of K in various kinds of soil."

Jan 1, 2016

By Fabiola Espinoza Carmona, Elena Chiriotti, Edoardo Misano

"INTRODUCTION Ganntas Tunnel is part of the modernization project of the railway between Alger and Oran, in Algeria. In order to double and rectify the existing line between El Affroun and Khémis Miliana, the alignment foresees the excavation of a 7 km-long twin tunnel. The excavation works started in June 2011 with the contractor CCECC, under the supervision of SYSTRA. Excavation is driven in conventional method by hydraulic hammer simultaneously on 8 different faces since excavation was started also from a junction window towards the middle of the tunnel. The minimum longitudinal distance to be respected between two contiguous tunnel faces has been set to 30 m. The tunnel cross-section is a 70 m² oval shaped profile, temporary support consists of shotcrete, bolts and steel ribs. A 30 to 50 cm thick cast in situ concrete final lining has been provided as well. When the tunnel reached a fault zone in soft clayey marls extreme squeezing occurred, works were stopped and re-profiling operations were carried out along more than 100 m. To date, works proceed at slow rate since high convergences are still monitored and completion of works is not expected before December 2016.GEOLOGY The project is located within the Tellian Atlas mountain area, including in particular the Djebel Ganntas massif in between Mitidja and Chleff plains. Djebel Ganntas is characterized by an extensive massif aligned in East-West direction with smooth slopes made of soft clays that emerge in multiple cliffs and ravines. On the top of it, along the edge, a more recent sandstone formation is found. The existing data on the geology did not allow to establish an accurate geological model at tender stage. In-situ investigations allowed at design stage to identify a Quaternary alluvial cover of clays and gravel, followed by a Miocene stratum divided in a sandy top layer and a lower clayey layer. From a structural point of view, geological maps suggest a north direction dip of layers, but the in situ surveys showed that layers were highly folded. The lack of information at tender stage on the structure of the geological series should have triggered an extensive investigation campaign at detailed design stage which did not take place causing serious consequences on costs and time at construction stage."

Jan 1, 2016

By Stefan Lorenz, Robert Galler

"The technical lifetime of underground structures does not only depend on the long-term behavior of individual support elements and material characteristics, but also on various boundary conditions, which influence the entire long-term system behavior of the structure. Thanks to the construction of second tunnel tubes and the corresponding cross passages sampling of support materials such as shotcrete, concrete of the inner lining and rock bolts including sheet membranes is possible. To evaluate the stresses and the supporting effects of the tunnel shells, flat-jack tests and different simulations were performed. With these simulations the percentage of the load bearing behavior of the shotcrete shell can be determined. From the results, conclusions for new design approaches for tunnel construction should be generated. New concepts, in which the outer lining is part of the permanent support elements can be considered. This approach would be applicable for conventional as well as mechanical tunneling. INTRODUCTION Tunnels are an indispensable part of modern transport infrastructure. As multi-generation structures their long-term preservation as well as their technical service life is of central importance. The current state of research in the field of durability of structural elements must be considered separately. In almost all areas a prediction of materials and structural components towards lifetime exists. System-wide investigations were rarely performed, so that there is no technical lifetime consideration of the outer lining in systems included. In this study the mechanical behavior of the interface connection in a double shell lining (DSL) tunnel was investigated in laboratory tests. Objective The target of this work is, at first, to create a large database with the lifetime of different structural elements and materials, which may be the basis of durability considerations of tunnels. Secondly, the goal of these investigations is to optimize tunnel designs and their dimensioning regarding to the technical lifetime. For that matter, it is necessary to analyze the selected approaches of the loss of strength and stiffness of the outer lining."

Jan 1, 2016

By Yukika Miyashita, Takahiro Inoue, Kenji Namikawa, Masashi Matsumoto, Junichi Koseki, Yoshihiro Terashima

"In order to construct an underground two-layer expressway branch junction structure with a height of 14.7 m and a width of 22.3 m, two shield tunnels in each layer were combined by using a non-cut-and-cover enlargement method in sedimentary soft rock. Before and during the construction work, preliminary analysis, in-situ investigations and laboratory tests were conducted to ensure the construction safety and to evaluate the deformation characteristics of sedimentary soft rock. The construction project was safely executed without any water leakage or collapse of tunnel working face. The predicted results from preliminary analysis were almost similar to the measured values. From the detailed investigation of measured results, it was confirmed that the deformation characteristic of the sedimentary soft rock was observed to a small extent as the ground deformation derived from construction work. INTRODUCTION In recent years, some newly constructed urban expressways in Japan are being planned as underground structures due to the consideration of roadside environment. The construction of such underground expressways is frequently conducted using a shield tunneling, a typical one of non-cut-and-cover methods, to prevent any adverse effect to traffic in arterial roads, operation of nearby commercial establishments, and daily lives of local residents during construction work. For underground urban expressway, the connections with existing road network on ground surface or on elevated sections are indispensable, which require the construction of an underground branch junction with large cross-section. This raises a technical difficulty regardless of the open-cut or non-open-cut construction method."

Jan 1, 2016

By Ramazan Comakli, Cemal Balci, Nuh Bilgin, Hanifi Copur, Can Polat, Deniz Tumac

"Application of mechanical excavators for rock excavation in both civil construction and mining engineering fields has increased significantly in recent years. Prediction of the excavation performance of any mechanical excavators – tunnel boring machines, roadheaders, impact hammers, continuous miners and shearers for any geological formation is one of the main concerns in determining the economics of a mechanized mining and/or tunneling operation. A new portable linear rock cutting (PLCM) device was developed in the Mining Engineering Department of Istanbul Technical University and supported by The Scientific and Technological Research Council of Turkey (TUBITAK-112M859). The PLCM is used for cutting small core or block rock samples by a real-life mini disc cutter. The results from the PLCM are compared with the results obtained from the full scale rock cutting tests and theoretical model. It is found that there is reliable correlation between test results obtained from both cutting tests and theoretical model. 1. INTRODUCTION Mechanical excavators are currently the only alternatives to drill and blast due to higher production rate, increased safety, uniform muck size, less roof support, easier ventilation, continuous rather than cyclical operation, and possibilities for automatic control. The most of large civil tunneling and some mining projects are now carried out by mechanical excavators rather than drill and blast methods. Mechanical excavators can be categorized into two main groups: full-face and partial-face machines. Full-face machines such as tunnel boring machines excavate the face in one mode at the size of the cutterhead. Due to their cutting mode, the shape of the face profile by the full-face machines can only be circular. As for partial-face machines, the cutterhead is attached at the end of a boom. The face profile excavated by the partial-face machines can be from circular to horseshoe shape due to the cutting mode of the boom."

Jan 1, 2016

By A. Noble

"In coal and mineral processing, several numeric parameters are used to quantify the separation performance of unit operations. For density-based separations, the partition curve is used as the starting point for many stages of diagnostic analyses. The curve is often quantified by its midpoint slope sharpness, and this single value is subsequently used for technical evaluation, benchmarking, and comparison. While this analytical approach does depict misplacement by relative density class, it inherently prioritizes middling separation and does not consider process economics or the micro-price value of individual classes. An alternative parameter, the organic efficiency, does indirectly consider process economics, but it does not reveal information on the root cause of lost revenue or misplacement. In this paper, a new analytical approach, the partition moment of inertia, is introduced. This parameter reconciles the technical misplacement data derived from the partition curve with the economic data derived from micro-pricing. The result is a new analytical procedure that promises better use of performance data. IntroductionPartition curves are commonly used in the characterization, evaluation and simulation of various physical separators. In mineral processing, partition curve analysis is routinely applied to hydrocyclones, screens, density separators and other beneficiation technologies that are based on intensive physical properties. Graphically, the partition curve depicts the recovery of particles as a function of the physical property on which the separation is based, such as particle density, size or magnetic susceptibility. Given the probabilistic nature of many real separators, the partition curve often exhibits a characteristic S shape (Fig. 1), similar to a cumulative normal distribution. Other geometric features of the curve are also depicted in Fig. 1, including the high and low closeout, or bypass, values; the midpoint slope; and the separation cut point, defined as the property value with 50 percent recovery.Partition curve analysis was originally proposed to evaluate coal washability (Tromp, 1937). Given the limited computational resources at the time, the analytical methods relied heavily on graphical construction and interpretation of the curve. Owing to the simplicity of calculation and interpretation, many of these graphical approaches are still widely used for performance analysis today. The most common calculations are based on the slope of the partition curve at the midpoint. Increased slopes correspond to enhanced separation performance, as a perfect separation exhibits a stepwise transition from 0 to 1 at the desired cut point, that is, an infinitely large slope. One common formulation of this slope, the Ecart Probable, Ep, is derived by evaluating the slope between the 25 and 75 percent recovery points:"

Jan 1, 2016

By Jenny Alsén, Hans Hogard

"Construction of large facilities underground in urban areas has many advantages. In order to show the advantages, a case study of the Norsborg metro depot in Stockholm Sweden has been made. The Norsborg metro depot will be the largest and most modern underground metro depot in northern Europe. The depot has been built in hard rock in an urban area with small impact on the environment and local residents. The paper describes how it is possible to build underground facilities in a cost efficient way and take care of the challenges regarding working environment that comes with locating a permanent working place underground. INTRODUCTION The Stockholm area is one of the five fastest growing regions in Europe and home to more than a fifth of Sweden's population on just two percent of Sweden's surface. The population is growing rapidly, with about 35,000 people per year and is expected to reach 2.6 million in 2030. In order to meet the development and enable continued growth, housing projects and expansion of infrastructure need to keep the same pace; this is an easy conclusion to make but much more difficult to realize in practice. The main challenge is to accomplish development in a sustainable and efficient manner, minimizing the use of resources and land. By constructing facilities underground more urban space will be made available for development and/or for greening of city centers. Considering sustainability factors such as land value in decision making for placing of structures or facilities, underground locations could become a first choice alternative. During 2015 and 2016, several major underground infrastructure projects in the city of Stockholm will start, including a 14 km sewage tunnel and an 18 km by-pass highway tunnel. Furthermore the Stockholm metro system is currently undergoing the largest expansion since the 1970’s, a 19 kilometers extension of the metro system including new trains and new stations is planned. During 2013 - 2015 Skanska Sweden took part in the construction of a new metro depot placed underground in the southern part of Stockholm; the Norsborg metro depot. This is a top modern urban underground facility that in 2017 will serve as depot for 17 new metro trains. The project was selected for “Outstanding Project of The Year” at the ITA Tunneling Awards 2015."

Jan 1, 2016

By A. Martikainen, H. Dougherty

"At the Kemi Mine, a recent expansion into the Surmaoja orebody required an increase in ventilation capacity. A new ventilation shaft was built with two main fans. The installation is near the entrance gate and only 1.7 kilometres from the nearest permanent dwelling. The main fans were first taken into use as exhaust fans in October 2014. Shortly after the fan installation, comments concerning fan noise were received from the neighbours. The first noise measurements were taken at the main fan installation site by Outokumpu personnel in March 2015. Due to higher than expected recorded values, during late June, 2015, a two-week environmental noise study was planned by the engineers and executed by a consultant specialized in noise measurement. The measurement results were analysed and compared to the requirements of the environmental permit and Outokumpu’s factory standards. While the measured values at the nearest dwelling were within the environmental permit limits, high noise values were recorded at the fan station. A second two-week study will be performed after construction of the main-fan heating station has been completed. Actions taken will depend on the outcome. INTRODUCTION The Kemi Mine is a part of the Outokumpu chain of integrated ferrochrome and stainless steel manufacturing in the Kemi-Tornio region in Finland. The mine itself is a large underground operation with a production capacity of 2.7 million tons of ore per annum. It is also the European Union’s only chrome mine, and at present (2015) the mine extracts 2.4 million tons of chrome ore per year. Safety, cost-effectiveness, and environmental friendliness are hallmarks of the Kemi Mine. Environmental impact produced by the operation of the mine is limited due to the insolubility of the oxide chromium ore, the gravity-based and chemical-free enriching process as well as the closed circulation system of the process water which serves both the whole mine and the enrichment process (Outokumpu, 2015). Importance of the environmental impact of the Kemi Mine is amplified by its closeness to the cities of Kemi and Keminmaa with the nearest habitants living less than 2 km away from the mine site. To show the cooperation with residents the Kemi mine organizes special “neighbour days” for the habitants of the areas closest to the mine. Also, information letters are sent to the neighbours, when changes that may affect the neighbours are being planned and executed."

Jan 1, 2016

By Eleanor Kentish, Nathan Bond, Edward Batty, Simon Webber, Alan Skarda

"Crossrail is Europe’s largest construction project — a new 100km rail route running through central London. A joint venture of BAM, Ferrovial and Kier (BFK) has constructed the tunnels and escalator shafts at the new Bond Street and Farringdon Stations. The recent trend in the UK industry towards sprayed secondary linings is driven by the potential for significant savings in cost and time. BFK is unique within Crossrail by constructing both sprayed and cast secondary linings. This paper presents a direct comparison between sprayed and traditional cast in situ secondary linings at Bond Street and Farringdon Crossrail Stations. An objective comparison is drawn between procurement and mobilisation periods, production rates, flexibility, tolerances and logistics in the tunnels. The technical challenges surrounding cast and sprayed secondary linings are explored, and recommendations are made of how each method could be improved for future use. INTRODUCTION It is well established that sprayed concrete offers a fast and effective method to seal the face of an excavation. In a relatively short space of time, sprayed concrete can be applied to an open face to support the short term ground loading on the tunnels during construction. Advances in sprayed concrete lining (SCL) technology — such as the use of wet mix processes, improved accelerators, fiber reinforcement, remotely controlled spraying robots, innovative surveying equipment and nozzleman competency schemes — have greatly increased the speed and safety of tunnel excavations using this technique. As a result, design engineers have become increasingly confident to use SCL primary linings as part of the permanent structural lining (Su 2014). Historically, long term ground and water pressure loads have been considered to be carried by the main structural or secondary lining, constructed using cast in situ concrete (Pickett 2014). However, the advances described above have made sprayed secondary linings a viable option, which has already been proven on the A3 Hindhead Tunnel (Arnold 2012). Sprayed concrete secondary linings offer potentially significant savings in cost and time during the construction process. The contractor does not need to procure a bespoke formwork system for each different sized tunnel — the SCL plant required is already on site for the primary lining. Each bay is sprayed with accelerated concrete, becoming self-supporting almost immediately — compared to moving and resetting the shutter, pumping concrete and waiting for it to cure. With sprayed concrete, working sequences and cross sections can easily be changed."

Jan 1, 2016

By M. Hepokoski, M. Klein

"Mine refuge shelters are designed to protect mine workers from hazardous environmental conditions after a mine disaster, but high temperature and humidity levels inside these shelters may pose a significant safety risk. Due to the safety risks associated with human testing, detailed thermal models of shelters and human occupants have been developed using TAITherm simulation software. These models are used to predict the temperature and humidity within the shelter resulting from metabolic heating, evaporation due to sweat and respiration, moisture and heat from the shelter’s carbon dioxide scrubbing system, and heat transfer within the shelter. A detailed human thermoregulation model simulates the sensible and latent heat generated by the shelter occupants, and predicts the occupant’s body core temperature and moisture lost due to sweating and respiration. This information is used to assess the safety of the shelter. In this paper we will review technical details of the human thermal model, validation comparing the human model to human subject test data, and results of a mine shelter analysis. INTRODUCTION Portable mine refuge chambers are used in US coal mines to provide protection to mine workers from hazardous conditions following a traumatic event. Although these shelters are designed to supply clean air and sustenance for up to 96 hours, prolonged exposure to the mine shelter environment itself can pose a substantial risk to human safety. Heat generated by the shelter occupants combined with heat from the carbon dioxide (CO2) scrubbing system can raise the shelter interior temperatures and relative humidity to dangerous levels that can lead to heat stress in humans. Unfortunately, the thermal burden associated with mine shelter exposure is not well characterized due to potential hazards associated with underground human subject testing. In order to assess the thermal burden on people within a mine shelter environment, a detailed thermal model was created to accurately predict the temperatures and humidity within the shelter, as well as the impact of these environmental conditions on human occupants. The model consists of a mobile inflatable tent-type mine shelter, 23 humans, and also includes the surrounding mine environment. The thermal simulations were performed using ThermoAnalytics' validated commercial heat transfer prediction code, TAITherm (v12.0). Additionally, TAITherm's Human Thermal Module (HTM) provided the capability to simultaneously model the thermo-physiology of 23 unique humans contained within the mine shelter. The human thermal models accounted for the thermal interaction with the environment and also provided a core temperature response prediction, which can be used to evaluate survivability in heat stress situations [1]."

Jan 1, 2016

By J. Lorengo, C. H. Bucknam

"Standardization of the Inductively Coupled Plasma Mass Spectrometry (ICPMS) method for gold in cyanide solutions was undertaken to provide a more sensitive method to quantify the gold content than the atomic absorption method standardized in 1994 (E1600). The gold concentration range covered is from 0.001 mg/L Au - 0.3 mg/L Au (0.00005 toz/t Au – 0.009 toz/t Au). Interlaboratory testing was carried out with the assistance of the American Society of Testing and Materials (ASTM) International on two committees to determine the within laboratory and between laboratory reproducibility. Three barren solutions from metallurgical operations were measured in triplicate to satisfy statistical requirements for Committee E1 on Analytical Chemistry of Metals, Ores and Related Materials. A synthetically prepared matrix representing the metallurgical processing solutions was used to prepare Youden pairs to satisfy the requirements of Committee D19 on Water. Results of the standardization program are presented. INTRODUCTION Analysis of process solutions for gold concentration requires accurate and sensitive analytical methods in order to manage process control and metallurgical accounting. Flame atomic absorption spectrophotometry (FAAS) has been the work horse of the assay lab for this duty for decades. In 1994 the FAAS standard method was approved by the American Society for Testing and Materials (ASTM) (1). Six process solutions were collected and preserved by measuring the pH and adjusting to greater than pH 10, if necessary. Duplicate solutions were provided to eight laboratories in random order for analysis by FAAS covering the gold concentration range of 0.19 µg/mL (0.006 toz/t.) to 10.7 µg/mL (0.312 toz/t). A high precision method was used, which involved bracketing the sample with the higher and lower standards nearest to its concentration repeating readings three times and averaging the results. The optimum precision for the FAAS gold method was found to be at the 1.00 µg/mL (0.029 toz/t) and lower scope limit 0.3 µg/mL (0.009 toz/t) gold concentration. Since tailings solutions typically have concentrations below the lower scope limit, use of ICPMS was developed at Newmont USA Limited (Newmont) to assay the lower range solutions."

Jan 1, 2016

By T. Krumins, L. Zunti, R. Frischmuth

"Titanium and titanium alloys are commonly selected for pressure oxidation autoclave vent piping and pressure control valve components, as well as autoclave internals and other process piping. In the autoclave vent application, titanium ignition risk is controlled by limiting oxygen concentration, and preventing high gas velocity gas impingement on surfaces. Oxygen concentration is dependent on the autoclave pressure and temperature operating conditions and therefore oxygen concentration and the associated titanium ignition risk is dependent on standard operating procedures, process control interlocks and permissive conditions. It is not uncommon for these standard controls to be deficient during atypical operating conditions, or for operations to deviate from the operating procedures, increasing the potential for a titanium ignition incident. Titanium ignition risk caused by elevated oxygen concentration in autoclave vent systems can be reduced with the introduction of an online autoclave overpressure calculation and the configuration of associated interlocks and permissive conditions. INTRODUCTION High temperature pressure oxidation (>190°C) is a well recognized and versatile metallurgical oxidative pre-treatment process commonly used to liberate gold from refractory sulphide ores and concentrates before conventional leaching with cyanide. Titanium and titanium alloys are highly corrosion resistant in pressure oxidation process conditions and are therefore commonly selected as materials of construction for many components including: autoclave internals, agitators, process piping, and components in autoclave vent systems. Operations that anticipate or have experienced aggressive corrosion in the vent system often have little choice in material selection other than the use of titanium (Krag & Henson, 1992). Titanium is not suitable for use with elevated oxygen concentrations and is considered a restricted material because of its high pyrophoricity and combustion propagation properties (Beeson, Smith, Stewart, 2007). Several serious incidents have occurred in which titanium materials have ignited in autoclave applications (Zawierucha, McIllroy, Million, 1995). In autoclave vent applications, titanium ignition risk is reduced by preventing elevated oxygen concentrations, maintaining low gas velocities, and minimizing the potential for gas impingement on surfaces. Oxygen concentration in the autoclave vapour phase and vent system is dependent on the autoclave operating pressure and temperature conditions and therefore titanium ignition prevention controls typically include process interlocks and operating procedures based on the selected nominal design operating conditions. However, it is not uncommon for these controls to be deficient or for operations to deviate from the nominal operating conditions over time, increasing the risk of titanium ignition. The introduction of an online calculation of autoclave overpressure and a maximum target autoclave pressure as well as associated process control interlocks and permissive conditions can alert the autoclave control room operator and prevent an elevated oxygen concentration from developing, and therefore reduce titanium ignition risk in autoclave vent systems."

Jan 1, 2016

By C. Eddine

"Can we use data to make communication effective? How does one successfully tackle the challenge of solving cultural differences and harmonizing the needs of diverse stakeholders while developing and maintaining a strong and reliable corporate image? Is it possible to achieve better engagement and minimizing risks with data? This paper aims to explore human rights and business procedures, the promotion of shared prosperity in a sustainable manner and the use of metrics to guide decision-making process. Among the topics examined are: • the significance of stakeholder engagement in community development projects; • the use of grievance mechanisms to give a voice to First Nations and communities / populations in vulnerable positions (including children and elders); • the benefits of configuring and implementing a feedback system in partnership with the communities. This research is a preliminary initiative and has limitations on the extent of the material used. The author acknowledges there is a vast amount of work and publications available on this subject, as well, as a variety of examples that have not been included. The intention is to keep developing this research to assess and expand how data can be used to minimize risks and improve engagement, in addition to inspire others to continue advancing this topic. Natural resources consumption is a reality that will not disappear in a foreseeable future. Several developments and operations are located in remote areas where communities in vulnerable situation and Indigenous Peoples live. Feedback systems are being ratified as a tool to help tackling the challenges of harmonizing cultural differences and fulfilling the needs of diverse stakeholders. Integrating social, environmental, and economic values plays an imperative purpose in preserving a productive and trustworthy relationship with stakeholders. Positioning social standards next to environmental and economic principles shows inclusiveness and firm intention of integration. We add value to a positive image of our industry by embracing responsibility for corporate actions and promoting their beneficial impact on the environment. The social context within communities, groups and organizations is dynamic and presents new challenges as connections evolve. There are wildly diverse expectations which one may need to address during exploration, construction and operating phases. Disagreements are an inevitable consequence of interactions due to the different needs and requirements of the parts involved. Nevertheless, balancing differences and solving conflicts can offer remarkable opportunities for improvement."

Jan 1, 2016

By Jason Saldanha, Andrew Evans, Jonathan Baber

"INTRODUCTION The need for a new road crossing at Silvertown is the result of three key drivers:- •,Severe congestion and delay at the Blackwall Tunnel and surrounding road network; •,A lack of network resilience and reliability resulting from a lack of alternative road crossings in east London and the impacts of unplanned closures; and •,The need to support substantial economic development in east and south-east London (jobs and homes) These drivers directly informed the main objectives for a road-based river-crossing solution. The traffic-related problems at Blackwall Tunnel are long-standing and before Transport for London (TfL) assumed control for the strategic road network in London in 2000 the Department for Transport (formerly Dept of Transport) had investigated various relief options including a third tunnel bore and new bridge. This resulted in a new crossing alignment being safeguarded (by direction of the Secretary of State for Transport) and this was refreshed in 2001 in favor of TfL. In recent years (since 2009) TfL as part of the East London River Crossings Programme has undertaken detailed optioneering and feasibility work to address the above ‘need’. This led to the conclusion that a new road tunnel would offer the best solution in preference to bridge, ferry or demand management options. In 2012, in response to a formal request by the Mayor of London, the Secretary of State for Transport confirmed a new road crossing at Silvertown as a Nationally Significant Infrastructure Project (NSIP) by Section 35 direction under the Planning Act 2008. This NSIP designation meant that TfL as scheme promoter must comply with the National Rail and Road Networks National Policy Statement (NNNPS) and must seek the necessary powers to build and operate the crossing by means of a Development Consent Order (DCO) under the Planning Act 2008."

Jan 1, 2016

By José Ricardo Lopes, Alaor Coelho, Marco Gomes, Alfredo Dacio Moraes Filho, Akira Koshima

"Very low strength alluvial peat soil was found under two old drainage galleries with just 4.3m cover above a twin tunnel due to be excavated by a 10.6m diameter EPB Shield for São Paulo Metro’s Line 5. Alignment was required to strengthen soil and drive the TBM through safely without damaging the galleries. The design included six levels of self-drilling forepoling with lengths up to 15m, using 100 mm-diameter SCH160 metal tubing and injection bulbs with estimated 0.20m diameter. Two 6m-diameter circular shafts were excavated along the shield-tunnel axis, one each side of the galleries, and forepoling fanned out under gallery foundations. Given the peculiar soil and confined working space, more data were needed for correct drilling geometry. Ground mass treatment was successfully designed and executed and galleries were fitted with instruments to enable the shield’s advance. DESCRIPTION São Paulo Metro’s Line 5 (aka Lilas or purple line) is adding 11 stations along an 11.5km extension and three EPB TBMs are being used simultaneously (three EPBs on the same job for the first time in Brazil) with one of them excavating a large cross- section twin-track tunnel. Currently the largest work-in-progress for São Paulo Metro, this project has been divided into seven lots and 9km are already operational. This study refers to Lot 6 where the 10.6m - diameter EPB shield excavation is only 4.3m below two galleries running through a 10m layer of very soft peat soil in an old alluvial riverside region ringed by major roads. After recent filling, this area (Parque das Bicicletas) was used for recreation, although temporarily it has become a construction site. This paper will describe the original basic design; precautions in relation to the structural condition of the galleries after inspection; the problem of absence of data for their foundations; subsoil bore tests; evolution of the engineering design for the galleries and conditioning and reinforcing the soft soil below the galleries to ensure safe advance of the EPB shield, and finally the successful outcome of the solution used."

Jan 1, 2016

By Yong Yuan, Wenhao Xiao, Luc Taerwe

"The static shear stiffness of an immersion joint subjected to combined compression and shear forces is investigated by experiments in a test set-up. To explore the performance of the immersion joint, the compression-shear loads, which are applied on a specimen according to test protocol, are determined based on real design situation. In this test, the main focus is on the steel shear keys and the rubber sealing. For the applied loading schemes, different levels of axial force, corresponding to the water depth of the joint, are considered as well as the changing amplitudes of the shear force. The force-displacement curve is obtained and the hysteresis is observed during the whole test. The joint‘s static shear stiffness is calculated, showing to increase linearly with respect to the magnitude of the axial force. Moreover, it is found that the rubber sealing has a significant influence on the shear behavior of the joint. INTRODUCTION An immersion joint is the connecting part between two adjacent elements of an immersed tunnel. Compared to that of the bulk elements, the stiffness of the immersion joint is relatively small. When it is subjected to shear actions, whether resulting from vertical foundation settlement or horizontal earthquake movements, shear-resistance of the joint is the main concern for a safe and reliable water-proof design. A flexible immersion joint, which normally consists of a rubber seal and shear keys installed at an element end is a common solution in practice. The way in which the shear keys and the rubber seal behave in the joint together is of vital importance to a comprehensive understanding of the shear behavior of the joint. However, in literature very few experiments on the shear behavior of immersed joints are available although the flexible joints are applied in practice for more than 50 years already. O. Kiyomiya (2004) carried out both a 3-dimensional experiment and a finite element analysis for a new type of flexible joint referred to as the Crown Seal. The results indicated that this new type of joint can be applied in practice because of the effective reduction of lateral deformation. A linear model was found in the paper of Anastasopoulos et al. (2007) to describe the behavior of the shear keys, which consider that the stiffness of the shear keys tends to infinity. R.S. van Oorsouw (2008) discussed the shear capacity of concrete shear keys in segmental joints, by analyzing the influences of reinforcement and friction force between shear keys."

Jan 1, 2016