Search Documents

By Kang-Hyun Lee, In-Mo Lee, Byung-Kyu Kim, Parkm Jinho, Seoung-Won Lee

"In this study, the TBM Resistivity Prediction (TRP) system is developed for predicting the location, thickness, permittivity ratio and electrical conductivity of anomalous zones ahead of tunnel face using the measured resistivity of the ground. The applicability of the developed system was verified by performing field tests at a construction site in which an EPB-shield TBM is used for tunnelling work. In the first field test, it was found that the rock around the tunnel face had the same resistivity and permittivity with the rock ahead of the tunnel face indicating no anomaly ahead of the tunnel face. In the second test, a stronger zone 5-m thick was predicted ahead of the tunnel face based on lower permittivity than that of the rock around the tunnel face. The ground condition assessed by the newly developed TRP system matched well with that either predicted from geophysical exploration or directly obtained from drilling boreholes or from daily observed muck conditions. INTRODUCTION During tunneling work, the emergence of unpredicted zones of relatively weaker or stronger ground can lead to delays in construction work or an increase of construction cost. Predicting anomalous zones ahead of tunnel face in advance can thus prevent time and economic loss. For these reasons, various methods to predict the ground condition ahead of the tunnel face have been studied and developed. Prediction methods using various kinds of equipment include tunnel seismic prediction, ground penetrating radar, electromagnetic surveys based on electronic antennas, and electrical resistivity surveys conducted by analyzing electric currents in the ground ahead of the tunnel face (Ryu et al. 2008). However, most of the prediction methods are only applicable to conventional tunneling job sites, which feature free access to the tunnel face. In mechanized tunneling projects, accessibility to the tunnel face is very limited because the tunnel face is occupied by the TBM."

Jan 1, 2016

By Patricia Pride, Kurt Bettger, Jack Raymer

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

Jan 1, 2016

By Olivier Kraft, Olaf Kortz

"Project-specific optimized tunnel boring machines represent the spearhead of technological progress in tunneling because with their use, very long-lasting, high quality tunnel structures in almost any geology, depth and topography can be produced with a high degree of automation. The mechanized excavation of tunnel structures ensures the greatest possible environmental protection during tunneling itself. Professional, systematic and high quality rebuilds and reuse of already proven equipment also ensures maximum efficiency in the use of materials and energy resources. It offers an enormous potential for a highly optimized environmental balance. Here the manufacturers of tunnel boring machines and their users in particular have a duty to ensure transparent, high quality and binding standards in the entire rebuild cycle and in the refurbishment management of innovative tunneling technology. This paper deals with the comprehensive processes with rebuild levels of tunnel boring machines and highlights some exemplarily implemented projects. 1 INTRODUCTION All over the world, the number of tunnel boring machines (TBM) in which equipment rebuilds from previous projects are re-used has increased over the last few years. This text presents the technical and economical aspects of this market development. It also takes a look at the practical implementation of rebuild measures. The ""ITAtech Guidelines on Rebuilds of Machinery for Mechanized Tunnel Excavation"" from 2015 lay down the requirements that the machine manufacturers must meet. 2 ECONOMICAL AND ECOLOGICAL ASPECTS OF RE-USING COMPONENTS The globalization of the construction sector and the consideration of environmental aspects promote an increased re-use of machines and machine components. Nowadays, large-scale construction projects are often carried out by international joint ventures of several individual companies that are established specifically for this purpose. After the completion of the project, the joint ventures are dissolved and they liquidate their project-specific equipment, such as tunnel boring machines. Today, it is much more uncommon for such machines to remain permanently in the possession of construction companies. Joint ventures offer TBMs on the free market, or they exercise contractually agreed repurchase options with the manufacturer. On the whole, this increases the number of re-usable components or complete tunneling systems available on the market."

Jan 1, 2016

By Rainer Antretter

"THE CHALLENGE The 14km long, Arlbergtunnel, closed for public traffic during summer 2015, receiving a comprehensive and substantial renovation from 2015 to 2017. The main works discussed here, carried out during 2015, comprise 37 drill and blast SEM/NATM emergency escape tunnels from road level to the ventilation duct plenum have to be constructed as well as eight additional lay-by niches and three transformer tunnels. This presentation comprises the construction ventilation design, designed according to national regulations, suitable for 150 employees working 24/7 simultaneously at more than 40 single working sites lined up along the tunnel. The ventilation-system chosen was utilising two existing shafts for intake/discharge and a cross passage to surface, to handle a total fan power of 1.600kW. DESCRIPTION OF RENOVATION WORKS Linking Tyrol and Vorarlberg, two Federal States of Austria, the Arlbergtunnel is a single tube two-way road tunnel with vent duct plenum, constructed in the mid-1970s. According to latest EU legislation, additional escape exits have become obligatory. The existing seven cross passage links to the adjacent Arlberg Railway Tunnel, with average spacing of about 1.500m constructed in 2007, an additional upgrade to shorter escape spaces of approx. 400m was now required to comply with the updated legislation. Additional transformer tunnels, lay-by niches and small niches for emergency maintenance use, cleaning and other purposes, as well as a the installation of a new fire main in the invert, coupled with the simultaneous replacement of virtually the entire power and signaling cables, generated several dozen small and large single sites distributed along the 14km of tunnel.Purpose of the 37 walkable emergency escape tunnels is to reach the “upper deck” of the Arlbergtunnel, the vent duct plenum. These have an 180deg curve in plan, inclined at 10% and approx. 60m (65yd) long tunnels, excavated using drill and blast method starting from road level and working upwards to the level of an “intermediate soffit”, the vent duct plenum in the crown of the tunnel. The vent duct plenum is separated into a fresh air part and an exhaust air part, shown in Figure 1. The escape tunnels end with a pressure door in the fresh air section of the ventilation duct plenum. From there illuminated signs show the shortest escape route to the safe area between the road tunnel and the railway tunnel, as shown in Figure 2."

Jan 1, 2016

By M. Raffaldi, J. Johnson, M. Stepan, D. Benton

"The Office of Mine Safety and Health Research (OMSHR), Spokane Mining Research Division (SMRD), is continuing its High-Energy High-Displacement (HEHD) testing of field-scale shotcrete panels. A test program was developed to determine the relationship between applied force, displacement, and energy for both unreinforced and reinforced shotcrete panels. Reinforcement options consisted of synthetic macro-fibers, sprayed polyurea liners, chain-link fence, welded-wire mesh, and combinations of these products. During testing, photogrammetry was used to measure the geometric changes of the panels, including volume changes and panel cracking. These measurements were correlated with the load and displacement data, allowing visual observation to be related to the applied force and displacement. The test results provide a comparison of the mechanical performance of the various panel types and can be used by the practicing engineer to evaluate installed support based on visual observation of cracking and deformation. Visual assessment of the loading cycle and strength capacity of shotcrete in underground excavations will improve mine safety by providing a means to quantify the stability of installed shotcrete support. INTRODUCTION The National Institute for Occupational Safety and Health (NIOSH), Office of Mine Safety and Health Research (OMSHR), Spokane Mining Research Division (SMRD) is continuing research on the behavior of shotcrete when used as the surface support component in mining ground support systems. Ground control safety often depends on supporting, or at least containing, the ground between the rockbolts. Shotcrete and mesh, in various combinations and with other components, are often used to accomplish this (see Figure 1). Maintaining support pressure during ground deformation is key to the performance of these systems, and to ensuring miner safety. However, the toughness of a ground support system–the ability to maintain strength over large deformations–is difficult to quantify. Researchers at SMRD have responded to this deficiency by designing a full-scale test device, described previously by Martin et al. [2015a], and beginning a testing program to assess the behavior of shotcrete surface support reinforced with a variety of products including: fibers, chain-link mesh, welded-wire mesh, spray-on polyurea liners, and combinations of these products. This paper presents the findings of these tests."

Jan 1, 2016

By Christoph Schulte-Schrepping, Bou-Young Youn, Rolf Breitenbücher

"The main requirements of two-component grouts are a high workability and sufficient stability against sedimentation with a retention time of more than 72 hours, as well as a rapid strength development im-mediately after grouting. Component A usually consists of OPC, water, bentonite, and retarding agent. Component B, a liquid accelerator, is added to Component A during grouting at the end of the shield tail. Current investigations on different compositions of Component A showed a high workability lasting for at least 72 hours. The workability could be extended with increasing amount of the retarding agent to a certain degree. An increase of the bentonite content improved the stability of the mix, but had a negative impact on the flowability respectively the workability of Component A. High compressive strengths could be rather achieved by an adapted mixing ratio of Component A and B than by increasing the amount of the accelerator. Thereby, the interactions and compatibility of the selected constituents play an essential role. INTRODUCTION In mechanized tunneling with segment linings, the annular gap between segment ring and soil must be filled instantaneously with an adequate grouting mortar. The main functions of the annular gap grouting are to stabilize the tunnel lining and to minimize settlements of the ground surface at the same time. Thereby, two contradictory requirements are demanded on annular gap grouts: On the one hand a high workability and sufficient stability against sedimentation, on the other hand a rapid strength develop-ment immediately after grouting. Besides single-component grouts, which achieve the necessary stiffen-ing by dewatering into the surrounding soil, two-component grouts are used, especially in cohesive soils with a very low permeability. Basically, annular gap grouts are almost exclusively defined on empirical basis. Fundamental studies about the constituents and composition of the grout as well as the related achievable properties are still missing so far. Therefore, it is necessary to investigate the material-specific correlations regarding the relevant parameters of annular gap grouts – workability and flowability, stability of the mix as well as strength development – in comprehensive experiments. Based on the knowledge gained from the investigations, it should also be possible, to perform the grouting material according to a real design concept and thus, to ensure an adequate grouting in prac-tice considering the geological and hydro-geological conditions."

Jan 1, 2016

By Verya Nasri, Kevin Akbarpour, Hiva Mahdavi

"The Sheppard East Light Rail Transit (SELRT) project comprises approximately 13 km of new light rail, which will be constructed along Sheppard Avenue East in Toronto. There is a 380 metre long section of the route that will be constructed as tunnel below Highway 404, which is owned by the Ministry of Transportation Ontario (MTO). MTO has published guidelines for tunneling under its highways. An impact analysis was undertaken to predict the surface settlement and angular distortion of Highway 404 resulting from the construction of the twin tunnels. The results were then compared to the performance criteria defined in MTO’s guidelines. As a result of this analysis, it was necessary to request an adjustment to MTO’s current performance criteria. This paper presents details and results of the impact assessment, approaches taken to satisfy the requirements defined by MTO, and provides details of the adjustment permitted by MTO. INTRODUCTION Several major rapid transit projects are planned for the Greater Toronto and Hamilton Area (GTHA) located in southern Ontario, Canada. These projects are part of The Big Move (Metrolinx 2008) initiative, a 25-year, and $50 billion plan aimed at improving regional transportation. Metrolinx, an agency of the Government of Ontario, is now working collaboratively across the region to deliver major Toronto rapid transit projects to the GTHA. One such project is the SELRT. The line will largely run along Sheppard Avenue East on the surface, except for a crossing of Highway 404 where it will be constructed using a combination of open cut and bored tunneling methods. AECOM has been retained by Metrolinx as the Technical Advisor (TA) to develop the Reference Conceptual Design (RCD) and Project Specific Output Specifications (PSOS) for the project. Also, Infrastructure Ontario (IO) is the Co-Sponsor and CH2M HILL is Metrolinx’s Owner’s Engineer (OE) & Project Management Support (PMS) for the new LRT lines. This paper presents information on the tunneling settlement analysis and further work undertaken to satisfy the MTO’s requirements."

Jan 1, 2016

By R. C. Gilmore, S. A. Lolon, G. E. Bogin, S. A. Saki, J. F. Brune, J. W. Grubb

"Gob ventilation boreholes (GVBs) are widely used in underground coal mines for longwall gob degasification purposes. GVBs are often drilled within 10 to 30 m above the top of the coal bed into the fractured zone, completed with 20 cm (8 in.) diameter casing and 60 m of slotted pipe at the bottom. The purpose of this completion strategy is to create a pressure sink to capture the emissions before they can enter into the underground workplace. For GVBs to work effectively, they must be drilled close enough to the working areas to capture methane from the fractured zone while the setting depth must be kept above the caved zone to minimize the amount of ventilation air that is drawn into the GVBs. Well completion parameters are important for creating safe working conditions. In this paper, computational fluid dynamics (CFD) studies will be presented to analyze the effect of different practices for GVBs completion parameters for methane extraction, formation of explosive gas zones in the gob and methane concentrations at the longwall face and tailgate. Authors have identified the optimum completion parameters for GVBs, which can maximize the benefit and minimize fire and explosion risk. INTRODUCTION Coal mines may be considered gassy based on the presence of CH4. Gas from the mined coalbed or from rider seams above or below the mined coalbed can migrate into the gob and then potentially move towards the working areas. In longwall coal mines with high methane emissions, sufficient ventilation and additional methane control measures are usually required to reduce the methane concentration in working areas to below statutory levels. Several techniques or combinations of techniques are available to control the methane hazard. These may include mine face ventilation to dilute methane, coal bed degasification, nitrogen injection into the gob to render a methane atmosphere inert and the use of gob ventilation boreholes (GVBs). Longwall face ventilation and dilution alone can only handle methane emissions up to a certain amount. When methane emissions exceed the face ventilation capacity, additional control measures are required. Drilling horizontal or vertical methane drainage holes into the coal seams as well as gob ventilation boreholes from the surface into the gob area to extract methane are common practices. GVBs are usually drilled from the surface above the longwall panel ahead of mining. When the face moves outby the GVBs and the gob begins to form, methane production starts from the boreholes. It is important to control the performance of GVBs to maintain a safe working environment in the mine. The performance of GVBs depends on multiple factors, including borehole location, length and diameter of slotted casing, setting depth of casing above the coal seam being mined, wellhead vacuum pressure, and permeability of caved-fractured zones."

Jan 1, 2016

By Z. Hyder, M. D. Cleason

"INTRODUCTION Mine Ventilation has come a long way over the years. The main purpose of mine ventilation is to keep conditions in the mine safe for the worker so that the mine will be productive and profitable. Technological developments to the mine ventilation system itself and the development of mining techniques have helped improve the safety and productivity of the miners and the mine. Most of the developments to mine ventilation and to safety devices came as the result of serious mining disasters. Another effect of those mining disasters, especially in the late 19th century and after, was legislation to set specific safety standards for mines, especially in the underground coal mines. This paper will focus on the connection between mines disasters and the mine safety legislations promulgated because of those disasters. A BRIEF HISTORY OF MINE SAFETY LEGISLATION Mine legislation has a long history in the U.S. dating back well in the 1800’s. However, mine safety legislation is considerably newer. In 1891, the U.S. Congress passed the very first version of mine safety legislations setting up minimum safety standards. By today’s standards, the 1891 legislation was incredibly basic (7). It took a series of horrific mining disasters for Congress to take action a second time. In 1910, Congress established the Bureau of mines. The role of Bureau developed and changed over next 60 years. In 1995, Congress voted to disband it (27). Initially the Bureau was only charged with investigating and coming up with ways to reduce accidents in coal mines. It was not until 1941, when Congress formally allowed Bureau of Mines’ Inspectors into the mines. In 1947, the Congress enacted and adopted a set of federal safety regulations for the inspectors to follow (1). Finally, in 1952 Congress granted the Bureau of Mines the authority to inspect the mines and to issue citations and/or orders of withdrawals. This act was known as the 1952 Coal Act and the penalties were limited to civil penalties. It would take a couple more iterations of mine safety legislation for monetary and criminal penalties to be introduced (10). Up until 1966, mine safety legislation was directed primarily at underground coal mines and surface coal mines. Congress passed the Federal Metal and Nonmetallic Mine Safety Act of 1966, thus providing a set of standards for all mines to follow (1). The 1952 Coal Act was amended again to be the Federal Coal Mine Health and Safety Act of 1969. This amendment was the beginning of modern mine safety legislation (13). In 1973, Congress created what can be considered the first ‘version’ of the modern day MSHA (Mine Safety and Health Administration). The initial version was the Mining Enforcement and Safety Administrations or MESA. Congress created MESA to act as the enforcement agency, relieving the Bureau of Mines of that responsibility so they could focus on their initial purpose, the development of countries natural resources (14). As mining industry grew, mine safety and health became a greater concern and priority. More efforts were put in legislating the industry. The Federal Mine Safety and Health Act of 1977 provided the platform for today’s mine safety and health legislation. Under the Federal Mine Safety and Health Act of 1977, also known as the Mine Act, MSHA came into being (1)."

Jan 1, 2016

By T. Qiu

"The purpose of this study is to investigate the effect of the dosage of sodium hypochlorite as activator on the flotations of depressed marmatite and depressed chalcopyrite, with a focus on activation-flotation kinetics. Four flotation kinetic models were applied to test data using 1stOpt statistical analysis software to estimate the relationships between the maximum flotation recovery rates for the depressed marmatite and depressed chalcopyrite, the flotation rate constants and the sodium hypochlorite dosages. Within the range investigated, the highest flotation performances of depressed marmatite and depressed chalcopyrite were obtained at 2.5 mL/L sodium hypochlorite with zinc recovery rate of 93.8 percent and 3 mL/L sodium hypochlorite with copper recovery rate of 94.6 percent, respectively, after four minutes of flotation. A second-order model with rectangular distribution of flotabilities gave the best fit to test data collected at various sodium hypochlorite dosages. For the highest flotation performances of depressed marmatite and depressed chalcopyrite, the respective equations of their flotation models were derived and presented.IntroductionCyanidation tailings are the solid residues generated by gold plants that use cyanide to extract gold (Lv, Ding and Qian, 2015; Zhang, Li and Yu, 2013). Because of increasing demand for gold, the Chinese gold industry has developed rapidly, with production amounting to 451.799 tons in 2014, an increase of 5.5 percent from 2013. Chinese gold production has been the highest in the world for eight consecutive years. As a result, more than 2.45 million tons of cyanidation tailings are estimated to be discharged into tailings ponds every year (Li et al., 2010; Lv, Ding and Qian et al., 2015; Wang et al., 2015; Zhang, Li and Yu, 2013; Zhang, Li and Yu, 2012), and approximately 300 million tons of cyanide tailings are stockpiled in China, with the potential to cause serious environmental pollution as well as death to wildlife (Adams and Lloyd, 2008; Donato et al., 2007; Hewitt, Breuer and Jeffery, 2012; Velasquez-Lopez et al., 2011; Stephen et al., 2009; Zagury, Oudjehani and Deschenes, 2004). Concerns over cyanidation tailings are not exclusively environmental but also economic, as tailings occupy considerable land area, and tailings storage facilities increase the production costs of gold enterprises (Donato et al., 2007). Tailings often contain other valuable metals such as zinc, lead and copper. For example, the cyanidation tailings of Gaoyao Hetai Gold Plant in Guangdong Province contain 2.5 percent copper (Cu), 0.31 percent lead (Pb), 0.23 percent zinc (Zn) and 15.36 percent iron (Fe) (Shi, 2008), and the tailings of Tianshui Gold Plant in Gansu Province contain 1.94 percent Cu, 5.96 percent Pb, 0.27 percent Zn and 24.62 percent Fe. Cyanidation tailings have therefore been increasingly viewed as a secondary resource rather than waste."

Jan 1, 2016

By Richard Giffen, Boris CARO VARGAS, Terrence Carroll

"This paper takes an in-depth look at the $72 million design-build Norris Cut project, which includes the replacement of an existing 54-inch waste water sewer main to Fisher Island under the Norris Cut Channel. Tunneling through one of the country’s most unpredictable geologies created unique challenges in both the design and construction phases of the project. The paper presents the geotechnical and structural design considerations for the 100-foot deep secant piled TBM launch shaft in the highly permeable Fort Thompson formation limestone and sands. The structural design effort also included the design of the tremie slab, thrust wall and design of the largely unreinforced launch shaft to resist asymmetric loading from partial ground freezing. The retrieval shaft was designed as a deep soil mixed shaft and is thought to be the deepest soil-mixed shaft in Miami. From a construction perspective, this paper discusses the unique challenges of building two shafts with two different techniques and will compare some of the constructability aspects, costs and equipment schedule-considerations related to the use of two separate techniques. INTRODUCTION Nicholson Construction Company (NCC) was awarded a $72.1 million Design-Build contract to replace an existing force main from the Virginia Key Central District Wastewater Treatment Plant (CDWWTP) under the Norris Cut Channel to Fisher Island. The location of the project is shown in Figure 1. The project involves replacing an existing 54-inch diameter pre-stressed concrete sewer force main with a 60-inch diameter fiberglass force main. Arup USA, Inc. (Arup) is the lead designer for Nicholson on this design-build project. Arup is providing design services for the TBM launch and retrieval shafts, segmental tunnel lining, the fiberglass pipe, and the horizontal directional drill component. Miami-Dade Water and Sewer Department currently owns and operates the existing 54-inch sanitary force main that transmits sewage collected from Miami Beach and Fisher Island to the CDWWTP for treatment and disposal. The existing force main was subject to a condition assessment in December 2011 which revealed structural deficiencies in the pre-stressed concrete pipeline."

Jan 1, 2016

By Steve Skelhorn, Dan Ifrim

"A tunnel project poses many challenges; the operation of the Tunnel Boring Machine (TBM) being one of them. Mechanized tunneling is known as a safe and effective alternative to other methods in terms of schedule and cost; however, efficiency can be severely affected by a bad TBM selection and qualification and employment of inexperienced operators. The success of a mechanized tunneling project involves a comprehensive and interdisciplinary consideration of all contributing factors such as TBM technical specification and selection, TBM design and procurement including ancillary equipment and tunnel linings. The tunnel equipment selection along with the operation can make or break the project. The objective of this paper is to address the importance of the skills and qualifications of the TBM crew with particularity to the TBM Operator. The study includes the Owner and Consultant involvement in the selection and pre-qualification of the TBM crew and specifically the TBM operator as well as the role of Contractor and TBM manufacturer in TBM operator training. This paper also analyzes the possibility of issuing a TBM operator certification, and discusses the benefits and significance of periodic training and certification programs. INTRODUCTION Training in the tunneling industry is not a new topic. The industry continues to evolve and become more complex with technology advances and expansion of mechanical tunnelling to mechanized shaft construction, large diameter drilling and mining industry applications. The need for professionals trained to operate mechanized tunnelling equipment is ever increasing, while there is a significant number of veterans who will be ageing out in the next 5 years. Consequently attracting young professional is a very important aspect of sustaining a qualified pool of professionals. For any given tunnel project, the owner and the engineer spend up to several years, studying the ground conditions during preliminary and final design. Post contract award the contractor spend additional months studying the ground again to develop the optimum means and methods for construction. All this time and money spent at the beginning of the project has the purpose of developing the optimum tunnel design, assessing the risk associated and implementing mitigation measures to reduce risks to acceptable levels. Following the tunnel design process, sophisticated TBMs are being specified and sourced to ensure the best tool for the job. The question raises here: Are there available experienced/trained professionals capable of operating these sophisticated machines?"

Jan 1, 2016

"One of the major issues that the Rare Earth Elements Mining Industry has to deal with is the legislation vacuum that exists in many countries around the world. Among these, are countries which have long history and tradition in mining. In many cases the lack of direct legislation for REE mine management as well as for other potentially polluting industries can be a barrier to sustainable development. Moreover, the case of lax legislation in China has led to environmental pollution problems and extended smuggling of rare earth elements. This paper looks into the current regulatory status on the mining of REEs, identifies the loopholes and suggests some elements for a new global legislation framework for sustainable development in the REE mining industry. The setting of this regulatory framework will be in line with the present and future challenges of the rare earths market as well as with the policy strategies that are defined internationally. The aim of such a legislative framework will be to strengthen the global rare earth elements supply chain, appease social concerns and ensure the preservation and conservation of the environment. INTRODUCTION The general public received their first introduction to rare earth elements (REEs) in 2010, when the previously inconspicuous commodities became the subjects of front-page headlines. It was when China created a furore in global high-tech markets after imposing an embargo on Japan following a minor marine dispute (Barakos et al. 2015b). Soon enough the Chinese embargo was extended on REE export restrictions all over the world and thus aroused concerns to many countries over potential supply disruptions. The world had suddenly realized that these wonder materials underpin products that they care about. Governmental and industry executives, policymakers and material scientists voiced concerns and conducted numerous reports stating the situation and the risks of a supply crisis. The price spike of 2011 intensified the crisis and the public turmoil, yet the drama did not last for long as the prices declined significantly in 2012. Nevertheless, the world was nonplussed by the fact that China has the total control of the market with more or less the 90% of the global production. More potential entrants became interested, thus initiating an exploration boom during the recent years that has resulted in a significant increase in known global REE reserves that could have potentials for exploitation."

Jan 1, 2016

By D. D. Gertenbach

"The successful commercialization of a pressure oxidation (POX) process for recovering metal values, including gold, copper, zinc, nickel and molybdenum, is the result of a carefully planned development program. The initial task involves developing one or more conceptual flowsheets, including the POX autoclave and downstream purification and recovery steps. A laboratory program is completed to determine the technical viability of the flowsheets, define the operating parameters for each step and provide information for an initial economic assessment of the process. The process is then confirmed during a continuous pilot plant program, providing engineering design data and other information for the commercial design. A well-thought-out development program has been shown to be critical for reducing the risk of commercializing POX processes. Experiences developing POX processes for refractory gold ores and copper concentrates are briefly discussed. IntroductionPressure oxidation (POX) has become a common commercial operation for processing sulfide-bearing feedstocks. These feedstocks include gold ores and concentrates; copper concentrates; nickel concentrates and mattes; zinc concentrates; and molybdenum concentrates. Drivers for the development and commercialization of POX processes include:• The high cost for pyrometallurgical processing of sulfide ores, much of which is attributed to environmental controls.• The motivation to implement safe and more environmentally attractive alternatives for sulfide ores.• The need to process increasingly difficult ores with complex mineralogy.• Improvements made over the last 25 years in POX equipment design and experience operating commercial POX plants.Although the capital and operating costs for commercial POX processing can be high, this technology is capable of rapid oxidation of most sulfides and arsenic minerals in the feed, with little noxious gases and environmentally stable iron arsenate and other iron compounds in the POX residue (Marsden and House, 2006).In POX operations, sulfides are oxidized to either sulfates or elemental sulfur in an autoclave at elevated temperature and pressure with oxygen gas. An example is the overall oxidation reactions of chalcopyrite when sufficient oxygen is present, shown in the following reactions:"

Jan 1, 2016

By G. Viggiani, J. Bel, H. Wong, N. Losacco, D. Branque

"Within the framework of the European project NeTTUN, the Laboratory of Civil Engineering and Building Sciences of ENTPE in Lyon (France) is in charge of a large experimental campaign to investigate the impact of tunneling on neighbouring piled structures. For this study, an original reduced-scale (around 1:10) physical model of EPBS is used. This ""1g"" laboratory model is able to reproduce the main features of the excavation method. For this new experimental program, the miniature EPBS advances inside a large tank filled with a model soil (dry sand), in which instrumented piles were pre-installed. In this paper, the authors describe briefly the original 3D device and present results concerning the impact of tunneling on a single pile located above the tunnel. Different tunneling face pressure are studied in connection with the practice. Machine parameters, pile solicitations and stress-strain behavior of the soil mass monitored under real time conditions are discussed. INTRODUCTION When tunnels are constructed in urban areas, they often come close to pre-existing structures, such as pile foundations. Perturbations of tunnel construction on these neighbouring structures must be considered during design and construction of the tunnel. Ground movements due to tunnelling may induce bending moments, lateral and vertical loads, settlements and lateral deflections in the piles, which may lead to structural damage or failure of the piles or the supported structure. The interaction between piles and a tunnel in construction is a complex three dimensional problem. To date, several experimental approaches have been carried out to analyse the effects of tunnelling on piled foundations (Bezuijen et al., 1994, Loganathan et al., 2000, Jacobsz et al. 2004, Lee and Basset, 2006, Marshall and Mair, 2011, ). These different studies carried out in the laboratory on 1 g or centrifuged models aim at a better understanding of tunnel - piles interaction and a quantification of the influence of each dominating parameter on the structural responses. Parameters like foundation type (single pile, group of piles) and geometry, relative tunnel – pile position, volume loss induced by tunnelling, ground characteristics, pile loading history were considered. However, most of these experiments were carried out under plane strain conditions by modelling the volume loss due to tunnel excavation by decreasing the tunnel diameter or the radial support pressure. As a result, these models do not adequately account for the variations of settlements both in the longitudinal and the transverse direction, which can induce significant flexional and torsional effects on the structures. These effects are particularly critical and detrimental in the case of historical monuments."

Jan 1, 2016

By P. James

"INTRODUCTION Control of target stream acidity is widely used in MIW (mining influenced water). Tailoring pH (a measure of acidity) finds application for controlling key chemistry in both process and waste streams. Traditional lime addition for neutralization and precipitation is most often used but has high reagent costs and results in large amounts of mixed metal sludge requiring costly disposal. A new adaptation of BPS’s patented DEMET™ technology (Dynamic Electrolytic Metal Effluent Treatment) platform offers a potentially improved and “reagentless” alternative to traditional chemical addition for pH adjustment. Electricity rather than chemical addition utilized in BPS’s proprietary approach controllably tailors target stream pH. The method offers a simple, low-cost processing technique yielding cleaner treatment chemistry. BPS’s “green” approach may yield lower operating (OPEX) and life cycle costs and significant reductions (up to 50%) in sludge generation compared to conventional lime treatment. It can also allow new opportunities to generate revenue via selective recovery of valuable processing byproducts. Specific savings and revenues depend on the target site chemistries, details, and processing goals. A more detailed discussion of the process and its operational principles may be found in Reference One.[1] Here application of the BPS treatment to POx (Pressure Oxidation) leaching as an alternative to traditional chemical addition is examined. An example operation process flow for gold mining is considered.[2] Promising processing points for potentially replacing conventional processes with DEMET are noted. The possibilities for lowering OPEX costs, lessening sludge creation, and capturing various valuable byproducts and residuals are examined. Financial life cycle benefit estimates of the principal gains provided by DEMET application to the example operation are noted. Extension and generalization of the analyses to a wider range of scenarios is explored."

Jan 1, 2016

By Steven W. Hunt

"A paper called “Global Experience with Soft Ground and Weak Rock Tunneling under Very High Groundwater Heads” was presented at the North American Tunneling 2006 conference (Holzhäuser et.al 2006). It summarized global experience with earth pressure balance (EPB) and slurry shield tunneling on nine projects that encountered groundwater heads ranging from 6 to 11 bar. Since then, additional projects have been completed with groundwater heads ranging from 7 to 15 bar. Of these, the high pressure tunneling experience on the Lake Mead Intake No. 3 project in Nevada and on the Eurasia Tunnel (Istanbul Strait Crossing) had the greatest lengths of tunneling at face pressure over 7 bar. Experience with sustained pressurized face tunneling at groundwater heads over 7 bar and risk management observations are the focus of this paper. INTRODUCTION High groundwater head, particularly at 7 bar or more, is a major challenge when tunnelling in high permeability ground and on drives long enough to require cutter changes. It has a strong impact on design and operation of Tunnel Boring Machines (TBMs) in order to protect the main bearing from contamination, prevent excessive groundwater inflow, ensure face stability and enable access to the cutterhead and excavation chamber for maintenance. During the past 20 years, TBM manufacturers and suppliers have made tremendous improvements that allow tunneling at groundwater pressures to 17 bar or more. The most significant risk with high pressure tunneling is generally that of excavation chamber access and potentially the cutterhead for cutter changes, cutterhead repairs and TBM maintenance. Hyperbaric interventions are possible and safety variances have been approved for saturation dive interventions at pressures as high as 17 bar (Lake Mead Intake No. 3). While high pressure hyperbaric intervention equipment is available and safety approvals can be obtained at many locations, few contractors consider the cost and risk of hyperbaric interventions over 7 bar to be acceptable as the primary means of excavation chamber access. Experience with high pressure tunneling prior to 2006 was summarized in a paper entitled “Global Experience with Soft Ground and Weak Rock Tunneling under Very High Groundwater Heads” (Holzhäuser et.al 2006). That paper provided information on 9 projects: South Bay Ocean Outfall, San Diego; Channel Tunnel (French Side), France; Storebaelt Tunnel, Denmark; 4th Elbe Tunnel, Germany; Wesertunnel, Germany; Westerschelde Tunnel, Netherlands; St. Petersburg Red Line, Russia; Nara Prefecture Water Conveyance Tunnel, Japan; and Tokyo Wan Aqua Line Tunnel, Japan – see Table 1."

Jan 1, 2016

By Michael N. Maltezos

"There is certainly no argument that LED lighting systems have taken a strong foothold in the lighting marketplace over the last several years. This has even proven true in the world of transportation and transit lighting, for which new LED cobra head style luminaires are replacing traditional HID cobra head luminaires on North America’s roadwaysand linear LED light fixtures are replacing conventional linear fluorescent light fixtures in North American rail transit facilities. However, LED technology has taken a while longer to penetrate the very specific market of vehicular tunnel lighting in this continent. Though both the New York/New Jersey Holland and Lincoln Tunnels have recently been retrofitted with LED lighting, and an LED Lighting RFP is currently out for Boston’s Central Artery Tunnels, very few vehicular tunnels in North America to date have been illuminated with LED light fixtures. This is largely because cost effective LED lighting, that met our typically stringent tunnel lighting standards, was until recently simply unattainable. However, with the rapid advances in LED technology over recent years, owners and specifiers of North American tunnel lighting projects have finally begun to adopt LED lighting systems as the norm. In fact, a recent Lux Fit/Yole Development “LED in Road and Street Lighting Report” stated that “LED luminaire growth will be driven firstly by tunnel lighting, and then relayed into highway, road, residential and amenity lighting applications starting in 2014.” 1 Our highways are continually becoming more congested. As a result, Provincial and State Departments of Transportation (DOTs) are constantly looking for innovative ways to improve traffic flow. One way DOTs are now helping to ease congestion is by expanding the use of tunnels and long underpasses in large interchange reconstruction projects. With less available right-of-way to work with, and the high costs of maintaining elevated bridge structures over the years, it often makes more sense to “go under” (rather than over) the traffic congestion points. With the addition of these new tunnels and long underpasses comes the issue of proper illumination within these structures, for a safe and efficient driving task. DOTs use recommended lighting practices and guidelines for highway lighting, which include specific criteria for tunnels, set by either the Illuminating Engineering Society of North America (IESNA) or the American Association of State Highway and Transportation Officials (AASHTO). However, both IESNA and AASHTO point out that these recommended practices and guidelines are not a mandate, and DOTs are free to make their own decisions about lighting criteria. Accordingly, effectively illuminating tunnels is often times a challenge. This paper will examine the key considerations of the tunnel lighting application in generalas well as what LEDs now bring to the table and how, accordingly, traditional lighting technologies will be phased out in the future illumination of tunnels."

Jan 1, 2016

By Tyler A. Dawson, Ryan P. Butler, Timothy Gualandri, Jason R. Edberg

"In the early 1920’s, the City of Tulsa, Oklahoma constructed an approximately 8,238-foot long tunnel, the Tiawah Tunnel, through bedrock. Voids behind the concrete tunnel liner were detected via probe drilling in early 2000 as part of an interior visual condition assessment. In 2012 and 2015, conditions along the entire tunnel were efficiently assessed through geophysical investigation using ground penetrating radar (GPR) along the inner tunnel crown and at various select locations within the tunnel. Fifty-seven (57) potential voids, extending up to 19 inches in depth and 12 feet in width, were detected with 1,000 MHz GPR and confirmed through probe drilling with approximately 80% accuracy. GPR proved to be an efficient and reliable technology for void detection behind concrete tunnel lining. This paper highlights the geophysical investigation and how geophysical efforts were combined with other investigation efforts to definitively determine the presence of voids outside of the tunnel lining.INTRODUCTION The city of Tulsa, Oklahoma has a population of about 400,000 people. The original source of water for the city was the Arkansas River. The first pumping operation provided untreated water to homes and businesses in 1904. The residents of Tulsa found this water to be unacceptable due to the high levels of salt and gypsum present. As the city grew, land and storage/treatment facilities were acquired in order to obtain and distribute a more suitable raw water. The raw water needs for the city are currently satisfied by transport and treatment of about 100 million gallons per day (MGD) of water from surface water sources. Water is transported many miles from Spavinaw/Eucha and Oologah lakes to Yahola Lake and the Lynn Lane Reservoir (totaling over 3-billion gallon capacity). From here, the raw water is treated and transported to the various customers (City of Tulsa 2015). The Tulsa Metropolitan Utility Authority (TMUA) is responsible for the operation and maintenance of the raw water transport system."

Jan 1, 2016

By Karin Bäppler

"When considering large-scale infrastructure projects worldwide special attention has to be paid to the large diameter tunnel construction projects that were successfully completed in the Southern Hemisphere. The projects that are highlighted in this paper are large-scale infrastructure projects in the sector of transport. In focus are four road tunnel projects that were constructed in Australia and New Zealand using mechanized tunnelling technology. The tunnel boring machines (TBMs) that were reliably applied to these four major projects all exceed the bore diameter of 12 meters. These TBMs are therefore in the range of large to very large diameter TBMs. The technology used demonstrates state of the art technology with tailored tunnelling technology adapted to the specific project demands. Two Double Shielded Hard Rock TBMs (Ø 12.35 meters) were used for the construction of the Clem Jones Tunnel in Brisbane crossing beneath the Brisbane River and these two machines have been reused for the excavation of a 4.3km long two-lane highway tunnel for Legacy Way in Brisbane creating a new traffic artery towards the city centre. Two EPB Shields (Ø 12.48 meters) excavated and lined the twin-tube road tunnel for the Brisbane Airport Link. Excavation diameters in excess of 14 meters, such as the Earth Pressure Balance Shield (Ø 14.41 meters) involved in the Waterview Connection Project in New Zealand, are understood in the tunnelling industry as very large diameters. The machine is customized to the requirements and subsurface conditions of Auckland. The paper spotlights the large to very large diameter TBMs that were used and focuses on the comprehensive solutions developed by the machine manufacturer to provide a system with benefits for the contractor especially for the Waterview Project. INTRODUCTION Extensive large-scale road infrastructure projects like the ones implemented in Brisbane (Australia) and currently under construction in Auckland (New Zealand) show the tendency of today’s infrastructure construction projects. Functional infrastructures need to be put in place to cope with the demand of mobility and flexibility of people living in cities and metropolises. Impact during construction work to people or environment has to be kept as low as possible to ensure the quality of life is not disrupted."

Jan 1, 2016