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By W. A. Green

Introduction While pilot-mill operations were being carried on at Flin Flon, as described by R. E. Phelan (1), a detailed topographic map was being made of the area in the vicinity of the ore-body for later use in laying out plans for the final plant. The area covered by this survey was 6,600 feet by 6,600 feet, with contours on 2-foot intervals. As mentioned by Mr. Phelan, it was definitely decided at the end of November, 1927, to take up the option on the Flin Flon property and to proceed immediately with the plans for construction of a metallurgical plant at Flin Flon to treat 3,000 tons of ore per day, and of a hydro-electric power plant at Island Falls, Saskatchewan, to supply power for the future operations at Flin Flon. Railway Built From The Pas to Flin Flon Just as soon as the decision was made to go ahead with the construction work and opening-up of the property, it was of course essential to give immediate attention to the building of a railway to the mine. Many years previously, a preliminary survey had been made for a railway to branch off the Hudson Bay railway at a point 4.7 miles northeast of The Pas, and, during certain negotiations in 1925, the Provincial Government of Manitoba had agreed to guarantee the railway bonds necessary to finance the building of the line, so that it was possible to organize for this work immediately. A contract was let by the newly organized Manitoba Northern Railway Company to the Dominion Construction Company, Ltd., and Tomlinson, for the building of the railway to the mine, a distance of approximately 87 miles (see Figure 1). The Manitoba Northern railway is a subsidiary to the Canadian National railway, and all engineering and supervision of the contractors was done by the Canadian National engineers. Actual construction work was started in January, 1928. The first 52 miles of the railway from The Pas to Cranberry Portage is over fairly level, although slightly rolling, country, and a considerable portion of the route is over muskeg area. Rails were laid on top of the frozen muskegs. Gravel deposits were opened-up along the line and, before warm weather; sufficient ballast .was distributed in the muskeg areas to prevent thawing under the track, and thus give the necessary support to allow uninterrupted transportation over the line.

Jan 1, 1935

By Kentaro Kuraji

INTRODUCTION Background Tokyo, the capital of Japan, is one of the largest cities of the world. As many as 33 million people live in Tokyo and three neighboring prefectures although the city occupies only 0.6% of the area of the country. The network of Metropolitan Expressways serves as a major artery for daily physical distribution in Tokyo. The Central Circular Route of the Metropolitan Expressway (MECCR) is located innermost among the three circular routes in Tokyo (Figure 1). Once completed, MECCR is expected to drastically mitigate traffic congestion in the central Tokyo area and provide drivers wider varieties of options in route selection. Alleviating congestion is estimated to reduce 400,000 tons of carbon dioxide emissions annually. The eastern and northern sections and part of the western section of MECCR have been completed with the total length reaching 33 km. The western section will be extended southward by approximately 4 km in the spring of 2010. An 11-km-long western section of MECCR that is currently being constructed is composed mostly of tunnels. A large number of power supply, gas supply, telephone, drinking water and sewerage pipes have been placed under the Yamatedori avenue along which MECCR is being constructed. The shield tunneling method has therefore been adopted for constructing tunnels along the route. The method involves the advancement of a shield tunnel boring machine (TBM) through the ground simultaneously assembling segmental rings within the shield. The method not only enables the building of highway tunnels more quickly and efficiently than other methods but also minimizes the effects of construction work on the surrounding area and the environment. Constructing the tunnel using the conventional cut-and-cover method might have required large amounts of time and cost because relocating the numerous objects buried under the Yamatedori avenue might have been necessary during tunnel construction. It was also considered desirable to place the tunnel at a depth of 30 m or more from surface to prevent tunnel construction from adversely affecting railways because the tunnel was expected to cross eleven railways and subways. This is one of the reasons for selecting shield tunneling as an effective method. The shield tunneling method was finally adopted for a length of 7 km in the 11-km western section of MECCR. The shield tunneling method was also employed in the Ohashi Tunnel located southernmost in the 11-km western section of MECCR. This paper describes the construction of the Ohashi Shield Tunnel.

By A. Moergeli, Philip Sander, John J. Reilly

"Estimating and managing the costs of complex infrastructure projects – in the planning/design and construction phases, for both owners and contractors – has been a challenge for decades. The more complex and technologically advanced the project, the greater the uncertainty, including potential risks that are important to owners and contractors, such as:• Cost risks to owners – meeting budget and schedule, maintaining public credibility.• Cost risks to contractors – profit, consequences of loss, impacts to reputation/future work.This concern has been addressed in various ways by the underground construction industry for some time (Reilly, 2001). In particular, while significant advances have been made in cost estimating for the planning and design phases (Reilly et al., 2004), that are important to agencies and political decision-makers, it is not apparent that these advances have been widely adopted for construction cost estimates. The reasons for this may relate to lowbid considerations – any method that tends to increase the contractor’s cost estimate, by including risk or likely costs, could lead to an erosion of the contractor’s competitive position – if others are not similarly required to include such costs.Different cost estimating methods produce different levels of information. Specifically, there is a large difference in the character and depth of information if a deterministic (quantities times price plus a contingency) and risk-based cost methods are used. It is this difference in character and depth of information that is the reason that risk-based cost estimating has potential value for owners and contractors. Figure 1 presents hypothetical cost results from deterministic and risk-based methods and illustrates some of these differences.In Fig. 1, the results for deterministic and risk-based cost estimates are given related to the potential profit or loss for a typical project. As is evident in this example, there is significant potential for costs to be realized that are higher than the proposal/bid value estimated using a deterministic approach, with a 15 percent probability of a loss. There is a 30 percent probability that the project will have a reduced profit. There is a 55 percent probability that the project will return a good profit. Using a risk-based approach, it is possible to better recognize this potential outcome in the bid phase and, as a consequence, develop a strategy to:"

Apr 1, 2016

By A. B. Hooker

The flame safety lamp with metal-gauze enclosure was invented by Sir Humphrey Davy more than a century ago, primarily for its safe light; however, it soon became the standard device for detecting the presence of methane in mine atmospheres. It still is the most widely used device for this purpose and is also the most practicable means of detecting deficiency of oxygen in coal mines. A permissible flame safety lamp is similar in all respects to one that, after a series of tests, has been approved by the Bureau of Mines as safe for use in gassy mines. However, safety depends largely upon the way lamps are maintained and used.

Jan 1, 1944

By A. R. Dover

The Richmond-San Rafael Bridge is a 6.92 kilometer (4.3 mile) long major toll bridge span that crosses the northern San Francisco Bay in a highly seismically active region. Tutor-Saliba / Koch / Tidewater JV was contracted by Caltrans to conduct a comprehensive seismic retrofit. The JV provided geotechnical planning and quality control services as described herein, under normal oversight by Caltrans. Part of the robust foundation retrofit design included the installation of 26 new, large diameter piles, including eleven 3.81 m (12.5 ft) diameter, cast-in-drilled-hole (CIDH) marine piles that were drilled 9.15 m (30 ft) into the bedrock beneath the Bay, where the water depth ranged up to about 21.3 m (70 ft). These reinforced concrete-filled composite piles have a steel shell permanent casing from the bridge substructure pile cap through the water column and 30.5 to 39.6 meters (100 ft to 130 ft) of marine sediments to the top of rock. This paper discusses construction, inspection (ranging from the QA employed in the planning of the CIDH pile installation methods and equipment to the actual construction inspection required for the routine installation of the shafts), problems that were encountered during construction, and the solutions that were developed and implemented. Inspection, particularly with the usual difficulties in the marine environment, coupled with the difficult and complex bedrock conditions was particularly challenging, and ranged from non-destructive testing to "in-water, inshell" diver inspection. Similarly, the complexities of dealing with both the steel casing "riser" and the associated drilled shaft (rock socket) portion of these composite foundation elements created some unusual issues. The paper also presents important lessons learned from the project.

Jan 1, 2008

By William M. Camp

Construction-induced earthborn vibrations have long been recognized as a potential problem with respect to the constructed environment and various vibration criteria are in use to prevent damage. A special case of construction vibration control is the protection of early-age or ?green? concrete. Unlike limits for damage prevention to building stock, there is no rational, widely accepted limit for protection of early-age concrete. Numerous criteria have been proposed or reported in the literature and the most relevant and rational proposals are summarized herein. These findings are applied to a case history involving both bored and driven piles. Vibration measurements were made during pile driving activities and the vibration magnitude was evaluated with respect to the exposure of freshly-placed and curing concrete to the earthborn vibrations. The maximum vibration magnitude at the applicable distances from pile driving was on the order of 0.3 inches per second. Based on the most persuasive literature, threshold values of 0.8 inches per second or even 1 to 2 inches per second for the protection of green concrete appear to be well-supported. Consequently, it was concluded that the pile driving activities and bored pile construction could proceed simultaneously.

Jan 1, 2010

By F. Vallianatos

The main objective of the present investigation is to demonstrate the potential of ERT (Electrical Resistivity Tomography) and HVSR (Horizontal to Vertical Spectral Ratio) methods as geophysical tools for the monitoring of subsurface cavities. The survey sites are located in Akrotirion Peninsula, almost 7 km east of Hania town in Crete Island, Greece. At this site, the surface expression of a known cavity with a diameter of about 25 m is visible. The true geometrical characteristics of the cavity were unknown since there are no boreholes in the area. The focus of this survey was primarily of a qualitative nature and the objective was to determine if ERT and HVSR could be used to identify and map near surface cavities (less than 30 meter in depth) in a limestones kartsic area such as Akrotirion Peninsula. A 2D/3D model of the resistivity distribution is given for the area under investigation. Furthermore, analysis of microtremors data provides a profile of the seismic response of the tectono-karstic voids.

Jan 1, 2006

Our merchant marine is rapidly outgrowing our consular service, according to Edward N. Hurley, Chairman of the United States Shipping Board, who urges that steps be taken immediately to provide facilities abroad for handling the millions of tons of shipping which will be afloat under the American flag in peaceful trade when the war is over. When peace is restored and our present tonnage is scattered over world trade routes, the consular service will be inadequate to handle our ships: Besides, it will have to work against the handicaps of obsolete shipping regulations and, in many cases, lack of experience. There are nearly 100 pages in the United States consular regulations dealing with shipping platters. . Many of these regulations are based on old treaties and many of them are obsolete. There are also differences between treaties with various countries. Our consuls often lack authority to handle matters involving the interests of our sailors and shipowners. Before we can operate a modern merchant marine we must revise, standardize, and simplify this whole mass of regulations and bring them up to the efficiency of other nations' practice.

Jan 12, 1918

Mineral resource and ore reserve estimation is a challenging and demanding field, requiring application of professional knowledge, skill and experience of the highest order. If the many potential hazards and pitfalls are to be avoided however, there are two other requirements which are of equal, if not greater importance:

Jan 1, 1990

By Brian FitzPatrick, Michael J. Weaver

Everyone has a role in site safety, even consultants. This paper presents a summary of how a geotechnical and environmental consulting firm, with field staff on construction and subsurface explorations sites, engaged their staff and leveraged relationships with contractors to assess the construction related risks to which its staff members are exposed. These findings were then integrated into their technical training materials for both new staff and those needing a refresher, so that safety is discussed at the same time as the technical work and not treated as a separate topic. The paper outlines the process of identifying and evaluating the construction related risks that staff members face and presents examples of how the consultant can engage contractors in the process. By doing this, knowledge can be shared and there is a better mutual understanding of the risks associated with common construction and exploration related field tasks. The work resulted in an increase in staff engagement in safety, a better understanding of the true risks that staff face in the field, better relationships with contractors, and lower safety metrics. HISTORY At Haley & Aldrich, Inc., we renewed our safety journey in May 2012. Like many others, we had concerns over injuries our staff experienced in the three previous years, and a potentially significant utility strike we experienced while excavating a trench. In 2009, 2010 and 2011 we experienced an increase in recordable injuries, including two significant injuries, which caused our Experience Modification Rate (EMR) (see note below), Total Recordable Incident Rate (TRIR), and Days Away-Restricted, and Transferred Rate (DART) to rise significantly. See Fig. 1 for details. This caused us to step back and review our approach to safety, and our “safety culture”. The rise in reportable incidents and injuries also corresponded to the beginning of a growth period for the company.

Jan 1, 2019

By C N. Whata

While there is no specific obligation on the part of any applicant to consult directly with tangata whenua (people of the land), recent cases highlight the need to engage in active consultation in order to avoid serious objections and delay, particularly where a proposal may affect the matters referred to in section 6(e) (Waahi tapu/sacred places) and 7(a) (KaitiakitangaiGuardianship) of the RMA.   The Environment Court has shown some sympathy for tangata whenua where waahi tapu and other significant matters of cultural concern are at risk because of a proposed development. There are several practical steps that can be taken to minimise the potential for serious objection including: ò knowing who to contact and how to contact them; ò demonstrating empathy for the concerns of tangata whenua; ò engaging in proactive consultation, for example meeting at a time and a place that is suitable to tangata whenua, and a preparedness to meet the costs of tangata whenua etc; ò demonstrate an awareness of tangata whenua issues; being aware of the types of mechanisms that are available to remedy, avoid etc adverse effects on matters of concern to tangata whenua.

Jan 1, 1997

By G. Gregory Bryan

G. GREGORY BRYAN 33.1-DEFINITIONS 1. Engineering-Engineering may be defined simply as the science and art of making materials and energy serve the purposes of mankind. There are many fields of engineering, each with specialized branches. The basic fields are: civil, mechanical, electrical and chemical. Others may be specialized phases of one of these or a combination of two or more of them. Mining engineering, for example, requires a working knowledge of construction, mechanics, electricity, metallurgy, geology, accounting and economics, in addition to mining techniques or methods. Mining geology and geological engineering involve rocks and their structure and the forces that act upon them, and chemistry, physics and mechanics also are important to practitioners in these fields. Metallurgical engineering requires chemistry and physics but also a working knowledge of mechanics and electricity. The fields of engineering with which this section are concerned are those primarily involved in the finding, mining, processing and utilization of the natural mineral resources of the earth. They include geology, mining engineering and metallurgy, each with several specialized subdivisions. 2. The Engineer-The engineer is an individual who has had specialized training to qualify him to practice the profession of engineering. The term engineer is used here in its broadest sense to include such professions as certain applied branches of geology, physics and chemistry, whose practitioners may not have acquired engineering degrees but who, nevertheless, by training and experience in some area of the minerals industry, qualify under the above definition. To become a successful engineer, a person should have certain pronounced aptitudes and preferences, even before embarking upon the requisite course of training. Among the chief qualifications that the engineer-to-he must possess are: (a) a natural inclination toward mathematics and the physical sciences, and (b) intellectual and moral honesty. Among the qualities the student engineer must develop are: (a) independence of thought, open-mindedness, sound judgment and the ability to observe, deduce, plan and apply solutions, (b) the ability to articulate and convince, and (c) the ability to organize and direct the activity of others. These qualities are normally developed through sound education, followed by pro¬gressive experience. 3. The Consulting Engineer-The consulting engineer is an engineer primarily in the business of furnishing specialized advice and engineering services on an intermit¬tent, part-time or occasional basis to clients who do not have continuous or full-time need for those services. He must be able to make and take full responsibility for decisions and recom¬mendations where original thought is required. He should not be confused with the engineer, surveyor or technician who also may furnish services on an intermittent basis, such as regular periodic surveys, the overseeing of drilling programs and other such routine work as may require little original thought and planning. 33.2-THE PROFESSION OF CONSULTING ENGINEERING 33.2.1- QUALITIES REQUIRED A successful consulting engineer must first have, as a minimum, the qualities and preparation of an engineer. In addition, he must have sufficient knowledge,

Jan 1, 1973

Alabama.1 Arizona 1 Arkansas 2 California 2 Colorado 7 Connecticut 8 Delaware 9 District of Columbia 9 Florida 10 Georgia 11 Idaho 11 Illinois 11 Indiana 13 Iowa 14 Kansas 14 Kentucky 14 Louisiana 15 Maine 16 Maryland 16

Jan 1, 1952

NORTH AMERICA ALASKA Anchorage.-Ames, M. B. Culver, H. W. Fiedler, H. L. Geehan, R. V. Langneas, O. O. Layfield, R. A. Parent, A. Saarela, L. H. Strandberg, H. Candle.-Robbins, J. S. Chichagof.-Russell, J. C. College.-Fox, E. F. Joesting, H. R. Lyman, R. F. Smith, M. C. -Wilcox, H. G. Douglas.-Cahill, W. E. Fairbanks.-Adams, J. M. CANADA Canadian Army Overseas.¬Ball, H. D. Bridges, O. Butterill, H. J. M. Lane, H. C. Millar, W. A.

Jan 1, 1942

NORTH AMERICA ALASKA Anchorage,-Ames, M. B. Culver, H. W. Fiedler, H. L. Fox, E. F. Gallemore, W. A. Kreitlow, E. J. Layfield, R. A. Saarela, L. H. Strandberg. H. Candle,-Bobbins, J. S. College.-Fackler, W. C. Joesting, H. R. Swift. R. E. "Wilcox, H. G.. Crooked Creek-Lyman. R. F. Fairbanks.-Beistline, E. H. CANADA Canadian Army Overseas,¬ Ball, H. D. Brides, C. Butterill. H. J. M. Ladner, F. E. Lane, H. C. Millar, R'. A. Murchison, R. G. Passow, F. M. ALBERTA Calgary-Allen, R. E. de Hart. J. B. Dingman, C. W. Furnical. G. H. Gray, J. G.

Jan 1, 1943

NORTH AMERICA Number of Members Page States of the United States Alabama 138 376 Arizona 304 376 Arkansas 41 377 California 1,484 378 Colorado 354 383 Connecticut 149 385 Delaware 33 385 District of Columbia 288 386 Florida 57 387 Georgia 21 387 Idaho 130 387 Illinois 565 388 Indiana 153 390 Iowa 11 390

Jan 1, 1952

By Ivette E. Torres

Of the 15 selected non fuel mineral commodities detailed in table 12, only 3 indicated increases in worldwide consumption in 1992. As in 1991, decline in consumption levels of the selected commodities can be attributed to reduced levels of use in the former U.S.S.R. and Eastern Europe. Of the remaining 12 commodities, 2 magnesium and cadmium, stayed relatively the same, while the other 10, including iron and steel, all recorded decreases. Global consumption of iron ore is estimated to have fallen about 3.5 % or about 30 million tons. This is a greater decline than what was estimated for production of iron ore, which is down only 2.7% or nearly 26.5 million tons, suggesting an addition to stocks. The consumption trend for iron and steel has been declining since 1989. This has mainly been due to the continued drops in use in the former U.S.S.R. and Eastern Europe. Even as the European economy begins to turn upward, there may only be a slight increase in consumption of iron, steel, and cement, considering the high cost of construction needed to modernize factories and buildings in Eastern Europe. Many feel that the economies of these countries are limited by the current status of their industries.

Jan 1, 1994

By Charles L. Kimbell

Available statistics on 1989 worldwide consumption of selected nonfuel minerals shown in table 5 show increases for 11 of 14 listed nonfuel mineral commodities with 1 unchanged from the 1988 level, a departure from the pattern of the past 2 years, in which each of the listed commodities registered gains. The 1989 results, however, were better than those for 1986 when only seven listed nonfuel mineral commodities recorded gains with one un- changed from 1985. Consumption of the two ferrous metal raw materials listed advanced as functions of increased output of pig iron and crude steel. The increase in iron ore consumption exceeded the increase in iron ore output, suggesting a slight drawdown of world iron ore inventories. The estimated in- crease in iron and steel scrap consumption was slightly greater than the minuscule increase in world steel production, but it is believed that there was little change in the ratio of iron ore to scrap in steel plant feed on a global basis.

Jan 1, 1992

By Charles L. Kimbell

Available statistics on 1991 worldwide consumption of selected non fuel mineral commodities shown in table 12 indicate downturns for all but 3 of the 15 listed commodities. It should be stressed that in most instances, the consumption declines were primarily the result of lower levels of use in the former U.S.S.R. and the former centrally planned economy nations of Eastern Europe. However, several commodities suffered use cutbacks in market economy countries. In the case of the nonferrous metals covered In the table, the differences in performance between market economy countries and the former centrally planned economy states are immediately evident from the table itself. Among these important commodities, refined lead, primary magnesium, and refined tin registered downturns for market economy countries as well as among the centrally planned economy countries. Also notably, cadmium use showed no significant change from 1990 levels in either group of countries. Global consumption of iron ore fell by 3.4 % or about 31 million tons, and this was a greater decline than that logged for production of marketable iron ore and related products, which was down by only 3.0% or almost 28.2 million tons. Thus, it would seem that for another year there was a net addition to stocks. The 1991 drop in iron and steel scrap use was about 5.5 % or about 18 million tons, on the percentage basis somewhat greater than the 4.8% or 36.9 million ton drop in global steel production. Although consumption of iron ore and iron and steel scrap are not broken down by region in table 12, it seems almost assured that the pattern of 1990 continued into 1991: drops in use in the former U.S.S.R. and Eastern Europe were the overwhelmingly dominant declines and accounted for much, although not all, of the global decline, whereas among market economy countries as a group, there were upturns for both materials. On a global basis, it would appear that the slight shift in the ratio of pig iron to scrap in steel furnace charges noted in 1990 continued into 1991, this shift being toward a slightly larger proportion of pig iron with a corresponding decline in the share accounted for by scrap.

Jan 1, 1993

Contact Angle Measurements on Lignite Surface

Sep 13, 2010