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By Utku Gumus, Ertan Bostanci, Hanifi Copur, Ahmet Rüfai Bilgin, Ugur Altay

"Field observations on replacements of 12-inch constant cross-section double disc cutters in Tuzla Wastewater Tunnel excavated by an EPB TBM with 3.151 mm excavation diameter excavating hard rock are summarized. Cutter life is correlated to rock’s uniaxial compressive strength and Cerchar abrasivity index, and TBM operational parameters. Number of cutter replacements, average cutter replacement rates and types of cutter damages are summarized. The relationships between cutter life and rock properties and TBM operational parameters are analyzed by single variable regression method. Detailed analysis between chainages 1+200 and 1+982 km indicates that average cutter consumption rate is 35.7 m3/replacement (4.6 m/replacement). Cerchar abrasivity index and uniaxial compressive strength does not indicate any meaningful relationship with cutter life. Penetration per revolution and field specific energy might be used for predicting lives of constant cross-section double disc cutters. However, additional data is required to generalize the findings of this study. INTRODUCTION Cutter life / replacement and/or consumption rates in terms of cutter cost and replacement time loses is one of the most important parameters affecting excavation performance of mechanical excavators, especially of TBMs used very widely and equipped with usually disc cutters. Predicting cutter cost is a very important task in especially feasibility stage of tunneling projects. Basic parameters affecting cutter life can be classified into 3 general groups as geological and geotechnical, excavation machine (TBM) related, and operational parameters (Bilgin et al., 2013). The geological and geotechnical parameters are the most dominant ones among them. The machine related parameters should be arranged in accordance with the expected geological and geotechnical conditions for the best TBM excavation performance and minimum cost."

Jan 1, 2016

By Bjørn Nilsen

"INTRODUCTION/BACKGROUND Weakness zones or faults containing clay-rich gouge represent one of the most challenging rock mass conditions to be encountered during tunneling. In Norway, such conditions count for a large part of the rock support costs, and in cases where the rock support has been insufficient, serious instability and cave-in have in many cases been the result. Most commonly, such cave-in has occurred after water filling of hydropower tunnels, but in some cases it has also occurred in tunnels under excavation and in completed “dry” tunnels. To avoid instability, two important requirements have to be fulfilled: 1) The location of the weakness zone and its character have to be identified in time. 2) The rock support has to be sufficient to withstand the loading caused by the zone. An incident which really brought the problems related to swelling clay into focus was the cave-in at the Hanekleiv road tunnel in 2006. Here, rock fall from the roof as shown in Figure 1 occurred unexpectedly about 10 years after the tunnel was completed. Fortunately this happened at a time with very little traffic, and nobody was injured. This incident emphasized the significance of the issue of swelling clay, although it was found to be caused also by gravitational collapse of the clay-rich gouge material of the weakness zone, and not related to swelling only (Nilsen et al. 2007).In this paper, main focus will be on discussing the characteristic features of swelling clay, test procedures which are being used for characterizing swelling clay, and the reliability of the results from testing for use in support evaluation and design in conditions with swelling clay. It is generally well known that swelling clay may cause considerable pressure on support elements, but quantifying this pressure for reliable analysis and design of rock support is still a great challenge."

Jan 1, 2016

By C. Sampaio, C. Petter, M. Veras

"INTRODUCTION Use of sensor technology applied to the gravimetric beneficiation is intended for the selective preconcentration or separation of various minerals. Sensor Based Sorting (SBS) uses sensors to identify the particles and separate them by a mechanical process (flap) or pneumatic ejection valves (Wotruba et al. 2014). The principle of the SBS technology to separate mineral particles consists of three phases which cover feed,detection and separation. (killmann, 2009 Apud nienhaus et al. 2014). The applicability of the technique in an early stage of beneficiation enables free particles and poor grade to be a part of the process. The mass of tailings to be processed can be removed at the initial stage to save energy, water and equipment maintenance (Wotruba et al. 2014). Lindner (2010) suggested that the use of SBS technology would only will be possible if there exsists an electromagnetic interaction in all the wave spectra interacting with the solid ore. The interaction of electromagnetic waves depends directly on the characteristics of the material. The material receives a spectrum of electromagnetic waves by irradiation and this results in a reduced wavelength with differing types radiation such as fluorescence, reflection, remission, absorption, transmission and transmission. The frequency of the wave spectrum varies between 1000 and 1020Hz, illustrated by the data in Figure 1, which shows that each type of sensor emits a wavelength inversely proportional to the frequency ranging from 10-11pm to 104km, and the frequency that varies between EHz 103 and 1020kHz. The difference between the electromagnetic spectrum variations can only be visible to the human eye at wavelengths with intervals between 380nm and 780nm (Wotruba et al. 2014). One of the main advantages of operating with imaging sensors is the versatility of the images which can take on zero, one, two or three dimensions shown below as a point, a line, an area or a spatial image, as illustrated in Figure 2. According to Schubert (1988), to separate a mineral particle it is necessary to follow the characteristics of mineralogy, physics and chemistry with or without use of water. The use of new technologies can help reduce operating costs and improve utilization of mineral resources."

Jan 1, 2016

By Jon “Ike” Isaacson, Frank Perrone, Eric Prantil

"Tunneling through an urban environment carries many inherent risks to the immediate local infrastructure and subsequently to the project stakeholders. On the CQ031 Contract of the East Side Access Project in Queens, New York, twin 22.5’ diameter Herrenknecht Slurry TBMs were mined within close proximity to many infrastructure assets, with cover of less than half a shield diameter at times. Multiple public bridges and critical railroad infrastructure including catenary poles and signal towers supporting the busiest rail interlocking in the United States required underpinning systems. The support program for these structures was refined over the course of the four tunnel drives. It is the intent of this paper to show how the interaction between the temporary structures, instrumentation monitoring plan, and risk assessment program melded to provide a system which the owner, contractor, and designer relied on as a tool to ensure the project success without impacting the public surroundings. PROJECT BACKGROUND The East Side Access (ESA) megaproject located in New York City, N.Y is a multi billion dollar program for the Metropolitan Transit Authority Capital Construction (MTACC) with the main goal of bringing the Long Island Railroad (LIRR) commuter rail to Grand Central Station located in the heart of Midtown Manhattan. When completed, the project will significantly reduce congestion both into and out of Penn Station, the current terminus of the LIRR. In order to accomplish this, multiple contracts of varying scope are required to operate simultaneously in both Queens, N.Y and Manhattan. In 2009, the CQ031 Queens Bored Tunnels Contract was awarded to the joint venture of Granite Construction Northeast, Traylor Bros. Inc., and Frontier Kemper (G.T.F). The main scope of this contract was to excavate four segmentally lined soft ground tunnels underneath the Sunnyside Rail Yard in Queens, New York. Additional scope of work included the construction of a tunnel approach structure, electrical substation, and multipurpose ventilation and egress facility."

Jan 1, 2016

By Basar Arioglu, Mustafa Tanriverdi, Seok Jae Seo

"INTRODUCTION Istanbul is a unique megalopolis connecting two continents. Population growth and economic development require permanent solutions and continuous investments on the transportation infrastructure. While the average population growth rate in Turkey is around 1.3% per annum, Istanbul is growing at an even faster rate of more than 1.5%. Even more striking is the fact that car ownership in Istanbul is increasing 5% a year, which is four times faster than the population growth. Although Istanbul Metropolitan Municipality (IMM) has worked persistently to improve the quantity and quality of the public transportation system in the city through, in particular, extending the available rail system network, the need for extra roads has always fallen behind demand. To make things worse, Istanbul is divided by the Bosphorus Strait, the large waterway connecting the Black Sea to the north and Marmara Sea to the south, which leads to the Mediterranean. This waterway is crossed via two suspension bridges, the Bosphorus Bridge built in 1973 and the Fatih Sultan Mehmet Bridge built in 1988. Current daily traffic across the bridges is around 450,000 vehicles per day. Ever increasing cross-Bosphorus traffic demands require other routes to be in place a soon as possible. While a third bridge farther north is currently under construction, yet another tunnel crossing is coming to the end of construction and is planned to be in service by December 2016. Being implemented under a Build-Operate-Transfer (BOT) model, Istanbul Strait Road Tunnel Project (ISRTP, the Project) has been under the spotlight not only because of its distinctive technical characteristics but also because of its robust business model, exacting financial and legal arrangements, diverse stakeholders and challenging organizational management structure. The following paragraphs offer an overall view of the Project from inception to where it stands now and extend to the imminent operational phase, touching lightly on all major aspects of this challenging journey."

Jan 1, 2016

By Robert Marks, Enrico Dal Negro, Richard Schulkins

"In July 2012 construction started on the Grosvenor project, a five million tonne per annum underground longwall mine planned for Moranbah in Central Queensland. Grosvenor is located immediately to the south of the existing Moranbah North mine which has been in operation since 1998. EPBM technology is being used for the first time in Australia for excavation of a coal drift. The TBM was used to build two drifts on the project, one for the coal conveyor which will transport to surface, and another for people and equipment to access the underground once the mine’s operational (as shown in figure 1). The TBM will pass beneath a steel archway roof that has been installed at the drift’s entrance and begin drilling into the ground to build the seven metre diameter tunnel, descending at an angle of one in eight until it reaches the depth of the coal seam approximately 160 metres below.INTRODUCTION AND BACKGROUND The first TBM used in a coal mine was in 1962, a Wohlmyer, in Westerholt, Germany. A further 75 km of tunnels were excavated in coalmines within Germany between 1971 to 1983. This paper will review the Grosvenor Mine project (Grosvenor) owned by Anglo American Metallurgical Coal (Met Coal) includes the construction of a new underground coal mine and surface facilities on the northern boundary of the town of Moranbah in the Central Queensland Bowen Basin coal precinct. The contract to undertake the underground development works was awarded to Redpath in 2012. The scope of the Grosvenor Project was to construct temporary office and workshop facilities, install 2 portal arches, backfill boxcuts and infrastructure, excavate by EPBM method 967 m of 1:6 gradient Conveyor Drift and 1,258 m of 1:8 gradient Transport Drift, development of 2,520 m of pit bottom area roadways and development of 10,550 m of the first longwall tailgate. In the following figures 2 and 3, is possible to see the aerial view of the job-site."

Jan 1, 2016

By Erik S. Bernard

"INTRODUCTION Conventional steel bar reinforcement is used in many tunnel linings to provide high flexural and tensile load resistance. These Reinforced Concrete (RC) tunnel linings may suffer flexural cracking during service or, in the case of precast concrete segments, during production, handling, or installation. Cracks can lead to corrosion of steel reinforcement, so limits are placed on maximum acceptable crack widths to reduce the likelihood of corrosion during the intended design life (AFTES, 2013; MC2010, 2012). However, the relatively light level of reinforcement used in many applications can result in quite wide in-service crack widths, so either additional steel bar reinforcement is required to limit maximum crack widths, or fibers can be included to control crack widths. Numerous investigations have been undertaken into the efficacy of including steel fibers to reduce crack widths in conventionally reinforced members (Stang and Aarre, 1992; Abrishami and Mitchell, 1997; Bischoff, 2003; Dupont and Vandevalle, 2003; and Jansson et al, 2010), but steel fibers suffer the problem that they are at least as sensitive to corrosion at cracks as steel bars and therefore have similarly tight limits placed on acceptable crack widths (AFTES, 2013). An alternative means of maintaining narrow crack limits in RC members has therefore been sought. The current investigation was instigated following an observation that theories promoted as an explanation for the ability of steel fibers to reduce crack widths in reinforced concrete flexural members (Deluce et al, 2014) do not depend on the material composition of the fibers used but instead depend primarily on the tensile stress generated by the fibers across cracks. Since it is known that macro-synthetic fibers are capable of equaling the post-crack tensile capacity of steel fibers, it has been hypothesized that macro-synthetic fibers are also capable of reducing crack widths in reinforced concrete flexural members but with the added advantage that macro-synthetic fibers are completely immune to the effects of corrosion. Use of macro-synthetic fibers to reduce maximum crack widths in reinforced concrete flexural members subject to aggressive environmental exposure is more rational than use of steel fibers because steel fibers are very sensitive to the corrosive effects of environmental exposure at cracks. The current investigation was therefore undertaken to explore the potential use of macro-synthetic fibers to reduce maximum crack widths in reinforced concrete members subject to flexure. Barchip BC54 fibers were selected as they are one of the most widely used and competitive high performance macro-synthetic fibers currently available."

Jan 1, 2016

By Jim Salley, Mohammad Saleem, Indra Banerjee, Kevin Sapp

"On underground construction projects, effective Quality Management is essential for ensuring facility durability, life cycle performance and low maintainability. Furthermore, follow on contracts also rely on an effective quality management system for interface congruency. An effective Quality Management System (QMS) is also essential in mitigating risks and meeting schedule and budget performance objectives. For the past 15 years Central Puget Sound Regional Transit Authority’s Link Light Rail extension has successfully completed over 10 miles of twin bore tunneling and associated underground features including cross passages, deep sump structures and shafts. After the completion of each segment, lessons learned have successfully been implemented to improve the quality of delivered projects. This paper presents the Sound Transit QMS with regard to a number of project elements of tunnel construction projects, with specific focus on quality performance of slurry wall construction, TBM tunnel excavation assessment, segment production and segmental lining installation, and other associated construction features. A collaborated total QMS will be presented in this paper that will serve as a guide for successful implementation of Quality Assurance and Quality Control processes. INTRODUCTION Implementation of a robust Quality Management System reduces defects, errors and omissions, identifies and addresses nonconformance in a timely manner and increases stakeholder confidence in the project. In fact and effective QMS helps ensure that optimal project outcomes are realized both in terms of project delivery and life cycle performance. The two key components of QMS are quality control and quality assurance. Quality Control (QC) is the procedure implemented to achieve a certain level of quality and ensure that products, processes and services meet specific requirements. Quality Assurance (QA) activities are carried out to evaluate the effectiveness of the quality control measures and ensure that the QC process is working. A team obligation that recognizes that quality is built into every aspect of a project is the basic concept of a successful QMS."

Jan 1, 2016

By John Greenhalgh, Benoit De Rivaz

"1.INTRODUCTIONThis paper is based on the Lee Tunnel project, which is part of the Thames Water’s Tideway Project.The client Thames Water has employed a Joint Venture of Morgan Sindall/Vinci Grand Projets and Bachy Soletanche to undertake the design and construction of the project under the management of CH2M Hill at a value in excess of £635 million ($990 million). The 3 main elements of the tunnel project are the permanent lining to the shafts, the precast segmental lining, and the secondary tunnel lining. All 3 are reinforced with different types of Dramix steel wire fibers and each element will be described in this paper. This paper will explain the basic structural design of FRC (Fiber reinforced concrete) based on the post cracking residual strength and will describe all the steps of this project, the testing program realized to support innovative design and the main technical learning point. 2.BASIC CONCEPT OF STRUCTURAL DESIGN OF FRCStructural design of FRC elements is based on the post-cracking residual strength provided by fiberreinforcement. Other cases, like early age crack-control or fire resistance, are considered non-structural use of FRC. For structural use, a minimum mechanical performance of FRC must be guaranteed. Fibers can be used to improve the behavior at SLS (Service Limit State) since they can reduce crack spacing and crack width, thereby improving durability and they can be used to improve the behavior at ULS (Ultimate Limit State) where they can partially or totally substitute conventional reinforcement in most conditions. In the design process, the definition of the performance expected from the material is a key factor and the mix-design of the material has to be optimized for the required structural performance.2.1 Testing Method In order to ascertain the structural requirements requested for the FRC segments, preliminary testing on samples will be required and the effectiveness of the proposed solution will also be assured by the testing of full scale specimens. Structural design of FRC elements is based on the post-cracking residual strength provided by fiber reinforcement. For structural use, a minimum mechanical performance of FRC must be guaranteed. Nominal values of the material properties can be determined by performing a 3-point bending test on a notched beam according to EN14651 (figure 1) or by performing the ASTM C1609 beam test:"

Jan 1, 2016

By D. F. Doerr, E. Blalock, D. R. Bush, K. D. Cohen

"INTRODUCTION The design, development, fabrication, and test of cryogenic breathing apparatus is part of a much larger effort funded by the National Institute for Occupational Safety and Health (NIOSH) and managed through a Space Act Agreement with the National Aeronautics and Space Administration (NASA) at the Kennedy Space Center (KSC) in Florida. This effort is designed to create cryogenically based life support equipment that is responsive to the needs of miners as required by the Miner Act of 2006. Our goal was to design and build a liquid air based self-contained breathing apparatus (SCBA) that lasted 2 hours and would be used for the egress of miners during a mining accident and be refillable while worn. Therefore, the current report describes tests of an Advanced Cryogenic Breathing Apparatus (termed the ACryoBA) designed to provide miners egressing an emergency situation with a two-hour open-circuit SCBA. The ACryoBA utilizes low pressure cryogenic liquid air instead of high pressure compressed air commonly used in most commercially available SCBA. The ACryoBA can also be self-filled from strategically placed Cryogenic Air Supply and Fill Stations (CryoASFS) initially, and thereafter on the egress route approximately every 1 hour and 30 minutes with a 30 minute air reserve. The ACryoBA evolved originally from a one hour Liquid Air Pack (LAP) developed in the 1980’s for Space Shuttle Rescue forces allowing for longer duration and cool air (Figure 1). It was used successfully for many years, through the end of the Space Shuttle Program. The first attempt at a mine egress pack was the Cryogenic Breathing Apparatus (Figure 2). It was to have a low profile, two hours of breathing, attitude independence, and a simple rapid refill while in use. The CryoBA met the two hour criteria, but with difficulty due to excessive heat leakage caused by the dual 4 liter Dewar design. Much of the stored air was lost as it vaporized faster than it could be used. However, the pack was successful in demonstrating both attitude independence and a simple rapid refill capability. The ACryoBA project was designed to continue the progression and address the deficiencies in the CryoBA. The ACryoBA pack was designed to last 2 hours. It minimizes the heat leakage with a single Dewar and thereby requires less liquid air. The single Dewar design also minimizes weight, making it much more manageable by the user (Figure 3). The ACryoBA complies with 42 CFR part 84 NIOSH certification test requirements. One critical requirement for the ACryoBA is operation in positions other than vertical for periods up to 1/4 (i.e. 30 minutes) of the rated service life of 2 hours; this was accomplished by use of new technology called the “attitude independent pickup” which is abbreviated “AIP.” The AIP, developed by BCS Life Support LLC (patent #8,899,226), has a tube going from the top flange down through the center of the Dewar. At the end it has a flexible bellows and a weighted end. Due to the flexible nature of the bellows, the pickup at the end is free to rotate and follow the liquid level around within +/- 90o of vertical."

Jan 1, 2016

By L. Widdifield, R. Riggle

"In today’s challenging mining environment the “Big Picture” (Caterpillar, 2013) approach to mining is often neglected. With haulage costs approaching up to 45 % of the overall mining costs, all too often the load-haul-dump- return cycle is not investigated in its completeness. This paper will discuss the aspects of taking the time to observe an operation from the “Big Picture” approach. In today’s mining business miners, engineers, trainers, supervisors, and managers have ever increasing roles and responsibilities as never seen before in the past decade. The endless human resource, safety, environmental, cost control issues and performance initiatives, detracts from precious time that may have been dedicated to examining the day to day operation. Having examined numerous mining operations over the past several years, one common denominator is lack of time to properly observe operating practices in the field and recognize both positive and negative observations. The old fashioned vocation of observing the operation to assess the haulage, loading and maintenance processes to adjust, maximize or enhance operations have sometimes vanished. Four areas to be discussed in this paper: (1) Look at the “Big Picture”(Caterpillar, 2013), (2) Use common sense, (3) Areas identified for biggest improvements in the operations, (4) Observation of small details for big impacts to lower cost per ton and increased production. The objective of this paper is to provide low cost recommendations to lower cost per ton and increase production. INTRODUCTION Whether miners claim to have been around and experienced it all or the “rookie” on the mine site, miners are expected to execute the mine plan at the lowest cost possible. So why is it so difficult to execute this task? Shouldn’t supervisors just have to man the equipment, tell operators to have a safe day and tally up the numbers at the end of the shift? And let the technology system do the rest? So what could go wrong? Lots. Mining companies seek help from consultants, training departments, performance reporting systems and an arsenal of resources. Armed with all this information, the supervisors just hop in the pick-up and tell the shovel operator to speed up. Sounds simple enough. When the improvements don’t happen, what could have gone wrong? It comes down to people, the simple things that were not executed over the months previously and as a result today the mines performance is not where it should be. A mine is built by people. Managers who have the vision to develop the ore body in a manner that follows sound engineering practices. The infrastructure to mill the ore and support the equipment needed to move the material. Along the way equipment is procured and operators trained to run the gear. Engineers and geologists set up the design, the material movement, and haulage routes. Sounds easy to this point. So, why mine after mine is there this constant struggle to move more with less and get the costs down? Understanding how to make “Great Miners” out of these people is critical to lowering your cost per ton."

Jan 1, 2016

"Controlling dust generation and keeping it below permissible limits at the working face of a room and pillar mine is a challenge for mine operators. With the recent changes in the respirable-dust regulation, it has become increasingly difficult. The current most effective practice of dust control at a continuous miner face in an underground mine is the use of a flooded-bed scrubber. A study carried out by the National Institute for Occupational Safety and Health (NIOSH) stated that a flooded-bed scrubber, under its optimum condition, can achieve cleaning efficiencies between 58 and 90 percent. The performance of such a system can be maintenance intensive. Other industries face similar dust control issues. The University of Kentucky partnered with Toyota Motor Manufacturing for the development of a novel wet scrubber for capturing paint overspray, with capture efficiencies in excess of 98 percent and minimal maintenance. The aim of this study is to assess the ability of this novel wet scrubber to capture respirable dust in an underground coal mine. This paper presents the conceptual design and the computational fluid dynamics (CFD) modeling of this novel wet scrubber. It discusses the results of the CFD simulation performed on the novel wet dust scrubber. INTRODUCTION Dust generation from underground coal mining is an inescapable phenomenon. No matter the practices employed, it inevitably occurs. Elevated concentrations of coal dust are potential health and safety hazards. Although dust in an underground coal mine cannot be completely avoided, its influence can be mitigated through good engineering practices. The effect of dust on the health of mining personnel has had a significant impact. The prolonged exposure of airborne respirable dust (< 5 µm) can cause coal workers’ pneumoconiosis (CWP), silicosis, emphysema, and chronic bronchitis, collectively known as black lung (U.S. Department of Labor, 2014). According to the National Institute for Occupational Safety and Health, black lung has killed more than 10,000 miners between 1995 and 2004 (NIOSH, 2008). In addition to being a health issue, coal dust is also a safety issue to the underground coal miners. The generated dust, if not captured, is dispersed into the mine air through the ventilating air and deposited downwind on the return entries’ surfaces. In the event of a methane explosion, the coal dust, if insufficiently diluted with rock dust, triggers a coal dust explosion which is much more severe than a methane explosion and causes more damage (Kenneth et al, 2006). The Jim Walters No. 5 Mine and the Upper Big Branch Mine disasters which together killed 42 people and resulted in damage worth millions of dollars in property are the examples of coal dust explosions (U.S. Department of Labor, 2001 & 2010)."

Jan 1, 2016

By Karel Rössler, Petr Vítek

"The Ejpovice tunnels in Czech Republic were built by EPBM in soft Clyashale, and in weathered profile with low soil overburden. The segmented liner at the cross-passage openings required support, which would not interfere with the EPBM clearance envelope during the scheduled pull back of the EPBM through both tunnel tubes. For that reason support frames or radial bolting could not be used. Steel rods inserted into the neighboring segments during the ring assembly, and later grouted were tested and realized as an innovative solution. The paper presents practical experience gained with the segmented liner support during cross-passages construction. INTRODUCTION An innovative solution using the grouted dowels was developed and realized for sixteen cross-passage openings of the twin Ejpovice Tunnels, whose construction was part of the railway track Rokycany – Plzen modernization. The following paper described practical experience gained with the innovative support of cross-passage openings, which was realized by short steel dowels grouted within the segments of the EPBM segmented liner. The paper is a continuation of the paper published in WTC 2015, which described the design aspects of the grouted dowels support, while the following paper concentrated on the production, and the performance of the dowel support observed during the breakout for the cross-passages openings. The connection by grouted dowels was patented by Metrostav, a.s. Company THE EJPOVICE TUNNELS CONSTRUCTION The Ejpovice tunnels construction started in 2013. The start of the high speed train operation through the tunnels was planned for 2018. The project was funded by the state government with the support of European Union funds of up to 70%.The tunnels were excavated with one EPBM (Earth Pressure Balanced Machine) with the external diameter of 9.89 m. The segmental liner inner diameter was 8.7 m, and thickness of 0.4 m. First, the South tunnel tube was excavated from the East portal, then the EPBM was pulled back through the South tunnel, and the excavation was started from the same portal for the North tube. After the South tube was freed from the EPBM excavation operations the cross-passage construction started. Due to the short time schedule, in the North tube the cross-passage construction started while the tunnel was still under construction. Therefore, the cross-passage construction was performed concurrently with the segments transportation, and with the EPBM pull-back through the tunnel. There were 8 cross-passages along the tunnels with a maximum distance of about 500 m, Fig.1."

Jan 1, 2016

By Z. Sample

"INTRODUCTION This past year commodity prices continued their dip with increased volatility causing market values to slide another 16% putting increased pressure on even the largest companies to improve their free cash flow.[1] Without a recovery in commodity prices in sight, companies must find a sustainable method to improve returns in the current economic climate. In an effort to improve plant sustainability, the mineral processing industry is investing in advanced automation technologies and innovative processing methods that are both more reliable and more efficient than ever before. One such breakthrough technology is Heap Leaching (HL). This method of extraction has certain advantages over traditional metallurgical methods making previously unsustainable operations economically feasible. While HL is already seeing use in the gold and copper industries among others, recent developments may allow for the use of HL to process primary sulfide ores which make up about 80% of today’s ores.[2] For this reason, this emerging technology is poised for exciting growth. Unfortunately, as with any process change, the implementation of HL projects requires significant training on both the control system as well as the underlying process, and further, due to the complex nature of the HL process, this can be a particularly difficult task. DEMOGRAPHIC TIME BOMB Even before the implementation of these new technologies, the availability of the skilled workforce has already become a significant problem for the mining and mineral processing industries. From a survey of 912 mining professionals, Stratum International found that a mere 0.4% of senior level candidates were between the ages of 25 and 34 and a similar proportion aged over 75 years.[3] This indicates that there is both a deficiency of young skilled workers and a skilled workforce that is retiring earlier than the previous generation. Combined with data published by the US Department of Labor stating that the median age of the mining workforce is approaching 50 years old, research suggests that up to 50% of skilled mining and mineral process professionals are expected to retire in the next 5 years, leaving with their irreplaceable knowledge and experience.[4] While it is projected that the labor pool will be sufficient to fill open positions, the real question is if this young workforce will have necessary skill sets and experiences. In addition to a rapidly aging workforce and an inexperienced labor pool, a study done by the Oil and Gas Journal showed that it takes about 7 years, on average, for new workers to achieve a level of competency that permits them to assess risks and appropriately make decisions.[5] Not only is this figure is in direct conflict with the typical tenure of 5 years in one position meaning that the thinly spread skilled labor will be required to become senior staff before they are able to achieve competency in their current role, this also means that these millennials are not given the opportunity to become competent in their role before the retirement of the more experienced workforce."

Jan 1, 2016

By A. Jolly, A. R. Kumar, T. Novak

"Coal dust in an underground mining environment has always been a health and safety issue, especially with longwall faces. Efforts to integrate a flooded bed scrubber within a longwall shearer are underway at the University of Kentucky (UK) in order to reduce worker exposure. Small scale physical modeling, along with numerical modeling and full-scale experimentation, are engineering tools being used by the authors for simulating operating conditions underground. Recent advances in affordable 3D printers offer a means for fabricating accurate, scale models for obtaining timely insights prior to building large, expensive test setups. Comparing scale-model results with those of numerical modeling, such as computational fluid dynamics (CFD), lends guidance and confidence in a proposed design. This paper discusses the small scale physical modeling of a longwall shearer with an incorporated flooded-bed dust scrubber in its operating environment. A tracer gas was used in the model in lieu of dust to measure dust-capture efficiency. Results obtained from the physical model are presented and compared with those of CFD model. The small scale model and the CFD results demonstrate good agreement. Dust capture results show the usefulness of the approach in advance of actual design implementation. INTRODUCTION Dust generation is an undesirable, but innate, byproduct of all mining processes. It is particularly problematic in underground coal mining, where coal dust poses potential hazards from two fronts – health and safety. Coal workers’ pneumoconiosis (CWP), commonly referred to as black lung, is a chronic lung disease that results from the long-term overexposure to respirable coal dust. Although the prevalence of CWP has steadily and significantly declined over the three decades following the Federal Coal Mine Health and Safety Act of 1969, a study by the National Institute for Occupational Safety and Health (NIOSH, 2008) indicates that significant health hazards associated with respirable dust still exist within the coal mining industry. In addition to being a health hazard, coal dust can also create a potentially catastrophic safety hazard. Dust that is not captured or removed at its source is suspended and transported throughout a mine by the ventilation airstream. This float dust is subsequently deposited on all mine surfaces along its travel path. Without adequate application of rock dust to these surfaces, forces from a localized methane ignition can reintroduce settled coal dust into the airstream creating an explosive mixture. Therefore, capturing and removing coal dust at its source mitigates the probability of two major hazards that continue to plague the mining industry."

Jan 1, 2016

By C. Heckman, M. S. Moats, A. Luyima, W. Cui

"Nucleation and growth of copper on 316L stainless steel from synthetic acidified copper sulfate was studied in the absence and presence of chloride ions and/or organic additives – HydroStar® 4208, DXG-F7® and Cyquest® N-900 – using a potentiostatic technique. The current–time data obtained at 0.16V versus the SHE were analyzed using nucleation and growth models. Scanning electron microscope (SEM) images of deposits produced at 300 A/m2 show that the addition of 20 mg/L chloride ions increased the size and reduced the number of copper nuclei. Potentiostatic current–time data from the electrolyte without organic additives, and confirmed by SEM images, indicate progressive nucleation with two-dimensional growth under diffusion control. None of the organic additives studied at a concentration of 2.5 mg/L with 20 mg/L chloride changed the nucleation and growth mechanism, but the additives increased the number and reduced the size of copper nuclei, leading to more uniform coverage of the stainless steel substrate.IntroductionElectrowinning of copper is an important process in the manufacture of high-purity copper metal. Approximately 20 percent of the world’s refined copper is produced from acidified copper sulfate solutions by electrowinning (Schlesinger, Sole and Davenport, 2011). In many plants, copper is electrodeposited on AISI 316L stainless steel substrates for a period of 6-7 days, after which the copper is stripped from the blanks. Even though the deposition time for a commercial copper electrowinning circuit is around one week, it is critically important to control the nucleation, growth and nature of the initial deposit (Sun and O’Keefe, 1992).Deposit morphology and structure are influenced by the real current density at the electrode surface. The real current density across the cathode surface is made uniform by proper design of the electrowinning cell and electrodes and careful operational practice. Even with good design and control, some current maldistribution occurs. The outcome of severe current maldistribution is poor deposits that affect product quality and/or increase energy consumption. To combat current maldistribution and create a larger operating window in terms of current density, temperature and copper concentration, small amounts of organic smoothing agents – traditionally, guar products – are added to copper electrowinning electrolytes. Moreover, these additives inhibit the growth of copper nodules and lead to improved deposit quality by producing bright, smooth and dense cathodes.Recently, the use of polysaccharides, such as HydroStar 4208 and DXG-F7, and polyacrylamides, such as Cyquest N-900, has been reported in commercial electrowinning tankhouses as replacements for guar (Ashford, Clayton and Sandoval, 2012; Robinson et al., 2013; Sandoval, Morales and Bernu, 2010). However, little information has been published on the effect of these new organic additives, especially regarding the nucleation and growth mechanisms of copper electrodeposits in their presence."

Jan 1, 2016

"The Ohio River Bridge East End Crossing Tunnel requires a 75-year service life of its cast-in-place reinforced concrete lining. This twin-tube 3-lane (each tube) highway tunnel is about 55-ft wide and 30-ft high. Since unified tunnel service life prediction methodology does not exist in the US, challenges occurred during the design-build phase of this project. These challenges include the methodologies in determining the reinforced concrete’s degradation mode, the lining’s surface chloride concentration level, the reinforcing steel’s critical chloride threshold value for corrosion, how to verify the concrete’s diffusion coefficient, and the durability impact from concrete crack width. This paper presents a methodology in verifying the proposed concrete mix can achieve the service life requirements. This methodology can be adopted for service life prediction for future tunnels to be built in the US. INTRODUCTION The Ohio River Bridge East End Crossing (ORBEE) Tunnel is part of a Public Private Partnership project, which connects transportation network between Louisville, Kentucky and southern Indiana. Located in Louisville, Kentucky, the twin-tube highway tunnel provides northbound and southbound lanes of the Kentucky approach to a new bridge across the Ohio River. Tunnel lengths are approximately 1,675-ft and 1,685 for the northbound tube and the southbound tube, respectively. Connected by two cross-passages, both tubes have a roadway width of 40-ft, for 3-lane traffic, and a vertical clearance of 26.5-ft.The tunnel was constructed by drill and blast method with shotcrete and rock dowels as initial ground supports. The final tunnel lining system includes: •,Nominal 16” cast-in-place reinforced concrete lining, with 2” and 3” concrete covers over reinforcing steel for its extrados and intrados, respectively. •,20” cast-in-place reinforced concrete invert slab, with 4” and 3” concrete covers over reinforcing steel on its top face and bottom face, respectively. •,PVC waterproofing system around tunnel perimeter, excluding invert slab. •,Perforated PVC groundwater collection pipes on both sides of the tubes and one below the invert slab of each tube."

Jan 1, 2016

By Gilles Recher, Jörg Riechers, Albert Lueghamer

"INTRODUCTIONIn view of a global trend towards urbanization, more and more trunk sewers and combined sewer overflow tunnels (CSO) with medium to large diameters and the corresponding link sewers are currently built and under design. Shielded tunnel boring machines using segmental lining as tunnel support represent an efficient solution for construction of new wastewater and supply tunnels. Especially in the field of sewers, the durability of concrete structures both exposed to any groundwater present on its exterior and to aggressive waste water as well as gases on its interior is a key requirement. Despite thorough research on segmental lining and mechanized tunneling machinery, conventional thermoplastic liners show comparatively minimal progress in terms of practical advancements. This is in contrast with the development of the latest segment embedded high density polyethylene (HDPE) system. Based on experiences achieved, this paper discusses the latest development of an integral protective lining system in respect of material characteristics and its adaptability to both project and customers’ demands. Reviewed performances, as the bondage behavior of the embedded HDPE system at axial stress loads due to acting thrust cylinders during ring build as well as the ability to drain pressurized water behind the embedded membrane, tested at full scale segments, are also presented. The paper is round off by presenting first details of sewer projects endeavoring to utilize this cutting-edge solution for an integral concrete protection, which will be commenced beginning of 2016.CASE HISTORIES ENCOURAGE ADVANCEMENTS Past experience has shown that unprotected concrete surfaces as well as chemical based linings such as coatings, sprayed linings and cured in-place-systems cannot reach the desired life times. Also the fact that in deep tunnel sewer system hardly maintenance is possible, a durable and maintenance free system is required which only can be reached by applying mechanical anchored HDPE (CPL)."

Jan 1, 2016

By P. T. Bissert, L. Yan, M. D. Klein

"Federal regulations require that refuge alternatives (RAs) are located within 305-m (1000-ft) of the working face and spaced at one-hour travel distances in the outby area in underground coal mines in the event that miners cannot escape during a disaster. The Mine Safety and Health Administration mandates that RAs provide safe shelter and livable conditions for a minimum of 96 hours while maintaining the apparent temperature (AT) below 35°C (95°F). The National Institute for Occupational Safety and Health used a validated thermal simulation model to examine the mechanisms of heat loss from the RA to the ambient mine and the effect of mine strata composition on the final internal dry bulb temperature (DBT) for mobile tent-type RAs. The results of these studies show that most of the heat loss from the RA to the ambient mine is due to radiation (51%) and conduction (31%). Three mine width/height configurations and three mine strata compositions were examined. The final DBT inside the RA after 96 hours varied less than 1°C (1.8°F) for the three mine width/height configurations and less than 2°C (3.6°F) for the three mine strata compositions. INTRODUCTION Following a mine disaster, workers will try to escape the mine. If their escape is futile, they can take shelter in a refuge alternative (RA). In 2008, the Mine Safety and Health Administration (MSHA) mandated RAs in mines to ensure that a safe and livable shelter is provided for a minimum of 96 hours, and that the apparent temperature (AT) does not exceed 35°C (95°F) inside the RA [1]. An ongoing concern with RAs is the potential to exceed this limit. The temperature rise inside an RA is due to the metabolic heat released by the occupants as well as heat released by the carbon dioxide scrubbing system. The National Institute for Occupational Safety and Health (NIOSH) tested a 10-person tent-type training unit RA in its Safety Research Coal Mine (SRCM) to investigate heat buildup in RAs. The 10-person capacity for the tested RA is based on 1.4 m2 (15 ft2) of floor space per miner. NIOSH-developed simulated miners, which are heat input devices that generate both sensible and latent heat, were used to represent the metabolic heat generation of an average miner (117 W) for testing in the SRCM. It was found that the number of occupants in an RA may need to be reduced based on the ambient mine temperature, which varies from mine to mine [2]. To further research temperature rise inside an RA, ThermoAnalytics, Inc. (TAI) was contracted by NIOSH to perform thermal simulations of the tested 10-person mobile tent-type RA. TAI developed a thermal model of the SRCM using RadTherm software, which incorporates a human thermal model (HTM) to represent the equivalent metabolic heat loss of a miner within the RA’s enclosed environment. The thermal model was previously validated by comparing simulation results with test results [3]. During a mine disaster in which miners would have to take shelter in an RA, mine ventilation may not be available. As such, mine ventilation was off for both the testing in the SRCM as well as in the simulations. This paper discusses the heat loss mechanisms and the effects of mine strata composition and mine width and height associated with a ten-person tent-type RA."

Jan 1, 2016

By Ergin Arioglu, Werner Burger

"SUMMARY The Istanbul Strait Road Crossing Project includes a 3.34 kilometer subsea tunnel excavated by TBM with an excavation diameter of 13.71 m. The tunnel will incorporate two road decks, each employing two traffic lines and shoulder with the daily capacity of 100,000 light vehicles. The tunnel alignment crosses full face rock sections with heavily fractured zones due to tectonic events as well as a long central stretch of difficult mixed face and very variable soft ground conditions. The demanding ground conditions and the large diameter in combination with realized face pressures well above 10 bar required a highly specialized and well adapted TBM. The paper describes the project challenges and the related technical solutions incorporated within the TBM design as well as the real site experience. INTRODUCTION In 2013, a 13.71 m diameter Mixshield was manufactured in Germany for the Istanbul Strait Road Crossing Project. The delivery of the TBM in late 2013 was a major milestone for the Istanbul Strait Road Crossing Project, also known as the Eurasia Tunnel Project. The Eurasia Project (www.avrasyatuneli.com.tr/en) consists of a 14.6 km route including a 5.4 km tunnel segment in its central part crossing the Bosphorus. The 3.34 km subsea section of the tunnel was excavated in closed mode using a Mixshield TBM. The remaining tunnel length is constructed by sprayed concrete lining (SCL) method followed by a cast in place (CIP) lining or by cut and cover (CC) structures for the TBM transition boxes (Figure 1, right). Other project sections on the European and Asian side consist of upgrading and widening surface access roads towards the tunnel. Conceptual ideas of connecting Asia with Europe via a tunnel crossing the Bosphorus have been around for an extended time and only became realistic towards the end of the 20th century based on significant technical developments in mechanized tunneling. Feasibility studies for a new Bosphorus crossing in 2003 and 2005 confirmed and suggested a road tunnel in its present alignment as the preferred solution. Following an international tender process the Ministry of Transport, Maritime Affairs and Communications of Turkey assigned ATAS, a special purpose company formed by Yapi Merkezi (Turkey) and SK E&C (South Korea), to design, build and operate the Eurasia Tunnel Project. The Implementation Contract was signed in February 2011. In 2012, Herrenknecht AG was selected as the supplier for the 13.71 m Mixshield TBM."

Jan 1, 2016