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By Lyne Côté, Jose Adante

"The Caribou underground mine, 50 km west of Bathurst, the Restigouche open-pit mine, another 30 km west and the concentrator located at the Caribou mine site resumed operations in July 2007 after a nine year shutdown. The Caribou operations achieved commercial production on Jan 1. By June, 2008, all metallurgical targets had been achieved or surpassed with the production of lead and zinc concentrates assaying approximately 50% Zn and 45% Pb respectively with recoveries exceeding 80% for Zn and 70% for Pb.The deposit features very fine-grained massive sulphide mineralization, which in the past has proven difficult to process. ISA Mill Ultra Fine Grinding Technology in combination with conventional flotation technology is used to process these complex oresSeveral modifications arising from experience gained from past operations, an extensive research project at Lakefield Research and post startup flow sheet and reagent alterations have been employed to achieve this break through performanceThis paper describes the design, start up and optimization of the Caribou operations including the many challenges faced including the flotation of mineral particles with K80s ranging from 35µm to 8µm.HISTORICAL BACKGROUNDThe Caribou massive sulphide deposit was discovered by Anaconda geologist Cam Cheriton in 1959. Anaconda initiated an extensive underground exploration and discovered a super gene copper blanket which was developed into a small open-pit mine-mill operation that ran from 1970 until the depletion of the copper ore in 1974. East West Minerals, an Australian public company, purchased the mine in 1986 and operated for only seven months producing a single bulk lead-zinc concentrate. In 1995, Breakwater acquired the Restigouche Open pit and Caribou underground deposits. Breakwater began milling operations in July 1997 but Caribou Mine failed to commercialize production, and the company decided to shut it down in August 1998, because of declining metal prices. The mill was plagued by mechanical and design problems, but deficiencies in metal recoveries prevented the operation from reaching desired levels."

Jan 1, 2009

By Marc C. Bétournay

A mine production locomotive, the world?s first applied industrial fuelcell vehicle, has been designed and tested in the context of a number of proof-of-concept projects supported by the Fuelcell Propulsion Institute, an international consortium of stakeholders dedicated to facilitate the commercialization of fuelcell vehicles. The locomotive?s simple electric-powered motor and controller system was ideal to study a number of requirements related to fuelcell power application: hydrogen power plant operation, underground hydrogen use, risk and regulatory requirements, production performance versus the conventional battery-powered locomotive version under measured duty cycles and production requirements, power plant design improvements for other fuelcell vehicles, and cost-benefit aspects. This article will focus on the design and testing aspects of this project which has led to successful performance demonstrations of the vehicle under surface and underground conditions at two mines. It will also present information on the creation of a safe, reliable and efficient power plant which fulfilled its design objectives, including longer productivity time for a given vehicle fill-up.

May 1, 2003

By A. R. Miller, G. Desrivières, T. MacKinnon, H. Bursey, M. C. Bétournay, B. Replogle, D. L. Barnes, P. Laliberté

"A mine production locomotive, the world’s first applied industrial fuel cell vehicle, has been designed and tested in the context of a number of proof-of-concept projects supported by the Fuelcell Propulsion Institute, an international consortium of stakeholders dedicated to facilitate the commercialization of fuel cell vehicles.The locomotive’s simple electric-powered motor and controller system was ideal to study a number of requirements related to fuel cell power application: hydrogen power plant operation, underground hydrogen use, risk and regulatory requirements, production performance versus the conventional battery- powered locomotive version under measured duty cycles and production requirements, power plant design improvements for other fuel cell vehicles, and cost benefit aspects.This article will focus on the design and testing aspects of this project which has led to successful performance demonstrations of the vehicle under surface and underground conditions at two mines. It will also present information on the creation of a safe, reliable, and efficient power plant that fulfilled its design objectives, including longer productivity time for a given vehicle fill-up."

Jan 1, 2004

By K. Wongaew, R. F. Cook, J. E. Carlson, T. Cleys, C. R. Smith

Steel fiber reinforced concrete segmental rings are the final tunnel lining for approximately 85% of the alignment for a 6.706-meter (22-foot) internal diameter tunnel being built as part of the East Side Combined Sewer Overflow Tunnel Project. This paper describes the approach adopted for the design of the steel fiber reinforced concrete segments, the development of the performance criteria for the segments, and the testing program used to confirm the performance of the materials and segments in the laboratory and in the field.

Jan 1, 2007

By Randall J. Essex

Public and private owners of infrastructure projects face a number of real and perceived constraints when considering design-bid-build (DBB) procurement for underground projects. Thus, they may not be considering all of the available contracting approaches available to them. To the extent that the North American tunneling industry believes improvements can be achieved through better forms of contract, we have an opportunity and responsibility to bring these ideas to the owners of our projects. This paper offers suggestions for how we can climb out of our DBB Paradigm Sinkhole—and share some of the benefits of alternative contracting methods.

Jan 1, 2003

By Jon Y. Kaneshiro, Sean A. Menge, M. Luis Piek, Brian Barker

The Lake Hodges to Olivenhain Pipeline project is part of a 40-megawatt pumped storage project linking two reservoirs as part of the San Diego County Water Authority’s $939 million Emergency Storage Project. Seeking to expedite project completion, the project was advertised as Design-Build, a first for the owner. Awarded to Kiewit Pacific with Parsons as designer, the 1,750m (5,700ft) long, 4.25-m (14 ft) horseshoe tunnel was excavated with conventional drill-and-shoot technique. The mining method was well suited to deal with the shear zones, the very abrasive rock, and 13.3% and19.6% grades. At the apex of the alignment, a 60m (200ft) by 3.6m (12ft) diameter raisebore shaft with surge chamber to protect against pump malfunction was constructed. Upon completion of mining, the tunnel was lined with a 3m (10 ft) diameter high strength steel pipe. Scheduled to come on-line by January 1, 2008, the Lake Hodges to Olivenhain pumped storage project is valued at $108 million, delivering a reliable source of water in emergency situations and electricity-generating capability to meet the growing demands of the San Diego region.

Jan 1, 2007

By Jon Y. Kaneshiro, John S. Griffith, Anthony F. Stirbys, Mauricio Andrade

This paper presents an overview of the New Mississippi Tunnel Outfall for the Transportation Expansion Project (T-REX). The Outfall conveys highway and other urban drainage to the South Platte River as well as provides long needed relief from flooding problems in the southeastern portion of the Interstate 25 highway corridor. The Outfall tunnel incorporates a one-pass precast concrete segmented liner to convey storm water under I-25 then under Mississippi Avenue to the river. The Outfall crosses both the existing I-25 as well as the future improvements including under the Light Rail Transit, a new bridge abutment, widened lanes, and new retaining walls. The Outfall also crosses adjacent to several buildings and five bridges, under major traffic and utility intersections, and through difficult geology.

Jan 1, 2003

By Eugene Mirsky, Eloy Ramos, May ElKhattab, John Wise, Terrence Carroll, Jose Torres

In 2017, Nicholson Construction Company completed a $72.1 million design-build contract for Miami Dade Water and Sewer Department to replace an existing 54-inch diameter pre-stressed concrete force main that runs from the Virginia Key Central District Wastewater Treatment Plant, under the Biscayne Bay at Norris Cut, to Fisher Island. In order to install the new sewer pipe below the bottom of Biscayne Bay, a tunnel boring machine (TBM) was launched from a 42ft diameter and 89ft deep shaft on Virginia Key and a precast segmentally lined tunnel was constructed towards a 28ft diameter and 72ft deep retrieval shaft on Fisher Island. Both shafts were constructed through sand and highly permeable limestone, primarily the Fort Thompson Formation which is part of one of the most permeable aquifers in the United States and two different techniques were used to ensure a water-tight shaft at each end of the tunnel drive. The launch shaft structure was built using the secant pile technique, wet excavation and a tremie plug. For the tunnel break-in a soil freeze block was installed after the ground was treated with low mobility grout. The retrieval shaft was built using the Deep Soil Mixing (DSM) technique and excavated in the dry. Precedence of any other structure built this deep through hard layers (UCS over 3,000 psi) using this technique was not found. This case study addresses the challenges of constructing watertight underground structures in highly porous ground for launching and retrieving a TBM. Design challenges from complex asymmetric loading, selection and comparison of the construction techniques, the installation and excavation of both shafts, and their performance are also discussed herein.

Jan 1, 2018

By Robin Dill, Julian Prada, Kathryn Kelly, Brian Hann, Todd Moline

Narragansett Bay Commission’s (NBC) Pawtucket Tunnel Project includes construction of the 11,600-ft long, 30-ft ID, deep rock tunnel. This paper presents insight into the features and benefits of lump-sum, design-build that led NBC to select it as the project delivery method. The use of a design-build contracting process that included proprietary meetings to discuss and obtain feedback on Alternative Technical Concepts as well as to facilitate reaching consensus on modifications to the GBR-B is also described. The discussion includes features and benefits of design-build process that not only addressed NBC’s desired outcomes, but also allowed the Design-Builder to propose several innovative changes to the Base Technical Concepts included in the bid documents, and to develop a GBR-C that was compatible with their proposed means and methods of construction and addressed what they believed to be the more significant subsurface risks on the project.

Jun 13, 2023

By Rick Deschamps

The Block 76 project includes the demolition and redevelopment of an entire city block for mixed use retail, office and residential properties directly adjacent to Historic Temple Square in Salt Lake City, Utah. Excavation was carried out 65 ft below street grade and by as much as 50 ft directly below adjacent buildings supported by shallow foundations. Movements of the earth retention system and adjacent buildings were monitored in real time using automated equipment which complemented traditional geotechnical instrumentation. In the areas immediately adjacent to the existing buildings 9 stories or greater, anchored diaphragm walls were employed. Areas of the site not supported by diaphragm walls employed a soil nail wall system. Jet grouting was used for water cutoff in lieu of dewatering along the north and east sides of project. In total, the earth retention scope included 45,000 sq. ft of diaphragm wall, 104,000 sq. ft of soil nail wall, and micropile underpinning of 3 buildings. This paper provides an overall description of the Block 76 project. A detailed account is provided of the technical and commercial lessons learned. The project provided a unique example of how an owner can receive best overall value by acceptance of some technical risk up front. Benefit was gained by allowing the contractor to reduce contingencies within the bid from unknowns on a fast-track project.

Jan 1, 2009

By David P. Sauls

Design-build contract delivery provides unique opportunities for efficiencies in pile foundation design and installation. The Louisiana Department of Transportation and Development (LADOTD) US Highway 90 at Louisiana State Highway 85 (US90/LA85) intersection was contracted under the design-build delivery system, in part to take advantage of these efficiencies. As one of five projects recognized by the Design Build Institute of America (DBIA) when it honored LADOTD as its 2011 Transportation Owner of the Year in the highway/bridges category, the design-build method provided a way for this project to be ?shovel-ready?, which enabled the LADOTD to secure American Recovery and Reinvestment Act (ARRA) funding. This paper describes the benefits this project gleaned from the design-build process, which included synergy, schedule, design and construction efficiencies, and team building. Interlaced with design and construction of precast prestressed concrete (PPC) piling in compressible southern Louisiana soils, the design-build process rapidly translated computations to cost and schedule savings. A robust quality assurance program using Pile Driving Analyzer (PDA) equipment to evaluate pile set-up provided expedited acceptance of bridge bents and advanced construction schedule. Data evaluation includes analyses of PDA data obtained from 1-hour, 24-hour, 7-day, 14-day and 6-month restrikes of the project test pile.

By Curtis A. Pledger, H. Lee Wimmer, I. Michael Gowring

The Upper Diamond Fork Project, as part of the Central Utah Project Completion Act, conveys water six miles from the existing Sixth Water Aqueduct to the Diamond Fork Pipeline. During design, a Value Engineering team proposed a single-tunnel alignment that would be less destructive on the environment and might have a lower life cycle cost than the proposed design of two tunnels connected by two pipelines on steep hillsides. A decision was made to include this option in the bid process as a design-build alternative. The bid for this option was the lowest and a contract was awarded. During the TBM excavation a segment of tunnel wall caved in containing large quantities of water saturated with extremely high levels of hydrogen sul?de (H2S)gas (measured at 380 to 520 ppm in the air). The Central Utah Water Conservancy District (District) in consultation with Obayashi/Clyde (Contractor) quickly developed anew plan to finish the system by incorporating parts of the original tunnel/pipeline concept and re-bid the remainder of the project as a Phase 2 Design-Build contract.

Jan 1, 2003

By T. Plikas, T. Porretta, M. Al-Dojayli, B. Pretorius, J. Woloshyn, H. Ghorbani

"Water-cooled ducts represent an integral part of high temperature off-gas systems in metallurgical processes. Typically, off-gas enters these ducts at significantly elevated temperatures; therefore, water cooling may be required to maintain the duct skin temperature within allowable design limits. These off-gases are typically of high mineral content that could lead to dust buildup, and there is a possibility of slag buildup / molten metal splashing. Therefore, dust cleaning provisions may be necessary in order to remove or minimize accretion on the duct wall, which could otherwise impact the water cooling and the system process efficiency. These ducts may have complex geometry and experience a wide range of loading, including gravity loads, water and gas pressures, cyclic thermal loading and dynamic impact forces. Consequently, the thermo-mechanical assessment of such water-cooled ducts is critical and requires consideration phenomena such as high temperature gradients, potential nucleate boiling, thermal ratcheting and fatigue failures. Such assessment is not comprehensively covered by design-by-rule design codes and guidelines due to its complexity. This paper presents a successful implementation example of design-by-analysis methodology to improve the design and extend the life of a water-cooled furnace transition duct using Computational Fluid Dynamics (CFD) and Finite Element Analysis (FEA).INTRODUCTION Water-cooling represents an important part of high temperature off-gas systems in metallurgical processes. Typical temperatures of the off-gas in the furnace uptake are in excess of 1400°C, and thus there is a need to maintain the water-cooled duct and jacket skin temperatures within their material allowable design limits. Water-cooled channels have been used effectively in arc furnace roof design (Sosonkin et al., 1972; Smolyarenko and Khainson, 1988) and other furnaces as well as in furnace fuming jackets (Scholey et al., 1994). The design of these systems was based on one-dimensional analysis to ensure sufficient cooling is available under extreme furnace conditions (Smolyarenko and Khainson, 1988; Scholey et al., 1994). With advancement in furnace and fuming system designs, water-cooled duct designs have become more complicated in geometry. Numerical techniques, such as three-dimensional fluid flow and heat transfer modeling, are therefore needed to more accurately calculate water velocity, temperature and convective heat transfer coefficients in the water-cooled channels (Haywood et al., 2002; Henning et al., 2010). This is of particular importance around geometric corners where stagnant water flow may lead to local nucleate boiling at the critical heat flux, causing hot spots (Bergman et al., 2011). High wall skin temperatures increase the risk of failures due to thermal stresses as well as increasing corrosion rates (Gelfi et al., 2012), leading to costly equipment downtime and potential safety risks."

Jan 1, 2017

By Witold J. S. Ostrowski

Stabilization of water-bearing sediments by the freezing method for shaft sinking has been used for over 80 years on the European Continent. The real application of this method in Canada started with the development of the potash mines in Saskatchewan during the past fifteen years. The great depth to which it is applied creates a number of problems which have to be seriously considered by engineers in order to produce a safe and economical design. Freezing depth, thickness of the ice wall, number of the freeze holes, capacity of the freezing plant, pre-freezing time, etc., are the most important points which have to be established. Recent field experience in freezing to great depth in the Saskatchewan area is immensely interesting and important for further development of our potash mining and the application of the freezing method.

Jan 1, 1967

By Russel Delmar, Rick Everdell, Harry Charalambu, John Tait

Award of the Design/Build Agreement for construction of Ontario Power Generation’s (OPG’s) Niagara Tunnel Project was made after an intensive 8-month international procurement process. The 14.4-m diameter × 10.4-km long rock tunnel will divert 500 m3/s of water from the Niagara River to the Sir Adam Beck hydroelectric generating complex. The procurement process and Design/Build Agreement included features to address the owner’s requirements regarding risk allocation and cost and schedule certainty, while encouraging innovative ideas from the industry, both technically and commercially. The process included an international expression of interest and prequalification, followed by an invitation for design/build proposals to qualified proponents, and comprehensive proposal evaluations and negotiations with several respondent proponents. An honorarium was provided to the unsuccessful participants in the proposal stage. The resultant negotiated Design/Build Agreement includes Owner’s Mandatory Requirements, negotiated contract terms and conditions, performanceincentive bonuses and liquidated damages for schedule and water delivery performance, a multistaged Geotechnical Baseline Report, joint risk management, references to preexisting community impact agreements and measures to reduce impact on tourism. It also addresses regulatory approvals and permits, an owner controlled insurance policy that required reference to the International Tunneling Insurance Group (ITIG) Code of Practice for Risk Management as a condition of coverage, site specific safety, security and environmental plans, formal team building, a dispute review board, and escrow documentation.

Jan 1, 2007

By Cathy Aimone-Martin, Frank Achuff

The New Mexico Department of Transportation (NMDOT) and the Federal Highway Administration (FHWA) have let a contract to Sierra Blanca Constructors for a design / build contract along 38 miles US 70 in Lincoln County, New Mexico. The project will improve safety of travel along the corridor and facilitate the adopted economic development goals of the state. Proposed improvements include widening the existing highway from two lanes to four lanes, providing left turn lane options at selected locations, improving access for businesses and residences, aesthetically enhancing retaining walls, improving storm drainage and replacing the existing pavement with a 30 year mechanistic imperialistic perpetual pavement design. The US 70 Hondo Valley highway project is situated in a narrow valley with steep limestone walls, passes along a Scenic Byway and numerous historic ranching communities with structures that date back three centuries. The scope of work included requirements to monitor and mitigate blasting, noise, and vibrations. The contract was very presumptive with regard to blasting design and procedures. These included visual impact mitigation to treat and stabilize slope cuts, the Migratory Bird Treaty Act protecting roosting and nesting birds from airblast, and the protection of historic and cultural features such as acequias, wells, and structures. Public involvement affecting the rock blasting design has come from citizen task forces and committees concerned with highwall aesthetics and preserving the scenic byway and cultural resources. Constraints placed on the blasting program from agencies and the communities are often at odds. For instance, blasting must produce stable yet natural-looking walls to preserve aesthetics. Restrictions have been placed on pre-splitting and smooth-wall blasting yet safe slope are of the highest priority. This paper presents details of the design/build process undertaken by the contractors to conduct blast rock in an environmentally sensitive region. Blast designs consistent with good construction practices and used to comply with the many federal and state highway stipulations are described.

Jan 1, 2004

By Carl Johnson, D. R. Todd

The Blue Ridge Low Level Outlet (LLO) was a design/build contract to provide a secondary means of discharging water from the Blue Ridge Reservoir. The project involved driving a 3.25 m (11 ft) modified horseshoe tunnel by 293.5 m (963 ft) long utilizing conventional drill and blast methodology. The intake shaft and structure were constructed inside of a sheet pile cofferdam surrounded by a maximum of 20.1 m (66 ft) of water. The shaft was excavated 4.87 m(16 ft) diameter to a depth of 12.8 m (42 ft) below the tremie slab elevation. Steel lining, including a transition from 3.66 m to 2.74 m (12 to 9 ft) diameter and a90 degree elbow were installed in the inlet shaft and then backfilled with concrete. This paper will describe the RFP phase, the design phase, challenges of the underground construction and contractual challenges.

Jan 1, 2005

A set of six design principles for rock engineering was developed by Bieniawski: design objectives; minimum uncertainty; simplicity of design components; state-of-the-art practice; optimization; and constructability. These principles translate into a ten-step design process. Although this methodology was developed for rock engineering, it is applicable to any design process, feasibility study, etc. Diligent use of such a process will ensure that a defensible design or evaluation has been carried out. Recently a ?strategic conversation? process has been identified by Ilbury and Sunter that includes the following ten steps: scope; players; rules of the game; key uncertainties; scenarios; SWOT analysis; options; decisions; measurable outcomes; and meaning of winning. A comparison of these steps with those of the design process shows a remarkable correlation. This is perhaps not surprising since engineering design is a strategic up-front issue, and front end loading in a project is critical to achieve the expected project performance. Based on the close correlation between the strategic conversation and engineering design processes, a circular design process, rather than a linear process, is proposed. The ?circle of design? better reflects the importance of review and monitoring in the two phases of successful design and implementation?defining the design, and executing the design.

Jan 1, 2009

By Christopher J. Pacitto

This paper presents a case history of an engineered, monitored, and tested program that provided an effective and satisfactory basis for the completion of pile foundations for Twin Dolphins 1 at La Peninsula Condominiums located in the Isles of Capri in southwest Florida, U.S.A. An 8-story building (withl-story parking underneath) along with recreational facilities (such as a swimming pool and tennis courts) had been planned for final construction. Following an evaluation of various foundation alternatives, a precast prestressed concrete (PPC) pile-supported system was selected. The building foundations were designed for pile capacities of 445kN (50 tons) and 890kN (100 tons) in compression and 133kN (15 tons) in uplift. A test pile program was performed to provide site-specific pile driving data, verify design assumptions, determine production pile lengths, and evaluate pile driving criteria. A total of 24, 356 mm (14-in.) square, 19.8 m (65 ft) PPC concrete piles were driven and dynamically load tested utilizing a Pile Driving Analyzer (PDA) within the building limits. Dynamic monitoring during probe pile installation and restriking was performed to estimate the ultimate capacity of the piles and to evaluate driving stresses during installation. CAPWAP analyses were preformed on PDA data to better estimate pile capacity, resistance distribution, and predict pile freeze (increase in pile resistance with time) and thus optimized the production pile lengths. Upon completion of probe pile installation, 12 of the probe piles were tested using the Pile Echo Tester (PET) function of the Pile Integrity Sonic Analyzer (PISA). PET testing was performed to evaluate the integrity of piles which had exhibited high driving stresses during PDA testing. Information gathered during the probe pile driving program was effectively utilized as part of the overall quality control program to install a total of 539 PPC piles (including 24 probe piles) within the building limits at the project site to depths ranging from 9.1 to 19.8 m (30 to 65 ft) below the existing ground elevation as part of the foundation support system. Prior to installation of probe or production piles, a termination criterion was established using 1-dimensional wave equation analyses in addition to the design pile embedment requirement. The predicted pile capacities compared very well with the capacities from the CAPWAP analysis for probe piles. Use of geotechnical instrumentation and PDA assisted technology enabled each foundation support element to be constructed to its optimum capacity and at optimum cost. Furthermore, by using PDA the consultant was able to quantify a difficult to measure geotechnical phenomenon termed "pile freeze" which eliminated costly overdriving and unnecessary splicing of piles.

Jan 1, 2002

By Gregory A. Stephan

A case history of design, prediction, instrumented static load tests on probe piles, installation monitoring, and integrity testing of production piles is presented. Based upon project-specific subsoil conditions, as obtained from several 60 to 80 ft (18.3 to 24.4 m) deep test borings, deep foundation system alternatives included driven concrete and steel pipe piles as well as augered cast-in-place (ACIP) piles. High structural loads, site-specific constraints, and the production time frame mandated by the project owner led to the selection of an ACIP pile foundation system that was designed for a pile capacity of 75 tons (667 kN) in compression and 35 tons (309 kN) in tension. Site-specific concerns were raised about the highly porous nature of fragmented and decomposed sandy limestone as well as the high grout intake during construction that could result in increased foundation cost as well as interconnecting of the piles in the rock layer. Consequentially, a multi-phase ACIP pile evaluation program consisting of instrumented compression pile load tests, in conjunction with single-hole ultrasonic pile testing, pile echo testing (sonic testing), as well as full-time production pile monitoring by an experienced geotechnician was specified. As a result of this testing and evaluation program, while grout usage was determined to be within an acceptable range, the instrumented compression load tests yielded data that allowed use of 55 ft (16.8 m) long ACIP piles in lieu of the original plans to use 70 ft (21.3 m) long precast concrete piles. This information was effectively utilized as part of the overall quality control program to install a total of 268, 14 in. (356 mm) diameter ACIP piles within the building footprint to depths of 55 ft (16.8 m) below the pile cut-off elevation as part of the foundation support system. Information recorded during installation included rate of insertion/extraction of the auger, grout pump strokes and pressure, total grout volume, and grout factors, as well as quality and strength of grout. Additionally, many pre-selected installed piles were tested for integrity with a Pile Integrity Sonic Analyzer (PISA) using both sonic and ultrasonic methods. This engineered, monitored, and tested foundation solution provided an effective and quality intensive basis for completion and approval of the foundation work for the building that resulted in cost savings over other foundation alternatives for the owner.

Jan 1, 1999