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By Jonathan Ruiz Lizardo, Met-Chem Canada Inc., Flavio Ccuno, Constante Umipig, Ewald Pengel, José Ruiz

"Cerro de Maimón is located in the Dominican Republic on the island of Hispaniola approximately 75 kilometers northwest of the capital city, Santo Domingo. The processing facility consisted of two separate processing plants for oxide and sulphide ores. The oxide plant processed oxide ore bearing gold and silver ore using cyanide leaching and Merrill Crowe processes, while the sulphide plant produced a copper concentrate using conventional flotation. Cormidom is a commendatory example how mineral processing facilities can co-exist in balance with the environment. In 2014, natural occurring copper oxide contamination with finer grained copper-zinc sulphide mineralisation was expected to dominate the sulphide ore body. In anticipation Cormidom contacted the original plant designer Met-Chem to assist in overcoming this challenge. Test work indicated that increased flotation time and subsequent very fine grinding were required. Met-Chem provided the detailed engineering and Cormidom proceeded with the expansion project internally. Currently Cormidom has processed the sulphide ore successfully by implementing flotation modifications. This paper describes the history of Cormidom, test work on the “new” ore body, modification in process design in the Cu-Zn sulphide flotation circuit, construction and implementation.INTRODUCTIONCorporación Minera Dominicana (CORMIDOM) was a wholly owned subsidiary of GlobeStar Mining Corporation (a Canadian based minerals exploration company) with extensive exploration of base and precious metals in the Dominican Republic. In 2007-2008 CORMIDOM constructed the Cerro de Maimom project. The company was subsequently sold and purchased by Perilya Limited from Australia in 2013. Cerro de Maimón is located in the Dominican Republic on the island of Hispaniola approximately 75 kilometers northwest of the capital city, Santo Domingo. It is near the town of Maimón in Monsenor, Nouel Province (see Figure 1)."

Jan 1, 2016

By Björn Johansson

"SUMMARY Every tunnel designer has to consider the power of water ingress when designing a new tunnel. Either you choose solutions with simple methods to divert the ingress water or a robust system with the intention that it will give gain on low maintenance costs and a long lifetime. This article describes a new method to divert ingress water in a robust way and more economical than traditional concrete lined tunnels. This system is based on a bolt grid suspending a water tight membrane, which is reinforced and covered with sprayed concrete. The method has been in limited use in Sweden since 2005 and with continuous improvement, still going on, it is now applied for the large project “Stockholm Bypass”, a 21km long highway project. TUNNEL MAINTENANCE RELATED TO WATER INGRESS The Swedish Transport Administration maintain approximately 190 various tunnels that is constructed by a number of different methods, (Swedish Transport Adm 2015). Commonly the ground conditions are good and fairly low ground support is needed. Contrary water and winter conditions can be sever, which gives high impact onto the tunnel design and in particular methods to protect against “frost and water ingress”. During a tunnels lifetime it is common that maintenance related to water ingress occurs several times and sometimes frequent occasions every year. Such maintenance costs and consequences of lost open time for the tunnel can rapidly become higher than the initial cost of the tunnel. Thereby it is obvious that spending time during design to evaluate requirements for a suitable system against water ingress is preferred. Icicles Icicles are formed when water is below freezing degrees and drips or run from an ingress point. At very cold conditions also water flows running at high velocity freeze into ice and a rapid growth can appear. If the integrity of the tunnel traffic area is interfered by icicles they urgently have to be removed before they cause an accident. Typically the tunnel or a part of the tunnel must be closed to do such maintenance. TUNNELS FROST AND WATER INGRESS PROTECTION IN SWEDEN In Sweden methods to perform “frost and water ingress protection” are primary developed for drill and blast tunnels as it is most common tunneling method. The foundation Swedish Rock Engineering Research has done a comprehensive report SveBeFo Rapport 77 that describes water and frost prevention in Swedish tunnels up to year 2005. Below is only slight description of those various methods. Lately some more attention is paid to concrete lined tunnels made by TBM since TBMs successfully built water tight tunnels in City Tunnel (Malmö) and Hallandsås Project. When environmental demands require maintained ground water levels, water tight tunnels made by pressurized concrete lining becomes more economical and on the same time also becomes protected from icicles and water drips."

Jan 1, 2016

By A. Bhagavatula, M. Rezaee, M. J. Kiser, R. Q. Honaker

"A field study of the coal preparation plant fleet in the eastern United States was undertaken to determine if quantify of rare earth elements (REEs) present in the product streams are large enough to justify further concentration. Representative composite samples were taken from the clean product, coarse refuse, and fine refuse streams from 20 coal preparation plants. Each stream was then separated into various size and density classes and analyzed for ash and REE contents. The large database showed that coarse refuse contained the largest amount of REEs, although the ratio of heavy to light REEs was greater for the clean coal products. The concentration of REEs was also compared to that typically seen in the earth’s crust. This enrichment ratio ranged from approximately 1.5 to more than 4.0 as the ash content varied. The database also showed that a linear correlation existed between La and Ce for many REEs of interest, although there were several notable exceptions for some of the high-value REEs. INTRODUCTION Worldwide energy demand is expected to grow by as much as 37% by 2040 according to the International Energy Agency (2014). This growth, coupled with a decrease of the reliance on coal to generate energy, means that it is more important than ever for countries to secure the materials necessary to meet its energy projections. For the United States, the U.S. Energy Information Administration (EIA) predicts that total domestic electricity use will increase roughly 25%, from 3,836x109 kWh in 2013 to 4,797x109 kWh in 2040 (EIA, 2015). In the EIA’s reference case, coal’s contribution to electricity generation drops from 39% in 2013 to 34% in 2040. On the other hand, renewables share of electricity generation grows from 13% to 18% for the reference case. Compared to its current state, renewable energy electricity production is predicted to grow as little as 50% to as much as 121% over this time period, depending on the economic case being examined. This growth will largely be seen in the wind and solar sectors (EIA, 2015). The focus on viable renewable energy resources will be crucial to the future of fueling American growth. Many of the renewable energy technologies, such as wind turbines and photovoltaic films, rely on materials and supply chains outside of the United States. The lack of a reliable and low-cost domestic supply could pose a threat to the growth of the renewable energy markets in the United States. This potential vulnerability recently led the United States Department of Energy (DOE) to create a Critical Materials Strategy Report. In this report, 15 elements were identified as critical for the continued growth of the renewable energy market. Eight of these elements were rare earth elements (REEs). Five REEs (dysprosium, neodymium, terbium, yttrium and europium) were identified as highly critical and vulnerable to shortages (Bauer et al., 2012)."

Jan 1, 2016

By A. Moergeli, Philip Sander, John Reilly

"SUMMARY While the basic elements of risk management, including probability, consequences, risk registers, mitigation measures, etc., are now well understood, the process to include correlation, dependencies and linkage of risks and risk scenarios is less well defined and not well understood. To perform accurate and complete risk analysis and risk management, it is necessary to include correlation, dependencies and linkage between risk events, as well as risks that may occur multiple times. In this way, owners and contractors can more accurately determine risk-based costs, risk impacts and risk mitigation strategies. This paper will outline methods to deal with correlation, dependencies and linkage and will consider risks that may occur multiple times. Practical result comparisons – with or without these elements – will be presented. INTRODUCTION We believe the reader is familiar with basic concepts of risk, risk management and mitigation and the use of probabilistic cost-risk processes versus deterministic ones (Reilly et al. 2015; Sander et al. 2015). The probabilistic approach, compared to the simpler and more common deterministic approach (unit prices times unit costs plus a contingency), offers more useful information with respect to the range of probable cost as well as cost “drivers” and better quantifies the effects of risks, opportunities and variability – which improves understanding, leading to a better potential for profit (or loss) for contractors and added value for owners. In this context, a valid and sufficient quantification of correlation, dependencies and linkage of risk events, plus the impact of risks that may occur multiple times, is essential. Components of Cost Estimates – Base Cost, Risks and Other Uncertainties The components of cost that need to be correctly addressed in an estimate include (Moergeli et al. 2015): •,Base costs – the costs that will result if “all goes according to plan” (Reilly 2004) •,Risk costs – the resulting costs of threat and opportunity events, if they should occur •,Escalation costs – costs resulting from normally expected inflation with variability •,Other uncertain costs – costs that result from other events, normally external to the project team’s control, which may include unanticipated events, politically related changes and “black swan” events (Talib 2007)"

Jan 1, 2016

By William C. B. Gates

Demolition blasting next to an active railroad can be very challenging because of track safety, blasting vibrations, potential track fouling by blast debris, and short work windows on a live track. Recently, in eastern Washington, one of the major railroad companies has been aggressively constructing a second main track to accommodate the expected increase in rail traffic of natural resource products. To accommodate construction of the second line, the railroad company used blasting demolition techniques to remove an old railroad trestle pier on the Milwaukee Road that was in the footprint of the new track bed. The trestle bridged the present rail line and flanked the track with two massive 550-ton (499 tonne) twin-columned steel reinforced concrete piers. The railroad contracted with a specialized contractor to remove the south pier using blasting demolition techniques. The blasting design presented the following challenges: blasting during live track conditions and short work windows; designing a V-notch blast pattern to ensure the pier fell away from the live track; drilling, loading, and timing of the shot; maintaining blasting vibrations at the track below 4 in./sec (102 mm/sec); maintaining ambient overpressure noise below 133 dB; control of fly rock and debris; and track protection and emergency debris removal plan.

Jan 1, 2016

By Kevin Vander Tuig, Tim O’Rourke, Rick Vincent, Doug Lopata, Kellie Rotunno, Dan Dobbels

"The Northeast Ohio Regional Sewer District (NEORSD) was required under the Federal Clean Water Act and U.S. Environmental Protection Agency’s (U.S. EPA) Combined Sewer Overflow (CSO) Control Policy to develop a Long Term Control Plan (LTCP) to reduce or eliminate overflows from its permitted CSO outfalls. The LTCP was completed in 2002. Key components of the plan include: 26 miles (42 km) of deep storage and conveyance tunnels providing a total CSO storage volume of 325 million gallons (MG) (1.2 billion liters); over 30 miles (48 km) of consolidation sewers to route CSO control flows to the tunnels; and associated diversion/inflow control structures and drop shafts. Final design and construction of the initial phases of the LTCP are completed or underway. Advanced planning of the final phases began in April 2013. This paper summarizes this advanced planning process and, specifically, how hydraulic performance and tunnel design and construction considerations were balanced to eliminate unnecessary projects and shafts, reduce implementation risks, and reduce program costs by approximately $650 million. BACKGROUND The Northeast Ohio Regional Sewer District (District) serves an area of approximately 350 square miles (SM) (907 km2), including combined (81 SM; [210 km2]) and separate (269 SM [697 km2]) sewer systems that discharge to three wastewater treatment plants in the greater Cleveland area. The service area, shown in Figure 1, is divided into three districts—Easterly, Westerly, and Southerly—each having its own interceptor system and treatment plant, ranging in wet weather treatment capacities from 100 to 735 million gallons per day (MGD) (378.5 million to 2.8 billion L/day). The system includes 124 permitted combined sewer overflow (CSO) outfalls overflowing into the region’s tributary streams, Cuyahoga River, and Lake Erie."

Jan 1, 2016

By Gordon Clark, Basar Arioglu, Zlatanic. Sanja, Nasri Munfah, Togan. Tolga

"The 13.2 m external diameter double deck Istanbul Strait Road Tube Crossing is one of the most challenging underwater tunnel projects in the world. Subjected to 11 bars of hydrostatic pressure, variable geology, and being in a very active seismic area, the execution of the project required innovative solutions, sophisticated construction techniques, and prudent risk management approach. The 5 km tunnel consists of 3.4 km TBM bored tunnel, 1 km twin NATM tunnels, and cut and cover sections. The project is being delivered in a Build-Operate-Transfer (BOT) contract in a public-private partnership. The technical challenges, coupled with financial and commercial risks required the implementation of sophisticated risk management tactics including the provision of Independent Design Verification. Presently, the project is in its advanced stages of construction with a recent successful TBM breakthrough on August 22nd 2015. The paper presents the technical challenges of the project from the design, construction, and risk management aspects and provides the status of the construction. PROJECT BACKGROUND The $1.245 billion Istanbul Strait Road Tunnel Crossing project, dubbed the Eurasia Tunnel, is one of several major infrastructure projects being implemented in the Republic of Turkey in a public-private partnership approach. The project provides a direct and easy connection between the Anatolian (Asian) side of Istanbul and the heart of its historical district on the European side across the Bosphorus Strait which connects the Black Sea with the Sea of Marmara. Upon its completion in 2017, the project will improve connections to a wide network of motorways on both sides, increase capacity across the Bosphorus by 100,000 vehicles a day, reduce congestion and save motorists an average of 45 minutes of commuting time in each direction, and bringing significant economic benefits to the city and the region; it will ease traffic across the strait, reduce congestion, decrease pollutants and emission while maintaining the historical silhouette of the city. Figure 1 provides a general view of the project location and alignment. The overall project consists of three parts totaling 14.6km. Parts 1 and 3 consist mainly of widening existing motorways, providing connections to existing roads, reconstructing local bridges and underpasses on the European and Anatolian sides respectively. Part 2 is the tunnel crossing across the Bosphorus; it is the most complex part of the project with the greatest challenges and risks. Part 2 is 5.4 km long consisting of 3.4 km of 13.2m external diameter TBM bored tunnel under the Bosphorus Strait, 1-km of twin NATM tunnels on the Asian side, cut and cover transition boxes in the Asian and the European sides and depressed approaches on both sides. In addition, this segment includes the toll plazas, ventilation buildings, and the tunnel control and maintenance facilities."

Jan 1, 2016

By D. Berberick, G. Sturgis, M. Board, B. Strickland

"Hecla Limited is nearing completion of the Lucky Friday Mine No.4 shaft located in Mullan, ID. The shaft is collared at the 4940 level of the mine and will have a final mine level depth of 8620, or 9,590 feet below the surface. After reaching the 7400 mine level the shaft encountered ground deformation higher then allowed for in the design for a circular shaft excavation and concrete lining. This additional ground deformation required portions of the shaft concrete liner to be reinforced with frameless, steel liner plate. To eliminate the installation of the liner plate from the remaining shaft development, the design of the shaft excavation starting at the 7650 mine level was changed to an elliptical cross section based on the overall stress field orientation as well as the orientation of the structure of the host rock surrounding the shaft. The elliptical cross section was instrumented to confirm the shaft excavation and lining was performing as designed. This design change has allowed the shaft to continue to the planned 8620 mine level without the need to install liner plate in the shaft or change the overall functionality of the shaft or the Lucky Friday life of mine plan.INTRODUCTION Hecla’s Lucky Friday Mine is a deep, underground producer of silver, lead and zinc in the Coeur d’Alene mining district of northern Idaho (Figure 1). Primary access into the mine is via the Silver Shaft, a 5.5-m (18-ft) diameter, concrete lined shaft sunk to an original depth of 1,890-m (6,200-ft). Current production is from the Gold Hunter vein system, approximately 1,525-m (5,000-ft) northwest of the Silver Shaft.Lucky Friday’s #4-Shaft is a 5.5-m (18-ft) finished diameter, internal shaft, or winze, being sunk to the north of the Gold Hunter vein system, from the mine’s 4760 level, 1,743-m (5,720-ft) below the surface, to the 8620 level, 2,923-m (9,590-ft) below the surface. The shaft is designed to provide access to the deep, high-grade zones of the Gold Hunter in order to increase the mine’s production and operational life. Design and engineering began in 2006, with construction starting in the fourth quarter of 2009."

Jan 1, 2016

By G. Kleyn

"Sub-standard practices and their adverse impact on safety performance remain a challenge in the South African gold mining industry. The purpose of this study was to investigate the root causes of sub-standard practices and the effect on safety performance in South African gold mines. The focus of the study was on the underground production operations at a gold mine in the Free State. The study consisted of three parts: a personal investigation into the causes of sub-standard practices at the mine, a comparison with the results of a cultural study performed at the West Wits mines, and a behavioural survey.The studies described in this article yielded similar results in terms of the key drivers behind sub-standard practices. It was found that substandard practices had a number of causes, and the origin lies within the habits, attitude, and behaviour of employees. Current methods of addressing sub-standard practices and improving safety performance were found to discourage employees from performing work safely and according to procedure. It was concluded that the lack of critical behavioural habits for the given work environment and job title could possibly be the primary reason for the occurrence of sub-standard practices. IntroductionSince the implementation of the Mine Health and Safety Act, 1996 (Act 29 of 1996) and the Mine Health and Safety Regulations, the South African mining industry has been striving to improve health and safety performance and has placed great emphasis on adherence to mine standards.The Act requires employers in the mining industry to report accidents, incidents, and dangerous situations to the Regional Principal Inspector of Mines in their area. The data provided by employers is captured and analysed by the South African Mines Reportable Accident Statistical System (SAMRASS) and made available for public viewing (Department of Mineral Resources, 2011).A review of the national mine-related accident statistics shows clearly that the South African gold mining industry has improved its safety performance markedly over the past decade, but is still facing major challenges (Figure 1). These include meeting the Mine Health and Safety Milestones (Department of Mineral Resources, 2011)."

Jan 1, 2016

By Seth Pollak, Jon Hurt, Mark Havekost, David Vardiman, James Schick

"INTRODUCTION The Long Baseline Neutrino Facility (LBNF) Far Site Conventional Facilities are proposed to be sited at the Sanford Underground Research Facility (SURF) located within the former Homestake Gold Mine in Lead, South Dakota. The project involves excavation and support of three large caverns which will house four 10 kT fiducial volume liquid argon (LAr) neutrino detectors and cryogenic equipment, as well as numerous ancillary connecting drifts and chambers. This paper describes the geological setting of the project, the geotechnical investigation undertaken nearly a mile underground and the challenges associated with collection of reliable data in a high stress and geologically complex environment. The layout for the new facility will be presented, along with a description of some of the constraints that will impact construction, including shaft access and working within an operating research facility. THE LBNF PROJECT The global neutrino physics community is coming together to develop a leading-edge, dual-site experiment for neutrino science and proton decay studies, the Deep Underground Neutrino Experiment (DUNE). The facility required for this experiment, the Long-Baseline Neutrino Facility (LBNF), will be an internationally designed, coordinated and funded program, comprising the world's highest-intensity neutrino beam at the Fermi National Accelerator Laboratory (Fermilab) in Batavia, IL and the infrastructure necessary to support massive deep underground cryogenic detectors 800 miles (1,300 km) downstream at the LBNF Far Site at the Sanford Underground Research Facility (SURF), in Lead, South Dakota. The Deep Underground Neutrino Experiment is expected to achieve transformative discoveries, making definitive determinations of neutrino properties, the dynamics of the supernovae that produced the heavy elements necessary for life, and the possibility of proton decay. Neutrinos created by the LBNF beamline will travel on the 1,300 km (800 mi) path shown in Figure 1 leading straight through the earth's crust to intercept DUNE's massive, cutting-edge neutrino detector at the Sanford Lab. No tunnel is needed as neutrinos pass easily through soil and rock rarely interacting with the matter. The DUNE far detector will consist of four modules, each of which will be housed in a cryostat containing 17,000 metric tons of liquid argon target material, providing a 10kT fiducial volume. The LBNF Far Site Conventional Facilities project will excavate and fit out a set of four caverns 4850 ft underground in which to place them."

Jan 1, 2016

By Ingo Kaundinya

"INTRODUCTION Tunnels are important elements of the German federal road network which have to cope with an increasing traffic load especially of heavy goods vehicles. In order to ensure a high availability and safety level for these key infrastructures, big efforts are required by owners and operators in order to keep all infrastructures up to date. This mainly relates to current European regulations regarding tunnel safety (Directive 2004/54/EG) [1] and their national implementation, which must be fulfilled by many existing tunnels. In this context the German Federal Government spends more than 1.1 billion € for the structural and operational retrofitting of more than 120 existing road tunnels. As many of these projects have recently been finished or are still under progress, experiences and best practices could be reported. After the description of current requirements in national standards regarding structural fire protection, the paper gives an example for an upgrade of a tunnel’s fire protection by installing an additional fire protection system, which is a quite costly measure. Another possibility to fulfill current requirements regarding structural fire protection could be the numerical proof of sufficient bearing capacity of a structure. The influence of different fire loads and fire durations on the bearing capacity of typical road tunnel structures have been investigated in a research project funded by the German Federal Ministry of Transport (BMVI) and coordinated by the Federal Highway Research Institute (BASt). The results of this research project have been used to define a procedure how to investigate existing tunnels regarding structural fire protection. Finally, the research results have also been the basis for a current update of national standards for tunnel construction. REQUIREMENTS REGARDING STRUCTURAL FIRE PROTECTION The structural fire protection design of road tunnels is usually based on temperature-time curves of exposure to fire, for simplicity called ""fire curves"". The fire development after fire growth is illustrated with fire curves. Fire curves can be subdivided into a heating-up phase, a fully developed fire phase, and if applicable, into a cooling-off phase (cf. Figure 1). During the fully developed fire, the fire remains at a certain temperature level."

Jan 1, 2016

By K. M. Mohamed, I. B. Tulu

"Failures of coal ribs are major hazards in underground coal mines. For the period of 2010 to 2014, rib falls were the leading cause of groundfall fatalities and accounted for 35% of all groundfall-related fatalities. Currently, the National Institute for Occupational Safety and Health (NIOSH) is conducting a research project to develop an engineering-based design methodology for rib control in coal mines to reduce rib fall accidents and fatalities in underground coal mines. Numerical models can be used as part of the design methodology provided the models are appropriately calibrated and verified. The paper presents a coal rib model to simulate the mechanism of the coal deformation and fracturing that can lead to stress-driven rib falls. The proposed coal rib model was calibrated against published data from an instrumented rib site at the West Cliff mine in Australia. Fracturing of the coal rib was defined by critical values of shear strain of the coal material and rib displacement. A critical plastic shear strain of 2.8% and a sudden increase of rib displacement of 30 to 45 mm were sufficient to develop a fracture plane in the rib model. Accordingly, a discontinuous rib deformation was achieved and it compared favorably against field monitoring data. INTRODUCTION Coal ribs are the vertical walls of coal formed when entries are developed in a coal bed. Failures of coal ribs are a major hazard in underground coal mines. Furthermore, failing ribs can contribute indirectly to roof and floor instability by increasing opening widths across intersections and entryways. Over the last 18 years, there has been a continual occurrence of injuries and fatalities in underground coal mines due to rib falls. For the period of 2010 to 2014, rib falls (excluding longwall face and bursts) were the leading cause of ground fall fatalities and accounted for 35% of all groundfall-related fatalities [1]. Despite the threat of rib falls, the amount of rib falls and rib support research conducted in the U.S. is limited compared with what has been done in pillar and roof support design. Currently, the National Institute for Occupational Safety and Health (NIOSH) is conducting a research project to develop an engineering-based design methodology for rib control in coal mines to minimize the number of rib fall accidents and fatalities in underground coal mines."

Jan 1, 2016

By Nasri Munfah, Raymond E. Sandiford

"Superstorm Sandy (Sandy) created a storm surge that inundating many of the tunnels that pass beneath the Hudson and East Rivers. The tunnels are vital infrastructure links for the economy of New York City and the northeast region. The sea water, which contains highly reactive salts, caused significant damage to electrical and mechanical systems. In addition, the salt water inundation left corrosive precipitants on the tunnel linings and on and within electrical duck banks. After the salt water was evacuated from the tunnels, condition assessments were performed using a state of the art approach involving high resolution laser scanning, digital imaging, and thermal imaging. These scans were performed prior to hands on inspections. The damage assessment concluded that, although the tunnel structural linings were not damaged, the interior elements of the tunnels needed major rehabilitation to arrest the continual deterioration of the structures. This paper details the state of the art approach used for these tunnel inspections. INTRODUCTION On October 29, 2012 Super Storm Sandy flooded a large number of both transit and vehicular tunnels in the New York Metropolitan area. The region’s transportation network was severely disrupted. The storm damage is estimated to have been in excess of $30 billion, and with the tunnels out of service, the local economy was losing hundreds of millions in economic activity. Restoration of these tunnels was a very high priority and the resulting expedited restoration process did not always provide adequate time for comprehensive condition surveys. This resulted in many of these surveys being conducted after service restoration. Inspecting highly trafficked transit tunnels is challenging and the logistics of working in short night outages led to a rethinking of the conventional inspection approach. Traditionally, visual and tactile methods are first used to inspect tunnels and then quite often followed by LiDAR (Light Detection and Ranging) scanning and perhaps infra-red scanning. For multi-mile tunnels, the time required to visually map tunnel features can be quite extensive. By performing the scanning first and then performing the visual and tactile inspections, one is able to use the scan data to identify the specific areas that need detailed inspections. This approach was used quite successfully for a number of the NYC tunnels."

Jan 1, 2016

By Takuya Tani, Tomoyuki Aoki, Kazuo Saskai

"The authors have proposed a unique methodology in the evaluation of rock mass stiffness for the range of five to twenty meters ahead of the tunnel face, with the use of small diameter inclinometers. The inclinometers are installed at the tunnel crown at a pre-determined constant interval, about one meter behind the face in order to obtain the slight change in inclination angles during tunnel excavation. This method was developed as a daily control measurement such that the geological condition and its possible change ahead of the face could be detected early by monitoring the trend of inclination angles. This paper describes the results of the ground stiffness ahead of the tunnel face evaluated at a mountain tunnel construction site. This stiffness is evaluated automatically and displayed visually by the current system equipped with a result display screen, together with a warning message against a weak zone when detected. 1. INTRODUCTION In a conventional planning of a mountain tunnel, according to the Japanese Standard (JSCE, 2006) seismic refraction surveys from the ground surface are performed and tunnel support patterns are then designed based on the seismic wave velocity. The resolution of the velocity profile estimated by this technique, however, is poor as the tunnel overburden becomes large. The tunnel face is therefore often encountered by unforeseeable fault zones or weak rocks. Such an unpredictable weak zone occasionally causes the collapse of the tunnel face. Clarifying the forward geological information during excavation is hence significant for safe and well-controlled construction. According to the geological conditions ahead of a face, auxiliary methods typified by forepiling and face bolting could be preliminarily prepared for prompt execution. For the purpose of acquiring forward geological information, pilot borehole drilling and seismic reflection methods represented by the TSP (Tunnel Seismic Prediction) or HSP (Horizontal Seismic Profiling) are often applied. Those exploration are carried out near the tunnel face for a couple of days. This often leads to the interruption of excavation procedure and has no small effect on the construction schedule. On the other hand, some forward ground prediction methods in the daily control measurement have been developed e.g. by Schubert et al. (1995). In this method, tunnel displacements in the direction of the tunnel axis are used together with the crown settlements. We have tested their method at a few of our tunnel projects and found difficulty in the evaluation of the forward ground condition due to insufficient resolution of the axial displacement measured by a total station theodolite that we usually use for the tunnel measurement. We have therefore developed a novel methodology of monitoring slight inclination at the tunnel crown near the face, so that the forward ground conditions can be predicted and evaluated as part of a routine measurement procedure."

Jan 1, 2016

By Ho-Sung Yoon, Jyothi Rajesh Kumar, Jin-Young Lee

"Global population is a key factor in future energy requirements, especially considering the important elements of global energy resources, electricity production, the accessibility/non-accessibility of electricity, greenhouse gas emissions and the states of nuclear reactors. Everyday human requirements depend on industrial products, and industries need a considerable amount of electricity to run. Nuclear fuel is inexpensive and bolsters industrial growth. As uranium reserves are being consumed rapidly, an alternative source of energy in the nuclear industry is thorium. Here, primary energy supplies by various sources from 1993 to 2011 as well as estimates of future needs to 2020 are discussed. This study finds that primary energy sources are mainly fossil fuels, renewables sources, and nuclear and hydro energy. In addition, growth depends on increases mainly in renewable sources.Recovery of thorium from its ores by using hydrometallurgical routes were described and discussed. The final part of this paper was presented a case study of the thorium extraction from Korean monazite ore leach liquors by using Prieme JM-T diluted in A150 diluent as an extractant system. And possible separation of the thorium from rare earths (REs) and base metals were calculated by measuring of separation factors and finally, the recovery of thorium from loaded organic of Prieme JM-T was established.THORIUM IS FUTURE NUCLEAR FUEL?Global energy consumption is increasing everyday with the high population growth, high industrialization of numerous countries and the higher level of good and services consumption that follows it. If we look at specific sectors of the economy, oil consumption grew by 0.8 million barrels per day, globally, whereas the increase was 0.4 % for natural gas and coal 1.8 % for nuclear power and just under 2.0 % for hydroelectric power (Asheley 2009). Use of renewable sources of energy for power generation and transportation increased by 3% in 2014 (BP 2015)). Thus alternative source of energy must be identified and developed to meet this increasing demand. Thorium is a potential one for the nuclear industry."

Jan 1, 2016

By D. R. Nagaraj, Napoleon Tercero, Raymond Farinato

"Dialkyl dithiophosphinates are a unique class of collectors used in the flotation processing of Cu- Au, complex polymetallic, and precious metal ores. They are known to exhibit higher selectivity and flotation rates for Cu sulfides, galena, and precious metal values in the presence of other gangue sulfides, than the traditionally used collectors such as dialkyl dithiophosphates and xanthates. They also have an attractive HSE profile. Historically, for most reagents used in flotation, practical methods of chemical usage have preceded detailed scientific understanding of how they work; this applies also to dithiophosphinates. Recently, however, the research community has shown significant interest in this chemistry, and numerous studies have been conducted to understand the fundamentals of interactions of dithiophosphinates with several base metal sulfides and precious metals. A critical overview of fundamental studies, laboratory ore flotation, and plant practice of dithiophosphinates is given in this paper. The findings from these studies are rationalized by drawing on concepts and insights from coordination chemistry. A comparison between the interactions of dithiophosphinates and dithiophosphate analogues with various minerals and metals is also made throughout. We believe that such a critical analysis/overview will be invaluable in identifying gaps in knowledge regarding this important set of compounds, which in turn may provide a basis for the design of studies that can advance understanding of their flotation performance. INTRODUCTIONDialkyl dithiophosphinates are an important member of the class of thiophosphorus compounds that are widely used in flotation beneficiation of base metal sulfide and precious metals ores. Ore flotation studies and plant practice experience have demonstrated their unique properties compared to the traditionally used sulfide collectors such as dialkyl dithiophosphates (their closest analogues) and xanthates. The predominant dialkyl dithiophosphinate used in the industry today is sodium diisobutyl dithiophosphinate (a.k.a. DIBDTPi; AEROPHINE® 3418A1 introduced by American Cyanamid in the late 1970s; Figure 1). The widest application of AEROPHINE 3418A is found in complex polymetallic ores of Cu-Pb-Zn-Ag, Pb-Zn-Ag, and Cu-Zn where it has demonstrated improved recoveries (and flotation rates) of sulfide minerals of Cu, Pb and Ag and selectivity against sphalerite, iron sulfides, and penalty elements (Mingione, 1991). More recently, it has also been used as a collector in the processing of Cu, Cu-Ni, and Ni ores (Guitard et al., 2015) and Cu-Au ores (Dunne, 2005). In general, it is considered to possess the collecting power of xanthates together with the selectivity (against pyrite) of dithiophosphates (Hope et al., 2003a, 2003b), while requiring lower dosages than those reagents (Guitard et al., 2015). AEROPHINE® 3418A has also found an important place in several targeted formulations to improve flotation performance. Other benefits of this reagent include higher flotation rates, having a better HSE (health, safety and environmental) profile2 compared to xanthate, and exhibiting resistance to hydrolysis and oxidation (Guitard et al., 2015). Compared to diisobutyl dithiophosphate (DIBDTP), which is known to contribute significantly to frothing (often leading to over-frothing), AEROPHINE® 3418A is observed to be froth neutral (i.e. it does not alter the existing froth characteristics). As is the case for other flotation reagents, the design and application of AEROPHINE® 3418A has preceded understanding of its behavior at a fundamental level. Recently, there have been numerous fundamental and application studies designed to develop a better understanding of its interaction with sulfide minerals and precious metals. This should help in optimizing its application in flotation and provide a basis to better rationalize its unique selectivity and activity characteristics. Past studies on the interacti"

Jan 1, 2016

By V. G. Papangelakis, G. A. Moldoveanu

"One of the major commercially viable secondary sources of rare earths elements (REE) are the ion-adsorption ores, containing 0.05-0.3 wt% rare earth oxides physically adsorbed on the surface of clay minerals formed during weathering of lanthanide-rich rocks. Although ion-adsorption deposits are substantially lower grade than other types of rare earth sources, this is offset by the easier mining and processing costs and the low content of radioactive elements. The conventional extraction route involves ion exchange leaching with monovalent cation solutions (usually ammonium sulphate) under ambient conditions; during the process, the lanthanides are desorbed and transferred into solution, being replaced by the exchange cation. While ammonium ions are known to perform best, there is increased environmental motivation to investigate alternative lixiviants in order to minimize ammonium sulphate impact via reducing its use without considerable loss in rare earth recovery.The objective of the present research was to screen various cations salts (alkaline and alkalineearth metals present as sulphates, chlorides and acetates, respectively) in order to comparatively evaluate lanthanide desorption levels and provide a theoretical base of the observed behaviour. The overall aim is to gain a better understanding of how both cation and anion may affect the overall REE recovery from ores in order to provide alternative processing routes. The distinct exchange capabilities of cations were explained in terms of differences in cation hydration enthalpy within the same group, i.e. Cs+ > NH4 + > K+ > Na+ > Li+ and Ba2+ > Ca2+ > Mg2+. For the same cation, it was determined that REE extraction efficiency follows the order sulphate > acetate > chloride, based on dissimilarities in constants of formation values. Various process implications scenarios will be described based on using mixed cations and anion matrices."

Jan 1, 2016

By G. Morin, S. Amira, F. Chiesa, B. Duchesne

"The effect of heat treatment on the stress corrosion cracking (SCC) resistance of A206 aluminum alloy was studied using the breaking load test according to ASTM G139 standard. This method uses the residual strength measurement from tensile test specimens previously stressed axially while exposed to the 3.5% NaCl alternate immersion test according to ASTM G44 standard. The residual strength after exposure is used as a measure of SCC degradation. The performed heat treatments were conventional natural aging T4 and artificial over-aging T7 tempers in addition to artificial aging T6 temper added for purpose of comparison. These tests showed that A206-T4 has a good resistance to SCC at pre-loads up to 100 MPa while A206-T7 was prone to SCC for pre-loads of 0 and 50 MPa, and showed total loss of ductility for pre-load of 100 MPa. Both A206-T4 and A206-T7 pre-loaded at 150 MPa showed poor resistance to SCC. A206-T6 showed the worst susceptibility to SCC as it lost all mechanical resistance at the end of the alternate exposure to 3.5% NaCl solution, even without any applied pre-load. Metallographic analyses showed that the resistance of A206 alloy to SCC is mainly affected by the transition from pitting to intergranular corrosion attack. The initiation and the propagation of intergranular corrosion attack might be assisted by high stress concentrations in the pits, particularly for pre-loads higher than 100 MPa. The transition from pitting to intergranular corrosion can also be promoted by hydrogen evolution from growing pits, which supports crack propagation by hydrogen embrittlement.INTRODUCTIONA206 aluminum-copper casting alloy offers ones of the best mechanical properties among the aluminum foundry alloys. This alloy belongs to the 206 alloy family developed in 1970s as an alternative to the highly resistant and ductile but more expensive Ag containing 201 alloy (Tiryakioglu, 2009). A206 showed also good low cycle fatigue strength (Sigworth, 2002). These properties made A206 alloy a strong candidate for some vehicles lightweighting applications. In spite of its interesting properties cited above, A206 alloy was rarely used in critical applications due to its tendency for hot tearing and stress corrosion cracking (SCC). Studies of A206 hot tearing behavior showed that this tendency can be reduced by improving castability and by grain refinement (Sigworth, 2002). The optimisation of the casting design can also prevent the tendency toward hot tearing. The SCC of aluminum-copper alloys arises from their susceptibility to localised corrosion, especially in chloride containing media. The localised corrosion in Al-Cu alloys is caused mainly by their heterogeneous microstructure, where the presence of many phases leads to the formation of micro-galvanic coupling with the matrix. However, most of the studies aimed at investigate the SCC of Al-Cu alloys concerned the wrought ones, especially the AA2024 alloy tempered in the T3 (or derivative) condition and few studies concerned the 206 and cast alloys in general (Alexopoulos, 2009 and 2016; Campestrini, 2000; Vogt, 1998; Talamantes-Silva, 2008; Zhang, 2003). Jean et al. (Jean, 2009) studied the effect of heat treatment on SCC behavior of B206 alloy using alternate immersion technique and grain boundary attack method and did not find direct correlation between the two methods. Another study showed that aging of 206 alloy may make a casting susceptible to SCC (Sigworth, 2002). However, these studies did not provide detailed information about the mechanisms of SCC of 206 alloy, as well as the effect of the stress intensity. The present work investigates the effect heat treatments and the stress intensity on the morphology of the corrosion attack and the SCC behavior A206 aluminum alloy. This study uses the breaking load test according to ASTM G139. This test utilizes direct tensile specimens and was developed to give a more quantitative measure of the SCC performance of resistant aluminum"

Jan 1, 2016

By A. Haghighat, B. Lattimer

"Mine face ignition due to a high levels of methane is one of the most common fire incidents in underground coal mines. This work exams ignition scenarios in continuous miner headings. Depending on the magnitude of the ignition or resulting fire, the ventilation curtain in the continuous miner (CM) heading may be damaged or dislodged, affecting the ventilation into the area. A computational study was conducted to investigate the effects of different levels of damage to the ventilation curtain on the ventilation flow into the CM area. The computational fluid dynamics software Fire Dynamics Simulator (FDS), Version 6.0 was used to predict the conditions that develop due to a 200 kW fire in the coal mine face following a methane ignition with different levels of curtain damage. Smoke layer depth, temperatures and mass flow into the CM area were used to evaluate the impact of no damage to the curtain, partially dislodged curtain, and fully removed of the curtain. Partial removal of the curtain allowed more smoke to accumulate in the CM area and a reduction in ventilation into the CM area. With full removal of the curtain, the smoke accumulated through the entire depth of the CM area and flowed out the entrance to the CM area and the ventilation completely bypassed the region. INTRODUCTION Active working faces in underground coal mines are one the most hazardous locations in terms of fire events. According to Mine Safety and Health Administration (MSHA) data analysis, the highest number of non-fatal fire incidents was reported at mining faces, intersections and crosscut areas in comparison with other locations from 2000 to 2012. About 464 fires happened at active working faces from 2000 to 2012, most consisting of a methane ignition, in some cases followed by localized fire. These are high risk incidents due to the potential to raise float dust and damage ventilation systems, particularly auxiliary systems such as curtain or tubing. Depending on the magnitude of the ignition or fire, the ventilation curtain in the continuous miner (CM) area may be damaged or dislodged, affecting the ventilation into the area. Five computational fluid dynamics (CFD) scenarios were considered to investigate the smoke layer depth, temperature, visibility, mass flow rate, and the behavior of airflow in an entry with a continuous miner (CM) located in it. The state of the auxiliary ventilation was varied based on the assumption that as an ignition increases it magnitude it will affect ventilation curtain proportionally. Visibility and temperature along the height of the entry at different sections were investigated and the interface height at each section was determined. Also, the fresh air height was studied for tenability analysis in future. FDS, Version 6.0 was used to predict the conditions that develop due to a 200 kW fire on the coal mine face following a methane ignition with different levels of curtain damage. Smoke view software was used as the post processor to visualize and analyze methane fire behavior at the face. Most entry fires are reported as fuel-controlled fires as they are rarely restricted to air access (Ingason et al, 2014). The working face fire in the following models was assumed to be a fuel-controlled fire."

Jan 1, 2016

By EFFC/DFI Concrete Task Group

Concrete technology continues to advance rapidly and modern mixes with five components – cement, additions, aggregates, (chemical) admixtures and water – often have characteristics which differ significantly from the older three component mixes – cement, aggregates and water. Recent trends have favoured higher strength classes and lower water/cement ratios, resulting in greater dependence on admixtures to compensate for reduced workability and to meet the (often competing) demands for workability in the fresh state and setting time. The application of testing methods which reflect the true rheological properties of the concrete has not developed at the same rate as the mixes themselves and it is still not uncommon for the slump or flow table test to be used as the only acceptance test for fresh concrete.A joint review of problems in bored piles (drilled shafts) and diaphragm walls cast using tremie methods by both the European Federation of Foundation Contractors (EFFC) and the Deep Foundations Institute in the United States (DFI) identified a common issue. The review determined that many of the problems were caused by (or in part due to) the use of inadequate concrete mixes with inadequate workability, or insufficient stability or robustness of the mixes. It further identified the primary causes as inadequate concrete specifications and inadequate testing procedures. The consequences of these problems are often significant and it has been recognised that spending more time and money on getting the concrete right is the most cost effective approach.A joint Concrete Task Group was set up by EFFC and DFI in 2014 to look at this issue and this guide is the output from that Task Group. A research and development project, funded by the Sponsors of this guide, is being carried out by the Technical University of Munich in conjunction with the Missouri University of Science and Technology. This project includes desk studies, laboratory testing, and onsite testing at worksites in Europe and the US. The research work will be completed during 2016.

Jan 1, 2016