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By Sotiris Psomas, Colin M. Eddie

"Steel Fibre Reinforced Concrete (SFRC) Segmental Tunnel Linings have successfully been used for over 20 years in the UK and have been adopted in a number of high profile projects such as High Speed 1, Crossrail, Thames Tideway, as well as High Speed 2. Tunnel linings and especially SFRC design are not covered in the Eurocodes. This shortage of SFRC tunnel design rules seems to be partially addressed by several international publications. However, in the UK, the ‘design-assisted by testing’ (DAT) approach has also been adopted. The Paper discusses the UK’s best design practice and focuses on the DAT methodology as applied in the case of the 6.9km (4.3miles), 7.8m (25.6 feet) ID Lining for the £635million Lee Tunnel Project. The design approach, the full scale testing at the Building Research Establishment (BRE), and the construction innovations are presented. This experience will be transferred to the £4billion Thames Tideway Tunnel.INTRODUCTIONSteel Fibre Reinforced Concrete (SFRC) has been used for Tunnel segments for more than 20 years. The first application of SFRC in the UK was for the Heathrow Baggage tunnel (1994). Since then significant size tunnels have been designed and constructed, such as the Jubilee Line (1999) High Speed 1 (CTRL, 2006), Crossrail (2014), Lee Tunnel (2014) and the scheduled 25km Thames Tideway (‘Super Sewer’) and High Speed 2 rail tunnels. However one the main obstacles in achieving streamlined design and improving efficiency are the lack of appropriate design guidelines for SFRC tunnel segments. This issue will – to some extent – be addressed by a number of current documents on tunnel FRC design either being produced by BSi (PAS8810, expected 2016), ACI (544.R) and ITAtech (Design Guideline PCFRC, 2015) in an effort to advance the design of SFRC and take into consideration the recent developments in Steel and Macro-Synthetic FRC technology."

Jan 1, 2016

By K. C. Corin, Z. G. Song, J. G. Wiese

In the present investigation flotation was used as a diagnostic to understand the effects of changes to the media during the grinding stage. The observations from flotation for different media are discussed in terms of particle size distribution, water recovery, solid recovery and valuable mineral recovery. The chemical parameters; pH, redox potential (Eh) and dissolved oxygen (DO) levels were measured. A Base Metal Sulphide (BMS) ore was ground under media of different shapes and compositions to determine the effect of different rod/ball material on the flotation performance of the ore. For a given grind (D80 = 75 µm), media shape had no effect on flotation performance of a BMS ore. Different grinding media had significant effect on slurry chemical properties and flotation performance. Mild steel rods (RMMS) produced the highest solids recovery, nickel and pyrrhotite (Po) recovery, with the highest ethylenediaminetetraacetic acid (EDTA) extractable iron and the lowest DO level. Chrome steel balls and stainless steel rods produced the lowest metal recovery, EDTA extractable iron and the highest DO level. A complementary study was conducted to investigate the effect of using different grinding media compositions, viz, ceramic, forged steel, 15% chrome steel, stainless steel and a mixture of stainless steel and 15% chrome steel (50:50) balls were investigated using a Platinum Group Mineral (PGM), UG2 ore. Grinding products of five different media produced the same solids and water recovery, but the grades and recoveries of Platinum Group Elements (PGE) and chromite were different. Grinding products of ceramic media showed the best flotation performance, with the highest PGE recovery and the lowest Cr2O3 recovery. While grinding products of stainless steel balls (SS) produced the lowest PGE recovery and highest Cr2O3 grade and recovery in the concentrates.

Jan 1, 2016

By McGill Metals Processing Centre, S. Chang, L. Calzado, X. K. Cao, C. H. Hsin, M. Isac

"Due to the increasingly stringent cleanliness requirements for final steel products, there has been a growing interest in the possible use of micro-bubbles for the removal of inclusions with diameters smaller than ~50µm, present within the steel passing through a steelmaking tundish. However, several technological barriers have prevented the adoption of this technique in industry. These are related to a) the generation of micro-bubbles in liquid steel, b) the measurement of bubble size distributions, and c) the optimization of bubble injection conditions to create micro-bubbles. In the present study, a novel Aqueous Particle Sensor (APS) system was developed for the in-situ, on-line, detection of micro-bubbles in water, generated by a newly designed full-scale ladle shroud, located at McGill Metal Processing Centre (MMPC). Measurement results from the sensor were validated against bubble size data collected through a high speed camera and post-processed through the commercial software, Image J.Control variables and orthogonal experiments were designed to assess the dependence of average micro-bubble sizes and bubble size distributions on key experimental parameters. Those chosen were the air inlet flowrate, the distance of the gas injection port from the slide gate, and the number of injection ports used. The investigation demonstrated that the APS system can be successfully adapted to detect micro-bubbles up to ~800 micron diameters. Using this novel sensor, it was shown that multi-port injection using low air inlet flowrates, closer to the slide gate, were useful in forming small micro-bubbles within the flow through the ladle shroud. The results from the APS system were compared and validated against data resulting from an optical technique. INTRODUCTIONModern industry expects increasingly stringent cleanliness requirements for final cast products. Therefore, the numbers and sizes of inclusions need to be strictly controlled in steelmaking operations. Thus, the cleanliness of steel products depends on the amount, morphology and size distributions of nonmetallic inclusions in steel (Zhang L. & Thomas B., 2003). Since large, deep, tundishes provide longer nominal residence times for liquid steel passing through it to the exit SEN’s, this can provide the ideal place to separate inclusions, and bubbles can assist by removing help attach inclusions and float them to the top surface."

Jan 1, 2016

By Eleanor Kentish, Edward Batty, Alan Skarda

"The design of the tunnels at Bond Street Station includes a final sprayed concrete fireproofing layer. The performance of this layer was verified by a program of testing to Crossrail’s KT24 specification, which proved that a dosage of 1kg/m³ polypropylene fibers and a layer thickness of 50mm would be sufficient to limit spalling in the event of a fire. Application of this thin layer was achieved using a state of the art spraying robot, with the ability to scan the profile and automatically apply a uniform layer of concrete. To provide assurance and calibrate this spraying robot, BFK developed a bespoke survey system for checking SCL thicknesses in the field. This provided an instant independent check of the spraying robot and allowed areas of inadequate thickness to be rectified without risk of cold joints. This paper describes the practical application of the fireproofing layer and how design compliance was ensured. INTRODUCTION Fire is one of the most serious risks to a tunnel. The nature of tunnels — being long enclosed spaces — can increase the intensity of a fire, and make fire-fighting and rescue operations difficult. The damage that can be caused has been demonstrated by a number of historic tunnel fires, such as the Channel Tunnel fires of 1996 and 2008, and the Mont Blanc Tunnel fire in 1999. Without any intervention, the high temperatures in a fire create thermal stresses and a build-up of vapor pressure within the pores of concrete, which eventually exceed the tensile strength and trigger explosive spalling. Spalling exposes the core of the section to severe temperatures, leading to a loss of concrete and steel reinforcement strength or further spalling of successive layers. The concrete used in tunnel linings is particularly susceptible to explosive spalling, due to its low permeability achieved by the addition of microsilica (Bailey 2011). The sprayed concrete lined (SCL) tunnels on Crossrail have been designed to resist the worst anticipated fire in operation, in order to prevent collapse and minimize damage to the structure. The design called for a system of passive fire protection, the efficacy of which was validated by the contractor through a testing regime. It was critical that the application on site reflected the test conditions, which demanded special control of the profile and thickness of the lining. In order to meet these constraints on tolerances and quality, BAM Ferrovial Kier joint venture (BFK) developed a reliable method of working with the Meyco Logica spraying robot, and a bespoke survey system for accurately checking thicknesses in the field. These innovations are the focus of this paper."

Jan 1, 2016

By Tom Barry, Kameron Ray, Dr. Gavin Yuill

Imerys Talc, Yellowstone Mine in Montana faces significant geotechnical challenges such as poor wall quality and local instabilities. These instabilities are driven primarily by the characteristics of the rock mass, but are aggravated by drilling and blasting operations.

Jan 1, 2016

By Pedone Ezio Michele, Mohamed Dahir Holad

"The 4c segment is a part of the ""Oman National Railway Project” linking the mining area in the surroundings of Thumrait and the port of Salalah. It is 90 km long and the last 40 km stretch crosses a mountainous area near the city of Salalah. The project includes the excavation of a 33 km double and single bore tunnel and 10 km of safety tunnels. This mountainous area is a holiday destination for Omanis, thanks to its beautiful landscapes, especially in summer time due to the monsoon rains. The tunnelling design had to take into account both these environmental constraints and the limestone rock formations crossed, which are affected by significant karst features. Given the context, the conventional tunnelling method has been preferred. INTRODUCTION The Oman Railway Project (Fig. 1) covers the construction of approximately 2,150 km of railway line for freight and passenger transport which will connect together Oman’s main towns and industrial sites and it will form part of the Arabian Peninsula railway system “GCC Project”. The non-electrified double-track railway line must guarantee a speed of 220 km/h for passenger trains and 120 km/h for freight trains and must guarantee the transit of AAR (Association of American Railroad) H and D plates using clearance envelope according to AREMA (American Railway Engineering and Maintenance-of-Way Association) requirements. The design alignment must have maximum radiuses of curvature of 3,250m and a maximum gradient of 1.0%. The project is divided into 9 constructional and functional segments. •,Segment 4c will be constructed in the southern region of Oman, close to the border with Yemen, to connect the town of Thumrait with the Port of Salalah. •,Segment 4c will run through the Dhofar region and will be mainly used by the freight traffic which currently travels by road."

Jan 1, 2016

By A. Röttger, W. Theisen, J. Küpferle, M. Alber

"Wear of TBM tools significantly affects tunneling advance rates. Wear-prediction models are based (amongst others) on the abrasivity of the present geology, which is determined via laboratory tests. To evaluate the results from such tests in context, this work considers the tribological system TBM tool from a materials technology perspective. In so doing, the microstructures of different application-oriented materials are presented and discussed in terms of their wear behavior and wear resistance. The significant influence of tool materials on the abrasivity of the geology and thus wear prediction models has already be identified. LCPC, Cerchar and nano-scratch experiments have been performed as confirmation. Material-dependent wear mechanisms and their correlation in terms of tunneling have shown that it is mandatory to consider the complete tribological system to estimate the wear of TBM tools. 1 INTRODUCTION Mechanized tunneling is vital to ensure necessary infrastructure development in megacities like Tokyo (Bay Tunnel), Istanbul (Eurasia Tunnel) and Mexico City (Tunnel Emisor Oriente). The use of Tunnel Boring Machines (TBMs) has been established for many years. In contrast to other methods such as boring and blasting or excavation using dredgers, tunneling with TBMs allows simultaneous excavation and removal of both the mineral and tunnel lining by tubbing segments or shotcrete. This makes tunneling more efficient, allowing for faster development of the tunnel in both hard rock and soil [1]. When budgeting such tunneling projects, precise planning and coordination in terms of tunneling technique choice (e.g. EPB or Slurry-shield), the relevant geology, and the associated penetration rates and tool wear are required. In particular, wear to TBM tools has a significant impact on tunneling progress. Due to wear, tools become dulled or lose their functionality because of brittle material behavior, thus reducing penetration rates and therefore tunneling efficiency [1]. As a result, additional tool changes are necessary, leading to higher overall costs due to down times and maintenance costs. Therefore, there is strong interest in a reliable and precise wear prediction model for TBMs. As already mentioned, the geology and associated wear of the tunneling tools define the maintenance times."

Jan 1, 2016

By Patricia Pride, Kurt Bettger, Jack Raymer

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

Jan 1, 2016

By Rainer Antretter

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

Jan 1, 2016

By Troy Williams, Chris Preston, Ian Lipchak

"Underground blasting operations are challenging from the standpoint of the distribution of explosivesenergy representative of ring blasting. Energy from both shock and pressure regimes of commercialexplosives may appear concentrated in the collar region of a typical ring blast and diluted at the toes of holes due to the oblique geometries of blastholes. The non-homogenous nature of ore in whichexplosives are distributed via drillholes, adds to the complexities of generating particulate profiles from fragmented material with consistencies that are predictable from blast pattern to blast pattern - well suited for specific underground handling equipment and mill processing. In an ideal world, it would be the blasting operations themselves that represent the primary crushing mechanism, or at least mitigate mechanical crushing that can comprise a large component of the cost in generating suitable muck. This paper presents a dynamic break view in 3D that allows a planner to visualize the potential break zone around a blasthole generated by an explosive load using a Kleine field. Simple as it sounds, this methodology provides information that can be used in conjunction with cavity monitoring surveys (CMS) to potentially judge dilution due to overbreak as well as recovery for a typical blast. As examples, there are two break geometries that are examined regarding circular breaks and elliptical breaks around blastholes. Using a Kleine field to define break, a planner generated isosurface can be generated and compared to CMS data for calibration and prediction, using AEGIS 3D ring design software."

Jan 1, 2016

By T. Qiu

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

Jan 1, 2016

By Sepulvedam Jaime E., Levi Guzmán Rivera

"Grinding media consumption rates and their dependence on key operating conditions in semiautogenous grinding mills is analyzed on the basis of a detailed mathematical model recently developed by Moly-Cop´s specialists which describes and takes into account the three primary media consumption mechanisms, namely: abrasion/corrosion, surface spalling and impact ball breakage. The influence of key mill operating conditions – such as ball filling, discharge grate opening, mill speed, lifter profile, and ball quality – on their corresponding grinding media consumption rates is explored via a variety of model simulations, discussing in every case the independent contribution of each of the indicated consumption mechanisms to the estimated total ball consumption rate.INTRODUCTIONA thorough understanding of the independent contribution of each grinding media wear mechanism is extremely important, especially in semi-autogenous grinding (SAG) operations where macrowear (spalling) and ball breakage cannot be ignored or neglected. The high impact conditions imposed in modern SAG milling environments has created serious challenges for grinding media manufacturers since their products must be able to perform with minimal breakage and surface spalling.GRINDING MEDIA WEAR MECHANISMFor SAG milling operations, at least 3 different mechanisms have been identified as the main contributors to the observed overall grinding media consumption, here referred to as: abrasion / corrosion, ball breakage and surface spalling.Wear by Abrasion/CorrosionThe abrasive/corrosive wear mechanism has been discussed in depth in previous publications (Benavente Hector, 2007; Guzman Levi, 2014; Sepulveda and Morrow, 2014). The most widely accepted approach to mathematically characterize the consumption (wear) kinetics of grinding media in rotary tumbling mills is known as the Linear Wear Theory (Prentice, 1943; Norquist, 1950; Sepulveda, 2004) which claims that—at each instant 't' after a grinding body enters the mill load—the rate at which the body loses weight is directly proportional to its surface area exposed."

Jan 1, 2016

By Richard Giffen, Boris CARO VARGAS, Terrence Carroll

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

Jan 1, 2016

By Claudio Rocha Rosales

"Peñoles is a mining group with integrated operations in the smelting and refining of non-ferrous metals, and is also a chemicals producer. Peñoles is the world’s foremost producer of refined silver, metallic bismuth and sodium sulphate and is the leading Latin American producer of refined gold, lead and zinc. The Met-Mex Peñoles Zinc Plant commenced operations in 1973 with an annual production capacity of 105,000 t/y. Year after year the production has been increased, and at present, the production capacity is 240,000 t/y. In this paper, the leaching process,particularly the operation of the jarosite circuit is reviewed ,specifying process improvements to treat high iron calcines.INTRODUCTIONThe purpose of the leaching process is to recover the metals, mainly zinc,through a series of extraction stages with sulphuric acid solutions, which progressively increase the zinc recovery. After the series of acidification stages,the solution, which is rich in iron, is sent to the jarosite circuit to separate the zinc from the iron (Garcia & Valdez, 1996).The first step of the leaching process is the neutral leach circuit which produces a zinc sulphate solution that is sent to the purification section for the removal of impurities such as cadmium, cobalt and copper, after this solution is sent to the tankhouse to feed the electrolytic cells."

Jan 1, 2016

By Steve Skelhorn, Dan Ifrim

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

Jan 1, 2016

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

Jan 1, 2016

By D. D. Gertenbach

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

Jan 1, 2016

By Michael N. Maltezos

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

Jan 1, 2016

By Karin Bäppler

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

Jan 1, 2016

By Marc Tardif

"The way alarm information is provided to an operator can make a huge difference in the minutes following an upset. Process alarms are often looked at as a way to help avoid catastrophic failure and serious accidents. But knowing that mineral processing is so energy consuming and that raw material is not consistent, all small upsets should also be seen as a catastrophe because they can have significant impact on product cost and quality.This paper will demonstrate how it is possible to use data from process alarms to provide operators with real time, value added information that will help them take the right decision at the right time and in turn, reduce unplanned downtime by 20 to 80% and incidents by up to 50% (number and cost),and optimize energy and capacity usage.In the era of Big Data, living in a world where we are submerged with information, one of the biggest challenges is to find the right information at the right time.Alarm rationalization projects will often focus on alarm quantity, but alarm quality is also very important. It is possible, by following a simple 6-step process to turn “alarms” into truly valuable information for operators. Based on known standards (ANSI/ISA 18.2 and EEMUA 191), this process will capture the knowledge of the best and most experienced operators and process engineers, and make it readily available to everyone, right on time, when it matters the most.INTRODUCTIONWhen spending some time in a modern control room, it is easy to notice the huge quantity of information that is available to the operator. Modern operation stations feature multiple screens with HD capability. These screens display information like process display, history trends, alarms and events list, maps with geo-located information, images from live cameras, etc. However, it is harder to assess whether all this information is really helping operators: Is all the information relevant? Are process screens overcrowded? Is the information easy to understand? Does the operator know what to do with all the information? Are there too many alarms?"

Jan 1, 2016