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By T Brown

Australia is now committed to the most significant period of infrastructure investment since the 1960s and the current climate of project finance and public private partnership (PPP) model uncertainty means it is imperative that the affordability and certainty in delivery of infrastructure projects is maximised.In light of the current and forecast levels of infrastructure investment it is worth drawing comparison with a similar period of Australian expansion when the nation’s first railways were constructed. Similarly to over a century ago, we are following a trend in rapid development and are already reaping the inefficiencies that could be avoided with broader technical planning and improved client coordination.The original rail networks were developed by the individual states before they combined to form a Federation of states in 1901. As a result of the adoption of different gauges by 1917 a passenger wanting to travel by train from Brisbane to Perth had to change trains six times.Similarly in 2011, there is little parity between Australian states on the quality requirements (performance specifications) for road tunnels. Differences between states start most significantly with the size of the specified traffic envelopes, thus the size of tunnel required. Where ambiguity and differences exist in project documentation, performance specifi cations (PS) and broad technical requirements for road tunnel projects, any associated risk in interpretation ultimately ends up being incorporated in the bidder’s (constructor’s) final sell price.Whilst not nearly as inconvenient as having to change train at each state border, and largely unnoticed by the general tax paying motorist, this paper examines examples of apparent minor differences in Australia’s recently constructed road tunnels to highlight the differences in road tunnel specifications.The paper identifies how these small differences manifest themselves in major price penalties between projects and further, highlights the need for further specification review, refinement and standardisation across road tunnel jurisdictions to increase road tunnel affordability.

Mar 8, 2011

By J Palise

As cities become more populated and the need for tunnelling increases, we continue to dig deeper urban tunnels in more challenging ground conditions. At the same time our expectations for durability and long-term performance are increasing.It has become increasingly apparent in recent years that repairing water leaks in tunnels can be very costly and unplanned infiltration can cause undesirable outcomes for long-term maintenance costs, structural durability and environmental impacts. For this reason, tunnel constructors are investing more time and effort upfront into drainage and waterproofing systems.Tunnel membrane systems are becoming accepted as a necessary part of tunnel construction, however the knowledge surrounding selection of appropriate systems, design detailing and installation methods has not increased at the same rate. Currently Australia relies heavily on International Standards from Europe and the United States with no immediate program in place to establish our own locally relevant industry standards.This paper gives an overview of where the industry in Australasia is heading in terms of adopting relevant standards. Current basic waterproof detailing options for drained and undrained tunnels with success and failure of various methods are also addressed. Finally we look at the Brisbane Airport Link as a case study for how tunnel waterproofing contract methods, design and installation issues are being addressed in context with recent projects including the Epping to Chatswood Rail Link in Sydney, Auckland Northern Gateway Tunnel, Eastlink Tunnel in Melbourne and Sydney City West Cable Tunnel.This paper’s primary objective is to propose guidelines for how tunnel waterproofing could be implemented on large infrastructure projects in the future and to map a path for preparing and introducing a ready to use document for selecting appropriate tunnel membrane and drainage systems whilst implementing detailing methods which are appropriate for local conditions.

Mar 8, 2011

By M Taylor

The Project Specification and Technical Requirements documents associated with several recent large road tunnel projects within Australia have specified the application of AS/IEC 61508 – FunctionalSafety of Electrical/Electronic/Programmable Electronic Safety Related Systems at very high performance levels for the various control and fire life safety systems associated with such facilities.This paper seeks to explore the implications of referencing this standard within the road tunnel services context in terms of practicality, complexity and cost, whilst providing some examples of how a high safety integrity level (SIL) level can theoretically be achieved given current hardware availability.

Mar 8, 2011

By M Weeks

Melbourne Water Corporation, through the Pipelines Alliance, has commenced construction of a new drainage pipeline to provide additional flood protection within the Sandgate Avenue Main Drain catchment, in order to mitigate against the risk of flooding of Frankston’s central activity district (CAD).The project involves the construction of a 1550 m long, 2.5 m internal diameter tunnel, commencing upstream at the Monash University Peninsula Campus and traversing approximately west to the outlet located at Kananook Creek. The tunnel was excavated by a dual slurry-earth pressure balance tunnel boring machine (TBM), with the depth to tunnel crown ranging from 0.7 m to 14 m below the natural surface level. The TBM navigated 500 m radius curves, with a maximum drive length of 608 m. The tunnel lining consists of 2.5 m internal diameter, 250 mm thick reinforced concrete jacking pipe.The geotechnical conditions along the tunnel alignment consisted of mixed face ground conditions, predominately clay, with clayey sand and sandy clay and some sand deposits near Kananook Creek.This paper presents the challenges associated with the operation of the slurry separation plant during tunnel construction. In particular, the paper focuses the impact of slurry separation on tunnel advance rates, the lessons learnt during construction with regards to slurry separation and on the decision to adopt a dual slurry-earth pressure balance shield TBM. In addition this paper highlights the importance of having a thorough understanding of the slurry separation requirements on a slurry TBM project prior to selecting the necessary plant.

Mar 8, 2011

By A G. Sheard

Fire safety requirements inside tunnels have become more demanding as tunnel designers consider the impact of potentially larger fires. Tunnel ventilation equipment is required to clear hot gases in the event of a fire. This is vital to maintain smoke free escape routes for people trapped in the tunnel and to facilitate safe access for emergency services. As the fire becomes larger, the temperature of clearing hot gases increases. Traditionally, engineers have taken into consideration gas temperatures of 250°C when designing tunnels. Because of larger fires, engineers must now design equipment to clear hot gas up to 400°C.Increasing the temperature of hot gases to 400°C requires tunnel ventilation equipment that goes beyond historic limits. As temperature rises, material strength reduces, consequently mechanically constraining fan aerodynamic performance. Developing tunnel ventilation equipment suitable for clearing hot gases at 400°C requires a fan technology that is more typical of industrial turbomachinery. The standards EN 12101-3:2002 and ISO 21927-3:2006 defi ne the necessary design criteria and testing methodologies to verify that a range of tunnel ventilation equipment is capable of extracting hot gases.This paper describes the process by which the authors certified in accordance with EN 12101-3 and International Organization for Standardization (ISO) 21927-3 a range of powered ventilators suitable for clearing smoke and hot gases at 400°C for two hours. Proving the high temperature capability of the new range provided a challenge as a consequence of the large physical sizes and high motor powers involved. Additionally, the need to install vertically, as well as horizontally, imposed high thrust loads on motor bearings, further complicating both mechanical design and testing. The paper presents the methods by which the authors overcame these challenges.

Mar 8, 2011

By D J Maconochie

The use of rock bolts as permanent support has been prohibited by client specifications in several recent large tunnel projects in Australia. The justification for this appears to lie in concerns with proper and verifiable installation procedures rather than concerns with the intrinsic durability of the corrosion protection systems. However, in civil tunnels, preventing the use of permanent rock bolts for long-term support results in the use of cast in place concrete lining which in some instances would otherwise be unnecessary.

Mar 8, 2011

By S Goff

The Northern Sewerage Project (NSP) is a $650 M infrastructure project that will increase the capacity of the sewerage system for Melbourne’s growing northern suburbs while also helping to protect the Merri and Moonee Ponds creeks by significantly reducing the number of sewage overflows that can occur after heavy rainfall. The NSP consists of two stages: Stage 1 (NSP1) will be owned and operated by Melbourne Water Corporation, and Stage 2 (NSP2) will be owned by Yarra Valley Water and operated by Melbourne Water Corporation.Glass-fibre reinforced plastic (GRP) was used on both NSP stages, however, since Stage 1’s schedule for installation of GRP was slightly ahead of Stage 2’s, this paper will only focus on Stage 1’s use of GRP.NSP1 involves the construction of 7.9 km of new sewer tunnel ranging in diameter from 1.6 to 2.5 m, five main access shafts at depths of up to 65 m, and connections to the existing sewerage system including several access manholes. Construction began in 2007, and project completion is expected in 2012.The original design for NSP1 specified the use of high-density polyethylene (HDPE-) line precast concrete pipes as the final tunnel lining and HDPE-lined reinforced concrete for the access shafts and manholes. During construction, the rising cost of precast concrete pipes and the introduction of an additional GRP pipe supplier in the market justified a review of the tunnel final lining material. The contractor-proposed GRP pipe alternative was accepted for the final tunnel lining based on time and cost savings that were possible without compromising the design intent. After gaining experience with GRP through this design change, Melbourne Water Corporation reviewed and accepted GRP as the final lining for five smaller connection manholes. The use of GRP for the manholes was particularly inventive as the redesign made use of the approved tunnel GRP pipes as both a structural and corrosion-resistant lining.This paper discusses the use of GRP on NSP1; how the change in material, from concrete to GRP, affected the design philosophies assumed during detailed design; and how construction methods were modified to handle the less rigid GRP material. Details on the structural, hydraulic and durability considerations for the design are included, as are details about the time and cost savings and the quality and safety improvements that were achieved during construction.

Mar 8, 2011

By G. S. Hill

A large amount of the stereological error associated with liberation studies can he eliminated by assessing areas instead of linear intercepts. The presentation of a simple geometrical model as a stereological 'worst case' allows calculation of the worst possible grade/recovery curve for a given assemblage of areas. The true results are expected to lie in the window between this worst case and the hest possible case, represented by uncorrected data. The width of this window typically corresponds to an error margin of about 5% grade at a given recovery. An indication of where the data lies within the range of possible grade/recovery results may he obtained from a qualitative analysis of the locked section complexity. Assemblages consisting of texturally complex locked sections (ie. containing many mineral nuclei) are likely to exhibit minimal stereological bias and therefore will tend to lie close to the uncorrected side of the grade/recovery window.

Jan 11, 2011

By F. Channier

The paper provides the most recent information on the construction of the AP60 phase 1 plant of Jonquiere which is due to be commissioned and started up in the first quarter of 2013. HSE management on site by RTA, and cooperation with local equipment manufacturers and contractors of the Saguenay-Lac Saint Jean region are highlighted in this section. The AP60 phase 1 Jonquiere plant aims to demonstrate of the AP60 technology at an industrial scale and allows the further developments of the AP60 cell. The advantages of the AP60 cell technology in terms of productivity, power consumption and environmental footprint are also briefly presented in the paper.

Jan 1, 2011

By Leonardo Mota, Felipe Perissé Duarte Lopes, Marcelo Gomes da Silva, Sergio Neves Monteiro, Helion Vargas

"Natural fibers, as a class of material, are attracting the interest of engineering sectors owing to specific advantages such as comparatively reduced cost and lower density as well as environmental benefits associated with renewability and biodegradability. For industrial applications, thermal properties, among others, are required. These are major requirements, especially in the case of an insulating natural fiber. In the present work, thermal properties of the curaua were investigated by photothermal techniques, i.e., the open photoacoustic cell and a method based upon the monitoring of the temperature evolution as a function of time. This investigation, in tum, permitted to evaluate two important thermal properties: the thermal diffusivity and the specific heat capacity of the curaua fibers. Indirectly, by means of simple mathematical relations, the thermal conductivity was also obtained. The results were compared with other materials and characterize the curaua fiber as an efficient insulator.IntroductionMaterials are gaining attention in recent years owing to their benefits for the environment as compared to synthetics. Being biodegradable, yearly renewable and recyclable, the natural planted-based are considered fully sustainable [1]. In particular, their life-cycle, from growing to industrial processing, absorbs as much C02 as it is emitted and makes them neutral with respect to greenhouse gases responsible for global warming [2]. Typical examples of these environmentfriendly materials are the lignocellulosic fibers that have been used in simple items such as ropes, baskets, textile, modest roofing, etc, since the beginning of our civilization [3]. In the past few decades, these natural fibers have been extensively investigated [ 4-1 O] as a possible reinforcement phase of polymer composites in substitution for synthetic fibers. In fact, engineering application of lignocellulosic composites are today in the market, especially in the automobile industry [11-13]. Out of the hundreds available natural fibers, only part of them exhibits superior properties to be qualified for composite reinforcement."

Jan 1, 2011

By Donna D. Harbuck

The Bureau of Mines has investigated a process to produce titanium powder directly from titanium salts. If successful, such a process could lower the cost and increase the use of titanium. In this study, K2TiF6, K2TiF3, and TiF3 were reduced with potassium in the temperature range of 650° to 750° C. Under certain conditions, titanium powder 1.6 to 3.3 microns in size was produced. After leaching the product with a 0.1M HCl solution, powder impurities as low as 0.04 pct potassium and 0.28 pct fluorine were obtained. However, oxygen levels of over 1 pct and the frequent formation of insoluble byproducts demonstrate the need for further research to make the powder suitable for powder metallurgy applications.

Jan 1, 2011

The tensile test results of as-cast A356.2 grain-refined alloy castings show that the tensile strength can be improved by strontium modification (`SrM'), superheating at 900°C OM, and melt thermal treatment of the Sr-modified alloy melt (`SrMTT'). Both SrM and SrMTT processes can greatly improve the ductility (percent elongation) of the as-cast alloy. During solution heat treatment at 540°C, eutectic Si particles undergo fragmentation, spheroidization, and coarsening, thereby affecting their morphology. The effects of solution heat treatment on the tensile properties of the variously treated A356.2 alloy castings can be summed up as follows: the yield strength of the castings is significantly improved after 8 h solution heat treatment due to the precipitation of Mg2Si, after which it remains more or less the same with the further increase in solution treatment time up to 80 h; the ultimate tensile strength is also greatly improved within the first 8 h of solution heat treatment and then remains at the same level thereafter, up to 80h of solution treatment. The improvement in UTS is attributed to Mg2Si precipitation, dissolution of Si within the aluminum matrix, and changes in the Si particle morphology (spheroidization). The ductility of the as-received grain refined non-modified (`NM'), grain refined and superheated at 900°C (`SH'), and melt thermal-treated grain refined (`MTT') A356.2 alloy castings can be improved considerably with solution heat treatment e.g. from ~6% in the as-cast non-modified casting to ~10% after 80 h solution treatment.

Jan 1, 2011

Operation of a pilot-scale Floatex density separator was studied using a pyrite concentrate slurry feed. Experimental measurements were further utilized in parameterization of a hindered settling simulation model. The model incorporates particle slip velocity calculation and also a separation efficiency function, adjusted to describe the feed material characteristics. The model was used to compute the overflow and underflow compositions when both fluidization bed pressure and teeter water flow rates were varied. In addition, prediction accuracy and the model validity were evaluated. The simulations gave good results when the teeter interstitial velocities were moderate enough to avoid excessive turbulence in the fluidization. Prediction of the cumulative overflow and underflow size distributions in most experiments yielded essentially less than 10% relative error between the sample data and the estimated value of the 50% passing sizes.

Jan 1, 2011

By William Gleason

The Dulles Corridor Metrorail Project is a $3-billion project that will link Dulles International Airport with the downtown center of Washington D.C. by way of a single seat train ride. The project is mostly above ground, but it does include two short, yet complex, tunnels through the area of Tyson?s Corner. The project is being completed in two phases. The Dulles Transit Partners (DTP), led by Bechtel, was awarded the first phase, a $1.6-bil-lion phase that includes 17 km (11 miles) of track with five stations. At Tyson?s Corner, the project includes twin 730-m- (2,400-ft-) long, 6-m- (20-ft-) diameter tunnels. Bechtel is self-performing construction for the $1.6-billion design-build job. Gall Zeidler Consultants was hired by DTP as designer for the NATM tunnel portion of Phase 1, and Beton-und-Monierbau was hired as tunnel subcontractor. Tyson?s Corner is an affluent and congested area that sits 152 m (500 ft) above sea level. To get through the area, it was decided that tunnels would be the best option with the least amount of disturbance to the surrounding areas. However, with extremely shallow groundcover above some points as well as soft soil throughout, the tunnels are also the most complex aspect of Phase 1. About 213 m (700 ft) was constructed utilizing the cut-and-cover method. The remaining 518 m (1,700 ft) is being constructed using the New Austrian Tunneling Method, which integrates the principles of the behavior of rock and soil masses under load, and monitoring the performance of underground construction during construction. ?The tunnel only falls 2 m (7 ft) from one end to the other and we pass through two soil conditions, they are both soft ground,? said Dominic Cerulli, tunnel task manager for Bechtel. ?Soft ground is very tricky because you have to close the ring in a timely manner to minimize settlements at the surface. If you don?t close the ring quickly to achieve a round structure that?s good in compression, the tunnel could start necking and squatting and the ground above it will settle. We are under major roadways, so excessive settlement would be a bad thing.?

Jan 1, 2011

By Jeff Hiedeman, Clint Sestrich, Christopher Hyle

Westslope Cutthroat trout have declined in distribution and abundance across their range and currently occupy about 59% of their historic habitat. Due to hybridization with non-native species such as rainbow trout, genetically pure populations persist in only 10% of that range. A westslope cutthroat trout population with relatively high genetic purity (97%) and conservation importance persists in less than two linear stream miles in the headwaters of the South Fork Madison River in southwest Montana. The relative purity of this population has been maintained through the presence of a downstream intermittent reach. However, spring flows fill the intermittent reach, creating a connection between occupied westslope cutthroat trout habitat in the headwaters and the habitat of competing trout species downstream.

Jan 1, 2011

By Qing-hua Tian, Li-then Cheng, Xue-yi Guo

In order to recycle valuable metals from silver separated residue, a novel method using alkaline smelting at low temperature was proposed. The main factors affecting the main metal recovery such as the smelting temperature, smelting time, liquid-to-solid ratio and alkali addition were investigated comprehensively. The behavior of the main metal elements, such as Pb, Sn, Sb and Bi in silver separated residue was also discussed. The results indicated that amphoteric metals such as Pb and Sn can be smelted into the melt, while other metal elements, such as Sb and Bi were left in the residue.

Jan 1, 2011

By Guohua Bai, Mingjun Rao, Jianchen Lim, Guanghui Li, Tao Jiang

"By using thermogravimetry, optical microscope and chemical phase analysis, the solid-state reduction of carbon-burdened chromite pellets in the absence and presence of additives were investigated. The effects of reduction temperature, reduction time and additives on the metallization of chromite pellet were studied. The results indicate that the pre-reduction ratio of carbon-burdened chromite pellets is improved with the increase of reduction temperature and the addition of additives. The metallization of chromium is increased from 63.9% to 92.8% at 1300 °C for 4h with the addition of 2 wt.% of sodium borate. Investigation suggests that the reduction of carbon-burdened chromite pellets is diffusion controlled. The apparent activation energy without additive is 192.1 kJ/mol, while it decreases to 170.4 kJ/mol in the present sodium borate.IntroductionFerrochrome is used to produce high strength, corrosion resistant, wear-resisting, high temperature resistant and oxidation resistant special steels, and it is becoming one of the most important alloy materials for the production of stainless and high alloying ferritic steels [1-5]. Demand for ferrochrome is steadily on the rise due to the growth of stainless steel industry. Nowadays, more than 80% of the world's ferrochrome is utilized in the production of stainless steel [6-7].Ferrochrome is mainly produced in submerged-arc furnaces (SAF) with chromite lump ore. However, lump ore merely accounts for 20% of the chromite ore output, while fine ore (< 8 mm) accounts for about 80% [8]. Therefore, agglomeration of chromite fine ore is necessary before charging into SAF."

Jan 1, 2011

By F. Baldini, M. S. Borges

"The proposed method emphasizes the optimization of waste management with regard to the exploitation of raw materials incorporated in the remains of industry, as well as the economics of natural resources as an environmental impact assessment. This system [tool] allows: (a) the conversion of an environmental liability into an asset by finding a line of appropriate research for each type of waste and the development of new materials applicable to other industries, (b) the performance of internal control of the waste generated (production, storage, final destination) as well as legal conformity.Objectives:1.1 General objective:To design a collaborative system for socio-environmental management of industrial waste.1.2 Specific objective:Develop evidence of concepts;Evaluate the deployment of the inventory of waste in an industry;Enable the conversion of an environmental liability into an asset by finding a line of research appropriate to the waste: a case study;Evaluate the environmental legislation in the legal mechanisms that influence company decisions.IntroductionThe global economy is undergoing major changes, among these changes; it should be highlighted those related to technological progress and environmental quality.While the industrialized countries and higher levels of economic growth dominate modem technology, developing countries are identified by a different growth pattern, using the annual growth rate of Gross Domestic Product per capita [3, 18].Growth is when the GDP grows, in percent, over the previous year. Development, on the other hand, is when the countries change their technologies and improve their internal structure. Thus, the growth considers the accumulation of wealth, while the development is concerned with the distribution of wealth, improvement of the quality oflife and environmental quality [3, 18].As the UNESCO report shows (1999), the biggest problem is between consumption and development, what is produced and the end that is given to the product. Therefore, product and by-product have equal importance in the quantity produced [29].On one hand there is a positive relationship between indicators of economic growth and technological progress, however, on the other hand, these transformations are a paradox, confirmed by the dramatic use of environmental resources and the lack of technologies for recycling of industrial scrap."

Jan 1, 2011

By Antoine Allanore, Luis A. Ortiz, Donald R. Sadoway

"The steelmaking industry has drastically reduced its energy consumption in the last fifty years, and today’s technologies are considered to operate at their optimal efficiency with respect to energy needs. To cope with new constraints related to greenhouse gas (GHG) emissions, a change of paradigm is necessary. One of the promising technologies that could be deployed to help reach CO2 mitigation targets relies on the intensive use of electricity: molten oxide electrolysis (MOE). This paper presents the key process parameters that need to be tuned to address the practical needs for both high productivity in a steelmaking reactor and for an energy efficient process. Herein we show that contrary to common perception, the electrolysis process for ironmaking requires less energy than today’s chemical reduction route. Furthermore, we prove that most of the energy that must be provided to operate the electrolytic iron production cell is thermal energy which is readily generated by joule heating during electrolysis due to large currents being passed through the electrolyte. The energy consumption of the electrolysis cell is therefore shown to be highly dependent on the cell configuration and the chemistry of the electrolyte. As a consequence, the CO2-impact of the technology strongly depends on both the power production mode and the technological choices for design of the process, including cell configuration. Surprisingly enough, even when the electricity generation is not carbon-free, MOE still appears to be viable from the perspective of reducing GHG emissions providing sound reactor design considerations are made.IntroductionIn the context of greenhouse gas (GHG) emissions mitigation, the steelmaking industry is considering several techniques that could sustain the efforts and progress achieved by this sector in the last decades [1]. A recent report [2] on potential routes for low-CO2 steelmaking highlighted for all techniques both the strong dependency of CO2 emissions on electric power production mode and the need for a decrease in energy consumption per tonne of steel. Incited to innovate with respect to this last criterion, the steel industry considers electrolysis to be a promising technological solution, and in particular the molten oxide electrolysis (MOE) process. This process conducts electrolysis in a mixture of oxides that dissolve the iron oxide feed, which by the action of electric current is decomposed into liquid iron and oxygen gas. The opportunity for reduction in energy consumption during steelmaking by MOE is commonly attributed to the “direct” pathway from iron oxide to liquid metal offered by the use of a molten oxide melt and operation at a temperature above the melting point of iron, ideally 1600°C, to provide enough superheat for tapping the molten iron product:"

Jan 1, 2011

By H. J. McQueen

Before 1950, hot working was simply deforming above the recrystallization point and gave a soft product compared to cold working. From 1960 onwards, improved testing in compression and torsion (stress, strain rate, temperature, quenching) provided valid specimens for microstructural analysis by polarized optical and transmission electron microscopy (TEM). Indeed, TEM was essential to uncovering the hot working mechanisms because it could distinguish between cold and hot substructures (dynamic recovery) in either initial or new grains (dynamic recrystallization). Over the years, teams at Concordia, McGill and UBC obtained NSERC support for students and equipment. CANMET built up a hot forming group having capabilities from high-rate cam-plastometer compression to rolling of experimental alloy billets; this was combined with latest metallographic instruments for fundamental research. Al alloys of every class (2000, 3000, 5000, 7000, 8000) were studied to understand the effects of solutes, precipitates, dispersoids and composites. The complex flow patterns in extrusion were clarified and modeled by finite element methods. Physical simulations of rolling schedules (up to 20 passes and reductions of 98%) by torsion provided evidence of microstructure development during both the passes and the softening intervals, thus clarifying development of texture in different alloys. The results frequently appeared in proceedings of Light Metals symposia and Canadian Metallurgical Quarterly

Jan 1, 2011