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By H. Seguin, J. A. Le Gac, S. Bernhard, P. R. ZETTWOOG

The "Service de Protection Technique"of the "Institut de Protection et de Sûreté Nucléaire" was asked by the Commission of European Communities to conduct measurement campaigns which would make it possible to evaluate, on an experimental basis, the collective risk to miners exposed to radon in underground, non-uranium mines located in countries within the European Community. 1. METHODOLOGY USED TO CONDUCT THE CAMPAIGNS This campaign is original in that direct measurements of the individual monthly exposure to potential [a]-energy from short-lived radon daughters are made using personal [a]-dosimeters described previously (1). We call this type of dosimetry "personal dosimetry". The workers who wear the personal [a]-dosimeters were selected taking into account the various categories of workers and their work assignments in the various areas of the mine. Another way of finding out the occupational exposure of these miners consists in making numerous measurements of the radon concentration at the various work places, taking into account the time spent at each place by each worker. This procedure is too complex for an evaluation of the collective risk as requested by the Commission of European Communities and was therefore rejected. Additional data was gathered during these measurements campaigns using the following techniques (table 1). [ ] (1) Current [a]-dosimetry as practiced in France - SPT international report N° 234 - February, 1981 - P. ZETTWOOG The mines were chosen to include a larger variety of types of ore, of geological situations, and of mining methods. 2. RESULTS OF THE RADON DATA-GATHERING CAMPAIGNS 2.1 – [Uranium content of the surrounding rocks and ore] The samples taken during the campaigns make it possible to establish the U content in the rocks of the mines selected. These values, from 2 to 15 ppm, are slightly higher than those usually found (2 to 5 ppm) (table 2). [ ]

Jan 1, 1981

By W. I. Enderlin, P. O. Jackson, J. A. Glissmeyer, K. B. Olsen

A reliable estimate of radon emissions to the environment from underground uranium mines was obtained through measurements of radon in ventilation air at 24 mines and from estimates of radon release from other mine sources. The total production of U308 from the mines sampled represents about 63% of the total U.S. production from underground mines (1978 statistics). Wide variation in the radon emission rate per unit of production was found from mine to mine. Using the total radon emitted and U308 produced by all mines sampled, an average of 26.7 Ci of radon was emitted per ton of U309 produced. The investigation includes a brief study of the sources of variation of the emission rates. A statistically significant relationship was found between the measured radon release rate and the cumulative ore production at several mines.

Jan 1, 1981

By J. Font

The RAF or copper fire refining process at the Caletones smelter of CodelcoChile consists of several pyrorefining stages that successively lowers the levels of S, Fe, Pb, As, Sb, Te, Se and to some extent 0 in the copper melt, allowing the production of high quality fire-refined copper of 99.93 % purity (RAF copper). This chemical feature of the RAF copper is only achieved by quite long processing times, and a considerable consumption of fluxes and fuels in the RAF vessels. The main goal of this study was to improve the RAF process performance by thermodynamic considerations and industrial scale tests, i.e., an in situ approach for the process as featured by intensive sampling, characterization and subsequent modifications. Thus, both theoretical and industrial data were derived, and based on kinetic and thermodynamic evaluations, a higher operational standard was achieved for the RAF process. These new operational practices allowed enhancing the overall economic of the RAF process, by reducing the time and operational costs, and consequently increasing the availability of the vessels.

Jan 1, 2007

By F. -J. Wodopia

Sustainability of energy supplies has been an issue of general interest for a long time. Whilst in the past the continuous productive use of natural commodities was in the fore, its compatibility with the environment and climate and ultimately also social aspects have recently gained more and more attention. Today many discussions focus on the climate compatibility of individual options to act. Fossil fuels, in particular coal and lignite, are generally challenged because coal use makes a significant contribution to global man-made CO2 emissions. The drastic increase in the consumption of fossil fuels is not explained by the fact that coal utilisation technologies are not or cannot be sustainable but rather by the growing world population and the endeavours numerous national economies trying to catch up economically. Coal is the world’s No. 1 fuel and, in the view of many experts, will keep this position also in the foreseeable future. The access to its deposits plays a significant role for the economies of the emerging countries. Consequently the aspects of energy security and economic efficiency need to be considered at eye level with climate compatibility. In Germany, however, the public acceptance of fossil fuels and of large industrial projects is in the focus of attention.

Jan 1, 2011

By Christopher J. Bise

INTRODUCTION The principal means for transporting men, supplies, and mined material in an underground or surface mine are rail systems, conveyor belt systems, or a combination of the two. Typically, large underground mines use rail haulage from the mining sections to the hoist, with conveyor belts being used within the sections. Small mines use conveyor belts in the mains and sub- mains as well as in the panels. The size and layout of surface mines also contribute to variations in the way these haulage systems are applied. The following sections address the typical problems confronting mining engineers in designing these haul- age systems. For rail, these include rail selection and turnout design, locomotive tractive-effort calculation, and motor sizing. Belt haulage calculations include belt width and speed specifications, tension and take- up requirements, idler spacings, and motor sizing. TRACK LAYOUTS Introduction The adequacy of mine track layouts is dependent upon such factors as rail weight (Table l), suitable ties, a well-drained roadbed, and properly designed curves, grades, and track alignment. As long as the installation conforms to the manufacturer's recommendations, good service can be expected from the rail system. Typically, mining-engineering calculations for rack layouts have dealt almost exclusively with the design of turnouts. As such, the following section provides the necessary information for computing the theoretically correct dimensions of turnouts. Turnout Design Fig. 1 shows a typical turnout with an identification of the component parts. Fig. 2 identifies the variables that are used to determine the turnout dimensions. The formulas that concern the mining engineer are those listed: [ ]

Jan 1, 1986

By Mortimer RR

The Weipa bauxite mining operation on the west coast of Cape York currently mines lb million tonnes of crude ore per year from the Andoom and Weipa mines. Andoom ore is trucked up to 4 km to a rail load station and hauled 20 km by train to the Beneficiation Plant. Weipa ore is trucked up to 7 km to the Beneficiation Plant. Increasing haul lengths and production requirements have led to a progression of larger two axle rear dump trucks and currently he intrcducticn of 145-tonne, three axle L t Dm dump trucks. bith the introduction of the Andoom a operation in 1972, the decision was made to use a railway system to haul crude ore from Andoom to Weipa. This system has proved to be successful from both an economical and operational view point. Due to the successful combination of a truck and rail haulage operation in Andoom, future :evelopment of orebodies requiring increased haul distances and increased production tonnages will probably result in extension r>f the railway system to compliment the trucking operation from the mine face.

Jan 1, 1978

By Roger M. Buckeridge, Charles D. Reese, Silvio M. Martino, William T. Carey, Ansel H. Graham

FUNCTIONS OF RAIL HAULAGE SYSTEMS The principal application of rail haulage in under¬ground mining is in the movement of ore or coal pro¬duction from near the mining areas out to a processing plant. In some cases, such production haulage may end at a shaft pocket or slope belt conveyor transfer station, depending on the type of mine and the geo¬logical placement of the mineral being mined. Main-Line Haulage The basic reasons for choosing main-line rail haul¬age are high-tonnage production per shift and long haulage distances. The choice between rail and other systems, such as belt conveyors, is not easy and requires an integrated study of many factors: tonnage, distance, grade, product size, number of producing areas, ore reserve, safety, capital cost, operational and maintenance cost, and the mining system. Projecting a main-line rail haulage system for com¬parison with other systems requires a choice of many variables which are interrelated. The project must start with consideration of the mining system, tonnages per day, distances and grades, and loading and dumping conditions. Rail mine cars of different sizes and types are studied. High tonnage demands consideration of wider track gages. A suggested minimum for metal mines is 914.4 mm (36 in.); for coal mines, 1066.8 mm (42 in.). The choice of the train size should be governed by tonnage per shift, physical factors of loading and dumping, cycle time, and the number of trains that can be operated and safely controlled. After the size of the train is determined, the type, size, and specifi¬cations of the locomotive can be selected. The loco¬motive may be trolley, battery, or diesel; selection guides are discussed elsewhere in this chapter. The advantages of rail main-line haulage are high tonnage capacity, flexibility, reliability, safety, low operational and maintenance cost, and dual usage of the system (supply haulage, for example). The dis¬advantages are high capital investment, high installation cost, the requirement for more maintenance facilities, and restriction to certain ore reserves and mine pro¬jections. Supply Haulage Supply haulage is a basic requirement of any mine, but the type and volume of supplies vary with the type of mineral being mined, the mining methods, and the size of the mine. A mine developed for rail main¬line haulage gains supply haulage through the addition of a secondary track system to extend the main line closer to the producing areas. Additional haulage equipment, generally smaller, is also added. It is neces¬sary to design into the rail system more switch bypass points and train control systems. The track system standards demanded by rail main-line haulage con¬tribute to the reliability and efficiency of the supply haulage function, whereas a supply track system to supplement other haulage systems often suffers from poorer track and installation standards. When belt conveyors are chosen for production haulage, a rail supply haulage system is often installed rather than using rubber-tired vehicles for supply haul¬age. The conditions of the seam or ore body create these items for consideration: haulage grade of more than 6% favors rubber-tired vehicles; longer haulage distances favor rail; difficulty in maintaining a smooth roadway favors rail; and movement beyond the end of a rail system generally requires rubber-tired vehicles, making a single system rather than a dual system attractive. Although operation of a supply haulage system may be concentrated on a single shift of a multiple-shift mining operation, proper planning and supervision are required if the haulage is to be efficient. Often the newer personnel at a mine are assigned to supply haul¬age which may add to the difficulty of obtaining maxi¬mum efficiency. Supply haulage by rail offers the advantages of high reliability, lower maintenance, and high efficiency over long distances. The disadvantages are less flexibility, high installation costs, and rubber-tired vehicles for use beyond the inby end of track often required. Personnel Movement The efficient and comfortable movement of the miner to and from his work area has a significant effect on his daily output. Minimizing man-trip time also becomes more and more important as hourly wages increase. Personnel are generally moved over a rail system by one of three methods: a specialized personnel carrier to which a certain number of men who work in a certain area are assigned; a combination vehicle, used to carry personnel but also capable of being used as a light supply/utility locomotive during a working shift; and man-trip cars towed by a supply locomotive. The first and second methods are used in coal mines where long distances make speed and comfort important. The third method is more common in metal mines. Equipment Movement As mining equipment technology has advanced, many mining machines and their subcomponents have grown in size. This trend requires careful planning for adding specialized carriers to handle the movement of larger equipment. Continuous miners, longwall equipment, raise borers, and ventilation equipment are examples of machines which may be difficult to move and which require special handling. The selection of the weight, speed, and operating characteristics of supply locomotives used to move equipment is important. Larger mines may often justify a special group of loco¬motives for this application.

Jan 1, 1982

On a worldwide basis trackbound transportation is on the decline. As mining operations progress from open cast operations to underground operations, most utilise mechanised equipment. However, in South Africa hard rock mines, only a small percentage (¦10 per cent) of the production can be generated by mechanised methods and therefore trackbound mining methods will remain the dominant means to transport ore. In the Australian context there may be occasions where the nature of the orebody would dictate the use of rail transportation with the ore being transported from drawpoints by means of locomotives and hoppers. This paper focuses on horizontal rail haulage systems from the stope loading boxes to the shaft station area and will be largely based on South African experience. It is intended that this document will provide a practical guideline for mine designers and planners during the design process. The paper looks at trackbound transport systems and evaluates such items as construction and management of an underground rail haulage system. Current transportation systems for personnel, material and rock transportation are evaluated, gaps in technology highlighted, and recommendations made.

Jan 1, 2005

By C. P. Sandberg

INTRODUCTION. NOTWITHSTANDING the growing importance of this subject, no work specially devoted to it has hitherto been published. Having had to inspect during the last twenty years nearly a million tons of iron and steel rails for various countries, I have obtained experience of what rail manufacturers can practically execute, as well as of what railway engineers practically require. Bearing these two points in mind, I have from time to time published observations with a view to unite both interests, -that of the producer and that of the consumer,-and to reduce the specifications and the forms of sections to standards, or types, in order to facilitate the execution of the works and to improve the construction of permanent way. The Swedish government railways, as well as private companies owning railways in Sweden, Norway, and Denmark, have during the time above mentioned consulted with me and intrusted to me their rail inspection. I therefore owe to these countries much of the opportunity which I have enjoyed of gaining experience and position. Next to Sweden, America is the country which has most liberally favored me with its confidence in placing these matters in my hands. Through circumstances not under my control there has been little exportation to, and less work done by Europe for, America during the last six years ; but the recent revival of the rail trade has been the more gratifying to me, seeing that almost all the importers of American rails are still specifying for the Sandberg rail sections and inspection. It is therefore with .feelings of gratitude that I now beg to lay before the American Institute of Mining Engineers, and I hope, through that body, before the American railway world, the results of some experience which I have gained in the execution of work for their country, and which therefore belongs rightfully to

Jan 1, 1881

By T. Skodack

This presentation will compare actual work site results for the loading and transport of shot rock for two major tunneling projects in North America. "SCARMAR" (the Canadian subsidiary of S & M Construction) is operating a rail bound Hagglund continuous gathering arm loader in combination with a Hagglund nine car shuttletrain system at the West End of Table Mountain on the B.C. Railway project near Tumbler Ridge, Canada. Al Johnson Construction is operating a Hagglund rubber tired continuous gathering arm loader in combination with haul trucks at the Rocky Mountain Pump Storage Project near Rome, GA. This paper will compare: 1) tunnel and ground conditions, 2) the total work cycle as it relates to mucking and haulage 3) efficiencies and related problems with the two systems 4) mucking and haulage rates 5) operating costs, and 6) recommendations for future large tunnel excavations. Manuscript not received in time for publication.

Jan 1, 1983

By Richard P. Reiff

"The Facility for Accelerated Service Testing (FAST) program has been involved in numerous rail wear tests since its inception in 1976. A number of specialized tools have been developed to aid in assessing specific performance parameters including gauge face wear, head height loss, metal flow, head area loss, hardness, and welded rail end batter. The layout of a test site, including position in curve, number of measurements per rail, and train operation must be properly controlled/monitored to provide valid wear comparisons.This paper will provide an overview of the above-mentioned tools and techniques. In addition, a summary of recent test results from FAST, including information on head hardened rail investigations, will be provided. A set of guidelines for establishing a revenue service field test site will also be provided to aid users in performing evaluations of their own.IntroductionBackground of Rail Wear Testing at FASTThe Facility for Accelerated Service Testing (FAST) located at the Transportation Test Center, (TIC), Pueblo, Colorado has been involved with testing of rail since program initiation in 1976. A huge data base of rail wear information has been gathered from FAST operations under a variety of rail metallurgies, lubrication conditions, and measurement techniques. Attempts at obtaining meaningful rail wear information from early (1976-1978) FAST rail wear data was hampered by two main factors: (I) measurement techniques were insufficiently accurate for the amounts of wear being experienced, and (2) the lubrication was not sufficiently controlled to obtain uniform conditions for a sufficient measurement time period.Subsequent test periods were operated with improved measurement techniques and controls that ensured statistically valid data. The policies and conditions that permit accurate rail wear assessment will be reviewed and outlined in this paper, along with some specific TIC and field examples that will allow the user to improve the accuracy of a field rail test on their own operating property."

Jan 1, 1988

By Christopher Blazek

Presentation Overview ?2005 Train Derailments ?BNSF Investigation and Remediation ?BNSF Test Program ?Test Results ?BNSF Dust Control Goals ?National Coal Transportation Study ?Comparison of Different Topper Agents ?What Constitutes a Topper Program

Jan 1, 2008

By Moi Arzamendi, Jose Ramirez, Kenneth Kniss, Sunil Arora, James Gingery

Construction of a new approach embankment for a railroad bridge over a river in Southern California required placing up to 12 ft of fill over soft to medium stiff silts and clays along an approximate 1,500-ft long stretch. The embankment, situated within a narrow railroad right-of-way between an existing live track and existing buildings, would have been susceptible to excessive settlement that could damage existing buildings and numerous underground utilities if regular weight soil fill had been placed over the unimproved ground. To limit total and differential static settlements to tolerable levels, a design was developed using a combination of mechanically stabilized earth wall with lightweight cellular concrete fill and rigid inclusions ground improvement. This paper describes the design of the ground improvement system, construction methods used, and challenges of working next to live railroad traffic. Ground improvement quality control and assurance measures, and verification of performance by settlement monitoring are also addressed. INTRODUCTION AND BACKGROUND The 0.9-mile San Diego River Double Track (SDRDT) project is located on the Los Angeles-San Diego- San Luis Obispo (LOSSAN) Corridor in San Diego, California. The project includes the replacement of the existing 900-ft long single track railroad bridge over the San Diego River with twin double track structures. Construction of the project is phased and closely coordinated with the associated Mid-Coast light rail project (San Diego Trolley Blue Line Extension). The new bridge is a 7-span, twin steel, through girder structure supported by six cast-in-place reinforced concrete pier caps and two abutments. The large diameter cast-in-drilled-hole (CIDH) foundations are up to 9 ft in diameter, with upper portions encased in a 1.5-in.-thick permanent steel casing. The north abutment approach embankment includes a mechanically stabilized earth (MSE) retaining wall up to approximately 10 ft high and 1,520 ft long. This paper focuses on the design and construction of the north approach embankment. The project site is characterized by challenging geotechnical and seismic conditions. The site contains liquefiable soils interbedded with soft cohesive soils, underlain by competent layers of sand/gravel/cobble and other sedimentary formations. Static settlement of the new railroad, crossing utilities and adjacent buildings was a primary design concern for the north approach embankment.

Jan 1, 2018

By Keith Schaeffer

This paper presents a history of the planning, engineering and construction completed for the railroad tunnel crossing part of the West Elizabeth Avenue Storm Drainage Project, undertaken to relieve flooding within the West Elizabeth Avenue area in Linden, NJ. The Railroad Crossing Contract is part of the larger Linden Drainage Improvements Project consisting of a new gravity storm sewer system. The improvements are required to provide additional storm drainage for the City of Linden and the Merck Pharmaceuticals manufacturing facilities in the City of Linden.

Jan 1, 2008

By Michael A. Piepenburg

The East Side Access (ESA) Project will extend Long Island Rail Road (LIRR) into midtown Manhattan via 11 km of tunnels, a new terminal station and associated support facilities. In addition to the hard-rock tunneling currently underway in Manhattan, soft-ground tunnels in Queens will traverse beneath Amtrak?s Sunnyside Yard and Harold Interlocking, the busiest rail interlocking in North America. This paper details ESA?s coordinated approach to interfacing with both Amtrak and LIRR with regard to the planned tunnels, shafts and related construction beneath or adjacent to the operating railroads. This interface includes integration of railroad staff, extensive presentations, reviews and agreements with the railroads regarding settlement mitigation, real-time automated geo-instrumentation monitoring, ground improvement, and geotechnical/environmental controls.

By R. Luhrman, E. Christ, B. Gores, S. Fischer, E. Johanning

North American railroad locomotive operators (engineers and conductors) are exposed to multi-axis vibration and shocks (1, 2). A recent epidemiological survey showed a prevalence of serious type of neck and lower back disorders nearly double that of a control group (3). Ergonomic working conditions are important co-factors in a vibration and shock exposure risk assessment (4, 5). The goal of this study is to illustrate typical work stations (cabs and seats) in US/Canadian type locomotives and assess shock related exposure risk by calculations of the new proposed shock risk indicators according to the new ISO 2631-5 (2004) (6). Methods Locomotive cab and seat inspections were conducted and operators’ activities were assessed by a trained observer. Field measurements (n=50) were obtained during normal revue service following generally accepted guidelines (ISO 2631 (1)). A sub-sample of n=20 locomotives were selected for the calculation of proposed shock indicators (ISO 2631 (5)). Results There has been little change in basic locomotive cab and seat design in the U.S.. Two locomotive cab design concepts are used: the Association of American Railroad (AAR) Control Stand and in newer series wide-body locomotives the “Control Consol” (Figures 1-2), with varying seating conditions, but frequently subjecting the operator to an awkward body posture in addition to the vibration and shock exposure. [ ]

Jan 6, 2006

By William M. Gray

[The products of mites hive historically beet a very large and important segment of total shipment transported by American Railroads. Much as the Mining transportation Executives right have wished for coal and other mineral deposits to be found along navigable rivers, where railroads have for years been competing with the very aggressive Army Corps of Engineers and the inland waterway operators, the mineable reserves are more often that not located in the arid west far from these "free" waterways. The rivers cannot go to the mines but the railroads could, did, and continue to invest it new lines to reach new mines. The mining industry and the railroad industry have good reason to rely upon each other. The former Northern Pacific Railway, the Great Northern Railway, the Chicago, Burlington and Quincy Railroad and the Spokane, Portland and Seattle Railway merged in 1970 to form the Burlington Northern Railroad, with Lou Menk as its first President. As unofficial spokesman for the industry, be had, for years, conducted a tireless effort to educate shippers, lawmakers and the general public of the single most critical problem confronting the railroad industry, the strangle bold of government regulator.]

Jan 1, 1985

By Robert Glass Cleland

UPON the death of its founder, Phelps, Dodge & Co. entered upon a new chapter in its long and varied history. Thereafter, for nearly a decade, William E. Dodge largely determined and executed the policies of the company. The old firm, dissolved automatically by Phelps's death, was succeeded by a new partnership consisting of Anson G. Phelps, Jr., William E. Dodge, Daniel James, James Stokes, William E. Dodge, Jr., and D. Willis James, one of the three sons of Daniel James. Each of the first three partners owned a twenty-five-per-cent interest in the company, Stokes had a fifteen-per-cent interest, and the two younger partners each held five per cent. The new company bought Anson Phelps's holdings in the old firm from Olivia Phelps, his widow and executrix, for approximately seven hundred thousand dollars; but the new partnership, designed by agreement to last the usual five-year period, was brought to an end shortly before that time by the death of the younger Anson Phelps from small- pox. Perhaps because of poor health, the son had never been as deeply concerned with business as his father, but found

Jan 1, 1952

By T Baumgartl, B Richards

Covers on waste rock and tailings remain the primary choice for closure planning where the purpose is to create an environment where water ingress into reactive material can be controlled and/or prevented. In semi-arid and arid environments, dry cover systems are the preferred option with the design intention to absorb rainfall and to prevent deep drainage. Although the average amount of rain typical for semi-arid environments is relatively low and evaporative demand is high, the seasonal and annual distribution may vary greatly. Rocky substrates are often the only choice for the construction of covers due to economic constraints or availability of suitable materials. While the water holding capacity may be suitable for the application of a dry cover design in arid and semi-arid climates, some of these covers bear the risk of preferential water flow when rain events are intensive or occurring at high frequency. The objective of this presentation is to demonstrate the occurrence of preferential flow through rock containing dry cover systems. A regional classification for the applicability of dry covers is attempted to delineate those regions of Australia where the characteristic of the rainfall pattern increases the risk of failure for dry cover designs. CITATION:Baumgartl, T and Richards, B, 2016. Rainfall patterns rather than climate classification control cover design for closure, in Proceedings Life-of-Mine 2016 Conference, pp 89–92 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Jun 28, 2016

By B. H. Sadagah

"Construction of mountain roads at north westerly Saudi Arabia is a difficult task in rugged terrains, where the rock masses are steep slopes, and full of geomorphological constraints.Werka descent lies at the north west region of Saudi Arabia. The Werka descent, constructed four years ago harmed due to rainstorm. The rock masses are metabasalt and metaryolite tuff rocks. The road is eight m-wide, surround by unsupported sharp manmade slope cuts, reaches up to 15 to 40 m height on both sides. Failures took place at both sides of the road, and blocked it. The road of almost 2 km long subjected to all modes of slope instability such as rockfalls, manmade slope failures and debris flows in the absence of the remedial measures. The very precipitous 40 m-high rock slope-cut along the road has no benches, backed by a natural slope of almost 80 m height. Both types of slopes suffer from rockfalls and slope failure’s incidents, frequently took place mainly in rainy seasons. The steep manmade rock slope cut is less than 1 m close to the road, with no ditches, form a potentially source area for rockfall’s hazards.Intensive geotechnical study includes utilization of the RMR and GSI rock masses classifications indicates that the rocks are fair to poor quality. The DIPS, RocFall, Swedge, RocTopple, RocPlane computer program, in addition to GIS and DEM image utilized to perform modeling and deterministic analysis, in order to suggest the mitigation measures for the natural and manmade slope cuts and rockfalls. The seismic coefficients of 0.1 to 0.4 taken into consideration in modeling processes. Input parameters to model the rockfalls and slope failure’s characteristics were studied such as GSI, block size; seeder points, locations of fallen blocks; slope angle, restitution coefficients, and slope roughness. The programs modeled the proposed location, height and energy of the rockfall barriers, collectors, and rock bolts. Two manmade slope cuts studied and modeled utilizing the integrated techniques were to eliminate the risk of slope failures and rockfalls through the construction of remedial measures, this is the study objectives."

Jan 1, 2015