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By Roscoe W. Stensrud

The Marcona Corporation was established in 1965 to consolidate the ownership and management of the Marcona group operations. This company, with headquarters in San Francisco, has the following principal operating subsidiaries: Marcona Mining Company, formed in 1953, conducts iron ore mining, beneficiation and pelletizing operations in Peru. Cia. San Juan S.A., Panama, which contracts for sale and delivery of iron ore from the Marcona operation in Peru and from Mount Goldsworthy in Western Australia. Sari Juan Carriers, Ltd., a subsidiary of Cia. San Juan which owns and charters vessels for the bulk ocean transportation of iron ore, petroleum products, coking coal, slurry, salt and other commodities.

Jan 1, 1968

By L. P. Connolly, M. J. Fraser

"Hydraulic transport of solids has long been an important technique in mining and beneficiation. More recently, slurry pipelines have proved to be economic for longdistance overland transport of many commoditieis, including iron ore concentrates and coal. Now, the Marconaflo system brings the many advantages of hydraulic transport to bulk storage, loading, transportation and unloading of ships and other carrying equipment, thus providing important new means for delivering mineral commodities to market. In this paper, the authors describe the Marconaflo system and the potential economies which can be realized when applying it for loading, transporting, storing, reclaiming and blending a variety of mineral commodities, using several commercial installations as examples."

Jan 1, 1972

By E. L. Vickers

Over the years, the pure theorist in economic analysis has accumulated a formidable array of facts in bringing his subject matter under control. Business managers and mining engineers are aware of the theorist's weapons, but the question of applying them to the mastery of practical problems seems hardly feasible, especially in view of the almost innumerable variables plaguing the everyday scene in the mining enterprise. One such sophisticated tool of long-standing in the theorist's arsenal is marginal analysis. Equally long-standing for the operating company and valuation engineer is the problem of defining the cut-off grade the point below which a mineral re- source ceases to be economically amenable to extraction. In other words, what part of a mineralized body of rock is ore and what is waste?

Jan 6, 1961

In the Philippines, where distances are spoken of in terms off fight time, the Sipalay copper mines are two flight hours southeast of Manila on the island of Negros. After landing at the airport in Bacolod, it is then 170 km (106 milers) by surface transportation to Marinduque Mining and Industrial Corp.'s expanding copper operation. While copper deposits were discovered in the area in 1936-and one mine, the Binulig, began operations soon after-it wasn't until 1956 that stripping at Sipalay and construction of a 4000-t/d (4400-stpd) mill began. The mill went into operation in May 1957, and the first shipment of copper concentrate was made three months later.

Jan 8, 1978

By Graham Singleton

Around 235 million tonnes of marine aggregates have been dredged in the last decade from the UK continental shelf alone. The current distribution of marine aggregate production licence areas in North West Europe reflects the relationship between a variety of factors such as the natural distribution of deposits of sand and gravel, the demand for aggregates, the technical capabilities of the dredging fleet and environmental considerations. Whilst the sand and gravel deposits targeted by the marine aggregate industry are generally relict and therefore geographically fixed, the remaining factors have evolved over time and will continue to do so in future. Applications for new licences must not only reflect the current situation, but anticipate future trends. The main markets for marine aggregates are the construction industry, centred around the larger centres of population and coastal protection projects along the coastline of Europe. The aggregate industry as a whole does not create demand but simply meets it. Many factors influence the overall demand for aggregates and guidance exists for those in authority and industry who need to plan for the supply of aggregates. Adequate supplies should be maintained at the best balance of social, environmental and economic cost, whilst ensuring that extraction and development are consistent with the principles of sustainable development.

Jan 1, 2004

By David G. Jones

Radiometric surveys of the beach and nearshore zone of the Dutch Frisian Islands have identified sands enriched in heavy minerals. The areas of heavy mineral concentration have been mapped in detail using a state of the art towed gamma-ray detector, which gives improved sensitivity through the use of new detector materials and improved data processing techniques. The detector provides continuous measurement of sea floor radioactivity (and of a number of other parameters) and can be used simultaneously with other survey techniques, such as echo sounding, sidescan sonar and shallow seismic profiling. It enables a rapid, and cost effective, assessment of the surface distribution of heavy minerals to be made. The heavy mineral suite includes magnetite, ilmenite, garnet, rutile and zircon. These minerals contain 1-3 orders of magnitude more U and Th, in terms of their activity concentrations, than the accompanying light minerals (mainly quartz). Since the heavy mineral composition of the sands appears to be relatively constant along the Dutch Frisian Island chain, the U and Th concentrations can be used to provide a quick estimate of the heavy mineral content. The sea floor radiometric measurements allow sediment sampling for more detailed analysis to be highly targetted. The zones of heavy mineral enrichment are generally sub-parallel to the coast and are usually confined to water depths of 5-10 m. There is a close correlation with sand bars on the shoreface, the highest radioactivity typically occurring just seaward of the crest of these features. As well as being used for heavy mineral exploration, similar radiometric methods can be applied to mineral processing. Gamma-ray detection systems can be used to provide rapid analysis in the process stream enabling on-line grade control and optimisation of processing, from excavation of mineral sands to the final products.

Jan 1, 1995

By Paulo Couceiro, Manuel Lopez Cano, Carlos Rodgriguez Calvo

Apart from its difficult execution, underwater blasting is one of the most critical operations of the blasting techniques; mainly because of the ground vibrations - normally associated with low frequencies -, destructive hydraulic shock waves, the difficult coordination, and high costs. To solve these challenges during the underwater blasting on the expansion program for the Panama Canal “Widening and Deepening of the Pacific Entrance and the South approach Channel to the Third set of Locks of the Panama Canal”, a new method to blast using bulk explosive, developed by MAXAM, was used. The project was successfully executed, and more than 800.000m3 were blasted in less than 5 months, jointly with the biggest underwater drilling platform ever build, the Yuan Dong 007, with ten hydraulic drills on board guaranteeing a high production, excellent fragmentation result, total control of the vibration levels, no complain of the neighborhood surrounding the area of the project and simple local logistic due to the classification of the main product used (an oxidizer classified as 5.1). That was finally sensitized down in the hole.

Jan 1, 2011

By Rangaswamy. K, Naga Sivaji

A stone column is one of the most commonly employed methods of ground improvement techniques. This method used to increase the strength, decrease the compressibility of loose granular and finegrained soils. Also, it accelerates the consolidation in clays and reduces the liquefaction potential of sands and silt soils. In general, the stone column contains 15 to 75mm stone aggregates. In reality, it is not easy to avail the natural stone aggregates due to unavailability in locally nearby places. Present work aims to replace the stones partially or entirely by scrap tyre chips as an alternative material. The utilisation of recycled tyre chips in ground improvement is an environmentally friendly solution and avoid the disposal of tyre chip waste in large pits. Model tests conducted on marine clay with encased end bearing stone columns (ESC) constructed with a mixture of stone aggregate and tyre chips with sizes 4.75 to 10mm. The column diameter is 75 mm, L/d ratio maintained to 5.3. Non-woven geotextile wrapped encased stone column has introduced in the soft marine clay model. Encasement prevents the lateral squeezing of aggregates into the surrounding clay and protects the drainage function of the stone column. A set of load-settlement tests were conducted on both the clay model and clay model treated with the stones-tyre chips column. The model was loaded by the tri-axial loading frame. Shear strength parameters of stones and tyre chips were determined by large size direct shear tests. Model test results are concluding that the load-carrying capacity of the clay is improved significantly after installing the stone column in it. The encasement increases the load-carrying capacity and stiffness of the ordinary stone column. It is also proved that the stone aggregate could be replaced partially by tyre chips up to 60% without a significant reduction in its performance.

Nov 1, 2022

By Richard H. T. Garnett

On the western continental shelf of southern Africa diamonds derived from onshore sources are concentrated in gravels within drowned terrestrial and marine geomorphological features. First discovered offshore in the late 1950's, they are known to exist for about 1400 km along the Namibian and South African coast in water depths of up to 200 m. Shallow water operations yielded 1.5 Mct during the decade ending 1970 when De Beers acquired a majority of the offshore leases and commenced a 15 year exploration program. Deeper water and the prevailing sea conditions required the development of new, unique, marine mining equipment. The first large scale mining production of 22 kct was achieved by De Beers in 1989 with an output of 22 kct. Annual marine output from all sources now exceeds 0.6 Mct worth some US.$ 170 M, and rising to 0.7-0.8 Mct for 1998. Exploration has also been taking place in the waters of West Africa, Australia, and Indonesia. Exploration is by means of high resolution geophysics followed by sampling using a variety of drills, airlifts and seabed-mounted machines which imitate the eventual mining process. Surveying is now probing depths of 500 m. Smaller scale mining by several junior companies has traditionally involved diving and airlift systems. Increasingly, however, they are adopting different and improved techniques which to date have been employed only by De Beers Marine as contractor to Namdeb. Marine exploration and unit mining costs are high compared to those applicable to alluvial deposits onshore. By 1996 the total development costs incurred by De Beers alone reportedly had exceeded US.$ 500 M. However, the financial rewards are commen-surate because of the higher recovered grades. The operations are not without risk for the total of nearly 10 large and medium scale production vessels deployed by various organisations. The greatest shortfalls are experienced in the estimated throughput, not the grade.

Jan 1, 1998

By Derek V. Ellis, Jack L. Littlepage

"Marine ecosystem effects ar1smg from the discharge of man-generated wastes to the sea can be schematized as: acute poisoning, chronic poisoning, enrichment, suffocation, temperature effects, salinity effects, toxin bio-concentration, changed production rates and changed species equilibria. A professionally designed site-specific monitoring program to check for such effects can not only safeguard the marine ecosystem from degradation, but it can also protect the industry involved from unanticipated remedial action after expensive construction has been undertaken. Monitoring programs should consist of three steps. Step 1 is an ecosystem survey which should be undertaken prior to final design of the discharge system and submission of applications for permission to discharge, because there can be considerable cost savings in obtaining information at an early stage in development. Step 2 involves location of the effluent field at the time of starting discharge, and analysing its dispersal behaviour. Step 3 consists of ecosystem monitoring with sampling stations and specific tests based on the accumulated prior information."

Jan 1, 1972

By M. B. Willey

The Louisiana Continental Shelf is a submarine area extending offshore as much as one hundred miles. The Gulf bottom in this region varies considerably in extent, profile and composition and consists largely of sedimentary deposits, predominantly those of the Mississippi River. It is very young in a geological sense. Up to the present time few major structures have been erected offshore in the Gulf and no comprehensive preliminary tests have been carried out. Results of pile driving tests are of little value as actual bearing capacities far exceed the dynamic resistance to driving as measured by conventional formulas. Soils encountered are, with few exceptions, cohesive and piling consequently develop their supporting power through surface friction. Because of the time required and relatively high costs, no complete load tests have been made. The results of those tests which have been made, and information obtained from pulling piling in one structure, indicate that design loadings could be considerably increased, and it is contended that comprehensive preliminary investigations including an actual load test, combined with borings and examination of materials encountered by competent soil experts, would effect economies in design far in excess of their cost. The Louisiana Continental Shelf—General The Louisiana . . . continental shelf is a submarine area which extends seaward for as great a distance as one hundred miles off the present shoreline. The Gulf bottom in this region is characterized by low slopes and its outer margin is outlined by the fifty fathom (300 ft.) contour. South of the margin of the shelf the slopes steepen abruptly in the continental slope zone and plunge into the deeps of the Gulf of Mexico.l The engineer who is called upon to design a structure on this shelf is concerned only with the uppermost portion to a depth generally not to exceed Ioo to 150 ft. This layer is very young in a geological sense, and it has the characteristics usually associated with infancy. A few of these are lack of strength, lack of uniformity, and high water content. It consists of the sedimentary deposits of the various rivers and streams entering the Gulf. These streams are all heavily burdened in quantities sufficient to fill the areas at their mouths, were it not for the fact that continual subsidence, equal or greater in amount and acting directly opposite, prevail over the sedimentary workings of the streams. This subsidence has been estimated by geologists to be at the rate of at least one foot per century. Influence of Mississippi River The Mississippi River, which has been the predominant factor in the formation of practically all the Louisiana continental shelf, is one of two rivers flowing into the Gulf that have been able to build protruding deltas. The Mississippi has done so because of its enormous size and load. It deposits sediments in amounts sufficient to replace and actually gain on the amount of subsidence.

Jan 1, 1949

By Harry Gard Knox, F. R. Harris

This paper covers some of the problems presented to the oil industry in the drilling of oil wells in the open waters of the Gulf of Mexico. The hazards, delays and relative costs of offshore drilling are reviewed and various forms of drilling platforms discussed. The requirements of the offshore drilling rig are summarized together with the principal items affecting the cost of construction. Sea waves and their size and characteristics as affecting offshore platforms are reviewed. Drilling platforms are classified as fixed, or fixed and floating. Fixed platforms of the conventional cofferdam and pile-supported type are discussed together with their good points and their limitations. The desirability is pointed out of eliminating as much offshore work as possible where operations are subjected to constant and expensive delay and substituting therefor the prefabrication of structures ashore or in sheltered waters. Marked economy will come with the standardization of offshore rigs aid special means of transporting them to the site. Several types of structure which are partly pile-supported and partly buoyancy-supported are discussed and their possibilities of future usefulness commented upon. General Considerations The predominant attribute of offshore drilling equipment is that it must be equal to the job in hand. We therefore give first thought to the matter of adequacy. In view of the probable depth of drilling, the investment involved and the per diem labor costs, it is assumed heavy modern drilling equipment will be employed. In order to usc such equipment efficiently, the working deck must be ample in size and strength and supported so as to be relatively free from motion and from green seas even in heavy storms. These requirements necessitate a high and rigid land-based support for the drilling rig and machinery with plenty of space for supplies, such as pipe, mud, water and fuel, with reserves for days when transportation from shore is impracticable. In offshore rigs the crew will be housed onboard in comfortable quarters, probably air conditioned and equipped with a galley and refrigerated food storage. An important consideration will be the ability to transfer stores and crew to and from the rig in all but the heaviest weather and the platforms must be protected from the impact of supply vessels when alongside. It will be essential to maintain continuous communication with shore by radio or cable, not forgetting the possibility of a helicopter landing space for the transfer of crew and light stores as well as a means of general communication. Whatever structure is constructed must be secure from storms of hurricane force and a safe place for the operating crew to work. If the well comes in, the drilling rig will presumably be removed and a small but rugged pile-supported platform will remain to carry the Christmas tree with safe working space around it. It will be protected from damage on all sides by buffer piles or dolphins. It is assumed that the flowing oil will be piped to storage tanks in the vicinity of the well. An individual tank for each well or a

Jan 1, 1949

By J. B. Murdoch, John G. Jackson

The many mechanical, geological, and economic factors which influence the planning of a directional drilling program are thoroughly discussed and analyzed. It is demonstrated that the planning of a directionally drilled multiple-well artificial island location is a complicated undertaking and that it is imperative that complete planning and engineering analysis be undertaken before the program is started. Complete planning is profitable because all of the factors influencing the directional work are in general interrelated and many time compromises have to be made before a harmonious program results. The engineering control necessary to accomplish a complicated directional drilling program is outlined. Various means by which engineering control can be increased, such as cylinder drilling specifications, are given. A hypothetical example is developed for a complete offshore artificial island of ten wells to demonstrate the more important factors involved in the planning. Included with this example are special charts and tables which make more rapid the drafting of directional drilling proposals and maps. Introduction A petroleum engineer must consider many and varied factors when planning a long range directional drilling program for an offshore or inaccessible location on an oil structure. The basic principles of direc- tional drilling planning and operation must be reconciled with his company's drilling practices, and frequently special concessions to standard drilling and production practices should be made. The field techniques and tools used in directional drilling are well known and widely used, but the deliberate, careful planning of a complete directional program is in the main a recent innovation. This development, plus the increased demand for oil resources and the consequent exploitation of inaccessible structures and offshore locations, has placed this problem before many engineering departments for the first time. Directional drilling programs of a very complex and difficult nature have been successfully carried out in the Mid-Continent and Pacific Coast regions. The planning itself of a directional drilling project, however, has not had the careful analysis it deserves and we can reasonably expect widespread future progress along thesc lines. Data and experience gained in these programs by the directional drilling service companies and the oil producers have been studied with the objective of giving the engineer a better conception of the factors which govern the various steps in planning a series of directional wells. The newest engineering procedures are the result of recent careful analysis of years of directional drilling work accomplished under the supervision of directional drilling service companies working with the oil companies. The purpose of this paper is to illustrate

Jan 1, 1949

By Walter H. Munk

Generation of Waves by storms, and the transformation of waves in shallow water by local bottom topography are briefly reviewed. A detailed description of water motion in waves explains the nature and distribution of wave forces. A numerical example dealing with forces and moments against vertical piles summarizes the principles involved. Introduction The oil industry is moving into the open waters of the Gulf of Mexico. The design and construction of offshore drilling rigs present a number of difficult problems, among them problems involving the action of waves on fixed and floating structures. This paper deals with our present knowledge of ocean waves as it pertains to these problems, and the principles involved in computing wave forces against fixed structures. It is hoped that the more difficult case pertaining to floating structures can be discussed at a later time. None of the engincering aspects of the problem are entered upon in this paper, yet an understanding of the principles presented here should be helpful in the solution of practical problems. Waves are capable of exerting almost unbelievable forces. During a gale, waves at the harbor entrance of Amsterdam Canal in Holland lifted a 20-ton concrete block, which was resting on the bottom in 12ft of water, and deposited it on top of a pier which was 5 ft above the high water mark. At Wick Breakwater in Scotland, a mass of large stones in cement and bound together with iron rods, weighing 1350 tons, was broken loose and moved bodily! But one need not go to Holland or Scotland to find evidence of damage that waves are capable of inflicting (Fig I and 2). What is the mechanism by which waves are capable of exerting such enormous forces? To answer this, we must consider briefly the nature of wave motion. When a wind blows over a wheat field, waves appear to travel across the field, whereas the wheat itself remains rooted, slowly swinging back and forth. Similarly, in the case of water waves, the waveform travels swiftly over the water surface, whereas the water particles oscillate back and forth, but scarcely advance. The speed of the wave form is called wave velocity, the speed of the water particles is called orbital velocity. This fundamental difference between wave velocity and orbital velocity was already recognized by Leonardo da Vinci. Orbital velocity is generally much slower than wave velocity except for a breaking wave, a case which is of particular importance in the application to engineering problems. Forces exerted by the waves on obstacles

Jan 1, 1949

By Gerard O'Brien, Douglas Comstock

"The construction of the Third Harbor Tunnel is the first major portion of the Central ArteryProject. The tunnel is designed to connect South Boston to East Boston to alleviateautomobile congestion through the downtown area. The 4000' long tunnel traversesBoston harbor as a cut and cover tunnel as opposed to a bored tunnel."

Jan 1, 1993

By Patrick E. Durnal, Henrik Dahl

"A joint venture of Ben C. Gerwick Inc., Sverdrup (now Jacobs) and DMJM (now DMJM + Harris) designed the $779 million seismic upgrade of the Richmond - San Rafael Bridge over the San Pablo Bay in the San Francisco Bay Area and provided construction support to Caltrans. Construction of the marine foundation retrofi t was completed by a joint venture of Tudor Saliba/Tidewater/Koch-Skanska and their subcontractors: Pomeroy Precast Construction, AGRA Foundations, Dutra Construction and Vortex Divers. Construction management and inspection was performed by Caltrans with the support of various consultants. MARINE FOUNDATION RETROFIT SCOPEThe retrofi t design of the submerged foundations included:??A total of 476 tension and compression micro piles (290- 1140 kips or 1290-5071 kN) installed through cored holes through the underwater bells at 31 pier locations??Fourteen 126/150/164 inch (3.20/3.81/4.17m) diameter CISS (Cast-in-steel shell) concrete shear piles (1160- 2660 kips or 5160-11832 kN) installed through new precast concrete pile cap extensions??Twelve CIDH (Cast-in-drilled-hole) shear piles (1060- 2130 kips or 4715-9475 kN) with 150 inch (3.91m) diameter steel shells to top of bedrock and 30 ft (9,14m) long and 11 ft (3.35m) diameter rock socket installed through new precast concrete pile cap extensions The specifi ed post bid test boring revealed deeper bedrock at one pier location allowing deletion of the rock socket. Thus 15 CISS and 11 CIDH shear piles were installed at 11 pier locations - 9 piers with 2 piles and 2 piers with 4 piles. Cut off elevations for the shear piles ranged from 46 ft to 60 ft (14.0m to 18.3m) below mean sea level and cut off for the micro piles was 8 ft to 46 ft (2.44m to 14.0m) below mean sea level. Almost all foundation retrofi ts required work under limited headroom conditions. Underwater construction connections required innovative design details and construction techniques for each pile type. The 11 piers had 22 precast concrete pile cap extensions installed in pairs and connected by either tremie concrete closure pours or by large pipe struts. The precast pile cap extensions were strapped underwater using large steel bands wrapping around the belled piers with grouted annulus. The precast pile caps were founded with 14 inch (355mm) diameter steel pipe piles, which were either support piles or seismic tension and compression piles. The seismic piles were connected in grouted corrugated steel pipe sleeves cast into the new concrete pile caps."

Jan 1, 2007

By Patrick E. Durnal

A joint venture of Ben C. Gerwick Inc., Sverdrup (now Jacobs) and DMJM (now DMJM Harris) designed the $779 mill seismic upgrade of the Richmond - San Rafael Bridge over the San Pablo Bay in the San Francisco Bay Area and provided construction support to Caltrans. Construction of the marine foundation retrofit was completed by a joint venture of Tudor Saliba/Tidewater/Koch-Skanska and their subcontractors: Pomeroy Precast Construction, AGRA Foundations, Dutra Construction and Vortex Divers. Construction management and inspection was performed by Caltrans with support of various consultants.

Jan 1, 2013

Jan 1, 2005

By James S. Graham

Marine design and construction methods are presented on the caisson foundations for the tower piers at the Brooklyn, Ben Franklin, Delaware Memorial 1st, Tappan Zee, Walt Whitman, Throgs Neck, Verrazano Narrows, Delaware Memorial 2nd, and Newport Bridges. All of the bridges are founded on caissons, bearing on bedrock, soil, or piling. Caissons at the Tappan Zee Bridge are partially supported by piling and partially by buoyant forces. General subsurface conditions for each are provided. The purpose of this paper is inform engineers how bridge foundations using caissons were built over major waterways in the Northeastern USA in the past, anticipating a surge of new bridge construction in the near future.

Jan 1, 2005

By James S. Graham

Marine design and construction methods are presented on the caisson foundations for the tower piers at the Brooklyn, Ben Franklin, Delaware Memorial 1st, Tappan Zee, Walt Whitman, Throgs Neck, Verrazano Narrows, Delaware Memorial 2nd, and Newport Bridges. All of the bridges are founded on caissons, bearing on bedrock, soil, or piling. Caissons at the Tappan Zee Bridge are partially supported by piling and partially by buoyant forces. General subsurface conditions for each are provided. The purpose of this paper is inform engineers how bridge foundations using caissons were built over major waterways in the Northeastern USA in the past, anticipating a surge of new bridge construction in the near future.

Jan 1, 2013