DOCSLIB.ORG

Port of Miami Tunnel Operation 305

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Port of Miami Tunnel Operation 305 CASE STUDY PORT OF MIAMI TUNNEL OPERATION 305 ESG INITIATIVE: LOCAL RECRUITMENT, LOCAL BUSINESSES PARTICIPATION % OF THE INVESTMENT SPENT LOCALLY: 36% (OUT OF $900M) % OF LOCAL WORKFORCE: 85% (OUT OF 7000 FOR THE ENTIRE SUPPLY CHAIN) % OF LOCAL BUSINESSES: 50% (OUT OF 800+) KEEPING IT LOCAL CREATING JOBS AND BOOSTING COMMUNITY WEALTH The Port of Miami has a “We wanted to make this a project towards the County authorities new tunnel and road-link all about local people, partly by was at a low point after public ensuring a lot of the investment money had been used to build a developed through a $900m was spent on them as the supply new stadium for the Miami Marlins public private partnership chain and workforce,” says Chris baseball team. The MAT project was project. A 7,000 strong Hodgkins, Chief Executive Officer facing a 68% public unfavourable for the project company MAT rating,” says Chris. workforce built this vital Concessionaire LLP. piece of infrastructure, drawn With all this in mind, Operation 305 together from the Miami “We came to view MAT as was launched as a project-wide akin to a three-legged stool; initiative, by Chris and his team from Dade County area through an whereby two of the legs were the offices of MAT Concessionaire, initiative launched to ensure the technical challenges of the but in partnership with other cities local people benefit most design and construction of the new and county organisations, with the infrastructure. The third equally local office of LiUNA (Laborers’ from the investment. important leg, was the outreach and International Union of North communications effort.” America) for example. he 2,7 million residents of Miami-Dade County in the MAT Concessionaire is a special “We wanted to hire locally, to TUS State of Florida have the purpose vehicle formed by partners provide jobs for as many people in number 305 as their telephone Meridiam and Bouygues Civil Works the County as possible,” Chris says. dialling zip-code. So Operation 305 Florida (BCWF sold their interest Another crucial goal was set, to was the name given to an important at the end of the construction). create a diverse workforce with a recruitment and local procurement Towards the end of 2009, project demographic by racial background drive established with the aim of sponsors the State of Florida, that mirrors that of the County – providing employment to as many Miami-Dade County and the City approximately 51% hispanic, 22% locals as possible as the Miami of Miami, awarded a 35-year african-american and 11% white Access Tunnel (MAT) project got concession to MAT Concessionaire, caucasian. under way. handing it responsibility for the design, construction, financing, This would be done through This is a $900m infrastructure operation and maintenance of recruitment efforts targeting development, featuring a new twin- the MAT tunnel and its connecting individual job seekers: “We held bore road tunnel between Miami’s roads. around 20 separate job fairs with MacArthur Causeway Bridge and the municipal, city, county and state city’s port infrastructure on Dodge This came at a difficult time for the authorities and communicated job Island. But MAT now represents more city and surrounding area, as Chris opportunities through organisations than just a large-scale and complex explains: “The construction project including Veterans for America,” engineering project. From the outset, started proper in 2010. The global Chris says. it grew to become a major boost to financial crisis that followed 2008 the local economy and communities was biting hard. Unemployment “We needed all the different of Miami-Dade County. was running high and public feeling specialist skills of a major P.2 SUSTAINABLE SKILLS For Operation 305 to be judged a success, the new jobs created needed to be sustainable,” says construction project. Applicants partly against how they took MAT Concessionaire Operations that came to us were pre- up the ethos of Operation 305, Manager Wendy Conforme. Most screened by their zip-code and which was also developed as of the specialist skills employed then sent on to our contractors an initiative targeting local already had a good level of for them to consider. They could vendors and suppliers. A project sustainability, but for others, say yes or no to each applicant, procurement framework set out particularly the new starts, for bona fide reasons, but on the terms for local businesses to on-the-job training became an we were getting the whole, get involved and a partnership important part of Operation 305. enquiries from good people, with the Miami-Dade County some of them with experience Small Business Development “The overall initiative was very and skills already highly suitable. Office was forged to help local much about the sustainability We were able to work with SMEs and small companies from LiUNA and other local unions as disadvantaged communities to of the investment in the well, to recruit and place these get on-board. community and local skills, specialist and skilled workers in bringing the next generation the right places.” Many of the opportunities through and helping their on offer were advertised at a employability as well,“ Wendy The principal contractor Vendor and Supplier Expo held says. Bouygues was fully signed up in Miami in December 2010, and committed to the initiative, including subcontracts for a “As the initiative became 900 Chris says. A total of around variety of electrical, mechanical, embedded, as it spread outwards construction workers would safety equipment and other and trickled down the supply be employed directly, many as specialist construction work. In chain, we developed outreach new hires. “We told all of our total, 831 different companies efforts with local schools. Our contractors, we want you to do would work on the project. More as we do. We set out a mission than half, 465, were Miami- contractors, who are more statement to employ and Dade businesses. Around than aware of the importance spend locally and we measured $325m of the MAT construction of developing skills, were very everyone’s actions,” he adds. investment was spent through proactive here, helping us with them, providing a significant arranging site tours for local Contractors were incentivised uplift to the local economy as schools. This continued with with their performance gauged well as a lot of new jobs. sponsored activities during National Engineers Week in February each year, for developing the engineers of the future with local high schools.” P.3 A VITAL LINK FOR DEVELOPMENT Miami’s Access Tunnel project came about as an infrastructure scheme vital for the city and the Port of Miami’s development. The The results of the Operation 305 Furthermore, from Meridiam’s port boasts the world’s largest initiative have been “phenomenal”, point of view, Operation 305 is cruise liner terminal, handling Chris says. It’s estimated that close being upheld as an example of over four million passengers every to 7,000 people worked on the the ESG (Environmental, Social year and it’s also a major harbour for freight shipping worth an and Governance) initiative for construction project throughout estimated $18bn in economic the supply chain. About 85% other projects to follow. Operation output for Miami and the state of were residents of Miami-Dade 305 achieved its aim of a diverse Florida. County. In addition to working workforce matching the Miami- with hundreds of different local Dade demographic – exceeding Such success had brought a big problem of traffic congestion in the the target with 26% employment government organisations city. The port is situated just across and community groups, MAT from the black community. It also from the mainland on Dodge Concessionaire can boast a high surpassed its goal of spending Island. Reaching it from the main degree of client satisfaction. 8% of the project’s construction interstate highway network meant investment on disadvantaged travelling through downtown Miami to cross Port Boulevard Bridge business enterprises. The tunnel and connecting roads – previously the only crossing of opened to traffic on schedule (and Biscayne Bay to Dodge Island. under budget) in August 2014. “We regard Operation 305 as an Since then, the project has picked inspirational initiative on a number up numerous awards, including a of levels,” says Meridiam Senior 2015 Infrastructure Project Award Investment Director Scott Derby. from the US National Council for “On one level we see it as a great Public Private Partnerships and example for community outreach. in the same year a Grand Prize From the outset they got word for Florida State at the America’s out saying what the project was all Transportation Awards. But about and ‘what’s in it for you’. And perhaps the best endorsement for they made it clear that they didn’t The construction project widened Operation 305 comes from the fact want to bring people in from afar. the MacArthur Causeway Bridge that it continues to this day. Job creation is a very big issue for and drove a twin-bore road tunnel major infrastructure projects. beneath Biscayne Bay. Contractors “The tunnel and road network are also reconstructed the Port of in operation, employing about 34 “In doing so, by keeping the Miami road network on Dodge Island and at each end of the 1.5km people directly, but our operation majority of the construction tunnel. All of this was done while and maintenance contractor spend in the local area, MAT Concessionaire has highlighted the maintaining road access to the port Broadspectrum is still hiring locally. and continuous traffic flow on the benefits of major infrastructure And that large and skilled supply causeway and bridges investment generally, for local – a remarkable feat in itself.
Load more

Recommended publications
  • The New Hampshire High Tunnel Story
    The New Hampshire High Tunnel Story NATURAL RESOURCES CONSERVATION SERVICE New Hampshire January 2011 BACKGROUND National High Tunnel Conservation Benefits Local Foods Initiatives 3-Year Pilot Program High tunnels can provide a number of Growing food locally, especially before significant conservation benefits such as and after the traditional growing season, NRCS offered seasonal high tunnels an increase in plant and soil quality, a helps strengthen the local economy and (officially called “seasonal high tunnel decrease in pesticide use and foliar (leaf) helps ensure the viability and profitability system for crops”) as a conservation disease, and improved energy savings. of small farms. When NH farms succeed, practice for the first time in fiscal year Many farmers who want to grow toma- valuable farmland and cultural heritage are (FY) 2010 as part of a three-year trial to toes without using pesticides often find protected. High tunnels are important tools determine their effectiveness in con- they can only do so successfully if they for enhancing the availability of local food serving water, improving soil health, are grown in a tunnel. Without rainfall, year-round. foliar disease is often reduced because the leaves stay dry. Insects that are com- “As expected, the seasonal high monly a problem in the field may not be “It is phenomenal that winter tunnel pilot has been popular in so in the tunnel because the tunnel tends farmer’s markets in NH have grown New Hampshire. In just one to disrupt their feeding patterns. Other from none four years ago to twenty year, the NRCS-NH helped fund insects that occur in a high tunnel are today.
    [Show full text]
  • FACT SHEET: BART Silicon Valley
    Twin-Bore Single-Bore Running Tunnel Running Tunnel Utilities Utilities Up to ~60' FACT SHEET: VTA’s BART Silicon Valley Phase II Extension Project FACTTunneling MethodologySHEET: BART Silicon Valley VTA’sVTA’s BART BART Silicon Silicon Valley Phase Valley II Project Phase is a six-mile, ll Extension four-stationUp extensionProject to ~75' that will bring BART train service from Berryessa/North San José through downtown San José to the City of Santa Clara. The Phase II Project will include an approximately five-mile tunnel, two mid-tunnel ventilation facilities, a maintenance facility and storage yard, three VTA’sunderground BART Siliconstations (AlumValley Rock/28th Program Street, Overview Downtown San José, Diridon), and one ground-level station (Santa VTAClara). is extending The subway the tunnelBART regionalwill be in heavy one large rail system diameter to Milpitas,tunnel. San Jose, and Santa Clara. The 16-mile extension, called the BART Silicon Valley Program, will extend the BART system south of BART’s future Warm Springs/SouthSingle-Bore Fremont Tunnel Station in Fremont to Milpitas, San Jose, and Santa Clara. When completed, this fully grade-separatedThe tunnel will be project constructed is planned as a tosingle, include large six diameter stations andtunnel. a new The maintenance and storage facility in Santa Clara.approximately VTA’s BART 45 footSilicon tunnel Valley will Program contain istwo being independent delivered trackways,in two phases. one Thefor Berryessa Extension Project (Phaseeach direction I) is under of constructiontravel. Passenger and scheduled platforms willto open be located in 2018, within with thestations tunnel, in Milpitas and the Berryessa areaconnected of San toJose.
    [Show full text]
  • Geotechnical Performance of a Tunnel in Soft Ground
    Missouri University of Science and Technology Scholars' Mine International Conference on Case Histories in (1993) - Third International Conference on Case Geotechnical Engineering Histories in Geotechnical Engineering 03 Jun 1993, 10:30 am - 12:30 pm Geotechnical Performance of a Tunnel in Soft Ground A. B. Parreira Universidade de São Paulo, Brazil R. F. Azevedo Pontifícia Universidade Católica do Rio de Janeiro, Brazil Follow this and additional works at: https://scholarsmine.mst.edu/icchge Part of the Geotechnical Engineering Commons Recommended Citation Parreira, A. B. and Azevedo, R. F., "Geotechnical Performance of a Tunnel in Soft Ground" (1993). International Conference on Case Histories in Geotechnical Engineering. 17. https://scholarsmine.mst.edu/icchge/3icchge/3icchge-session05/17 This work is licensed under a Creative Commons Attribution-Noncommercial-No Derivative Works 4.0 License. This Article - Conference proceedings is brought to you for free and open access by Scholars' Mine. It has been accepted for inclusion in International Conference on Case Histories in Geotechnical Engineering by an authorized administrator of Scholars' Mine. This work is protected by U. S. Copyright Law. Unauthorized use including reproduction for redistribution requires the permission of the copyright holder. For more information, please contact [email protected]. !111!!111 Proceedings: Third International Conference on Case Histories in Geotechnical Engineering, St. Louis, Missouri, ~ June 1-4, 1993, Paper No. 5.55 Geotechnical Performance of a Tunnel in Soft Ground A. B. Parreira R.F.Azevedo Assistant Professor, Universidade de Sio Paulo, Brazil Associate Professor, Pontificia Universidade Cat61ica do Rio de Janeiro, Brazil SYNOPSIS The analysis of a tunnel section excavated through soft ground is presented.
    [Show full text]
  • Wet Well Wonder in a Deep Sewer Tunnel
    Columbus, OH Case Story Wet Well Wonder in a Deep Sewer Tunnel This wet well is a critical piece of a system designed to intercept wet weather overflows, and it demands powerful, high-quality pumps to handle the load. Designed to reduce environmental impacts resulting from Combined Sewer Overflows (CSOs) in Columbus, Ohio, the Olentangy-Scioto- Interceptor-Sewer Augmentation Relief Sewer (OARS) is the key component in meeting this goal. This sewer tunnel will intercept wet weather overflows that currently empty into the Scioto River and instead carry the flows to the city’s Jackson Pike and Southerly wastewater treatment plants. The overall length of the OARS tunnel is just less than four and a half miles, and it includes three relief structures that divert wet weather combined sewer flow to the OARS tunnel. The OARS tunnel is sized to provide adequate conveyance capacity through 2047 for all storms contained within the typical year as defined by the city. The OARS tunnel ends at the OARS Diversion Structure just north of the Jackson Pike wastewater treatment plant, which serves as the pump station wet well. Scope Among the most interesting components of the OARS project is a 215-foot Flygt model CP3351/995 FM 800 HP 4160V, 10417 gpm deep, 60-mgd capacity pumping system and a 185-foot deep screening at192’ tdh system. The OARS pumping system consists of multiple pumps that can handle enough flow to dewater the tunnel within two days of a large flow event. The difficulty with the deep pumping system on this project is that the static head condition varies from as much as 210 feet when the tunnel is empty to as little as 15 feet when the tunnel and shafts are full.
    [Show full text]
  • Planting in a High Tunnel Department of Natural Resources Conservation Service Agriculture
    United States Planting in a High Tunnel Department of Natural Resources Conservation Service Agriculture What is a Seasonal High Tunnel System? Alaska Crops A high tunnel (Seasonal Tunnel System for Crops) is a In Alaska four crops immediately come to mind as polyethylene (plastic) covered structure that allows benefitting from extended seasons, warmer growers to increase production of certain crops, grow temperatures and high market return. These are some crops that could not otherwise be grown in their tomatoes, cucumbers, corn, and peppers. They are area, and extend the length of time in the year (growing currently the most popular, as well as profitable, crops season) that the crops may be grown. for high tunnel production. Of course, this does not rule out other plants, nor does it rule out starting earlier in High tunnels often look similar to greenhouses, but are the season with cooler tolerant plants (i.e. quick maturing usually only single walled and are typically not baby greens), harvesting them and planting a second temperature controlled. The plastic covering traps crop that matures later in the season. High tunnel sunlight to raise temperatures inside the structure for the efficiency is increased by getting two or more crops a plants growing inside. The growing season can be growing season. This strategy also works if you have extended by up to four weeks by protecting crops from some plants that are incompatible because one plant potentially damaging weather conditions. Crops grown shades another. You can however, overcome shading by inside high tunnels tend to be of higher quality and spacing and/or by where you physically locate plants produce higher yields.
    [Show full text]
  • Stability Charts for a Tall Tunnel in Undrained Clay
    Int. J. of GEOMATE, April, 2016, Vol. 10, No. 2 (Sl. No. 20), pp. 1764-1769 Geotech., Const. Mat. and Env., ISSN: 2186-2982(P), 2186-2990(O), Japan STABILITY CHARTS FOR A TALL TUNNEL IN UNDRAINED CLAY Jim Shiau1, Mathew Sams1 and Jing Chen1 1School of Civil Engineering and Surveying, University of Southern Queensland, Australia ABSTRACT The stability of a plane strain tall rectangular tunnel in undrained clay is investigated in this paper using shear strength reduction technique. The finite difference program FLAC is used to determine the factor of safety for unsupported tall rectangular tunnels. Numerical results are compared with upper and lower bound limit solutions, and the comparison finds a very good agreement with solutions to be within 5% difference. Design charts for tall rectangular tunnels are then presented for a wide range of practical scenarios using dimensionless ratios ~ a similar approach to Taylor’s slope stability chart. A number of typical examples are presented to illustrate the potential usefulness for practicing engineers. Keywords: Stability Analysis, Tall Tunnel, Undrained Clay, Factor of Safety, FLAC, Strength Reduction Method INTRODUCTION C/D and the strength ratio Su/γD. This approach is very similar to the widely used Taylor’s design chart The critical geotechnical aspects for tunnel design for slope stability analysis (Taylor, 1937) [9]. discussed by Peck (1969) in [1] are: stability during construction, ground movements, and the determination of structural forces for the lining design. The focus of this paper is on the design consideration of tunnel stability that was expressed by a stability number initially defined by Broms and Bennermark (1967) [2] in equation 1: = (1) − + Fig.
    [Show full text]
  • The Port Miami Tunnel
    INFRASTRUCTURE CASE STUDY: Port Miami Tunnel SUMMARY PROJECT TYPE YEAR Tunnel 2014 DEAL STRUCTURE Design-build-finance-operate-maintain agreement TOTAL COST $1.4 billion in payments to concessionaire over life of project FINANCING Senior bank debt, TIFIA loan, and private equity FUNDING Availability and milestone payments from the Florida Department of Transportation (supported by a mix of state and local funds) and development funds PUBLIC BENEFIT Route traffic out of downtown streets and improve air quality in downtown Background The Port Miami Tunnel project was built through a public-private partnership (P3) that includes the design, building, financing, operation, and maintenance (DBFOM) of the project.1 The Florida Department of Transportation (FDOT) is the owner and worked with Miami Access Tunnel (MAT) Concessionaire, the private consortium partner led by Meridiam Infrastructure. FDOT named MAT the best value proposer in 2007, and the partners closed the deal in October 2009. Construction began in May 2010. Tunnel mining began in November 2011. The project was opened to the public in August 2014.2 Project Description The idea for the tunnel first surfaced in 1982 when a task force determined that such a structure should be built between the Port ofMiami and I-395 via the McArthur Causeway in order to reroute port-bound traffic off of downtown streets. By 1984, a plan for the tunnel had been developed. This plan was shelved for a number of reasons, but largely due to the building of a cheaper, six-lane bridge between downtown and the port in the early 1990s. There was also a declining number of trips to the port that made the tunnel less important.3 However, truck traffic remained routed through the central business district, and the plan for a tunnel remained a leading solution.
    [Show full text]
  • International Society for Soil Mechanics and Geotechnical Engineering
    INTERNATIONAL SOCIETY FOR SOIL MECHANICS AND GEOTECHNICAL ENGINEERING This paper was downloaded from the Online Library of the International Society for Soil Mechanics and Geotechnical Engineering (ISSMGE). The library is available here: https://www.issmge.org/publications/online-library This is an open-access database that archives thousands of papers published under the Auspices of the ISSMGE and maintained by the Innovation and Development Committee of ISSMGE. Geotechnical engineering considerations for the analytical design of an adequate tunnel support system Joan Ongodia, Denis Kalumba, Civil Engineering, University of Cape Town, Graduate student & Senior Lecturer, South Africa, [email protected] Harrison Mutikanga, Brajesh Ojha Civil Engineer, Uganda Electricity Generation Company Limited, Uganda & Civil Engineer, Navayuga Engineering Company, India ABSTRACT: Tunnel excavation impacts the ground both at the surface and underneath thereby affecting the natural in-situ stability. Failure results from stress redistribution, stress relaxation and deformations around the tunnel. Ultimately, tunnel failure occurs when the loads exceed the value of the bearing resistance. Therefore, a support system comprising unique structural components is needed to resist the weight of unstable rock wedges thereby ensuring that the tunnel does not fail. Nevertheless, stability depends on an effective rock- support interaction, specifically with the rock bolt which is the main support member. In order to assess and improve stability conventional methods to design are borrowed from geology which assesses material properties by visual observation, physical identification, using rudimentary geological handy tools, charts and graphs to estimate tunnel support ranges. For stability, the specific value of the required capacity to prevent failure should be established.
    [Show full text]
  • Specifications for the National Tunnel Inventory (SNTI)
    Specifications for the National Tunnel Inventory July 2015 Publication No. FHWA-HIF-15-006 FOREWORD This document was developed in coordination with the National Tunnel Inspection Standards (NTIS) regulation 23 CFR 650 Subpart E and the Tunnel Operations, Maintenance, Inspection and Evaluation (TOMIE) Manual. It is intended to supplement the NTIS and provide the specifications for coding data required to be submitted to the National Tunnel Inventory (NTI). Data in the NTI will be used to meet legislative reporting requirements and provide tunnel owners, the Federal Highway Administration (FHWA) and the general public with information on the number and condition of the Nation’s tunnels. I would like to acknowledge the initial work done on tunnel inspection through a joint project between the FHWA and the Federal Transit Authority which developed the Highway and Rail Transit Tunnel Inspection Manual in 2003, and the subsequent update in 2005. This document laid the foundation for highway tunnel inspection using a general condition rating methodology. In this coding document, we move from general condition ratings to element condition states to be consistent with the inspection methodology used for National Highway System (NHS) bridges. By moving to element condition states, tunnel owners should be able to more easily integrate tunnel inventory data into an asset management program and determine the need for maintenance and/or repair of their highway tunnels. Finally, I would like to acknowledge some of those who were involved in the development of this specification; AASHTO Technical Committee T-20 on Tunnels and the FHWA Review Team. Joseph L Hartmann, Ph.D., P.E.
    [Show full text]
  • Stability Analysis of Tunnel-Slope Coupling Based on Genetic Algorithm
    JOURNAL OF Engineering Science estr Journal of Engineering Science and Technology Review 8 (3) (2015) 65-70 and Technology Review J Research Article www.jestr.org Stability Analysis of Tunnel-Slope Coupling Based on Genetic Algorithm Tao Luo 1, Shuren Wang 1*, Xiliang Liu 1, Zhengsheng Zou 1 and Chen Cao 2 1 Opening Project of Key Laboratory of Deep Mine Construction, Henan Polytechnic University, Jiaozuo 454003, China 2 School of Civil, Mining and Environmental Engineering, University of Wollongong, Wollongong 2522, Australia Received 1 April 2015; Accepted 15 July 2015 ___________________________________________________________________________________________ Abstract Subjects in tunnels, being constrained by terrain and routes, entrances and exits to tunnels, usually stay in the terrain with slopes. Thus, it is necessary to carry out stability analysis by treating the tunnel slope as an entity. In this study, based on the Janbu slices method, a model for the calculation of the stability of the original slope-tunnel-bank slope is established. The genetic algorithm is used to implement calculation variables, safety coefficient expression and fitness function design. The stability of the original slope-tunnel-bank slope under different conditions is calculated, after utilizing the secondary development function of the mathematical tool MATLAB for programming. We found that the bearing capacity of the original slopes is reduced as the tunnels are excavated and the safety coefficient is gradually decreased as loads of the embankment construction increased. After the embankment was constructed, the safety coefficient was 1.38, which is larger than the 1.3 value specified by China’s standards. Thus, the original slope-tunnel-bank slope would remain in a stable state.
    [Show full text]
  • Fonsi-Ea-2121-Reclamation-Of-Burro
    U.S. DEPARTMENT OF ENERGY FINDING OF NO SIGNIFICANT IMPACT FOR THE FINAL ENVIRONMENTAL ASSESSMENT FOR RECLAMATION OF THE BURRO MINES COMPLEX IN SAN MIGUEL COUNTY, COLORADO (DOE/EA-2121) U.S. Department of Energy, Office of Legacy Management ACTION: Finding of No Significant Impact SUMMARY: The U.S. Department of Energy’s (DOE) Office of Legacy Management (LM) has prepared the Final Environmental Assessment for Reclamation of the Burro Mines Complex in San Miguel County, Colorado (DOE/EA-2121), which analyzed the potential environmental impacts of the Proposed Action. The Proposed Action involves the reclamation of three “legacy” mine sites associated with the Burro Mines Complex near Slick Rock, Colorado including erosion control and relocation of waste rock to a nearby former gravel pit. The Bureau of Land Management (BLM) and the Colorado Division of Reclamation, Mining and Safety (DRMS) consider these three mine sites as legacy or pre-law (pre-permitting by the Colorado DRMS). As such, there were no requirements for reclamation and these mines could remain in their current condition. However, DOE is undertaking the Proposed Action to protect the nearby Dolores River, to the extent feasible, from further sediment load originating from legacy waste rock at the Burro Mines Complex. DOE evaluated two alternatives: Alternative 1 (No Action Alternative) as required by DOE’s National Environmental Policy Act (NEPA) regulations (10 CFR Part 1021) and in accordance with Council on Environmental Quality (CEQ) regulations (40 CFR 1502.14[d]); and Alternative 2 (reclamation of the Burro Mines Complex) as the Preferred Alternative that would meet the purpose and need for the Proposed Action and would also be protective of human health and the environment.
    [Show full text]
  • Tunnel Excavator
    TUNNEL EXCAVATOR • For heading in soft ground • Excavation boom with swivel dipper stick TE 210 TE • Optimal cross section approx. 25-60 m² • Diesel drive 165 kW • Operating weight 28 t Tunnel excavator TE 210 Technical data / Area of application The new Schaeff TE 210 Tunnel Excavator follows in the successful Operating data footsteps of its predecessor model, the robust TE 200, and is the result of Maximal vertical reach 8’500 mm steadily upgrading its tunnelling equipment. Many years of experience Maximal digging depth 3’900 mm gained in successful applications all over the world and the particularly Minimal operating height 4’700 mm high demands from underground and tunnel construction have gone Minimal overhead clearance 3’300 mm into the TE 210. A service-friendly design fitting job-site requirements Machine width lower carriage 2’500 mm was a prime consideration throughout the development process. Machine width upper carriage 2’700 mm Machine height over cab 3’100 mm Featuring a compact and robust design, the TE 210 is predestined for Machine height for transport 3’300 mm use in small and medium-sized tunnel cross sections. The compact Rear swing radius 2’250 mm superstructure with its short tail swing radius allows for a large Minimal swing radius 3’670 mm superstructure swing range in wide as well as narrow tunnels. The Operating weight, acc. to equipment 82 t kinematics of the work equipment in combination with its high breakout forces permits advance in low-profile tunnels higher than approx. 4,700 mm, while operating heights of up to approx.
    [Show full text]