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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

By Euclid P. Worden

INTRODUCTION Today, conventional raise boring is an accepted method of development in underground mines and on major construction projects. Over the years that this technique, and its associated machines and tools, have been under development, many articles have been written on the subject. To a great extent, these papers have reported operating results of one or more specific projects or have been generalized reviews of state-of-the-art machines and tools. This paper is intended as a review of the technique from an operational standpoint. Conventional raise boring, as opposed to the related variants box hole drilling and underground blast hole drilling, is a two step process consisting of the pilot hole drilling and reaming cycles. This author has covered the subject of pilot hole drilling in another article (1) . A good review of the current machines and equipment has been presented by Monroe (2) and an overall review of this entire technology was published by E&MJ (3) and Mining Journal, April, 1983 (4) . The subject of the reaming cycle is presented here together with some of the technical aspects of how the drilling tools are intended to be used. OPERATIONS Bit Change After the pilot bit has broken through at the end of the pilot hole cycle, a changeover takes place at both the machine and

Jan 1, 1985

By W. J. Taylor, T. D. Parris

"Over 90,000 feet of raise have been bored at International Nickel underground mining operations throughout the Sudbury District since the advent of raise boring in the early part of July, 1964. With a total of 10 raise borers on hand at this time, techniques have improved steadily since introduction at INCO mines. The first unit, designed for use in rock of low compressive strength, had to be modified and redesigned to cope with Sudbury Area Precambrian rock. As equipment and boring techniques improved, a specially designed machine for larger holes was developed and is now in use. More powerful units, with a thrust capacity of up to 750,000 pounds, are under investigation. Raises have been bored up to 84-inch diameter, and the changeover to 5- and 6-foot flat reaming heads with improved cutter design has increased performance substantially. As a result, 5-foot-diameter raises have been completed to a length of 750 feet and 6- and 7-foot raises to over 500 feet. Reference is also made to the drilling of over 23,000 feet of drainage and sand-fill holes, ranging up to 7% inches in diameter, with smaller underground rotary drill equipment.Finally, a look into the future indicates the need for further improvements in equipment design to permit economic boring of 7- to 8-foot-diameter raises in Sudbury Area ground types."

Jan 1, 1972

By Anderson K

In 1991, the first horizontal raise drill hole in Australia was successfully completed by Australian Raise Drilling Pty Ltd (ARD) at the Perseverance nickel mine of Western Mining Corporation's (WMC's) Leinster Nickel Operations in Western Australia. At that time, WMC were experiencing considerable difficulties in developing the horizontal drill drives through the orebody using conventional drill and blast techniques. Following the success of the initial hole, a further two holes were drilled as part of the evaluation program. The technique has proved so successful that it has been accepted by WMC for on-going development of drill drives at Perseverance.This paper describes the program. It relates how the project evolved, the modifications that were required to the equipment used, the performance experienced during the program and the future of the method in this and other applications.

Jan 1, 1993

By Fraser RJ

A Robbins Raise Drill Model 61R was used to provide one 7' diameter shaft 1050' deep in Clutha Development's exploratory mine at Blackwater in Central Queensland and two 7' diameter shafts 1450' deep at their South Clifton mine on the Illawarra Coast of New South Wales.

Jan 1, 1972

By F. H. Guise-Brown

Raise-boring experiences in the gold mines of the Anglo American Corporation Group by J. W. WILSON and P. C. GRAHAM Published in the Journal, October, 1972. Discussion by F. H. Guise-Brown., B.Sc. (Min. Eng.) (Member) INTRODUCTION Messrs J. W. Wilson and P. C. Graham are to be congratulated on an excellent paper containing several thought-provoking remarks. The concept of allocating a machine and equipment valued initially at some R300 000 on an experimental basis is courageous, and the results obtained could be of interest to the mining industry as a whole. The Gold Fields of S.A. Group approached this problem differently. In pioneering the start of this work in South African gold mines, they considered that expenditure of this magnitude would be warranted only if the proposition was viable right from the start. To this end, a Robbins R41 was purchased expressly to assist in the duplication of part of the No. 1 shaft system of the Doomfontein Gold Mine. Mr M. J. Koortsl has summed up the initial results of this work and given some preliminary costing, but inflation since that period has made these figures somewhat out of date.

Jan 10, 1972

By Fletcher A. E W

Ever since it made its debut in 1962, in the form of a Robbins 31R, the raiseborer has become an accepted tool in the mining and civil construction industries. The first raiseborer to be used in the Witwatersrand goldfields made its appearance in 1968. This was a Robbins 42R which could raisebore 185m deep holes to 1,22m diameter. From 1968 to 1973 capability increased with the introduction of first the 61R, then the 71R and finally the 83R, which could raisebore 610m deep holes to 3,66m diameter. This created a demand for larger holes but the cost of bigger, more powerful machines requiring larger, stronger drill pipe, cutters and other accessories was prohibitive. To avoid replacing existing models such as the 71R, and in order to increase their capability, the concept of reaming in two stages sequentially was developed jointly by a German drilling equipment manufacturer, Wirth, their South African subsidiary, Transbor, and a local contractor, Rocbor Raiseboring and Mining Contractors. The result, the Sequential Reaming Head, proved most successful and existing machines, normally limited to 2,44m diameter holes, could now ream to 3,66m diameter. This created a demand for even larger holes. In order to maximise the use of the sequential reaming head to meet this demand the HG330, and subsequently the HG330SP raiseborer were developed. Using a 4,26m/6,02m cutting head, these machines have raisebored holes 1000m deep in hard rock. The raise- boring of the first major hole to be excavated by this combination, the 484m deep x 6,02m diameter surface shaft at Premier Mine is described. Reference is also made to six other shafts which have been completed or are under construction.

Jan 1, 1987

By Jos. Kalbhenn

PART of the plan of re-allocation evolved by the engineers of the Dominion Steel and Coal Corporation in 1932 to retard the rapid advance of the submarine workings seawards was the opening of Dominion No. 20 Colliery, in the Harbour seam, by a pair of cross-measure tunnels from the workings of an older mine working the Phelan seam, which lies 430 feet below the Harbour seam. The tunnels, 8 ft. by 13 ft. in size, were started away from the old workings of Dominion No. 2 at a point 1.5 miles beyond the shore line and were driven on a rising grade of 1 per cent for a distance of 5,335 feet, tapping the Harbour seam at a point 2 ¼ miles off-shore. For transportation and ventilation, shafts and roadways already existing in the Phelan seam were made use of during the stages of development and up to the present time. One of the two tunnels served as a main haulage road and an intake airway, and the other as a return airway and travelling road. However, as the workings of this new colliery expanded, the need for additional airways arose as was anticipated when the plans for the development were formulated. To meet this need, work was started on October 1st, 1942, to establish a new opening between Nos. 2 and 20 Collieries in the form of a vertical shaft to provide a passageway for the ventilating air current of some 250,000 cubic feet per minute on its return to the upcast shafts in No. 2 Colliery, thus making both tunnels available for intake airways. In the interest of safety, speed, and economy, the shaft was raised from the Phelan to the Harbour seam. It is 20 ft. by 12 ft. in size and, with the exception of three timbered compartments across the narrow end, is untimbered. One of the three timbered compartments housed the ventilating tubing and pipe lines, the centre one served as a cage-way for hoisting men and material during the operation of raising, and the third one contained a ladder way. The rest of the shaft was filled with debris during the period of shaft raising.

Jan 1, 1944

By R. H. Grau, S. B. Robertson, R. B. Krog, T. P. Mucho

Due to the difficulties of ventilating large opening stone mines, the effective dilution of diesel particulate matter and noxious gases has often been problematic. Since stone mines have large openings that develop low air resistances, and propeller fans are designed for low pressure-high volume applications, main mine propeller fans may be a feasible option for ventilating underground stone mines. This paper describes the results of a case study where researchers from the National Institute for Occupational Safety and Health have demonstrated that significant increases in total mine airflow can be achieved and the ventilation improved in a large-opening stone mine by replacing an axial-vane mine fan with two 12-ft diameter propeller fans and adding a line of stoppings. In this study, the use of the propeller fans more than doubled the air quantity from 300,000 cfm to 750,000 cfm, while operating at 50 horsepower less than the original axial-vane fan.

By P Phelan

This paper presents the general background and development of raiseboring followed by case histories of circumstances where raiseboring equipment was used in a different manner to normal. Each project has been summarised for this paper as described below: Case 1: Retrieval of a 40 tonne truck from a stope at Peak Gold Mines. Case 2: Slot raising - Conventional, Uphole and Downhole Reaming at Peak Gold Mines. Case 3: Reamer recovery by Downreaming at Tower Colliery. Case 4: The importance of Mucking Raisebore Holes û Thalanga Project. Case 5: Pilot Drilling Dewatering Holes at Beaconsfield Gold Mines. Case 6: Low angle æcut offsÆ in vein at Telfer Gold Mine.

Jan 1, 1998

By Richard DePew, Robert J. Auber

The Westerly Storage Tunnel is a 25-foot diameter segmentally lined storage tunnel that is a major component of the Northeast Ohio Regional Sewer District's Project Clean Lake that is designed to capture 39 million gallons of untreated CSO overflows from entering Lake Erie. During the final stages of the project completion, a large-scale rock fallout incident occurred during the final lining installation operations at the down-stream end of the tunnel that extended beyond the designed primary support system. This paper outlines the level of coordination and collaboration between the Owner, Designer and Contractor to remediate the situation safely, quickly and effectively.

Jun 23, 2024