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IA )W cli',hla cn1cnt fault 7011(-s 0 11Cn cOrnprise a nrc,II of inrcIIinkc(I faults, cvtcnqonal shear and In]rck cxtcnsir>nal vein- fractures. Hydrothermal mineralisation localised around such structures testifies to their importance as conduits for fluid flow. Mesh structures are most commonly developed in situations approximating bulk pure shear but predominantly simple shear meshes also occur. They appear to develop through the infiltration of pressurised fluids into a heterogeneous rock mass with varying material properties. In some circumstances, mesh formation appears to be a precursor to the development of major throughgoing faults. Mesh formation generally involves hydrofracturing (Pf> a3, at least locally) and the condition Pf - 63 to be maintained for the mesh to remain a high permeability conduit, requiring fluid overpressuring at other than shallow depths in extensional-transtensional regimes. The volumetric character of earthquake swarm activity appears to result from the passage of hydrothermal fluids through mesh structures, representing a form of distributed fault-valve action along suprahydrostatic hydraulic gradients arising from magmatic intrusion, compaction overpressuring, metamorphic dewatering, etc.

Jan 1, 1995

By D Craw

TheSouthern Alps in the South Island of New Zealand are currently rising rapidly as a consequence of continental collision along the Pacific-Australian plate boundary. Rapid uplift has resulted in a major thermal anomaly in the shallow crust beneath the alps. Alpine topography and associated intense precipitation, coupled with the thermal anomaly are responsible for vigorous combined topographic/convective circulation of water through the shallow crust.   Uplift is greatest in a wedge-shaped region between the Alpine Fault and an associated second-order backthrust system, the Main Divide Fault Zone, approximately 20 km to the east. The Main Divide Fault Zone is segmented into NNE and NE striking faults, which are regionally sub-parallel to the Alpine Fault, but dip northwest in the opposite direction. Reverse oblique-slip on the Main Divide Fault is in an easterly direction, with a greater component of strike-slip movement on the NE trending faults. Elevated topography in the Mt Cook region is related to thrusting of a relatively homoclinal sequence of semi-schistose rocks on top of lower-grade greywacke, which controls the position of the Main Divide. Tectonically induced fluid flow resulted in only minor alteration and hydrothermal mineralisation of fault-rocks in Alpine and Main Divide Faults, and localised deposition of quartz and/or carbonate in the immediate hangingwall.   The wedge between the Alpine and Main Divide Faults is segmented by third-order structures north of the Mount Cook region. A series of right-lateral (-085/700S) and left-lateral (-150/600SW) faults, which are synthetic and antithetic to the Alpine Fault, respectively, developed as a conjugate set during uplift. Fluid-flow in the Southern Alps is controlled by these third-order fault/fracture systems. Cu-Au mineralisation, hydrothermal veins, and surface hot spring activity are localised by third-order fault/fractures and appears to be enhanced where conjugates intersect.

Jan 1, 1995

By Craw D

The Southern Alps in the South Island of New Zealand are currently rising rapidly as a consequence of continental collision along the Pacific-Australian plate boundary. Rapid uplift has resulted in a major thermal anomaly in the shallow crust beneath the alps. Alpine topography and associated intense precipitation, coupled with the thermal anomaly are responsible for vigorous combined topographic/convective circulation of water through the shallow crust.

Jan 1, 1995

By S. F. Emmons

"The obscurity which still veils from us the true nature of veins will become more acid more cleared up when they can be considered in connection with the geological structure of the regions in which they occur." 1 THESE words, according to Lossen, the biographer of the late Dr. A. von Groddeck, of Clausthal, were the last received by him from that eminent man, perhaps the most far-sighted and carefully progressive of recent writers on ore-deposits. They seem to me to form a fitting text for what I am about to say ; since I find that many of the conclusions at which I have arrived by my own study of the structural relations of ore-deposits,or, in other words, of the structural and dynamic geology of the regions in which they occur in this country, have been similarly determined by hint within recent years in Europe, and especially in his home field of work, the Harz. I shall not enter upon a detailed account of how far other workers may have arrived at similar conclusions with myself, since these questions of priority are of little interest, except to those immediately concerned; but will briefly present the methods by which, in my work in this country, I have arrived at certain generalizations, and will point out the practical bearing which they may have upon the work of mining engineers. In my first thorough and systematic examination of an important group of ore-deposits, viz., that of Leadville, Colo., I was enabled, through the generous facilities afforded me by the then Director of the Geological Survey, Clarence King, to

Jan 1, 1913

By G Alan Foster

Many complaints generated from blasting operations result from the marked human response to ground transmitted vibrations and air blast effects and so many authorities have considered the regulation of blasting in terms of human response rather than, as previously, in terms of preventing damage to structures.

Jan 1, 1981

By Adrian Moore, John Wilson, Alan Richards, Emad Gad

Project C9040 – ‘Structure Response to Blast Vibration’, funded by the Australian Coal Association Research Program (ACARP), involved the investigation of the structural response from blast vibration of three houses of brick veneer construction subject to a wide range of ground vibration levels. This paper summarises the findings of a house subject to vibration levels up to 220 mm/s (8.7 in/s). Damage attributable to blast vibration was not observed until vibration levels exceeded 70 mm/s (2.8 in/s).

Jan 1, 2003

By Robert N. Evans, Delon Hampton

During construction of the Washington Metropolitan Area Transit System, the hand-mining of a mixed-face condition was anticipated on a portion of tunnel located in the downtown area of Washington, D.C. The Section, consisting of two circular tubes, extends from Station 12+80, heading in a westerly direction, traverses along a curve under Lafayette Square, and ends in a northwesterly direction at Station 37+62 (see Fig. 1a). It was near the northernmost portion of the section that the mixed-face condition was encountered. Decomposed rock was first encountered in the invert at Station 31+00. From this point the rock gradually increased in height until it intersected the springline at Station 37+62, the project limit. Summarized within this paper are measurements of the soil load on a horseshoe-shaped portion of tunnel located in the mixed face condition. These measured loads are compared to the soil load on tunnels as determined by current design methods. The paper also discusses rib and surface movements associated with the post loading process. Comments will be made on how the presence of a mixed face condition might help or hender the tunnel design and construction procedures.

Jan 1, 1974

By Ingo Kaundinya

"INTRODUCTION Tunnels are important elements of the German federal road network which have to cope with an increasing traffic load especially of heavy goods vehicles. In order to ensure a high availability and safety level for these key infrastructures, big efforts are required by owners and operators in order to keep all infrastructures up to date. This mainly relates to current European regulations regarding tunnel safety (Directive 2004/54/EG) [1] and their national implementation, which must be fulfilled by many existing tunnels. In this context the German Federal Government spends more than 1.1 billion € for the structural and operational retrofitting of more than 120 existing road tunnels. As many of these projects have recently been finished or are still under progress, experiences and best practices could be reported. After the description of current requirements in national standards regarding structural fire protection, the paper gives an example for an upgrade of a tunnel’s fire protection by installing an additional fire protection system, which is a quite costly measure. Another possibility to fulfill current requirements regarding structural fire protection could be the numerical proof of sufficient bearing capacity of a structure. The influence of different fire loads and fire durations on the bearing capacity of typical road tunnel structures have been investigated in a research project funded by the German Federal Ministry of Transport (BMVI) and coordinated by the Federal Highway Research Institute (BASt). The results of this research project have been used to define a procedure how to investigate existing tunnels regarding structural fire protection. Finally, the research results have also been the basis for a current update of national standards for tunnel construction. REQUIREMENTS REGARDING STRUCTURAL FIRE PROTECTION The structural fire protection design of road tunnels is usually based on temperature-time curves of exposure to fire, for simplicity called ""fire curves"". The fire development after fire growth is illustrated with fire curves. Fire curves can be subdivided into a heating-up phase, a fully developed fire phase, and if applicable, into a cooling-off phase (cf. Figure 1). During the fully developed fire, the fire remains at a certain temperature level."

Jan 1, 2016

By Roy M. Schnabel

The Fashion Island Boulevard Bridge over the Marina Lagoon in San Mateo, California is an eight span precast, prestressed concrete girder bridge. It is approximately 495 feet in length and 61 feet in width. It is supported on 36" diameter octagonal, hollow precast-prestressed concrete pile columns. The bridge was constructed in 1968 and suffered considerable damage during the Loma Prieta Earthquake in 1989. A damage survey report prepared by the State's Office of Emergency Services (OES) recorded that sixteen of the twenty-one pile-columns sustained heavy to moderate damage from the Loma Prieta Earthquake. The damage consisted of cracking and spalling at the tops of the pile-columns. Spalls at the most heavily damaged columns exposed the prestressing strands and confinement reinforcing which also showed signs of corrosion.

Jan 1, 1993

By M J. Begbie, K B. Sporle

The Golden Cross low sulfidation epithermal deposit produced approximately 750,000 ounces of Au from two ore zones: the underground Empire Vein System and the open pit stockwork. The Empire Vein System has at least eight stages of vein formation: (1) sulfide veins, (2) black veins, (3) massive veins, (4) banded veins, (5) thin white veins, (6) crumbly veins, (7) massive/platy calcite veins, and (8) flattened rhomb calcite veins. Gold mineralisation occurred relatively early in the lifetime of the system, dominantly during 2 through 4. The late calcite veins (7 and 8) and early sulfide veins (1) are barren. The vein system formed in a dominantly extensional environment, though some compressional faulting may have also existed during vein formation. There is no evidence for significant strike-slip faulting during vein formation, highlighting the fact that explorationists should pursue on-site structural patterns rather than fashionable models.

Jan 1, 1998

By R. Kneisley, D. Conover, K. Haramy, K. Hanna

INTRODUCTION Coal mine entry intersections are high-risk areas for roof falls due to inherently wide roof spans, excessive stress, and variable intersection shapes resulting from breakthrough misalignments. Statistics from underground coal mines reveal that a high percentage of injuries occurs from roof and rib falls in entry intersections (Peng, 1980). The U.S. Department of the Interior, Bureau of Mines, is conducting a field research project to investigate failure modes surrounding underground coal mine entry intersections. The research objectives are to (1) develop a method to determine failure modes and stress-displacement relations around coal mine intersections and (2) develop engineering guidelines and empirical relationships for use in designing safer coal mine entry intersections. The basic approach to achieve the objectives is to instrument and monitor intersections before, during, and after intersection development in order to determine contributing parameters, such as in situ stresses, stress changes, strata movement, geology, physical properties, and mining sequence, that may influence the short- and long-term stability of the intersection and adjacent entries. This paper describes a rock mechanics instrumentation program, data analyses, and a comparison of two case studies conducted at two underground mines, designated as "A" and "B", in the Illinois Coal Basin. The instrumentation plans and data collected during development and long-term monitoring of four-way intersections and adjoining entries are presented. Data analyses of pre- and post-mining roof stress, pillar loading, strata movement, roof bolt loading, and geologic features are included. INTERSECTION FAILURE MECHANISM The region surrounding an entry intersection is characterized by different failure criteria than the region surrounding a single entry. Stresses induced during intersection development may result in a high incidence of roof and rib failures. Various numerical modeling techniques have been used to evaluate the failure modes surrounding intersections (Gercek, 1982; Chugh et al., 1975). Numerical modeling techniques include problems associated with the analysis of post-failure behavior, provision for different horizontal stresses (i.e., 01 f 021, and determination of inputs required for any non-elastic behavior. It seems likely that more sophisticated failure criteria, based on actual field data, are needed. The Bureau of Mines has conducted an extensive instrumentation program to investigate actual intersection failure mechanisms and to provide an improved understanding of stresses and deflections using beam and plate theories. Beam theory is not applicable to analyzing intersections (Wright et al., 1964); however, it can be used to explain roof deflection and failure (shear and flexure) of adjacent entries and to provide an improved understanding of stress changes and displacements as the entries, crosscuts, and intersection are developed (Hanna et al., 1985). Beam theory may be used for entries when the roof length is twice the width. When the length is less than twice the width (as in intersections), the roof must be analyzed as a three-dimensional problem, and stress and deflection calculations are based on flat plate theory (Adler and Sun, 1976). The confined-core theory (Wilson, 1972) hypothesizes that within a typical pillar, two regions exist: a confined-core region where the horizontal confining pressure is uniform and approximately equal to the overburden pressure, and a yield zone where the vertical pressure increases from nearly zero at the rib to a pressure peak at the boundary of the yield zone. The strength of coal in the yield zone ranges from nearly zero at the rib to nearly full strength at the confined core. The vertical stress in the confined core decreases from maximum at the yield zone boundary to the overburden pressure some distance into the pillar. Excavation of the adjoining entries

Jan 1, 1986

By Keshavan Nair

In connection with Project Payette, which is concerned with the detection of underground nuclear explosions, it was necessary to determine the technical feasibility of constructing and maintaining a large (approximately 315 feet in diameter) unsupported underground cavity at a depth of approximately 2700 feet in the Tatum Salt Dome in Mississippi. The dimensions and the location of the cavity in the salt dome were governed by criteria laid down by the Atomic Energy Commission. Within the framework of the specified criteria, cavities of various shapes and dimensions could be utilized. One aspect of the feasibility study was to investigate the structural stability of various cavity shapes and to recommend a preferred shape. This paper summarizes the studies that were conducted to evaluate the structural stability of various proposed cavities.(l)

Jan 1, 1968

By Xingkai Wang, Wenbing Xie

"To control the large deformation of soft rock around the roadway subjected to high stress, it is important to improve the stability of support structure, in addition to increasing support strength. In this study, the causes for the destabilization of U-steel frame and its loading characteristics were analyzed by theoretical analysis, laboratory experiments and field tests. The technology of constant support resistance, the principle of support structure compensation and the compensation technique are proposed. The results indicated that the main reasons for frame structure destabilization are caused by low strength of connector, irrational structure of connector, poor interaction between the surrounding rocks and support frame and structure, and unstable support structure. Thus, the corresponding technological measures, such as connector with high strength and rational structure are adopted. The bearing capacity of frame is unstable after slipping. In order to maintain the high support resistance when the frame is performing the support function, the frame connector should be retightened after slipping. Though the working resistance may be improved greatly by using the backfilling or back grouting of U-steel, the frame remains unstable because of the unstable frame structure. Therefore, according to the deformation characteristics of rocks surrounding the roadway and the structure instability of U- steel frame, the stable structure device is used to carry out the structural compensation of U-steel frame, and the whole bearing capacity of the frame and its structural stability are improved greatly.INTRODUCTIONThroughout the development of the roadway supports for coal mines in China, it can be seen that the supporting strength and supporting resistance increase continuously with increase in mining depth and supporting difficulties [1]. With respect to the ground control mechanism and supporting technology of rocks surrounding the soft rock roadways subjected to high stress, considerable research has been done both at home and abroad. The backfilling technology behind the high-resistance and yieldable U-steel wall, the new type of grout/bolt support technology and the bolting with high-strength mesh support technology were developed, and have been used widely in coal mines with notable economic benefits [2-7]. However, a large number of engineering practices show that in many cases the existing rock control technology of roadway may not control the large deformation of the soft rock roadways subjected to high stress. The reason that the large deformation of soft rock roadway occurs is mainly due to poor structure stability of existing frame bearing structure, not insufficient support strength."

Jan 1, 2015

By Horace Knerr

The term. "high-yield-strength," used in the title of Dr. Gillett's paper (p. 40) is obviously relative. His discussion is limited to improved steels intended to compete with the low-cost, low-carbon, hot-rolled, sheet and plate steels of commerce made and used on a tonnage basis, without heat-treatment. In his list of about three dozen steels, only three have a yield strength of 70,000 lb. per sq. in., or over. Double such values are not uncommon in aircraft steels. Dr. Jeffries (p. 21) refers to "light-weight metals," obviously meaning strong alloys of low specific gravity; namely, aluminum alloys of the duralumin type and certain magnesium alloys. In a structural material, "lightness" is determined by two factors, strength and specific gravity. They must always be considered jointly. The basis of comparison is a strength-weight ratio, obtained by dividing the desired strength value, such as tensile strength, yield strength, or endurance limit, by weight per unit of volume, such as specific gravity or pounds per cubic inch1. For example, aluminum is a heavy metal, structurally, unless alloyed and heat-treated to give it high strength. When the strength of a structural metal is raised by heat-treatment or by cold-work, its specific gravity is not appreciably changed, but it is made lighter in direct proportion to the increase in strength because less of it will be required to carry the load. The lightness of the finished structure of adequate strength is the real point of interest. This structure must not only carry designed load, but "stand the gaff" of service, which includes the effects of accidental overload, fatigue, corrosion, loosening of joints, and so forth. Neither Dr. Gillett nor Dr. Jeffries mentions the true "lightest material of construction," which is alloy steel, tubular in form (Fig. 1), assembled by welding and heat-treated to a yield strength in excess of 150,000 lb. per sq. inch.

Jan 1, 1936

By W. Blake, J. K. Whyatt, B. G. White

In situ stress on the scale of a tunnel or mine may be distorted by geologic structures. The resulting variations in in situ stress have a direct bearing on the potential for mining-induced seismicity. New evidence collected from the Lucky Friday mine by US Bureau of Mines researchers, as well as a review of previous case studies, demonstrated that in situ stress variations affect the [spatial] distribution of mining-induced seismicity. Although overcore stress measurements have been useful in these studies. they are too expensive and, depending, on conditions, may be too difficult to collect. However, information on borehole and raise breakouts: deformation of mine openings: and patterns of seismicity, ground-control problems and rock-burst damage can be used to build a stress database. In conjunction with maps of mine structure and geology and models of rockmass behavior, this database can then be used to build a map of in situ stress variations. Such a map could provide a means of anticipating patterns of mining-induced seismicity and. Thus, could be the basis for planning appropriate measures to ameliorate rock-burst hazards.

Jan 1, 1997

By J. K. Whyatt

In situ stress on the scale of a tunnel or mine may be distorted by geologic structures. The resulting variations of in situ stress have a direct bearing on the potential for mining-induced seismicity. New evidence from the Lucky Friday Mine collected by U.S. Bureau of Mines researchers, as well as a review of case studies, demonstrates that in situ stress variations affect the spatial distribution of mining-induced seismicity. Although overcore stress measurements have been useful in these studies, they are too expensive and, depending on conditions, may be too difficult, to use routinely in mapping stress variations. However, information from borehole and raisebore breakouts; deformation of mine openings; and patterns of seismicity, ground control problems, and rock burst damage can be used to build a stress database. This database can then be used in con-junction with maps of mine structure and geology and models of rock mass behavior to build a map of in situ stress variations. Such a map provides a means to anticipate patterns of mining-induced seismicity that are likely to be encountered and, hence, provide a means for planning appropriate measures to ameliorate rock-burst hazards.

Jan 1, 1995

By F. Czerwinski

Mechanically fragmented chips of an AZ91D magnesium alloy were transformed into a semisolid slurry within the Thixomolding® system. Microstructural analysis of a material at various processing stages revealed that the cold deformation of the alloy, experienced during chipping, led to the recrystallization and growth of equiaxed grains which were subsequently converted to the globular structures by melting the grain-boundary network.

Jan 1, 2004

By John Murray, Ryan Smith, Daniel Ebin, Robert Gould, Thomas Hennings

The Atlanta Plane Train Tunnel West Extension was excavated at Hartsfield-Jackson Atlanta International Airport using Sequential Excavation Methods (SEM). At its shallowest point, tunnel cover to bottom of Domestic Terminal footings was limited to 6 feet in soft ground. To mitigate risk of excessive building movement due to tunneling-related activities, the columns near the alignment were directly underpinned. Underpinning was accomplished using a combination of grouted mini-piles, installed under low headroom conditions, that supported steel framing spanning over the tunnel excavations. This paper focuses on design and construction of the underpinning system used to mitigate risk from tunneling.

Jun 13, 2023

By D. A. Bruce

Small diameter cast-in-place bored piles (pinpiles) have been installed throughout the world since 1952, but only more recently in the United States. The special features of their construction and performance makes them ideally suited for structural underpinning applications in difficult ambient and geological conditions. This paper describes the underpinning of part of a major industrial facility near Mobile, Alabama. In addition to being a most interesting and successful case history, per se, the paper also describes in detail a fundamental test pile program which has afforded a unique insight into the basics of load transfer mechanisms.

Jan 1, 1992

Investigate the use and placement of lightweight concrete to improve ground control technology in deep mines where deformation occurs under heavy ground conditions and where there is danger of rock bursts. Approach Investigations of lightweight concrete properties and placement methods were conducted in the laboratory and in the field. Three test sections were completed: a monolithic, portal-type structure with integral walls and arch constructed aboveground; an underground test section constructed in a mine drift using plywood forms; and a test section constructed in a mine drift using an air-supported formwork. In the two underground test sections, the light-weight concrete was placed using a piston pump with concrete discharge line. A cooperating mine also used lightweight concrete, in the density range of 25 lb/ft3, to replace timber blocking in a raise preparation structure (the enlarged area across a vein where chutes and manway access arc placed). Other experiments included the use of precast lightweight concrete blocks in situations where ground support was needed, such as fur mine, ventilation doors, stoppings, and barricades.

Jan 1, 1990