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By Krishniah N. Murthy, James E. Monsees

BACKGROUND The development of public transportation in the Los Angeles Metropolitan area is, as in other cities, closely tied to the development of the area because of increases in population and commercial and industrial activity. Local transportation first appeared in the area in the 1870s when the population was fewer than 10,000 residents. Around 1910, after many consolidations of competitive interests, two large railway companies were formed: The Los Angeles Railway, which provided urban transportation in the Los Angeles City area, and the Pacific Electric Railway, which primarily provided suburban and interurban transportation. These two entities continued with their operations until after World War II, when the ownership passed on to the Los Angeles Transit Lines and the Metropolitan Coach Lines, respectively. By then the railroads needed new equipment, track rehabilitation, and, of course, more money-paying patrons. Lack of grade separation of railway facilities from other traffic increased commute times and encouraged travel by private automobiles. The romantic era of hopping on a Pacific Electric Company "Big Red Car" was coming to an end. As early as 1917, in fact, bus lines were substituted for unprofitable rail service. The Los Angeles Metropolitan Transit Authority (LMTA) was established in 1951 by the California Legislature to study and plan for improvements in the public transportation facilities in the Los Angeles area. In March of 1958 the Los Angeles Metropolitan Transit Authority took over the operation of the two lines.

Jan 1, 1989

By John C. Galloway, Heinz G. Leistner

ACKNOWLEDGEMENTS The investigations described in this paper were supported by contracts with the Defense Nuclear Agency (DNA) under direction of Lt. Col. John Galloway, and by Boeing Company research funds under supervision of James Wooster. Other engineers of The Boeing Company who contributed to the work of this investigation were Don Armitstead, John McAvoy, and Tom Day. INTRODUCTION In this paper, we are describing a current concept for placing intercontinental ballistic missiles (ICBMs) in sites deep underground to be used as a strategic Future Secure Reserve Force (FSRF). The objective of such concepts is to utilize soil and rock cover to protect high value strategic weapons from destruction by nuclear attack. The burial deep underground achieves two purposes. First, it imposes a miss distance upon the attacking weapon equal to the depth of burial minus any penetration capability the weapon might have. This tends to offset increasing accuracy of weapon delivery. The other purpose is to absorb as much of the weapon's energy as possible, thus reducing the effects of powerful weapons. This use of soil or rock cover over military facilities began with the development of man's capability to loft projectiles. Until recently, underground military installations, by their nature, performed defensive functions. Since they are not mobile and their weapons in the past had very limited range, an enemy would have to approach them before an engagement could take place. Thus, they were often used to control "choke points" on sea lanes as in the case of Gibraltar or

Jan 1, 1979

By Harry M. Conger

Good afternoon, fellow members of the international mining community. I appreciate the opportunity to participate in this special three-day, international gathering, and to join with you in honoring one of my very good friends, Doug Fuerstenau. It couldn't be more fitting to have this kind of event to mark Doug's 60th birthday. You know, in addition to his faculty position at the University of California in Berkeley, Doug is a member of the Board of Directors of our Homestake Mining Company. So it is a double pleasure for me to help pay tribute to one of the outstanding academicians of the mining industry as well as a man with whom I work closely in running Homestake. I have been asked to talk about "The Future of Precious Metals," but I will concentrate my remarks on gold. Since the theme of this Symposium is "Challenges in Mineral Processing," what I'm going to talk about is a challenge that relates especially to a major problem faced by those of us who process ores to recover gold. I noted that in the Scope of this Symposium, it stated: "the mineral industry is currently facing many challenges to improve the economics, operating efficiencies and environmental concerns of the mineral processing system." I couldn't agree more with that statement. I think that a need exists for us to address this situation as it involves gold. And who better to consider this than the worldwide leaders of mineral processing research here assembled. I start with the premise that we need a new method for cyanide use or a chemical to replace sodium cyanide entirely. In the case of using cyanide differently, I see a continuing difficulty in getting general public acceptance regardless of how

Jan 1, 1989

By J. E. Stephens

US Borax began exploration in southeast Alaska in the summer of 1971 with a staff of two, Barry Watson and Jackie Stephens, based in Spokane, WA. After several years of prospect examinations in the islands west of Ketchikan, AK, and with the able assistance of prospector-pilot Kenny Eichner, Jackie Stephens proposed and organized a boat-based, helicopter-supported, stream sediment sampling program to explore the western contact of the Coast Range intrusive complex on the mainland. The rationale for this included: the extension of known mineral trends from Canada into southeastern Alaska along favorable geologic zones; the western contact area of the Coast Range intrusives with metasediments and metavolcanics was a favorable target for metals exploration as shown by numerous small prospects. Knowledge gained from mineral exploration of the island areas indicated that they were well mineralized, but already well explored, and that the known mineral potential was probably present in subeconomic quantities (Brooks, et al.). Publications of the US Bureau of Mines and other scientific agencies were gathered and every prospect within the southem southeastern Alaska area was plotted. This in itself lent a tremendous amount of knowledge to the total exploration program. US Borax's McLean Arm copper property on Prince of Wales Island was drilled and dropped while this compilation of data was proceeding. We found that many companies had followed one another around the island areas, but little or no exploration had been done on the west side of the Coast Range, and that many explorationists flatly stated that the west side of the Coast Range was barren of mineralization. In summary, although some of the shoreline and near shoreline areas of the mainland had been explored, no organized boat-helicopter exploration program had been done along the favorable western zone of the Coast Range Intrusive complex. We decided to use a boat as a floating hotel for the crews that were to be helicoptered into the back country from tidewater for our initial stream-sediment sampling program.

Jan 1, 1991

By Steven G. Vick, Herbert H. Einstein

1. INTRODUCTION The Tunnel Cost Model (TCM) is a computer based model whose objective is to quantify the risks of hard rock tunneling in terms of cost and time to completion. The main feature of the TCM is the simulation of the tunnel construction. The simulation makes it possible to incorporate in the time and cost computations the effect of uncertainties in geologic conditions and in productivity rates and costs. The cost and time computed with the TCM will be in form of distributions that allow a quantitative risk assessment. The TCM will be useful as an estimating tool permitting the estimator to rigorously relate uncertainties of individual factors to the end result. The TCM will also make it possible to evaluate technological innovations and to identify problem areas in existing technologies. The TCM consists of three interacting submodels: the geologic submodel, the construction operations submodel and the tunnel simulator. The goal of this paper is to describe the geologic submodel, whereas the construction operations submodel and the tunnel simulator will be described in the following paper by Moavenzadeh et al. First it will be shown how interactions between the geologic submodel and other parts of the TCM will impose certain requirements on the geologic submodel. These requirements, which relate primarily to the description of geologic conditions by a set of problem-oriented parameters and the quantification of uncertainty associated with geologic conditions, will then be discussed. This is followed by the description of the special structuring techniques -- decision tree and segmentation -- that are necessary to handle the great number of

Jan 1, 1974

By Samuel Sigman, Martin M. Cooper

A basic ingredient for rapid tunnel excavation is material handling. In construction of tunnel projects in urban areas material handling requires additional input to maximize performance. Urban projects share the same problems experienced in all tunnel construction and they must be dealt with. Howeve.., Urban constraints add a larger dimension. APPLICATION ENGINEERING A MUST A word of caution. To achieve increasing speed of excavation in tunnels whether in Urban areas or elsewhere will require much creative thought and energy. It would be a false premise to assume that major breakthroughs will result from this conference, or shortly thereafter, or to hope that a success here or there can translate into a universal solution. The reality, as we see it is that rapid progress and great economies will accrue on any given project only if effective application engineering is carried through. By all means take advantage of past experiences but, do not at the peril of costly undertaking, blindly accept the program of a successful job elsewhere as automatically suited to your project. Tunnel construction in urban areas is at best a difficult undertaking made more difficult in this period of greater awareness of environment, of conservation and of the quality of living by sophisticated urban communities,. A construction job represents a necessary nuisance to urban communities. To minimize this nuisance many regulatory laws are adopted. These regulations can and do slow down tunnel jobs and pyramid costs.

Jan 1, 1974

By A. G. Mayton, L. Adler

The paper under discussion provides an excellent and concise study of compartment ergonomics for thin seam equipment. However, in accomplishing this, some very important operational aspects were ignored. Since these are likely to be determinant, the authors' response is solicited. The novel shuttle car with its cross-car, end-mounted compartment is operationally very different from the current one. The latter can be considered a highly mobile extension of the continuous miner or loader, with a pass-through conveyor, dump boom, and extra storage. As such, the vehicle's kinematics are the simple "I," or shuttle pattern, bent for going around pillars, with an intermediate stop at the "change-out point" (Adler, 1986 ). The action of the cable reel adjusts well to this pattern. The proposed shuttle car's motion either superimposes a "Y," time is lost (5 seconds) for each cycle, space is needed, line of sight is compromised, and a cable anchor is probably required at the dump. A chute is almost prohibitive in construction time and cost. The lack of a dump boom further curtails flexibility in the proposal. The value of a standard hand and opposite standard hand configuration also needs consideration. Many front-end loaders have a rocker (overshot) capability that is designed to achieve an "I” pattern. And crawler loaders sometimes use a side dumping bucket variant for the same purpose. These examples indicate the pattern's importance. For underground, thin seam application, the ram car has become popular. This is an articulated truck, battery-powered, and with an ejector dump. Its operational patterns would be similar to the novel shuttle car, except without the loading flexibility provided by a conveyor. Since the cab location of the proposed shuttle car largely obviates some of the major advantages of the present shuttle car, the question arises whether this configuration could be adapted to the current ram car and scoop

Jan 1, 1991

By Murat Budakoglu

Albite (NaA1Si308) is one of the important raw materials for the rapidly developing Turkish ceramic and glass industry. Prior to 1980, development of the ceramic industry in terms of raw material was dependent upon small-scale mining operations; in the last decade, these efforts have increased substantially. The aim of this study is to investigate the geochemical properties and distribution of albite occurrences in the Kocayayla district, which is about 12 km northeast of the town of Milas, about 50 km west of the city of Mugla in southwestern Anatolia. Kocayayla is also well known for its famous ancient city, Labranda. The field area is located in the Menderes Massif, which was formed by major tectonic events during the Late Proterozoic and subsequent periods. The target area was studied to prepare a detailed geological map (scale, 1:10,000), and to determine the formation of albite-mica-schist-quartzite borders in the host rock gneiss. To do this, systematic sampling of albite was done in the two main areas, the Sarikaya and Yumruta? regions. In the study area, albite zones are scattered within an area of about 20 km2, and they extend in a northeast-southwest direction; mica-schists and quartzite veins accompany these units. Mineralogical observations show that quartz is the main mineral associated with albite. In the ceramic industry, the albite + quartz assemblage is well known and is classified as "standard" or "super type," depending upon the content of TiO2 and Fe203. In this study, the Sarikaya albites (profile I) exhibit remarkably lower TiO2 (0.15% on the average) values contrasted to that of Yumruta? (profile 11; 0.24% on the average), whereas Fe203 values vary slightly from 0.076% to 0.085% in both regions.

Jan 1, 1999

By H. Lyn Bourne

The is the 14th consecutive year for this column and the 13th in which the royalty data have been tabulated. Some holes still exist in the list of royalties that readers hopefully will fill. Construction aggregates - either sand and gravel or crushed stone - are the most common mineral commodity. In spite of their pervasive use nationwide, royalty information for these commodities has been difficult to acquire from some states. Readers can help. Share information about these missing states and next year there will be fewer states without information. Dennis Bryan sent a copy of a report, "Regional Appraisal of Mineral Materials: Carson City District, BLM." The report was authored by real-estate appraisers. It contains more than 50 references to leases of various construction materials in Nevada and nearby states. It gives a thumbnail sketch of each lease and is a good reference. However, the authors erroneously imply that the royalty rate and the in-place value are the same. Several of this year's new entries come from the report. However, the royalties for landscaping materials vary from state to state and by rock type. Some boulders used for landscaping in Nevada have a royalty reported at $1.10/t ($1/st). At the other extreme is lava from Idaho. Used for the same purpose, it has a royalty range of $11 to $18.70/t ($10 to $17/st). Chuanming Tian of Beijing, China has shared some information about the changing mineral royalty policies in China. China first implemented an oil and gas royalty in 1984. In 1992, the government expanded that to include iron ore. In 1994, the royalty policy was extended to all mineral commodities. At the same time, the royalty rate for iron ore increased tenfold.

Jan 1, 1995

By Eugene A. Lang, William R. Archibald

Early in 1972, Rocky Mountain Energy Company approached MARCONAFLO with a unique request for assistance. They controlled a series of scattered ore deposits in a remote section of Wyoming which had become increasingly valuable despite their relatively small size, great depth and low grade. At the time, MARCONAFLO was in the process of developing a tailings reclaim system which was based on the use of submersible capsules. It appeared that this basic concept might be adapted to slurry uranium ores and pump them to the surface through a bored hole. This presentation will review for you the development of this unique and potentially very important application of MARCONAFLO technology. This first slide (SLIDE 1) depicts the total mining concept envisioned by MARCONAFLO and Rocky Mountain Energy Company. A series of six self-contained mining units would be positioned through boreholes into the ore strata. An oscillating MARCONAJET would direct a high pressure jet stream into the orebody and put it into a slurry which would flow back to a slurry pump. The slurry would then be pumped to the surface and to a collection tank from which it would be transferred to processing. Both the MARCONAJET and the slurry pump would be actuated and controlled by means of a hydraulic power console mounted on the trailer behind the service tower. By means of a high pressure water pump also mounted on the trailer, return water from processing would be delivered to the MARCONAJET to slurry the ore. Tailings would be returned to a backfill unit for redepositing in the mined-out cavities. A drill rig would precede the mining, and it was estimated that this configuration would represent an optimum system for most effective equipment utilization.

Jan 1, 1976

By L. Adler

The paper under discussion provides an excellent and concise study of compartment ergonomics for thin seam equipment. However, in accomplishing this, some very important operational aspects were ignored. Since these are likely to be determinant, the authors' response is solicited. The novel shuttle car with its cross-car, end-mounted compartment is operationally very different from the current one. The latter can be considered a highly mobile extension of the continuous miner or loader, with a pass-through conveyor, dump boom, and extra storage. As such, the vehicle's kinematics are the simple "I," or shuttle pattern, bent for going around pillars, with an intermediate stop at the "change-out point" (Adler, 1986). The action of the cable reel adjusts well to this pattern. The proposed shuttle car's motion either superimposes a "Y," time is lost (5 seconds) for each cycle, space is needed, line of sight is compromised, and a cable anchor is probably required at the dump. A chute is almost prohibitive in construction time and cost. The lack of a dump boom further curtails flexibility in the proposal. The value of a standard hand and opposite standard hand configuration also needs consideration. Many front-end loaders have a rocker (overshot) capability that is designed to achieve an "I" pattern. And crawler loaders sometimes use a side dumping bucket variant for the same purpose. These examples indicate the pattern's importance. For underground, thin seam application, the ram car has become popular. This is an articulated truck, battery-powered, and with an ejector dump. Its operational patterns would be similar to the novel shuttle car, except without the loading flexibility provided by a conveyor. Since the cab location of the proposed shuttle car largely obviates some of the major advantages of the present shuttle car, the question arises whether this configuration could be adapted to the current ram car and scoop.

Jan 1, 1990

By Charlie Sons

Pit and underground mine operators typically use a lot of big equipment tires. Just as typically, they spend a lot of money they shouldn't on these tires. That's because tire use and maintenance are not given enough attention. That often occurs because mine management and personnel do not know the basic facts of tire use and care. If a piece of large equipment is damaged or ruined, a good explanation better he forthcoming. A ruined tire is often just a shoulder shrug. But that sort of fatalistic acceptance can cost tens or hundreds of thousands of dollars a year extra for big equipment tires. That does not have to be. There are some basic tire considerations that, if followed, will extend tire life and lower tire costs. Most companies have the inevitable conflict between the production department, which resists any restrictions that may reduce productivity, and the maintenance department. Production success is based on meeting a schedule of yards moved, while maintenance success is based on availability and equipment cost. When production falls behind schedule and equipment speeds are increased, maintenance may soon find its tire costs rapidly increasing, unless everyone understands the tires' vulnerability to damage. Unless the production department understands the problem, or restraint is applied by top management, costs may become exorbitant. At one job site, tire costs alone exceeded $250,000, to move 55 dam3 (72 000 yd3) of dirt on an 11-km cycle. The operation temporarily caught up with its schedule, but tire costs and attendant downtime soon made this a not-for-profit exercise. Because an operator must always attempt to move payload at the lowest cost, there are cases when higher than normal tire costs must be accepted. For example, in pioneering work with tandem engine scrapers, steep grades shorten tire life to less than normal. But the steep grades make shorter haul cycles possible, yielding more trips per hour than alternative earth-moving methods.

Jan 1, 1982

By Charles R. Garrett

The American Borate Company, a wholly owned subsidiary of the Owens Corning Fiberglas Company under a management contract to the Hanna Mining Company, owns and operates an underground borate mine in Death Valley, California. The mine, named the Billie Mine, is located 24 km (15 miles) southeast of Furnace Creek along Highway 190. The ore body is under Death Valley National Monument with the major portion of the surface facilities located just outside the monument boundary. (See Figure 1.) The Billie Mine produces approximately 227 000 metric tons of crude ore per year. About 65% of finished product is supplied to Owens-Corning, the remainder is sold to other fiberglass producers. Geology The borate minerals in the Billie ore body were deposited in the lower main member of the Furnace Creek Formation, which is Pliocene in age. The ore body is thought to have formed from volcanic springs in or near a small lake basin. The deposit is essentially a limestone breccia that is permeated with borate minerals and surrounded with limey lake bed mudstones and shales. The ore body is mineralized with two main borate ores, colemanite and probertite. A third borate ore, ulexite, mainly occurs in the upper part of the ore body. The original mineral of deposition is thought to have been ulexite. Ulexite is a sodium-calcium borate hydrated with eight molecular waters. Due to heat and pressure from burial by later sediments, the ulexite had water forced out of its structure and recrystallized as probertite. Probertite is another sodium-calcium borate, with five molecular waters. Colemanite formed when surface water seeped into the prober-

Jan 1, 1985

By M. Gershon

The article is an excellent one, providing a basis for the conduct of the major tasks in underground mine planning and scheduling. I object to only one word. Since that word is featured in the title, it is a strong objection. The word used erroneously is optimization. There is no optimization performed in the article. By definition, an optimization is an approach that yields the best of all possible solutions. We can limit this definition to its narrowest sense, the optimization techniques of operations research such as linear programming, or broaden it to include less sophisticated search procedures that find the best mine plan or schedule. No such claim is made in the article. No optimization of any kind is performed. The major tool used is a simulation, which, in truth, is probably more appropriate for this problem than any optimization. But simulation does not optimize. It only allows for quick evaluation of many options, leading to the selection of the best plan "of those tried," not "of all possible plans." This article, of course, is not the first mining paper to make this error. It seems that the word optimization is used more to impress people than to refer to any act of optimizing. It is used in a way that implies "try to optimize" or "come close to optimize," but not to really do it. It is usually appropriate to quietly ignore this error. But when Dr. Chatterjee, who has done so much good work in true optimization projects and whose work I have come to admire, makes such an error, it is time to publicly dispute it. Having discussed this very point with him in the past, I am sure that he will agree. If he can support this position in his response, perhaps people will start to listen and we can reduce the number of false claims of optimization. This should be easy for him in this case since the approach he used, simulation, is the more appropriate one anyway.

Jan 1, 1987

By Heinz Kettling

Labor costs, which have rapidly increased in the industrial countries for several years, have forced the mining industry to develop new methods and cost saving systems. Also, because mining is basic to meeting the increasing requirements for raw materials, the mining industry is guaranteed a key position in cost cutting efforts. Although this report aims to describe major recent developments in the Federal Republic of Germany, it is restricted to a limited number of them in view of the wide variety of current innovations. The most important mining activities in West Germany are concentrated in the coal mines on the Rhine, Ruhr and Saar, in the lignite open-cast mines west of Cologne and in the potash and salt mining region in Lower Saxony and Hesse. This report will only discuss developments in the underground coal mines and the potash and salt mines, and focuses on projects of Salzgitter Maschinen and Anlagen AG (SMAG). HYDRAULIC DRILLS Drilling strata of varying strength One special difficulty faced in European coal mines is the varying of compressive strength of strata that occurs even over a few meters. The strata associated with the coal measures ranges from hard and tough sandstone or conglomerate to very soft carboniferous shale. It is often difficult to use continuous miners or roadheaders so that drifting by blasting still predominates. But the varying compressive strengths of the strata makes it difficult to choose the best method to drill the rock. For example, it is best to penetrate hard sandstone or conglomerate with heavy percussion drills. The soft carboniferous shale on the other hand, should be penetrated by high speed rotary drilling to obtain optimum performance.

Jan 1, 1979

By Herbert M. Mandel

INTRODUCTION Designers of major public works projects in the past have displayed varying degrees of environmental consciousness, and tunnel designers in particular have always had to deal with certain environmental considerations - ventilation, lighting, aesthetics - as matters of primary design. Today, however, with a widening sector of the public becoming environmentally aware, tunnels are treated as elements of whole transportation systems, and are subject to increasing environmental scrutiny. The Route H-3 tunnels in Hawaii are examples of the time, care, and detail involved in a major rock tunnel project. Project Description The Route. Interstate Route H-3 is a proposed 10-mile highway crossing the Koolau Mountain Range on the island of Oahu, Hawaii, providing a direct connection between the Pearl Harbor area and the windward part of the island in the vicinity of Kaneohe. It is designed as a dual highway with provision to accommodate mass transit. As shown on Figure 1, the project includes two sets of twin bore tunnels (through the Main Koolau Range and through Red Hill), three highway sections of which two are through largely undeveloped mountain valleys (South Halawa and Moanalua), a viaduct, and three interchanges. From the Halawa Interchange to the Kaneohe Interchange, the proposed highway consists of two 3-lane roadways separated by a median where the highway is at grade. One lane of each roadway will not be constructed initially but will be landscaped and reserved for mass

Jan 1, 1974

By Andrew S. Lain

Before you begin mining aggregates in Oklahoma, you must first look at the market and ask these questions: (1) Is there a need for additional aggregate production? (2) Can we produce the aggregate efficiently enough to compete? (3) Is the deposit close enough to the market? If you can answer "yes" to each of these three questions, then you are ready to start the process for mining aggregates in Oklahoma. The first consideration to be made is whether the aggregates produced will need to meet state specifications. If you do not want to meet state durability standards, there are numerous formations you can mine and produce aggregates. We will deal only with the formations that will meet state durability standards. These formations are located in the southern half of Oklahoma and in the Tulsa area. Some of the formations that contain limestone, dolomite, and sandstone that will meet state durability tests are West Springs Creek, Kindblade, McKenzie Hill, Butterly-Royer, and Rush Springs Formations. Granite and rhyolite also are found in Oklahoma and can be used as construction aggregates. Once an area has been identified as having durable material, and drilling has verified its properties, a permit must be secured from the Oklahoma Department of Mines, Oklahoma Department of Environmental Quality, and any other applicable agency before construction of a plant occurs. There are many different brands of crushers available, but all work on one of two crushing principles-either compression breakage or impact breakage. Each type has its application in different industrial-mineral types and the desired end product. A typical small crushing plant would start with a jaw crusher for primary reduction, and then employ one standard cone and one shorthead cone for secondary reduction. One grizzly would be in the circuit with one finished-product screen and three to four finished-product stackers. Natural sands and gravels are found in rivers and old river channels. These too need to be tested to see if spec product can be produced. All of our sand operations have very little gravel; thus, we do not process the gravel. The sand is processed through classifying tanks for gradation.

Jan 1, 1999

By Shigeru Sarata

Working places in underground mines are formed by digging. The main feature of underground working places is that they are surrounded by rock. Digging through rock, which is main operation of mining, generates great reacting force. In many cases, supports are required to maintain a roof. Working places change their location with progress of mining operation. Therefore, for automate the work in such environment, a locomotive mechanism which can endure great reacting force, can support effectively the roof and floor, and has high moving performance in rough environment, might be required. In narrow underground environment which is surrounded by rock, it is possible to generate great fixing force by means of a jack which is set between the roof and floor or both side wall it is usual to apply a jack as anchor post for fixing machinery or reacting force. Self advancing supports widely used in long wall faces in coal mines could be said an example of locomotive mechanism with propping up fixing method. However it is difficult to say that ordinary self advancing supports have enough adaptability for various condition of the roof and floor. New locomotive method for underground working place 'Swing Phase Locomotion' is proposed. It is achieved by mechanism based on frame type support and synchronous control of jacks. Furthermore, to achieved high adaptability to various conditions of the roof and floor, another walking mechanism has been developed. The mechanism employs propping up jack as its legs.

Jan 1, 1989

By G. Bloomsburg, R. E. Williams, S. D. Vincent

A modeling scheme is developed to simulate the hydrogeologic effects of mine design and development in unsaturated rock. Simulations are conducted using the UNSAT2 finite element computer program and hydrogeologic data from the site of a proposed mined-out waste repository at Yucca Mountain, NV. Results of the simulations are analyzed for: •variations in the direction of ground water flow and in the distribution of pressure head caused by the design of the mined out openings; and •mine design variables that affect the predicted rates of mine water inflow. Evaluating the hydrogeologic impacts of mine design and mine development in unsaturated rock is significant in several respects. Characterization of the preemplacement of wastes along the fastest path ground water flow system at the Yucca Mountain site has been a primary research effort. Ultimately, however, the degree to which waste isolation is achieved will depend largely on the post-mining hydrogeologic environment as altered by the mine design and on the radionuclide inventory and resulting heat effects of the repository. Therefore, an ongoing characterization of the proposed mined-out nuclear waste repository at Yucca Mountain, NV, is recommended. Modeling results indicate that: •mined out openings will affect the movement of ground water, both in rate and direction; •hydraulic effects of mine development depend on the hydrogeologic environment and on mine design geometry; •mine water inflow is possible in the unsaturated zone, even for mines developed in hydrogeologically homogeneous rocks; and •mine water inflow can occur at values of down ward flux that are appreciably less than the saturated hydraulic conductivity of the overlying rocks.

Jan 1, 1991

By Alfred C. Maevis

On October 27, 1972, ground was broken for the first section of the Second Avenue Subway, a two track underground rail system that was to extend from the south end of Manhattan at Broad Street, north to the Harlem River at 126th Street, a distance of eight miles. This ground breaking was the culmination of 67 years of planning for an east side subway in Manhattan. Following the successful opening of New York City's first subway on October 1904 there was a mass planning for additional subways throughout the City. In 1905 approval was requested of the Board of Estimate for a First Avenue route and Third Avenue route. The Third Avenue route was approved but when action was not taken to start construction, the approval in accordance with the conditions under which it was given was withdrawn. Further reports and plans for an east side subway, usually to be constructed on Third Avenue, were issued in 1920, in 1922, in 1924, etc. Those of us who had worked on the Sixth and Eighth Avenue subways in the thirites and early forties left to join the armed services of World War II in the expectation that we would return and start work on designing and constructing that east side subway. The reason that much of the thrust in those years was to construct on Third Avenue was that there was a Third Avenue "EL" and business interests of the City were in favor of its demolition. This demolition was accomplished in 1955 so one of the incentives to construct on Third Avenue was removed; but an east side subway was always part of the master plan of the City.

Jan 1, 1976