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By Saied S. Navid, Michael A. Piepenburg, Richard F. Escandon, Robert C. Lindsay

INTRODUCTION Phase I of the Los Angeles Metro Rail Project, known as MOS-1 (Minimum Operable Segment-1), is the first phase of the 27 km± (17 mi) subway starter line. MOS-1 is currently under construction and involves approximately 6.4 km (4.4 mi) of subway, five stations, yards and shops routed through the downtown area of Los Angeles. The project will form the initial heavy rail backbone of a more extensive light and heavy rail transit system planned for the greater Los Angeles area in the future. Construction Contract A-171 is one of 4 tunnel contracts within MOS-1 and involves construction of twin tunnels running from the downtown metropolitan area west to MacArthur Park. The heavily populated and developed downtown area, potentially gassy ground conditions, and the possibility of undocumented abandoned oil wells in seismically active southern California made the design and construction of Contract A-171 a uniquely interesting project. This paper summarizes the construction history to date (December, 1988) including design geotechnical considerations, tunnel support design, as-built geologic conditions, shield tunneling performance through soft ground, and ground response. The findings presented herein may aid in the design and construction

Jan 1, 1989

By J. Bartrum, A. Bowler, G. Butcher

The purpose of this paper is to outline the design, specification, and operation of the 8.5-m- diam (28-ft-diam) SAG mill commissioned at Kidston Gold Mines during January 1985. Amenability of Kidston ore to SAG milling, coupled with substantial cost advantages, led to the specification of this mill, equipped with variable speed drive to overcome the large variation in ore hardness. Operation of the mill is effected via a number of automatic control loops. Problems experienced with automatic control plus other electrical and mechanical failures have led to design changes and the formulation of future operating strategies.

Jan 1, 1987

By Ken A. Pfaff, Ray Daigh

This paper will discuss state-of-the-art applications of GPS automation in mobile conveying systems. Robotic mobile conveying systems increase profitability, optimize stacking and reclaiming operations, and control complex interfaces more accurately than other systems. We will also discuss the application process in machine-to-machine coordination, selection of the appropriate GPS system, and Ethernet considerations. As the leading supplier of GPS-controlled mobile conveying systems, we'll draw on our experience at Morenci, Radomiro Tomic, Zaldivar, El Abra (Figure 1), and El Tesoro mines in the US and South America to demonstrate system reliability and the lessons we've learned through analysis of these projects.

Jan 1, 2002

By Philip U. Santacroce, James H. Meinholz

INTRODUCTION The Milwaukee Metropolitan Sewerage District (MMSD), is a special purpose sub-regional agency that provides collection and treatment services for sanitary wastewater for an area of 420 square miles (1088 km2) in 27 municipalities in the Milwaukee, Wisconsin metropolitan area. During its almost 75 years of existence, it has constructed 464 km of intercepting sewers, the majority in tunnel, and two sub-regional secondary wastewater treatment plants. The present program, the $1.7 billion Milwaukee Water Pollution Abatement Program, was started in 1977 and developed from ongoing internal planning, the Federal Clean Water Act and court judgments. Elements of the Program include improvement and expansion of the two treatment plants; rehabilitation of older in-place sewers; building new interceptors and relief sewers and providing capacity for high volume storage in approximately 32 km of deep, large diameter rock tunnels; reducing combined sewer overflow; and disposal/utilization of the solids that remain after the treatment process. The construction phase of the Program accounts for $1,105,900,000 within 335 separate construction contracts, 211 let to date, and covers a span of 15 years, starting in 1979 and running through 1994. Conveyance System construction cost is estimated to be $650,000,000 or about 60 percent of the total. Through December 1986, in terms of dollars, the total construction program is about 38 percent complete with Conveyance at 34 percent complete.

Jan 1, 1987

By Simon Wright, Roland Heersink

In the past, the center of most companies' e-initiatives has been on reduction of indirect costs, such as selling and procurement. Recently, e-commerce has moved its attention from back-office functions into manufacturing, in order to significantly reduce direct operating costs. This paper describes many of the Web-Powered Manufacturing initiatives being employed across various industries, and relates them to similar opportunities being started within the mining and mineral-processing sector. The following opportunities are enabled by Web-Powered Manufacturing: • Collaboration with outside experts to extend their pool of resources • Management of remote and distributed operations • Tie-in of small operations to a larger operation • Monitoring a position in a JV operated by a partner • Managing a plant located in someone else's facility • Having a chemical supplier manage his inventory in a customer's tanks • Having an equipment supplier remotely troubleshoot his equipment installed in a customer's site • Having an additive supplier provide remote pro-active. guidance in optimization of a customer's operation • Having software suppliers take responsibility for the results of their applications • Outsourcing software and systems support by providing remote access Details of one of these opportunities are described in this article, and the benefits captured using this approach and the technologies necessary to make them a reality are emphasized.

Jan 1, 2002

By Richard Crawshay, Duncan Hutchison

Continuous Mining Systems Limited have developed an efficient, high-capacity, in-line loading unit capable of handling shot rock in tunnel driveages at extraction rates up to 970 tonnes (1,000 tons) per hour. A smaller 408 tonnes (450 tons) per hour loader is also available These in-line loading units called "Osciloaders"® provide a continuous flow of material from the muck pile to an anciliary conveyance eliminating the cyclic or interrupted movement noramlly associated with gathering arm or bucket type loaders. The osillating lip fluidizes the material, reduces the penetration force required and facilitates and regulates the material flow onto the adjacent conveyor. The conveyor is wide and accommodates very large material with ease, transporting and elevating it to a height suitable for a waiting conveyance at the rear of the machine. The "Osciloader"® is currently being utilized for production mining by a major company in Sudbury, Ontario. Both truck and conveyor anciliary haulage are being utilized. The paper describes the development of the loader and how it may be applied in tunnelling applications.

Jan 1, 1987

By William D. Hanson

Celestine (celestite) (SrSO4), the primary ore mineral of strontium, is present in the DeQueen Limestone Member of the Trinity Group (Lower Cretaceous) in Sevier, Howard, and Pike Counties, southwest Arkansas. Two mappable celestine beds have been identified. One bed is commonly 3-5 in. thick, but ranges up to 18 in. in thickness; the other bed is generally 2-3 in. thick. The beds are concordant within the DeQueen Limestone and were formed by precipitation from periodically restricted sea water. Reports concerning celestine date back to 1929, when Hugh D. Miser and A. H. Purdue mapped the geology of the DeQueen and Caddo Gap quadrangles. A small amount of celestine was produced in the early 1940s in Howard County. During 1941, the J. W. Hintze Company collected 1,500 pounds of celestine for testing purposes. In 1942 and 1943,750 test holes were drilled by the Bennett-Clark Company in Howard County. Afterward, approximately 90 tons of celestine was open-pit mined and shipped to Texas for processing. Since then, no mining of celestine in Arkansas has taken place.

Jan 1, 1999

By Robert S. Saunders

Cast iron tubbing for two centuries was the only practical watertight shaft lining for deep waterbearing formations. However, since World War II composite welded steel and concrete lining has gained favor and today is often preferred. While tubbing may not be applicable in all cases, a good argument can still be made for this time-honored method. Watertight linings are complex structures designed to withstand both hydrostatic fluid pressure, non-uniform loading created by ground forces, and vertical bending caused by subsidence. Resulting stresses in the lining can be high. To date linings have been designed that withstand hydrostatic pressures as high as 1,500 psi. Watertight linings must be robust, constructed of the highest quality materials, and manufactured and installed with precision. Therefore, such linings are expensive. Today's ductile cast iron tubbing is greatly superior to gray iron formerly used for tubbing, and is stronger, and more resistant to corrosion than welded steel lining. Tubbing, unlike steel linings, can be installed in wet conditions and used to control water inflow and stabilize unconsolidated ground as the shaft is deepened. Steel lining requires absolutely dry conditions for welding, which often necessitates expensive ground freezing and a primary lining.

Jan 1, 1985

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 Bruce M. Davis

The variogram is the function used to express the intercorrelation of a regionalized variable. It is used to quantify, for example, the natural variability of mineralization and in that sense may be thought of a average disimilarity between metal quantity at two points inside a deposit.2 As David2 explains, appropriate mathematical functions of distance and direction are used to characterize variograms, a process that he says is analogous to selecting a normal or lognormal model for an observed distribution. Methods for choosing a model for the underlying variogram of a random function based on the sample data appear in the literature.3,8 A crossvalidation procedure is available to check the validity of the model.3 However, statistical validation of the choice of the model through the mechanism of hypothesis testing is not presently available. In the section to follow, notation and background material is presented upon which a large sample test procedure will be constructed. The stationarity assumptions presented refer to covariance stationarity. A test procedure is then proposed, and an example is given for the case of the one dimensional random process.

Jan 1, 1979

By Juan Eduardo Barrera

SUNNARY AND CONCLUSIONS Argentina presents to the foreign and local investors a mineral wealth that is largely unexplored, untested, underdeveloped and therefore incompletely evaluated. In view of the above, the new administration of President Raul Alfonsin through its Department of nines has designed and implemented a strategy ( Plan de Expansión Ninera P.E.M.), whose main objective aims at improving the "investment climate" in the sector. It is the Government's basic intention to apply the Mining Promotion Law with responsibility but with generosity to encourage the attraction of investment (local and foreign) to the sector. The establishment of a Data Bank system to evaluate possible new potential ore mining developments will help to connect the owners of potential projects with investors outside the sector. Argentina has an interesting gold ore potential. Estimated reserves of individual projects already known amount to almost 300 tonnes of gold for potential production. The government strongly believes and present information indicates that more systematic exploration has to be undertaken in the Jurassic areas that almost cover the whole of Patagonia. Two recent gold discoveries (Angela in the Chubut province, and Cerro Vanguardia in Santa Cruz province) indicate the potential of this area.

Jan 1, 1988

By Gerrit V. R. Goodman, Fred N. Kissell

The issue of miner safety in case of an underground mine fire has been extensively examined by both government and industry. These efforts have intensified in recent years following a number of fatal fires at underground coal mines. As a result, there is an increasing interest in the reliability of coal mine escapeways during a mine fire. This paper discusses the use of fault tree analysis for evaluating escapeway reliability. A fault tree is developed using standard logic formulations. It is later evaluated using commercially available software. The computer model uses Boolean reduction to obtain the minimal cut sets and minimal path sets of the tree. A brief analysis is also conducted to determine the occurrence probability of the TOP event. This study shows that fault tree analysis is a viable means of analyzing escapeway reliability. The cut and path sets reveal those event sequences leading to fatalities. Such information is useful in safety training and accident prevention. The probability of the TOP event shows the frequency of occurrence for fatalities in an underground mine fire. The usefulness of this value, however, is limited by the accuracy of the data for the initiating events. For mining events, the data is difficult to estimate precisely.

Jan 1, 1989

By Eugene L. Foster, Gilbert L. Butler

The successful demonstration of a precast segmented concrete liner in the Lexington Market Section of the Baltimore Regional Rapid Transit System (BRRTS) is an important step forward in our continuing efforts to control tunneling costs in the USA. In addition to its contribution to specific savings in future tunnels, this demonstration project has taught other lessons about the U.S. tunneling industry and about the process of "mainlining" new and improved technology into that industry. This paper will present an overview of the Lexington Market Demonstration Project from its beginnings to the present time. In addition, it will discuss other implications which have an important bearing on the extent to which tunnels will be used in future transportation systems in the USA. THE HISTORY Precast segmented concrete tunnel liners are not new. An unbolted version was reportedly used in New York City in the 1930's. The modern bolted configuration has been in use in foreign countries for more than 15 years. Indeed, consideration of the use of precast bolted segments below the water table in the USA dates back to the BART system in San Francisco in the 1960's. At that time, they were evaluated and it was concluded that the state of the art would not allow segments to be precast to the required tolerances. A secondary grinding operation would be required if water-tightness was to be assured, making them economically non-competitive with steel. Based

Jan 1, 1981

By D. Dolinar, T. P. Mucho

Horizontal stresses are caused by global platetectonic forces. During 1995 alone they were largely responsible for the closing of two longwall mines in the United States. This paper presents six case histories from Pennsylvania, West Virginia, Kentucky and Alabama. In each case, a mine encountered roof falls or difficult ground conditions at the headgate caused by horizontal-stress concentrations. The problems are detailed, and the control measures adopted are described. In most cases, nearby longwall panels without stress concentrations were trouble free. The paper also discusses detailed measurements that were made at two adjacent Pennsylvania longwalls. One headgate was oriented to avoid a horizontal-stress concentration, and the other was not. Eliminating the stress concentration dramatically reduced roof support loads and roof deformation. The paper concludes that proper panel orientation and sequence is the key to maintaining headgate ground control. The optimum orientation is not parallel to the maximum horizontal stress, as previously thought, but rather it is 20o in the stress shadow of the gob. Other stress-control techniques, including artificial support, are briefly discussed

Jan 1, 1999

By J. W. Mahar, E. J. Cording

INTRODUCTION In exploration for rock tunnels, the geology should not only be described, but its effect on excavation and support assessed. It is not an easy task to correlate exploration results with support and excavation requirements, even when the exploration program is detailed and geologic conditions are relatively well known. Many of the significant geologic features are subtle and their effect is difficult to interpret from exploration results. However, in similar geologic settings, there are specific geologic features which will cause recurring support problems. Such features should be actively sought out when exploring in a given geologic setting. In blocky and seamy rock, the primary features controlling performance are the joints, shears, and shear zones. This paper describes the effect of such features on the formation and movement of rock wedges in tunnels driven in foliated metamorphic rocks in Washington, D. C. and New York City. In both areas the foliation commonly forms a N-S striking plane of weakness along which major shear zones, shears, and joints have formed. In addition, the structural history of the two areas has been similar, so that there are similarities in the orientation and character of the other major joint sets and shear zones in the rock mass. The observations were made in tunnels ranging from 10 to 70 ft in width and excavated at depths ranging from 80 to 800 ft. Most of the tunnels described were deep enough to be located in unweathered rock, or in rock only slightly weathered along joints and shears. Variations in the planarity, filling, spacing, and attitude of joints, shears, and shear zones accounted for significant differences in the

Jan 1, 1974

By Edward J. Zeigler, John T. Miller

INTRODUCTION Construction of Phase I, Section A, of the Baltimore Region Rapid Transit System required that six underground stations be built using a cut and cover excavation technique. For five of these stations, soldier piles, used as support of excavation, were installed with tip elevations well below the bottom of the excavation. However, in the case of the sixth subway station, the Mondawmin Station, soldier piles were installed only through soil and decomposed rock, with the tips of the piles being stopped well above the bottom of the excavation in partially decomposed rock. Below the tips of the soldier piles, and below a cut slope where piles were not installed, the sides of the excavation consisted of partially weathered and fresh rock and were supported by a combination of rock bolts, wire mesh and shotcrete. An extensive installation of geotechnical instrumentation permitted detailed monitoring of horizontal and vertical movements of the soldier piles and the walls of the excavation. Preliminary studies indicated that the excavation support system selected for the Mondawmin Station would have several advantages over a conventional system consisting of soldier piles extending to the bottom of the excavation, braced with prestressed struts. These advantages included lower cost of installation, a decreased time required for installation, and a more open excavation for the contractor during construction of the station. The Mondawmin Station is situated in the northwestern quadrant of Baltimore City, approximately 6.4 km (4 miles) from the center of the City. The station lies midway in a project 12.9 km (8 miles) long identified as Phase I, Section A, of the Baltimore Region Rapid Transit

Jan 1, 1981

By Kenneth G. Knight, Frank L. Lynch

It's 12:30 A.M. The day before had been a long one with problems ranging from proper application of shotcrete during cold weather and the follow-on precautions for curing, meetings with city officials to avert a job shutdown because traffic wasn't being maintained properly and finally a briefing before METRO's General Manager to bring him up to date on projections for meeting the operational date of June 1975. The phone rings and Officer Jones of the Park Police says "Mr. Lynch, this lady in the apartments overlooking the jobsite is complaining of noise and she wants the job shutdown". "Officer Jones, have you called the Project Manager or the Resident Engineer?" "Yes, sir, but there is no answer!" "O.K., Officer, I'll check it out." In calling the job, I can only get the guard, because the inspector is in the tunnel. After some time, the guard calls back and says he doesn't know the way down into the tunnel. I have since had a difficult time believing that one. In the interim I finally reached the Resident Engineer and explained the situation. And finally at 1:30 A.M. the inspector called the Resident to say that the Park Police stopped the job at 1:00 A.M. because we didn't respond promptly. A similar situation had occurred some 2 years previously. With great expectation, noise specifications were developed to correct the earlier situation that had occurred. These newly developed specifications were in force at the time of this most recent shutdown. Common sense would tell you that even though we had developed and implemented, we believe, some of the best and most practical noise specifications in construction practice today, we had not enforced them. What caused the shutdown - a noisy

Jan 1, 1974

By J. Trouw, W. de Bruijn, A. van Sandwijk, R. H. Heerema

Differential reduction and expansion or shrinkage of hematite under the influence of intimately associated foreign oxides may be a source of stress formation and sinter degradation during blast furnace reduction. To study specific effects, synthetically prepared hematite powder evenly doped with 1 % by weight of several elements present as oxides, was pressed into tablets and sintered at high temperature prior to reduction. Continuous theimogravimetric and dilatometric analyses were performed on the sintered tablets as these were being subjected to reduction under simulated blast furnace time/temperature/gas composition conditions up to 1183 K. These findings were coupled with observations on the microstructure of tablets removed from various stages of the reduction process. The results indicate that the degree of expansion or shrinkage of hematite during reduction is highly dependent upon impurities associated with the original material; marked differences in reduction rate and microstructure were observed as well. An important finding is that the influence of a particular additive can also strongly vary from one reduction stage to the next. The reduction behavior appears to be affected by the physical and chemical nature of the associations formed by the added elements.

Jan 1, 1990

By D. Lee Petersen, Charles R. Nelson, Marvin Marshak

INTRODUCTION Construction is underway on a laboratory cavern 713 m below surface at the Soudan Mine, Tower-Soudan State Park, in northeastern Minnesota. The 13.9 in wide by 11.6 m high by 71.8 in long cavern will provide a laboratory space for basic research in physics, in which experiments can be conducted with greatly reduced interference from cosmic radiation. A first generation experiment, called the Soudan 1 detector, is currently operating in a converted drift 591 in below surface at the mine. The initial phase of the Soudan 2 detector will be an 1100-metric ton unit, which will occupy approximately a 19 m length of the cavern. Control and monitoring equipment will be in a prefabricated shop office enclosure erected in the cavern. The location and planned usage for the laboratory cavern present special excavation, lining, and outfitting requirements. Temperature and humidity control, a relatively clean dust-free environment, and a long service life are required. Low cost and risk to the owner were basic requirements due to the nature of the funding. The most common type of site selected to meet these two constraints is either an operational mine or a civil works facility such as a road tunnel. There are often serious problems for such laboratories because of ongoing operations such as blasting, hauling, etc. Most of these problems do not exist for the Soudan 2 laboratory because the mine is used as a historical site with regular tours only in the summer season. The laboratory owner, the University of Minnesota, and the park owner, Minnesota Department of Natural Resources, are both public agencies of the

Jan 1, 1985

By Gunnar Nord, Per-Anders Persson, Duri Prader

The paper gives a short resumé of the findings of the joint US - Swedish "Mechanical Boring (MB) or Drill and Blast Tunneling (DB) ? Workshop" in Stockholm December 1976. New developments and trends in both MB and DB techniques in Europe since 1976 are described, and information is given on some interesting new projects. Differences in contracting principles between the US and Europe lead to different practices for preinvestigations, design, excavation and arbitration and legal affairs. It is shown that this often leads to a higher cost in the US than in Europe for similar excavation jobs. A typical US tunnel job also has more men on the site than a similar job in Europe. This adds to the cost difference and is only partly balanced by a slightly higher rate of excavation in the US. A comparison is made between two quantitative methods of predicting MB penetration rates. These are in reasonable agreement. A probable future development in machine design is an increase in cutter load towards perhaps 25 tons per disc where the tunnel diameter is large enough to house the machine size dictated by the size of the very large electric motors required. Recent European developments in drill and blast technique include improved methods for cautious blasting, precision hydraulic drilling of small diameter holes, and non-electric interval blasting techniques. These developments still keep the drill and blast method ahead of mechanical boring costwise for tunnels in igneous rock whereas for most sedimentary materials mechanical boring has a lead, particularly for long tunnels.

Jan 1, 1979