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By Russell K. McFarland, Gloria T. Saxton

Introduction The March 1969 issue of Civil Engineering contained on article entitled "BART" Subway Construction: Planning and Costs" authoried by Thomas R. Kuesel. This article describes in some detail the innovations developed in planning and management to undertake the design and construction of the BART Project. This 75 mile long system contained 17 miles of urban tunnels and 13 subsurface stations. Within this article Mr. Kuesel very nicely listed the cost of the 70,000 linearfeet of bored tunnel, 23,380 linearfeet of cut and cover tunnel, and the costs of the thirteen underground stations. Ten years subsequent to the publishing of Mr. Kuesels article, it is very sobering to realize that San Francisco obtained a bargain of a magnitude that we are just beginning to realize. Table 1 is a listing of tunneled line sections taken from the paper. The average cost shown in this figure, including sections constructed under compressed air is $1,620 per foot of tunnel, with bid dates ranging from June 1966 thru October 1968. This average cost translated to about $16 million per double track mile of twin tunnel system.

Jan 1, 1979

By John M. Kemeny

This paper describes a practical technique to estimate the size distribution of large volumes of rock fragments, including blasted benches, waste dumps and heap leach sites. Images are obtained from a site using a standard video camera and downloaded onto the computer. Image processing algorithms are used to delineate the individual rock fragments in the images, followed by the calculation of the area and shape of each fragment. Statistical calculations are then performed to estimate the complete size distribution of the fragments. The accuracy of the technique has been assessed with a number of field validation studies.

Jan 1, 1995

By George A. Hoffman, Richard J. Proctor

INTRODUCTION We will discuss here only the subway construction phase; that is, two to five years at a given location--not the long-term analysis. We also will compare some tunnel construction methods used for BART and in Los Angeles. Typically, urban planners and engineers try to balance a new mass transit system to include tunneled subways, cut-and-cover construction in city streets, and elevated guideways. Their decisions are based on many factors, most of which can be quantified. But there are some socio-economic-environmental factors which are almost intangible, or nonquantifiable, and these are rarely included in the final report for a rapid transit system. There are two reasons for this: First, it is difficult to evaluate disruptions and psychological inconveniences to individuals and to the community during the construction period, and even more difficult to assign costs because the valuations are always subjective. Second, the rapid transit project capital costs are given in the final report and the public knows them; but the intangible social costs are borne by the affected neighborhood community, not the entire city, and as such they are "hidden costs," which in fact may add as much as 25 percent to the total system cost.

Jan 1, 1974

By Hiroyuki Kawata, Toshiyuki Ueno, Mikio Yamazaki

INTRODUCTION For the construction of several kinds of structures which pass through under railways, we have recently developed an effective and new tunnel construction method, aiming at more secure train operation during the construction as well as the rationalization in the construction works for such structures. Most important in carrying out the construction works for the structures under railways is how to maintain the safe operation of trains. For such construction works, temporary supporting structures and supplemental works have been often applied, for which high cost and long period for the construction have been required. While, this new tunnel construction method has the feature that it is capable of constructing definitive structures for various purposes, which, at the same time, acts as the temporary supporting members for protection of railways. Therefore, this method is now drawing much attention in that higher safety of train operation, low construction cost, and shorter construction period are accomplished, minimizing the period required for slackening the train speed during the construction works.

Jan 1, 1979

By Joseph Lynch, John DiPonio

This report refers to the Chicago Deep Tunnel Contract 13A, which was the first contract let in the City of Chicago requiring the construction of deep drop shafts for the transportation of high level sewage to the deep tunnel system. The basic contract required the contractor to construct certain drop shafts designed to deliver surface and high level sewage to the deep tunnel system approximately two hundred feet below. The design of the drop shafts was in a degree affected by their proximity to the existing deep tunnel. The tunnel, approximately three and one-half miles long, was to have five shafts dropping sewage at five locations. Four of the drops were approximately one-half mile apart and spaced from the dead end of the tunnel. One shaft divided the remaining two miles from the existing work shaft at the southeast end of the tunnel wherein a 220' deep pumping station was to be built. The existing tunnel had been built some time previously and all dewatering had stopped, allowing the tunnel and main shaft to fill with water. According to the plans, the drop shafts were all between fifty and ninety feet north or south of tunnel center line, and located in heavily built-up residential and industrial property. This then defines the problems: How do we control the water. If we excavate from the top down, how do we handle the slurry and the muck from five locations. How shall we construct the connecting tunnel between

Jan 1, 1997

By Gary PE Beerkircher

A brief history of banana screen development and evolution will be presented along with the operational advantages of the large banana screens available in the industry today. Applications of the large banana screens will be presented as well as the economic advantages that the use of large banana screens can offer to the Mining lndustry today. Banana screen installations in metal, non- metal and coal mining applications will be presented.

Jan 1, 1997

By Trevor A. Moss

Installation of equipment and structures at mines often requires mine planners to evaluate unique loading and operating conditions. Consideration of these unusual features is required throughout design and construction and into operation. Most planners understand the necessity of employing sound civil, structural and mechanical engineering techniques to design these structures and equipment. However, the influence of geotechnical factors on the overall progress of construction and operation is less appreciated. Mine operators routinely perform exploratory drilling to define ore deposits. These exploration activities can be extensive and often include provisions for assessment of subsurface conditions as they relate to the mining operation - requirements for ground support. All of these factors are important to the economics of the mine and are well justified. Surface facilities are provided to access and service the mine, and they play an important role in the successful development and operation of a project. Headframes, hoist foundations and shaft collars, in particular, are examples of unique installations encountered at underground mine sites. The design and above-surface behavior of these facilities can be analyzed with the usual fundamental engineering practices employed throughout the engineering professions. However, near surface exploration for the purposes of assessing soil and rock conditions for foundations is often given a reduced priority and less consideration. This article provides an outline of the benefits and importance of performing such exploration. References here relate particularly to shaft headframes, hoists and shaft collars. But the issues raised apply equally to other installations of a similar nature, including milling equipment.

Jan 1, 1992

By T. W. Martin, E. M. Frizzell

Jan 10, 1984

By Gordon L. Steele

Candelaria, a century old mining camp in western Nevada, was famous for its high-grade silver veins. Continuing demand for precious metals resulted in renewed interest in the mining camp and it is now being mined with modern open-pit methods and heap leaching of disseminated silver ore between mined-out veins. The Candelaria operation, in Mineral County, NV, handles 32.7 kt/d of material and was designed, built, and functioning within a year of corporate approval. Occidental Minerals Corp., an Occidental Petroleum Corp. wholly owned subsidiary, is the project's general partner and Congdon and Carey is the only limited partner.

Jan 6, 1981

By Yutaka Mochida

OUTLINE Beginning in 1946, a careful geological survey was made of the Tsugaru Straits. In 1964, excavation of the exploratory tunnels were started to observe the characteristics of faults and rock formation directly, and to study construction methods of excavation and sealing water inflow. In March 1971, the investigation stages were over, and in April 1971, the construction project was authorized from the government. The geological features in the straits may be divided into three broad classes. One third consists of andesite on Honshu side. The other two thirds consists of tuff. The middle of the straits consists of tuff, so-called Kuromatsunai-layers. On Hokkaido side, it consists of tuff, called as Kunnui-layers. There are nine noteworthy faults on the route. Prior to the excavation of the main tunnel, the horizontal pilot tunnels and service tunnels are made. Exploratory borings are taken to confirm the geological conditions and the presence of gushing water. Groutings for sealing water inflow are carried out when necessary. In geologically bad conditioned sections such as disintegrated or fractured zones, special methods are applied. In geologically good zones, the tunnels are bored through using the same methods as for a mountain tunnel driving. The pilot tunnel being constructed at the sea bottom is under direct control of the Japan Railway Construction Public Corporation. The service tunnel and the main tunnel are being excavated by contractors.

Jan 1, 1981

By Nestor M. Fillip

INTRODUCTION The Advisory Conference on Tunneling held in Washington, D.C. in 1970 under the auspices of the organization for Economic Cooperation and Development (OECD) forecast that $54 billion would be expended by member countries on underground construction in the 1970s. Construction activity since the Conference indicates the forecast may have been conservative. Statistics in the report indicated a vast increase in tunneling projects for mass transit, hydro-electric development, railroad tunnels, sewer and sewage retention reservoirs and water tunnels. Development of equipment is required to meet the demands for high speed excavation and provide tunnel driving systems with maximum efficiency and capability to sustain high speed advance rates. BORING MACHINE CAPABILITY During the last decade, use of Tunnel Boring Machines (TBMs) has increased. Where ground conditions and limits of machine design criteria permit, circular tunnel sections are either the only section , or an alternate sections specified in the documents: a TBM is either required or is an acceptable alternate means of tunneling. The evolution and acceptance of the TBM has had an impact on the construction and to a lesser degree on the mining industry. The traditional drill-blast-muck or "hand" mine

Jan 1, 1974

By Robert K. Towner, Francis S. Kendorski

Shotcrete drift linings at the Climax Mine of the Climax Molybdenum Company have undergone four years of extensive evaluations as a replacement for thick poured-in-place concrete linings. Any drift lining at Climax must be able to withstand the rigors of undercut and secondary blasting, weight problems induced by panel caving, and the abrasion of slusher mining. Examined here are the conclusions reached so far on shotcrete drift linings which have not yet completed the approximately six-year cycle from development to ore exhaustion. Properly applied shotcrete is an adequate drift lining for all phases of the Climax panel caving system of mining. Undercut blasting will damage shotcrete unless blasts are correctly timed. Weight problems will destroy shotcrete drift linings as efficiently as it will destroy concrete or steel support systems. Abrasion and secondary blasting results are inconclusive as the shotcrete lined slusher drifts have not entered the ore production stage of the mining cycle. In addition to drift linings, Climax has found shotcrete to be invaluable for lining large underground shops, for temporary support systems, for permanent ventilation bulkheads and for the repair of abraded or weight damage concrete lined slusher and haulage drifts.

Jan 1, 1974

By Terence G. McCusker

Precast concrete segmental tunnel linings have been used since at least 1903. More serious attention was devoted to them in England during the World War II steel shortage and they have become increasingly common since that time. They are now coming into common use in the United States, especially as primary linings for soft ground tunnels and for rock tunnels in poor ground, although they have also been used as final lining, especially in rock tunnels. The developmental logic, design considerations, and current practices are examined. Particular attention is given to unbolted linings, with and without secondary linings. Probable future developments are considered.

Jan 1, 1989

By S. M. Jarrett, W. B. Schmidt

Within the last year, the Nation has been shocked by two major tunneling disasters. Almost exactly a year ago 17 men died in the San Fernando Tunnel in an explosion attributed to gas. A few months later another 21 men died in an explosion laid to the same cause at Port Huron, Michigan. The analysis of the causes of these accidents is still continuing. While it appears that they differ substantially from each other in their specifics, they share the common trait that, like most industrial accidents, they might well have been prevented. Gas explosions in tunneling are neither new nor particularly unusual. Forty years ago, Assistant Director Jarrett was hired as a safety engineer on the Hetch Hetchy Aqueduct in California after an explosion that killed 12 men. Prior to 1946, in California alone, the Bureau of Mines had recorded 27 gas explosions incidental to hard rock mining and tunneling. The purpose of this paper is to review the status of the principal regulations affecting tunneling and to indicate some ways in which safer and more healthful conditions can be obtained. The Bureau of Mines was established by an Act of Congress of May 16, 1910. Since that time the Bureau has been making investigations and compiling and publishing health and safety data relating to mining and to tunneling. If any benefit is to come from an anaylsis of tunneling accidents, it must be the knowledge needed to prevent their repetition. The Bureau of Mines has also had informal discussions with the Department of Labor regarding the possibility of the Bureau's assuming that agency's responsibility for tunnel inspections.

Jan 1, 1997

By L. D. Bowerman

The topic of the presentation will be the excavation of 25,000 IF, 11-foot 0-inch diameter, hard rock tunnel using a Robbins boring machine on the Terror Lake Hydroelectric Project on Kodiak Island, Alaska. This tunnel was completed on a tight construction schedule under some unusual conditions. The tunnel was mined through hard massive granite with faults and high water flows up to 7,000 GPM encountered at the heading in some areas. New innovations in equipment and cutter design were used.

Jan 1, 1985

By Stephen J. Navin, Francis P. D. Navin

Long-distance movement of various materials by conveyor is becoming common; therefore, it is no surprise that conveyors are frequently found in very long tunnels. In such long tunnels, there is a continual controversy between the tunnel operator's requirement for a maximum of clear space for the conveyor and vehicles and the investor's wish to make the minimum capital investment for excavation. This analysis shows that the question becomes more pressing as the tunnel becomes longer. The result given in this paper is a straightforward method by which an economic and operational optimal tunnel width may be selected for any specified tunnel length. Detailed computational formulas are developed relating costs of construction, vehicle operation, vehicle accidents, and conveyor downtime to both tunnel width and length.

Jan 1, 1985

By Hayati Karaman, Tevfik Güyagüler

In this paper fires due to spontaneous combustion in Middle Anatolian Lignite mine (OAL) which is the first fully mechanized underground lignite mine in Turkey, are studied. Since the installation of mechanization (1986), due to spontaneous heating, four panel fires namely, A01, A02, A03 and A04 have broken out. During these fires, the concentrations of carbon monoxide, methane and the velocity of air are measured continuously by the Micro Minos Environmental monitoring system. For each fire, the environment where fire has started is examined and the possible causes of the fire are investigated. Also the precautions taken to extinguish the fire at different stages are described and the importance of the early detection of mine fire are discussed together with the limitations of the monitoring system and the practical difficulties observed during the fire.

Jan 1, 1995

By Gösta W. Diehl

During the past five years the use of all-hydraulic drilling equipment has increased rapidly, and we have now reached a point where the hydraulic drill has become an alternative to be seriously considered for every drilling operation. The hydraulic drills have many advantages over pneumatic drills, but they also have certain characteristics, which makes a potential user hesitate before making the switch. And when the decision to use hydraulic drills has been made, the user then faces another choice of equal difficulty: the choice between different hydraulic systems. This paper discusses some of the factors to be taken into account when considering hydraulic drilling equipment for rapid tunneling in hard to medium hard rock. THE CHOICE BETWEEN HYDRAULIC AND PNEUMATIC EQUIPMENT The choice between a hydraulic and a pneumatic drill is much more than just that: It is a choice between two different systems. The choice is usually based on the productivity, economy or ergonomy of the system. However, also other factors should be considered, such as service capabilities and training requirements. And finally the choice will be influenced by the need to acquire know-how in the new technology. Productivity If the prime consideration is to achieve the highest possible tunneling speed, then the high penetration rates of the hydraulic

Jan 1, 1979

Introduction The art of ripping has been around since the Romans built the Appian Way, but only in the last decade has ripping emerged as a close competitor with drilling and blasting in breaking up heavy rock formations. That is not to say ripping is as effective in every case, or even applicable in all cases, but it does provide a cost efficient option in many situations-if the optimum ripping techniques are used. Originally designed only to loosen hard pan, the ripper has evolved into a powerful tool, its capability increasing as the weight and horsepower of tractors increased. The tractor-mounted ripper extended the range of ripping because of the additional weight it brought to bear on the ripper tooth. Tandem ripping added the weight and power of a second tractor, extending the rippability range even further. Of course, the use of ripping depends on the type of material to be ripped. Not all rock can be ripped. Determination of rippability-an art in itself-is often inconclusive but there are certain universal principles that can be considered in the first step toward optimizing ripping techniques. Each of the three basic rock types, igneous, sedimentary, and metamorphic, exhibits characteristics that bear on rippability. Igneous rocks are the most difficult to rip because they lack the stratification and cleavage planes essential to ripping hard rock. Sedimentary rocks are generally the most easily ripped since they are built of layers differing in material, texture, color, and thickness. Metamorphic rocks vary in rippability with degree of lamination or cleavage caused by transformation from pre-existing rock. The condition of rock also affects its rippability. Although sedimentary rocks offer the best opportunity to rip and igneous and metamorphic the least, decomposed granite and other weathered igneous and metamorphic rock often can be ripped economically. Little or no trouble is encountered with hardpan, clays, shales, or cemented gravel. Likewise, highly stratified or laminated rocks offer good possibilities for ripping. However, thicklybedded rock formations generally must be drilled and blasted. The physical characteristics that favor ripping may be summarized as follows: • Fractures, faults, and planes of weakness of any kind; • Weathering, resulting from temperature and moisture changes; • Brittleness and crystalline nature; • High degree of stratification or lamination; • Large grain size; • Moisture permeated clay, shale, and rock formations; and • Low compressive strength. Ripper Types A second fundamental to optimal ripping is choosing the right equipment for a particular job. There are three types of rippers-the hinge, the parallelogram, and the adjustable parallelogram. In the hinge ripper the linkage carrying the beam and shank pivots on a fixed point at the rear of the tractor. The resulting arc from up and down movement causes up to 30° differential in the tip-ground angle. Thus, the tooth angle changes as it enters and proceeds to ripping depth. The parallelogram ripper's linkage maintains the same tip-ground angle regardless of tooth depth. This type of ripper has advantages over the hinge-type when ripping above maximum depth, but does not provide the aggressive tooth angle necessary for hard-to-penetrate materials. The adjustable parallelogram combines the benefits of both the hinge and the parallelogram rippers. It has the additional benefit of being able to vary the tip angle to the optimum angle of penetration. It can also be adjusted while moving, for the optimum ripping angle in any material. Several other factors that are important in selecting the right ripping equipment are down pressure available at the tip of the ripper, tractor flywheel horsepower, and the tractor's gross weight. Down pressure at the tip determines whether ripper penetration can be obtained and maintained. Flywheel horsepower rating determines whether the tractor has the power to advance the tip. The tractor's gross weight determines whether the tractor will have sufficient- to use the horsepower. The best ripping procedure depends on the job's actual conditions. While conditions, vary, it is still possible to apply certain proven techniques to a typical ripping situation. Caterpillar Tractor Co.'s Handbook on Ripping says optimum ripping efficiency can be realized if-before actual ripping begins-these questions and answers are considered.

Jan 1, 1983

By J. Tuzson, H. McL. Clark

Introduction Wear of pumps, wet cyclones and pipelines by suspended solid particles will impact their operating economies by limiting their useful life, reducing their reliability and increasing the amount of servicing. Erosion is considered a materials problem. The empirical solution consists of testing different materials in field applications. Such tests are time consuming and expensive. The prediction of localized wear rates, life estimates and appropriate material selection demand a better understanding of the slurry wear process in environments corresponding to those found in working equipment. Key words: Wear, Slurry abrasion, Coriolis erosion tester The slurry wear process Solid particles suspended in liquid generally move with the flow, but such particles deviate under the centrifugal and Coriolis forces encountered in pumps. The concentration of particles will increase, and a solid layer or bed may accumulate if the acceleration is directed against the flow passage wall. Large particles in dilute suspensions may impact the wall. dissipating their kinetic energies and removing material. However, particles smaller than about 11)(1 µm encounter great drag when moving through the liquid. and such par¬ticles have little kinetic energy left when they reach the wall. They cannot penetrate the stagnant boundary layers present in pumps. Therefore, small particles tend to form beds that slide along the wall, removing material by a process that could he called sliding erosion or wet abrasion. Wear by impact erosion from large particles in dilute slurries can he predicted by appropriate analytical and empirical methods. However, laboratory tests and calculations of wear rates that correspond to sliding erosion are more likely to correlate with field experience from wear under similar conditions. Specific energy Data from laboratory slurry erosion experiments have shown that the amount of material removed is approximately in proportion to the energy expended in the erosion process. Thus. the specific energy-energy expended in removing by erosion a unit volume of material-offers a simple, practical measure for the erosion resistance of materials. The concept was found to also apply to sliding erosion (Clark et al.. 1997). Generally, the study of the material-removal process in slurry erosion continues to remain a subject of research. Conceptually, if the flow velocities and accelerations could be calculated in a pump or pipeline, the energy dissipated at the passage walls could also be estimated, and the material removal rate would become known from the specific energy determined by laboratory tests. Slurry erosion testing Laboratory devices made specifically for slurry erosion testing may be grouped into the following: jet erosion devices, slurry pots and the Coriolis test machine (Pagalthivarthi and Helmly, 1992). Jet erosion devices use a slurry pump and nozzle to produce a high-velocity slurry jet that is directed at a flat material specimen, either perpendicularly or at some acute angle. Combined impact and sliding erosion are produced. but the processes cannot be separated, and the wear is difficult to assess except by weighing. Slurry pots consist of a cylindrical vessel containing the slurry of interest. In the slurry pot, test specimens are attached to a rotating arm. The samples are rotated in the slurry and experience local flow conditions that result in combined impact and sliding erosion. Wear depth measurements from detailed laboratory experiments have been successfully correlated with results from an analytical model of the process, and specific energy values have been calculated (Wong and Clark, 1995). In industrial use, the samples are weighed to determine the total material loss. Materials are ranked with respect to some reference material. The Coriolis erosion tester (Tuzson, 1984) consists of a rotor with a central cavity, from which two opposing radial passages lead out (Fig. 1). The slurry is fed to the centerof the rotor in one pass from a stirred overhead tank. The slurry particles are subjected to the Coriolis acceleration as they flow out through the radial passages. The material specimens are mounted into the radial passage walls facing the direction of rotation and are eroded by the particles that are pressed against them as they flow out radially. A narrow groove is worn into the sample within a few minutes, using a few gallons of slurry. Material removal is estimated accurately from profilometer traverses across the wear scar at different locations. The energy dissipated by the particles can be estimated, which leads to a well-defined experimental value for the specific energy.

Jan 1, 2000