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By Lance Rasband, Richard Hanke, John Starcevich

"Mining on Seattle’s SR99 tunnel began in July of 2013. Initial mining progressed slowly through a 4.5 m (14.9-ft) thick fiber-reinforced concrete headwall before immediately entering the first of three planned safe havens. Once through the headwall and safe haven the machine would move through roughly 122 lineal m (400 ft) of jet grout improved soil at a rate of slightly more than 1.6 m/d (5.3 ftpd). It was anticipated that once mining has passed through the improved area, “Bertha” – now the world’s second largest tunnel boring machine (TBM), would be moving at a rate of almost 11 m/d (36 ftpd). By the end of October 2013, Bertha had mined roughly 131 m (430 ft), averaging 1.4 m/d (4.7 ftpd), and had begun mining within native soils. By the start of December 2013, tunneling had reached the 244 m (800 ft) mark and Bertha was averaging 3.6 m/d (11.9 ftpd), achieving as much as 12.8 m (42 ft) of progress on given days. Unfortunately, on Dec. 6th, 2013, Bertha began to stumble and all progress quickly came to a halt.Initial reports stated an obstruction had stopped Bertha in her tracks. The preliminary investigation involved installation of 10 deep dewatering wells to reduce the hydrostatic pressure within the ground around the TBM, to allow the contractor’s personnel to inspect the cutter head from within and also to investigate for the presence of obstructions at the face of the cutter head. During inspection, the contractor’s crews found fragments of steel pipe entangled in the cutter head. The steel was apparently from an abandoned 254 mm (0.9 in.) diameter monitoring well casing, previously installed by the Washington State Department of Transportation (WSDOT) to monitor groundwater conditions for the design and planning of this tunnel project. After the steel was removed from the cutter head and cleared from Bertha’s path, she attempted to move forward but was only able to generate a slow crawl."

Jun 1, 2016

By Lance Rasband, Richard Hanke, John Starcevich

"The world’s largest tunnel boring machine (TBM), at the time of her launch in 2012, the TBM locally referred to as “Bertha,” is incapacitated due to mechanical failure. Bertha’s stoppage places her 25m below the surface between the aged Alaskan Way Viaduct and the failing Seattle Seawall. Accessing Bertha with a vertical shaft provides the best approach to access all facets needed for repairs and will allow the full removal of Bertha’s cutter head and related inner workings. Due to the limited area above the tunnel alignment and physical constraints created by existing infrastructure, the dimensions of the otherwise symmetrical shaft are heavily impacted, thereby requiring special attention to design and layout. Consequently, the shaft design required a combination of 3m, 2.5m, 2.2m, 1.5m and 1m diameter unreinforced drilled secant piles coupled with various ground improvement techniques and dewatering, to fully satisfy the shoring design requirements. This paper will describe the shaft installation procedures, equipment used and pitfalls encountered while undertaking access shaft construction of this magnitude. INTRODUCTION Mining on Seattle’s SR99 tunnel began in July of 2013. Initial mining progressed slowly through a 4.5 m thick fiber-reinforced concrete headwall before immediately entering the first of three planned safe havens. Once through the headwall and safe haven the machine would move through roughly 122 lineal meters of jet grout improved soil at a rate of slightly over 1.6 m per day. It was anticipated that once mining has passed through the improved area, “Bertha” – now the world’s 2nd largest tunnel boring machine (TBM), would be moving at a rate of almost 11 m per day. By the end of October 2013, Bertha had mined roughly 131 m, averaging 1.4 m per day, and had begun mining within native soils. By the start of December 2013, tunneling had reached the 244 m mark and Bertha was now averaging 3.6 m per day, achieving as much as 12.8 m of progress on given days. Unfortunately, on December 6th, 2013, Bertha began to stumble and all progress quickly came to a halt. Initial reports stated an obstruction had stopped Bertha in her tracks. The preliminary investigation involved installation of 10 deep dewatering wells to reduce the hydrostatic pressure within the ground around the TBM, to allow the contractor’s personnel to inspect the cutter head from within and also to investigate for the presence of obstructions at the face of the cutter head. During inspection, the contractor’s crews found fragments of steel pipe entangled in the cutter head. The steel was apparently from an abandoned 254 mm diameter monitoring well casing, previously installed by WSDOT to monitor ground water conditions for the design and planning of this tunnel project. After the steel was removed from the cutter head and cleared from Bertha’s path, she attempted to move forward but was only able to generate a slow crawl."

Jan 1, 2016

By Terry Eldridge, Keith MacKay, David Siddle, Luke Moger

On August 4th, 2014, a breach occurred in the Perimeter Embankment of the Tailings Storage Facility (TSF) located at the Mount Polley Mine, releasing approximately 10.6 million m3 of supernatant water, 7.3 million m3 of tailings solids, 6.5 million m3 of tailings interstitial water and 0.6 million m3of construction materials. A Temporary Upstream Rockfill Berm was constructed between August 2014 and February 2015 within the area of the tailings dam failure in order to retain the remaining tailings solids during the low flows of the winter season. The Temporary Upstream Rockfill Berm was constructed as part of the initial response phase, with the primary objective to abate the flow of tailings into the receiving environment. A secondary objective of its construction was facilitating the required investigation works downstream of the tailings dam failure. The selection of the coarse grained material used in the construction of the Temporary Upstream Rockfill Berm was based on the availability of the material (timeliness of construction) and the non-water retaining design of this initial response phase. Consequently, an alternative method was required in order to prevent further loss of mine-affected water and tailings from the TSF, as well as to provide short-term contingency water storage, during high flow conditions expected in late spring. Golder Associates Ltd. designed the 2015 Freshet Management Embankment, a deep mixing cut-off wall, to meet these site requirements, which was constructed by Mount Polley Mining Corporation and Golder Construction Inc. between December 2015 and April 2015. The works included 132 soil cement panels constructed to depths of up to 27 meters. This aspect of the works was completed using an RG25S Bauer CSM rig on a 24 hour per day, 7 day per week schedule. The cut-off wall specifications included a target unconfined compressional strength (UCS) of between 1 and 2 MPa, a maximum hydraulic conductivity of 1x10-6 cm/s, and a ductility to enable the soil cement to undergo a minimum of 5% strain without a reduction in strength or increase in hydraulic conductivity. In order to control and assure the quality of the soil cement, 2553 wet grab specimens were retrieved from the fresh soil cement panels using a project-developed sampler. Four of the soil cement panels were cored with a mud-rotary drill rig and optical and acoustic televiewers were placed into the boreholes in order to log several relevant parameters, including image, texture, relative hardness, borehole-shape, and temperature.

Jan 1, 2016

By P. Perruzza, R. Grandori, A. De Biase, A. Ciamei, A. Busillo

The Turin metro alluvium soil is mainly made of large boulders, cobbles and gravel , few sand and almost no fines. This grain size curve is out of the range of application for EPB and Slurry TBMs. In order to bore 5 of the total 7,5 kms of Line 1 tunnel, two specially designed Lovat EPB TBMs were utilised in combination with a systematic non structural pre-grouting of a small volume rectangular slab just above the tunnel section. The same pre-grouting was not however applicable for lack of access on surface in some sections of the remaining 2,5 km of tunnel that had to be bored below important buildings/structures, with under ground water pressure up to 1,5 bar, with curves radius of 180 m only. For these more critical sections it was necessary to study and implement a new technical solution and improve the capacity of the TBM to work efficiently in EPB mode even in this unsuitable ground and overall conditions. After months of studies the selected and adopted solution has been to inject inside the cutterhead chamber, in addition to the almost standard foams & polymers additive mixes, a suspension of limestone powders. This with the scope of compensating the lack of fines of the natural ground with rock powders.

Jan 1, 2005

By Ray Hutton, Darrell Liebno, Taro Nonaka

Background Population growth and increasingly stringent regulatory controls on water quality across North America have resulted in municipal governments investing heavily in infrastructure to control what are known as Combined Sewer Overflows (CSOs).These are events which occur when combined sewers exceed their conveyance capacity during periods of heavy rainfall or snowmelt. The city of Atlanta, Georgia is one such municipality; with a population of over450,000 within city limits and a sewer system servicing 1.2 million including adjacent jurisdictions, the City of Atlanta has a Combined Sewer System (CSS) encompassing approximately 15% of its total 3,540 km (2,200 miles) of sewers. Atlanta’s CSO discharges to local watercourses began to draw fire from environmental groups in the1980s. As a result, in the early 1990s, the City constructed a series of CSO control facilities which provided screening and chlorination at seven CSO discharge points across the CSS watershed. Unfortunately, these facilities were not capable of handling all of the overflows generated due to heavy storm events; frequently, untreated water was bypassed around the treatment facilities. The federal Environmental Protection Agency (EPA) deemed that water quality standards were being violated by these discharges, and a suit was brought against the City to force a higher standard of compliance. As a result, the City entered into a federal Consent Decree which would bring CSOs into compliance with federal standards by 2007. A critical component of this plan was the design and construction of the West Area CSO Tunnels and Pumping Station. In February 2003 the City’s Department of Watershed Management retained the services of Jordan Jones & Goulding/Hatch Mott MacDonald/Delon Hampton Associates (JDH Joint Venture) to design and provide construction management ser-vices for the project, which was designed to capture combined sewage from three of the City’s existing CSO facilities on the northern end of the CSS watershed. The design consisted of two connected tunnels which would convey the wastewater originating from the North Avenue, Clear Creek, and Tanyard Creek CSO facilities to a submersible wet well pumping station located at the R.M. Clayton Water Reclamation Center (WRC). Since the majority of the effluent stream consisted of storm water, the City elected to design and construct a separate treatment plant. This plant was designed under a separate contract, and is currently under construction.

Jan 1, 2007

By L. L. Lacerda, A. J. Blair

The Wolf Creek Upper Narrows Tunnel (Upper Narrows Tunnel) is one of the first major highway tunnel in the United States implementing the use of spray-on membrane for purposes of constructing a double-shell drainage solution between an initial shotcrete lining and a final cast-in-place concrete lining (Figure 1). In the case of the Upper Narrows Tunnel the primary membrane is constructed with a spray-on product manufactured by Degussa, namely Masterseal® 340 FA (MS 340) that has been utilized previously in other tunnel projects. Shotcrete-like in application, but differing in physical properties, MS 340 is now outdated, and is succeeded by Masterseal® 345 (MS 345), a nearly identical product, with improvements in material properties. Tunnel project histories utilizing either MS 340 or MS 345 are discussed and summarized with regard to the respective motives for prompting spray-on membrane selection and the realized benefits resulting from spray-on membrane construction. With an emphasis on the Upper Narrows Tunnel, project summaries discuss details of the aspects of design for spray-on membrane construction methodology as opposed to conventional sheet membrane construction methodologies. It is anticipated that experience gained during the construction of the Upper Narrows Tunnel with respect to other tunnel projects that have utilized spray-on membrane will be of use for future tunnels employing spray-on membrane in drainage solutions.

Jan 1, 2005

By P. Marcheselli, Jean-Yves Peron

A twin tube tunnel of 2 000 meters long and an internal diameter of 6.90 m has been excavated through alluvial ground, with low overburden, using a 8.0 m diameter Earth Pressure Balanced tunneling machine with foam injection and extruded concrete behind segment.

Jan 1, 1995

By Barry R. Doyle, James P. Rose, Marius P. Gronbeck

This paper presents a strategy for addressing the hazards of construction of tunnels in ground containing methane. A discussion of the nature of methane includes occurrence underground, and manner of entry into excavations. Means of methane control for underground operations are discussed, including ventilation, monitoring, equipment selection, and personnel training. Principles of ventilation for gas dispersion and removal are addressed. The use of continuous gas monitors, automatic power shutdown systems, and hand-held detectors is discussed. The paper addresses integration of permissible equipment to provide a safe system. Aspects of personnel training are discussed, including maintaining hazard awareness, and evacuation and re-entry procedures.

Jan 1, 1991

By Eric S. Lindquist

Two microtunnel access shafts were constructed using the Cutter Soil Mixing (CSM) method in the San Joaquin Delta region of California, east of San Francisco. Unlike conventional slurry walls and diaphragm walls that utilize concrete, soil mixing relies on blending the soils in situ with a cement slurry to create a soil-cement wall. Cutter Soil Mixing technology utilizes two sets of vertically mounted cutting wheels rotating about a horizontal axis to produce rectangular panels of treated soil. Overlapping of the soil mixed panels enabled the construction of two circular shafts. CSM panels were constructed to a depth of 29 m (95 ft) for the microtunnel jacking shaft and to a depth of 19 m (63 ft) for the microtunnel receiving shaft. The site presented several challenges, including the high depth of treatment, the variable nature of the alluvial soils, and the high water table. This paper describes the CSM technique and presents the design, construction, quality control measures and advantages of using this method for this project.

Jan 1, 2010

By Yun Bai, Sarah Wilson, Michael Salcher, Mark Trim

Over the last decade more than 62 miles (100 km) of civil transport tunnels were constructed in Sydney, Australia, using the sequential excavation method (SEM). The WestConnex motorway tunnels, each stage of which used over 20 roadheaders to excavate up to 40 tunnel headings, had numerous caverns up to 100 feet (30 m) wide and 82 feet (25 m) high. SEM tunnels in North America typically have far fewer active headings. This paper examines the differences in scope and risk allocation for construction phase services, including comparison of the Permit to Tunnel (PTT) process in Australia and the Required Excavation and Support process in North America.

Jun 23, 2024

By G. M. Ellis

This paper deals with some aspects of concrete construction in remote locations and/or cold climates. The writer's experience covers 25 years in construction in western and Central Canada. I will bring forth some pertinent observations and cost facts learned from this experience. Let us start by saying that there is nothing more important than preplanning the entire project. By this I mean the production of the engineering design, working drawings, soliciting of prices and ordering of all equipment and contractors work, the delivery of all equipment and all onsite work. All of this should be placed on a master schedule, preferably a C.P.M. We have been using C.P M. Scheduling for all of our work for 5 years and have found it in-valuable. This preliminary schedule will show initial items of work and target dates. After main equipment orders are placed and deliveries confirmed, the construction schedule can be revised to include manpower and construction equipment requirements. From this information the size of camp is determined. This, of course, must be ordered several months ahead. The manpower schedule can be broken into trades to tell us the number of men of each trade required at any time. This is important in helping to determine where the men must come from and whether or not any incentive is needed to get them. The schedule will also point out if it is impossible to get the project closed in before winter becomes too severe unless overtime is worked or the project is started in early spring. In most parts of Canada cold weather starts in October and lasts through April. A common term of reference has been to wait for the frost to come out of the ground before starting work in the spring. In some areas this can be as late as June. The construct-

Jan 1, 1971

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 Jesse A. Pfeiffer

CPAR, the Construction Productivity Advancement Research Program, is a new initiative of the Corps of Engineers to enhance U.S. construction industry productivity through the development and application of joint-funded research. CPAR seeks to balance the requirements of both the private sector and the Corps of Engineers construction program, to identify research needs that are common to both parties in a partnership for conducting research, and to achieve practical real-world products which will enhance productivity in the construction industry. Increasing costs of doing business has had a major negative impact on much of the nation's industrial base, and research and development (R&D) is among the areas hardest hit. The Congressional Budget Office estimates that since 1984 inflation adjusted R&D outlays in private U.S. firms have risen at an average annual rate of three percent, or about half the rate of gain of the preceding decade. And, despite a significant increase in foreign competition, the portion of gross national product (GNP) devoted to R&D is lower today than 20 years ago. For the case of the U.S. construction industry, the numbers are even more dramatic.

Jan 1, 1989

By Franz Wilhelmstoetter, Christian Karner

"The Confederation Line is phase one of Ottawa’s light rail transit, which consists of 13 stops and stations. The project’s center piece is a 2.5 kilometer (1.6 miles) long tunnel with three underground stations leading underneath downtown Ottawa and is constructed within feet of adjacent buildings. The downtown stations, Lyon and Parliament, are caverns approximately 16.5 m (54 ft) by 18 m (59 ft) in a horseshoe configuration constructed in rock, while the third station, Rideau, is approximately 22 m (72 ft) by 18 m (59 ft) in an oval configuration and constructed in mixed ground. The paper will discuss design decisions made early on in the project such as excavation method, unique construction sequencing, and equipment selection, and go on to include corresponding progress rates. The paper also documents design and construction challenges of large caverns in very close proximity to existing buildings and varying ground conditions. Finally, an overview of achieved construction milestones and a current construction progress will be presented. Station cavern excavation is expected to be completed in early 2016. INTRODUCTION The number of urban metro construction projects has certainly increased over the last decades. Cities are growing rapidly all over the planet and many are striving to keep up with the increased demand for public transportation. One of the most feasible types of inner-city transportation with the capacity for large quantities of passengers are metro (subway) systems. Still, large construction projects in dense urban areas often affect the city’s residents in mostly negative ways. During construction, residents face the obstacles of road closures, noise, dust, economic loss for businesses, and property value losses are common. In other words, individuals are directly affected by the way new infrastructures are planned, designed, built and operated. The tunneling industry offers unique opportunities of keeping these side effects to a minimum and possibly avoiding them all together. Although challenged by a variety of constraints (some of which will be discussed in this paper), urban tunneling applications offer a chance to keep cities environmentally, economically, socially, and culturally sound during construction."

Jan 1, 2016

By Scott G. Britton

Many times during the construction of a project, whether large or small, the engineer will become involved with management of the work and workforce. In some cases, mine management will turn over the direction and responsibility of doing the work to the engineer. Because of this, it is important to know some of the basic principles of human resource applications- among other management concerns. This chapter, therefore, looks at the fundamental principles of human resource management. Three broad discussions are presented to the reader. These are: (1) organization, communications, and responsibilities of management; (2) analysis of worker motivation; and (3) supervisory leadership. Each topic encompasses the current thinking for coal mining and mining management. Much of the information in this chapter comes from Practical Coal Mine Management, by this author and published by John Wiley & Sons, Inc., which discusses in depth many of the ideas presented here. Interested persons are directed to this text for more information on management skills.

Jan 1, 1983

By M. J. Zdunczyk

Sand is one of the most common materials on the earth’s surface. It is a naturally occurring material resulting from the physical and chemical breakdown of rocks. The definition of sand varies, as do the number of products made from the material. Sand is generally classified by grain size, however the measurement or scales differ depending on the context in which it is being used. Geologist define sand as particles of rock between .05 and 2 millimeters in diameter. The variability of the mineral composition generally dictates which sand can be used for different industrial purposes. For example, sand used for Portland cement concrete and asphaltic concrete mixtures can be very different in physical and chemical composition than sand used in the making of fiberglass. In this paper, construction uses of silica sand, which consists almost entirely of the mineral quartz (SiO2), will be discussed and analyzed.

Jan 1, 2001

In April 2012, work started on one of the most ambitious construction projects of Austria?s ÖBB-Infrastruktur AG ? the New Semmering Base Tunnel. Scheduled for completion in 2024, the 27.3 km (17 mile) tunnel through the Semmering range will cut the journey time on the south railway connecting Lower Austria and Styria. Before con-struction can begin at the entrance portal and tunnel bores, the work concentrates on the above ground sections with the clearance and excavation of the entrance ramp site. The slope is currently being excavated by the Baubeteiligungsge-sellschaft m.b.H. BBG-GRAZ. The cut face is shored up with shotcrete and permanent self-drilling anchors produced by Minova MAI, an economical bolting solution for softer rock formations. After completing the surface construction work, the twin-bore, single-track tunnel will be cut through the Semmering by conventional and continuous excavation beginning in 2015. Once completed, the New Semmering Base Tunnel will be one of the longest rail tunnels in Austria. It will act as a vital link on the route crossing Europe?s heartland from Northern Germany to Italy, which currently has to climb the steep Semmering pass between Gloggnitz and Mürzzuschlag on a historic mountain railway recognized as one of the UNESCO World Heritage sites. The old route imposes considerable limitations on heavy freight trans-port, and passenger trains have to slow down to a speed of around 50 kph (31 mph). The New Semmering Base Tunnel will bypass this bottleneck and cut 30 minutes off the journey time between Vienna and Graz. It represents a particular advantage for freight traffic, since the new route?s minimal incline of 8.4 percent removes all obstacles for even heavy freight trains.

Jan 1, 2013

By T. Jason Hardell

The Victory Bridge project was contracted by the New Jersey Department of Transportation. The project included the construction of two 4000-ft precast segmental concrete bridges to replace the existing Victory Bridge that was built in the 1920's. The existing bridge was a swing span bridge that was in desperate need of replacement. The project was considered high priority due to the large maintenance costs to keep the swing span operating over the busy navigational channel. In March of 2003 construction began on the first bridge and by April of 2005 all of the segments were set for the second bridge. On September 5 of 2005 the second bridge was open to traffic. The total cost of the project was $110-million. The two new bridges required the construction of 24-eight foot and 32-six foot diameter-drilled shafts with rock sockets. All of the shafts were constructed in the tidal Raritan River working from barges. What will follow is a description of the construction techniques that were used to build these drilled shafts, the anticipated and unanticipated challenges that were encountered during the project, and the lessons learned.

Jan 1, 2005

By Henry N. McCarl

From the earliest use of crushed and broken stone as landfill for eroded gullies in trails and roads, to the mixing of sand and gravel with cement to make concrete, men and women have found mineral aggregates to be useful materials in satisfying human wants. Crushed stone, sand and gravel, volcanic cinders, pumice, manufactured lightweight aggregates, slag, cinders, expanded perlite and vermiculite, and a great array of recycled materials such as grog (broken or crushed brick) and fly ash have served as mineral aggregates. These materials have provided bulk and strength in portland cement concrete, bituminous concrete, road base, fill, concrete block, and plaster and stucco finishes. Mineral aggregates provide many special characteristics such as compressive and tensile strength, surface textures, weight and density, thermal and acoustical insulation, abrasion resistance, and impermeability to various concrete products and mixes. While most materials used as mineral aggregates are consumed on the basis of their low unit values, the large volumes extracted in the United States each year make them one of the most valuable mineral resources in current production. In 1960, US production of construction aggregate was just over a billion tons per year (Meyer and Zelnick, 1991). Two decades of accelerated interstate highway, residential, and commercial construction brought the total annual production of mineral aggregates to roughly 1.4 Gtpy by 1970 and just over 1.6 Gtpy by the late 1970s. General economic and related construction slowdowns in the early 1980s saw annual US production of aggregates fall to below 1.1 Gt in 1982, and then rise to just over 1.7 Gtpy in 1990, a new peak in mineral aggregate production and use. Per capita annual consumption of mineral aggregates was approximately 5.68 t/capita in 1960, 6.89 t/capita in 1970, rose to a high of 7.25 t/capita in 1979, and has since settled to just under 7 tpy for every man, woman, and child counted in the United States Census of 1990. The value of these materials came to approximately $9 billion in 1990. During the period 1960-1990, roughly half of all mineral aggregates were used in the construction of residential, commercial, and industrial structures, and the remainder was consumed in highways, bridges, and other transportation facilities such as railway roadbeds, airports, and water-related projects (Meyer and Zelnick, 1991). During the period 1988-1992, public works (highways, waterway projects, road maintenance, etc.) represented closer to 60% of annual mineral aggregate demand with residential and non-residential construction approximately 40%. The growing market share of public works projects has been mostly due to the dramatic slowdown in residential, commercial, and industrial construction during the 1988-1992 period.

Jan 1, 1994

By William E. Cutcliffe, John A. Ames, John D. MacFadyen

Webster's dictionary nearly equates portland cement with its current primary definition of cement. Although such equation may be a triumph of common usage, the confusion between the terms cement and concrete unfortunately is very widespread. Full definition of cement properly would extend to many substances, but for purposes of this chapter cement is restricted to varieties of portland cement including portland-pozzolan cement. Among the usually recited historical notes concerning cement is that it was developed by the Romans. Their use of cement in the great structures of Rome, and even in the far comers of their Empire, such as Hadrian's Wall in the north of England, testifies to the antiquity of a major cement industry. From English sources we know of John Smeaton's carefully proportioned hydraulic cement mixed in 1756 and of Joseph Aspdin's patented cement to which, in 1824, he gave the name portland cement. (He claimed that his cement mortar looked like the famous dimension limestone quarried from the Isle of Portland on England's south coast.) The year 1971 marked the centennial of portland cement manufacture in the United States. A fair historical account of the many real contributors to the cement industry since 1756 unfortunately would be too extensive for this chapter. Development of rotary kiln practice and burning at higher temperatures clearly was the major move into today's technology. Cement manufacture is the processing of selected and prepared mineral raw materials to produce the synthetic, mineral mixture (clinker) that can be ground to a powder having the specified chemical composition and physical properties of cement. Cement making incorporates a number of distinct steps, but it is characterized by the key pyroprocessing (or burning) step, which brings about the necessary changes in the raw materials. This pyroprocessing is a chemical process. Conversion of large volumes of mineral raw materials into specification-controlled cement at relatively low cost is the objective. Statistics on the cement industry are of uneven quality. The US Bureau of Mines (USBM) is the principal collector of available data. These statistics can be only as good as the quality of information supplied by the reporting companies. The data perhaps most often questioned relates to productive capacity of the industry. The questions submitted by USBM are valid, nevertheless, and the information gained from them, as good as is available, is what is generally used. The Portland Cement Association also is a source of much quality information. In analyzing cement industry production rates, it is well to keep in mind that measurement of raw materials requires the reader to recognize that approximately 1.6 t of dry raw materials are required to make 1 t of clinker. This number can vary depending on the amount of kiln dust wasted. Also that to produce 1 t of portland cement required .94 to .96 t of clinker, the remainder being gypsum or anhydrite. A ton of masonry cement or pozzolanic cement re- quires considerably less clinker.

Jan 1, 1994