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By Louis E. Reber

Jan 1, 1922

By David Baker

Our large modern blast-furnaces, equipped with ore-bins, larries and mechanical means for putting stock into storage, withdrawing it therefrom, and charging it at the tunnel-head, are indeed wonderful in capacity; yet, it is admitted that, with some notable exceptions, they have disappointed us in economy—that is, in the items of low fuel-consumption, uniformity of product, freedom from slips, and reduced cost of repairs and relining. The manager who estimated the cost of pig-iron to be made in a modern plant, by taking the costs of the hand-filled furnace and deducting the amount to be saved by the mechanical appliances, has been surprised, in many cases, to find that unfavorable results in these items of economy have greatly reduced his expected gains. Is there any reason why the fuel-consumption should be greater for a modern furnace than for an older stack using the same mixture ? Certainly the equipment is much more complete, and the trouble, therefore, must lie in the management or in the character of that equipment. Everybody knows that intelligent and vigilant management is a prime requisite: that any neglect of a detail, though it may not be felt that day or week, will surely sooner or later make its appearance as an increased item of cost. But to hold the furnace-maaager responsible for the relatively poor work of the modern blast-furnace would be, I am convinced, a great injustice. For its management has received much more study and care than was given to the older types. Many furnace-managers have lost their health through worrying over this problem, and some hare lost their positions, being held responsible for results made inevitable, as I believe, by the equipment provided for them.

Jan 1, 1905

By H. DeWitt Smith, W. H. Sirdevan

The mine operated by the United Verde Copper Co. is situated near Jerome, Ariz., on the eastern flank of the Black Hills, at an elevation of approximately 5500 ft. (1676 m.) above sea level. The mine and the town of Jerome are located on a steep hillside, which slopes rapidly to the valley of the Verde River. The smelter town of Clarkdale is situated in the Verde valley 4.1 mi. (6.5 km.) distant in an air line from Jerome, and at an elevation of 3560 ft. The two towns are connected by the standard-gage railroad of the Verde Tunnel & Smelter R. R., a subsidiary of the United Verde Copper Co. This road is 11 mi. long and has a compensated 4 per cent. grade. At Clarkdale, it connects with the Verde Valley branch of the Santa Fe R. R. The narrow-gage (36-in.) line of the United Verde & Pacific Ry. was, until 1919, Jerome's only rail connection with a main trunk line. This road connects with a branch line of the Santa Fe system at Jerome Junction, after traversing 26 mi. of mountainous country. From the time of its location, in 1876, until its purchase by Senator W. A. Clark, of Montana, in 1889, the United Verde mine was worked on a small scale and shipments of high-grade gold-silver ore were made from the surface workings. Until 1894, when the narrow-gage railroad to Jerome Junction was completed, all supplies for the mine and smelter

Jan 1, 1922

By Persifor Frazer

The following notes on the Whopper and adjoining mines in the Gunnison district of Colorado mere made in the spring of this year. The time chosen for the author to visit the region was, unfortunately, the most unfavorable of an exceptionably unfavorable year. About the middle of May all the hill slopes, which at this period of the pear are generally covered with pasture, were thickly covered with snow. The unusually large precipitation of this Tear caused loacal mountain torrents at every few hundred feet, which wore away the oft foothills into gulches, gouged great chasms out of the roads, and transformed miles of usually dry soil into dangerous quagmires. Travel was totally interrupted for weeks, except on horseback or afoot, and even then with great difficulty and some danger. The Whopper mine is situated on the Whopper Mountain, about two miles from the headwaters of Rock Creek, and on the right hank of that stream. The Whopper Creek flows into Rock Creek horn the east, and, by a precipitous descent, offers excellent facilities for its utilization as a source of power. This stream, which pours past the picturesque Whopper Cabin about thirty tons of water a minute, has a fall of 100 feet in 400 yards, and is said to be a stream of some size, even at the seasons of the year when drought prevails. The Whopper claim extends down the hill a distance of about 250 feet to its intersection with the Whopper Creek (on the other side of which is a small tunnel on its extension called the "Teller") and over the steep hill northwest to the limits of the claim about 1250 feet. The part of the mountain in which this mine is situated is remarkable for its splendid forest, the spruce, fir, and quaking asp covering the mountain-sides with a green growth of valuable timber. The distance from Gothic City to this mine is about eight miles along the valleys of East River and Rock Creek, and on the divide which separates them. The elevation of Gothic City is given from the engineer's notes as 9500 feet above sea-level, and the mean of several observations with a Beck watch-barometer made the elevation of Whopper Cabin (which is about fifteen feet above the floor of the Whopper upper tunnel) about 1260 feet above Skiles's Cabin in Gothic City. The record of this instrument must, how-

Jan 1, 1881

By Randall J. Essex

A massive mudslide blocked a river in Utah, impounding a 61 m (200 ft) deep lake. Under emergency conditions, a system was designed and constructed to: (1) drain the impounded lake; and (2) provide a permanent diversion for the river around the mudslide. The system consisted of a low level tunnel, a connecting vertical shaft daylighting close to the lake shore, control valves mounted within the tunnel, and an inlet channel between the lake and the shaft. This paper focuses on the problems and concerns surrounding the inlet channel excavation and the stabilization of the remaining vertical rock walls.

Jan 1, 1984

By Jack C. Stuart, Robert L. Obradovic, Allen J. Hulshizer, Anthony J. Stewart

Two deep bedrock tunnels, extending over a mile into the Atlantic Ocean, to provide the cooling water requirements for the Seabrook Station represent a major tunneling venture. This paper provides an outline and discussion of the planning and construction work associated with developing of the land riser and work shafts and the conventionally excavated tunnel station area.

Jan 1, 1979

Construction work on one of the world's largest landslide stabilisation projects is drawing to a close in Central Otago. Begun in mid 1990, major stabilisation work has been carried out on seven large rockslides which will be partially inundated when the Clyde dam reservoir (Lake Dunstan) is filled. The work has required the construction of 14.5 kilometres of tunnel, 60 kilometres of surface drilling, 78 kilometres of drilled drainage holes and five million cubic metres of earthworks. The stabilisation programme has been carried out by the Electricity Corporation of New Zealand as part of the Clyde Power Project, a hydroelectric development on the Clutha River.

Jan 1, 1992

By Z. Eisenstein, H. Heinz

INTRODUCTION Contemporary underground transit systems often require cross sections which are not adaptable to shield tunnelling. Due to the frequently large dimensions of these cross sections, which are normally situated at shallow depths and in soft ground, full face advance is not feasible because of ground control and construction requirements. Ground deformation and face stability are controlled by "staged excavation", which consists of sequentially driving smaller, specially arranged, individual headings hence avoiding full-face excavation. Shotcrete is normally used for initial support and these tunnels are frequently described as applications of the New Austrian Tunnelling Method (NATM). Figure 1 illustrates the relative size of large cross section tunnels with respect to conventional shield tunnels. Within the scope of this paper, 'large' cross sections are defined as those whose continuous (i.e., without intermediate pillar support) cross sectional excavated area exceeds 60m2. This definition includes most double track highway, railway and subway tunnels, subway stations and some single track railway tunnels. Excavation schemes which have been more frequently used for continuous cross sections (i.e., with no intermediate pillars) are presented in Figure 2. This classification is an extension of that presented previously by Eisenstein et al. (1986). The symbols used for classifying the excavation schemes are formed by the letter T (for "type"), followed by a number, which represents the number of excavation stages fully embraced by a shotcrete ring, termed "cells" by Lessmann (1986). The numbers inside the cross sections in

Jan 1, 1989

By P. A. Neill, O&apos

The caisson foundation for Vent Building No. 6, at the southern landfall of Boston's Third Harbor Tunnel, was installed inside an unbraced concrete cofferdam 250 feet in diameter and about 70 feet deep. As a spectacular engineering feat, the cofferdam itself certainly ranks first. However, the foundation work within was no routine caisson job and made its own contribution to the state of the art. Comprised of 5 ft. diameter caissons socketed 10 to 16 feet in sound rock, it posed serious challenges in logistics, space limitations and time, requiring development of unique, purpose-made equipment. The unexpected discovery of significant depths of shattered rock overlying acceptable sound rock, along with other surprises of lesser import, compounded the problems. How these challenges were planned for, met and overcome is the subject of this paper.

Jan 1, 1994

By Charles K. Presley

This paper deals with drilling large diameter shafts for the mining and construction industry with diameters in excess of 3 feet to more than 20 feet in diameter. It discusses appropriate applications of the rotary drill method, linings for large diameter shafts, circulation systems,, and the limitations of the method. Each specific rotary drill method is determined by the geology of the area, the depth to be drilled and the formation fluids encountered. Shaft lining or casing must be improved to result in lighter weight, higher strength and lower cost. All phases of rotary drilling equipment must be improved to drill shafts in excess of 10 feet in diameter. As these goals are reached, more shafts of large diameter will be drilled by the rotary method for the mining and construction industry.

Jan 1, 1967

By D. R. Zeni

Current mine development requires the safe, 'expedient, economical construction of vertical shafts for ventilation and access in diverse ground conditions. Advancements in large diameter shaft drilling have lead to exceptional mechanical refinements of shaft drilling technology. The author traces the history of the equipment and methods employed by the large diameter shaft drilling industry and explores likely paths of future development. A few case histories are cited to illustrate the adaptability of shaft drilling as a versatile tool for advanced worldwide mining operations. Safety, schedules, cost, environmental impact, and capability are discussed to assist the mining engineer in the investigation of feasible projects.

Jan 1, 1994

By Frederic Souche, Andrew R. Klaetsch, Brian Hann, Nick Goodenow

This paper describes support of excavation (SOE) design and construction for three large diameter shafts excavated through glacial soil and controlled blasting in complex sedimentary rock formations. SOE in soil consists of unreinforced secant pile rings designed to resist lateral pressure in circumferential compression, eliminating costly steel core beam reinforcing. Controlled blasting at the shafts, adits, and tunnels in densely populated neighborhoods requires managing risks to the public, buildings, and utilities. Controlled blasting approaches limited adverse impacts to receptors nearby while achieving adequate production and fragmentation. A site-specific observational approach was used to adjust blasting parameters, limiting the impact on local stakeholders while maintaining daily progress and managing overbreak.

Jun 13, 2023

By James P. Bowersox

Modem mineral processing plants handle large amounts of ore and produce large tailing streams. Plant performance can be optimized when the water is quickly recovered with a thickener. The caisson thickener was developed to overcome process and mechanical problems with the conventional traction and center column units. The caisson is a hollow center column that serves as a pump house. The rake arm structure is supported by a hydrostatic bearing which sits on top of the caisson. The caisson thickener with a hydrostatic bearing has operated for many years in several mineral processing applications.

Jan 1, 1981

By Martin Herrenknecht

The world?s growing population and rapidly proceeding urbanization are boosting an enormous demand for new and high-capacity infrastructures to secure the mobility of goods and people. Densely populated areas face the challenge to provide efficient traffic infrastructure, such as a modern public transportation system. At the same time, the maintenance and modernization of supply and disposal structures for water, sewage, energy and communication are also essential. Additionally, supra-regional transportation routes such as long distance water diversion schemes are the challenges for the future. All these projects are as demanding as they are characterized by a tight time schedule.

Jan 1, 2010

The excavation of a tunnel through rock and mixed ground of basalt and silty clays presents a challenge to engineering organisations. Such was the situation facing the Melbourne and Metropolitan Board of Works (MMBW) in constructing the 15.3 km, 5.5m dia. tunnel component of the new Western Trunk Sewerage System. The tunnel geology showed that there were two distinct components to the excavation - rock and mixed ground. By drawing on extensive experience in the use of Tunnel Boring Machines (TBM's) used previously by the MMBW and using techniques developed for predicting TBM per- formance, a comparison of the options of drill and blast versus TBM was made. The conclusion was that TBM methods would provide the best solution to the problem. Tenders were called for the supply of a TBM. A performance specification was used to attract tenders offering designs which re- flected the state of the art on an internation- al level. Particular features required by the MMBW were included in the specification. The excavation planning and operation are described in this paper. The production achieved has shown that the TBM can very adequately handle rock excavation (best weekly production 167.9m). Extreme conditions of mixed ground with heavy groundwater inflows have been handled using an auxiliary thrust system to maintain gripper reaction through the soft ground encountered.

Jan 1, 1987

By Christopher Bambridge

The Washington State Department of Transportation (WSDOT) is constructing a new tunneled route under Seattle to replace the existing State Route 99, Alaskan Way Viaduct (AWV), which follows the historic waterfront for several miles. The viaduct separates the businesses that rely upon the tourist trade from the down-town area. The reconnection of the city to the waterfront areas will occur following the completion of the SR99 Re-placement program that replaces the aging structure that was severely impacted by the 2001 Nisqually earthquake, with a state-of-the-art, twin-deck highway with a world record-breaking 17.4-m (57.3-ft) bored tunnel. Constructed in the 1950s, the double-tiered viaduct is nearly 3.2 km (2 miles) long and runs parallel to city?s waterfront. The viaduct, which is partially supported by the seawall, is a vital local and regional transportation link and carries about 110,000 vehicles each day. The seawall, built from concrete and timber in the 1930s, extends along Seattle?s waterfront and supports the soil behind it. Studies in the 1990s showed that the viaduct was nearing the end of its useful life, apparent by its exposed rebar and weakened columns. The 2001 Nisqually earth-quake further damaged the viaduct, forcing WSDOT to temporarily close it for inspection and limited repairs. The viaduct and nearby seawall are vulnerable to an-other earthquake and continue to show signs of age and deterioration. Following a collaborative process, WSDOT developed the following guiding principles to the viaduct replace-ment:

Sep 1, 2013

By Brandon M. Robinson, Osman F. Besler, Dominik Gaechter

With the increase in population over the last decade, and anticipated population growth over the coming years, Norway is making significant investments in the Country’s infrastructure. Part of this investment in development starts with the Intercity development project in South-East Norway, which is the largest transport project in Norway. The Intercity Development project consists of 270 km (167 mi.) of new doubletrack rail, capable of train speeds reaching 250 km/h (155 mph). The new stations are centrally located in the major cities, in South-East Norway, to provide the benefit to as many citizens as possible. The goal of the project is to reduce the increase in traffic, which is coupled with an increase in population, and reduce the travel times between the cities. The Intercity Development Project has an anticipated completion date of 2034. The Sandbukta-Moss-Såstad (SMS) project, part of the Intercity development, includes 10 km (6.2 mi) of new double-track railway and is situated on the Østfold Line, near the city of Moss, Norway shown in Fig. 1. The 10 km SMS-section covers three open stretches and two tunnels, including 630 m (2,066 ft) substructure for double-track railways on the open line at Sandbukta. The Moss tunnel is a 1720 m (5,643 ft) long tunnel from Sandbukta to Moss center, including a 420 m (1,378 ft) long concrete culvert. The new Moss station includes an 800 m (2,625 ft) long station area. The Carlberg tunnel is a 2350 m (7,710 ft) long tunnel from Kleberget to Carlberg, including a 200 m (656 ft) long concrete culvert.

Sep 8, 2021

By Bradford F. Townsend

A study was made on six collapses that occurred during large-diameter tunnelling through weak sedimentary rocks and soil using SES methods in three stages?top heading, bench and invert. The collapsed lengths are between 20 m and 277 m. The collapses were re-mined using essentially the same tunnel-ling method with larger excavation profiles to accommodate the designed remedial measures consisting of ground treatment, pre-support and stronger initial support/outer lining required to carry higher ground loads acting in the collapsed lengths. The paper presents information on the collapses and the design and execution of the remedial measures.

Jan 1, 2008

By Yasushi Arai

"Among Tokyo Metro’s approximately 200km of subway lines, the Tozai Line that connects Chiba Prefecture and mid-Tokyo experiences congestion of up to 199% at worst and relief of this has become urgent. Therefore, as it is imperative to increase the number of trains operating in the exceptionally congested area from mid-Tokyo going east, a large-scale renovation work is planned between Iidabashi Station and Kudanshita Station that will facilitate turn-back via 3 tracks. While ensuring the safe and stable operation responsible for about 1.35 million passengers daily, this highly difficult work of inner wall demolition and reinforcement of the side walls and floor slabs will only be implemented for 3 hours during late night. This paper discusses large-scale plans to improve turn-back facilities, and the methods of construction therein as an example of operational improvement of a subway network. 1) INTRODUCTION The Tokyo Metro Tozai Line (“Tozai Line”) opened over the entire 30.8 km distance from Nakano to Nishi-funabashi on March 29, 1969. It has the longest operating length of the nine Tokyo Metro lines, and was the first subway line to extend past the borders of the Tokyo Metropolis. Through train services with two other railway companies are available from the Tozai Line. Tozai Line trains join the Sobu Line of the East Japan Railway Company (“JR East”) and the Toyo Rapid Railway Line of Toyo Rapid Railway (“TR”) from Nishi-funabashi Station, and the JR Chuo Line from Nakano Station. The line is structurally distinctive in that 51% of it was built using the open-cut method, 43% of it is elevated and the remaining 6% was built when we used the shield method for the first time 1)2)3)."

Jan 1, 2016

By C. P. Siess, S. L. Paul, E. H. Gaylord

Several types of tunnel supports are being investigated experimentally and analytically at the University of Illinois at Urbana-Champaign under the sponsorship of the Federal Railroad Administration, Department of Transportation. The results of work on two types will be discussed here. These are steel sets and continuous, monolithic steel-fiber-reinforced concrete liners. The latter is a model of a short length of liner that might result from a continuous slip-forming operation in a tunnel excavated with a boring machine. Tests have been performed on both types of support and analyses are being developed which will greatly broaden the scope of the test program. The objective of these studies is to improve the understanding of basic behavior of these supports, and to develop techniques for their analysis. The analyses will then be used to perform parameter studies that will lead to more rational procedures for structural design. The tests provide a check on the accuracy of the analysis and demonstrate the overall behavior and modes of failure. Another part of the project is concerned with the interaction of support and medium, and thus prediction of loads for the supports. These studies are presented in greater detail in a recent report (1). A brief outline of results obtained to date are presented in this paper. STUDIES OF STEEL SETS Description of Set Tests The sets tested were of the horseshoe type with a 5-ft radius arch section and 7-ft straight legs. They had bolted joints at the crown

Jan 1, 1974