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By G. Townsend Harley

STOPING methods in which shoveling plays an important part are gradually being replaced by other and cheaper methods. But there will always be considerable shoveling done underground in stopes as well as in drifts, tunnels, urinzes, and shafts. At the mines of the PhelpsDodge Corporation at Tyrone, N. M., the cost of shoveling in all stopes in 1917 amounted to 24c. per T. In the top-slice stopes for the same period, it cost 27 c. per T. or 16 per cent, of the total cost of these stopes. The tonnage for shovelers from all stoping was 9.3 T. per man, and for topslicing 8.2 T. per man. These stopes were not unduly hot, and there was not more than the usual amount of timber to interfere with the work of the men. The tonnages obtained per shoveler were considered low; first, because of a poor grade of Mexican labor, many of the men having come in from railroad grading camps; and second, because of a poor spacing of raises, especially in the top-slice stopes, where, in general, they were spaced 25 ft. by 66 ft. (7.6 by 20.1 m.) centers. The average wage per laborer shift was $2.67 during the year. It was thought, however, that even under these conditions the men were not producing the tonnage that they should, so, with the consent of the management, the writer undertook to determine how the general efficiency of the underground shoveling could be improved. No predetermined plan for conducting these experiments was arranged because we had no definite ideas as to the scope of the work or the number of elements into which the investigation would resolve itself, before all of its phases could be determined. We were sure, however, that any work that would thoroughly cover the ground would have to be in the nature of a systematic time study, combined with a course of instruction in correct shoveling methods and adequate and intelligent supervision of the work. Two or three companies in the Southwest have done some work to determine the proper shovel to be used undcrground, but so far as is known the work has been limited to equipping certain parts of their mines with a particular type and size of shovel and thereafter watching the cost and efficiency records. In each case it seems to have been the shovel that held the 21-lb. (9.5-kg.) load that gave the bcst results. Excepting personal communications from these companies, the only data available on scientific shoveling are contained in F. W. Taylor's book, "The Principles of Scientific Management," and D. J. Haucr's article, in The Contractor for March 29, 1918, "A Hundred Hints for Shovelers." This paper discusses and draws conclusions from several thousand time-study readings, taken both on the surface and in the mines for nearly a year. A sufficient number of readings were taken on each factor in the problem for the plotting of curves of the performances and to obtain accurate indices of the work to be expected from this class of labor. The work is not as complete in all of its details as we would like to havc it, because we were forced to stop the work temporarily, owing to the numbcr of men going into the National service and our inability to get others who could make time studies. The results obtained so far, however, have been of such a startling nature that we have decided to submit them at this time, subject to future modification. It is hoped, also, that a free discussion of this paper will lead to a disclosure of any errors that may have becn embodied and offer some valuable suggestions for the conduct of future work.

Jan 1, 1920

By Francis Donaldson

The direct injection of cement grout into water-bearing fissures as a means of checking or stopping the flow of water into shafts and tunnels has been experimented with for a decade or longer and seems to have been first attempted in Europe. The earliest application of which the writer has found a record was at a shaft sunk by the Mining Society of Lens; this is described by C. Dinoire in the Transactions of the Institution of Mining Engineers.1 It is only lately, however, that the process has been entirely successful. This success has been accomplished on the Catskill Aqueduct, now under construction by the city of New York. This aqueduct includes a number of deep pressure tunnels, reached by shafts for both waterway and construction purposes. In portions of these shafts and tunnels considerable underground water was met. The contract for the first of these deep pressure tunnels was let to the T. A. Gillespie Co.; this section is known as the Rondout Siphon. It leads under the Rondout valley at a depth of from 400 to 800 ft. and is about 5 miles long. The engineers expected that considerable water would be encountered, but fortunately this was not the case except at one shaft, known as No. 4, which penetrated the rock at a junction between limestone and conglomerate. Water-bearing fissures were encountered almost immediately. At a depth of about 200 ft. a flow of 1,500 gal. per minute was struck. The. shaft then contained as many pumps as could be used, and it seemed impossible to sink it further. After vain efforts had been made to proceed, John P. Hogan, a division engineer of the Board of Water Supply, suggested that cementation of the fissures be tried. The process was attempted for the first time in this country. Since the shaft was partly full of water it was necessary to drill grout holes with a diamond drill. Platforms were placed on the timbers at the water level, the diamond drill was installed and six 90-ft. holes were drilled in the bottom of the shaft. Several car loads of cement were pumped through these holes into the fissures, the drill casings being used for grout pipes. This largely cut off the flow of water from, the bottom and sinking could then

Jan 1, 1915

By Arthur Winslow

Location.—The Liberty Bell gold-mine is in the San Juan region, in the southwestern corner of Colorado. It is situated about 2 miles from the town of Telluride, near the summit of the Uncompahgre range, at the head of Cornett basin, at an altitude of 11,000 feet, and in a district of excellent record in the past and of great promise for the future. In the immediate vicinity are such well-known and important mines as the Smuggler Union, with a total production of over $12,000,000; the Virginius and Revenue Tunnel group, with a production of probably $5,000,000; the Tom-Boy, with a production of probably at least $3,000,000; the Japan, the Cimarron, and a number of others. History.—The first prospecting in this district is reported to

Jan 1, 1900

By Charles J. Moore

It seems a duty incumbent on the older members of the Institute to set forth in permanent form some of the results of their experience for the benefit of the younger members; this is the principal object of the present paper, which is the result of a recent examination requiring somewhat unusual geologic investigation. History. The London vein mas first discovered by float and occasional outcrops in the year 1873, four years before the great lead carbonate discoveries of Leadville, but the mine was not definitely located and opened until two years later, when the present locations, Mother, Paris, London, and Hard to Beat, were surveyed for patent. Since 1875 the London mine has been worked almost continuously until 1911, when the force was reduced to a few men only. In its early life the ore was assumed to be free-milling gold-quartz, although lead was a constituent of the vein throughout, and much useless expenditure was made in the erection and operation of a free-gold stamp-mill, with plates and tables for saving concentrates. The vein then opened was in the porphyry-limestone contact, a siliceous lead-ore, clearly most amenable to reduction by lead-smelter. The losses due to this process led in time to the close of the mill. For 20 years past, the mine has been worked under lease and the ore shipped to the lead-smelters in Denver or Salida. In January, 1912,I examined the mine to ascertain whether it was advisable to run a cross-cut tunnel some 4,200 ft. in length to intersect the main vein at a depth of 650 ft. below the present lowest workings. Finding a greatly-faulted zone, a close determination of the geological conditions became necessary to the solution of the problem.

Jan 1, 1914

By Willard P. Ward

Having been engaged during the past year in the manufacture of ferro-manganese in a blast furnace, I have imagined that some further information on this subject might be of interest to that large number of members of the Institute who are engaged in the iron and steel industries. The great question of the economical production of good steel, ingot metal, or homogeneous iron (we scarcely know now what to call it) from good materials, and at reasonable prices, has, thanks to the intelligence and energy of a few American engineers, been successfully solved in this country. Nearly all first-class railroads, and many that would not rank so high, have adopted the Bessemer rail. Martin boiler-plates are rapidly gaining ground, in competition with

By M. Mathieu

The Rove tunnel is the means by which the canal from Marseilles to the Rhone Riverl penetrates the hills of Nerthe, lying between Mar- seilles harbor and Lake Berre, Fig. 1. The canal will communicate at sea level with both terminals. The original project planned a lock near the village of Marignane; but observations, pursued for more than three years, showed that the water surface gradient would average only 0.015

Jan 1, 1923

By M. Mathieu

The Rove tunnel is the means by which the canal from Marseilles to the Rhone Riverl penetrates the hills of Nerthe, lying between Mar- seilles harbor and Lake Berre, Fig. 1. The canal will communicate at sea level with both terminals. The original project planned a lock near the village of Marignane; but observations, pursued for more than three years, showed that the water surface gradient would average only 0.015

Jan 1, 1923

By R. Dawson Hall

The stresses in the simplest structures are often those we find most difficult to analyze. The most complex condition in mine stresses is found in simple tunnels where the roof, the sides, and the floor are a monolith. The functions of the parts are like the parts themselves not distinct and spccialized, and the problems to be solved are like those in a metal structure with riveted joints or a redundancy of bars. This difficulty explains perhaps why the condition has not been treated. But just because it cannot be discussed in its entirety is no reason why it should be treated as an action of parts with spccialized functions as a roof beam with supports and a foundation. The problern cannot be ignored on the ground that it is not of sufficient importance to warrant careful consideration, because conditions of complete monolithism, of which the tunnel is the type, are found materially unchanged in room-and-pillar and in longwall work. This unity between roof, sides, and floor, which to the coal miner is a difficult conception, really deserves a scientific appellation, and perhaps holoid (from holos, whole, and eidos, form) will serve the purpose as well as any other. In a simple tunnel the roof, the sides, and the floor form integral parts of one and the same structure, and the distortion of one cannot be conceived without a consequent strain in the others. Thus when the roof of the tunnel droops by reason of its weight, the upper parts of the sides are drawn in becausc they are integrally connected with the roof and must approach each other whenever, by the sagging of the roof, the distance between any two points in it is diminished. (See Fig. 1.) Thc sides in their turn operate on the floor of the holoid structure, producing a tensile stress. The writer has always been impressed with the value of soap as a means of illustrating the action of mine stresses. With that idea in mind' a cake of naphtha soap measuring 43/8 by 2¼ by 19i in. was taken and a tunnel was made through it 13/4 in. long, 21/2 in. wide and 1¼ in. high. (See Fig. 2.) A load was then placed at the mid-span of the tunnel. Eventually, the upper bar, or "roof," broke at the

Jan 1, 1916

By J. F. Kemp

PAGE I. Introduction,.......269 11. Topogmphical Features,.....270 III. Geological Relations of the Mineralized Area,.272 1. Structural Features,.....272 2. Occurrence of the Copper,....274 3. Granite-Contacts,.......274 IV. Descriptions of the Rocks,.....274 1. Granite,........274 2. Limestone,.......276 3. Porphyritic Eruptions,.....278 (a) Quartz-Porphyry,.....278 (b) Trachyte-Porphyry,.....280 V. Contact Phenomena,......285 1. Comparative Immunity of the Limestone, . 285 2. Contact Phenomena in the Quartz-Porphyry,.... 285 3. The Form and Distribution of the Ore-Bodies,290 VI. Method of Deposition,......293 I. Introduction. The White Knob copper-deposits are situated about three miles south of Mackay, on the Salmon River branch of the Oregon Short Line Railroad, in Custer county, Idaho. An outline-map of this district is given in Fig. 1. The deposits have been known and spasmodically worked for many years, and a total of over 3.5 miles of tunnels, shafts and other workings has been driven with a view to their development. These extensive excavations have exposed the deposits sufficiently to permit a careful geological examination. The peculiar features which give special interest to this paper are the branching, tree-like form of the ore-bodies; the absence of zones of secondary enrichment in the partly oxidized pyritic deposits, and the fact that while the deposits are associated in a general way with the contact of an eruptive rock with limeetone, which it penetrates, the garnetization has taken place not in the limestone, as is the usual case, but in the igneous

Jan 1, 1908

By J. W. Gwinn

The underground haulage system in the lead-silver mine of the Bunker Hill & Sullivan Co., situated at Kellogg, Idaho, is the most extensive in the Cæur d'Alene district, comprising about 35,000 ft. of tunnels, drifts, and cross-cuts where locomotive haulage is in use. The main working adit, known as the Kellogg tunnel, or No. 9 level, is approximately 10,000 ft. in length from the portal to the main working shaft and extends beyond that about 4,500 ft. in each of two directions. On this level all the ore from the Bunker Hill & Sullivan, the Sierra Nevada Consolidated, and the Caledonia Mining Co.—an average of 44,600 tons per month—is hauled to the mills, located a short distance from the portal. Electric haulage by the trolley-type locomotive is used on this level throughout. Below this level, at intervals of 200 ft. vertically, are five other working levels (Nos. 10, 11,12,13, and 14); and the total haulage distance on these, where electric locomotives are used, is approximately 16,000 ft. No. 13 level has but recently been opened up and is not working to capacity; while the main cross-cut on No. 14 has just been started, and has no need of power haulage. Of the four levels equipped with electric haulage, Nos. 11, 12, and 13 have storage-battery locomotives, and No. 10 still retains the trolley type by reason of the small and decreasing tonnage produced. Electrification - Electric power is supplied to the mine by two systems. The first, the 500-volt direct-current trolley, was installed in 1897 when the Kellogg tunnel was started, and was extended as the tunnel advanced, being used for the first trainload of ore on Nov. 17, 1902, since which time it has been in continuous service. The current for the line is transmitted on a No. 00 copper wire as far as the shaft, and on No. 0 wire throughout the remaining length of the Kellogg tunnel; and until the installation of the storage-battery locomotives it was used in practically all the cross-cuts and drifts on each level below No. 9.

Jan 1, 1915

By James F. Kemp

Jan 1, 1914

By Charles Stone, Madan Naik, Drupad Desai, Karel Rossler

Planning of New York’s new subway line dictated the location of shallow underground station caverns and track crossovers. Clear span openings ranging from70 feet to 100 feet and lengths in excess of 1000 feet, coupled with low rock cover ranging from 25 feet to 40 feet required judicious selection of construction methods, equipment, and proper sequencing of the excavation stages. Rock classifications alone could not predict the behavior of the rock mass during construction. A robust design procedure that considered most of the important aspects of rock behavior and elements of shallow tunnel design, minimized the negative impacts of variable geotechnical data. This paper describes the intricacies of the planning and design of the $16 billion Second Avenue Subway with insight into how to overcome the design complexities and construction challenges of the urban underground.

Jan 1, 2005

By Charles Stone, Hannes Lagger, Dru Desai

The design methodology of the planned Second Avenue Subway Project (SAS) led to development of the initial support design to estimate cost and quantities in the Preliminary Engineering (PE) stage. Careful selection of the cavern design rules that recognized the impact of rock quality, rock cover, excavation geometry, and excavation sequence helped to overcome the design challenges of large, shallow caverns for the initial ground support. In the course of the design verification process prescribed by the design methodology, the design team was continuously reviewing and updating the support quantities. The design procedure includes methods using different approaches of empirical, continuum, and discontinuum analyses, which are currently advanced in the Final Engineering (FE) stage. The paper is a continuation of the RETC 2005 “Trials and Tribulations” and focuses on the procedures that led to the changes in the initial support as a result of the ongoing design development.

Jan 1, 2007

By WILLIAM COUPER

THE completion of the excavation of the tunnels through Bergen Hill for the extension of the Pennsylvania Railroad into New York City, together with the fact that the excavation for the rest of the tunnel-line has been practically completed for some time past, arouses sufficient interest to justify a description of the engineering- and contracting-work, and the organization by which it has been accomplished. The finishing of the excavation is a long step towards the completion of the entire tunnel-project. It will be interesting to the members of the Institute, who last spring were taken through a great part of this work, to know that by the excavation now completed it is possible to walk by tunnel from a, point near Sunnyside yard, Long Island, east of the 34th Street ferry, to the central passenger station site in the City of New York, and thence by tunnel to the Hackensack meadows, and by an embankment constructed across these meadows to Newark, N. J. This New York tunnel extension is being constructed as a part of the Pennsylvania Railroad system by the Pennsylvania Tunnel & Terminal R. R. Co., a corporation of the States of New Jersey and New York. It extends from a point near Newark, N. J., to the Sunnyside yard, Long Island, as indicated on the accompanying plan.

Jan 7, 1908

By Arthur D. Silber

The economic success and growth of any metropolitan region depends on mobility. Today, mobility between New Jersey and New York is threatened by a transportation system that cannot meet 21st century travel demands. The transportation bottleneck created by the Hudson River threatens the viability of one of the world?s great centers of commerce and culture. Fortunately, there is a solution: The Access to the Region?s Core Mass Transit Tunnel. The US$8.7-billion Mass Tran-sit Tunnel?s (MTT) new two-track line will double commuter rail capacity under the Hudson and create a new, state-of-the-art cavern station in Midtown Manhattan, with wide platforms, high-speed escalators and other features to improve riders? travel experience. The capacity and other benefits of the MTT project will launch a new era of prosperity for the region, just as the Pennsylvania Railroad did almost 100 years ago when it built the existing two, single-track rail tunnels that now form the sole commuter rail link between New Jersey and New York. The existing tunnels run from North Bergen, NJ, under the Hudson River to Pennsylvania Station at 33rd Street in Manhattan. Construction on the MTT, the largest public works project in the United States, is scheduled to start this year and continue through 2017. The MTT is ready to go to construction thanks to a major commitment of financial, engineering, project management and other resources from NJ TRAN-SIT, New Jersey?s statewide mass transit agency, and the Port Authority of New York and New Jersey, a bistate agency that operates the Holland and Lincoln tunnels, the George Washington Bridge and other major transportation facilities in New York and New Jersey. The project is also strongly supported by the state governments of New York and New Jersey, as well as that of New York City. The MTT is New Jersey Governor Jon Corzine?s number one transportation priority.

Jan 1, 2009

The New Zealand Mines Rescue Brigade was established as a result of the Dobson mine disaster on 3rd December 1926, when 9 men lost their lives. Prior to this, there had been four major disasters in New Zealand coalmines, with a total of 145 fatalities. Only large-scale events such as explosions or major fires were considered reportable. Until and including the Dobson disaster, no mine emergency response facilities or organisation was in place.   Unfortunately, over the next five decades the establishment of a Mines Rescue Service did not mean that disasters involving multiple fatalities ceased. The coal mining industry continued to suffer the consequences of poor mining practice, inadequate or inappropriate monitoring and management, and sometimes complete disregard for the regulatory requirements current at the time.   The role of Mines Rescue has been defined in statute, and regulated by Coal Mines (Mine Management and Safety) Regulations. Currently, the statutory obligations have been under the Mines Rescue Trust Act 1992.   The Mines Rescue Brigade historically, has primarily been a reactive service, with stations and facilities established to train brigadesmen in emergency response procedures, specifically to mobilise in the event of a call-out at any one of the many coalmines operating within each stationÆs area of jurisdiction.   Over the last ten years, this role has changed. The service has adopted a proactive approach to emergency response, and has established a close liaison with all mining and tunnelling operations throughout industry, both underground and surface. The objectives have become emergency prevention focussed, and the service has incorporated a range of theoretical and practical training, simulated exercises, more sophisticated equipment and techniques, and a desire to ensure that emergency response capabilities are not needed, whilst maintaining the traditional and statutory obligation to respond if they are needed.

Jan 1, 2004

Mining had a very considerable effect on the country's development. The visual evidence remaining is an integral part of New Zealand history. Early mining for manganese and copper in the 1840s was succeeded by alluvial gold rushes. These gave way to hard rock extraction, hydraulic elevation and dredging. Coal mining dating from the 1850s was fairly widespread. Other minerals were obtained on a small scale. Manufacture of mining machinery stimulated industrial engineering enterprises. Schools of mines played a significant part in advancing technical skills and several remain as museums. Surviving mine structures and site relics are part of the industrial heritage signifying the technological and economic development of a small isolated nation. Some of these are described. Identification, recording and preservation where practicable is advocated.

Jan 1, 1990

Mining had a very considerable effect on the country's development. The visual evidence remaining is an integral part of New Zealand history. Early mining for manganese and copper in the 1840s was succeeded by alluvial gold rushes. These gave way to hard rock extraction, hydraulic elevation and dredging. Coal mining dating from the 1850s was fairly widespread. Other minerals were obtained on a small scale. Manufacture of mining' machinery stimulated industrial engineering enterprises. Schools of mines played a significant part in advancing technical skills and several remain as museums. Surviving mine structures and site relics are part of the industrial heritage signifying the technological and economic development of a small isolated nation. Some of these are described. Identification, recording and preservation where practicable is advocated.

Jan 1, 1990

By Samer Sadek, Phoebe Cheng, Changmo Kwon, Myat Ohn

BART Facilities Standards (BFS) Structural Criteria is a living document that governs planning, design, and construction of all BART projects. Since its development, the document undergoes incremental changes and updates to reflect policy changes, changes in local, State, or national design codes and guidelines, advancements in engineering and technology, or based on the performance of past built infrastructure. In 2020, the BFS-Structural Criteria underwent a comprehensive update and was released with BFS version 3.2. This paper summarizes the updates to the Tunnels and Underground Structures Section of the Structural Criteria, and provides insights to the basis and logic of the requirements.

Dec 1, 2022

By Fukuichi K, Matsukawa H, Nakagawa M

The Myojin Tunnel, located on the Shikoku Expressway being constructed by the Japan Highway Public Corporation, is 3,770 m long with a cross sectional area of 80 m2. Kajima Corporation, the contractor for the northern construction section of this tunnel, adopted here its newly developed "mini-bench" method of excavation. The objectives of this method were 1. to be able to perform all tunnelling operations using the whole cross sectional area of the tunnel under any ground conditions, and 2. to be able to vary the length of the mini-bench within the range of 0 to 7 m according to ground conditions. In order to achieve these objectives, original, sophisticated equipment was developed and employed in the work. One of the newly developed machines is a special jumbo, a hydraulic crawler jumbo with five rotary type booms. This machine is capable of accommodating variation in the length of the mini-bench accompanying changes in ground conditions and is equipped with a special mechanism by which the positions of the booms can be controlled by means of hydraulic cylinders. Also developed was a shotcrete robot for use with the mini-bench method which has the control board near the shotcrete nozzle for close control of application.

Jan 1, 1987