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By George Rice

Foreword Following the explosion in the Hillcrest mine, which occurred in the evening of Sunday, September 19th, 1926, and in which two men lost their lives, the writer was invited by the Hon. J.E. Brownlee, Premier of Alberta, to conduct an investigation into the causes of the disaster, and to make such recommendations as seemed advisable with a view to minimizing as far as possible the chance of future explosions in this and similar Alberta coal mines. Accordingly, the mine was visited, and extensive investigations were made underground on October 21st, 2.2.nd, and 25th, in company with Mr. John T. Stirling, Chief Inspector of Mines for Alberta, Mr. Moses Johnson, District Inspector for the Crowsnest Pass District, Mr. J as. A. Richards, Inspector of Mines, Edmonton, and also Mr. Thomas Davies, manager, and other officials of the Hillcrest mine. Hearings of the coroner's inquest were also attended on October 20th and 23rd, when testimony regarding the explosion was given by various witnesses. The following paper summarizes my general observations in tracing the place of origin of the explosion, and my efforts to determine the cause of ignition. Certain recommendations arc also made, and the writer invites discussion on these and the other matters dealt with in the paper.

Jan 1, 1928

By ELLSIVOKTH DAGGETT

THE Berlin gold quartz mine is situated in Nye county, Nevada, on the west flank of the Shoshone range, about 40 miles south and 30 miles west from the town of Austin, the county-seat of Lander county. The distance from Austin is about 60 miles by stage-road. The outcrop of the vein, at the top of the incline-shaft, is situated just at the base of the mountain proper, almost exactly at the intersection of the mountain-side with the gravelly bench that slopes for about three-quarters of a mile to the flatter sage-brush plain, or desert valley, below. The -vein itself consists almost entirely of quartz, with perhaps 2 per cent. of sulphide of iron, copper, lead, zinc and antimony, and perhaps a trace of some of the compounds of tellurium with gold and silver, although none of the latter have been as yet positively identified. The relative proportion, by weight, of silver and gold in the ores, varies in different parts of the vein, from 12 silver for 1 of gold, to 7 silver for 1 of gold. The quartz vein-filling is usually frozen fast to the walls, and is very hard and compact, seldom showing the friable, fissured, or shelly structure often to be found in quartz veins. Comparatively little evidence of relative motion of one wall of the vein upon the other is to be found-a fact indicating that during the formation of the vein, and prior to the extensive movements herein described, little disturbance had taken place. No evidence whatever of metasomatic origin has been observed. On the other hand, occasional occurrences of comby structure, in which the axes of the quartz crystals are at right angles to the plane of the vein, rather indicate deposition from solution in a pre-existing fissure. Spurs, or branches, and small parallel veins, while not en-\

Mar 1, 1907

A sample of fifty fractured low chromium-molybdenum alloy drill steel rods was investigated. Each rod was of the forged collar integral tungsten carbide type in common use in Australia.Examination of a new rod of the same type showed that a zone of spheroidized carbide about 0·25 in. wide was present about 12 in. from the shank end.Examination of the fractured rods revealed that 78 per cent. of failures occurred within 0·25 in. of the spheroidized zone at the shank end but in the main stem of the rod rather than actually in this softened zone where it might be expected to occur.This predominant type of failure at the shank end in the steel rods is caused by a highly anodic region corresponding to the first stages of spheroidization of carbides present in the steel. Accelerated corrosion in the narrow band havil\g this structure induces the formation of stress-concentrating corrosion pits, 78 per cent. of failures in this region being due to corrosion fatigue.The remaining 22 per cent. of failures, occurring in the as-rolled stem, were due to either corrosion fatiglie if failure were initiated at the water-hole surface of the drill rod, or to a decarburized outer surface if failure originated at this surface.Temperatures producing spheroidization were determined as 6007600C.Evidence suggests that approximately 75 per cent, of shank-end failures in all forged collar drill rods can be attributed to corrosion fatigue occurring preferentially in that section showing partial spheroidization of carbides· produced by the forging and hardeningoperations.Methods are suggested for reducing the frequency of fatigue failures in drill rods.INTRODUCTIONAn integral part of all tunnelling operations through rock is the drilling of suitably placed holes i:n.to which explosive is subsequently rammed and exploded.The drilling operation, whether for metalliferous mining or for general civil engineering constructional work; is...

Jan 1, 1955

By Wern-ping (Nick) Chen

In concrete lined tunnels, formwork removal timing may be controversial. Contractors seek to strip the form as soon as possible, and designers seek to keep the formwork in place as long as practical to protect the fresh concrete. Formwork removal timing is normally specified as a function to its insitu concrete strength. This approach may work for smaller diameter tunnels, but fallacy occurs when applying this approach to larger diameter tunnels, since a larger diameter would experience more displacement than a smaller diameter tunnel from its own weight. Excessive deformation may fail a tunnel to meet its roundness criterion and overstress the lining causing cracking or falling from the crown. This paper presents a contractual mechanism to mitigate this issue.

Jan 1, 2008

By S. S. Rowland

Good afternoon, ladies and gentlemen. It is a pleasure, for several reasons, to be here at this 13th International Conference on Ground Control in Mining. Of course it's always a pleasure to be able to see and reacquaint myself with many long-time friends; but it's also a pleasure, or 1 should say worthwhile, because I take something back with me, some knowledge about mining that lets me do my job better and more safely. if I can do that, I've accomplished my purpose in being at a conference such as this. This conference is a little different, though. I have to earn my stay. I have to earn it by telling you a story; a story about mining through a mile of rock to get from one coal seam to the same seam on the other side of an ancient river channel; a story about mine personnel taking over the job from a contractor; a story about having to mine through two faults after the hard part was supposed to be over, but, most importantly, it's a story about how it was accomplished successfully and safely by a group of ordinary coal miners possessed with determination, belief in themselves, and a "can do" attitude. If you can take any part of my story and use it to do your job better and more safely, then I will have accomplished my purpose in being here today. Kerr-McGee Coal Corporation's Galatia Mine is located in Southern Illinois near the town of Harrisburg in Saline County, about 350 miles south of Chicago and 120 miles southeast of St. Louis. Construction of the mine began in 1982, and the first coal was shipped in 1984 from the Harrisburg No. 5 Seam, 550' below the surface. Mining began in the Herrin No. 6 Seam, 100' above the No. 5 Seam, on April 1, 1985. Mining in both seams began by using the room-and-pillar method. In 1989, the No. 6 Seam was converted to longwall mining, as was the No. 5 Seam in 1992. Today, all mining is done by the longwall method except for the required development work, which is performed by continuous miners. A heavy-media preparation plant with a 4.2 million-ton annual clean-coal capacity processes the coal. By the end of 1994, with annual production now exceeding 4 million tons, we will have shipped over 30 million tons of steam and metallurgical coal throughout the United States and the world. Most of the coal has been used as the primary source of fuel to generate electricity for the city of St. Louis. The No. 5 Seam coal can be used as a semi-soft coking coal or as a high-Btu, relatively low-sulfur steam coal. Its use allows utilities to comply with Phase I of the Clean Air Act Amendments of 1990 without installing flue gas desulfurization units or blending with other coals. The Herrin No. 6 Seam is a high-Btu, medium-sulfur steam coal that requires blending to meet Phase I requirements. Because the No, 6 Seam coal does not meet the Clean Air Act Amendments' Phase I compliance standards, we were forced to cease mining operations in the No. 6 Seam, leaving 170,000,000 tons of minable coal in the ground. Last month the Galatia Mine became a single-seam operation mining the Harrisburg No. 5 Seam only. The Clean Air Act Amendments of 1990 and the resultant S02 emission limitations on electrical power generation plants effectively eliminate, beginning in 1995, the near-term potential for profitable mining of the Galatia Mine's high sulfur Herrin No. 6 Seam coal. Because of the Clean Air Act Amendments, it is virtually impossible to market high-sulfur coals like the No. 6 coal unless the mine location and mining conditions enable greatly depressed sales prices to cover costs. We, along with the majority of

Jan 1, 1994

By Charles A. Gargano

The current state of the mass transit industry in America will be examined. How and why this important urban activity shifted entirely, or almost entirely, from the private sector to the public sector. Who pays for transit? For day to day operating costs? For capital investment? The prospects for transit's future will be the next major issue addressed. In a word, they are rather good. Over the past decade there have been major new transit investments made in Atlanta, Baltimore, Washington, D.C. and Miami, as well as constant re-investment in such cities as New York, Boston, Philadelphia and Chicago. While the current administration has put a temporary halt on the initiation of any major new rail transit projects using Federal funds, there are several mechanisms localities have for using other resources for such projects. These will be explored.

Jan 1, 1983

By Koji Nakanishi, Masayoshi Karasawa, Yasuhiro Morimoto

"Shin-Yokohama station (tentative name), one of the station of the Sotetsu - Tokyu through line (ST line), is under construction by the OPEN – CUT method. The Underground Soil–Cement Steel Diaphragm Wall is implemented as an earth retaining wall. This earth retaining wall is utilized as a main body of a subway station. It is the first time to utilize this earth retaining wall as the main body. There are two difficult issues for this project. One is that this station is planned under busy major road and there are many underground utilities, for example, an electrical transmission line. Because of that, construction area is limited. The other is that this station is located in a thick soft clay layer. This layer has a high risk of consolidation settlement because of draining during main excavation. Thus, high water tightness is required for this earth retaining wall. This paper reports design and construction methods for the Underground Soil–Cement Steel Diaphragm wall introduced as a part of the body of the subway station.1. OUTLINE OF SHIN-YOKOHAMA STATION 1-1. Location and structure of Shin-Yokohama Station Shin-Yokohama station is an intermediate station on the ST line connected to the Tokaido-Shinkansen bullet train, the JR-Yokohama line and the Yokohama Municipal Subway. Access to Tokyo and the Tokaido- Shinkansen from the eastern part of Yokohama city will be improved by this project. In addition, the number of estimated passengers of this station is one hundred thousand people/day because a soccer stadium (Nissan Stadium: 72,000 people), a huge indoor arena and a hotel are located in this area. This station consists of 4 stories and 3 spans (Max width; 29m, Depth; 33m, Length; 325.5m). Completion image is shown in Figure 2. Generally, stations have 1 platform and 2 trucks. But this station has 2 platforms and 3 tracks because some of ST line trains return at this station and a train deadheads from Hazawa station to this station in an emergency. This station is planned as 4 stories underground station, and the platform is on the lowest story. The reason why this station is in such a deeper position is to prevent the alignment from interfering with the Yokohama Municipal Subway station and foundation piles for bridge piers existing along the alignment. Even under the constraint conditions, earth covering should be shallow as much as possible. As a result, the tunnel edge is very close to the foundation pile, and the gap is only about 2m (Figure 3). In addition, passengers will be able to change trains easily from the ST line to the Yokohama Municipal Subway or vice versa at this station."

Jan 1, 2016

By Andrew Cho, Changsoo (Kevin) Moon, Richard Flanagan, Brian Larsen

"INTRODUCTION Project Background The U.S. Army Corps of Engineers (USACE)/Port Authority of New York & New Jersey (PANYNJ), as part of their New York and New Jersey Harbor Deepening Project, will dredge this shipping channel to a depth of 16.5 m below mean low water (MLW). By deepening the channel, the new generation of larger, “post-panamax” container ships coming to U.S. waters as a result of the expansion of Panama Canal can be accommodated in local marine terminals, helping to retain the nearly 300,000 jobs and $12 billion in annual wages the PANYNJ provides to the region. The existing siphons are situated at a depth that could be compromised by the planned dredging of the channel (nycedc.com). The purpose of this project is to build a new 1.83 m diameter water main inside a 3.66m diameter tunnel replacing the two existing siphons in order to provide the necessary backup water supply to Staten Island across the Anchorage Channel within the Upper New York Bay from Brooklyn. The proposed tunnel is approximately 2.9 km long and at a depth of at least 26 m below MLW. The project is funded jointly by New York City’s Department of Environmental Protection (NYCDEP) and PANYNJ and is managed by New York City Economic Development Corporation (NYCEDC). The contractor of the project is Tully/OHL JV, the designer is CDM/HMM JV, and the CM is LiRo/PB JV. History of New York City’s Soft Ground Tunneling The New York City area has a relatively long history of soft ground tunneling, commencing in the late 19th century. Construction of the first Hudson River tunnel crossings was begun (but not completed) in 1874 for the Hudson & Manhattan Railroad using compressed air supplying a shield. The work continued intermittently until the project finally opened for service in 1907. These 1.72km long tunnels (maximum depths of 29 m) are still in operation and now operated as the PATH Tunnels. They are approximately 5.5m diameter utilizing cast iron segments. The river bed consisted of primarily silt with shallow rock near the New York side. Air “leaks” occurred during the compressed air excavations resulting in some serious “blows” with water and soil entering the tunnel, including one incident with 20 deaths."

Jan 1, 2016

By RICKARD HANSEN

With vehicles frequently found in mines and tires being a major fuel item, the risk of tire fires will be severe underground. This study presents an analysis of tire fires on mining vehicles to increase the knowledge of the risk and mitigating measures, which would improve the fire safety underground. Data from fire experiments and computational fluid dynamics (CFD) simulations were applied. It was found that the wheelhouse of a loader caused an increase in the flame tilt angle, decreasing the flame impingement and heat flux downstream. The flame temperature of a drilling rig tire was found to be higher than that of a loader tire, increasing the risk of igniting items. The construction of the wheelhouse/mudguard will contribute to a longer flame length by creating a fuel-rich environment. The CFD simulations predicted higher flame tilt angles for a drilling rig for higher flow velocities, indicating the influence of the wheelhouse/mudguard construction and tire geometry on the flame tilt angle. The construction of a loader resulted in flow behavior, where the short distance to the front mudguard/tire and the separation of flow directly downstream of the construction led to gases being steered past the front mudguard/tire. In a drilling rig case, the longer distance to the front mudguard/tire led to gases being directed toward the body of the vehicle after passing the area with flow separation.

By RICKARD HANSEN

With vehicles frequently found in underground mines and tyres being a major fuel item, the risk of tyre fires will be severe underground. This study presents an in-depth analysis of tyre fires on mining vehicles to increase the knowledge of the risk, applying data from full-scale fire experiments and CFD simulations. It was found that the wheelhouse of the loader caused an increase in the flame tilt angle of approximately 10%, decreasing the flame impingement and heat flux downstream. The flame temperature of the drilling rig tyre was found to be approximately 7% higher than the loader tyre, increasing the risk of igniting adjacent fuel items. The construction of the wheelhouse/mudguard will contribute to a longer flame length by creating a fuel-rich environment. The CFD simulations predicted higher flame tilt angles for the drilling rig case for higher flow velocities, indicating the influence of a varying wheelhouse/mudguard construction and tyre geometry on the flame tilt angle. The construction of the loader resulted in a flow behaviour, where the short distance to the front mudguard/tyre and the separation of flow directly downstream of the protruding construction led to fire gases being steered past the front mudguard/tyre. In the drilling rig case, the longer distance to the front mudguard/tyre led to fire gases being directed towards the body of the vehicle after passing the area with flow separation. An increased knowledge of the tyre fire risk on mining vehicles and mitigating measures would improve the fire safety in underground mines.

Feb 10, 2022

By M. J. McPherson, P. Mousset-Jones, G. Danko, F. Calizaya, K. You

The friction factor is one of the more difficult parameters to determine in ventilation planning. In practice, this can be estimated from published factors such as those of McElroy. The problem with this approach is that the selection requires some judgement, and the estimated values offer no more than guideline accuracy. This study, examines the effects of four factors on the coefficient of friction for a simulated mine airway. The factors are: airway cross-section, asperity height, flow direction, and cross-cut spacing. The study includes the modeling of a mine airway and the evaluation of the results from 13 experiments on flows of air over rough surfaces. The model, physically represented by a wind tunnel, includes a rough surface section which can be modified to simulate mine airways of various shape and asperity height. Most of the experiments were performed under controlled flow conditions during which the Reynolds number was varied between 50,000 and 300,0000. Based on this study, the friction factor for a mine opening was found to depend not only on the size and shape of the surface asperities but is also affected by the orientation of them in relation to the flow direction.

Jan 1, 1991

By Anne Kathrine Kalager

"Stretching from Norway’s capital, Oslo, to the city of Ski, a new railway line is under construction with a 20 km long hard rock tunnel. This is a major project with high demands regarding quality, cost and schedule. In addition, restrictions concerning locations close to sensitive urban infrastructure require execution with the highest level of precision and expertise. The new double track railway line forms an important part of the intercity rail development southwards from the capital and includes the longest railway tunnel to date in the Nordic countries. With its novel methods and solutions, this project offers a model for future railway project developments in the region. This paper provides general pertinent details and facts relating to this current railway project and includes a description of the project with information relating to concept and design of the tunnels, geological conditions, particular challenges, selected tunneling techniques and contracting strategies. THE FOLLO LINE PROJECT The Follo Line is a new 22 km long double track railway line under construction between Oslo Central Station and the city of Ski. The project is divided into four subprojects, as shown in figure 1. The main part of the project consists of a 20 km long hard-rock tunnel, which will be the longest railway tunnel in the Nordic countries to date.The Østfold Line is the existing double-track railway line running between Oslo Central Station and Ski serving 12 local stations. The new Follo Line will offer a direct service, without stops, between Oslo Central Station and Ski and reduce the travel time from 22 minutes to 11 minutes. After completion of the Follo Line, these two railway lines will, in combination, more than double the capacity for train transport in the region south-east of Oslo."

Jan 1, 2016

By Brian Fulcher

The Fort Lawton Parallel Tunnel was built in 1990 - 1991 by Morrison Knudsen Corporation (MK) as an integral part of Seattle METRO's planned expansion of the Westpoint Treatment Plant. The project included a concrete lined 2542 m (8,340 ft) long tunnel bored in sands and clays under the presence of methane gas and over 27.4 m (90 ft) of ground water table. The tunnel roughly paral¬lels an existing and still operating 3.65 m (12 ft) diameter tunnel originally completed in 1909. The parallel tunnel was constructed using a Lovat 4.72 m (15 ft-6 in) earth pressure balanced TBM with ribs and timber lagging as primary support. The tunnel alignment crossed under as much as 91.4 m (300 ft) of overburden as well as twin mainline railway tracks; terminating in a shaft adja¬cent to the Seattle ship canal. The project was completed in June, 1991 after a final "wet-tap" tie-in to the existing brick-lined sewer; over five months ahead of the contract schedule. This paper will describe the construction methods, job site conditions and difficulties encoun¬tered on this very challenging and successful project.

Jan 1, 1993

By W. D. Blackburn

If there is a single key to managing a mineral extraction company, it is the control of productivity. American labor costs, in general, tend to be in the range of 10%-15% of total costs. American coal mining labor costs, however, exhibit ranges of 30%-60% of total costs. Is it any wonder that the industry finds itself at a competitive disadvantage? When labor costs take as much as sixty cents of every dollar of revenue, there is little room for profitability. The American coal mining industry must set as a long range goal the reduction of labor costs to the 10%-15% range of total costs in order to be competitive.

Jan 1, 1986

By William A. Prosser, Kyle R. Ott, Philip Rice

"INTRODUCTION The existing Baltimore and Potomac (B&P) Tunnel accommodates Amtrak (National Railroad Passenger Corporation) and MARC (Maryland Rail Corporation) service between Baltimore, MD and Washington, DC and occasional local freight service. The Baltimore and Potomac Tunnel Replacement Project proposes new tunnel construction through Baltimore, Maryland along the Northeast Corridor (NEC) that maintains connections to Baltimore Pennsylvania Station. After the Replacement Project is constructed and operational, the disposition of the existing tunnel must be determined. The tunnel could be abandoned; however, considering its location in a congested downtown, alternative uses have been considered to take advantage of this unique piece of infrastructure by repurposing it. Alternative uses for the existing 140-year-old B&P Tunnel may end up being cost effective and should be considered, as the tunnel can be made accessible to construction crews for extended periods of time that will allow for efficient work activities unlike when it is fully operational. Possible alternatives include conversion for non-rail use, rehabilitation, or complete modernization for continued rail traffic. The following paper describes the four potential fates of the conceptual designs for the existing B&P Tunnel. The four concepts include: • No Build – rehabilitate to keep the tunnel operational. • Abandonment – complete or partial sealing of the tunnel. • Adaptive Re-Use –repurpose the tunnel with sustainable building practice. • Full Rehabilitation and Modernization – bring to current fire-life safety aspects. Of the four concepts, only the no build addresses maintaining the tunnel while it is under traffic. The remaining fates address the existing tunnel after the new tunnel is operational and railroad traffic has been diverted to it. Development of these conceptual designs were provided in a concept design study (Parsons Brinckerhoff/Parsons, 2015) that supports the National Environmental Policy Act (NEPA) review process for the Project, which includes evaluation of possible alternative uses of the existing B&P Tunnel."

Jan 1, 2016

By Claus Becker

The new, 2.600 m long pipe under the river Elbe in Hamburg/Germany required for 2 traffic lanes, emergency lane and space for utilities a boring diameter of 14,20 m(46,6 ft). According the geology (glacial deposits consisting of clay, sand and marl, all containing big boulders) a Slurry-Shield with crusher was selected. With a minimum cover of 7 m and a maximum pressure of 5,6 bar extensive ground treatment was necessary to make the drive feasible. The machine contains a lot of new developments. The drive was finished in spring 2000 so all experiences can be reported. A special risk sharing contract avoided completely litigation.

Jan 1, 2001

By Agne Rustan

This paper is intended to give a summary of the first ten Symposia on Rock Fragmentation by Blasting where the symposia activities were governed by a Steering Committee replaced at Fragblast 2 by an International Organizing Committee (IOC). At Fragblast 9 the name was changed to Fragblast International Organizing Committee (FIOC). Eighty four pages of statistical data about Fragblast 1-10 is documented on the Fragblast Website (ISEE.org).

Jan 1, 2014

By John Anthony Vasquez

During the last years Riva Acciaio Verona has taken the decision to invest in the route of a fully automated meltshop. The aim is to reduce at the minimum the operator's intervention from the bucket preparation till the ladle transfer to the continuous casting bay. The foundation for achieving the goal is the introduction of innovative technological solutions (fully automated cranes for bucket charge in the EAF, robots for sampling, etc. The paper underlines how the different solutions are based on the best practices to improve operator's safety and describes the different steps of the project, the different solutions adopted and the results in terms of production, energy savings, cost reduction and improved safety. Details are presented for: scrap yard management and bucket preparation, EAFs centralized controls and related robots for auxiliary operations (sampling, EBT cleaning, scraper for slag door automation, complete mass & energy balance based on process control), LFs centralized controls and process integration.

Aug 16, 2017

By E. E. Mason

The Canadian National Railway system is completing construction of the first major tunnel in North America to use the coarse-aggregate (+ ½ -in.) shotcrete technique of primary support and lining. The tunnel was driven 29 X 20 ft in cross section, 10,760 ft long, passing under an industrial and residential area of Vancouver. With the exception of 1400 ft in soil (mainly impervious tills), the tunnel passes through a very young series of flat-lying sedimentary beds, to a large extent so incompletely consolidated as to fall apart on exposure. For a conventional steel-support system, it was estimated 8 WF, 28-lb steel should be used at 5-ft centers. Cost of erection including lagging would amount to $120 per linear ft of tunnel at 304 per lb. With 8-in. concrete cover on the steel, lining would cost $280 per linear ft at $82 per cu yd. Thus, minimum cost of support and lining would have amounted to $400 per linear ft. It is now estimated that at least 90% of the rock tunnel would have required support and 100 % required lining. Specified shotcrete support was 6 in. in the arch and 4 in. in the walls. Cost of this work was roughly $100 per linear ft. In addition, another $10-$12 per ft has been incurred in drainage and waterproofing wet areas and in measures to correct experimental and operational errors, thus finalizing the support as a lining (Fig. 1). The tunnel was driven three shifts five days weekly, no blasting being allowed by city ordinance between midnight and 7.00 a.m. A six-drill jumbo was used to drill a 10-ft round, 110 holes blasted three times daily. A 2-in. layer of shotcrete was applied to the newly blasted arch commencing within 45 min of blasting. This was done from a flying deck that extended over the muck pile from the jumbo (Fig. 2). Also during the mucking cycle, the preceding incomplete arch support was brought up to 6-in. specification. The walls were sprayed 4 in. thick during the drilling cycle (Fig. 3). The shotcrete machines and aggregate bins were mounted on the jumbo.

Jan 1, 1970

By Brian Zelenko, William H. Hansmire

"By the time the latest expansion of the Washington Metropolitan Area Transit Authority (WMATA) system, known locally as Metro and which opened in 1976, is completed in 2020, the system will serve 97 stations and operate on 188 km (117 miles) of track on six interconnecting lines. Metro provides a critical transportation link to a population of approximately six million people within a 3,900-km2 (1,500-sq-mile) Washington Metropolitan area and has allowed job growth to expand to all corners of the region. In the 1950s and 1960s, when the system was first conceived and construction began, most jobs were centered in downtown Washington, and most of the workforce commuted by bus or car. Today, transit-oriented development has increased residential, commercial and government facilities near most of the existing 91 stations increasing the importance of the Metro system as a critical transportation link for the region. According to recent American Public Transportation Association (APTA) data, Metro is the second busiest transit system in the United States (after New York City’s transit system).During the nearly 50 years of construction on the Washington Metro system, technology improvements and lessons learned from the global tunneling industry were implemented. Portions of this background and history have been adapted from other work by the authors Roach et al. (2017) and expanded for use herein. For soil tunnels, these improvements included the change from a “two-pass” tunnel lining with a typical initial lining of steel ribs with wood lagging or segmental precast lining erected within the tunnel shield followed by a final lining of cast-in-place concrete to a one-pass lining system of pre-cast concrete gasketed segmental lining. Soil tunnels were originally excavated using open-face tunnel shields, but changed over time. By the late 1980s, tunneling using closed, pressurizedface tunnel boring machines (TBMs) using a one-pass tunnel lining consisting of segmental precast concrete permitted tunneling in a wider range of soil conditions with much less risk of damaging overlying utilities or structures, greater safety for tunnel construction personnel and without the need to dewater the soils. However, due to concerns about conditioning clays with earth pressure balance (EPB) TBMs, open face machines were still favored by contractors for their better advance rates, lower cost and ability to deal with boulders that were occasionally encountered in the Coastal Plain Terrace Deposits."

Jan 6, 2018