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By Naohiro Kurokawa

Isa Limestone Quarry with an annual production capacity of 18 million metric tons is known as the largest limestone deposit in Japan located in the mountainous region about 20 mile northwest of Ube City, Yamaguchi Prefecture, Japan adjacent to Isa Cement Factory to which it belongs, and which constitutes a mainstay of Ube Industries? cement operating division. Isa Cement Factory is equipped with a N.S.P. kiln of capacity of 3 million metric tons per year, which is the largest of its type in the world. Geographically, it is situated in the south- western tip of the Mainland of Japan (Mid City, Yamaguchi Prefecture) and is bordered by the scenic Akiyoshi Karstic Plateau which is world famous for its huge stalactite grotto.

Jan 1, 1982

By Charles M. Rolker

(Read at the Philadelphia Meeting, February, 1878.) THE Mariposa estate, a grant made by the Mexican Government to Juan B. Alvarado, during the time when California was still under the dominion of Mexico, was purchased in 1847 by J. C. Fremont, and the United States patent issued to him in 1856. By sale, or its equivalent, money advanced, the property came into the hands of the Mariposa Company, June 25th, 1863, and through a varied existence of work and temporary inactivity, has as yet been kept as an undivided property, and rests at present with the Mariposa Land and Mining Company of California. I pass over this period of 15 years without giving the history of the ups and downs of the estate, partly because it is familiar to many, and also because I think in such a case this paper would assume too much the character of a narrative. The estate is situated in Mariposa County, California, about 170 miles southeast of San Francisco. It begins in lat. 37° 26’ 38" - north, and long. 119° 55' west, and runs 6 miles north; thence 6 1/2 miles west; thence 5 miles northwesterly towards the Merced River; thence 8 1/2 miles southerly; thence 3 miles easterly; thence 1 mile southerly; thence 2 miles easterly; thence 2 miles southerly; thence 2 miles easterly; thence I mile southerly; thence 2 miles easterly; thence 1 mile northerly, and thence 2 miles easterly to the place of the beginning; embracing 44,387 acres (70 sq. miles) more or less. To describe this vast estate in detail as to its full geology, its numerous quartz veins, its many facilities to exploit them and work them by cheap methods, would lead me further than I intend to go at present, and I will content myself to describe the latest workings of the company and its immediate field of operations. As long ago as 1860 the late Dr. Adelberg advised the running of an adit from the northwestern edge of the estate at Benton Mills on the Merced River. His object was to undercut the deepest workings of the then paying mines on the estate-the Pine Tree and Josephine. Following this advice, the tunnel known as "River Tunnel" was commenced. Its entrance is in S. 5, T. 4, S. R. 17 E. It is run in

Jan 1, 1878

By Scott A. Howard

MgO is routinely used as the basis for refractory materials, however, its susceptibility to hydration may result in dimensional instability and subsequent failure. The addition of boron has been shown to reduce th,e hydration susceptibility of MgO yet its dissolution into certain grades of steel may degrade their performance. In order to predict the efficacy of reducing hydration susceptibility by the incorporation of mono-, di-and tri-and quadravalent cations, the lattices of various cation-substituted systems were modeled. To more accurately simulate the substituted lattices, either cation or anion vacancies were incorporated to maintain electrical neutrality and all possible arrangements of defects in a 2x2x2 MgO supercell were investigated. Correlations were then made between the lattice energies of these systems and their susceptibility to hydration as reported in the literature. The results indicate the presence of higher charged cations tended to increase lattice stability while the cations with lower valency tended to have lower lattice energies. The relatively small body of experimental results available in the literature are consistent' with this study's results.

Jan 1, 1989

By J. D. Little

"THE SALMO PROPERTIES of Canadian Exploration, Limited comprise forty-one Crown-granted mineral claims situated on Iron mountain between Sheep creek (on the north) and Lost creek, some eight miles southward from Salmo, in the Nelson mining division (see Figure 1). On these claims there are at present four operating mines. These are, from north to south, the Dodger, Feeney, and Emerald, all tungsten mines, and the Jersey, a lead-zinc mine, about 7,000 feet south of the Dodger. About midway between the Dodger and the Jersey is a fifth mine, the Emerald lead-zinc mine, which was the first producer in the area but has been inactive since 1926. The locations of the mines are shown in Figure 2.Records of prospecting and claim staking on Iron mountain -which owes its name to the presence of large iron-stained outcrops -go back to 1895. The first recorded owner of the claims that form the old Emerald lead-zinc mine was John Waldbeser who, in 1908, did considerable work and produced 426 tons of lead ore valued, at the then price of lead, at $7,000. This ore was chiefly lead carbonate and was taken from the surface outcrops of two bands of ore that form the Emerald orebodies. In 1909, the Emerald was the largest lead producer in the Nelson mining district."

Jan 1, 1953

By John Greenhalgh, Benoit De Rivaz

"1.INTRODUCTIONThis paper is based on the Lee Tunnel project, which is part of the Thames Water’s Tideway Project.The client Thames Water has employed a Joint Venture of Morgan Sindall/Vinci Grand Projets and Bachy Soletanche to undertake the design and construction of the project under the management of CH2M Hill at a value in excess of £635 million ($990 million). The 3 main elements of the tunnel project are the permanent lining to the shafts, the precast segmental lining, and the secondary tunnel lining. All 3 are reinforced with different types of Dramix steel wire fibers and each element will be described in this paper. This paper will explain the basic structural design of FRC (Fiber reinforced concrete) based on the post cracking residual strength and will describe all the steps of this project, the testing program realized to support innovative design and the main technical learning point. 2.BASIC CONCEPT OF STRUCTURAL DESIGN OF FRCStructural design of FRC elements is based on the post-cracking residual strength provided by fiberreinforcement. Other cases, like early age crack-control or fire resistance, are considered non-structural use of FRC. For structural use, a minimum mechanical performance of FRC must be guaranteed. Fibers can be used to improve the behavior at SLS (Service Limit State) since they can reduce crack spacing and crack width, thereby improving durability and they can be used to improve the behavior at ULS (Ultimate Limit State) where they can partially or totally substitute conventional reinforcement in most conditions. In the design process, the definition of the performance expected from the material is a key factor and the mix-design of the material has to be optimized for the required structural performance.2.1 Testing Method In order to ascertain the structural requirements requested for the FRC segments, preliminary testing on samples will be required and the effectiveness of the proposed solution will also be assured by the testing of full scale specimens. Structural design of FRC elements is based on the post-cracking residual strength provided by fiber reinforcement. For structural use, a minimum mechanical performance of FRC must be guaranteed. Nominal values of the material properties can be determined by performing a 3-point bending test on a notched beam according to EN14651 (figure 1) or by performing the ASTM C1609 beam test:"

Jan 1, 2016

By B W. Ham

The legacy of underground coal mining may be a land surface which, in parts, may be unstable in the long term. A case study analysis has been undertaken to explain some of the hazards and how the risk may be assessed and managed.The Ipswich Coal Measures were extensively mined with shallow underground workings, which now underlie a number of suburbs in the eastern side of the city of Ipswich in south eastern Queensland. The area was subject to underground mining from the 1840s to 1997. In general, the mines were small, family-owned operations that were restricted by complex geology, interactions with neighbouring operations and ownership of surface facilities. The oldest available mine plans date back to the late 1890s.The residents in these mining areas have a long history of unexpected mining subsidence events. A level of risk management for property owners has been implemented by the Ipswich City Council, which requires a mining subsidence risk assessment to be submitted as part of building applications for property development in the areas suspected of having mining subsidence risk. This discussion examines a series of generic subsidence events and how the risk may be assessed and managed and the hazard controlled.CITATION:Ham, B?W, 2014. The legacy of underground coal mining – mine subsidence: Ipswich coal measures case study, in Proceedings Life-of-Mine 2014 , pp 113–120 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Jul 16, 2014

By Richard Giffen, Michael Trabold, Pablo Lemus

"As part of the new 2nd Ave Subway Project, an existing tunnel constructed in the 1970’s will be connected to the new subway and used as new running tunnels. The existing tunnel had to be modified to comply with newer structural and fire life safety codes and to be connected to the new cut and cover station at 96th St. This paper will discuss the complexities of tying an existing tunnel constructed over 40 years ago into the new station and allowing for movements due to the unloading of the existing tunnel and the differential settlement of the two structures during both the construction and permanent condition. Topics that will be discussed include structural analysis, ground improvement techniques, selection of support of excavation walls, working in contaminated soil and instrumentation and monitoring of the structures. It will also cover retrofitting the tunnel to comply with updated Fire/Life/Safety requirements. PROJECT OVERVIEW The Second Avenue Subway (SAS) will be the first major expansion of New York’s subway system in over 50 years. To be constructed in four phases, it will run from 125th St. in Harlem to Hanover Square in the Financial District (see Figure 1). For most of its length, the alignment is directly under the Second Avenue roadway."

Jan 1, 2016

By W. O. Crosby

WASHINGTON CAMP, in Santa Cruz county, Arizona, is a small and little known mining district situated on the lower, eastern slope of the Patagonia mountains, about 20 miles east of Nogales and a like distance south of Patagonia Station on the Sonora railroad, which connects it Benson, 83 miles from Nogales, with the main line of the Southern Pacific. This district is also about 4 miles north of the international boundary, 35 miles west of Bisbee and 40 miles north of Cananea, in Sonora. The topography of the district, which lies at a general elevation of 5,500 ft. above the sea, is only very moderately rugged, and presents no obstacles to mining operations. Although some of the claims of the camp, including the Pride of the West, Belmont and Holland, were extensively worked for silver 25 years ago, they passed, at moderate depths, as in so many other districts, out of the argentiferous lead carbonate and sulphide into zinc, copper and iron sulphides; and for two decades the camp was abandoned and almost forgotten. In recent years, however, its apparent possi¬bilities as a copper producer have led to a revival of mining activity; but not, as yet, with conspicuous success. Although economically relatively unimportant, the deposits of Washington Camp are, mineralogically and structurally, nevertheless, typical examples of ore-bodies developed in connection with the garnet ledge now recognized as a normal feature of granite-limestone contacts; and, in the opinion of the writer, this is an instance where a minor example is yet essentially normal and capable of throwing important light upon the origin and genetic relations of the type.

Nov 1, 1905

By P. F. Stratton, M Huggahalli, N Saxena

"Several studies have been carried out to determine how the optimum atmosphere conditions in the heat treatment of metals can be established for a given product by using different gas injectors and varying atmosphere flow rate and composition. The most common approach taken to gain insight into furnace atmospheres has been to use commercial computational fluid dynamics codes and examples of their use are shown. However, the complexity of these codes, the difficulty in establishing boundary conditions, their cost and computational demands limit their usability in solving day-to-day production problems.A simplified, web-based model of a furnace atmosphere is described where the conservation equations are solved to determine the composition profiles of the atmosphere in the furnace. Although the model is restricted in scope to certain types of furnace, it is shown to give better results than CFD when boundary conditions are uncertain. The application of the model to the understanding of existing furnace conditions and to determining ways of optimising the use of gases are discussed. IntroductionThe important role of protective atmospheres during heat treatment of metals, furnace brazing of assemblies and soldering of printed circuit boards is well established. The atmosphere in the furnace prevents air ingress and oxidation of the parts, helps flush away any flux or binder from braze and solder pastes and provides an important mode of heat transfer [1]. In a batch furnace having typically one or two gas injectors, the gas utilisation and process can be optimised by minimising air leaks and mantaining atmosphere homogeneity with fans or other atmosphere circulation techniques. In a continuous furnace, however, atmosphere optimisation is more difficult as furnace inlets and exits can also let in air. The atmosphere requirements of different stages of heat treatment, brazing or soldering vary [2]. Achieving these atmospheres in different sections of the open-ended furnace is a relatively complex task. Methods such as atmosphere zoning and the use of physical curtains and gas injectors have evolved with time, though it is hard to predict how effective these techniques will be for a given furnace and process. Experts in the field tend to rely on experience and rules-of-thumb rather than scientific method to achieve the required results."

Jan 1, 2001

By Fredy A. Elorrieta Agramonte, Gabriel von Rickenbach, Roberto Luis Fonseca, David Córdova Rojas, Rolando Romero, Rico Brändle

The mine’s economic life is dynamic by nature. Some factors that create this scenario are the need to recognize new exploitation areas, the evolution of the mineral prices and the development of new technologies to access them. The dynamics of mining development, especially in the underground environment, changes significantly as the stages unfold. In many cases the final solution differs greatly with the initial. The frequent presence of new conditions and factors often cause the mine to develop in a quasi-permanent transition stage, which could be characterized by the generation of dynamic micro-seismic events that could cause rockburst damage in some specific areas. Although they may be infrequent, these dynamic events can have an important adverse impact on mine safety and causes serious losses. Also, changes in the production schedule during exploitation could be a big issue if the problem is not effectively addressed. When the transition of the mine to an active micro-seismic environment begins as an unforeseen scenario, it is frequent to use static ground support systems as they are readily available. Traditionally, the support systems used are reinforced shotcrete with a middle layer of Welded Standard Wire Mesh (WSWM) and Chain Link Standard Wire Mesh (CSWM) of reduced gauges, i.e. wires less or equal than 4 mm in diameter. Although, this support system is used to control static instability problems, there is no good reference of its energy absorption capacity under dynamic load conditions, creating uncertainty in the effectiveness of controlling rockburst events. These support systems are analyzed at the present paper, testing the reinforced shotcrete layer with 4 mm diameter of WSWM and CSWN under dynamic load. Additionally, the influence of the use of high tensile strength steel wire in the meshes (HSWM) compared to the previous ones, is analyzed to assess the scope in controlling rockburst events and keeping the safety of underground environment.

Apr 26, 2022

By Luck D

Current methods of mucking out small development tunnels are a major limitation to improved efficiency and high rates of advance. This is particularly true in the deep metalliferous mines of South Africa, where the harsh environment, remoteness of operations and the hard abrasive rock conditions mitigate against the use of the tunnel borer type of equipment. The Loader Distributor Train was designed to overcome the special problems of hard rock tunnelling. It combines advanced innovative technology with proven simple methods of operation and maintenance. The system aims at taking advantage of new, efficient and cost effective power sources in South African mines based on replacing compressed air with electro hydraulics and the new concept of hydropower. It also introduces electronics and computer technology, for both automatic control and fault finding, into the production environment. The system is designed to permit sophisticated equipment to be operated and maintained by a semi skilled labour force. Although still undergoing trials it is believed that the Loader Distributor Train will prove highly effective, and that the new concepts offer considerable potential in areas other than flat tunnels, in particular the cleaning of inclined shafts.

Jan 1, 1986

By Gibson J.

The writer hopes to prove that the economical tram is of even greater importance than, say, the economical engine, and as no difficult and involved calculations are required, and all the governing facts are simple and well known, the former is more easily attainable than the latter. In the first section of this paper the factors that determine the size and the construction of the tram are examined; whilst in the second section the road on which it runs is dealt with

Dec 1, 1916

By Christa Overby

As part of the City of Portland, Oregon?s East Side Combined Sewer Overflow Tunnel Project, nine separate 2,130 mm (84-inch) diameter reinforced concrete pipe microtunnel drives totaling approximately 2,380 m (7,808 ft) are being constructed to divert flows from several of the existing outfalls to the main tunnel. The drives were constructed in challenging ground conditions that include soft soils under the ground-water table, large amounts of wood and metal debris, and close proximity to sensitive structures. While all of the drives will be addressed, the focus of the paper will be on the 931 m (3,055 ft) continuous drive connecting Outfall 46, currently the longest microtunnel driven in North America.

By J. Wiedenroth

Since the end of the 1970s Pipe Conveyors have become increasingly important for conveying bulk materials because they have some specific advantages over conventional troughed belt conveyors. FLSmidth KOCH Pipe Conveyor represent the marked-leading know how of the former KOCH Transporttechnik GmbH, which belongs to the FLSmidth Group since January 2007. Pipe Conveyors from FLSmidth KOCH are already being used successfully at more than 260 locations around the world. Their special properties, their extreme flexibility, the horizontal and vertical changes in direction without transfer points, the small space requirement, the low-noise running and their optimum protection of environment and material without any additional casing mean that Pipe Conveyors can provide transport solutions that are often far superior to other conveying systems. The utilization of these many advantages will be illustrated in the following example of the world?s longest Pipe Conveyor at Cementos Lima, the Peruvian cement producer.

Jan 1, 2010

By Remo Grandori, Fabrizio Antonini, Giorgio Dolcini

The paper describes the anticipated and the encountered geology, the TBM selection concepts and the machine special features, the tunnel sections, the achieved advance rates and the geological problems, the machine behaviour and the main setbacks caused by ground conditions the Authors also discuss the scopes for possible improvements to double telescopic shield machines, with special reference to their application under extreme geological conditions such as those that were met in the course of Los Rosales Tunnel excavation.

Jan 1, 1991

By E. Kurt

The field of percussion rock drilling is subdivided into two areas of application; that which takes place on the surface and that which takes place underground. Surface drills are used in quarrying, highway construction, and maintenance work; underground equipment in mining and tunneling work. Two basic principles are involved in the operation of all percussion drills. First, the principle that reciprocates the impacting piston and second, the principle that causes the drill steel and bit to rotate. The back and forth motion of the piston is accomplished by a self-acting automatic valve that admits air alternately to each end of the piston (Figure 1). Drill steel and bit rotation is imparted by an integral ratchet mechanism (Figure 2) in the so-called "rifle bar" machines (Figure 1) or by a separate pneumatic motor in "independent rotation" drills (Figure 3). While rock drills are subject to all kinds of physical and operational abuse, they are most sensitive to faulty lubrication. Proper lubrication is the single most important factor in the longevity of a percussion drill.

Jan 1, 1970

By B. Catalano, D. Ifrim

The Annacis Island Outfall Project includes two TBM bored tunnels with face pressures above 3.5 bar, with an internal diameter of 4.2 metres. This paper discusses the innovative approach to TBM tunnelling and TBM design at the Annacis Outfall Project. The TBM custom design includes a 3.6 m OD core machine manufactured by Herrenknecht and a 5.0 m add-on by the Contractor (Bessac), acting as an extension kit, with optimized gantry design to accommodate for short tunnel drives and quicker launches. This novel design approach produced safety improvement, cost and schedule savings while streamlining logistics of TBM retrieval.

Dec 1, 2022

By Enrique Fernandez

M-30, Madrid’s inner ring, covers 42 sq km of the city centre where one million people reside. It was constructed in several phases during the sixties and the eighties. The design criteria applied to those phases were different and were not always homogeneous with urban roads with lighting regulation as well as speedways. These areas had a heavy concentration of access and exits and there had been made many changes on the number of traffic lanes which has caused heavy traffic congestions and high accident rates. The environmental impact and noise pollution in residential areas are also consequences of M-30. The Madrid Major took a decision at the beginning of the present legislation, based on socio economic and environmental evaluation; rebuild the M-30 with the following sustainable mobility principles: Underground transfer of a considerable portion of the main ring and some of its links replacing some parts of the surface with new green areas in order to reduce the environmental impact. Increase the traffic capacity, improving the traffic continuity and fluidity and eliminating the lighting regulation areas, which is one of the main congestion problems currently. Increase the traffic safety with clear signalling information panels and avoiding difficult maneuvering. Redesign the links with the high capacity radial highways and other connecting lanes of the city. The project is worth 3.7 billion Euros. In 2007, when the construction is completed, it is expected will save 14 million of journey hours that represent 4.5 million Euros saved in fuel consumption per annum, There will be a very significant reduction of 35,000 tons of CO2 in terms of pollution and 400 less car accidents. Those values will increase even more in the following years. The areas beside Manzanares River, running parallel to the M-30 on the western side of Madrid, will be highly enhanced. Better water quality and the recovering of the green areas existing in old times will also return for the citizen’s enjoyment. TUNNEL CROSS SECTION OF CALLE 30 SOUTH BY PASS One of the major challenges of the new Calle 30 is actually not only the related to the main road but also to the link with the A-3, with highway to Valencia. This link is currently the most congested area and has one of the highest traffic densities of Spanish roads, with more than 250,000 vehicles/day. The remodelling of this area is the principle objective of the South by-pass. The tunnel is the only answer for this by-pass as the road alignment will go among buildings. A twin tube design, one for each direction, with three lanes allowing the circulation of both, light cars and heavy trucks, is the solution that has been

Jan 1, 2007

By A. A. Mathews

INTRODUCTION When Palmer King asked me to prepare a paper for this conference, it seemed quite appropriate, since I am Chairman of Subcommittee No. 4 of the U. S. National Committee on Tunneling Technology and we are presently making a detailed study of contracting practices. Before the end of this year, we expect to publish our report containing guidelines aimed at improving our contracting practices and minimizing the problems which develop therefrom. The American construction and mining industries today are glowing examples of the ingenuity of man pitting his wits against the unknown. Without the promise of rewards commensurate with the perils faced and the effort expended, it is doubtful that these industries could have reached their present state of advancement. Nevertheless, these industries are still primitive compared to many others such as aerospace and electronics. That our present contracting practices leave something to be desired is evidenced by the fact that many of our underground projects wind up with tremendous increases in estimated cost, financial disaster, and costly dispute and litigation. The situation is aggravated by the current economic uncertainty, energy crisis, and shortage of materials. At the same time, if our industries are to develop their maximum technologic potential, we must employ contracting practices which will encourage that development. Most of the contractual problems related to underground construction are associated with risk and its management. Unless all of the ramifications of this subject are understood, it will be difficult

Jan 1, 1974

By AIME AIME

THE following brief description of the main features of the, engineering work was prepared for the use of members of the American Society of Civil Engineers and members of the American Institute of Mining Engineers on the occasion of their visits to the tunnels at the time-of their respective. annual meetings in New York, January and February, 1905. DESCRIPTION. Those portions. of the Pennsylvania Extension into Manhattan and Long Island, lying east of the Terminal Station and west of the East River, have been designated as the " Manhattan ?Cross-town:. Tunnels." They traverse a section of the city second in importance only to the financial district, and one that includes the larger hotels, retail shops and theaters and the residences of many of the best known citizens. Section "D," consisting of twin tunnels for west-bound express and local passenger traffic, lies under Thirty-third Street from a point 400 ft. west of the west line of Sixth Avenue, eastward to the river shaft, situated in the block between Thirty-third and Thirty-fourth Streets east of First Avenue. Beginning at the east end, the tunnels are in separate excavations, leading westward from the subaqueous tubes, on a curve of large radius, gradually closing together until it is found more appropriate to drive them in a single excavation. At a point just west of Second Avenue they reach the tangent, aid from there westward lie directly under Thirty-third Street. At a point about 180 ft. west of the west line of Sixth Avenue, the center concrete-wall between the twin tunnels is omitted, and the excavation somewhat widened to make room for a third storage-track, and the tunnel continues to tile station portal in three-track section. Here reprinted through the courtesy of The United Engineering and Contracting Co. The half-tone blocks used for the illustration of this paper have been kindly supplied by the Chasmer-Winchell Press of New York, Pittsburgh and Cleveland.

Mar 1, 1908