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By Russell Frith

For many years, underground rock mechanics and in particular, roadway/tunnel roof stability has been underpinned by the often unchallenged assumption that roof strength (as defined by the UCS) and stiffness (E) are key stability controls. This has logically led to the proliferation of laboratory testing of rock specimens and the development of indirect geophysical methods to gain estimates of these two rock parameters. Furthermore, many design methods are significantly focussed on replicating rock mass behaviour through either intact or failed constitutive models. Demonstrably the strength and stiffness of the host rock material is commonly used as one of the key indicators of excavation roof stability and it finds either direct or indirect use in just about every rock mass rating system in use today. In more recent times there has been a common move to consider and apply (even if only conceptually at the current time) structural engineering type principles (e.g. buckling) to coal mine roadway roof (and rib) stability. Similarly our knowledge of the in situ stress environment and its likely origins has improved significantly, largely through stress measurements and subsequent analysis. This paper combines knowledge in both of these fundamental areas through a deterministic model for roadway roof stability and in combination with field examples, reaches the almost certainly controversial conclusion that UCS and E are commonly irrelevant, albeit that the former may provide an indication of other relevant geotechnical parameters (e.g. bedding cohesion). As with all hypotheses or rules, there are naturally exceptions and in this case, the most obvious is the tailgate of the longwall panel (with adjacent goaf). Due to the significant change in the strata loading environment of a longwall tailgate as compared to first workings for example, the stability equation materially changes so that UCS and E become critical controls. The point of the paper is to present a different perspective on a traditional mining problem and to challenge geotechnical professionals to keep thinking ?outside of the square? in the never-ending endeavour to improve our understanding of the engineering problems we regularly face. Such an understanding impacts upon such issues as geotechnical data collection from borecore, support hardware requirements and design capabilities. Therefore making the assumption that our understanding is always fundamentally correct could in fact be limiting the development of new and improved engineering in the future.

Jan 1, 2006

By Sherwin F. Kelly

NEW trend in geophysics has been uncovered in these depression years, made evident through the thinning cloak of commercial activity, which, in better times, would have completely obscured it. I refer to the increasing use of these methods for geological investigations by federal and state geological surveys. This is a trend that has been gathering momentum not alone in the United States, but abroad as well. Thus, in Poland, the Geological Survey has been playing an increasing role in geophysical work since 1927, and now has- its own geophysical department. The government petroleum producing organization of Argentina has its Geophysical Commission; Brasil boasts a completely equipped geophysical department in its Mineral Production Service; the government of Chile has contracted with commercial companies for geophysical surveys; Peru is planning an intensive program of geophysical prospecting in its petroliferous regions; and Canada has, for several years, cooperated with

Jan 1, 1935

By J. Brune

The need for reliable and adaptable underground mine communications has become a focal point for both the safety and logistics of a mining operation. New mine communication technology aims to connect personnel, equipment, and data together while setting up a network that can be utilized during normal operations and also in an emergency event. The Mine Improvement and New Emergency Response Act of 2006 (also known as the MINER Act) requires mine operators to establish post-accident, two-way communication between underground and surface personnel and electronic tracking for all mine personnel. Communications systems must be designed such that they can survive major mine accidents, including explosions, fires, inundations and ground falls. Typical, wire-bound communication technologies are vulnerable because wires are often destroyed in such accidents. Wireless technologies that work well on the surface, such as cellular telephone networks; have limited applicability underground because the wireless signals do not propagate through rock.

Feb 23, 2014

Jan 1, 1879

By Fred T. Williams

The Park City mining-district is distinctively a camp of few properties, 5,000 acres, or one-third of the entire district, being under the management of but three companies. As a rule, the ore-bodies lie deep, with no outcrop, except where erosion has formed the deeper canyons and gulches. Ontario canyon exposed the famous Ontario ledge, and Woodside gulch showed the first ore of the Silver King Coalition mine. The Quincy ore-bodies were first brought to light in upper Empire canyon, and Thaynes canyon was instrumental in aiding the prospector during the early days of the camp. There are 22 shafts which have reached a depth of at least 500 ft., ten a depth of 1,000 ft., five a depth of 1,300 ft., and two a depth of 2,000 ft. The amount of lateral development has been proportiorlally extensive, including six long tunnels, four of which are in 3 miles, with a fifth now being driven. The Ontario lower drain-tunnel is now more than 4 miles long. The formations are sedimentary, dipping about 30° NW. and N., and traversed by many fissures, dikes, and faults. The principal ore-bodies are found. associated either with the contact of the basal Ontario quartzite and the overlying limes, or on a quartzite stratum within the limes, or in the fissures, or along some of the porphyry dikes. The district covers the intersection of the Uintah and Wasatch ranges, which explains the existence of large folds and faults, and fissures of great length, width, and depth. In a general way, the geology of the district consists of a basal quartzite dome, which has been exposed by erosion at the Ontario property. The Ontario fissure lies entirely within this formation. Flanking this dome on the west, north, and east lie

Jan 1, 1912

By John M. Hartman

TWO systems are used for heating air in blast-furnace operations: I. The double surface system, in which a cast-iron pipe is heated on the outer surface, and, at the same time, heats the blast from its inner surface. This is simple in operation and gives a continuous effect, but is limited by 1100" F. as a maximum temperature of the blast. 11. The single surface system, by which large surfaces of fire-brick are heated, and air passed over the heated surface, absorbing the heat and carrying it on to the furnace. This system is more comylex than the double surface, as it invoives the reversing of the air and gas every hour and a half. The single surface system has two advantages: 1. The blast can be heated to a temperature of 1800° F. 2. The stoves are indestructible. From recent experience it has been found that 1300" F. to 1400' F. is the best average temperature for economy of coal for safe working. This is equivalent to a saving of 11/2 to 2 cwt. of coal per ton of iron over the extreme limit of cast-iron stoves. Independently of this, it is a strong point in favor of this system that the blast can be raised to a temperature of 1800° F. within an hour when the hearth is getting cold. All furnacemen know the ralue of a hot hearth for quality and quantity of iron. Cooling of a hearth occurs from leaky tuyeres, scaffolds, or heavy burden. When there is not sufficient coal at the tuyeres to seize on the oxygen of the entering air and convert it at once to carbonic oxide, there will not be enough heat to liquefy the cinder. Black cinder and poor iron are the results. The remedy is additional heat from the blast. If the stoves will give 1800" in place of 1100°, it is obvions that the furnaces will get around sooner, and without waiting for a change of burden at the tunnel head to bring extra coal to the hearth. The heat absorption caused by a leaky tuyere will chill the hearth and drive the zone of fusion higher up in the furnace. This loss must be supplied, and the calorics lost to the hearth must be regained before good iron can be made. Take another case: A furnace carefully burdened on No. 1 iron, during a spell of damp weather, goes on to No. 2 or No. 3. Heat is lost to the furnace through absorption by the moisture, and less burden must be carried in order to get back on No. 1. When the

Jan 1, 1879

By W. L. Saunders

It is now generally admitted by experts that at least so far as rapid progress is concerned the Alpine system of tunnel-driving is superior to any other. This is perhaps natural in view of the record of experience in driving tunnels through the Alps. These great mountain-chains cannot be treated in the ordinary way by shaft-sinking and driving headings, thus multiplying the points of attack. The work must be done from the ends only, hence speed in driving is of the utmost importance ; and, as necessity is the mother of invention, the concentration of effort to make progress has resulted in an organization and in mechanical appliances that have produced results so much in excess of the usual practice, even in America, that a discussion of the subject in detail should be of much value to the engineer and contractor. The first Alpine tunnel mas the Mont Cenis, length 7.5 miles, driven with a progress that averaged about 7.75 ft. per day. Next came the Saint Gothard, 9.5 niiles long, 18 ft. per day; Arlberg, 6.5 miles long, 27.25 ft. per day; Simplon, 12.25 miles long, 36 ft. per day. The figures represent progress when driving from two headings, so that by dividing them in two we get the daily single-heading progress. The latest of the Alpine tunnels is the Loetschberg, now being driven. In this work the world's record has been beaten by a single day's record in one heading of 36 ft. and by an average daily record in one heading of 29.5 feet. The Alpine range forms a natural barrier between a large section of northern and southern Europe. This range extends from the southeast of Prance to the frontier of Hungary, betveen Italy and the plains of sonthern Germany. The contour

Jan 1, 1912

By C. H. Stein

The Pennsylvania Legislature, on March 13, 1837, passed an act authorizing the Lehigh Coal & Navigation Co. to construct a railway to connect the North Branch Division of the Pennsylvania Canal with the slack water navigation of the Lehigh River; the navigation company accepted this act on May 10, 1837. Edwin A. Douglas, chief engineer for the navigation company, located the route for this railway from White Haven to Wilkes-Barre, which was called the Lehigh & Susquehanna Railroad. The object was to transport coal from the Wyoming Valley, of Pennsylvania, to the Atlantic seaboard. This railway was considered a marvelous piece of engineering, as it included a tunnel nearly 55 mi. long, and a series of inclines, or planes, up which the cars laden with coal were raised from the vicinity of Ashley to the summit of the mountain near Solomon's Gap, whence they were taken to White Haven by rail. There the coal was transferred to canal boats. In June, 1862, floods almost completely destroyed the upper division of the canal, so on March 4, 1863, the Pennsylvania Legislature passed an act prohibiting its restoration, but granted a charter for the construction of a railway from White Haven to Mauch Chunk to connect with the line from White Haven to Wilkes-Barre, previously built. On March 16, 1864, a supplementary act was passed extending the Lehigh & Susquehanna Railroad to Easton, Pa. This completed a direct all-rail route from Wilkes-Barre to the New York harbor (by way of the Central Railroad of New Jersey). Up to this time, all freight and passenger traffic passed over the planes, but in 1866 and 1867 there was constructed what was known as the "back track" down the mountain side between Solomon's Gap and Ashley over which all the passenger traffic and empty cars thereafter passed; it is now known as part of the main line. For the handling of the heavy coal traffic, however, this would have involved a continuous climb from Ashley, 170.27 mi., from New York, to Solomon's Gap, 157.8 mi. from New York, or a distance of 12.47 mi., and a total ascent of 1013.75 ft., composed of grades 95.61, 83, and 51.4 ft. per mi., respectively, and

Jan 1, 1922

By J. B. Dilworth

The word ".development," as used in connection with mining, is a rather general term and in most instances must be qualified or explained before the exact thought in the mind of the user is made clear. For instance, by the development of a mining district is often meant its entire facilities of mineral production, such as railroads, towns, mine plants, etc. In speaking of the development of a property its prospecting by test pits or diamond drill borings may be referred to; or it may be the mines, strip pits or quarries from which the coal, ore or rock is won. Rut, as a rule, when the development of an individual mine is spoken of the idea in mind is the system of underground workings by means of which the mineral is recovered and transported to the surface. It is this character of development that is considered here. The discussion will be confined to the ordinary room-and-pillar system of mining practically horizontal coal seams that is used in most bituminous coal mines in this country, and to only two phases of this subject; viz., what is properly included under the head of "Development" as it appears on the books of a coal company or the inventories of an examining engineer, and how its " value " should be determined by the accountant or engineer. No absolute rule or definite agreement covers these points, yet these questions are far more than academic. Development is often an important part of a mining company's assets, affecting the amount of its invested capital (and hence its rate of taxation under present Federal income tax laws) as well as the value of its total assets and the amounts chargeable to cost of coal and to depreciation. Mine Development Account Perhaps the majority of mine accountants will agree that the mine development account is that capital account which shows the extraordinary expenditures incurred in opening and expanding the underground workings of a mine until it has reached its normal production, the expenditures being those made for shafts, slopes, rock tunnels, drift mouths and such relatively permanent work; also payments over and above ordinary mining costs made for driving entries, air courses and break-through; for

Jan 1, 1922

By Jianliang Li, Xi Peng, Guorong Lu

This paper describes a wind tunnel modelling study on airflow and pollutant concentration in a large open pit mine located in southern China. A 1:1000 scale model of the surface mine was fabricated and placed in a wind tunnel. Airflow velocity in the test section of the wind tunnel can be continuously adjusted from 0.3 m/s to 6.0 m/s. In this study, both the present pit condition and the projected final pit condition were modelled. Airflow direction and velocity profiles were obtained. The impact of wind direction and velocity on airflow was also studied. The pollutant concentration distribution in the open pit was simulated using smoke, and a distribution profile was obtained. Respirable dust concentrations at the mine site were measured, then its concentrations at the projected final pit condition were estimated using the obtained pollutant concentration distribution profile. Under normal meteorological conditions, it is expected that the respirable dust concentration for the final pit should not exceed the government standard. Key Words: wind tunnel modelling, open pit, surface mining, scale model, mine ventilation, airflow profile, point source.

Jan 1, 1993

One of the best known of the early mining districts of Nevada was that at Eureka, where gold was first produced in 1864. While the most productive period for the district was during the early 1900s, production was maintained until World War II. During this time it is said that the Eureka district produced as much as $200 million from over 3,200 km (2,000 miles) of tunnels and workings. The Windfall Mine was discovered in 1902; and a 100 ton cyanide plant was operated there during the periods 1907 to 1912 and 1932 to 1940. Since 1974, however, Windfall Venture has been operating a unique heap leaching facility on the site of the old Windfall Mine. Gold at the Windfall occurs primarily in the Cambrian Hamburg dolomite which has been "sanded" and in which the original cementing material has been destroyed. The gold is micron sized and is accompanied by anomalous amounts of arsenic and mercury; however, the ore is low in base metals which distinguishes it from the typical Eureka district ores. Mining the ore causes it to break down into very fine sizes, approximately 50% minus 150 microns (100 mesh). Conventional heap leaching by spraying proved to be impossible; and extensive test work on alternate methods, aided by the United States Bureau of Mines, was conducted using 9 m (30 ft) high columns and then large tonnage heaps. The leaching procedure adopted was to build 10.6 m (35 ft) high heaps on a 50 mm (2 in.) asphalt pad covered with a layer of gravel for drainage assisted by perforated pipe drains and gravel-packed sumps. A berm is constructed around the top of each pad and cyanide solution is allowed to “pond” on top of the heap. The resulting percolation is at the rate of 24 liters per sq m per hr (0.6 gal per sq ft per hr), a figure about 2.4 times the average used in other heap leaching operations. The dolomite furnishes its own protective alkalinity and no lime or caustic is used in the solution which contains 0.4 kg per mt (0.8 lb per st) of NaCN. Pregnant solution from the heaps averages about 0.7 g Au per mt (0.02 oz per st) with a cyanide content of about 0. 2 kg per mt (0.4 lb per st) and a pH of plus 9. Addition of NaCN brings the pH of the leach solution up to 11 to 12. Carbon adsorption of the gold was originally done in six enclosed columns mounted in a trailer but five conventional columns have been substituted as the size of the operations has increased. Carbon stripping is with hot caustic, cyanide and 10% ethanol solution. The

Jan 1, 1981

By John E. Young

United States Steel Corporation's Winifrede Mine is operated by Lynch District in the mountainous region of Eastern Kentucky. This region is characterized by narrow mountain ridges and precipitous slows which present both an opportunity and challenge in the design and selection of coal handling facilities for the movement of coal from the section belts to the railroad cars. The narrow finger ridges precluded use of underground haulage and, thereby, presented the opportunity to use high capacity equipment on the outside bench. The precipitous mountain slopes, steepest at the Winifrede seam horizon, presented a challenge to select a solution for lowering the coal approximately 1000 feet from the seam level to the valley floor railroad load-out point. It was evident from the start of planning that these two factors predominated; namely, rail haulage and coal lowering, and solutions to these would determine the final design of the Winifrede Mine coal handling facilities.

Jan 1, 1970

By John E. Young

U.S. Steel Corp.'s Winifrede mine is operated by Lynch District in the mountainous region of eastern Kentucky. This region is characterized by narrow finger ridges and precipitous slopes, which present both an opportunity and challenge in the design and selection of coal-handling facilities for the movement of coal from the section belts to the railrod cars. Lynch District selected diesel-powered locomo¬tives and 100-ton articulated cars capable of negotiating sharp curves. The drop¬bottom mine cars are equipped with longitudinally hinged doors that are auto¬matically opened and closed. Lynch District selected a large-diameter steel-lined borehole for lowering the coal approximately 1000 ft from the seam level to the valley floor railroad load-out point. Taking advantage of gravity, the presized coal is "lowered" vertically approximately 720 ft to existing entries of a previously abandoned mine. The coal is then conveyed horizontally into storage. The coal¬handling facility from the mine-car dump to the railroad load-out point is fully automatic through use of tone control. TV cameras are installed along the facility to continuously monitor the strategic points. The diesel locomotives are either directly operated or remotely radio-controlled, depending on the functions Per¬formed. U.S. Steel Corp.'s Winifrede mine is operated by Lynch District in the mountainous region of eastern Kentucky. This region is characterized by narrow mountain ridges and precipitous slopes which present both an opportunity and challenge in the design and selection of coal-handling facilities for the movement of coal from the section belts to the railroad cars. The narrow finger ridges precluded use of under¬ground haulage and, thereby, presented the opportunity to use high-capacity equipment on the outside bench. The precipitous mountain slopes, steepest at the Wini¬frede seam horizon, presented a challenge to select a solution for lowering the coal approximately 1000 ft from the seam level to the valley floor railroad load-out point. It was evident from the start of planning that these two factors predominated; namely, rail haulage and coal lowering, and solutions to these would determine the final design of the Winifrede mine coal-handling facilities. The Winifrede mine derives its name from the Wini¬frede Seam which comprises the total reserve recov¬erable from this facility. The seam is 5 ft high with a good siltstone bottom and competent shale or sandstone roof. The seam is at an elevation of 2700 ft where the mountain ridges are long and narrow. This configuration of the reserve was ideal for conveyor belt installation to transport the coal from the working face to the outside bench. The preclusion of underground rail haul¬age permitted an opportunity to review the type of locomotive power and to select high-capacity equipment without the limitations associated with underground systems. Since the basic electrical design of the mine was al¬ternating current, with rectification to direct current for shuttle cars required only in the face areas, there was no point in bearing the burden of additional cost of dc trolley installation. And, since the haulage would re¬quire only a few tunnels to negotiate sharp points and to reach the back side of the reserves, diesel power was selected for the haulage locomotives. To provide stability on the almost continuously curv¬ing track and to provide the maximum width of haul¬age equipment, both locomotives and mine cars, stan¬dard railroad gage was chosen to offer the largest choice of equipment. The decision was made to select a standard 45-ton railroad diesel locomotive but to lower the cab height to reduce tunnel excavation requirements. The mine car was the next challenge. Past experience in Lynch operations indicated that drop-bottom cars would be a successful application with the free-flowing coal. The search was for a drop-bottom car within the dimensions of the locomotive to discharge the coal in the shortest time. Numerous types were considered and visits made to various sites to observe cars in operation.

Jan 1, 1972

By J. McCreedy

This paper reviews new methods of exploration for metals and new techniques of mining the deposits and extracting the metals from their ores. Examples of mining innovations are taken from Inco's Thompson Operation. The importance of presenting a favorable image of the industry to college students and young people deciding on a career is stressed.

Jan 1, 1971

By M Hedley

Tracking plant and personnel in mining operations provides multiple potential benefits for a mine including improved safety, better monitoring of production, traffic control and, in the future, monitoring and control of autonomous vehicles. The main techniques currently proposed and used for wireless tracking are radio frequency identification (RFID), signal strength based techniques and time of arrival (TOA) based techniques. RFID provide poor accuracy in the complex radio propagation environment present in mines and does not provide continuous tracking and signal strength techniques. TOA based techniques are potentially the most accurate, however, most current equipment has not realised the potential of the technique. CSIRO has been developing the Wireless Ad hoc System for Positioning (WASP) system for wireless tracking in a range of challenging environments including underground mines and surface operations, where GPS reception is compromised by depth. The system utilises a number of ‘anchor nodes’ that are placed at fixed and known locations within the mine and tags attached to the plant or personnel to be tracked. The system provides an ad hoc data communication network, thus, wired data connections are not required to the anchor nodes. WASP uses transmissions in the 5.8 GHz ISM (instrumentation, scientific and medical) frequency spectrum to perform highly accurate ranging between nodes, hence tracking of tags. The localisation performance of the system depends upon the radio propagation environment, ranging down to 0.1 m in low multipath conditions. In this paper we describe the WASP system and provide results of testing in underground and surface operations showing the system achieving high ranging, hence localisation, accuracy.

Nov 22, 2011

By R. Bissonette, C. Sunderman, R. Jacksha

The ability of wireless systems—e.g., voice communication, proximity detection, tele-remote operation, telemetry, etc.—to function satisfactorily (coexist) in the presence of other wireless systems is critical to the safety and health of mine workers. The failure of wireless systems to coexist could result in the delay, corruption, or outright loss, of critical data, voice, or video information. However, no mining-sector-specific regulations, standards, or guidelines exist to ensure the safe coexistence of wireless systems. This paper introduces the concept of wireless coexistence, implications in the mining industry, and the National Institute for Occupational Safety and Health’s (NIOSH’s) research approach to develop guidelines and recommendations to ensure safe wireless coexistence.

Feb 1, 2023

By Jeremy G. Berg, James B. Mulligan

"There is a very small fraction of wireless experts in the world with experience in underground installations and an even smaller fraction that have experience specific to building mine shafts. This is why in 2009, Redpath created its own system to meet the demands specific to shaft construction. Today, after a dozen shaft installations and several design iterations, Redpath has the expertise and experience required to implement a proper wireless system in any shaft configuration.This document will explain multiple proven wireless communication designs optimized for shaft construction and suitable for permanent use. This includes line of sight installations up to 1200m, short range mesh networks, and the latest patent pending Integrated Leaky Feeder Mesh Network. Additionally, this document will explore the lessons that Redpath learned in its effort to interconnect the people and tools needed to build a mine shaft.INTRODUCTIONAfter a decade of research, several design iterations and a dozen application examples, Redpath has resolved two wireless network architectures to best serve mine shaft construction projects.The long range line-of-sight (LOS) wireless network is the most cost effective and easiest to install, but requires an unobstructed line of sight between the working area and the shaft collar. As such, long range LOS is best suited for ventilation shafts or during the first phase of shaft sinking, before the shaft is equipped.Alternatively, a mesh network uses radios installed at pre-determined intervals in the shaft and on each conveyance. A wireless mesh uses antennas to bridge intervals between shaft radios, whereas Redpath’s integrated leaky feeder mesh network (patent pending) bridges these intervals with radiating cable, commonly referred to as a “leaky feeder” cable. Both of these mesh configurations can provide continuous reception for hoist conveyances travelling in shafts without line-of-sight, making them ideal for shaft equipping and even permanent installations in both mine shafts and lateral drifts.BACKGROUNDHoist operators receive operating commands using what are commonly referred to as “bell signals.” These instructions are delivered in a series of coded pulses on a spring returned pull cord or push button that is typically hardwired back to the hoist operator’s control room from one of many locations in the mine shaft. During the construction phase of a traditional mine shaft, a worker riding inside the sinking bucket would have to reach out to a pull cord installed on the shaft wall to send a stop command to the hoist operator. Today, Redpath’s modern shaft sinking projects use fully enclosed personnel carriers to protect the workers riding inside, specifically preventing workers from reaching out into the shaft while the hoist is in motion. The enforcement of this safety feature on all shaft projects in 2008 forced the engineering group at Redpath to find a suitable wireless solution for hoist communication to facilitate shaft construction.THE IDEAL COMMUNICATION SYSTEM FOR MINE SHAFT CONSTRUCTIONIdeally, the shaft communication system should not transform the tools to which the miners have grown accustomed. It should support the push-to-talk functionality of traditional VHF handsets and the standard belling system that has been used for decades. Additionally, it should be able to support a vendor independent framework upon which new devices and features can be added. The following paragraphs summarize some of the important requirements Redpath has identified.Support for voice transmission: Low latency is critical to prevent jitter during voice transmissions. The system must be compatible with commercially available mobile handsets and support several simultaneous conversations with the ability to broadcast a voice message to all users on a select channel using a “push-to- talk” microphone and loudspeaker.Transmission of PLC data: Low latency is required to"

Jan 1, 2019

By Raphael Victor

The construction and modification of tunnels brings a requirement for precise measurement of convergence and divergence to safeguard the structure, maintain safety and provide the assurance needed to maintain efficient progress. Established methods include manual measurement using tape extensometers and automated methods using photogrammetry and automated total stations. Drawbacks include the need for frequent access, power supply, cabling, and cost. The paper describes how the development of reliable optical displacement sensors (ODS) has changed the landscape. ODS sensors are connected to a long-range wireless mesh communications network via a solar-powered gateway outside the tunnel, with data instantly transmitted to the internet. A sensor and its reflector target can be installed in 20 minutes and is maintenance free for a decade. Tunnel movement is measured to sub-millimeter precision with repeatability of ±0.15 mm. Integration of a triaxial tilt sensor allows slope distance to be converted to horizontal and vertical changes and allows rotational movement to be determined. Applications include new-build and long-term structural health monitoring. Case studies will be given, including the refurbishment of rail tunnels in Spain where the ODS measured movement during track lowering in a situation where no other automated system was considered viable.

Jun 13, 2023

By Larry H. Heflin

The Washington Metropolitan Area Transit Authority's Wheaton Station and tunnel design was completed and offered for bid in the Spring of 1983. The format was unique to the Authority: a four part, four fiscal year contract developed in response to funding limitations with construction divided into four stages allowing the maximum amount of work to be done each year for the funds available. The bid was based on the entire contract, but was orginally awarded for only the first year's work. Each year's work had a maximum funding limitation thus safe guarding the Authority from a grossly unbalanced bid. The Authority's estimate for this work was $83,871,524. The low bid came in at 61% of this for a total low bid of $51,512,058. The low bidder was ILBAU America Corporation whose home offices are in Austria. Following receipt of the bids (and resolution of objections cited by other bidders who felt that the job could not be done for the $51 Million dollar figure), a Notice-To-Proceed was given on October 5, 1983. The construction contract allows a Value Engineering Change Proposal, called a VECP which is initiated and developed by the contractor to change the drawings, specifications or other requirements of the contract. Among other things the VECP should decrease the contract price while maintaining the service life, reliability, ease of maintenance, and standardized features and appearance and not require an unacceptable extension of the contract time. A VECP must estimate the amount of the net savings

Jan 1, 1985

By Lyman File

This paper discusses the overall challenges to construct a two-lane highway tunnel located in southwestern Colorado on U.S. Highway 160 for the Colorado Department of Transportation by the Kiewit Western Company. The purpose of this project is to provide the excavation and temporary support for a highway tunnel 280 m (916 feet) long. The tunnel cross section is 14.3 m (47 feet) wide by 8.5 m (28 feet) high, 105 m2 (1,130 SF).Construction methods include conventional drill and blast excavation with rockbolt and shotcrete ground support. This unique tunnel is being constructed under alpine tunnelling conditions and in the immediate vicinity of active highway traffic.

Jan 1, 2003