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By Lloyd A. Morley

This final report concludes the documentation under Grant G0155003 and details research not covered under foregoing report volumes. The first chapter lists all other reports. The following chapters are divided into three major research tasks: Continuous Safety Monitoring Systems, Battery and Battery-charging Safety, and Mine Power System Transients. The monitoring chapter discusses the prediction of power-system failures. The battery chapter details work on battery-box stresses, battery chargers, and the elimination of electrocutions. The final chapter covers transient instrumentation, distribution transients sources and suppression, and utilization transients on mine power systems.

Jan 1, 1981

By J. W. Markham, M. Atiemo, K. Yoshida

INTRODUCTION In open-pit mining of high grade ores, operators of mining equipment in a pressurized cab are protected from inhaling radioactive aerosols by the use of filtered air through a pre-impactor and a HEPA (high efficiency particulate air) filter. At present, a limited amount of scientific information is available on the worker exposure to airborne alpha emitters in the mining of high-grade ores. (Miller, 1977, Nielson, et al, 1979). Factors affecting the worker exposure to alpha radiation are: the grade of uranium containing ores, the environmental conditions inside the mine pit, the protection factor of the cab filter system, the workers' attitude towards the hazards of radioactivity and the adopted contamination control in the cabs. Four series of field samplings were conducted during the fall of 1980 and the summer of 1981 at a mining site in northern Saskatchewan to investigate the extent of protection an equipment operator has against cab internal exposure to airborne alpha emitters with short and long half-life radionuclides. The variation in the breathing zone concentrationnof aerosols as a result of resuspension is discussed, however no attempt was made to isolate and investigate the factors and the associated parameters of the aerosol resuspension phenomenon. AEROSOL RESUSPENSION IN A CAB Mechanisms of Resuspension [Sources]: The presence of radioactive aerosols inside a cab and in the breathing zone of an operator may be due to initial concentration inside [(CO)], concentration in the filtered (HEPA) air (CC, at the flow rate [QC]), the concentration of the aerosol through resuspension ([CR]), the aerosol concentration in the air outside the cab ([CE]) and the concentration of the aerosol in the leaking air [(CL)], at the flow rate of [(QL)]. [Volumetric Equilibrium]: Assuming a uniform concentration of the aerosol in the cab, the aerosol concentration in the breathing zone[ (CBZ)] may be expressed as, [CBZ+CO+CC+CR-CL] If [QC] remains greater than [QL], there is pressurization in the cab. There is particle loss as a result of the leaking air from the tight cab, however the condition of adequate pressurization ensures that [CL ~ CC]. Also for dust particles filtered through HEPA [CC – 0] thus [CBZ + CO + CR] For the radioactive gases, [CBZ - CO + CC] Over long periods,[ CBZ – CE] but if [CBZ] exceeds the value of CE then the aerosol build-up in the cab has, occurred. [Resuspension]: Turbulent bursts are generated within the core region of a cab confinement, such that the down sweeps and the up sweeps of the air bursts cause resuspension of dust from the surfaces. Particles initiate resuspension by four major modes: namely, sliding, rocking, rolling, bouncing or sudden ejection or by combinations of these. Nevertheless the adhesion force between the particles and the surface must be overcome by ejection forces before ejection takes place (Kline et al, 1967, Corino and Bradkey 1969, Kim et al 1971). The phenomenon of particle resuspension from a surface may be expressed in a generalized form as: CR =f (Uz . R . D . H) where CR = Rate of particle resuspension UZ = Surface shear velocity R = Surface roughness parameter D = Aerodynamic diameter of particle H = Frequency of surface airburst A detailed discussion of the individual parameters was attempted for the case of farm tractor cabs by Atiemo (1981), such a treatment is out of the scope of this study. Only the effects of the properties of surface roughness will be discussed. Effect of Surface Properties The roughness of the surface from which dust particles are ejected plays a significant role in the deposition and resuspension of the dust. The roughness or the amount of protrusions greatly influence the intensity of air turbulence in the immediate vicinity of the surface (Schmel 1976). For most roughened surfaces therefore, larger particles may be dislodged in greater quantities than smaller particles. The deposition and the resuspension of dust particles from different surface materials of glass, cloth, metal and rubber have been studied in a wind tunnel (Atiemo, 1981). Field Conditions Mining equipments used are: a backhoe, a bulldozer with ripper attachment and two dumptrucks for high-grade ore operations; a payloader and two dumptrucks for waste handling; and a jumbo drill which drills dynamite holes for ore blasting. All this

Jan 1, 1981

By Darby H. P, Vincent R. J

Sydney's Eastern Suburbs Railway from Central to Bondi Junction required the construc- tion of 10.4 km of single-track tunnel and five underground stations. Much of this work took place beneath the commercial centre of Australia's largest city. This paper discusses the general precautions taken and the specific design solutions made for such problems as support of a 15-storey building with foundations several metres above the excavation to ensure negligible differential settlement, excavation immediately below running tunnels, underpinning of multi-storey buildings, tunnelling under massive masonry retaining walls and demolition and rebuilding of part-completed structures.

Jan 1, 1981

By P. F. R. Altounyan, I. W. Farmer

Groundwater freezing was used to stabilise 8m thick beds of saturated and weakly cemented sands at a depth of 170m, during driving of twin 1 in 4,5.2m o.d. circular drifts from the surface to the Coal Measures through 600m of Permo-Triassic strata. Instrumentation was installed during erection of the lining in frozen and unfrozen ground to measure ground and groundwater pressures on the lining and ground temperatures up to lm into the frozen ground. Observations showed that following thawing, effective lining stresses in the frozen zone were low, indicating minimum strata disturbance during freezing and subsequent machine excavation. Groundwater pressures were lower than expected.

Jan 1, 1981

This paper describes the programing and specification requirements which affected the choice of excavation methods on the Melbourne Underground Rail Loop (M.U.R.L.). The various methods that were chosen are briefly described, and the three most used are compared in more detail. Excavation rates, cycle times and other statistics are compared for full face tunnel boring, full face drill and blast, and heading and bench using a road header excava- ting machine. The length of tunnel excavated is sufficient to enable meaningful statistics to be presented and the significant specifi- cation and geological factors are described to weight the statistics where necessary for purposes of comparison. Average tender prices are given for excavation and primary support to indicate the reimbursement sought by contractors to carry out this type of tunnelling.

Jan 1, 1981

The paper describes the geotechnical as- pects of design and construction of two 12 m diameter concrete lined tunnels from the start of design to completion of construction. Prob- lems occurred due to delay in supply of essen- tial rock support materials from overseas and alternative methods using locally available materials were developed. Several major rock- falls and rock movements occurred and remedial measures are outlined.

Jan 1, 1981

By Julian Baldry

"This paper begins by describing the parameters of high-speed underground tracked drifting operations and the mucking cycle, and-discusses their variations. The railbound Haggloader 8HR is then described, as well as the Hagglund shuttle trains, outlining the advantages and disadvantages of the system. A comparison with conventional mucking operations is then given.IntroductionDrift and tunnel rounds are mucked by one of two major methods, either trackless with diesel loaders and trucks or with track loaders and cars. The aim of this paper is to compare the conventional tracked mucking cycle with the Hagglunds system alternatives.For many years, the traditional method of attacking the mucking cycle has been with a rocker shovel loader, a string of cars and a locomotive. The rocker shovel loads the first car and when full it is taken to a side drift, cherry picker or some other transfer point and is exchanged for an empty one. This empty car is then pushed back into the face and the loading continues until all cars are full . Then the whole train is taken out to a dump point where the cars are emptied. Normally the train's capacity is less than the volume of the muckpile, so the cars go back to the face. This loading cycle is repeated until all muck is removed from the heading. The last train out from the heading usually takes the loader and parks it in a side drift before continuing on to the dump where the cars are emptied.This simplified version of the traditional loading cycle excludes the ancillary work elements such as track laying and so on, but does point out that the cars must be transferred when full and that the whole train normally makes at least two round trips from the dump to the face. The prime aim in drifting is to cycle a round whithin a working shift which necessitates that no one part absorbs so much time as to prevent the completion of the cycle.Mucking, drilling and loading and the ancillary work such as rock bolting, vent and service pipe hanging typically each take one-third of the available work time. Drilling or mucking can and often do, because of various factors, take nearly half of the total cycle time. Once any segment of the operation starts to take this portion of the shift, the likelihood of missed rounds becomes increasingly greater."

Jan 1, 1981

By David Dardick

Tround International Inc. is developing rock excavation and drilling devices which utilize a simple patented mechanism for firing frangible projectiles. This system launches a salvo of three projectiles with every shot in automatic sequence. Studies conducted by Physics International Inc. have demonstrated that firing projectiles into hard rock such as granite creates fragmentation which is much faster and cheaper than conventional drilling and blasting. The Tround salvo approach enhances this further by a controlled stresswave interaction created by a slight time difference during impact of the individual projectiles. The University of Maryland is conducting additional studies to optimize these parameters.

Jan 1, 1981

By Richard Gallagher, Russell K. McFarland

INTRODUCTION The Southern California Rapid Transit District has commenced Preliminary Engineering for an 18 mile Metro Rail Project. This initial line will consist of approximate 36 miles of single track tunnel and 16 subsurface stations. The estimated cost of $1.2 Billion in 1978 dollars, places it in the category of a major public works project. During the planning phase of this project, particular attention was paid to the National Academy of Science Reports, "Better Contracting for Underground Construction" (1974), "Better Management of Major Underground Construction Projects" (1978), and "Management of Urban Construction Programs" (1980). The improved transportation service that this project will furnish the Los Angeles Metropolitan Area will result in significant benefits that will add immensely to the economic well being of the community-which is one of Webster's definitions of improved productivity. RAPID TRANSIT PROJECT BACKGROUND Rapid Transit studies have been going c in the. Las Angeles area since 1925. In 1969 and 1974, sales tax ballot issues were not adopted by the electorate of the county mainly because the pre-ponderous of County voters are outside the City of Los Angeles.

Jan 1, 1981

By Joginder S. Bhore, Francis M. Keville, David E. Puza, Roger C. Borggaard

A portion of the Massachusetts Bay Transportation Authority's Red Line Extension through Somerville, Massachusetts consists of 1,553cm (5,092 LF) of hard rock tunneling 6.7m (22 ft.) diameter horeshoe, 148m (485 LF) of mixed face tunneling, 7.2m (23 ft.) diameter circular, beneath an active railroad in a heavily commercialized business district. This paper will deal with the excavation of the mixed face area without the use of a shield. It will address the special excavation and support problems encountered during tunneling operations using the floating crown bar and modified spiling methods. Topics covered will include excavation and support methods, cement grouting, compaction grouting, and instrumentation. PROJECT DESCRIPTION The Davis Square to Porter Square Tunnels and Shafts Somerville/ Cambridge, Massachusetts is part of the Massachusetts Bay Transportation Authority's (MBTA) 5.1km (17,000 ft.) Red Line Extension. This extension runs from Harvard Square, Cambridge, to Alewife Brook Parkway, Cambridge through Somerville. This portion (MBTA Contract #091-106) required the excavation and concreting of 1,701m (5,580 LF) of single track twin tunnels consisting of 1,553m (5,092 LF) of conventional hard rock tunneling under 56 residential properties and 148m (485 LF) of mixed face tunneling beneath an active railroad in a heavily commercialized business district. The mined diameter of the mixed face tunnel is 7.16m (23.5 ft.) Access to the tunnel was via the Summer Street vent shaft, and the two Grove Street access shafts where all tunnel excavated materials were removed.

Jan 1, 1981

By W. A. Cincilla, Z. T. Bieniawski, E. Unal

Although coal mine tunnels such as the main haulageways or roadways are the lifelines of coal mines, little attention has been paid to them in terms of pre-construction planning and design. This paper presents the results of research aimed at improving design methods for coal mine tunnels. Studies of the current practice and design needs in the United States were performed for coal mine development entries. A design approach evolved for coal mine tunnels is presented. It is based on field investigations and laboratory model studies aimed at integrating into reinforcement guidelines for coal tunnels. An up-to-date bibliography on coal mine tunnels is provided.

Jan 1, 1981

The need for a carefully prepared set of special conditions, to be used with general conditions of contract or, alternatively, a purpose written contract for adoption in tunnelling work in Australia is discussed. Recent decisions on the proprietor's liability for tender information and arbitrator's power to award interest are examined. A new clause for inclusion in contracts specifically giving arbitrators power to award interest is suggested. Similarly, a new clause covering delays due to environmental disputes is suggested, particularly for marine outfall tunnels. An alternative method for the settlement of disputes by negotiation is suggested for consideration and contracts and contract administration are discussed as the possible weak point in the construction process. At the conference it is intended to present a method or process to be used in contract administration which should reduce disputes, result in a better quality and efficiency of administration and ultimately in better contracts'.

Jan 1, 1981

By A. H. PH. D Wilson

Compared to the rocks encountered in, say, metalliferous mining or tunnel drivage in igneous and metamorphic rocks, the strata associated with the coal measures are relatively soft. If excavations are made at depths greater than one or two hundred metres, zones of fractured or yielded rock develop around the openings. The stress which can be taken by yielded rock at the boundary of an opening is low, but because of the friction present between the fragments or particles, the sustainable stress rises rapidly with distance from the opening until sufficient confinement has been developed to prevent failure of the rock in the first place. Thereafter the laws of elasticity will apply and increasing distance will reduce the stress field until conditions consistent with the cover load are reached. For rocks which maintain their elastic condition right to the edge of an opening, finite element analysis and similar techniques have proved successful in determining the distribution of stress around the opening. This approach, however, is not successful when a yield zone is introduced between the elastic zone and the opening. Nevertheless, some estimate is required if help is to be given in the siting of roadways and in the determination of adequate pillar sizes. This matter is of particular importance in the planning of new mines especially if retreat faces are involved, as extensive roadway drivage must be planned and executed before experience of the effects of face extraction is gained. In 1977, the author published [I] a method based on 'stress balance'. The total aggregate downward load over a large area will remain that of the cover load even after part of the coal seam has been removed. Any rise in stress in ribsides and pillars must be offset by an equivalent stress reduction across roadways and other areas of extraction, and vice versa. Knowledge of one can lead to an estimate of the other, provided the general form of the stress distribution can be postulated. It is the object of this paper to revue the method in more detail and to give further examples of its successful application.

Jan 1, 1981

By Yutaka Mochida

OUTLINE Beginning in 1946, a careful geological survey was made of the Tsugaru Straits. In 1964, excavation of the exploratory tunnels were started to observe the characteristics of faults and rock formation directly, and to study construction methods of excavation and sealing water inflow. In March 1971, the investigation stages were over, and in April 1971, the construction project was authorized from the government. The geological features in the straits may be divided into three broad classes. One third consists of andesite on Honshu side. The other two thirds consists of tuff. The middle of the straits consists of tuff, so-called Kuromatsunai-layers. On Hokkaido side, it consists of tuff, called as Kunnui-layers. There are nine noteworthy faults on the route. Prior to the excavation of the main tunnel, the horizontal pilot tunnels and service tunnels are made. Exploratory borings are taken to confirm the geological conditions and the presence of gushing water. Groutings for sealing water inflow are carried out when necessary. In geologically bad conditioned sections such as disintegrated or fractured zones, special methods are applied. In geologically good zones, the tunnels are bored through using the same methods as for a mountain tunnel driving. The pilot tunnel being constructed at the sea bottom is under direct control of the Japan Railway Construction Public Corporation. The service tunnel and the main tunnel are being excavated by contractors.

Jan 1, 1981

By Karl H. Gehring

According to the increasing importance of boom type roadheaders in tunnelling essential problems occuring in the application of these machines are dealt with. Based on a chart including the various stages for decicion finding the excavation method of underground cavities, both the technical limits and economic criteria are discussed in order to determine the range of applicability of roadheaders. Giving examples-the numerous developments in the fields of pick and cutting technology, performance data of boom type roadheaders in hard rock, safety technology and increase in the machines' degree of utilization, research and development of VA is illustrated. Two topic operation examples show partial aspects of the various tendencies of development.

Jan 1, 1981

This publication summarizes, for all interested parties, the research, development, and demonstration in-house projects programed by the Bureau of Mines for fiscal year 1981 (October 1, 1980 - September 30, 1981) under its Minerals Health and Safety Technology program. The objective of these projects is to provide an ordered and sequenced series of advances toward the Bureau's overall goal of providing the system technology required to create a healthier and safer working environment for the Nation's mining and minerals processing workers.

Jan 1, 1981

By D. C. Willett

INTRODUCTION The Symposium on the Development of Underground Space, held in Seattle, Washington, from October 1 through 3, 1980, was organized by the "Deep Space" subcommittee of the ASCE's Underground Research Technology Council. The primary objective of the symposium was the exploration of the interfaces between the investigation, design and construction of large underground facilities in "deep space" which, for the purposes of the committee, has been defined as starting at 100m below ground surface. The meeting focussed primarily on tunnels, caverns and shafts in hard rock; the meeting format comprised a number of brief presentations concerned with the technical aspects of investigation, design and construction, followed by an open discussion, and concluded with the assembly of recommendations regarding the interface problem by the symposium participants. The principal considerations brought out during the symposium, and a general review of the conclusions, are briefly presented in the following paragraphs. INVESTIGATION The sessions dealing with "Investigation" were chaired by Dr. H. Pratt. Presentations were made by Dr. D.C. Banks, Dr. W.A. Hustrulid and Dr. Pratt. The extent of the interface of the investigation phase with the other (design and construction) phases of an underground facility will depend in large measure upon the nature of the facility; at one end of the spectrum, the investigation must be in continuous and closely coupled relationship with the design of a radwaste facility. At the other end of the spectrum, for (say) a small mining operation, the interface is largely associated with the initial development, with only minor on-going involvement.

Jan 1, 1981

By Ahmed A. El-Saie

To reduce the problem of overbreak and its associated added costs, a new technique is proposed to make a slot around the tunnel profile in hard rock. The Finite Element Method was used to investigate the effect of the slot on the stress field and deflection of the tunnel core. Beam theory was also applied to calculate the stresses and deflections of a slotted tunnel for several different slot depths.

Jan 1, 1981

By A. C. Lyons

The presentation describes the history, preliminary report, site investigation, including examination of old records, design of tunnel including choice of levels, alternative linings and working sites, the preliminary contract involving shaft sinking on the site of the Tower Block; design modifications, the main contract, including shaft sinking, ground treatment, compressed air installation, machine tunnelling, tunnelling enlargements for chambers, waterproofing and equipment.

Jan 1, 1981

By H. Dr. Boldt, J. Dr. Henneke

PREFACE In German coal mines the application of tunnel boring machines has become a very effective and economic technique for major development works. After initial trials around 1970 the breakthrough was reached by driving 13 km of road ways on Rheinland and Friedrich Heinrich collieries, using a DEMAG tunnel boring machine of 6 m diameter. INTRODUCTION The coal mines of Rheinland and Friedrich Heinrich are to be found in the West of the Ruhr Area, the largest coal mining area in the Federal Republic of Germany (Table 1). They form part of the Ruhrkohle company. Rheinland coal mines produces 41000 to 43000 t of run-of-mine coal every day, of which 20500 t are usable coal. Friedrich Heinrich has a daily production of 17000 t of run-of-mine coal, 9000 t of which are usable. The coal is worked at depths of 600 to 1100 m in seams 0.6 to 3.0 m thick. The method of mining is longwall, and the machines used are ploughs and shearer loaders. From 1973 to 1980 a programme was put into operation in these two mines to develop and open up the coal field on the 885 m level. A total tunnel length of 20 km was to be driven. After thorough investigations it was decided to employ a full-face tunnel boring machine for

Jan 1, 1981