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By Luiz Roberto Amaral, Peter Frobenius

Construction of the first phase of the Sao Paulo Metro, the North-South Line, will be completed late in 1974. The downtown section of this line consists of 2.2 miles of 19.6-foot diameter soft ground tunnels and 3 subway stations. The entire tunnel - station package was let to one contractor. A plan and profile of the tunnels and stations is shown on Figure 1. Passage of the tunnels under Boa Vista Street in the Sao Paulo Financial District was one of the major challenges. The street is only 50 feet wide from building line to building line and flanked by 10 to 20 story buildings. The tunnels pass within 4 feet of adjacent footings. Further south, the tunnels run 13 feet below the flat foundations of the Caixa Economica, a massive 11 to 14 story building. Surface settlement had to he limited to less than .07 feet/tunnel and good face control and grouting procedures were essential. For this reason, full face cutting wheel tunneling machines were selected to drive the tunnels south of the Access Shaft Prestes Maia which included Boa Vista Street and the Caixa Economica. The tunnels north of the Access Shaft Prestes Maia were driven under a fairly wide Avenue and greater settlements were permitted. Open face shields were selected to drive these tunnels. Most of the work has now been completed and analyzed. Here are some of the results - Careful planning and execution of tunneling procedures kept surface settlement over the tunnels below a magnitude of .05 feet, allowing tunneling adjacent

Jan 1, 1974

By Steven I. Majtenyi

There is a growing interest among transportation planners to make more use of the subsurface to preserve the landscape and make transportation more efficient and economical. At the present time, utilization of the underground for transportation facilities is severely restrained by the adverse environmental impact and high construction costs. However, recent studies performed by the United States Department of Transportation indicate that, in spite of such problems, the volume of underground construction has significantly increased during recent years and projections point to continuation of these trends(1). It is estimated that the total volume of transportation tunnel construction will exceed $4 billion in this decade. This level of Investment justifies a significant research program. Due to the common interest in transportation tunnels and to the similarities of problems encountered during their construction, the tunneling research activities of the Federal Highway Administration (FHWA) are closely coordinated with the programs other agencies of the U. S. Department of Transportation DOT); specifically, the Federal Railroad Administration (PRA) and the Urban mass Transportation Administration (UMTA). The FHWA is responsive to the particular needs of these agencies but will benefit from the research results obtained also. In 1971, the Office of Secretary, DOT, initiated plans for an overall coordination of the DOT, FICA, UMTA, and FHWA tunneling research activities. The objectives of this effort have been to reduce tunneling costs by 30% and to increase the rate of excavation by 200% within 10 years. This coordinated program was developed and promoted during 1972 and 1973 by Dr. Eugene L. Foster, at that

Jan 1, 1974

By Thomas E. Shufflebarger

Glass is one of man's most versatile creations. ---The earliest glaze known---is about 12,000 B.C. ---The oldest pure glass is a moulded amulet of about 7,000 B.C.---. Indicative of a knowledge of properly-proportioned, quality raw-material, means were found for producing the first relatively clear, transparent glass at about the beginning of the Christian era. The fundamentals of almost all the modern, technical processes of manufacture were established during the 3rd Century. (1) Glassmaking, practiced in Colonial America, was moved toward the Ohio Valley in response to increasing demands for fuel. This move, beginning in the 1860's resulted in the use of the glass sands contained in the Oriskany (and St. Peter) sandstone. (2) Glass sand,(3) virtually pure, fine-to-medium-grained quartz sand(4) is the principal raw material used in the manufacture of glass; it constitutes proportions which range to a maximum of about 72% and seldom is glass made without it. However, acceptable glass sands are, invariably, those which most nearly fit the glass-producer's economic needs and any method used to evaluate a raw material's potential must finally prove equatable with such needs. As used in the United States, source-rocks of glass sand include sandstone, unconsolidated silica sands, quartzites and vein-quartz. Admixtures of silica sand and other (principally clay and feldspar), readily separable components have been proven viable. However, the silica sand, refined by nature to a high degree of purity, is the desirable product of exploration. If the term, standard, is justified by long-continued use, the Oriskany - and St. Peter sandstones are, together, the nonesuch of the glass sand industry they provide the principal tonnage of melting sand. According to Grimsley,(5) Ottawa, Illinois, glass-sand is considered the standard glass-sand of the West and the analyses of Berkeley Springs sand (Oriskany) compare most favorably with this sand.

Jan 1, 1974

By J. Janin, J. F. Bougard

Development of improved transportation networks in major urban centers has led more and more to underground construction, the only reasonable solution for decreasing surface traffic congestion. Excavations required by these projects usually cause decompression of the surrounding soil mass which results in subsidence of several centimeters. While these magnitudes of subsidence have no consequences in undeveloped areas, they are often unacceptable in urban areas where existing buildings, structures and utilities are endangered. Recent tunneling projects for the extension of the Paris Metropolitan Transit System (R.A.T.P.) underground network were carried out with this in view and gave rise to the development of a number of innovative techniques for minimizing ground decompression and subsidence. As shown in Figure 1, the recent R.A.T.P. expansion program includes a new express metro, 46 km long, crossing Paris from East to West, and the extension of many existing metro lines in the suburbs. From the start, R.A.T.P. was faced with many unique technical problems for which there was little precedent experience. The structures to be built have large dimensions, with cross-sections typically ranging from 40 to 300 m2, and exceptionally to 600 m2. The new lines are often very deep because the shallow profile is already congested by the existing metro, interceptors, sewers and a very large number of utilities. As a result, new construction is often below ground water level by as much as 20 m. Moreover, the geology varies widely from hard limestone with compressive strength over 1500 kg/cm2 to inconsistent water bearing sand. Finally, curves in the East-West line must have a minimum radius of 500 m which frequently forces the alignment to pass below existing structures, buildings and monuments.

Jan 1, 1974

By Eugene F. Casey

As indicated on the official conference program, this presentation in not a formal one, but a synopsis of the activities of a newly created Sub-committee of the Research Council on Underground Construction, which involves itself with small diameter tunnels. Because there is a dire need to develop a system of excavating small horizontal openings at shallow depths without interrupting traffic, it was hoped that a more progress report could be reported at this time. Because of ecological and environmental considerations, laws are being passed which mandate that all utilities be placed underground. In urban areas the excavation of trenches in which these utilities are placed has been done by disrupting the normal flow of traffic, thereby creating complete chaos. In addition, it always seems that the Companies involved have no coordination, since one company completes its installation and another one begins. Certainly, utility tunnels can be driven at greater depths to house main feeder and trunk lines, but there still remains the problem of installing distribution lines for house services. The definition of a "mini" tunnel, is a tunnel whose excavated size is approximately 48 in. or less. The objectives of the Committee are to "stimulate the development of systems and equipment to build tunnels in these size ranges which will reduce costs, time and surface disruption from current systems."

Jan 1, 1974

By George C. Coupland

"THE PRELIMINARY EVALUATION of the orebodies was computerized for tonnages and grades on a 20- by 20-ft grid. The evaluation was based on drill-core intersections over 40-ft vertical projections coinciding with the proposed bench intervals, taking the deviations of the drill holes into account. The computer print-outs gave an ore distribution and evaluation bench by bench and indicated the areas of varying mineralization. The two orebodies have a combined length of 2,200 ft. and a maximum width of 600 ft. They strike almost due north, dip about 85 degrees east and rake to the north. The computer print-outs were used to design an open pit with an over-all waste to ore ratio of 2.58:1. At the outset, the waste to ore ratio was 4:1. The pit is tear-drop shaped, with the narrow end to the south, and at the surface is 2,600 ft long by 1,800 ft wide. Ramps are 100 ft wide, with a 10% grade. The south ramp is left-handed, starts at the southeast and will continue to the bottom of the pit. A second ramp on the west and north walls runs from surface to join the south ramp at 7 bench. This ramp will handle the total pit production when part of the south ramp, from 4 bench to surface, is lost due to the underground operation. Over-all wall slopes are 53 degrees, and are laid out to avoid prominent protuberances which could relax and become unstable and potentially dangerous (Fig. 1) ."

Jan 1, 1974

By J. Y. Perez, H. M. Ewoldsen, L. L. Oriard

Near the village of Villarino de los Aires, in the province of Salamanca, Spain, is an existing underground hydroelectric power plant. A major enlargement was undertaken to increase the electrical generating capacity, under a contract awarded to a joint venture of Dragados & Construcciones, S.A., Entrecanales y Tavora, S.A., and S.A. Conrad Zschokke. The enlargement required the excavation of an underground system of tunnels, shafts and chambers adjacent to existing facilities and interconnected with these facilities. The existing machine hall and transformer chamber were both extended, requiring excavation of the rock that constituted the existing end walls of these chambers. The drilling, blasting and excavating of the underground system had to be done without damaging existing underground openings or any of the existing structures, equipment or instrumentation facilities. This required careful control of vibrations, air waves and dust. The joint-venture contractors preferred to use electric blasting methods, if these methods could be implemented in a safe manner. The safety question had to be evaluated carefully. High electrical potentials existed at the site because of the electrical generating and transmitting facilities that could not be shut down. Electrical fields were carefully studied prior to the beginning of the work. This was done both in the underground environment and above the ground surface. Special procedures were followed to ensure safety with

Jan 1, 1974

By Parviz F. Rad

The Bureau of Mines used a linear cutting apparatus equipped with a 7-inch disk cutter to cut grooves in marble, limestone, granite, and quartzite under a normal force of 7,000 lb. The size distribution of the muck for various grooves was determined through sieve analysis. A statistical search showed that Weibull distribution describes the size distribution better than other available functions. Results indicate that fineness modulus, chip population, and dimension of the largest chip can be used as indicators of cutting efficiency. The results correlate with those obtained from the boring machines and other lab experiments. Application of the principles established through this work to the operation of boring machines is explained

Jan 1, 1974

By Werner A. Ruemmele

Eisenhower Memorial Tunnel, called Straight Creek Tunnel during construction is located 60 miles west of Denver, Colorado at 11, 160 ft. elevation. It is 8, 510 feet long, and carries two lanes of 1-70 traffic under the Continental Divide. This paper describes improvements and changes made in construction methods for utilities, concrete lining, ceiling, wall covering and paving to allow maximum offsite fabrication and activity overlap resulting in a one-year faster completion for traffic. The substantial changes proposed on a design-and-construct basis by the contractor and put into effect after State approval were: 1. Substitution of ductile iron and thick-wall P.V. C. pipes for clay pipes allowing placement and operation before hole-thru. 2. Outside pre-assembly of large rebar mats, using a novel tension-splice with cable clamps. 3. Arch concrete placement method modified to make 4, 322 ft. of lining in 10 weeks possible. 4. Safety barriers precast and epoxy coated offsite instead of cast-in-place and tile faced. 5. Prestressed hollow ceiling slabs with porcelainenamel coated steel sheets assembled offsite, instead of in-place glazed tile and in-place cast concrete ceiling. 6. Glazed tile wall panels 8 ft. long by 11 ft. high assembled off site and erected using vacuum pad mounted on special lift. 7. Asphalt paving while other work proceeded, instead of reinforced concrete slab and asphalt overlay. Work started in January 1968, but advance came to a one-year standstill for major structural redesign and negotiations of a new agreement during 1970. Using multiple drift construction followed by top-heading and bench excavation, it then progressed to hole-thru in July 1972. As a result of art 18-month overlap of activities the tunnel was opened for traffic only eight months later in March 1973. Gibbons and Reed Company of Salt Lake City, Utah sponsored the joint Venture of Al Johnson-Gibbons and Reed-Western Paving-Kemper during 1971, 1972, and 1973. The tunnel was the subject of a previous paper delivered at the RETC '72 in Chicago by R. C. Hopper, T. A. Lang, and A. A. Mathews, describing geology, unusually severe structural loading and multiple-drift tunnel excavation.

Jan 1, 1974

By Carl G. Bock

INTRODUCTION Rapid transit systems involving near surface tunneling in hard rock are becoming more numerous, especially along the northeast corridor of the East Coast. Tunneled systems are under construction in Washington, D.C. and are being planned for Atlanta, Buffalo and Baltimore. Near surface tunneling is defined for this paper as being that in which the crown is 100 feet or less below ground surface. For Rosslyn Station, the total cover ranged from 52 to 70 feet. The rock cover, however, ranged from 40 to 50 feet which is slightly less than the station height and about two-thirds of its width. Rosslyn Station (Fig. 1) is the only station excavated completely in hard rock in the Virginia portion of the 98.5 mile Washington Metropolitan Area Transit Authority's (WMATA) rapid transit system. The station site, oriented in a north-south direction beneath a main thoroughfare and flanked by multistory office buildings, was fixed by the need to serve a dense population center at a specific location and geologic conditions were a secondary consideration in siting. There was no previous underground rock excavation in the Washington Metropolitan Area of the size and scope of Rosslyn Station that offered a practical case history guide to the geologic conditions and excavation problems to be encountered. GEOLOGY The regional geology of the Washington Metropolitan Area is divided into two physiographic provinces by the northeast trending Fall Line (Fig. 2). Northwest of this boundary is the Piedmont Province

Jan 1, 1974

By Charles H. Minott, Michael J. Markow, Robert D. Wyatt, Fred Moavenzadeh

The substantial investment in tunnels anticipated in the next twenty years has focused new attention on the economics of tunnel construction itself and on some costly problems associated with underground work: the uncertain geologic conditions, the performance and adaptability of men and equipment, and the need for quicker, more efficient excavation methods. There also exists a need to develop better ways of estimating tunnel construction. Inaccuracies in current bid estimates stem from a number of causes, among them (1) the effects of geologic conditions, which are not adequately known prior to construction, (2) the dependence of actual cost on the construction method used and on the interactions among the operations occurring underground, and (3) the reliability of tunneling equipment. Inability to estimate final costs for conventional tunneling more accurately has in turn caused difficulty in gauging the costs and benefits attributable to new tunneling technologies either under development or for which R&D programs are planned. ATTRIBUTES OF THE TUNNEL COST MODEL This paper presents a computer based Tunnel Cost Model (TCM) which quantitatively assesses the uncertainties inherent in underground work, and is detailed enough to aid in preparing estimates or bids. The model employs appropriate techniques of subjective (or "degree of belief") probability and computer simulation of tunnel construction operations to estimate distributions of total tunnel

Jan 1, 1974

By K. C. Dean

Fine-sized mineral wastes discarded by ore milling plants require stabilization to prevent air and water pollution. Stabilization has been attained by physical, chemical, vegetative, and combination procedures. Vegetative reclamation is preferred to physical and chemical stabilization but is diffi¬cult to achieve because the wastes are sterile, contain deleterious inorganic salts, and lack the essential nutrients and physical characteristics required for sustaining vegetative growth. Methods now have been developed for attain¬ing vegetative growth on all but excessively acidic, basic, or saline tailings at costs ranging from $120 to $650 per acre. The cost for stabilizing tail¬ings requiring more intensive treatment techniques may range upward to $1,750 per acre. This report summarizes procedures developed by the Bureau of Mines and industry for vegetating amenable tailings, lists costs for the various processes, and suggests procedures that may be applicable for stabilizing saline and pyrite-containing tailings. Ridged planting beds, drip irrigation, and deep-furrow planting techniques are suggested for stabilizing saline wastes. A combination of mill tailings and sewage sludge can be used for pro¬ducing synthetic soils, and layers of sewage sludge buried under a layer of tailings offer promise of inhibiting acid formation from oxidation of sulfides in mineral wastes.

Jan 1, 1974

By D. E. Piggott, B. E. Hartmann

The thought of constructing an intake shaft five miles from the shore and 142 feet below the surface of Lake Huron from the bottom up sounds like a questionable venture. Why would one want to raise a shaft from the bottom at the end of a 16 foot diameter, six mile long tunnel to within six feet of the bottom of Lake Huron? The answer lies in the fact that Lake Huron is seldom a tranquil lake. The construction period and workable days from the surface are limited. Two previous attempts to construct this intake shaft by conventional means had been thwarted by lake storms. These approaches were circular sheet-piling cofferdams with the intention of sinking a 30 foot OD, five foot wall thickness concrete casing in the center. However lake storms, particularly in the months of November and December, proved disasterous. The last attempt was halted in December 1970 when three of the seven circular cofferdams on the north side were destroyed by pounding waves. Then, due to the nature of the technical difficulties and limited construction schedule time, it seemed desirable to devise a way in which construction could proceed without being too lake-sensitive. Obviously, if men could work from the tunnel and proceed upward toward the bottom of the lake, not having to worry about the soil collapsing and bringing the lake in on their heads, the construction would be unimpeded by adverse weather. The answer to this, however, required techniques beyond the ordinary. Approximately two years previous to the start of this shaft, nine shafts had been efficiently constructed on the same project site

Jan 1, 1974

By James R. McVey

A new method for measuring deformations of rock surfaces in underground excavations has been suggested by Dr. James Powell of Brookhaven National Laboratories (BNL) and subsequently developed and successfully demonstrated in a mining environment by the Federal Bureau of Mines, Spokane Mining Research Center (SMRC) and Brookhaven National Laboratories. The system uses 35-mm photography of targets strategically located on surfaces of interest, such as across the roof and on the sides of a mine drift or tunnel. The optimum tar-get, as determined in this investigation, consists of a white ?X? made with 1/8-inch-wide reflective tape on a black 6-inch square. Photographs, taken in pairs from two separated camera positions and at regular time intervals, were analyzed at the Bureau by hand and at Brookhaven National Laboratories using techniques and equipment similar to those used in cloud chamber film analysis. Test results show that deformation-measurement accuracies of better than ±0.020 inch in a drift that is 20 feet wide can be expected. This degree of accuracy, plus providing displacement data in the X, Y, and Z directions (rather than the one direction formerly possible), makes this a noteworthy and useful tool for industry as well as for mining research.

Jan 1, 1974

This report is a compilation of all information obtained in accordance with the requirements of contracts S0122076 and H0232056. A series of eight coal mines were visited to determine their communications usage and requirements. Presently available equipment was surveyed and evaluated to determine its applicability to the needs of the mines. The equipment studied includes that made by the following companies: Anaconda Telecommunications Division Andrew Antenna Bendix Communications Division Collins Radio Group of Rockwell International Executone Communication and Sound Systems Gai-tronics Mine Safety Appliances Company Motorola Communications and Electronics, Inc National Mine Service Company Plessey Communications Systems Corp Pye Electronics Limited Reach Electronics Set Com Corporation Sonex Incorporated

Jan 1, 1974

By T. V. Falkie

REMARKS OF DR. THOMAS V. FALKIE, DIRECTOR, BUREAU OF MINES, U.S. DEPARTMENT OF THE INTERIOR, BEFORE THE FALL MEETING OF THE SOCIETY OF MINING ENGINEERS, AIME, ACAPULCO, MEXICO, SEPTEMBER 23, 1974 This is a time of uncertainty on the world mineral scene. For some of the world's so-called "developed" countries, reserves and production of key minerals are running low. And, we have learned that the energy so essential in recovering and processing minerals can suddenly be in short supply. The prospects for a "no growth" situation in energy or mineral consumption are practically nil. Moreover, the world's economy is in flux, casting doubt on whether traditional mineral customers will continue to be able to buy, or for that matter, whether traditional suppliers of minerals will continue to sell. It is clear that the mineral situation is contributing to world inflationary pressures, which incidentally are most damaging to developing countries. So it is appropriate that SME members devote this session to the world mineral situation, and consider some of the opportunities and responsibilities that we will inevitably encounter as the future becomes the present. The opportunities, to me at least, are especially intriguing, I have the good fortune to be part of an organization that has an enormous capability and responsibility for dealing with mineral problems. The Interior Department's Bureaus, including the Bureau of Mines, have been around for a long time. They are. a prolific and reliable source of both mineral information and mineral technology.

Jan 1, 1974

By Mohamed Yusuff

Modern transportation systems are one of the most important achievements of our civilization and provide us with tools for broadening individual and social freedom of choice. The transportation system initiated today is handed dawn to the next generation, probably with little choice because of the enormous expenditure of monies involved, and influence their way of life as to where they should live and where they should work. The ever increasing antagonism between the citizens and the planners of the transportation systems necessitates a careful review of the entire planning process. The planning process can be broadly classified into: the goal formulation and decision making process; the plan development process; and the plan implementation process. THE GOAL FORMULATION AND DECISION MAKING PROCESS Goal formulation and decision making is one of the vital phases of the planning process and is primarily based upon social values. In measuring social values, the planner must employ an appropriate scale of measurement since in the absence of this yardstick, these values tend to became vague and abstract ideals. The need for major social programs and concerns (poverty, etc.) of the urban areas should be analyzed to determine the type of transportation system which would contribute to the solution.

Jan 1, 1974

This report, the fourth in an annual series, outlines recent trends and developments in the minerals industry. Discussed are new methods, equipment, techniques, and systems used to more effectively extract and process mineral products. Environmental considerations, health and safety standards, price controls, inflation, material shortages, and more dependence on foreign imports were problems faced by the minerals industry. Although productivity increased for most mineral commodities, the annual rate of increase has slowed in recent years, indicating a maturing technological situation. Growing concern for energy resulted in increased interest and research in alternative fuel sources. The primary concerns of metallurgists were pollution control and improved efficiency and performance of metallurgical processes, especially for reduction of energy consumption.

Jan 1, 1974

By Martha McJunkin, Lawrence Pietrzak

This paper describes and demonstrates the application of systems analysis and mathematical modeling techniques in the planning of actual tunnel projects and research and development to improve tunneling techniques. A recently completed tunnel project located in Utah is used as an example. Although cost estimating computer programs are used in tunnel project planning, the introduction of performance modeling, simulating the time to excavate, has added advantages that are explored here. The performance/cost tunneling model (TM) described herein mathematically simulates on a high-speed digital computer the important activities of a number of tunneling techniques accounting for activity interactions, variable external environments, mechanical failure, and other uncertainties. A cost accounting segment is included to facilitate cost-effectiveness comparisons. It is shown that, when combined with informed judgment and appreciation of limitations, the TM can be a useful tool that may help improve tunneling operations and cost estimation, for example, by achieving more balanced system designs or bounding the performance/cost implications of geologic and other uncertainties. Ultimately, this might lead to more competitive bids and greater profits. The need for systems analysis and modeling in tunneling research and development (R&D) is well recognized and documented.(1-5) In R&D one must seek broadly useful solutions to the basic problems of face fragmentation, materials handling, ground support, and environmental control. These solutions must take account of the interdependence of these elements and, for a variety of ground conditions, the limitations or constraints that any innovation in one element may impose on total system performance and cost. In this regard the structure and logic of the TM has been kept as simple and modular as possible so

Jan 1, 1974

By Dennis K. Mortensen

The warm southwestern desert of Arizona is an ideal location for ASARCO's new Sacaton Unit. The climate of this arid region played a major role in the design considerations of the Unit's crushing and concentrating facilities. Low yearly rainfall and relatively high yearly temperatures are a combination that was taken advantage of when designing the surface facilities. The plantsite, located due west of the mine pit, is in an area originally covered with sparse desert vegetation, underlain to an average depth of 125 feet by desert alluvium. The entire plantsite area slopes gently to the southwest at approximately 1%. Ground conditions at the plantsite area were not acceptable for construction due to the collapsability of the wetted soil when under loaded conditions, Overburden from the pit area was used to form the foundation for the entire plantsite. This waste material, entirely devoid of rock, was placed and compacted to an elevation approximately 20 feet above the desert floor. Elevating the plantsite by filling with waste material not only provided an adequate construction foundation but also eliminated the possibility of flooding from run-off in the surrounding desert areas.

Jan 1, 1974