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By Francis S. Kendorski

Rock reinforcement has been in widespread use and generally has been accepted in underground mining and tunneling since the 1950s. The first rock reinforcement technologies employed were mechanical anchors such as split wedges or expansion shells with 5/8-inch-diameter steel bolts. Failures occurred in weak strata which provided poor anchorage or in ground with corrosive waters. Friction rock fixtures consisting of relatively thin-walled tubes have been in use for about 15 to 20 years. While generally performing adequately, longevity problems have developed from corrosion in water bearing ground Longevity of rock reinforcement is much enhanced with grouted bolts. Portland-cement-grouted rock reinforcement has been in use since the mid-1950s, primarily in funneling and other civil engineering underground construction. Tests of decades-old installations have revealed few problems except in ground with aggressive waters. Polyester-resin-grouted rock reinforcement was introduced in the United states to musing in the late 1960s and to tunneling in the early 1970s. Experience from 30 years of resin-grouted bolt installations and field tests have identified longevity problems associated with degradation of steel reinforcing bars, but in generally unusual situations. Improvements continue in resin chemistries, packaging, corrosion protection, grout quantities, and mixing and distribution in the drilled hole to achieve long-term performance. Specific case histories cited with resin- or Portland-cement-grouted rock reinforcement longevity or performance problems, upon close examination, reveal that the causes of the problems were qualify control procedures being inadequate and not in accordance with good practice. Manufacturers' recommendations and engineering specifications, if followed in the field, and with competent inspection and supervision, would have prevented must, if not all, reported longevity or performance difficulties.

Jan 1, 2000

By P. Horrell, K. Rhodes, G. Harrison, J. Dean, D. Sammons, M. Stander

Anglo Platinum have perceived a need to increase the rate of reef development both for new mechanised stoping technology and on conventional new developing mines. The Research and Development Division of Anglo Platinum therefore initiated an experimental reef raise project with a tunnel boring machine (TBM) at Bafokeng Rasimone Platinum Mine (BRPM). The scope of the trial was for the boring of a reef raise 340 metres in length on the Merensky Reef. The boring phase of the trial took place over six months and the average rate of penetration of the TBM was 0,47 metres/hour. TBM utilisation was 22%. The TBM used in the trial was a Jarva MK6 manufactured in 1972 and its design with its backup system was not considered to be an ideal machine for reef development. However it was the intention of the trial to prove the concept of developing with a TBM on reef. In this respect the trial was unequivocally a success. There were many problems and long delays did occur during the boring phase. Nevertheless there is every confidence that a new TBM can be designed specifically for this type of work that will achieve high rates of advance up to (say) 400metres/month and with a more flexible steering system in order to negotiate reef changes. It can therefore be expected that TBMs will be used in the future for reef development on South African platinum mines.

Sep 1, 2001

By Jens Classen, Thomas Kurth, Karl G. Holter

High performance sprayed concrete equipment installed on two 9.4 m diameter hard rock TBMs enabled a continuous sprayed concrete lining for the entire contour in both tunnels to be performed concurrently with the advancing TBMs. Innovative layout of the sprayed concrete arrangements comprised ring beam constructions each with two independent spraying robots. Each of the spraying robots were independently connected to sprayed concrete pumps, as well as a high capacity concrete logistics system on the backup. The mix designs focused on long open-time, excellent pumpability and tough requirements on strength development. The achieved output capacities of the sprayed concrete amounts to an average of 15 m3 per hour. Peak capacities of 24 m3 per hour have been realized.

Jan 1, 2003

By Hans-Christian Kurzweil, Klaus Mussger

CERN, the European Laboratory for Particle Physics, are upgrading their existing particle accelerator for the next generation of experiments and have three major packages of underground construction work in progress. Each package involves the construction of shafts, cavern, tunnels and surface buildings. This paper gives an overview of CERN, the LHC Project and a more detailed discussion of design process, design review and construction works of Experimental Point 5. The LHC works at Point 5 include two large shafts, two major parallel caverns with a total span of 50 m, which are separated by a 7 m wide and 28 m high concrete pillar, and a system of secondary tunnels and caverns. The overburden ground consists of around 50 m of water bearing moraine (silty, clayey gravels and sands) overlying 20 mof molasse, which consists of horizontally bedded marls and sandstones. The shaft shave been constructed with ground freezing, primary concrete lining, membrane and secondary slip formed concrete lining. The concrete pillar was then excavated and concreted in advance of excavation of the two caverns. Cavern construction includes primary support of shotcrete lining and rock bolts, followed by waterproof membrane and primary support of shotcrete lining and rock bolts, followed by water proof membrane and insitu concrete secondary lining.

Jan 1, 2003

Discussion of the paper of O. P. Hood, presented at the Pittsburgh meeting, October, 1914, and printed in Bulletin No. 94, October, 1914, pp. 2607 to 2611. R. V. Norris, Wilkes-Barre, Pa.-I have had a little experience with gasoline locomotives and I want to indorse very strongly Mr. Hood's point with regard to the danger of carbon monoxide poisoning. I think .the terrible danger is not fully realized. I was foolish enough some time ago, in investigating a gasoline locomotive, to attempt to walk out of the mine entry behind it, and for several days I felt very seriously the carbon monoxide effects. The use of gasoline locomotives ought to be confined to mine entries where there is a very large amount of air. One of the grave dangers is their great convenience and the temptation to run them into chambers for just a few moments to get a car or two. GEORGE S. RICE, Pittsburgh, Pa.-Apparently one of the great dangers is in the style of the gasoline engine. When my attention was. first directed to the type of gasoline locomotives which I saw in the foreign mines-France, Belgium, and Germany, I was most favorably impressed with them, and they have given no trouble on account of fumes, so far as I could learn. Large numbers of them were being used, but all were of small capacity, and of a kind in which the speed control is by a governor of the hit-or-miss type, the engine running continuously. Their power capacity was very low, if I remember correctly it was not over 4 or 5 h.p., but they were used under favorable conditions where the grades in the mines were slight, since the entries or tunnels bad a slight grade in favor of-the load, making about the same pull for the empties against the grade as for the load with the grade. I understand the hit-or-miss valve arrangement enables a setting that will give more perfect combustion than can be insured with the valve controlled by the operating man, as in the automobile type of valve and engine used in this country. Apparently the European type of locomotive does not have the capacity to permit use under the conditions existing in this country, where most of our entries or tunnels have variable grades and long heavy trips of mine cars are used.

Jan 4, 1915

By Steve Lloyd, Mary Anne Antonioli, Byron Darnton

The Pegasus Gold/Montana Tunnels Mine is a high­tonnage, low-grade, base and precious metal operation in Jefferson City, Montana. Gold heads are typically 0.02 opt with the dominant gold mineral being a native metal electrum quite rich in silver. Early research and development indicated the ore to be amenable to gravity concentration at a 10 to 14 mesh grind. Although full flow gravity preconcentration was considered as a flowsheet alternative, flotation was chosen as the main recovery process due to its apparent lower cost for capital and operating. At this early juncture, the option or concept of recovering coarse free gold by gravity was deemed unnecessary or irrelevant. The intermittent loss of free gold has been observed in the flotation tailing since mill start up. A comprehensive research program was initiated in 1990 to identify the magnitude of this loss and investigate alternatives for its recovery. Batch and pilot plant testing has ultimately led to a permanent gravity circuit being installed at the cyclone underflow. The circuit is designed to scalp out the liberated coarse gold contained in the ball mill circulating load. The final flowsheet consists of: a pinched sluice to upgrade cyclone underflow; a Tyler doubledeck screen to remove over­size from sluice concentrate; Knelson concentrators for roughing and cleaning of screen undersize; an Eriez wet drum separator to remove tramp metal from Knelson concentrate; a Sweco screen to size Knelson cleaner concentrate for tabling; and a Wilfley table to produce final concentrate for direct melting.

Jan 1, 1992

By Baron Miya, Keith Hanks, William Edgerton, Francis Fong

The City of Los Angeles capital improvement program includes the construction of a new 35-km interceptor sewer. This sewer will be built as a deep tunnel with finished diameters ranging from 2- to- 4 meters. The project will be constructed concurrently in two phases; an 18-km East-West and a 17-km North-South segment. The new sewer provides additional conveyance capacity for an existing deteriorating sewer that is scheduled for rehabilitation. Large sewage spills during the El Niño storms of 1998 resulted in a Cease and Desist Order that established an aggressive schedule for the completion of the project.

Jan 1, 1999

By Henry S. Drinker

The Musconetcong tunnel is situated in New Jersey, near the line of the Central Railroad of New Jersey, about twelve miles from Easton, on the Easton and Amboy Railroad, the latter being the extension of the Lehigh Valley Railroad to tide-water. Up to the present time, the terminus of the Lehigh Valley Railroad has been at Phillipsburg, N. J., opposite Easton, passengers connecting there with New York by the Morris and Essex (D. L. and W.) and New Jersey Central lines; freight and coal being forwarded by the Morris and Essex to tide-water at Hoboken, and by the Central Railroad to Elizabethport and Port Johnson ; also, by the Belvidere and Delaware connections through Trenton to South Amboy.

By Henry S. Drinker

THE Musconetcong tunnel is situated in New Jersey, near the line of the Central Railroad of New Jersey, about twelve miles from Easton, on the Easton and Amboy Railroad, the latter being the extension of the Lehigh Valley Railroad to tide-water. Up to the present time, the terminus of the Lehigh Valley Railroad has been at Phillipsburg, N. J., opposite Easton, passengers connecting there with New York by the Morris and Essex (D. L. and W.) and New Jersey Central lines; freight and coal being forwarded by the Morris and Essex to tide-water at Hoboken, and by the Central Railroad to Elizabethport and Port Johnson ; also, by the Belvidere and Delaware connections through Trenton to South Amboy.

Jan 1, 1875

By Persifor Frazer

The following notes on the Whopper and adjoining mines in the Gunnison district of Colorado mere made in the spring of this year. The time chosen for the author to visit the region was, unfortunately, the most unfavorable of an exceptionably unfavorable year. About the middle of May all the hill slopes, which at this period of the pear are generally covered with pasture, were thickly covered with snow. The unusually large precipitation of this Tear caused loacal mountain torrents at every few hundred feet, which wore away the oft foothills into gulches, gouged great chasms out of the roads, and transformed miles of usually dry soil into dangerous quagmires. Travel was totally interrupted for weeks, except on horseback or afoot, and even then with great difficulty and some danger. The Whopper mine is situated on the Whopper Mountain, about two miles from the headwaters of Rock Creek, and on the right hank of that stream. The Whopper Creek flows into Rock Creek horn the east, and, by a precipitous descent, offers excellent facilities for its utilization as a source of power. This stream, which pours past the picturesque Whopper Cabin about thirty tons of water a minute, has a fall of 100 feet in 400 yards, and is said to be a stream of some size, even at the seasons of the year when drought prevails. The Whopper claim extends down the hill a distance of about 250 feet to its intersection with the Whopper Creek (on the other side of which is a small tunnel on its extension called the "Teller") and over the steep hill northwest to the limits of the claim about 1250 feet. The part of the mountain in which this mine is situated is remarkable for its splendid forest, the spruce, fir, and quaking asp covering the mountain-sides with a green growth of valuable timber. The distance from Gothic City to this mine is about eight miles along the valleys of East River and Rock Creek, and on the divide which separates them. The elevation of Gothic City is given from the engineer's notes as 9500 feet above sea-level, and the mean of several observations with a Beck watch-barometer made the elevation of Whopper Cabin (which is about fifteen feet above the floor of the Whopper upper tunnel) about 1260 feet above Skiles's Cabin in Gothic City. The record of this instrument must, how-

Jan 1, 1881

By Persifor Frazer

THE following notes on the Whopper and adjoining mines in the Gunnison district of Colorado were made in the spring of this year. The time chosen for the author to visit the region was, unfortunately, the most unfavorable of an exceptionably unfavorable year. About the middle of May all the hill slopes, which at this period of the year are generally covered with pasture, were thickly covered with snow. The unusually large precipitation of this year caused local mountain torrents at every few hundred feet, which wore away the soft foothills into gulches, gouged great chasms out of the roads, and transformed miles of usually dry soil into dangerous quagmires. Travel was totally interrupted for weeks, except on horseback or afoot, and even then with great difficulty and some danger. The Whopper mine is situated on the Whopper Mountain, about two miles from the headwaters of Rock Creek, and on the right bank of that stream. The Whopper Creek flows into Rock Creek from the east, and, by a precipitous descent, offers excellent facilities for its utilization as a source of power. This stream, which pours past the picturesque Whopper Cabin .about thirty tons of water a minute, has a fall of 100 feet in 400 yards, and is said to be a stream of some size, even at the seasons of the year when-drought prevails. The Whopper claim extends down the bill a distance of about 250 feet to its intersection with the Whopper Creek (on the other side of which is a small tunnel on its extension called the "Teller ") and over the steep hill northwest to the limits of the claim about 1250 feet. The part of the mountain in which this mine is situated is remarkable for its splendid forest, the spruce, fir, and quaking asp covering the mountain-sides with a green growth of valuable timber. The distance from Gothic City to this mine is about eight miles along the valleys of East River and Rock Creek, and on the divide which separates them. The elevation of Gothic City is given from the engineer's notes as 9500 feet above sea-level, and the mean of several observations with a Beck watch-barometer made the elevation of Whopper Cabin (which is about fifteen feet above the floor of the Whopper upper tunnel) about 1250 feet above Skiles's Cabin in Gothic City. The record of this instrument must, how-

Jan 1, 1881

By Paul L. Burkhart

THOUGH at an earlier period brief studies had been made by the Lehigh Navigation Coal Company Inc., it was not until 1924 that J. B. Warriner, then general manager, called for a comprehensive study of timber treatment, treating solutions, and related operations. Because of the impossibility of procuring accurate costs and other pertinent treating data, the American Wood Preserving Co. agreed to treat a car of mine timber at the Port Reading plant of the Reading Railroad. Fig. I shows the treating data collected at the treating plant on this timber, which was installed in two of the Lehigh mines in 1925. [ ] In the latter part of 1925, a survey of the tunnels and gangways of the company's Panther Valley mines was made to determine the proportion of gangways or tunnels timbered, cause of timber failures, approximate life of the average wood set and the approximate percentage of treated timber that it would be profitable for the company to use. Results of this survey appear in Table I. Because of the high percentage of timber that gave evidence of failure by rot, as noted in Table I, and a further study of the life of the sections where timbering was necessary, it was deemed advisable to fill 25 per cent of the yearly gangway timber requirement with treated timber. QUANTITIES AND TREATMENTS OF TREATED TIMBER PURCHASED In the early days of the program, none of the large treating companies would accept orders for small quantities of treated timber and the company was compelled to state the quantity of timber it would require at each operation in each month of the year. Table 2 is an example of the tabulation given to the various treating companies to assist them in making a yearly bid on the minimum quantity of timber required by the company during the year 1931. A bill of timber was calculated for each car, the weight of which would be between the minimum and maximum weight permitted for railroad-car loading. The treating company was paid for timber upon delivery at the operation specified. As extra cars of timber were required, they were ordered from the treating company, and payment was required on their receipt, on the basis of the piece or tonnage

Jan 1, 1942

By Robert Marks, Enrico Dal Negro, Richard Schulkins

"In July 2012 construction started on the Grosvenor project, a five million tonne per annum underground longwall mine planned for Moranbah in Central Queensland. Grosvenor is located immediately to the south of the existing Moranbah North mine which has been in operation since 1998. EPBM technology is being used for the first time in Australia for excavation of a coal drift. The TBM was used to build two drifts on the project, one for the coal conveyor which will transport to surface, and another for people and equipment to access the underground once the mine’s operational (as shown in figure 1). The TBM will pass beneath a steel archway roof that has been installed at the drift’s entrance and begin drilling into the ground to build the seven metre diameter tunnel, descending at an angle of one in eight until it reaches the depth of the coal seam approximately 160 metres below.INTRODUCTION AND BACKGROUND The first TBM used in a coal mine was in 1962, a Wohlmyer, in Westerholt, Germany. A further 75 km of tunnels were excavated in coalmines within Germany between 1971 to 1983. This paper will review the Grosvenor Mine project (Grosvenor) owned by Anglo American Metallurgical Coal (Met Coal) includes the construction of a new underground coal mine and surface facilities on the northern boundary of the town of Moranbah in the Central Queensland Bowen Basin coal precinct. The contract to undertake the underground development works was awarded to Redpath in 2012. The scope of the Grosvenor Project was to construct temporary office and workshop facilities, install 2 portal arches, backfill boxcuts and infrastructure, excavate by EPBM method 967 m of 1:6 gradient Conveyor Drift and 1,258 m of 1:8 gradient Transport Drift, development of 2,520 m of pit bottom area roadways and development of 10,550 m of the first longwall tailgate. In the following figures 2 and 3, is possible to see the aerial view of the job-site."

Jan 1, 2016

By Albert H. Fay, William B. Plank

In practically all rock-excavation problem there is need for a careful study of the rock structure, its fault, cleavage or bedding planes, and even the texture of the rock itself. These studies should form the bases upon which an excavation method is selected and they should be carefully considered in predicting the amount and extent of the excavation. The need for such studies was forcibly illustrated in the problems involved in a cut made in 1929, along and underneath a 200-ft. high rock projection for a State highway near the City of Easton, Pennsylvania. The rock mass was badly faulted and also contained a number of cleavage planes at approximately right angles to the fault planes. Much of this structure was visible and could have been studied and analyzed before the work was begun. The State had rigid specifications as to finished grade and slope of cut, which apparently were made without reference to the geologic structure. The contractor complied with the specifications, under the close inspection of the State engineers. A tunnel blast was placed in the base of the cliff, with the result that 65 per cent more rock was broken than was intended by the specifications. About four years after the blast, the writers of this paper studied the circumstances surrounding the operation, to determine the cause of this excess excavation. Scope of Work The section of the roadway involved was about 200 ft. long and on a 6' curve. It was necessary to relocate points on the curve, from which all faults and cleavage planes were located and measured by the use of transit and clinometer. A plan (Fig. 1) showing the blasting tunnel, the roadway, and traces of the faults and cleavage planes on the level of the roadway, was prepared; also 13 cross-sections at varying intervals, showing the original face of the hill and the face after the blast. The original and final profiles of the rock face, taken from the plans of the State engineers, are shown in Figs. 2, 3 and 4.

Jan 1, 1937

By Jamal Rostami, Jürgen Schmitt, Rohola Hasanpour

"Double Shield TBMs can be used in fast track projects for accelerated completion where there is limited information available on ground conditions and there are possibilities of encountering weak ground and shear zones. As such, the shielded TBMs are the primary choice of the machines in long tunnels, but face the possibility of entrapment in squeezing ground, which entails long delays and major risks. This paper examines the possibility of using ground improvement methods to increase ground strength, and thus, increase the capability of the machines to cope with squeezing ground conditions. In this study, 3D finite difference simulation of a shielded TBM in squeezing ground was performed to estimate the operational parameters including required thrust to get a machine out of an entrapment. This analysis was also used to evaluate the possibility of preventing machine jamming by the implementation of pre-excavation ground improvement to increase the strength of the ground. INTRODUCTION In order to face adverse tunneling conditions especially using a shielded TBM in squeezing ground, new shield designs, with extra thrust and torque, step shield geometry with reduced shield diameter from front to the back, and conical shape shields have been used. In addition, many of the new machines have the capability to implement ground improvement at distances up to 50 m ahead of the face in order to reinforce the ground and further increase in their chances to cope with squeezing ground conditions. While these features have been added to the machine, there has not been a thorough evaluation of their impact on improving the chances to avoid machine jamming in weak rocks at high depth, which is conducive to rapid convergence of the ground."

Jan 1, 2016

By A. J. Stewart, M. Guay, J. W. Critchfield, A. P. Hoddeson

The MetroWest Water Supply Tunnel project includes three main work shafts, excavated primarily in rock. Shaft L is 9.8 m (32 ft) diameter and 124.1 m (407 ft)deep. Shaft E is 7.0 by 12.8 m (23 by 42 ft) and 91.4 m (300 ft) deep. Shaft 5A is 7.9m (26 ft) diameter and 72.5 m (238 ft) deep. Construction methods are compared and contrasted. Lessons learned involve a differing site condition in soil overburden, contractor-proposed modifications, and remedial slurry wall work. Other aspects discussed include noise and vibration control, groundwater inflow, water treatment, muck handling and contract administration issues.

Jan 1, 1999

By Henry S. Drinker

THE Butler Mine property is situated in the vicinity of Pittston, in the Wyoming coal-field of Pennsylvania. The coal has been worked out from the fourteen-foot or Baltimore vein for a number of years on part of the tract, the old chambers remaining open as when originally abandoned. This vein outcrops on the Butler property, and is nowhere more than sixty feet below the surface of the ground on the line of the cut-off to be described. Above the fourteen-foot vein and about, say midway, between it and the surface of the ground, there is another small vein or rider of coal, about twelve inches in thickness. The rock between the two veins is a carbonaceous slate, about twenty-five feet in thickness. Above the smaller vein is a bed of sandstone, varying in thickness, but generally not less than from eight to ten feet. This sandstone is also carbonaceous, but the proportion of carbon is much less than in the slate below. Both rocks have been analyzed, and before the next Institute meeting, the writer hopes to be able to furnish the exact proportions. The sandstone is overlaid with debris up to the surface of the ground. Some time during the spring of 1876, it was found that the coal left in the worked-out mine had been set on fire, and that the fire was gradually spreading. Inquiry developed the fact that the fire had originally been started by a woman, who had taken up her abode in an old tunnel leading into the workings. Owing to some delay in the early attempts made to extinguish the fire, it finally gained such headway that no ordinary means were found to be effectual. Finally, Mr. C. F. Conrad, civil and mining engineer, of Pittston, Penna., was called in as consulting engineer. He advised the making of a thorough cut through such portion of the old workings as had not been reached by the fire. It was found by survey that this cut could be limited to a length of about one thousand two hundred feet, as the vein faulted on both sides, and that the greatest depth of the cut would be about sixty feet. Subsequently it was decided to tunnel part of the way, thus saving the deepest portion of the cut. In 1856-7, there occurred a fire in the same mine. Two stone-walls in V-shape running from the apex of the V towards the outcrop, were built to cut the fire off, and these walls were carried as far as the vein had at that time been worked. After the walls were finished

Jan 1, 1879

By Henry S. Drinker

The Butler Mine property is situated in the vicinity of Pittston, in the Wyoming coal-field of Pennsylvania. The coal has been ' worked out from the fourteen-foot or Baltimore vein for a number of years on part of the tract, the old chambers remaining open as when originally abandoned. This vein outcrops on the Butler prop erty, and is nowhere more than sixty feet below the surface of the ground on the line of the cut-off to be described. Above the four teen-foot vein and about, say midway, between it and the surface of the ground, there is another small vein or rider of coal, about twelve inches in thickness. The rock between the two veins is a carbon aceous slate, about twenty-five feet in thickness. Above the smaller vein is a bed of sandstone, varying in thickness, but generally not less than from eight to ten feet. This sandstone is also carbonaceous, but the proportion of carbon is much less than in the slate below. Both rocks have been analyzed, and before the next Institute meet ing, the writer hopes to be able to furnish the exact proportions. The sandstone is overlaid with debris up to the surface of the ground. Some time during the spring of 1876, it was found that the coal left in the worked-out mine had been set on fire, and that the fire was gradually spreading. Inquiry developed the fact that the fire had originally been started by a woman, who had taken up her abode in an old tunnel leading into the workings. Owing to some delay in the early attempts made to extinguish the fire, it finally gained such headway that no ordinary means were found to be effectual. Finally, Mr. C. F. Conrad, civil and mining engineer, of Pittston, Penna., was called in as consulting engineer. He advised the making of a thorough cut through such portion of the old workings as had not been reached by the fire. It was found by survey that this cut could be limited to a length of about one thousand two hundred feet, as the vein faulted on both sides, and that the greatest depth of the cut would be about sixty feet. Subsequently it was decided to tunnel part of the way, thus saving the deepest portion of the cut. In 1856-7, there occurred a fire in the same mine. Two stone walls in V-shape running from the apex of the V towards the out crop, were built to cot the fire 06 and these walls were carried as far as the vein had at that time been worked. After the walls were finished

Jan 1, 1879

Dear All, I am looking for information about vibrations and effects on fish in pools. A tunnel blast is planned to be carried out as close as 300 meters to a freshwater fish growing plant. What is the vibration criteria for fishes in pools? Your comments will be highly appreciated.

Jan 1, 2012

By Oscar Lachmund

DURING the driving of the main haulage level at the Copper Mountain mines of the Canada Copper Corpn., Ltd., near Princeton, B. C., some very rapid driving was clone, though no claim for a world's record is made. Conditions, however, were unfavorable for economical operations. The cost of power was high, for the fuel was of poor grade; besides, during the time the work was in progress, very little other power was needed so that most of the power cost was charged against the footage. The FIG. 1.-DRIFT ROUND USED IN MAIN HAULAGE LEVEL, COPPER MOUNTAIN, B. C. transmission line consisted of No. 4 galvanized iron wire with the result that the line loss was considerable. The voltage transmitted was about 30,000. The plant was operated under a lease, which was due to expire about the same time this work was supposed to be completed; an extension was refused, therefore speed was most important. The plans called for a straight adit 2900 ft. (884 m.) in length. At a point 2800 ft. (853 m.) from the portal, two raises were to be put up to the next nearest workings, a difference in elevation of about 800 ft. (243 m.). One of these was to be a two-compartment hoistway and the other a zigzag ore pass, or muck run. A location for these raises had been determined by a number of diamond-drill holes, but the material to be penetrated by the alit was not known. It seemed imperative to get the tunnel work completed as rapidly as possible, in

Jan 3, 1919