Search Documents

By Gordon M. Pugh, David G. Rasmussen

INTRODUCTION Square-set timbering of stopes developed from stull support methods because veins too wide for stulling were being mined. In general, the void caused by the stoping of the ore is filled with a system of interlocking timbers. Timber framework supports the wall rock, the mining operations, and provides access. A timbered stoping method can be used in all widths of veins at any dip. The timbering can be normal and parallel to the planes of the walls or at angles to these planes. Irregularly shaped ore bodies can be worked by timbered methods. Pinching or swelling of the vein will not adversely affect the method. Timbered stoping is especially advanta¬geous where weak ground is encountered in the vein or the wall rock. The ground is unsupported only until timber sets are stood. These stopes can be filled with sand or waste when desirable. The customary method of developing a square-set timbered stope with haulage drifts above and below and timbered raises on each endline is shown in Fig. 1. The drifts are timbered the full stoping length. The raises have two compartments with the manway and timber slide in one compartment and the chute in the other. The drifts and the raises cannot be widely spaced as handling timbers is an important consideration. Stoping can begin immediately above the drift timber and continue in both directions and upward from the raise. Breasting down each blast round for only one timber set laterally is the common practice. The blasted ore falls to a lower floor where it is slushed or trammed to the chute. Drilling can proceed on the upper floor while broken ore is being removed from the stope. As shown in Fig. 2, square-set timbering may be used in cut-and-fill stopes to support the back and walls until fill is added. There are various ways of developing an ore block for timbered stoping. Fig. 3 depicts the situation for the main haulage in the vein with an intermediate drift separated from it by a sill pillar. The ore is slushed into the chute connecting the two drifts. The situation in Fig. 4 is identical to that in Fig. 3 except that no sill pillar is used. In Fig. 5, the haulage drift development is done in the footwall with crosscuts driven to intersect the ore body. The intermediate drift development is above the crosscuts with a minimal sill pillar. The main bottleneck in timbered stoping is in the timbering process. Drilling in the stope is generally held up while timbering is done. Two or three men are re¬quired to do the timbering and an additional one or two men are needed to transport and raise or lower the tim¬ber. Good organization is essential to timbering. Skill must be exercised in standing the timber to support the ground and still maintain good production. COSTS AND PRODUCTIVITIES Development and stoping costs are presented in Tables 1 through 7 for the situations in Figs. 3 and 5,

Jan 1, 1982

By José A. Rios, José A. Vidalôn

The case study of a highland area in the Central Andes of Peru, where many abandoned polymetallic mines are found, is presented. Some of these mines generate metal leaching and acid rock drainage (ML/ARD) or have potentially ARD generating (PAG) tailings/waste rock storage. Effluents are discharged into the first of two lakes in line, which act as reservoirs for irrigating an important valley in the desert coastal region. Drainage fees, their relationship with the deposit and the solid-wastes mineralogy are discussed, as well as variations in water and sediments composition, the benthos, and the aquatic/riparian flora/fauna in these lakes.

Jan 1, 2000

By David Harrison

Exxon Minerals Company uses geostatistical techniques for ore resource evaluation of its mineral projects. These techniques provide the most reliable estimates of recoverable tonnage and grade and uniform and realistic confidence limits. A schema has been developed which categorizes the company's successive evaluation phases. Clear separation is intended between geostatistical estimates and other factors in project evaluation such as mining, metallurgy, and economics. Company management seeks consistent and reliable estimates for investment decision-making and to meet growing demands for disclosure of mineral assets.

Jan 1, 1983

By Wallace W. Roepke, Richard C. Olson

To adequately attack the longwall dust problem, the US Bureau of Mines funded a contract to define dust sources on a longwall mine face area. The study examined the shearer during sumping, cutting, and tramming, the conveyor, and the roof supports. Tests showed the shearer to be the major dust source. Introduction Long-term illnesses place a heavy burden on miners, the mining industry, and taxpayers. Black lung payments to more than 400,000 miners and their survivors exceeded $9 billion between 1970 and 1980. They are continuing at a rate of $1 billion per year. Recent MSHA data indicate more than 50% of the longwall faces are still out of compliance with the 2 mg/m3 (0.00007 oz per cu ft) respirable dust regulation. Allowable dust limits are often further reduced owing to the presence of silica dust. This substantially increases the problem's severity. Research in the 1970s showed that by modifying the mining method through changing drum-type mining machines from high rpm shallow cutting to slow rpm deep cutting, both specific dust and energy could be reduced (Black et al., 1978; Ludlow and Wilson, 1982; Roepke, Lindroth, and Myren, 1976). The coal mining industry is using more longwall equipment to economically obtain high productivity. This high production rate, however, makes it difficult for longwalls to meet the legal dust standard. Research is showing how both these concerns may be addressed at the mining face. Results reported here explain the relationship of various major elements of the longwall system to dust generation on the longwall face. This paper is based on work completed by Foster-Miller Associates Inc. Objectives were to differentiate dust sources on the longwall face and to quantify dust levels for various elements of the shearer drum. The work was accomplished in two phases. Jonathon Ludlow, project engineer for FMA, developed and performed the necessary testing (Ludlow and Marshall, 1983). Bradley, Hadden, and Weston (1983) have done evaluations on British coal mines that produced similar results to those reported here. They found causative rela¬tionships between haulage speed, production, depth cut, drum speed, and dust generation. They also found that roof support movement increased the dustiness, whereas this work indicated that support movement had only a minor effect on total dust exposure. Both of these results are valid when the variation of mining conditions is analyzed. British mines are deeper than US mines. Therefore, roof rocks and coal are more fragmented than in the shallower US mines. Other reasons for the dust differences include the weaker shales found in Britain and the variation of roof support equipment designs between the UK and the US. Four mines in this report had rock roofs and, thus, would be less dusty. The fifth longwall mine had a coal roof, but the large cross-sectional area and high air velocity minimized dust exposure. Mines and Equipment Five underground longwall mine sites were tested (Fig. 1). All were using double-ended ranging-drum shearers (derds) with some variations in equipment. The mines and equipment details are shown in Table 1. No modification of mining equipment or operating cycles was made during the first phase of testing. The mining process observed followed the normal mine operating procedures. Three GCA RAM-1 respirable dust monitors and two vortex anemometers with cycle notations on portable tape recorders were used in each face area. The start and end of each cycle segment were recorded. Dust monitors record the dust levels once every 10 seconds, thus providing a relatively continuous real time indication of change in

Jan 8, 1984

By Steve O. Green

Introduction The US coal mining industry is in the midst of a serious economic crisis. To overcome increased operating costs, operators must take advantage of technological advancements in mining systems and equipment. A relatively new concept available to underground operators is that of extending the cutting depth for continuous mining machines (continuous miners). This system is referred to as deep-cut mining, and may be described as mining cuts to depths greater than the standard 6 m (20 ft). Productivity is increased through the reduction in continuous miner tram time since the machine stays longer in each working face. To successfully implement a deep-cut mining system, three problems must be overcome: Exposing personnel to unsupported roof, methane removal, and controlling respirable dust. Remote control cutting The solution to the unsupported roof problem is remote control. Recent advances in remote operation, especially in radio remote controls, have resulted in what is generally accepted as a safe and reliable tool. By installing remote control on the continuous miner, the operator and helper can now be stationed in a supported area. This allows for improved visibility while cutting coal. With this in mind, the limiting factor now becomes the position of the haulage equipment operator. North River No. 1 uses Joy 21SC shuttle cars and Jeffrey 4110 diesel ramcars. These cars are pulled against the bumper of the continuous miner. Thirteen meters (43 ft) can be cut with the shuttle car and 14 m (45 ft) with the Ramcar before the operator of the car is inby permanent supports. By loading away from the bumper, about 1.5 m (5 ft) can be added, bringing total cut depths up to 14.5 and 15 m (48 and 50 ft), respectively. Methane removal The second problem involves methane removal, and the line curtain-to-face distance. In other words, how to maintain the line curtain to allow sufficient ventilation to remove methane and not expose workers to unsupported roof. The solution, in most cases, is to use a blowing-type ventilation system. Unlike the exhausting system that, to be effective, must be installed within 3 m (10 ft) of the working face, the blowing system can be effective at greater distances from the face. Numerous studies have documented the advantages of a blowing-type ventilation system over an exhausting system. Furthermore, a blowing system can be significantly improved by in¬creasing the velocity of the air delivered without increasing the volume of air. With this greater ventilation efficiency, it is possible to secure ventilation plan approval from the Mine Safety and Health Administration (MSHA) for a greater curtain set-back distance. This eliminates the need for personnel to travel inby permanent supports to extend the face brattice. The distance from the face MSHA will approve, however, is on a mine-by-mine basis. MSHA will evaluate the particular mine's face methane liberation rates, along with the specific proposals regarding face ventilation volumes and velocities. Dust control The third problem is controlling respirable dust. This is actually a result of the solution to the second problem. In the blowing system, while mining on the slab cut, both the continuous miner and haulage units are located on the dusty side of the line curtain (Fig. 1). In the early 1970s, underground operators virtually abandoned this system, in order to comply with the 2 mg/m3 (0.87 gr per cu ft) federal dust standards. The blowing face curtain did offer increased face ventilation efficiency. With that, greater curtain-to-face distances were also

Jan 8, 1987

By Nikolaos Syrtariotis, Mark Berger, Timothy O’Brien, Vojtech Gall

The Northeast Corridor Superconducting Maglev Project (SCMAGLEV) entails construction of a high-speed train system between Washington, DC and New York City, with the first leg between Washington and Baltimore, MD. This innovative project will shorten travel times between Washington DC and Baltimore to approximately 15 minutes, and connect Washington, DC to New York City in under an hour. In 2021 the draft EIS is expected to be issued for comment with a Final EIS/ROD anticipated by early 2022. This paper provides an update on the project as presented in Gall et al. (2020) and discusses the economic and environmental benefits, preferred alignment alternative, preliminary staging and launching of the TBMs for construction, and preliminary station design.

Jun 13, 2021

By S. R. Titley

Carbonate-hosted massive sulfide (60%) ores of the western Cordillera compose a distinct class of deposits although they vary widely in detail and perhaps genesis. They have been important sources of lead, zinc, copper, silver, gold, and more rarely, molybdenum, tin, and tungsten in complex mineral assemblages usually dominated by pyrite. They occur as concordant stratiform bodies, as discordant mantos, and as chimneys crossing tens of meters of section; many are associated with faults and breccia bodies. Environments of formation of carbonate hosts range from craton basin to shelf with ages from Proterozoic to Cretaceous; in many instances, dating has shown mineralization to be significantly younger than hosts. Temperatures of formation determined for many deposits are high (200°-400°) and many districts are centers of igneous activity manifested by dikes, sills, and stocks. However, direct cause and effect relationships have been difficult to establish. Many important problems attend the renewed interest and study of these deposits and include questions of metal-sulfur sources, metallization processes and histories, geological controls at all scales, and relationships to broader patterns of metallogeny.

Jan 1, 1985

By J. L. Furtney, C. Fairhurst

"Although global mineral resources are considered to be adequate to meet the needs of a rapidly growing world population, the United States is becoming increasingly dependent on imports. This could have implications for both the economy and national security. The US is a country with a strong tradition of leadership in science and technology. Impressive advances in autonomous underground mining systems reduce the adverse effects of heat and humidity in deep mines and focus renewed attention on ground control. Developments in computing power open opportunities to develop improved understanding of the important role of discontinuities (faults and fracture systems) and more effective design of deep excavations. Establishment of mining R&D Centers at leading US research universities, jointly funded by industry and US federal agencies is recommended as an effective step for the nation to remain an influential partner in world mining. INTRODUCTION. “None of the arts is older than agriculture, but that of metals is no less ancient.. . for no mortal man ever tilled a field without implements. If we remove metals from the service of man, all methods of protecting and sustaining health and more carefully preserving the course of life are done away with.” Agricola (1558)i Homo sapiens, generally acknowledged as the species from which modern Man has evolved, is considered to have originated in Swaziland some 100,000-200,000 years ago. Evidence of use of minerals in that region has been dated to earlier than 40,000 BC.ii Today, a large fraction of the elements of the Periodic Table are derived from minerals, and finding new applications in development of innovative technologies. Agricola’s comments are as applicable today as ever.iii Metals such as copper, tin, lead, iron and aluminum were mined and smelted several thousands of years BC. It was not until the Industrial Revolution, started in the latter half of the 17th Century in Northern England, where coal was available as an energy source, and iron as the basis for fabricating machinery, that dramatic change to society began to occur. Human toil was replaced by far more powerful machines. Rural communities migrated to work in factories in urban areas. Rapid transportation over long distances became possible, leading eventually to the world of today. The change spread to other parts of the world, bringing wealth and power. Although now well established in some regions, the Revolution has still to arrive in many other parts of the world. This can be seen in Figure 1, which shows the relative wealth, or ‘Standard of Living’ as measured by the GDP/capita, of regions around the world. Regions such as North America, Europe, and Australasia iv are seen to have the highest standard. Thanks to today’s global communications systems, regions with relatively low GDP/capita are well aware of ‘how others live’ – and eager to emulate them."

Jan 1, 2018

By Jerry Luttman, Mark Dubay, Anvesha Dogra, Elizabeth Dwyre, Wei Hu

The I-75 Modernization Project (Segment 3) just north of Detroit, MI is being delivered as a Design-Build-Finance-Maintain (DBFM), which is a Public Private Partnership (P3). The project includes design and reconstruction of 5.5 miles of freeway, including a depressed section with a 20,630-ft long, 14.5-ft inside diameter, up to 100-ft deep stormwater tunnel, multiple drop shafts, and a pump station. The project also includes a maintenance term of 25-years. This is the first time MDOT has used a P3 delivery method for a major highway and tunnel project. This paper describes the development of the P3 documents, including performance-based tunnel and shaft technical requirements, and the approach to project risk management, financing, and insurance coverage.

Jun 23, 2024

By A. T. Visser

The expansion of surface mining has led to the development of very large off-highway trucks currently capable of hauling payloads in excess of 290t. Mine haul roads have historically been designed empirically, relying heavily on local experience; the trend in increasing truck size will thus render the current pavement systems inadequate. Since truck haulage costs can account for 10%-50% of the total costs incurred by a surface mine, not only would the maintenance costs of existing roads of inadequate design increase, vehicle operating and maintenance costs would also increase prohibitively. There is thus a need for improved design technologies encompassing the construction and management techniques of mine haul roads, appropriate for the wheel loads of vehicles now in use. The aim of the paper is to present the different components of a mine haul road design and management system and to demonstrate the value of its application through case studies. The system has been applied at several South-African surface mines and distinct benefits have been derived. The improved structural design of a new road resulted in a 29% saving in construction costs and also provided better service, whilst the optimal selection and management of wearing-course materials provided better functionality at lower total transportation operating costs.

Jan 1, 1999

Unlike traditional mining on land or ?dry? mining, relatively little is known of ?wet? or offshore mining within the industry. However, dredge mining has several benefits over dry mining, including high unit capacity, as well as lower operating and transport costs. IHC Merwede, a company with expertise in wet mining, is keen to raise awareness and help the industry move forward from dry to wet mining. The idea of mining offshore is not a new one. With global head grades declining, certain operations still have extensive resources of lower grade mineralization in their concession area. These operations require a lower cost, high volume solution for which dredge mining can provide an economic alternative. Interest in dredge mining has recently returned, and there is an increasing tendency to use dredge mining for the removal of overburden or the rehandling of tailing ponds.

Jan 1, 2013

By Milton E. Jennings

On May 11, 1977, the SAMARCO 20-inch, 396-kilometer (246-mile) Pipeline was placed in service. This system represents the latest thinking in slurry pipeline design and is one of the main contributors to the viability of the SAMARCO Project. This paper presents the background, description and latest information on the system's operation. Special attention is given to the handling limitations of the slurry and to the unique hardware requirements.

Jan 1, 1978

By James N. White

Completion of the Hall Street Coal Transfer Terminal in St. Louis marks the beginning of a major shift in the movement of coal to the power generating stations of the Midwest and South Central regions of the United States. The location of the terminal is significant. The 10 million ton- per-year facility is the first high capacity rail-to-barge transfer terminal to be built on the western shore of the Mississippi. This terminal and others to follow will link the massive coal fields of the West with the high coal consuming markets adjacent to the 25,000-mile Inland Waterway System.

Jan 1, 1979

By Richard L. Breithaupt

INTRODUCTION A shuttle car is a self-propelled rubber-tired haul¬age vehicle designed specifically for underground min¬ing, primarily in coal mines (see Figs. 1 and 2). The drive mechanism is located on the sides of the vehicle, and the load is carried in the center. A chain-and-flight conveyor distributes the load when the car is being loaded by a loading machine or continuous miner and also discharges the load onto a conveyor belt or into a mine car. As the name implies, the shuttle car shuttles back and forth between the working face and the un¬loading point and is not required to turn around. Shuttle cars have served as primary haulage in this country since 1940 and still perform this function in most coal mines today. TYPES OF SHUTTLE CARS Shuttle cars may be battery-powered, diesel-powered, or cable-reel electric powered. Battery-powered cars were used between 1940 and 1950, but are almost out of existence today because of their limited power. Diesel cars have been used in coal mines, but are used mostly in noncoal mines where rules and regulations are not as stringent. Also, objections by organized labor have limited the use of diesel-powered shuttle cars in coal mines. Today, the largest number of shuttle cars are cable-reel cars. Electric power is fed through a cable stored on a cable reel that may have a capacity from 152 to 244 m (500 to 800 ft), depending upon the size of the cable and the cable reel (see Table 1). This, of course, limits the travel of a shuttle car. However, time studies have shown that for the most efficient haulage cycle, the length of haulage should not exceed 91 m (300 ft). As haulage distance increases, the waiting time for the loader or miner becomes longer, and haul¬age efficiency suffers. Cable-reel cars are manufactured in standard hand and opposite standard hand models. A standard car has the operator's control on the left front side and the opposite standard car has the opera¬tor's controls on the right front. Generally a loader or miner operates with two shuttle cars, one of each type. This allows the trailing cable to lie on either side of the entry and prevents the cables from fouling each other. Shuttle cars are designed to operate with either dc or ac power. Cars using dc power are designed for 250-v supply and ac cars are designed for either 440, 550, or 950 v, three-phase voltage. Most coal mines that are relatively level can use dc cars where dynamic brak¬ing is not required. For mines having steep grades (in excess of 15%) ac cars are used because ac traction motors have inherent dynamic braking and are safer when tramming downgrade. A recent innovation in shuttle car design in the last five years has been the introduction of an ac/dc car. This design utilizes ac input power through the cable, and the power is rectified on the car to 250-v do for traction motors. The pump motor and conveyor motor are powered by ac voltage. The main advantage of this design is efficiency-a much smaller cable may be used and the smooth operating characteristics of the dc traction motor is obtained. This prevents shock loading on the traction drive train, which is an undesirable feature of ac traction motors. SHUTTLE CAR FEATURES Elevating Discharge Today, all shuttle cars are equipped with an elevating front conveyor that allows the shuttle car to discharge into a mine car or belt feeder without the use of ramps. Hydraulic Power System Today, all shuttle cars are equipped with an hy¬draulic power system. An hydraulic pump is driven by an electric motor which provides hydraulic power for steering, elevating the front conveyor, and powering the

Jan 1, 1982

This paper evaluates the effect of longwall mining on a cluster of unconventional shale gas wells located in a district barrier pillar between a current longwall panel and the future panel north of the barrier pillar. A cluster of 19 unconventional shale gas wells have been drilled and 5 additional gas wells have been proposed in the barrier pillar. The closest gas well is 25.6 m (84 ft) to the current panel tailgate and 26.2 m (86 ft) to the tailgate of the future panel north of the barrier pillar. The rib-to-rib width of the barrier pillar is 57.9 m (190 ft). The distance between the two gas wells across the barrier pillar is 6.1 m (20 ft). The pillars in the current tailgate are on 22.9-m (75-ft) and 32.0-m (105-ft) centers, and the pillars in the tailgate of the panel north of the barrier will be on 22.9-m (75- ft) and 36.6-m (120-ft) centers. The two longwall panels adjacent to the barrier pillar are 475.5-m (1,560-ft) wide. The overburden depth at the shale gas well site is 321.6 m (1,055 ft). The wells have been installed in the barrier pillar, and the current district panel and subsequently the panel north of the barrier will be developed and retreated in the near future. The average min

Jan 7, 2020

By J. Chai, H. H. Sedarat, Gary J. E. Kramer, A. Kozak

Precast concrete segmental lining systems have been gaining widespread use in seismically active areas and a single-pass version of such a system has been developed for use on the Silicon Valley Rapid Transit (SVRT) Project in San Jose, California. The response of tunnel linings to seismic shaking is often predicted using engineering judgment, elastic closed-form solutions and numerical modeling. Such analyses generally assume a continuous structural system and hence do not explicitly model the behavior of the jointed segmental lining. A number of analyses were performed to predict radial and circumferential joint behavior during seismic ovaling and wave propagation. These analyses included a complex, three-dimensional finite element based ground-structure interaction model that incorporates inelastic constitutive soil behavior, cracked concrete properties and no-tension, frictional segment joint surfaces. The paper discusses the results of the analyses and provides guidelines for the design of precast systems in zones of high seismicity.

Jan 1, 2007

By G. Robert Frey

INTRODUCTION This chapter on underground rotary drills briefly describes the equipment features, selection or applica¬tion criteria, safety features, and relative costs of both face and roof drills. After a brief description of the basic components, the application, safety, and cost con¬siderations will be explored. ROTARY DRILL COMPONENTS As illustrated in Fig. 1, an underground rotary drill consists of five basic components. These components are the energy system, chassis, boom, feed assembly, and operator's station. Energy System The energy system of a typical underground drill con¬sists of an electric motor, driving a hydraulic pump or pumps. Usually, the drill is equipped with a cable reel to store the trailing power cable from the portable power center in the mine. A simple control box is supplied to house electrical switchgear and protective devices. In addition to the pump, the hydraulic portion of the energy system includes the hydraulic cylinders, hydraulic tram motors, relief valves, control valves, etc., necessary to actuate the various machine functions. Chassis The chassis provides the frame or support structure for the other four basic components of the drill. Fre¬quently, it incorporates an oil reservoir for the hydraulic system. The chasis provides the support for the trans¬mission, which drives rubber tires or, in the case of some foreign machines, the crawler tracks. The steering link¬age and steering tires also may be considered as parts of the chassis. Boom The boom is the structure that supports the feed assembly; it is either hinged or pivoted on the front of the chassis. Hydraulic cylinders on the boom are used to lift or swing the boom relative to the chassis and to swivel or "roll" the feed assembly. Feed Assembly The feed assembly is made up of the support struc¬ture with an integral thrust mechanism, a rotation unit, centralizers to stabilize the auger, and a hose handling arrangement. In addition, most drills have an extension frame with a tilt device to aid in positioning the feed. Operator's Station The operator's station is the area from which the miner operates the drill. UNDERGROUND ROTARY DRILL APPLICATIONS Underground Face Drills Underground face drills are used in mining opera¬tions that utilize the conventional mining system. The face drill is used to drill holes in the exposed face of the material, and the face is then "shot" by means of explo¬sives or high pressure air. The loose material then is ready for loading and transporting from the face to the preparation plant. Typical specifications for under¬ground face drills are listed in Table 1. Certain parameters should be established as to where the drill is to be used and what is expected of it. To create an awareness of some of the considerations that too often are overlooked, some questions are listed that should be asked in conjunction with the selection or application of the proposed drills. Energy System: Can the drill be supplied with the proper voltage to match the available or proposed elec¬trical power system of the mine? Is the system 250, 460, 500, 550, or 950 v; dc or ac; 3-phase; 60 or 50 Hz? Is the drill equipped with an adequate electric motor to handle the proposed duty cycle? Typical motor power on a single-boom drill would range from 25 to 40 kW (35 to 50 hp); the nominal power for a dual-boom

Jan 1, 1982

By D. S. Parasnis

The early beginnings of mining geophysics in Sweden can be traced back to the reign of queen Kristina in the 17th century. The mine compass, consisting of a freely suspended magnetic needle in a casing, was in use certainly by 1640 and probably earlier for locating iron ore deposits. Whether the mine compass was a Swedish invention or not is an unsettled question since the possibility cannot be overlooked that the celebrated Nürnberg compass-makers of the 16th century may have constructed it for the first time(1). Be that as it may, the mine compass was very extensively employed in Sweden for more than two centuries and met with spectacular success in locating magnetic deposits under shallow overburden. Occasionally the diligent prospector would even be rewarded with a pyrrhotitebearing sulphide deposit, as witness many old sulphide-ore pits and some mines still in operation from the 17th and the 18th centuries. The mine compass measured only the orientation of the Earth's magnetic field and not its strength. Although it was improved in construction and sensitivity over the ages, no great strides were made in magnetic prospecting after the initial discovery of the use of the compass until Gauss, omnipresent in 19th century physics and mathematics, showed with the assistance of Weber how the strength of a magnetic field could be determined.

Jan 1, 1975

By Timothy P. Smirnoff, Tracy K. Lundin

INTRODUCTION The City of Phoenix, Arizona is located in the Phoenix Basin watershed which is prone to flash flooding several times each year. The runoff from these storms moves from the mountains in the north to the Salt River in the south. An extension of Interstate Highway 10 (1-10) will pass through the city east to west to form an Inner Loop through the downtown business district. PROJECT DESCRIPTION The I-10 Inner Loop extension will be a depressed roadway which would intercept the surface drainage of the Phoenix Basin and separate the watershed into two regions. To prevent flooding of the depressed roadway, runoff storm water collected from the northern half of the drainage area will be conveyed beneath the roadway to its natural outlet at the Salt River. A conveyance system composed of pressure tunnels beneath the city, shown in Figure 1, was proposed to achieve this goal . Table A presents the prominent features of each of the tunnels. This paper will describe geologic and engineering parameters specific to Phoenix which were used in the design of a series of tunnels to convey storm water from the I-10 Inner Loop to the Salt River. The design of tunnel initial and final support is described along with support and construction methods used by the Contractor.

Jan 1, 1985

By Martin Knights

The UK Industry is preparing a new guide on Tunnel Asset Management that reflects current industry advances, in developed technological innovation and evolving tunnel asset owner requirements. This will enable asset owners to have a trusted practical guide that can support technical and commercial decisionmaking regarding tunnel assets and aging infrastructure. It will also provide updated guidance for a spectrum of stakeholders including: • Consultants. • Contractors. • Planners, insurers. • Academia. • Government. Industry views will be crucial in the preparation of the Guide that will assist proactive & predictive planning and maintenance regimes and the availability of the asset. The Guide will enable changes in current working practices, share updated recommendations and provide a route map to implement future requirements for tunnel asset management. The generic content of the Guide would be applicable to North American practice.

Dec 1, 2022