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By Christophe Bragard, Brett Robinson

This paper reflects the challenges encountered during the construction of the light rail tunnels under Boyle Heights, in Los Angeles, California. Equipped with two state-of-the-art EPB TBMs, the construction team undertook the mining of twin bored tunnels in the Los Angeles alluvium. The gassy underground conditions dictated many aspects of the design of the tunnels, as well as the tools and means used for their construction. This paper will detail the challenges encountered during construction, as well as the means, methods and logistics used on the project. Discussion includes: EPB TBM machines with some very unique/specific features; complex assembly sequence due to limited shaft access; final precast concrete liner with double gaskets; NATM cross passage excavation in soft ground and below the water table; compensation grouting; mucking shaft arrangement.

Jan 1, 2007

By James A. Strosnider

INTRODUCTION The Metro Rail Project is approximately a 20-mile initial portion of Southern California's planned 150-mile transit network and will provide transit service to the dense population and employment centers within the Los Angeles regional core. The Southern California Rapid Transit District (SCRTD) has defined, as the first segment, a 4.4-mile five station rail line, which extends from the yard and shop area near Union Station to the Wilshire/Alvarado Station. Design packages are completed; utilities are currently being relocated; demolition is underway; early construction contracts have been awarded; and construction has started. This paper will describe the current status of the Metro Rail design and construction, after first briefly reviewing its history, objectives, and main components. PROJECT HISTORY The California State Legislature created the SCRTD in 1964 with a legislative mandate to design, construct, and operate a rapid transit system within the Los Angeles County area. To obtain the monies required to support this program, in June, 1974, Proposition 5 was passed by a solid majority, allowing a portion of state gasoline taxes to be used for rapid transit development. This measure provided a local source of funds for SCRTD to begin its rail rapid transit development program in Los Angeles.

Jan 1, 1987

By James E. Monsees, Richard J. Proctor

INTRODUCTION Los Angeles is one of the world's largest cities in area with a span of 70 km between its north and south limits. The population in the Los Angeles Basin exceeds 11 million people. Los Angeles is second only to New York City in density of U.S. urban population and it operates one of the largest city bus fleets in the world, 2,500 buses. After many years of planning and many consultants' reports, it is planned to initiate a 30 km (18.5 miles) starter line subway -- the "Wilshire Corridor" (Figure 1). Construction is to start in 1985. In several locations, subway routes ultimately will skirt or cross old oil fields, which may cause gassy tunneling. Of particular note are the La Brea Tar Pits, which overlie a part of the old Salt Lake oil field. Tunneling through tar sands for about 3 km will be unique for subway construction and will occur on the starter line. Experience with previous gassy tunnels in the greater Los Angeles area shows that tunnels can be completed safely if precautions are taken. Abundant ventilation is the main solution, although other precautions are discussed herein.

Jan 1, 1985

By Krishniah N. Murthy, James E. Monsees

BACKGROUND The development of public transportation in the Los Angeles Metropolitan area is, as in other cities, closely tied to the development of the area because of increases in population and commercial and industrial activity. Local transportation first appeared in the area in the 1870s when the population was fewer than 10,000 residents. Around 1910, after many consolidations of competitive interests, two large railway companies were formed: The Los Angeles Railway, which provided urban transportation in the Los Angeles City area, and the Pacific Electric Railway, which primarily provided suburban and interurban transportation. These two entities continued with their operations until after World War II, when the ownership passed on to the Los Angeles Transit Lines and the Metropolitan Coach Lines, respectively. By then the railroads needed new equipment, track rehabilitation, and, of course, more money-paying patrons. Lack of grade separation of railway facilities from other traffic increased commute times and encouraged travel by private automobiles. The romantic era of hopping on a Pacific Electric Company "Big Red Car" was coming to an end. As early as 1917, in fact, bus lines were substituted for unprofitable rail service. The Los Angeles Metropolitan Transit Authority (LMTA) was established in 1951 by the California Legislature to study and plan for improvements in the public transportation facilities in the Los Angeles area. In March of 1958 the Los Angeles Metropolitan Transit Authority took over the operation of the two lines.

Jan 1, 1989

During the last 20 years, more than 80 km (50 miles) of tunnels have been constructed in the Los Angeles, CA area. Recent projects include The East Central Interceptor Sewer (ECIS), completed in 2004. It spans more than 18 km (11 miles). The Northeast Interceptor Sewer (NEIS), completed in 2005, spans 11 km (7 miles). And the 2-km (1.3-mile) Metropolitan Transportation Authority?s Gold Line Eastside Extension (MCGLEE) was completed in 2006. All of the tunnel routes lay beneath heavily populated urban environments so minimizing ground surface settlement was critical to the success of the projects. Previous tunneling efforts in the Los Angeles area using open shield methods resulted in significant settlement that damaged roads, utilities, buildings and other structures. Earth pressure balance (EPB), or slurry machines, were specified for these projects to reduce subsidence risk. The contractors chose EPB tunnel boring machines (TBM) for the work. The closed and pressured face of the EPB TBM reduces loss of ground at the tunnel face and, when the machines are used in combination with gasketed pre-cast tunnel liners and backfill grout behind the installed segments, losses from over-cut of the excavated surface are also reduced.

Jan 1, 2008

By R. Schuerch, C. Cimiotti, M. Piemontese, N. Karlin, P. Perazzelli, P. Halton

The new Los Angeles, California JWPCP effluent outfall tunnel will transport secondary-treated effluent from the Joint Water Pollution Control Plant in Carson to White Point Manifold. The tunnel will be approximately 7 miles (11 km) long with a finished internal diameter of 18 ft (5.5 m). The TBM is designed to cope with high water pressure up to 10 bar. The geotechnical challenges are due to the heterogeneous subsurface conditions: in the first half of the alignment, the tunnel runs through soils with a low overburden under urban areas, and, in the second half, the tunnel runs through extremely weak, intensely faulted rock masses with high overburden. Following an overview of the project, this paper focuses on the northern portion of the alignment and presents a decision-making procedure developed during pre-excavation phase in order to cope with the expected heterogeneous conditions during mining. The risk assessment and the TBM operational design of the southern portion will be dealt with in a future paper.

Jun 13, 2023

By Alvaro Souviron, W. W. Atkinson

The porphyry copper deposit at Los Pelambres is a resource exceeding 2 Gt (2.2 billion st) of 0.7% copper and 0.02% molybdenum. It includes a high-grade zone of +1% copper that is amenable to open-pit mining with a low stripping ratio. Metallurgical testing has indicated that the ore has exceptional characteristics, and that recoveries of 96% for copper and 93% for molybdenum can be obtained by conventional flotation methods. This paper summarizes the history of the prospect, the geology of the ore body and the surrounding area, and the procedures and results of exploration.

Jan 1, 1987

By D. W. Park

Longwall mining is considered the most efficient underground coal mining technique in terms of coal extraction ratio, production rate, and safety standards. Due to the increasing demand for higher coal production, wider panel and faster face movement have become the recent trends. Thus, longwall mining can create unexpected threats such as roof falls, excessive face convergence, shield damage and numerous maintenance problems causing sudden interruption of coal production and serious safety hazards. A recent study at the University of Alabama is dedicated to develop LoSCoMS (Longwall Strata Control and Maintenance System) which integrates real-time shield monitoring, data presentation, analysis, forecasting, and warning modules. The main objectives of this system is to provide the stability and maintenance information, at every minute, such as high load, low setting pressure, leg leakage, etc., analysis of various mining and geological parameters to determine past and present roof characteristics and forecasting of loading patterns for the following mining cycles, next periodic weighting, etc. Using this unique system, mine operating personnel are well aware of past, present and future roof loading patterns at the longwall face, and thus, proper safety measures can be taken ahead of time.

Jan 1, 1997

By B. D. Shah, H. S. Soto

Lack of selectivity in mixed mineral flocculation can be attributed to one or more of the following factors: dissolved ion interference, hetero- coagulation, mechanical entrapment in flocs, and entrainment of fines between flocs. In a study of the apatite-dolomite system, it was determined that dissolved ions do not have a significant effect on selectivity. Heterocoagulation was minimized by choosing proper process conditions and addition of a dispersant. Mechanical entrapment was proved to be insignificant and efforts were made to reduce entrainment by choosing an appropriate method of separation of flocs from fines. A new factor termed "polymer induced entrapment," which occurs due to limited affinity of the polymer to the mineral that is not flocculated, is postulated to be the cause for the loss of selectivity.

Jan 1, 1988

Lack of selectivity in mixed mineral flocculation can be attributed to one or more of the following factors: dissolved ion interference, heterocoagulation, mechanical entrapment in flocs and entrainment of fines between flocs. In a study of apatite- dolomite system, it was determined that dissolved ions do not have a significant effect on selectivity. Heterocoagulation was minimized by choosing proper process conditions and addition of a dispersant. Mechanical entrapment was proved to be insignificant and efforts were made to reduce entrainment by choosing an appropriate method of separation of flocs from fines. A new factor termed "polymer induced entrapment" which occurs due to limited affinity of the polymer to the mineral which is not flocculated is postulated to be the cause for the loss of selectivity.

Jan 1, 1986

By A. G. Taylor

High value materials, such as gold, platinum and other precious metals are subject to loss through unauthorized removal from mines, smelters, refiners, and other places where such materials are processed. A study published in 20011 determined that between 1994 and 1998 an average of 603 kilograms of gold per year was stolen from South African miners and subsequently recovered. This does not include the gold that was stolen but not recovered. At 2011 prices, 603 kilograms of gold would be worth approximately $33 million. Mine security personnel believe that the unrecovered stolen gold far exceeds what is recovered2. Traditionally, metal detectors have been used to screen personnel leaving secure areas to discourage such unauthorized removal. However, with the current near-record prices of gold, platinum, and other precious metals, it has become worthwhile for people exiting a facility to walk out with quantities of product that are too small for ordinary metal detectors to register, resulting in substantial financial losses.

Jan 1, 2012

By Allen G. Taylor

High-value materials, such as gold, platinum and other precious metals, are subject to loss through unauthorized removal from mines, smelters, refiners and other places where such materials are processed. A study by Gastrow (2001) determined that between 1994 and 1998 an average of 603 kg/a (1,330 lb/year) of gold was stolen from South African mines and subsequently recovered. This does not include the gold that was stolen but not recovered. At 2011 prices, 603 kg/a (1,330 lb/year) of gold would be worth approximately $33 million. Mine security personnel believe that the unrecovered stolen gold far exceeds what is recovered (Gastrow 2001). Traditionally, metal detectors have been used to screen personnel leaving secure areas to discourage such unauthorized removal. However, with the current near-record prices of gold, platinum and other precious metals, it has become worthwhile for people exiting a facility to walk out with quantities of product that are too small for ordinary metal detectors to register, resulting in substantial financial losses.

Jan 1, 2012

By C. Hanson

Two modes of potential loss of oxime extractants in liquid extraction processes for the extraction of copper have been studied. In loss "by chemical degradation, two mechanisms of acid hydrolysis are possible, some reagents degrade primarily in the organic bulk phase, Others at the interface between the organic phase-- phase protects the oxime but salts added to the aqueous acid phase can promote the rate of degradation. The reagents reported on are the LIX series (Henkel Cpn), SME529 (Shell Chem.Co.) and P5100 (Acorga) Loss by organic entrainment in the aqueous phase leaving mixer-settlers has also been studied, parameters investigated including impeller/tank geometry and the phase inlet arrangements. The consequences of extractant loss by the above mechanisms...are commented upon. They include the direct economic cost, the possible environmental problems and the implications for downstream operations such, as electrowinning.

Jan 1, 1980

By R. L. Shaw, D. W. Alexander

Consolidation Coal Company's Loveridge Mine operates the only coarse coal hoisting and overland slurry transport system in North America. The system has been in operation since April 1980 and according to current haulage levels will have handled over two million tons by this conference date. Original performance goals have been exceeded. The systems will be described and their application to rapid excavation and tunneling haulage needs will be discussed. Manuscript not received in time for publication.

Jan 1, 1983

By K. M. Belingheri, M. E. Smith

Pinson Mining Co. operates a conventional mill and two heap leach operations in north-central Nevada. The latest of these heap leach operations, the Preble project, is a low-grade, low-tonnage property made profitable through several innovative capital reduction techniques. Rapid return on investment was a prime factor in design. To facilitate this, fast-track design and construction techniques were employed. The project is a seasonal 1.5 kt/d (1 700 stpd) crush/agglomerate heap leach plant using both clay and plastic leach pads. Construction and startup were achieved through cooperative arrangements between local contractors and in-house construction personnel, with few items put out to bid. An interactive approach to design minimized lost time and construction costs.

Jan 1, 1987

By J. Ludden

By Sims Some two years ago we began investigating low coke button bituminous coal for use at our Bound Brook, New Jersey plant as a replacement for anthracite. Since August, 1957 the plant has been operating continously on this coal with the exception of a new 200,000#/hr, cyclone boiler. This study was motivated not from our desire to conduct combustion research, but for the sole purpose of reducing our steam costs, The indications were that the economics were greatly in favor of the use of the bituminous coal. The attempts to reduce the costs have developed some knowledge that has enabled this program to succeed reasonably well as will be discussed later by Mr. Ludden. The production of steam size anthracite is dependent upon either the reclamation of old culm banks or the breakage in the production of the domestic sizes. The anthracite industry has not as yet been able to cut, its mining costs to the point where the production of steam sizes has become a profitable business. This has resulted in two basic problems: (1) A constantly rising price in an attempt to have those sizes carry their share of the cost and, (2) Periodic shortages of supply when the demand is good but the market price prohibits the mining of anthracite to produce those sizes only, These conditions have made the long range forecast appear as though the price would go even higher and/or the supply at times be critically short.

Jan 1, 1958

By Fred W. Shultz

In the past we have been somewhat harrassed by the terms "'quality control" and "process control". This is especially true where the industry is dependent upon the chemical analysis of their product which in turn informs them how, well they have been controlling the process. The information which they have received, in most cases, is of an historical nature rather than of current value. The word "control" is to have more significance in future operations. This is particularly true in the metals industry. As the industry continues to process lower grade ores, and processing costs continue to rise, they must obtain more information faster to exercise "control" to its fullest extent.

Jan 1, 1963

By Robert S. Holmes

The U. S. Army Corps of Engineers Explosive Excavation Research Office (EERO) of Livermore, California, has been engaged in research and development of excavation techniques using both nuclear and conventional explosives since 1962. Prior to July 1971, this organization was designated the U. S. Army Corps of Engineers Nuclear Cratering Group. The EERO mission is performed as part of the joint Atomic Energy Commission -Corps of Engineers nuclear excavation research pro-gram. During the period 1962-1969, the Corps executed many cratering explosions using spherical charges of up to 85 tons of nitromethane to model nuclear excavation concepts and to develop design criteria for the nuclear cratering explosions. The experience gained in these modeling tests suggested that explosive excavation using large chemical explosive charges could be applied to excavation projects as an economical substitute for traditional excavation techniques. Consequently, the Corps' research program was broadened in 1969 to include development of chemical explosive excavation as a construction tool. The term "explosive excavation" denotes the use of large buried explosive charges to produce an excavation by fracturing the material and casting it into a desired configuration. In its simplest form, this technology involves detonation of a single explosive charge buried at the proper depth to produce a crater which is roughly hyperbolic in cross section. The types of craters produced by various depths of burial are illustrated by Figure 1. Single or Multiple rows of charges are used to excavate linear cuts required for water conveyance or navigation channels. .More complex explosive excavations include small craft harbors, railroad and highway cuts, and removal of W1denvater rock barriers to navigation. While the literature indicates widespread use of large explosions in the (1) ERRO is a field activity of the Waterway Experiment Station, Vicksburg, Mississippi

Jan 1, 1971

By K. H. Boss

In modern iron pelletizing plants fuel consumption has been optimized to such an extent that only minor savings can be expected in the future. Inspite of this fact, different process parameters were studied with a mathematical model and firing tests. The influence on fuel consumption and productivity was established. Furthermore, the adoption of simplified firing patterns was investigated, in particular for coal firing. In view of high costs of oil and natural gas, only substitution of these fuels by coal can substantially reduce production costs. In existing plants partial replacement of oil and gas can be achieved by addition of coal to the iron ore feed and by firing the pellets with pulverized coal. Two systems have been developed for the Lurgi- Dravo travelling grate process which enables coal to completely replace oil or gas. This paper describes in the first part the potentials for fuel savings available in the Lurgi-Dravo process. In the second part, different techniques for the use of coal as fuel in iron or pelletizing plants and in particular the recently developed Lurgi Multistage Coal Injection and Combustion Process (LMC) are discussed. Combined with the LMC process, a wide variety of iron ores and coals - also with high ash contents - can be used in the Lurgi-Dravo travelling grate process.

Jan 1, 1983

By Gordon A. Gross

Banded siliceous manganese-iron bearing sediments recognized as distinctive facies of Algoma type iron-formation constitute low grade resources of manganese in many countries. Manganiferous facies associated with oxide and carbonate facies of iron-formation have iron to manganese ratios ranging from 0.2 to 2 and commonly about one. Manganiferous facies up to 30 meters thick occurring separately or with other iron-formation facies are associated with cherts, carbonates, shales, turbidites, tuffs and lavas. Primary cherty manganiferous facies and their gondite metamorphic equivalents represent significant manganese resources and are protores for higher grade deposits derived by secondary enrichment processes.

Jan 1, 1982