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surface. This results in either cracking or buckling of the road surface. In either case, gravel is brought in to <br />• provide a temporary repair and then a permanent asphalt overlap is placed on the roads' surface. These temporary <br />and permanent repair programs insure that material damage or diminution of reasonably foreseeable use of the road <br />does no[ occur. <br />In reference to the segment of RCR 33 overlaying the 9 Right longwall panel a temporary gravel repair was <br />required and an asphalt patch subsequently replaced this. In reference to the 8 Right Panel, the road buckled and <br />this azea was dug out and gravel placed in the road as a temporary repair. After completion of mining the gravel <br />was removed and an asphalt patch was placed over this area. A crack sealant was used to fill in cracks over the two <br />panels. In reference to the 7 Right panel, no temporary or permanent patches were required as a result of <br />undermining this segment of RCR 33. <br />Final repairs have been made to the road and TCC is awaiting a release from the county indicating they are satisfied <br />with the repairs. No significant impact to the road is anticipated. The reader is referred to the semi-annual <br />subsidence report for additional information about the road ~ <br />Union Pacific Railroad (formerly Southern Pacific) <br />The Union Pacific line was undermined and subsided by TCC's mining of longwall panels 9 Right through 7 Right. <br />For each panel, there was no significant disruption of service or derailments. The observations made during these <br />periods of mining verify the prediction made in the permit. <br />During the subsidence, which resulted from the 9 Right panel, ballast material was brought in on a daily basis [o <br />relevel the track. The track experienced up to 17 inches of subsidence in a 24-hour period, however the re-leveling <br />process kept the track functional. The repair process involved the following steps; surveying track, determining <br />settlement, replacing ballast, tamping, and aligning track. This process occurred until the face was 1500 feet past the <br />railroad track. The track was then surveyed to obtain a fmal profile for the UP's review. <br />• The repair process for the 8 and 7 Right longwall panels was different than the one used for the 9 Right panel. The <br />track was allowed to settle and the gradient of the track was monitored to insure it was in conformance with the UP's <br />specifications. This minimized the amount of ballast needed for re-leveling the track, while insuring safe operating <br />conditions. <br />/ No significant delays were encountered during the repair period for the track for either of the two panels. No <br />environmental problems resulted from subsiding the track, i.e. no derailments. <br /> <br />~~~,~®~~~ APR 2 9 2000 <br />Permit Renewal No. 3 2.05-182.1 11/1/99 <br />