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By M. Misra

Jan 1, 1992

By S. B. Bealko

Mining haul trucks comprise the majority of the equipment used in underground limestone mining operations and are known to emit high levels of noise. A previous study conducted by the National Institute for Occupational Safety and Health (NIOSH) indicates that 70-90 percent of all miners have a noise-induced hearing loss (NIHL) great enough to be classified as a hearing disability by retirement age. These results demonstrate the public health need to protect the hearing of workers in the mining industry, including haul truck drivers. ng of workers in the mining industry, including haul truck drivers. Cab enclosures present an opportunity to isolate the haul truck operator from both truck and other noise in the mining environment. A total of twenty-five haul truck cabs were studied which were divided into three style (treatment) categories determined by soundproofing features and technology for noise reduction: old-, new-, and retrofitted-style. This study examines the contribution of cab acoustics, operator performance, and maintenance to noise reduction for each cab style. Dosimeters were used to measure 8-hr time weighted average sound pressure levels (TWA8 SPLs) inside and outside the cabs to determine if different acoustical treatments affect cab attenuation. Adherence to the Mine Safety and Health Administration (MSHA) Permissible Exposure Limit (PEL) of 90 dB TWA8 (with a 90 dB threshold) was used as the main indicator of overall noise reduction achieved. Dosimetery results indicate only 2% of the samples exceeded the PEL, but samples could still be reduced much further. Descriptive and comparative statistics indicate that noise levels inside the new-style cabs are significantly lower than the other two cab styles. Also, data suggest that there is no difference in noise exposures when comparing the old-style to retrofitted cab styles. Operator influence (opening doors and windows) was a significant factor for increasing noise exposure. This paper demonstrates that properly designed cabs can achieve major noise reductions, but noise levels could still be reduced much further below the MSHA PEL. New-style cabs, equipped with modern noise-reduction treatments, exhibit much lower noise exposures than the other two cabs styles, and the effectiveness of the current noise-reduction treatments for retrofitted cabs is questionable. Haul truck driver observations indicate that improved noise exposure reduction training is needed. Finally, specific targets for future noise reduction research are suggested that will further contribute to the prevention of hearing loss for haul truck operators.

Jan 1, 2008

By Roland Trunk, Marcel Imbach, Yves Boissonnas, Jan Vesely

"INTRODUCTION The expansion of the Suez Canal, which runs between the Mediterranean and Red Sea, is at the top of Egypt’s economic agenda. The £8 billion development plan includes a new channel alongside the existing one which will double the number of ships able to pass each day and several tunnels to connect the Sinai peninsula to the main part of Egypt. The Egyptian government ordered three new tunnels under the Suez Canal in the area of Port Said as part of the Canal Region Development Plan. The three tunnels will contribute to the North Sinai expansion, helping to create a vast industrial zone and completing the coastal road extension from Rafah to Nuewiba. Two of these three tunnels will be allocated for roads and the third for railway traffic. A further part of the Suez Canal development mega project are an additional six tunnels in the area of Ismailia and Suez. The focus of this paper is on the two road tunnels in Port Said and will give an overview of the project and the challenges encountered regarding the technical complexity and tight time schedule both in its design and execution. PROJECT OVERVIEW The tunnels will be built in the area of Port Said (see Figure 1) which is the most northern part of the Suez Canal.The road alignment connects the Port Fuad Road in the east bank of the Suez Canal to the Port Said-Ismailia highway in the west bank with a dual carriageway section. Each of the carriageways has two lanes. The bored diameter of the 2.8 km long road tunnels is 13.050 m and will be driven with two Mix-Shield TBMs. The distance between the two tunnel axes is planned with 42.5 m (discussion about a reduction are ongoing). The width of the Suez Canal is around 340 m at upper level and around 170 m at the bottom. During the TBM drive, three main geological layers are expected. Below a depth of around 40 m in a very soft clay layer, a dense to silty sand layer is predicted. Within the sand layer another silty hard clay is expected in different depths with variable thickness. After finishing the excavation of the road tunnels, the same TBM will be used for the railway tunnel. The lowest points of the road tunnels will be located 59 m below the surface (tunnel invert to surface) and only 18 m of ground cover exists between the tunnel crown and the Suez Canal invert. Minimum ground cover over the tunnel crown is approximately nine meters at the tunnel portals."

Jan 1, 2016

By A. K. Sheik, W. G. Pariseau

A small underground mine in northern Idaho was used as an experimental facility for studying the role of water in the analysis of mine-opening stability. Laboratory test data, borehole measurements and geological mapping assisted in the construction of a coupled finite element model of the rock mass. The model was used to make quantitative estimates of rock stress, strain and displacement changes and to make estimates of the water pressure and flow velocity changes that occurred during historical mining. Stope cuts and wet fills were included in the analysis. The stability of the crown pillars between stopes was of particular interest. The relatively low effective stress and high rock-mass strength showed that water pressure changes were of no great consequence, which is in agreement with experience. The computational tools used in the analysis may be applied to other wet mines with appropriate changes to site-specific data.

Jan 1, 2002

By S. E. Phifer

The Haile gold mine was the largest gold producer east of the Mississippi River before 1942. It was the first gold mine in the Southeast to reopen following deregulation of the gold price by the United States Government. The Haile mine was also the first gold mine in the Southeast to use heap leaching and carbon recovery for gold production. Current production involves mining and heap leaching about 1.8 kt/d (1600 stpd). Carbon is used as a recovery medium. Due to the clay and excessive fines in the oxidized ore, agglomeration using portland cement is required before leaching. Agglomerated ore ranges in screen size from 50 mm (2 in.) to less than 75 µm (200 mesh). The agglomerating step combined with certain other conditions has enabled Piedmont Mining Co. to achieve recoveries of about 90% or better.

Jan 1, 1987

By Fernando H. Muge

The first application of dynamic pro¬gramming to the problem of grade control and scheduling was by Muge et al (1979) and Ribeiro (1982) who applied it to the simple, two-dimensional case of longitudinal open stoping using two sublevels. In this paper the formulation of the problem is extended to cover the general case applied to a cut-and-fill mining method. The criterion for optimization is the total deviation of the average, grades of mining blocks from the overall average panel grade (or the average grade of a set of mining panels or the mine processing working point). This means to schedule the operation by removing a certain number of mining blocks at a time, subject to the geometric (mining) constraints, and such that the total deviation of average block grades from overall average grade is minimum. The method can be applied to complex orebodies with several ore characteristics and the deviation of each one of these characteristics can be further constrained by specifying maximum values. The method can also be generalised in order to take into account any necessary geometric constraints used to define the mining method. In this paper a case study is presented concerning the mine planning of a complex sulphide orebody located in the South of Portugal. As input for the definition of the mining sequence, a geostatistical numerical model of the orebody was built based on a previous ore typology. The short term planning is used to assess specific mining sequences and the production scheduling is performed on the basis of an objective function (e.g. minimization of grade fluctuation).

Jan 1, 1989

By J. W. Leonard, D. A. Newman

Discussion by N. Standish and P.N. Standish Leonard and Newman (1989) describe concepts and plans of their forthcoming project designed to increase the bulk density of broken coal at various stages of its production and handling. This is an excellent idea and something that will certainly be useful to the coal mining industry worldwide. The authors seek to achieve bulk density increase by "reducing oreliminating, through chemical additives and engineering design, particle voidage and enhance particle consolidation trickling between the point of breakage (at the face) and loading (in the shuttle car) to increase coal bulk density and productivity." In the paper, they present some supporting results of bulk density versus moisture, with or without oil addition, from the steel industry research. Unfortunately, the paper contains many misconceptions and half-truths that detract from an otherwise excellent objective of the project of increasing bulk density by reducing particle voidage-"the bottom line evaluator." Correct. Theory Definitions Coal bulk density is the ratio of the mass of a collection of discrete particles to the volume that it occupies (ASA, 1980). There can be no possible argument about this definition. Mass and volume are readily measured both in laboratory and large scale installations. So, to obtain the bulk density, one simply divides the measured mass by the measured volume. It is here that we come unstuck as everybody who has ever had to reconcile book values with the measured stock tonnages knows. Where does the problem originate? Almost invariably in a too casual a reading of the above definition and the words "a collection of discrete particles." The word collection means "a number of objects collected or gathered together, viewed as a whole" (The Oxford English Dictionary, 1989). If one knows the bulk density of a pile of coal viewed as a whole,

Jan 1, 1991

By Patrick M. Hurley

The spreading-ridge, or accreting plate margin, is the primary conduit of metals delivered to the earth's surface. Isotope ratios of lead show primitive mantle values at these sites, indicating that this is true. We can use lead isotopes in any mineral deposit to indicate the degree to which the metal is "primitive" in the sense of having been uncontaminated with U-enriched crust or "crustal" in the sense that it has been cycling at the earth's surface since earlier times. The reason for this is that the upper continental crust has an enrichment in the ratio of U/Pb over that in the mantle, so that old continental leads have a larger radiogenic component. The primitive metals delivered to the surface at the spreading-ridge are transported on the oceanic plate until they reach a subduction zone. Here they become cycled in the "orogen". However, in this process the primitive metals are mixed with metals from the continent so that the average lead isotope ratios are between those in the mantle and the average upper continental crust. Subsequently a part of the metals in the orogen may become fixed in a new block of continent. However there are processes which continue to uplift and erode ancient continental regions so that there is a continuous feeding back of metals to the orogen. We have therefore a cycling of metals from the existing continental crust into the orogen where they are mixed with new contributions from the spreading ridge and mantle.

Jan 1, 1977

By Osamu Shoji, Mamoru Kato

In order to continue improving the quality of telecommunication services to meet the expectations of the people and to increase reliability in the case of emergency such as disasters, Nippon Telegraph and Telephone Public Corporation (NTT) is now constructing cable tunnels which connect main urban telephone offices. However, almost all the large cities in Japan are built in river deltas, so that their chief underground features are low strength fluvial deposit and a high ground water level. In this saturated soft ground, the ground surface at an installation site has occasionally subsided through deep excavations for cable tunneling construction. As these settlements have sometimes caused accidents, especially in densely populated large cities, NTT has made much effort to avoid such accidents. These accidents have occured mainly in flexible sheeting due to its inward movement. Therefore, after the investigation into forecast method of sheeting deflection with accuracy, NTT has reserched a system which forecasts ground surface settlements. This paper describes an outline of the ground settlement forecast system and practical example on the site.

Jan 1, 1979

By Günther M. Volkmann

"INTRODUCTION The construction of the BAB 44 motorway between Kassel and Herleshausen (both Germany) is an important part of the trans-European road network. After its completion, the A 44 will permit an efficient connection of the Benelux States in the West and Poland in the East. In the section between Eschenstruth and Hessisch Lichtenau the Hirschhagen Tunnel is constructed with a length of 4.1km. Most sections of the tunnel are situated in weak ground conditions. Hence a combination of face bolts with spiles (short forepoling) or pipe umbrellas (long forepoling) additionally support the tunnel heading on a regular basis This article will focus on the application of a newly developed method to connect the pipe umbrella support, which is mostly installed by conventional drilling machines nowadays. The installation method limits the outer diameter to a maximum of 168mm and a pipe wall thickness of 12.5mm because workers must be able to handle pipes and its drill steel. Typically these pipes are connected with threads that create a weak link in the support system so during the last decade alternative connection systems were developed to overcome this disadvantage. One of these alternative coupling systems is the so called Squeezed Connection, which will be explained in this article followed by a discussion of its advantages and disadvantages regarding technical specifications, construction time, and safety issues. THE HIRSCHHAGEN HIGHWAY TUNNEL The German highway A 44 directs from Aachen through the Ruhrgebiet to Kassel (all Germany) and it is extended to Herleshausen (Germany). The new section connects the A 7 to the A 4 after completion. This upgrades the east-west highway connection starting at the Benelux Union and heading to Poland so it is an important part of the trans-European road network. The newly constructed section has a total length of approximately 63 km and comprises 13 tunnels. All tunnels are constructed as double tube tunnels with 2 lanes and emergency sidewalks on both sides and 14 emergency cross passages. The Tunnel Hirschhagen starts in the north of Eschenstruth and ends near Hessisch Lichtenau (Figure 1). The length of the northern tube is 4,147 m and that one of the southern tube is 4,204 m. So it is the longest tunnel of the A 44 and the second longest highway tunnel in Germany when it is put into operation. On its alignment it crosses underground the Losse valley with the state road 7, the streetcar Kassel-Hessisch Lichtenau and the Losse stream. The cover above crown varies from 10 m to 95m and it is the lowest when crossing the Losse stream."

Jan 1, 2016

By Paulo Roberto Pereira

This paper is motivated by the belief that increasing drilling and blasting costs will not necessarily bring about better digging or crushing productivity. As a matter of fact it can be counter productive as the ensuing discussion will show. In the two case studies presented herein when powder factor increased, productivity at a rope shovel and at a primary crusher decreased. Experience has shown that equipment (shovel and primary crusher) productivity increases as the powder factor increases and concurrently operating costs decrease. This is illustrated by Figure 1where the graph shows (assuming drilling costs constant) that for increases in powder factor initially operating costs might fall till a certain point and then they start to go up again. By the same token we need to understand what is the behavior of the operation’s productivity. It seems intuitive productivity goes up for increases in powder factor but when an operation reaches the point of minimum operating cost one could say that productivity reached its maximum. For continuing increases in powder factor can productivity still go up or does it go down? This paper presents two examples where the productivities of a surface coal mine and of a quarry are reduced for increases in powder factor. This indicates that these two operations could be operating to the right of their minimum operating costs and maximum productivity and therefore wasting precious drilling and blasting dollars and resources. Moreover, their productivity is following the red dotted line in Figure 1 and the question becomes can they follow the blue dotted line for increased drilling and blasting costs? The industry owes to itself to determine this minimum operating cost point and what can be done in case that the productivity goes down afterwards despite an increase in drilling and blasting costs. In other words, utilize your drilling and blasting resources correctly. In the two examples that follow single explosive loading strategies make powder factor a valid means of comparing the results of productivity as a function of powder factor. Also, external factors such as equipment operator influence are eliminated due to the long time span considered in the analysis

Jan 1, 2005

By D. Craig Camp

Microtunneling has successfully completed both horizontal and vertical curves. This paper covers the historical development of curved microtunneling and a description of one microtunneling project. The completed microtunnel is used for electrical transmission in Japan. The crossing had several concerns including right of way, social disruption, obstructions, the cost of intermediate shafts, and political restrains. In order for this drive to meet all of the imposed restrictions, four horizontal curves and one vertical curve were planned and executed in accordance with the design. Iseki Poly-Tech of Tokyo, Japan designed and built the microtunneling machine to meet the project requirements. Curved microtunneling has been successfully used on fourteen projects in Japan. The reason for a curve has been that the project could not be rerouted, short straight drives could not be used to negotiate the curve, or the project’s social and environmental conditions required a curved tunnel. The following table (Table 1) includes summary information on 14 curved microtunnling projects that have been successfully completed in Japan. The first column is a reference number. Columns two through four include basic project information. The fifth column is the total project distance completed by microtunneling. The sixth column is the project’s microtunneling duration. The seventh column is the machine type and size. All of the machines listed are manufactured by Iseki Poly-Tech of Tokyo, Japan. The size is the internal concrete pipe diameter; all of the projects listed were completed with Japanese standard concrete pipe. The eighth column contains a general description of the soil. The soil type and blow counts are approximately equal to ASTM D 2487 standards. The ninth column lists the radius of the curve and the span distance or the distance microtunneled that included the curve. The radius of a vertical curve is denoted with a “VR”, a span with both a left and right hand curve is denoted with a “S”. Other significant first events are also noted in this column. The first curved microtunneling project was completed in 1982 using a conventional microtunneling machine with standard Japanese concrete pipe and a very long radius curve while maintaining grade for the gravity sewer. The second curved microtunneling project included multiple radii curves, all in the same direction, on a single drive. In 1989, on the fifth curved microtunneling project, a “S” curve was successfully negotiated. On the seventh curved microtunneling project, completed in1995, a tight radius curve was negotiated. In 1996, the eighth project included a vertical curve. The thirteenth curved microtunneling project, completed in 1997, was the first project to utilize a microtunneling machine specifically designed to negotiate curves. The fourteenth curved microtunneling project was the accumulation of all

Jan 1, 2001

By Richard A. Bideaux

During 1977 and 1978, a comprehensive study was made of the drill-hole data obtained by Urangesellschaft, USA, from their Juniper Ridge, WY, uranium deposits. This included uranium grade data acquisition, application of a variety of mineral deposit modeling techniques, and estimates of minable reserves, which pointed towards a possible production decision.

Jan 1, 1979

By Brian T. Hamilton, Richard Piliounis, Cian Murphy

"The Eglinton-Crosstown Light Rail Transit line is a 19-kilometre corridor with a 10-kilometre underground portion currently being constructed by Metrolinx in Toronto through a densely populated urban environment. Tunneling works are being completed through two separate design-bid-build contracts that include consideration for a phased handover to a follow on contractor who will take ownership of the tunnels, including warranties, and will complete the stations and remainder of the system through a PPP delivery model including maintenance of the system for 30 years. Warranty provisions, settlement apportionment, tunnel leakage, potential delays and conflicts between contractors are just some of the risks the team managing tunnel contract integration had to consider when developing the PPP contract. This paper will present an overview of how these risks were assessed and allocated through the contracts and the strategies adopted to minimize risks to Metrolinx while ensuring successful procurement was maintained. INTRODUCTION The Big Move is a 25 year, $50 billion ($-CAD) plan for coordinated and integrated transportation in the Greater Toronto and Hamilton Area (GTHA) in Ontario, Canada. This plan has been initiated by Metrolinx, a division of the provincial government of Ontario, and its vision, goals and objectives are rooted in creating a high quality of life; a thriving, sustainable and protected environment; and a strong, prosperous and competitive economy for the GTHA. The Big Move will triple the length of rapid transit service in the GTHA to 1,725km, significantly increase the percentage of the GTHA population living within two kilometers of rapid transit, reduce commute times to an average of 77 minutes per person per day and decrease greenhouse gas emissions from passenger transportation per person by 29%. Work is currently underway on several projects and more than $16 billion ($-CAD) of the planned investment has already been committed. A key project that forms part of this commitment is the Eglinton Crosstown Light Rail Transit (LRT) Project which is being delivered in the City of Toronto under Metrolinx’s Rapid Transit (RT) Program. This complex and sizeable undertaking has been broken into a number of separate contracts comprising: LRT Vehicles contract; Eglinton West Tunnels Project; Eglinton East Tunnels Project; and a Public-Private-Partnership (PPP) contract to complete the underground stations, at-grade stops, all rail infrastructure and systems and to maintain the entire system for 30 years. The PPP contract, which includes an initial capital portion of approx. $5.1 billion ($-CAD), has recently been awarded to Crosslinx Transit Solutions, a Special Purpose Vehicle (SPV) consortium comprised of SNC Lavalin, Aecon, Dragados and EllisDon."

Jan 1, 2016

By Alex Harrison, K. Payne

Computer generated magnetic field reference signa- tures of steel cord belt splices are used to evaluate lay-up and fabrication irregularities of splices in operating conveyors. Used as a quality inspection tool, magnetic signature analysis is useful in auditing data collected by general non-destructive testing (NDT) consultants. The evaluation can detect irregularities that weaken a splice, as well as detecting signature changes that can be indicative of adhesion loss. The evaluation can be applied to any NDT data available from a variety of commercial sources, which means that independent review of critical splice data is possible.

Jan 1, 1996

By Mehmet Maral

Various types of Tertiary (Miocene) lignite occurrences had been formed and alternated with volcano-sedimentary Bigadiç Formation in the field of study, which resides in the middle and eastern parts of Biga Peninsula. The focus of the study is to identify the geochemical and petrologic properties of coal occurrences and the formation mechanism of the deposits. A comparative study of the deposits will also be studied. Biga Peninsula is a very rich zone in terms of both metallic ores and industrial minerals. Most of the metallic deposits and industrial occurrences in the region have been known and mined throughout the history. This richness of the region is related to the volcanic and tectonic activities that have developed during different geological periods. These activities are the main reasons of weathering and alteration phenomenon.

Jan 1, 2005

By Randhir Sehgal

If the primary purpose of a control system is to assure a fixed-quality product at maximum yield, the real issue involved in control of the fine coal cleaning circuit in a plant is to demonstrate that control is technically feasible and economically beneficial . This paper suggests that it is not easy to do so in most cases. Fine coal, defined here as the 28 mesh x 0 fraction of the plant feed, is generally cleaned using a combination of hydrocyclones and flotation. Both of these processes are relatively insensitive to changes in operating variables. Further, the fines fraction general 1 y forms no more than 20% of the plant feed and, at times, is as low as 10%. The instruments to measure flow rates, densities, and product qua1ity (ash, sulfur, etc.) are not sufficiently accurate to allow effective responses to changing state variables and product quality. It is sufficient to run the fine coal circuits at maximum recovery, and the control of product quality and optimization of yield should be achieved by controlling the coarse coal circuits and measuring the quality of the entire clean coal leaving the plant. This contention is made with particular reference to U.S. plants cleaning coal for the utility industry and should be viewed in this context only. It is explicitly admitted that this strategy is mathematically non-optimal in the sense that all size fractions are not necessarily cleaned at equal elementary ash, and would result in a loss of yield. However, under the conditions of conventional coal cleaning practice, this is a sensible approach.

Jan 1, 1988

By D. M. Ziebarth

"During the mid to late 1960’s, the underground potash industry in Saskatchewan was born. For the next four decades the industry operated at a steady pace supporting a large part of the world demand; until 2008 when the potash market heightened. Operators were motivated to capitalize on this increased demand, new mines were proposed while existing mines were planning upgrades. Potash Corporation of Saskatchewan (PCS) was one of the major producers planning upgrades to their production facilities quickly, including modifying the existing headframe and shaft at the PCS Cory Site to accommodate a new 1500 tonne per hour hoisting plant. Upon completion of the project, the innovative operations group continuously reviewed methods to increase production and reduce operating costs, allowing PCS to continue being competitive on the world market. This paper will describe the design challenges encountered during the development of the infrastructure around an operating facility whilst minimizing down time, schedule, capital and construction costs. This paper will also explore the strategy to increase capacity of the newly commissioned hoisting plant. BACKGROUND Potash production is a major Saskatchewan industry, and has played a significant role in the economy for over 40 years. Production commenced in 1962 when water problems were overcome at the International Minerals and Chemical (IMC) mine near Esterhazy, Saskatchewan. A surge of development by other companies resulted in twelve companies opening ten mines by 1970. In 1975 Potash Corporation of Saskatchewan was created by the government of Saskatchewan and shortly thereafter purchased several mines in Saskatchewan, including the Cory Mine (Cory), near Saskatoon. Cory has been in operation since 1968 and is located 12 km (7.5 mi) west of Saskatoon in central Saskatchewan. The mine is located in the center of the world’s largest potash deposit, 1,000 m (3300 feet) below surface. PCS has embarked on sizable capital expansions of more than CDN $7 billion. The Cory CDN $1.6 billion expansion was expected to raise operational capability of the site to 2.7 million tonnes per year, an increase of 1.9 million tonnes per year (MTPY). To achieve 2.7 MTPY of finished product and considering the 22.6% average production recovery1, 12 MTPY of ore must be hoisted to surface for processing. To deliver this rate required upgrading of the hoisting plant to 1500 tonne per hour (TPH). To accomplish this ambitious challenge, creative thinking, careful planning and a cohesive team was needed to work together to ensure the schedule, budget and most importantly the work was completed safely"

Jan 1, 2017

By Markku Virtanen, Pertti Koivistoinen

From the perspective of a large mining company the comminution circuit design is worth keeping within the boundaries of the organisation. The correct circuit design begins from the understanding of the role of grinding. Grinding is a link only in the long "comminution chain," starting from solid rock and ending at the concentrating stage. The final target in comminution is to take a part in the maximization of Net Smelter Return, which goal provides the simultaneous considering of capital costs, operating costs and the economic effect of process results. As a general rule there will be a single crushing stage only, ahead of the grinding process. Grinding does not use any metallic grinding media at all, and there will be fine crushing for critical material in the grinding circuit. Grinding has a minimum two stages, besides, at many concentrators middling products and quite often also tailings are reground.

Jan 1, 1997

By Bill Tucker, Mike Black

"PROJECT OVERVIEW Crossrail, Europe’s largest construction project, will increase London’s transportation capacity by 10% when it opens in 2018. The Crossrail scheme is a combination of surface and underground railway that stretches 118km east-west through central London from Reading, Berkshire and Heathrow airport in the west to Shenfield, Essex and Abbey Wood in the London Boroughs of Greenwich and Bexley in the east. Crossrail will serve 40 stations, ten of which are new, and bring 1.5 million people within 45 minutes commuting distance of London’s key central business districts. 21km of the Crossrail route comprises twin-tunnels beneath the heart of central London. It is the central section of the route, and the challenges that had to be overcome to construct its tunnels under the historic capital that forms the subject of this paper. The route of the Crossrail tunnels can be seen in Figure 1. These tunnels weave their way through the city’s underground landscape, linking eight new underground stations which connect to the existing London Underground network, providing interchanges with nine existing lines as well as the National Rail and Docklands Light Railway networks.Crossrail began construction of enabling works in May 2009 and launched the first of eight tunnel boring machines (TBMs) in May 2012. 42km of major tunneling work was completed in May 2015, and included 11km of sprayed concrete lined tunnels at the five mined stations (Bond Street, Tottenham Court Road, Farringdon, Liverpool Street and Whitechapel) in addition to the bored tunnel sections. The remaining three sub-surface stations at Paddington, Canary Wharf and Woolwich were constructed as large open boxes prior to the TBMs passing through. Crossrail, Ltd. is a special purpose company formed by the project’s joint sponsors, Transport for London and the Department for Transport, to manage design, construction and commissioning of the project. In 2009, Crossrail engaged Bechtel Ltd. as its delivery partner and a joint venture, Transcend (comprised of CH2M, AECOM and the Nichols Group), as its programme partner. The project is being managed by an integrated programme management team which is staffed by Crossrail and its partners. The railway, when opened, will be operated by Rail for London. With tunneling completed in accordance with the project’s master control schedule, the new railway is scheduled to commence dynamic testing in late 2017, with a phased opening of the tunneled sections and stations through Central London in 2018."

Jan 1, 2016