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By Paul C. Schmall, Arthur B. Corwin, Hugh S. Lacy, Derek Maishman

For reasons of hydraulic design and constructability, water supply tunnel systems are often located relatively deep, in competent rock. Where the rock lies below a thick cover of water bearing soils, artificial ground freezing offers a low risk, cost-effective method of constructing access shafts. Several examples, in Kansas City, MO and in Brooklyn and Queens, NY, illustrate the use of freezing to provide structural support and ground water exclusion. In the case histories presented, the shafts range from 6m to 12m (20 to 40 ft) in diameter and soils vary from clays to boulder beds with depths in excess of 73m (240 ft) to competent bedrock. Where tunnels for infrastructure are designed to be driven in rock, vertical access may encounter a considerable thickness of overburden soils with groundwater. In such cases, shaft sinking problems are analogous to those confronted by mining engineers over 100 years ago. At that time, newly developed refrigeration machines were set to freeze the ground water and stabilize running sands. Although modern technology has refined our efforts, the basic features of the ground freezing to be described here are the same as those used in the last century. Vertical holes drilled on a circle surrounding the shaft site are equipped with leak-free steelpipes through which a refrigerated brine is circulated. In this manner, a frozen cylinder, seated in rock, is formed when the earth freezes between adjacent pipes. Shaft excavations take place inside a self-supporting, ground-water excluding structure. For mines, no better method of sinking production shafts through deepwater-bearing ground has yet been established. Indeed, major deposits of coal, potash, and salt would have remained inaccessible to this day were it not for the continued use of artificial ground freezing. If mine shaft freezing became relatively commonplace, early applications to civil engineering were few. Mussche and Waddington (1946) mention only five projects between 1892 and 1935; three of these relate to subway or vehicular tunnels in Paris, Antwerp, and (the most extensive) at five locations of the Moscow Metropolitan Railway development. In the United States, the method was used to spectacular effect in 1936, freezing about 3,000 cubic yards of silt to stop a slide

Jan 1, 1999

By John W. Wilson

Every operation connected with the working of a deep-level mine has, to a greater or lesser extent, a direct bearing on the costs of production, and hence, profitability of the mine. If adequate mine planning is not done in the early stages in the life of a mine, considerable expenditure can result from the cost of maintaining mine service tunnels, production delays in stopes caused by poor strata control, distortion of fittings in hoisting shafts, rockbursts and so on. In fact, the optimum profitability of a deep-level, hard-rock mine can only be achieved if the layout of the shaft systems, ore passes, tunnels, stoping areas and other underground excavations are designed to withstand or accommodate the rock stress conditions that will be created by mining operations. In South Africa where the deepest mines in the world are located, access to the underground workings of most deep-level gold mines is via vertical shaft systems and a network of tunnels connecting the shaft systems to the stoping areas. In current practice, there are two basic methods of extracting the gold-bearing reef,* namely, the scattered stoping method and the longwall stoping method. The choice of the stoping method is governed largely by the anticipated gold distribution and payability of the reef in the area, the geological conditions, the degree and complexity of faulting and dyke intrusions, the depth at which the gold-bearing reef is to be mined and the inclination and width of the reef. The longwall system was first introduced at the East 717 Rand Proprietary Mines Limited in 1942 in an effort to combat the rockburst hazard which appeared to increase with increase in depth. This mining method became standard practice on that mine for stoping operations 700 ft. below the surface. Since that date, several deep mines on the Central Rand, East Rand and West Wits gold mining areas have adopted this method.

Jan 1, 1977

By Charles H. Dowding

INTRODUCTION "On many projects, the tendency is to drop interest and support of the geological service as soon as it seems safe. That . . . is a short-sighted policy . . . It would be of further service perhaps to learn whether predictions were reasonably true to life." --C.P. Berkey, 1938 (3) This paper quantitatively compares predicted and encountered shear zone size and location and rock type for tunnels in the Colorado Mineral Belt. The Colarado Mineral Belt is composed of igneous formations with associated metamorphic rocks and faulting. As such, it represents the most complex of provinces for at-grade predictions (27). Shear zone and rock type data are assumed to be statistically homogeneous because of the common geology of the seven tunnels. It is often felt by geologists and engineers that the amount of information from which a geological model is created is so low that any statistical inferences are unstable. In other words, the addition of new data may drastically alter the means and variances suggested by the model. Therefore, predictions are rarely couched in quantitative statistical terms but modified with "probably," "most likely" or "possibly." Comparison of predicted and encountered data from past geological models will permit the "probably's" to be quantified and distilled from the art of geological prediction. To date, two other studies of the validity of predictions have been made (26 and 16). Together, these two studies indicate that

Jan 1, 1976

By G. S. Grainger, R. A. Cummings, F. S. Kendorski, R. L. Butts

Georgia Power Company's Rocky Mountain Project, located approximately ten miles northwest of Rome, Georgia, in the Valley and Ridge Physiographic Province, is a pumped-storage facility rated at approximately 800 megawatts of peaking energy. Geological field explorations and borings enabled the division of the rocks along the tunnel and shaft alignment into distinct lithologic units and defined the ground--water regime. Field explorations included a detailed analysis of the rock mass discontinuities at available rock unit exposures. Testing of rock strengths was performed in several phases in both the field and the laboratory. The field testing consisted of point-load testing, geophysical testing, in situ load testing, and hydro-fracture testing. Laboratory testing determined the Brazilian split-tensile strength, the unconfined compressive strength, the triaxial compressive strength, the joint-direct shear strength, and the pulse velocity. The rock mass along the tunnel and shaft was also characterized by empirical classification systems. The classification systems included the Rock Mass Rating (B1IR) and the Rock Mass Strength Determination (RHSD). The results of the field explorations, field testing, laboratory testing, and rock classifications were used to divide the rocks into two structural groups. These rock groups were defined as volumes of rock wherein the rock mass behaves similarly in response to the excavation. Each group, therefore, required separate rock engineering consideration.

Jan 1, 1986

By Jim Salley, Mohammad Saleem, Indra Banerjee, Kevin Sapp

"On underground construction projects, effective Quality Management is essential for ensuring facility durability, life cycle performance and low maintainability. Furthermore, follow on contracts also rely on an effective quality management system for interface congruency. An effective Quality Management System (QMS) is also essential in mitigating risks and meeting schedule and budget performance objectives. For the past 15 years Central Puget Sound Regional Transit Authority’s Link Light Rail extension has successfully completed over 10 miles of twin bore tunneling and associated underground features including cross passages, deep sump structures and shafts. After the completion of each segment, lessons learned have successfully been implemented to improve the quality of delivered projects. This paper presents the Sound Transit QMS with regard to a number of project elements of tunnel construction projects, with specific focus on quality performance of slurry wall construction, TBM tunnel excavation assessment, segment production and segmental lining installation, and other associated construction features. A collaborated total QMS will be presented in this paper that will serve as a guide for successful implementation of Quality Assurance and Quality Control processes. INTRODUCTION Implementation of a robust Quality Management System reduces defects, errors and omissions, identifies and addresses nonconformance in a timely manner and increases stakeholder confidence in the project. In fact and effective QMS helps ensure that optimal project outcomes are realized both in terms of project delivery and life cycle performance. The two key components of QMS are quality control and quality assurance. Quality Control (QC) is the procedure implemented to achieve a certain level of quality and ensure that products, processes and services meet specific requirements. Quality Assurance (QA) activities are carried out to evaluate the effectiveness of the quality control measures and ensure that the QC process is working. A team obligation that recognizes that quality is built into every aspect of a project is the basic concept of a successful QMS."

Jan 1, 2016

By G. L. Dollinger, W. H. Hamilton

INTRODUCTION Design and development of new products generally proceeds through a phase of initial development and discovery based on the evolution of existing arts, followed by technical innovation and development based on both pure and applied research. The development of the mechanical tunnel boring machine (TBM) has followed a similar pattern, with the first machines closely resembling continuous coal miners. In general, however, the design of TBM's to date has been more a result of evolution and discovery than of new technical innovation, even though large sums of money have been spent on research and development. In particular, the results of experimental laboratory and field investigations have had little effect on tunnel boring machine design, and the better performance of TBM's today over those of 10 or 15 years ago, is due more to increased mechanical reliability and greater operating experience, than to improvements in penetration rates and rock fracture capability. The improvements made, have been mainly by the machine and cutter manufacturers who recognize the greater efficiency and economic advantage of utilizing large single row cutters with high load capacity along with large edge spacing. Are there any improvements to be made, therefore, in TBM performance without new and dramatic technological breakthroughs? Can TBM manufacturers design greater performance into their machines by a logical extension of the present art, and by applying what has been learned in the laboratory and field? Some, for example, believe that the kerf cutting system of boring rock is at, or close to, its opti¬mum and little improvement can be made in the present TBM concept.

Jan 1, 1979

By Alexander N. Winchell

"THE MICHIGAN COPPER DISTRICT.Location. The copper mines of Michigan are all in the north¬ern part of that state on the Keweenaw Peninsula, which extends from the (Michigan) mainland for about seventy miles northeast¬erly toward the middle of Lake Superior. The mines occur in a belt or zone occupying the central portion of the peninsula from end to end.. The most productive mines for many years past have been those located not far from the city of Houghton in' the central part of the zone, in a section extending about ten miles southwest of Houghton and fifteen miles northeast. The most important mines in order of.location, from the northeast to south¬west, are the following: Mohawk, Ahmeek, Allouez, North Kearsarge, Wolverine, South Kearsarge, Centennial, Calumet. and Hecla, Osceola, Franklin, Quincy, Hancock, Isle Royale, Superior, Baltic, Trimountain, and Champion. The first three named are in Keweenaw county and all of the others are in Houghton county. Still farther to the southwest are the Lake, Mass, Adventure, Michigan, Victoria, and White Pine mines. These are in Ontonagon county.History. The exploitation of these copper mines extends back into prehistoric times. There is little evidence that the American Indians carried on mining operations in this region in the period shortly before the advent of white men, but there is abundant evidence that the ancestors of the Indians, •or some earlier inhabitants of the region, carried on primitive mining operations. For example, Mr. S. O. Knapp, Agent of the Minne¬sota Mining Company, in the winter of 1847-48, made the first discovery of prehistoric mining. This event is described as fol ,lows by Foster and Whitney : Location: As shown on the accompanying map, the Mar-quette district extends from the region of Marquette on Lake Superior westward for about forty miles. The main basin of the district is only about three to six miles wide, but outlying areas which are commonly regarded as belonging to the same mining unit, make the north and south dimension of the district about twenty miles. The most productive portion of the area is in the vicinity of Negaunee and Ishpeming, .about ten miles from Mar¬quette, but important mines are found also all along the range as far west as Michigamme and also to the south in the fold known as the Republic Trough. Comparatively recent developments indicate that important ore bodies have been developed in the outlying Swanzy district about eighteen Miles nearly due south of Marquette.The Marquette Iron District.History: The first discovery of iron ore in the Lake Supe¬rior region was probably that made in 1844 near the site of Ne-gaunee by the government surveying party in charge of William A. Burt, sent out under the direction of Douglass Houghton. This surveying party was using a solar compass, invented by Mr. Burt, and noticed variations in the direction of the magnetic needle at various times and places, but. on the 19th of September, while running the east line of Township 47 North, Range 27 West, the needle varied from its normal position until it stood nearly at right angles thereto."

Jan 1, 1920

By Emre Karakaya, Niyazi Bilim

Boreholes are used for many purposes in mining operations, petroleum engineering, and construction works. Numerous factors affect the performance of drilling equipment. Researchers continue to work on the variable drilling parameters that can be adjusted in order to reach more efficient drilling operations. Penetration rate is an essential indicator in drillability analysis and estimating. This parameter is of great importance in mining projects. There are almost no models that can estimate the penetration rate for core drilling operations. Under the abovementioned circumstances, this paper focuses on developing models that allow estimating the penetration rate based on rock material properties. During the conduct of this study, drilling experiments under 11 different pressure forces were performed on 8 different rock units, and the equations which estimated the penetration rate depending on the physico-mechanical properties of the rock samples were derived. Experiments were carried out under different pressure forces to investigate the effect of the pressure force on the derived estimation models. The obtained results allowed deriving equations that ensured estimating the penetration rate based on the physico-mechanical properties of the rocks and the applied pressure force. Using these equations, the penetration rate in core drilling operations can be estimated.

Sep 30, 2020

By H. Sahay

The current Canadian coal production is approximately 57x106 tonnes per annum of which some 25 million tonnes is exported. Two thirds of the Canadian output is classified as thermal and one third as coking or metallurgical coal. The Canadian coal industry, like the industries in some other industrialized nations, has gone through a cycle of ups and downs. The current world vide recession and stable oil prices have somewhat dampened the plans for a further growth of this industry - albeit temporarily. No new mines are expected to be developed within the next few years. However the production is projected to increase to 60x106 tonnes in 1985 increasing to an estimated 75 to 80x106 tonnes by 1995. The Canadian mines are highly mechanized and are willing to employ the modern technology to maintain its competitive position in the world's coal market. This paper reviews the recent technical developments which continue to improve resource recovery and productivity.

Jan 1, 1986

By R. V. Ramani, S. Skankar

Available literature on the effect of re-entrainment on overall airborne dust concentration in mine airways or the fundamental mechanisms of coal dust re-entrainment in mine atmosphere is scant (Shankar and Ramani, 1991). Therefore, as part of the Respirable Dust Center's ongoing research, the following three-part study was undertaken: •a study of the re-entrainment phenomena of anthracite and bituminous coal dust particles in a wind tunnel under the influence of varying air velocities; •a study of the same in the Lake Lynn Laboratory Mine of the USBM with both air flow and walking by personnel causing re-entrainment; and •the mathematical modeling and computer simulation of the re-entrainment phenomenon. In this paper, results from the re-entrainment studies in the wind tunnel and the Lake Lynn Laboratory mine are presented. Comparing the results from the two studies, it was observed that increasing the air velocity increased the rate of re-entrainment (Shankar and Ramani, 1994a) and the rate of re-entrainment decreased with the time of exposure of the source dust to the flowing air. In addition, when the source dust was composed of particles of different sizes, the airborne dust concentrations due to re-entrainment were higher than when the source dust was composed of particles of the same size. The contribution of airborne dust concentration due to airflow was negligible compared to the contribution due to walking.

Jan 1, 1996

By Tom B. Corry

INTRODUCTION Located approximately 48 km (30 miles) south of Dallas, Texas, use to be the site of the Superconducting Super Collider. For those of you unfamiliar with the project, this was a multi-billion dollar project taken on by the U.S. Government for the further advancement of technology, medicine, and science. Major components of the project consisted of a Linear Accelerator known as the LINAC; three accelerating rings known as the Low Energy Boosters (LEB), Medium Energy Booster (MEB) and the High Energy Booster (HEB); the East and West Campuses where the Inner Reactor Halls would have been located; and the 87 km (54 mile) main collider tunnel. Unfortunately, this all came to an end on December 6, 1993, with the termination of the project due to the Government's cancellation of funds. This paper will deal with the two of the underground contracts before the termination. These two contracts were the 1122 contract which ran from N25 to N40 and the 1130 contract which ran from N40 to N55. (See figure 1) The 1122 contract was awarded to us in July of 1992 and consisted of the excavation and support of six (6) shaft varying in diameter from 5.5 m (18 feet) to 8 m (26 feet) and ranging from 39.6 m (130 feet) to 61 m (200 feet) deep and the driving of approximately 13,100 m (.43,000 If.) of main collider tunnel. Our second contract, the 1130, was almost identical to our first

Jan 1, 1995

By C. P. Siess, S. L. Paul, E. H. Gaylord

Several types of tunnel supports are being investigated experimentally and analytically at the University of Illinois at Urbana-Champaign under the sponsorship of the Federal Railroad Administration, Department of Transportation. The results of work on two types will be discussed here. These are steel sets and continuous, monolithic steel-fiber-reinforced concrete liners. The latter is a model of a short length of liner that might result from a continuous slip-forming operation in a tunnel excavated with a boring machine. Tests have been performed on both types of support and analyses are being developed which will greatly broaden the scope of the test program. The objective of these studies is to improve the understanding of basic behavior of these supports, and to develop techniques for their analysis. The analyses will then be used to perform parameter studies that will lead to more rational procedures for structural design. The tests provide a check on the accuracy of the analysis and demonstrate the overall behavior and modes of failure. Another part of the project is concerned with the interaction of support and medium, and thus prediction of loads for the supports. These studies are presented in greater detail in a recent report (1). A brief outline of results obtained to date are presented in this paper. STUDIES OF STEEL SETS Description of Set Tests The sets tested were of the horseshoe type with a 5-ft radius arch section and 7-ft straight legs. They had bolted joints at the crown

Jan 1, 1974

By W. A. Hustrulid

Introduction A problem that has faced mining engineers and mining geologists for many years is how to best explore a particular prospect so that the basic decision as to whether the material present is ore or only high-grade rock can be made with some confidence. It is obvious that one could not begin a large scale mining program on the basis of tests made on a few hand samples. On the other hand, one could not be 100 percent certain as to the average grade or tonnage before beginning development, as this would require the orebody to be mined out in the sampling process. The basic objectives of the exploration program can be stated as (1) to reduce mining risk; (2) to lessen the cost of development; and (3) to increase the profits of mining. The exploration program should be terminated when these objectives are no longer being met. The construction of tunnels is a specific mining operation. In the exploration program one should gather the data needed to determine (1) the type of excavation technique(s) to be used; and (2) the rate of advance that might be expected. As in the evaluation of an orebody, with the data collected it should be possible to estimate mining costs and project life. Unfortunately, at the present time, it is not possible to do this at least when dealing with medium to hard rock types. The reason for this, it is felt, is basically the inability to identify what specific rock mass properties are of use in tunnel design and to specify how these may be obtained in an exploration program. In short, the exploration program should be designed to give information regarding both the volume (length) and 'grade' (in

Jan 1, 1997

By Jesus M. Rohena

Concrete pipes and small boxes have been installed by the jacking method. This paper will describe a recent project were large concrete boxes were installed by the jacking method. This project is in the city of Boston, MA. By now everyone in the USA knows something about this project. The project official name is The Central Artery/Tunnel Project (CA/T). This is the biggest public work project in the USA right now, with an estimated construction cost of 14 billions. The main objective of the CA/T project is to replace an existing artery built in the 1950s to increase capacity and safety. One section of the new artery will cross under several railroad tracks near the South Station. To construct the section of the new artery under these tracks, big concrete boxes were installed by the jacking method. The jacking method can be used to install pipes, small concrete boxes, and the CA/T project has demonstrated that big concrete road tunnel boxes can be installed by jacking.

Jan 1, 2003

By Allen W. Hatheway, John A. Albritton, Lloyd B. Underwood

Missouri River Division (FORD), U.S. Army Corps of Engineers (COE), has completed (October 1982) a study for the U.S. Air Force Ballistic Missile Office, in which desireable and needed changes in contracting methods for underground construction were identified. Due to the importance of geotechnical considerations in such construction, a good number of the resulting recommendations relate to geotechnical considerations. Corps contracts have traditionally served as models for contract documentation by public agencies and in private enterprise. Several standard features of present-day contracting methods were Corps innovations. Corps officials are generally in agreement with the recommendations of the Better Contracting reports published by the U.S. National Research Council (NAS/NRC), through its U.S. National Committee on Tunneling Technology (USNCTT). However, the findings of the 1982 MRD study indicate that additional changes are warranted for underground construction contracting methods; changes that deal specifically with site geological conditions, both known and to be reasonably anticipated, as well as with their associated impacts on construction. The 1982 MRD report identifies the need for nine specific improvements in geotechnical aspects of contracting; improvements based on recognition of geological conditions.

Jan 1, 1983

By Adrian Coombs

The York Durham Sewage System (YDSS) Interceptor Tunnel Project is located in the Town of Richmond Hill, Ontario, Canada, just north of Toronto. Construction commenced in September 2006 and completion is planned for early summer, 2008. The project involved public and agency buy-in of construction technologies and methods that minimized dewatering, design and construction of sealed shafts with jet grout break-in and out blocks in order that Earth Pressure Balance (EPB) mode could be maintained by the Tunnel Boring Machine (TBM) during shaft entry and exit. This paper will discuss the advances that were made possible through the opportunity to apply and test these technologies in order to accommodate the aquifer and artesian conditions present on this project.

Jan 1, 2008

By G. C. Tipper, A. P. Deane, A. G. Myers

SCHEME DESIGN London’s Heathrow Airport, as the world’s busiest international airport, is missing one vital aspect - a dedicated rail link which connects directly to the city. All this is about to change with the construction of Heathrow Express - a fast, high quality rail service between the airport and the centre of London. It was recognised in the mid 1980s that if Heathrow was to accommodate the forecast growth in passenger numbers and the resulting increase in road traffic, a dedicated airport rail service would be vital. The main access into the centre of Heathrow is via a road tunnel with a direct link to the M4 motorway. The airport has introduced a number of traffic management schemes, but these can only achieve so much benefit. Growth in air passenger traffic is predicted to continue at an average of 4% per annum well into the next century and it was clear that significant investment was needed. Heathrow Express at a cost of over £350 million will provide this when it starts its service in June 1998. The business case for the scheme is based on a rider ship of around 15% of air passenger traffic. The initial Heathrow Express service will be based on four trains per hour, up to 8 car train lengths, providing a high speed non-stop service between the airport and central London in just 16 minutes. Initially a joint venture between the British Railways Board and Heathrow Airport, by mutual consent of the two parties, Heathrow Airport recently purchased the British Railways Board share making this one of the largest private sector rail projects currently under construction in the UK. Leaving Paddington, the main rail terminus in West London, Heathrow Express trains will travel 12 miles on the newly electrified line to airport junction, north of the airport. At this point they will leave the mainline to enter a 5 mile tunnel section that runs underneath the heart of the airport. The railway companies are responsible for track work, signalling and electrification of the 12 mile main line section including a grade separated junction over the main tracks for the Great Western Railway which links London and South Wales. Heathrow Airport is re-

Jan 1, 1997

By A. K. Ghose

The increasing application of roadheading machines in the coal industry has prompted the development of an appropriate selection methodology for such machine applications in specific locales. Accurate geological sections and comprehensive rock testing are required for all machine tunneling. Using suitable geotechnical parameters and index tests, sensitive both to excavability and standability of the strata, a classification scheme has evolved to help evaluate the rock mass vis-a-vis application of a given weight-class of roadheading machine. The classification parameters include point load index, brittleness, abrasiveness, average crack density, and ground water, which with assigned numerical ratings, lead to a quantitative global rating of the rock mass. For each rock mass class, the selection of an appropriate roadheading machine is recommended. The paper illustrates the application of the rock mass rating system and also describes simple index tests for evaluating the classification parameters for brittleness and abrasiveness. Manuscript not received in time for publication.

Jan 1, 1983

By Tanya Arsh, Thomas P. Kwiatkowski, Heather Marsh, Barry Doyle

The Big Walnut Sanitary Trunk Sewer Extension Project consists of two segments, the first a 10' excavated diameter tunnel in rock through the gas producing Ohio Shale formation and the second will be microtunneled through unconsolidated water-bearing deposits. Relatively large quantities of methane gas have been encountered in the Ohio Shale. In the softground segment, the sands and gravels contain large water storage capacity and contain shallow residential wells. This paper will present an evaluation of potential gas inflows in the rock tunnel, design considerations for contract documents preparation to inform bidders as to the volumes of gases which may been countered and design options for construction of an impermeable shaft excavation support system to insure residential wells remain in service.

Jan 1, 2001

By B. Seymour

The National Institute for Occupational Safety and Health (NIOSH) is conducting research to develop safe practices for the use of shotcrete as ground support in underground mines, particularly mines operating in weak host rock. As part of this research, tests were conducted with a commercial poly-fiber reinforced shotcrete mix to develop a practical means of measuring shotcrete adhesion strength. Full-scale tests were conducted in a test frame equipped with concrete panels having three distinct surface roughness profiles. Adhesion test fixtures either embedded or epoxied in the shotcrete were overcored into the underlying concrete, and direct tensile tests were conducted to determine the bond strength of the shotcrete cores to the substrate after a selected shotcrete curing interval (1, 3, 7, 14, 28, or 90 days). Measured adhesion strengths typically ranged from 0.5 to 2.0 MPa depending on the curing age of the shotcrete samples. This paper presents the results of these tests, describes the portable test system components, and addresses some of the design issues encountered in the development of a rugged and reliable method for determining shotcrete adhesion strength in underground mines.

Jan 1, 2010