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By Siegmund Babendererde, Jan O. Babendererde

Extruded Concrete Lining combines technological and financial advantages. The tunnel lining is reliably embedded in the surrounding ground as the fluid concrete is extruded at constant pressure directly behind the TBM supporting the exposed surface. Ground deformation from the TBM passage can be compensated and the ground will be pre-stressed by the extrusion process. Developments in concrete technology permit high speed tunneling by use of a slip formwork attached to the TBM. Realised projects in Milano (Italy), Lyon (France), Frankfurt (Germany) and Akima (Japan) will be demonstrated.

Jan 1, 2001

By J. D. Vincent

The Henderson mine site is located at Red Mountain on the eastern slope of the Rocky Mountains, approximately 50 miles west of Denver, Colorado. The mill site is on the west slope of the Rockies and mine and mill will be connected by an underground railroad. All designs were for a 30,000 ton per day molybdenite processing plant with provisions for future expansion up to 50,000 ton per day if required. This plan did not just happen, but slowly evolved over the course of about three and one-half years. Many plants cannot afford such a delay, but the Henderson project will take about 10 years from the time it was first discovered until production starts, and these 3 !1 years were well spent in determining the best possible plant site and flowsheet. This paper describes some of the problems and the decisions made in arriving at the final location and flowsheet. The paper does not go into the specific details of how protection of the environment went hand-in-hand with all other project considerations. This particular aspect of the planning has been well-reported on other occasions and considerable information on it is readily available.

Jan 1, 1972

By B. Goertz

Since the turn of the century the mining industry in the United States has had a number of serious mine explosions, fires and ground fall disasters that have led to a major re-evaluation of mine communication and rescue practices. One of the hindrances of current underground communication technologies is the potential of lost or cut connections when a serious accident, such as an explosion, fire, inundation or major ground fall, takes place. The Mine Improvement and New Emergency Response Act of 2006 (MINER Act)1 mandated that each underground coal mine in the U.S. must provide for two-way wireless, post-accident communications between underground and surface personnel as well as electronic tracking of underground workers One area that has gained renewed attention in the mining sector is Through-The-Earth (TTE) communication. TTE technology has a major advantage in that transceiver devices can be carried by miners and set up quickly during an emergency, since they require no wire connection to the surface. TTE technology uses ultra-low frequency (1 to 4 kHz) electromagnetic waves, requiring relatively large wire loop antennas and highly sensitive receivers. The signal bandwidth is narrow and the permissible antenna currents in coal mines are restricted, which has led to limited usability of TTE technology in the past, as evidenced in research studies conducted by the U.S. Bureau of Mines in the 1970s. Yenchek (2012)2 pointed out that recent advances in receiver and signal processing technology have enabled voice and text communication capabilities and much improved sensitivity that offers new possibilities for TTE communication in mining applications. One company that has been developing such technology is Vital Alert Communication Inc. Vital Alert has been providing TTE communications since 2003 with a growing focus on emergency response and portable systems. The company?s Canary® Go System is one such product that looks to provide reliable communication capabilities in a portable, user friendly unit that can be utilized both for normal operation and mine rescue scenarios. Researchers at the Colorado School of Mines (CSM) have tested the Canary Go TTE communications system in the CSM Edgar Experimental Mine to determine signal propagation distances, signal quality and aspects of practical application.

Feb 23, 2014

The Penetrating Cone Fracture (PCF) technology 1 is a new method of rock excavation developed by Sunburst Excavation, Inc. of Denver, Colorado. PCF is a rock excavation method which employs tensile breakage mechanisms under controlled conditions to enable the continuous excavation of rock?in underground and some surface applications. The technology has developed rapidly over the last two years to the point where it is now being prepared for commercial application in the mining and civil construction industries. The initial commercial application of PCF will be undertaken at the Perseverance Nickel Mine of Western Mining Corporation Limited in Western Australia beginning in May, 1994.

Jan 1, 1994

By Nathan Painter, Kevin Andrews, Andrew Karpa

Groundwater flow in bedrock units is an important factor to be considered for most mining situations, both underground and open pit excavations. Characterization of the hydrogeologic system into which a mine will advance is an important factor for slope and entry stability, mine dewatering design, and potential environmental considerations including stream loss and water well damage. In addition, hydrogeologic characterization of bedrock is important for locating water wells and for groundwater contamination mitigation. Hydrogeologic characterization for a site begins with a desktop study and often evolves to include drilling, geologic logging, monitoring well installation, groundwater sampling, pump testing, and packer (Lugeon) testing. In addition to these methods of hydrogeologic data collection, downhole geophysical logging of exploration and monitoring well boreholes provides detailed information associated specifically with in-situ conditions of each hole. The basic suite of geophysical logging tools used for hydrogeologic characterization often includes Optical or Acoustic Televiewer (O/ATV), full wave sonic, gamma-density, fluid temperature, resistivity, specific conductance, and flowmeter. For many hydrogeologic settings, groundwater flow in the bedrock is dominated by discontinuities, or fractures, in the rock. O/ATV logging allows for determination of the frequency (clustering), orientation, and aperture width of in-situ fractures, while sonic logging allows for estimation of intact rock strength. Fluid temperature logging and flowmeter measurements provide insight with regard to potential groundwater inflow zones, and other tools provide information for geologic unit contacts. This paper outlines the process and benefits of using downhole geophysical logging for hydrogeologic characterization and provides generalized examples from industry experience.

By W. W. Dudley

The U.S. Geological Survey, in support of underground testing of nuclear explosives, has developed a technique (Dudley, 1910) to predict the inflow of ground water to large underground chambers that are cylindrical in shape. By treating the chamber as a large-diameter well pumped at constant drawdown, the nonsteady discharge can be computed by the method of Hantush (1961) for analyzing flowing wells under leaky artesian conditions. In mining applications, whether for mineral recovery or for nuclear testing, the most serious departure from the conditions of Hantush's model results from the gradual enlargement of the opening under drained conditions. Inherent in the analytical technique is that the "well" is fully completed at the time that dewatering begins. Because safety is the prime concern, however, initial pumping systems or personnel evacuation procedures must be designed to handle the greatest conceivable inflow. DEFINITIONS Because somewhat different meanings are attached to similar words in different technical fields, the U.S. Geological Survey definitions (Lohman, 1970) of several hydrologic terms used in this report are given below. An aquifer is a formation, group of formations, or part of a formation that contains sufficient saturated permeable material to yield significant quantities of water to wells, and springs. A confining bed is a body of material lying stratigraphically adjacent to one or more aquifers and having a hydraulic conductivity distinctly lower than that of the aquifer. The total head (dimensions L) of a liquid at a given point is the sum of three components: (1) elevation head, he, which is equal to the elevation of the point above a datum; (2) pressure head, hp, which is the height of a column of static water that can be supported by the static pressure at the point; and (3) velocity head, hv, which is the height the kinetic energy of the liquid is

Jan 1, 1971

By Fredy A. Elorrieta Agramonte, Gabriel von Rickenbach, Roberto Luis Fonseca, David Córdova Rojas, Rolando Romero, Rico Brändle

The mine’s economic life is dynamic by nature. Some factors that create this scenario are the need to recognize new exploitation areas, the evolution of the mineral prices and the development of new technologies to access them. The dynamics of mining development, especially in the underground environment, changes significantly as the stages unfold. In many cases the final solution differs greatly with the initial. The frequent presence of new conditions and factors often cause the mine to develop in a quasi-permanent transition stage, which could be characterized by the generation of dynamic micro-seismic events that could cause rockburst damage in some specific areas. Although they may be infrequent, these dynamic events can have an important adverse impact on mine safety and causes serious losses. Also, changes in the production schedule during exploitation could be a big issue if the problem is not effectively addressed. When the transition of the mine to an active micro-seismic environment begins as an unforeseen scenario, it is frequent to use static ground support systems as they are readily available. Traditionally, the support systems used are reinforced shotcrete with a middle layer of Welded Standard Wire Mesh (WSWM) and Chain Link Standard Wire Mesh (CSWM) of reduced gauges, i.e. wires less or equal than 4 mm in diameter. Although, this support system is used to control static instability problems, there is no good reference of its energy absorption capacity under dynamic load conditions, creating uncertainty in the effectiveness of controlling rockburst events. These support systems are analyzed at the present paper, testing the reinforced shotcrete layer with 4 mm diameter of WSWM and CSWN under dynamic load. Additionally, the influence of the use of high tensile strength steel wire in the meshes (HSWM) compared to the previous ones, is analyzed to assess the scope in controlling rockburst events and keeping the safety of underground environment.

Apr 26, 2022

By Satoshi Honda, Mitsuru Shimizu, Tatsuji Nagao, Motoaki Kurisu, Hirokazu Izumi, Toshinori Takahashi, Hiroyuki Itoi

"1. INTRODUCTION Grade separation of roads and railway tracks is an effective method for solving traffic-related issues in cities. However, in urban areas where the existing traffic infrastructure is already overcrowded, construction of new roads often faces problems especially in the proximity of existing structures. This paper summarizes the construction plan and results of new road tunnel construction in the proximity of the piers of elevated tracks on the Tokaido Shinkansen railway.2. SUMMARY OF CONSTRUCTION AND ISSUES Auxiliary Route No. 26 as specified in the Tokyo urban plan is a project by the Tokyo Metropolitan Government, covering the construction of a new road with a total length of 22.3 km currently on the way to completion. In Shinagawa Ward, Tokyo, Auxiliary Route No. 26 is designed to cross the railway tracks of the Yokosuka Line and the Tokaido Shinkansen Line, so for this project, the East Japan Railway Company (JR East) was commissioned to design and build a road crossing under the railway tracks (Sumiyoshi Underpass). Figures 1 through 3 show a sketch of the Sumiyoshi Underpass. The Sumiyoshi Underpass was planned as a two-lane tunnel for vehicles, which was to cross under the railway tracks of the Yokosuka Line and the Tokaido Shinkansen Line at an angle of 70 degrees. The structure concerned is a single-story single-span box culvert structure with the following dimensions: 11.5 m wide, 7.7 m high and 31.6 m long. The Tokaido Shinkansen Line tracks were constructed on a girder-type elevated bridge built in the 1960s, and the foundation piles of the piers (P7 and P8) in the proximity of this crossing box culvert of RC structure were constructed using an earth drill method. The crossing structure for this project is located extremely close to the piers of the Tokaido Shinkansen railway tracks, with a minimal separation of 0.4 m, and the most significant issue of this project was construction in a manner that would not obstruct the normal operations of the Tokaido Shinkansen (Figure 4). Initially, we considered installing a temporary earth retaining structure in the proximity of the piers, cutting the ground and building an RC box, but concluded that it would be very difficult to apply this method because of probable excessive displacements in the Shinkansen railway piers. That is why we decided on the use of a non-open cut method in order to minimize the impact on the piers."

Jan 1, 2016

By P. E. Lenz

In Nevada, large deposits of diatomite were formed during the Miocene / Pliocene in deep, alkaline lakes. Associated sediments are predominately fine-grained lacustrine with varying fluvial-clastic layers. Tephra layers are common, and probably served as a source of soluble silica for the extensive diatom colonies. Four companies are currently producing diatomite from Nevada deposits. Nevada ranks second to California in annual domestic production. Nevada diatomite is used in filter aids, fillers, absorbents, catalyst supports, and many other products. Economics and mineral reserves indicate that diatomite production in Nevada will be significant well into the next century.

Jan 1, 1993

By Vinton A. Garbesi

INTRODUCTION The placing of the monolithic concrete lining of the Bi-County water tunnel illustrates the state of the art in the materials, equipment, methods and productivity available to the industry for this type of construction. This paper describes the management and engineering rationale used by Clevecon, Inc., a subsidiary of S & M Constructors, Inc., Solon, Ohio, in developing the concrete mix designs, the design of the specialized equipment, and the methods used in the manufacture, transport, and placing of the lining. Also discussed are the changes to the reinforcing steel design instigated to facilitate its handling and placing, as well as to enhance the quality of the lining. The intent is to bring to the attention of designers the effects certain design aspects have on the construction of reinforced concrete tunnel linings, as well as indicate the areas where research and development effort should be expended to further reduce costs for this type of construction. GENERAL DESCRIPTION The Bi-County Water Tunnel West is a water transmission main owned by the Washington Suburban Sanitary Commission of Hyattsville, Maryland. The facility was designed by A. A. Mathews Division (formerly STRAAM Engineers, Inc.) CRS Group Engineers Inc., Rockville, Maryland. It is to be utilized as the central feeder of potable water for the northern suburbs of Washington, DC, extending some 4,597 meters from a riser shaft at its western terminus to the eastern interface, with a similar tunnel which extends eastward about 5,180 meters; the majority of its length being under Interstate Highway 1-495. The excavated and finished diameters are 3.8 and 3.05 meters respectively. The reinforced concrete

Jan 1, 1981

By Christophe Bragard, Rebecca Reeve

The Regional Connector Transit Corridor (RCTC) Project is a 1.9-mile-long metro light-rail extension project that traverses the historical core of downtown Los Angeles, California. This project aims to improve mobility throughout downtown LA with fewer transfers for riders. It is designed to connect two existing rail lines for a more seamless travel. The project consists of twin bore tunnels, three new stations, and is scheduled to be completed in 2022. The design-build contract was awarded to the Regional Connector Constructors (RCC) in 2014, a joint venture of Skanska and Traylor Bros, Inc. with Hatch Mott MacDonald as the designer. One of the challenging aspects of the project was the construction of a crossover cavern in a narrow public right-of-way surrounded by historical structures. RCC used Sequential Excavation Method (SEM) to construct the crossover cavern measuring 287 ft long by 58 ft wide by 36 ft tall. The initial lining of the cavern featured a 12 in. fiber reinforced shotcrete lining. The initial lining was separated from the final lining by a hydrocarbon resistant membrane, as specified by the standard requirements of Metro. The cavern features a cast-in-place final lining with a thickness of 5 ft 9 inches in the invert and 18 inches in the crown and walls. The structure also features a nonload bearing plenum slab and interior walls for ventilation.

Jun 13, 2021

By J. W. Mahar, E. J. Cording

INTRODUCTION In exploration for rock tunnels, the geology should not only be described, but its effect on excavation and support assessed. It is not an easy task to correlate exploration results with support and excavation requirements, even when the exploration program is detailed and geologic conditions are relatively well known. Many of the significant geologic features are subtle and their effect is difficult to interpret from exploration results. However, in similar geologic settings, there are specific geologic features which will cause recurring support problems. Such features should be actively sought out when exploring in a given geologic setting. In blocky and seamy rock, the primary features controlling performance are the joints, shears, and shear zones. This paper describes the effect of such features on the formation and movement of rock wedges in tunnels driven in foliated metamorphic rocks in Washington, D. C. and New York City. In both areas the foliation commonly forms a N-S striking plane of weakness along which major shear zones, shears, and joints have formed. In addition, the structural history of the two areas has been similar, so that there are similarities in the orientation and character of the other major joint sets and shear zones in the rock mass. The observations were made in tunnels ranging from 10 to 70 ft in width and excavated at depths ranging from 80 to 800 ft. Most of the tunnels described were deep enough to be located in unweathered rock, or in rock only slightly weathered along joints and shears. Variations in the planarity, filling, spacing, and attitude of joints, shears, and shear zones accounted for significant differences in the

Jan 1, 1974

By Gregory B. Baecher, Walter Steiner, Herbert H. Einstein

1. INTRODUCTION Empirical methods have always been important in tunneling in contrast to many other branches of engineering. Beginning in the late 19th century, when engineering entered the phase of formal modeling, this dichotomy could be seen to emerge even in the work of individuals. Culmann (1), Ritter (2) Kommerell (3) and others simultaneously were developing analytical approaches to bridge and building design and empirical approaches to tunnel design. The dichotomy remains. Empirical or simple analytical methods are used at most in the preliminary design of bridges and buildings, while they are used in all phases of tunnel design and construction. In fact, the past decade has seen a resurgence of interest in empirical methods, and with it discussion and controversy. This discussion has centered on the suitability of various methods. In some applications identical results are obtained with differing methods and in some cases radically different ones. On certain occasions the discussion has focused more on the methodological rather than empirical by taking issue with the appropriateness of particular parameters or the structure of some methods. This paper attempts to establish a basis for judging the suitability of empirical methods in tunnel design, and their applicability to particular cases. The paper makes no claim of exhaustiveness, and instead emphasizes basic requirements for application. Various methods are reviewed against this background. A detailed comparison of empirical methods and a description of their concept and background is now being prepared (4). Specifically the paper first defines empirical methods, and their purpose (Section 2), describes their structure (Section 3), and focuses on the basic requirements each must satisfy (Section 4). Then

Jan 1, 1979

By Omar Abd el Fattah Ramly, Abdallah Mohamed Sourour

FOREWORD In 1974, the Ministry of Housing and Reconstruction (The Client) which subsequently became the Ministry of Development and New Communities of the Government of the Arab Republic of Egypt assigned responsibility to the Arab Contractors (Osman Ahmed Osman and Company) for the design and construction of the tunnels under the Suez Canal. For this project the Arab Contractors of Cairo and Tarmac International of London formed a joint Venture, called Osmac. Sir William Halcrow and Partners of London are responsible for the design of the Ahmed Hamdi Tunnel as a Sub-Contractor to the Contractor. The advisory consultant of the client is a joint Venture between Tippetts-Abbett-McCarthy-Stratton (TAMS) of New York and Arab Consulting Engineers (ACE) of Cairo. INTRODUCTION A site investigation was carried out between Km 141 and Km 150 Suez Canal chainage to determine the ground conditions relevant to design and construction of a road tunnel under the Suez Canal. A feasibility study included aerial surveying, geological mapping and the drilling of 8 boreholes. Detailed investigation included the drilling of 105 boreholes, sampling, piezometer installation, pumping tests, and the digging of trial pits and trial excavations. In-situ work comprised SPT, permeability tests and dilatometer tests. Laboratory testing included soil classification tests, compaction tests, California Bearing Ratio tests, shear strength determination and oedometer consolidation tests as well as chemical analysis of both soil and ground water. The investigation revealed that the ground conditions at the first proposed El Shatt site (Km 148.5) were not favourable for bored tunnelling, whereas they were more favourable at the southern El Shatt site (Km 150.0).

Jan 1, 1979

By Edward H. Opitz

Much has been written recently about the Henderson Mine Project in Colorado being developed by American Metal Climax, Inc. To briefly recap the project, AMAX has an ore body, containing about 300 million tons of proven and probable molybdenum ore which is located under Red Mountain on the eastern slope of the Continental Divide. The mill, however, will be located on the western slope in the Williams Fork Valley where water and space for waste disposal are more available. AMAX will carry the ore by remote controlled trains from a gathering level underground at the mine, through a ten (10) mile tunnel under the Continental Divide and thence along a five (5) mile surface railroad to the mill site. One of the more challenging facets of the project is the western portion of the ten (10) mile tunnel being driven by Dravo Corporation through difficult ground conditions, downgrade, toward the Continental Divide. The tunnel is a 16'-6" wide by 15' high horseshoe, which runs in a straight line and drops at a constant three percent (3%) grade from the West Portal to the ore zone. Dravo's portion is anticipated to be about 6 1/2 miles long and includes permanent pumping stations located every 4,900 linear feet (lf) permanent rectifier stations every 12,5001f, and one (1) 1,560 ventilation shaft. The western portion of the tunnel lies in the Idaho Springs formation, a mixture of gneiss and schist with some granitic intrusions. Toward the Continental Divide a transition into Silver Plume Granite is expected to occur. Preconstruction geologic information indicated the Idaho Springs and Silver Plume formations to be basically competent with some faulted and altered areas. It

Jan 1, 1974

By Richard R. Radel, Jack Barry

Contract required excavating 2,000 If of 14' horseshoe tunnel in rock, a 95' deep work shaft on shore, and a 50' deep intake shaft located in the middle of the Niagara River just above Niagara Falls. Large quantities of H2S were encountered in the range of 20 PPM with ventilation. Peak levels of 40 PPM were recorded. The original designed ventilation system required only a volume of 10,000 CFM to meet OSHA requirements. The volume of air was increased to 50,000 CFM to dilute the H2S to al- low workmen to work and comply with OSHA H2S action levels. The second phase of the tunnel consisted of placing 72" ID X 20 foot long concrete reinforced pipe in the tunnel. When the tunnel was holed through and both shafts were open, a substantial amount of work was required to take place in the shafts which eliminated the possibility of placing a bulkhead to secure proper ventilation. The ventilation team designed a jet system airlock. The design of this system was to bring fresh air down the work shaft in two duct systems; one 30" diameter and one 24" diameter. Following the excellent work of Jan Wolski (7th Mine Ventilation Symposium chapter 58) our design incorporated nozzles located approximately 100' in by the work shaft. The velocity of the 24" diameter duct was 6,365 FPMD2.2 MPH. The velocity of the 30" diameter duct was 6,117 FPMl69.5 MPH. Both systems were on blow and being that air expands at 3112 degrees per side this high velocity of air expanded and created an air bulk head through which men and the large sections of concrete pipe could be passed without any delay or additional cost to the project.

Jan 1, 1997

By Faruk Oksuz, Cary Hirner, Ray Brainard

"Key project participants, including owners, engineers, and contractors continually seek for sound and structured decision analysis on how to select the best contracting method for successful project delivery. In addition to being burdened with technical challenges, lack of resources, budget shortcomings, regulatory requirements, and bureaucratic and politically mandated obstacles, the project participants need a reliable decision analysis model on the best project delivery method. The pendulum of choice for contracting continually swings back and forth between traditional design-bid-build and alternative delivery options such as design-build, progressive design-build, construction manager at risk, and public-private-partnership. For large tunnel projects, the decision process is further complicated due to contract packaging options as well as risks in underground construction. Contracting strategies for large tunnels require thorough consideration of performance, risk, quality, operability, cost and schedule. This paper compiles an array of decision making criteria and tools for an unbiased and balanced evaluation and ranking system in the procurement of large tunneling projects. INTRODUCTION Successful project delivery hinges upon meeting the owners’ expectations and key performance indicators. Large tunneling programs benefit from a thorough understanding and successful implementation of project delivery options by key project participants including the owners, engineers and contractors. The key to success is a collaborative advancement of project as the key project participants knowledgably address the applicable management, performance, risk, quality, cost, operability and schedule considerations throughout a project realization cycle. PROJECT REALIZATION CYCLE All projects have customary planning, design, construction, commissioning and operation phases that may seem to be sequential but in reality that are well integrated and dependent on one another. A glitch in any phase of a project realization cycle could hinder a successful outcome and none of the project partners are immune to consequences whenever and wherever they may surface."

Jan 1, 2016

By A. C. Lyons, A. J. Reed

INTRODUCTION A trend which is obvious in the United Kingdom and is thought to be evident in other parts of the Western world is the disproportionate rise in the cost of tunnel mining labour compared with other tunnel cost increases. This disproportionate increase in labour costs has been accompanied by, and may be the result of, a shortage of skilled working labour. To combat this problem there has been a steady increase in the use of machines for excavation and for the erection of tunnel linings to keep the amount of skilled labour working below ground to a minimum. The typical tunnelling cycle, where the ground needs continuous support can be excavation, temporary support, temporary lining, grouting and permanent lining. It is obviously an advantage to combine as many of these operations as possible and carry out as much as possible by machine. Machines have been developed which will, either alone or used in combination with a shield, excavate and, when necessary, temporarily support the excavation. If a segmental lining is used, it can be so designed that it will form the permanent lining and reduce the cycle time and skilled labour requirement to a minimum. In cases in which the ground can be cut accurately to a smooth profile and will stand without support for a sufficient time, the lining can be expanded against the ground and the necessity of grouting eliminated. In cases in which ground will not stand without support, the usual method is to use a bolted lining and to grout behind it preferably as the shield is shoved forward. Whichever technique is used (this is largely determined by the ground) it is an advantage to make the segments as large

Jan 1, 1974

By Zhen-xing Diao, Feng Zhao, Ya-dong Xue

"Two important aspects of excavation performance of TBM are advance rate and cutter replacement/ring consumption, which is closed to the cost and construction duration of the project. To achieve this, a database of TBM parameters and the geological-geotechnical conditions during the excavation of Yinhanjiwei was compiled and analyzed. Relationships between different geological and TBM operational parameters were investigated. Results of analyzes show that there are qualitative correlation between Field Penetration Index (FPI) and rock geological parameters. And strong relationships between FPI and operational parameters are suggested. In this study, the cutter replacement and ring consumption were analyzed using statistical method for preliminary estimation in similar conditions. 1. ITRODUCTION Hard rock TBM is widely used in tunneling project nowadays because of its advantages to conventional drilling and blasting, especially in long tunnels. The biggest advantage is its high advance rate. However, rock conditions of tunnels are complicated. So TBM performance becomes a primary topic in tunneling engineering, which includes of rate of penetration, utilization, daily advancement, cutter consumption and so on. Many prediction models have been developed to estimate the TBM performance in the project planning phase. The most widely accepted and used models around the world are semi theoretical CSM model (Rostami and Ozdemir, 1993; Rostami, 1997) and the empirical NTNU model (Blindheim, 1979, Bruland, 1998).With increasing uses of TBMs in different ground conditions, an increasing number of researchers have developed new models in order to predict the performance of TBM more accurately in similar geological conditions.(Gong and Zhao, 2009; Hassanpour et al.,2009, 2010, 2011, 2014; Delisio et al., 2013; Delisio and Zhao, 2014)"

Jan 1, 2016

By P. Crouse, J. Obermeyer

"INTRODUCTION Site location and history The Holden Mine is a former underground copper mine that was developed and operated by the Howe Sound Mining Company (Howe Sound) from 1938 to 1957. The mine is located in north-central Washington State, U.S., near Lake Chelan in the area shown as Holden Village in Figure 1. Although Rio Tinto never owned or operated the mine, they are managing and funding a several hundred million dollar clean-up to prevent future water and soil contamination and to reclaim the former mine site under the United States Environmental Protection Agency (USEPA) Superfund process. The former mine included an onsite mill and a nearby housing complex for the miners. Howe Sound developed the mine as a series of near-horizontal drifts and tunnels, interspersed with stopes and shafts that connect different mine levels underground. The tunnels that were excavated to develop the mine total nearly 100 km in length.During development of the underground workings, Howe Sound removed more than 230,000 cubic meters (m3) of waste rock from the tunnels and deposited this material in two waste rock piles. Ore was processed from the mine in the onsite mill to produce a copper concentrate that was shipped off site for smelting. Roughly 10 million tonnes of tailings were produced as a by-product of the milling operation, most of which were deposited in three large impoundments (Tailings Piles 1, 2 and 3) directly south of and adjacent to Railroad Creek. Howe Sound closed the mine in 1957. In 1961, the property was transferred to Holden Village, Inc. (Holden Village), a not-for-profit corporation that maintains a year-round community and operates an interdenominational religious retreat in the former miners’ town. With the exception of the patented private land, the remainder of the Site is on National Forest lands and is administered by the U.S. Forest Service. The mine is remote. It is only accessible by boat or float plane from Chelan, Washington, up Lake Chelan to Lucerne, nearly 40 km. Vehicle access from Lucerne to the mine is provided through a 17.5-km-long winding gravel road that climbs 640 meters in elevation. The general site features are shown in Figure 2. Physical setting The Holden Mine is located on the eastern slopes of the Cascade Mountain Range at an elevation between 975 and 1,050 m above mean sea level. Holden Mine was developed adjacent to Railroad Creek, which lies in a glacial U-shaped valley carved into the igneous and metamorphic bedrock with steep-sided slopes (Figure 2)."

Jan 1, 2017