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By F. Pinto, J. V. Lemos, A. Sousa, L. Ribeiro e Sousa

The Rossio railway tunnel was built in 1890 crossing several formations involving limestones, basalts and also sandy and clayey formations. Due to the fact that it is an old underground structure rehabilitation and repair works were performed, namely at Km 0,900 and in a zone crossed by a new tunnel from the Lisbon Metro. Reinforcement support systems were designed in the Rossio tunnel in order to prevent its stability. In this paper, repair works and anchor tests performed at km 0,900 are presented, as well as the monitoring system implemented in order to observe the structural effects induced by the construction of the works. For the interpretation of the obtained information complex 3D models was built, permitting the simulation of the sequential excavation scheme used, non-linear behaviour of the different formations, and the support systems used. Der 1890 erbaute Rossio Eisenbahntunnel durchoertert mehrere Formationen, einschliesslich einer Kalkstein-, Basalt- sowie einer sandigen und tonigen Formation. Auf Grund des Alters des unterirdischen Bauwerks wurden Instandsetzungs- und Reparaturarbeiten im Bereich km 0,900 sowie im Kreuzungsbereich mit einem neuen Tunnel der Lissabonner U-Bahn durchgeführt. Aussteifungssysteme wurden entworfen, um die Stabilität des Rossio Tunnels zu gewährleisten. Im Folgenden werden die Instandsetzungsarbeiten und Anker Tests im Bereich km 0,900 sowie das Messystem zur Ueberwachung der strukturellen Auswirkungen der Bauarbeiten dargestellt. Zur Interpretation der gewonnenen Informationen wurden komplexe 3D Modelle entwickelt, die eine Simulation des Bauablaufs und die Anwendung nichtlinearer Stoffgesetze fuer die verschiedenen Formationen und Aussteifungssysteme ermöglichten. Le Tunnel ferroviaire du Rossio a été construit en 1890, traversant des différents terrains comme des calcaires, des basaltes et aussi des formations limoneuses et sableuses. Dû à l’ancienneté de l’ouvrage, des travaux de réhabilitation et réparation ont été faits, nomment au km 0,900 et dans la zone traversée par le nouveau tunnel du Metro de Lisbonne. Des systèmes de support renforcé ont été conçus pour le Tunnel du Rossio de façon à rassurer sa stabilité. Dans ce papier, on présente les travaux de réparation et les essais d’ancrage réalisés au km 0,900, et aussi, le système d’auscultation mise au point pour l’observation des effets structuraux induits par les travaux. De façon à interpréter l’information résultant de l’observation, des modèles 3D complexes ont été utilisés, permettant la simulation de la méthode séquentielle de l’excavation, du comportement non - linéaire du terrain et, aussi les systèmes de support utilisés.

Jan 1, 2003

By J. Trckova, P. Prochazka

Physical models from equivalent materials satisfying geometrical and physical similarity have been constructed. A special technology of simulating the excavation of an opening at the front part of a tunnel and of measuring the deformation at the tunnel face was applied. The results yielded by the physical models were used to formulate constitution relations in the numerical solution. This coupled modelling enables us to predict the behaviour of tunnel structures more accurately. On a construit des modèles physiques, réalisés en matériaux équivalents et répondant aux conditions de ressemblance géométrique et physique. Sur ces modèles, on a utilisé une technologie intéressante de simulation du forage du tunnel et de la mesure de déformation du front de taille pendant le forage en progression. Les résultats donnés par les modèles physiques ont été utilisés pour formuler les relations de constitution dans la solution numérique. Une telle construction de modèles combinés permet de prévoir plus précisément le comportement de la structure du tunnel. Es wurden physikalische Simulierungsmodelle aus äquivalenten Werkstoffen konstruiert, welche die Bedingungen der geometrischen und physikalischen Ähnlichkeiten erfüllen. Bei diesen Modellen hat man die interessante Simulationstechnologie des Tunnelvortriebs sowie die Verformungsmessung beim Tunnelabbaustoß während des Vortriebsvorgangs eingesetzt. Die Ergebnisse der physikalischen Simulation wurden zur Formulierung von Konstitutionsrelationen in der numerischen Lösung genützt. So eine kombinierte Simulation erlaubt eine genauere Prognose des Benehmens der Tunnelstruktur.

Jan 1, 2003

By P. J. Bartlett, H. A. D. Kirsten

A two-dimensional numerical scheme for the simulation of the plastic stress-strain properties of rock, and the various components of rock reinforcement and shotcrete, was used to rigorously determine the characteristics of tunnel support under squeezing conditions. D-shaped tunnels varying in size from 2,8 to 6,5 m in height and width were considered. The four main mining stages in the BAS block cave on Premier Mine were simulated as alternative sets of field stresses. The rock reinforcement comprised 1,8 m long fully grouted rockbolts and 6,0 m long fully grouted cable anchors at various spacings, and of various tensile and bond strengths. Various thicknesses of shotcrete and footwall support configurations were also considered. It was found that shotcrete and rock reinforcement, owing to inherent differences in stiffness, do not function in unison. As monolithic application, shotcrete has an overriding avidity for the imposed loading and destructs itself unless of extraordinary thickness. Under squeezing conditions, it accordingly supports the excavation surface while the rock reinforcement contains on-going convergence. The loads in the various support components can be determined only by simulation of the shotcrete as a stress-relieved medium to represent its broken condition in the field. The loads in the rock reinforcement vary around a tunnel and are the largest in the sidewalls. The loads increase with an increase in tunnel dimensions, the increase in load in the sidewall due to an increase in height being larger than that in the hanging- and footwalls due to an increase in width. Depending on the strength of the rock, the loads in the rock reinforcement become prohibitively large beyond a certain size of tunnel. The reinforcement of footwall rock can be omitted without adversely affecting that in other walls, provided the tensile and bond strengths of the reinforcement are not limited. The resulting footwall heave may, however, result in undermining of the reinforcement in the adjoining walls. A relative depth of anchor of 1,37 provides adequate bond strength in the larger sizes of tunnel, whereas, in smaller tunnels, anchor length is determined by the allowable convergence. The lack of fun column grouting adversely affects the efficiency of rock reinforcement to a major extent. The loads in rock reinforcement are very sensitive to the strength of the rock. Owing to a lack in refinement and calculational rigour, empirical classification systems are an inappropriate means for the design of tunnel support in squeezing conditions and, as a result, grossly unclear-estimate the support requirements.

Jan 1, 1992

By C. Erichsen

ABSTRACT: The Berg Bock Freeway Tunnel represents the southernmost link of the "Thuringian tunnel chain" of the new freeway A71 located in the eastern part of Germany. It comprises two tubes each 2700 m in length. From north to south, it passes through the Suhl granite, the base sediments and the porphyrite of the New Red as well as the layers of the Middle Bunter. The two tunnel tubes were driven by the shotcrete method within appr. 10 months. With four tunnel faces, maximum performances totalling appr. 30 m/d were attained. Additional, supplementary demands on the safety conception, resulting from the findings from and the analysis of fire accidents in tunnels in recent years, had to be fulfilled in the execution planning at short notice. The inner lining is largely constructed using non-reinforced concrete. Reinforcement is only installed in the portal zones, in tunnel sections in less stable rock and in areas with a special cross-section as for instance cross connections and niches. ZUSAMMENFASSUNG: Der Autobahntunnel Berg Bock stellt das südlichste Glied der "Thüringer Tunnelkette" auf der Autobahn A71 dar, die im Osten von Deutschland liegt. Er besteht aus zwei Röhren von je 2700 m Länge. Vom Norden nach Süden durchörtert er den Suhler Granit, die Basissedimente und den Porphyrit des Rotliegenden, sowie die Schichten des Mittleren Buntsandsteins. Die beiden Tunnelröhren wurden in Spritzbetonbauweise in einer Bauzeit von etwa zehn Monaten aufgefahren. An vier Vortriebsorten wurden Spitzenleistungen von insgesamt etwa 30 m/d erzielt. Ergänzende Anforderungen an das Sicherheitskonzept, die sich auf der Grundlage der Auswertung der in den letzten Jahren aufgetretenen Brandunfälle in Tunneln ergeben haben, wurden im Rahmen der Ausführungsplanung kurzfristig berücksichtigt. Die Tunnelinnenschale wurde weitgehend aus nicht bewehrtem Beton hergestellt. Nur in den Portalzonen, in Tunnelabschnitten mit weniger standsicherem Fels und in Bereichen mit speziellen Querschnitten, wie beispielsweise im Bereich von Querstollen und Nischen, wurde bewehrter Beton ausgeführt. RÉSUMÉ: Le tunnel d'autoroute de Berg Bock représente le plus méridional maillon de la "chaîne thuringienne de tunnels" sur l'autoroute A71 dans l'est de l'Allemagne. Il se compose de deux tubes d'une longueur de 2700 m chacun. Du nord vers le sud, il traverse le granit de Suhl, les sédiments de base et le porphyrite du Rotliegendes, aussi que les strates du grès bigarré intermédiaire. Les deux tubes étaient creusés en méthode de construction de béton projeté dans une période de construction d'environ dix mois. À quatre fronts de taille rendements maximaux collectifs d'environ 30 m par jour étaient obtenus. On a eu égard à court terme dans la conception d'exécution à des demandes supplémentaires vers la conception de sécurité, qui ont résulté sur la base de l'interprétation des accidents d'incendie dans des tunnels dans les années dernières. La paroi intérieure était construite largement de béton non armé.

Jan 1, 2003

By C. R. Speers

The induced elastic stresses in the sidewalls of gold-mining tunnels at a depth of 4000 m in the Witwatersrand exceed the peak compressive strength of even the best-quality quartzite rocks. Laboratory tests measuring post-yield stress versus strain response show that brittle fracture occurs, followed by a loss in strength associated with strain-softening behaviour. Numerical modeling based on an assumed Mohr-Coulomb criterion fitted to the test results shows that large ongoing deformations of the sidewall occur, leading to total tunnel failure without adequate support. A methodology is presented to enable a quick assessment to be made of support requirements in terms of ground characteristic curves for numerically derived pressure versus displacement. From these curves, estimates can be made of the force levels for cable bolting and of the thickness and strength requirements for shotcrete linings. As an example of its application, the methodology is used in a comparison of the relative stability efficiencies of a square-shaped tunnel and a horizontal ellipse-shaped tunnel.

Jan 1, 1996

By D. H. Diering

The paper takes the reader into the depths of a modern ultra-deep South African gold mine and gives a perspective on the vertical and horizontal extent of the tunnel networks in such a mine. Depending on the mine design layout employed, tunnels once excavated are subjected to various levels of stress change over their life time, and the support requirements are explained. It is suggested that shotcreting is the only viable ultra-deep level support medium, and after looking at the latest developments, the logistical problems are put forward. In an effort to overcome most of these problems, the South African ultra-deep mining industry embarked on a collaborative research programme in 1998. The importance of tunnelling and in particular tunnel support as a critical technology for future successful ultra-deep level mining is stressed. While not yet fully ?on top of? these problems and challenges, our industry is now fully addressing them and we expect to make significant progress during the next 4 to 5 years.

Jan 1, 2000

By A. E. Hall, R. N. Taylor, J. G. Taylor

The introduction of tunnel-boring machines to South African gold mines has created problems and challenges which accompany any new technique. This paper describes the experience gained in this field, especially in the design and erection of a tunnel borer and in boring and environmental conditions.

Jan 1, 1978

By C. Zangerl, K. F. Evans, S. Loew

ABSTRACT: Settlements above fractured crystalline rock masses are rarely observed and in the past, geotechnical engineers would not expect substantial subsidence to occur in association with a deep tunnelling project. However, recent high precision levelling measurements along the Gotthard pass road in central Switzerland, have revealed up to 12 cm of subsidence along sections that pass several hundred metres above the Gotthard highway tunnel. Large-scale consolidation resulting from tunnel drainage and pore pressure changes in the rock mass are believed to be the contributing mechanism. This paper presents results from an extensive numerical modelling study focussing on the processes responsible for this subsidence. Results derived from 2-D discontinuum (i.e. distinct-element) and continuum (i.e. finite-element) modelling show that both discrete fracture deformation (i.e. fracture closure and shear) and poro-elastic consolidation of the intact rock matrix equally contribute to the observed magnitudes and shape of the surface subsidence trough. RÉSUMÉ: Des tassements aux dessus de massifs cristallins sont rarement observés et par le passé les géotechniciens ne prévoyait pas de subsidence significative associée avec des projets de tunnel profond. Cependant, de récentes campagnes de nivellement haute précision le long de la route du Col du Gotthard (Suisse centrale), ont mis en évidence des subsidences atteignant 12 cm sur des sections passant plusieurs centaines de mètres au-dessus du tunnel routier du Gotthard. Le mécanisme invoqué pour expliquer ce phénomène est la consolidation à grande échelle due au drainage du tunnel et aux variations de pression de pore dans le massif rocheux. Cet article présente les résultats d’une modélisation numérique intensive mettant l’accent sur les processus responsables pour la subsidence. Ces résultats obtenus grâce à des modèles 2-D discontinus (p. ex. éléments distincts) et continus (p. ex. éléments finis) montrent que la déformation sur des fractures discrètes (fermeture de fractures, cisaillement) ainsi que la consolidation poro-élastique de la roche intacte contribuent également aux magnitudes et aux géométries de subsidence observée en surface. ZUSAMMENFASSUNG: Beachtliche Oberflächensenkungen in einem kristallinen Gebirge, deren Ursache im Vortrieb eines mehrere hundert Meter tiefgelegenen Tunnels liegt, wurden bisher nicht erwartet und beobachtet. Dennoch wurden nach dem Bau des Gotthardstrassentunnels, entlang der Gotthardpassstrasse Oberflächensenkungen mit einem Maximalbetrag von 12 cm bei der Auswertung von Präzisions-Nivellements entdeckt. Dieser Maximalbetrag wurde in einem granitischen Gneis gemessen. Die örtliche Übereinstimmung zwischen dem maximalem Senkungsbetrag und dem maximalem Wasserzufluss zum Tunnel, und die zeitliche Abfolge von Tunnelbau und auftretenden Oberflächensenkungen lassen hydromechanisch gekoppelte Prozesse als Ursache dieser Gebirgsverformungen vermuten. In dieser Arbeit werden die Ergebnisse ausgedehnter prozessorientierter numerischer Simulationen präsentiert. Resultate aus den 2-D Diskontinuum (d.h. distinct-element) und Kontinuum (d.h. finite element) Simulationen zeigen, dass beide Verformungsmechanismen, d.h. an diskreten Brüchen und der intakten Gesteinsmatrix, gleichbedeutend für die beobachteten Senkungsbeträge und der Form des Setzungstroges verantwortlich sind.

Jan 1, 2003

By V. Jovicic, J. Likar

The knowledge of the geological sequence and hydrological conditions in the area of portals was the basis for the design of the entry of the highway into tunnel Trojane. Mudstone, claystone and sandstone dominate the rock layering, which is tectonically reworked and contains structural anomalies. The complexity of the sequence makes it impossible to survey all the relevant features along the full 3km length of the tunnel. Sudden and frequent transitions between litological sequences impose potential instabilities and make the excavation of the tunnel particularly difficult. The initial survey established the zones of potential failures. These were monitored using topographic survey and inclinometers with an aim to make further geotechnical analyses more reliable and adjusted to the ground conditions. The analyses of the wall construction and the results of the monitoring showed that the design of the retaining wall was adequate. La connaissance de la séquence géologique et des conditions hydrologiques dans l'aire des portails a été la base pour la planification de l'entrée de l'autoroute dans le tunnel Trojane. Le schiste, l'argilite et le grès dominent la couche rocheuse qui est tectoniquement transformée et contient les anomalies structurales. A cause de la complexité de la séquence, il est impossible de revoir toutes les particularités le long des 3 kilomètres de la toute longueur du tunnel. Les transitions soudaines et fréquentes entre les séquences lithologiques imposent l'instabilité potentielle et font l'excavation du tunnel particulièrement difficile. La revue initiale a été établie sur les zones où il existe l'éboulement potential. Elles étaient contrôlées à l'aide de la revue topographique et de l'inclinomètre pour que les analyses géotechniques suivantes soient plus sûres et adaptées aux conditions du sol. Les analyses de la construction des murs et des résultats du contrôle ont montré que la planification du mur réteneur était correspondante. Der Autobahneingang in den Trojane Tunnel war projektiert auf Basis von der Kenntnis der geologischen und hydrogeologischen Bedingungen in dem Portalgebiet. Das Gebiet besteht aus dem Tonstein und dem Sandstein. Die Schichten sind tektonisch verformt und sind deswegen sehr heterogen. Die anfaenglichen Untersuchungen haben die Zonen von den potentiellen Bruechen definiert. Weitere geotechnische Analysen waren fitted an reale geologische Bedingungen durch das Monitoring der potentiellen Bruchzonen, welches aus den topographyschen Messungen und Inklinometerdaten entstand. Die Analyse des Wandbaues und die Resultate von dem Monitoring haben erwiesen, dass die Wandprojektierung entsprechend war.

Jan 1, 2003

By P. Lundman, L. Rosengren, T. Brandshaug

Tunnel 99’, the Swedish National Road Administration´s (SNRA) general technical specification for road tunnels requires that the load bearing system must be designed to withstand specified design explosion loads. This paper presents the results of an SNRA study to provide a perspective of design analyses tailored to comply with the new requirement. The paper provides an example of a design analysis for assumed tunnel conditions using a numerical model. Dynamic predictions of potential damage to the rock mass and ground support system (rock bolts and shotcrete) from the specified explosion loads are presented including the nonlinear response of the shotcrete. “Tunnel 99”, qui fixe les règles de l’Administration nationale suédoise des Routes (Vägverket) concernant la conception et la construction des tunnels routiers, requiert entre autres que la structure porteuse soit capable de résister à certaines contraintes spécifiques résultant d’explosions. Cette étude présente les résultats d’une étude effectuée par Vägverket en vue d’obtenir une perspective d’analyses de conception spécialement élaborées pour se conformer aux nouvelles règles. Il contient un exemple d’analyse en fonction de conditions déterminées, basée sur un modèle numérique. Des prévisions de’études dynamiques de dommages potentiels subis par la masse rocheuse et les systèmes de soutènement (boulons d’ancrage et béton projeté) du fait des contraintes libérées par la force d’explosion spécifiée sont également présentées, y compris dans le cas d’une réaction non linéaire du revêtement en béton. “Tunnel 99” - die Vorschriften für Strassentunnel der Nationalen Schwedischen Behörde für Straßenwesen - (Vägverket) - fordern vom Tragsystem eine Auslegung in der Form, dass es spezifischen Explosionsbelastungen standhält. Dieser Artikel präsentiert die Ergebnisse einer Studie der Behörde, um einen Ausblick über konstruktive Auslegungen zu geben, die geeignet sind, die neuen Vorschriften zu erfüllen. Der Artikel zeigt ein Beispiel einer konstruktive Auslegung für eine angenommene Tunnelsituation mit Hilfe eines numerischen Modells. Voraussagen unter Beachtung der vollständigen dynamischen Berechnung zu potentiellen Schädigungen des Gebirges und des Ausbaus (Anker und Spritzbetonauskleidung) durch die spezifizierten Explosionsbelastungen, einschließlich des nichtlinearen Verhaltens der Spritzbetonauskleidung, werden gezeigt.

Jan 1, 2003

The excavation of ramps and tunnels often requires high-speed development with (or without) the use of high-energy mining equipment such as loaders, dump trucks, TBMs and roadheaders. This high-speed development creates a challenge in terms of providing a safe and productive working environment. For example, heat from continuously exposed surrounding rock, heat from broken rock, heat generated by mining equipment, potential in flows of hot ground water, pollution from associated diesel equipment and the distance of the advancing face from fresh through-ventilation all have to be taken into account when designing ventilation systems for high-speed ramp and tunnel developments. This paper discusses methods of achieving acceptable environments at the face and along the length of the tunnel. The methodology has been successfully implemented in the development of long (up to 20 km) TBM drives in the Lesotho Highlands Project and in mining projects in hot rock using drill and blast methods as well as mechanized methods using continuous miners and roadheaders. The determination of heat loads includes calculation of the heat flow within the surrounding rock, evaluation of the operating cycle of the equipment and the contribution to the overall heat load of the broken rock as it travels out of the tunnel. The determination of heat loads from surrounding rock in new tunnels required a modification of the algorithms generally used for established excavations. The paper also examines the use of, for example, mobile duct and fan systems to ensure that fresh air is delivered to the specific areas where workers are located.

Jan 1, 2000

By M. Mokgohloa, T. R. Stacey

Boring of tunnels and shafts in hard rock under high stress conditions is becoming more common as mines and tunnels are developed at greater depths. Under the high stress conditions, fracturing of the often-brittle rock occurs in the walls, backs, and ahead of advancing faces of excavations. Fracturing can have a significant impact on boring activities: sidewall spalling, which affects machine gripper capacity, and fractures can also develop in the rock ahead of the face, leading to blocky rock conditions, which may have a significant effect on machine excavation. Fracturing may develop dynamically, leading to rock bursts manifesting in the form of strain bursts, which can be hazardous and destructive. In brittle rock, fracturing is commonly extensional in nature. The focus of this paper is on fracturing in the face of the excavation. Examples of such fracturing behaviour are described briefly in the paper. Numerical analyses were carried out to predict the initiation of extension fractures and their orientations ahead of excavation surfaces, and the resulting formation of rock slabs/plates, and the stability of these plates. The results should be beneficial for the evaluation of the conditions prior to, and during boring operations.

Nov 27, 2024

By S. A. Villalobos, F. A. Villalobos, and L. E. Aguilera

Rockburst events have been a serious problem for many years in many mines worldwide, and in particular at El Teniente mine in Chile. El Teniente is the largest copper mine in the world, located in the Andes Cordillera where high stress levels are present due to intensing mining activity in addition to complex geology. Consequently, the study and management of the rockburst threat are necessary. In this work, the case of the Diablo Regimiento (DR) mine within El Teniente is studied. The energy capacity of dynamic support systems is determined for different tunnel geometries based on two kinetic methodologies, using data from DR. Initially, rockburst potential is determined by means of a stress analysis around different tunnel geometries through the boundary elements method. In the first methodology a yielding zone (YZ) is estimated for each excavation geometry using the finite element method FEM. The second methodology involves the definition and determination of a critical strain energy (SE) around each excavation geometry using a FEM numerical analysis. In both cases, peak particle velocity PPV is estimated by a scaling law, which is subsequently adjusted due to tunnel amplification effects. According to the results, and knowing the working energy capacity applied in DR mine, it was found that the values of energy capacity for the rock dynamic supports were better estimated by the YZ-PPV approach than by the SE approach.

Sep 1, 2022

Tunnel Construction 90. London, Institution of Mining and Metallurgy, 1990. Reviewer: J.A. Cruise This is the published volume of papers presented at the Tunnel Construction 90 Conference, which was held in London in April 1990 under the auspices of The Institute of Mining and Metallurgy. Twenty papers are presented and their titles are listed below.

Jan 1, 1991

By L. I. Gonzalez de Vallejo

SRC rockmass classification have been applied to 25 tunnels in Spain and Italy, for which it was found that much heavier supports than those estimated by the RMR index were required. SRC and RMR indices and other relevant geomechanical data were obtained during the site investigation and construction stages. Data corresponding to in situ stress measurements, analysis of tectonic structures, and instability problems arising during construction were used to asses the state of stress. The relationship between tunnel section convergence and the SRC and RMR indices was also analysed. Support measurements based on SRC and RMR classification were compared with those actually used during construction. These analyses indicate that for most of the tunnels examined, supports estimated using the SRC were much closer to those actually installed than those predicted by the RMR index. Bei der Verwendung des SRC-Systems zur Klassifizierung des Gesteins als Baugrund für 25 Tunnel in Spanien und Italien wurde festgestellt, dass viel schwerere Abstützungen benötigt wurden, als wenn die Beurteilung anhand des RMR-Systems angefertigt würde. Die Klassifizierung anhand des SRC- und des RMR-Systems, sowohl als auch andere wichtige geomechanische Daten wurden während des Ablaufs der Erkundungen und der Bauausführung gewonnen. Die Resultate der Messungen der Spannungen vor Ort, die Analyse der tektonischen Struktur und die Stabilitätsprobleme während der Bauausführung wurden dazu verwendet, um den im Felsgrund vorherrschenden Spannungszustand zu definieren. Das Verhältnis der Messungen der Tunnelkonvergenz zu dem SRC- und RMR-Index wurde auch analysiert. Die durch das SRC- und RMR-System vorhergesagte Grösse der Abstützung wurde mit der Grösse der Abstützungen verglichen, die am Bau letztlich verwandt wurden. Diese Vergleiche zeigen, dass für die meisten der studierten Tunnel die Vorhersage der Abstützungen, die anhand des SRC-Systems angefertigt wurden, viel näher der wirklich verwendeten waren als die Vorhersage anhand des RMR-Systems. SRC rockmass la classification ont été appliqué à 25 tunnels en Espagne et l'Italie, pour laquelle il a été trouvé que des appuis beaucoup plus lourds que ceux évalués par l'index RMR ont été exigés. SRC et des index RMR et d'autres données geomechanical appropriées ont été obtenu pendant l'enquête de site et les étapes(scènes) de construction. Les données correspondant aux mesures de stress(d'accent) in situ, l'analyse de structures tectoniques et des problèmes d'instabilité surgissant pendant la construction ont été utilisées aux ânes(culs) l'état de stress(d'accent). Le rapport entre la convergence de section de tunnel et le SRC et les index RMR a été aussi analysé. Les mesures d'appui basées sur SRC et la classification RMR ont été comparées avec ceux en réalité utilisés pendant la construction. Ces analyses indiquent que pour la plupart des tunnels examinés, les appuis évalués utilisant le SRC étaient beaucoup plus proches de ceux en réalité installés que ceux prévus par l'index RMR.

Jan 1, 2003

By S. Plaatjie, L. Linzer, M. S. D. Manzi, M. Sihoyiya

Fiber-Optic Sensing and UAV-Platform Techniques for Innovative Mineral Exploration (FUTURE) is a joint European Union and South African consortium project funded under ERA-NET Cofund ERA-MIN3. The project aims to develop cost-effective and novel seismic methods to image geological structures ahead of the mine face, ultimately leading to improved decision-making and safer mining practices. In this study we present results from numerical simulations conducted at South Deep Gold Mine for active in-mine seismic surveys. The study uses a finite differencing code known as WAVE3D, which models models the propagation of a seismic wave generated by stress pertubations that are applied to a defined grid. The numerical simulation model included two major ore bodies (Black Reef and Ventersdorp Contact Reef) and mine tunnels. The model was constrained using laboratory physical property measurements from underground borehole samples such as seismic velocities (e.g., compressional and shear waves) and bulk densities. Two case studies were created, one modelled the active shots and receivers on surface, and the other modelled the shots at depth (in a mine tunnel at ~4000 m depth) with receivers on surface. In both cases, the objective was to investigate the wavefield propagation through the rockmass between the mine tunnel and surface. The simulated wavefield produced by the source located along the mine tunnel was successfully recorded on surface. The surface-recorded wavefield exhibits clear one-way P-wave arrival times at approximately 450 ms to 500 ms, which can be used to calculate the surface-tunnel P-wave refraction tomogram. The results from the study were used to constrain the design, and for the acquisition and processing of the real surface and in-mine seismic surveys acquired under the FUTURE project.

Jan 12, 2025

By I. James, R. J. Durrheim, M. S. D. Manzi, O. Valeshin, J. Lepine, L. V. Socco, C. Colombero, A. Malehmir, M. K. Rapetsoa, M. Sihoyiya

The FUTURE project aims to enhance seismic surveying in South African mining by integrating advanced acquisition technologies. In this paper, we detail surface and underground seismic surveys at the South Deep gold mine as part of the project. Surface seismic acquisition used co-located broadband micro-electromechanical sensors, one and three component recorders connected to geophones, distributed acoustic sensing using a straight fibre optic cable, along with a 6 ton broadband seismic vibrator operating with 4–180 Hz linear sweeps. In addition, underground surveys employed a combination of straight, and helically wound fibre optic cables, cabled-based and nodal sensors, along with a 500 kg drophammer mounted on a skid steer bobcat. The surface and underground seismic arrays were time synchronised using a GPS-time transmitter to allow for accurate seismic data recording in a GPS-denied environment. Results show the efficacy of these techniques in acquiring high-resolution seismic data, revealing detailed subsurface geological structures and mineralisation down to 3500 m below ground surface. Surface data revealed clear seismic reflections corresponding to the Black Reef and Ventersdorp Contact Reef. An underground P-wave velocity model exhibits low velocity anomalies that are associated with fracturing, while a P-wave reflection stack section shows significant reflections and a degree of faulting below the tunnel floor that was not observed on the surface reflection seismic data. We highlight the potential of these technologies to enhance safety, efficiency, and sustainability in mining. This study sets a benchmark for future reflection seismic surveys, paving the way for safer, more efficient, deep mineral exploration and extraction practices.

Jan 12, 2025

By M. Pötsch, W. Schubert, A. Goricki

Geological and geotechnical data are essential for the design of tunnels. To determine the rock mass behavior and the support of a planned tunnel excavation a consistent method for rock mass characterization and excavation and support determination has been developed. Probabilistic data processing with analytical methods is used for the quantification of the procedure and allows an evaluation of the applicability and the technical risk of different excavation and support methods. The sensitivity of the procedure on selected input parameters is highlighted in a parametric study. Finally an application of the procedure illustrates the use of the described method of probabilistic excavation and support determination for tunnels. Des données géologiques et géotechniques sont décisives pour la planification d’un tunnel. Pour la détermination du comportement des strates, le choix du soutènement et de la méthode de progression une description compréhensible de la montagne a été développée. À l'aide d'un traitement de données probabiliste, la procédure proposée est transposée quantitative sur une base de méthodes analytiques. De cette manière l'évaluation des méthodes de construction et la détermination du risque technique deviennent possibles. La sensitivité de la procédure de différents paramètres d'entrée est représentée dans une étude de paramètre. Pour finir, l'application de la procédure décrite est montrée à l’aide d'un cas pratique. Geologische und geotechnische Daten sind entscheidend für die Planung von Tunnels. Für die Ermittlung des Gebirgsverhaltens und der Festlegung von Ausbruch und Stützung wurde ein nachvollziehbarer Ablauf der Gebirgsbeschreibung entwickelt. Mit Hilfe von probabilistischer Datenverarbeitung auf Grundlage analytischer Methoden wird die vorgeschlagene Prozedur quantiativ umgesetzt. Dadurch werden die Bewertung von Baumethoden und die Ermittlung des technischen Risikos ermöglicht. Die Sensitivität des Verfahrens von einzelnen Eingangsparametern wird in einer Parameterstudie dargestellt. Abschließend wird anhand eines Beispiels die Anwendung des beschriebenen Verfahrens gezeigt.

Jan 1, 2003

By C. -I. Lee

Since the early 1970s, Korea has constructed many large-scale tunnels and underground storage caverns in response to the rapid industrial development. The rock mechanics engineers have accumulated valuable experiences in the area of underground space technologies. But they still face technical challenges in environmental and safety aspects. To discuss those challenges in Korea, a brief engineering description of underground space projects including oil and gas storage, food storage, pumped storage power plant, transportation tunnels, waterway tunnels, and radioactive waste disposal is presented. Mechanical and hydrological stability analyses of the storage caverns in Korea are also introduced. Depuis le début des années soixante-dix, le développement industriel rapide en Corée a entraîné la construction de nombreuses galeries et cavernes de stockage souterraines. Les ingénieurs de mécanique minière ont donc accumulé des expériences précieuses dans le domaine de la technologie de l’espace souterrain. Cependant, ils font toujours face à de nombreux défis techniques en ce qui concerne les aspects de l’environnement et de la sécurité. Pour présenter ces défis en Corée, l’étude présente décrit les projets d’espace souterrain, y compris le stockage de pétrole et de gaz, de nourriture, centrales de stockage pompé, tunnels de transport, tunnels navigables, et évacuation des déchets radioactifs. Des analyses de stabilité mécanique et hydrologique des cavernes de stockage en Corée sont aussi présentées. Seit Anfang der 70er-Jahre, baute Korea in Folge raschen Industriewachstums viele lange Tunnelsund unterirdische Lagerungsräume. Fachkräfte im Bereich Gesteinsmechanik sammeltenwertvolle Erfahrungen über unterirdische Raumtechnologien. Dennoch stehen sie auch heute nochvor technischen Herausforderungen im Bereich Umweltschutz und Sicherheit. Zur Erläuterungdieser Herausforderungen in Korea folgt eine kurze technische Beschreibung der Projekte zurSchaffung unterirdischen Raumes für beispielsweise Öl- und Gaslagerung,Nahrungsmittellagerung, Pumpspeicherwerke, Straßen- und Wasserstraßentunnels, als auchLagerung radioaktiven Mülls. Mechanische und hydrologische Stabilitätsanalysen derLagerungsräume in Korea werden ebenfalls dargestellt.

Jan 1, 2003

By D. D. Munro

Finsch Mine is a Kimberlite diamond mine located at Lime Acres in the Northern Cape of South Africa. The mine was founded in 1961 and started surface-mining in 1964. Underground production commenced in 1990 using a Modified Blast Hole Open Stoping method for the mining of Blocks 1,2 and 3. Block 4 is currently being mined as a Block Cave. The process of identifying and optimizing a mining method to mine the Block 5 ore body started in 1991 and in 2006 Inclined Caving was identified as being a technically feasible method. This report aims to document the process employed in developing this method by the Block 5 Pre-Feasibility Team as well as discussing the technical challenges encountered during this process.

Jan 1, 2010