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By Andrew Finney

INTRODUCTION The Sacramento Regional County Sanitation District (SRCSD) serves unincorporated areas of Sacramento County, parts of the cities of Sacramento and Folsom, and the cities of Citrus Heights, West Sacramento, Rancho Cordova, and Elk Grove. SRCSD maintains 145 kilometers (km) (90 miles) of interceptors that convey a combined total of 0.6 million meters3 per day (160 million gallons per day) or more of waste-water, with additional miles of sewer interceptors that are scheduled to be built by 2020. Wastewater is conveyed to the Sacramento Regional Wastewater Treatment Plant in the southwestern portion of the County, also managed and operated by SRCSD, in interceptors with diameters as large as 3.0 m (120 inches.) As part of its overall expansion program, SRCSD has constructed a number of major interceptors over the last few years with tunneling methods due to concerns associated with either the impacts of open cut construction in an urban environment (traffic, safety, noise, environmental concerns) or the need to achieve a crossing of a stream, river, or transportation corridor. This paper focuses on a specific issue that affected construction of the Upper Northwest Interceptor (UNWI) Sections 3&4 project, located at the northern limit of the SRCSD service boundary and within the limits of the City of Sacramento. This project involved the construction of 3.2 km (2 miles) of 2.1-meter (84-inch) and 2.4 km (1.5 miles) of 1.7-meter (66-inch) diameter reinforced concrete pipe (RCP) using MTBM, EPBM, and 3.3-meter (130-inch) two-pass TBM methods. The owner elected to install the RCP using tunneling for a number of reasons including a desire to avoid traffic impacts in a dense urban corridor, to minimize disturbance to the neighborhood, and to avoid potential dewatering-induced settlement issues along the western one-third of the project. For the western portion of the alignment the 2.1-meter (84-inch) reinforced concrete interceptor pipe was to be installed using a 2.7-meter (105-inch) earth pressure balance machine (EPBM). No external dewatering of shafts or tunnels was permitted for reasons of concern about settlement, discussed previously. At the intersection of Elkhorn Boulevard and Natomas Boulevard (at the extreme northwest corner of the project) the 2.7-meter (105-inch) EPBM tunneled past a recently constructed 11-million liter (3-million gallon) water storage reservoir, passing within 3 meters (10 feet) of the tank?s shallow foundation while tunneling through clean sands with a shallow groundwater table. The paper will discuss the implemented solution to mitigate additional settlement risk that was developed as a joint collaboration between the owner, CM, designer, and contractor.

By Stig Eriksson

In Switzerland two major railway systems as shown below in Figure 1 has recently been completed or is under construction: ¦Lötschberg, south of Bern which was commissioned in 2007 ¦Gotthard, south of Zurich which is scheduled to be commissioned in 2016The aim is to increase the transport capacity of the railway system and to transfer more transport of goods to the railway by offering transport of trailers and lorries on the new railway systems. It will have a positive environmental impact but also improve the congested traffic situation of the highways in north-south directionThe Gotthard tunnel is totally 57 km (35 mile) long and the Lötschberg tunnel is 35 km (22 mile) long. Both tunnel systems consist of two parallel single track tunnels connected with cross tunnels at every 333 m (1 093 ft). Additionally there are cross-over tunnels and caverns for installations and operation. In the Lötschberg tunnel, the majority of the excavation has been by Drill & Blast and in Gotthard tunnel the major part is being excavated by TBM.

By Lee W. Abramson, James E. Crawley

Caltrans is studying alignments for a 160-kilometer-long high speed ground transportation system from Los Angeles to Bakersfield across the Tehachapi Mountains. This link is needed to connect southern California with San Francisco by a short passenger rail service. None presently exists. The system will require tunnels and viaducts along the route with sections crossing two major active fault zones. High speed ground transportation technologies are being evaluated for achieving rail speeds of between 200 and 480 kilometers per hour. This paper presents the technical requirements for tunnels along the alternative routes being considered for the project.

Jan 1, 1995

By T. Eggenberg

Mechanization and automation of logistic equipment has become one of the main key factors in raising productivity and competitiveness especially for complex and larger mining or tunneling projects. The Lake Mead Intake Tunnel #3 shaft mucking installation is a good example to demonstrate the potential that is found in an overall optimized logistic. It starts with the planning and results in using customized installations which fulfill the specifically defined requirements for the project. Rowa developed a solution and supplied a shaft mucking system using a discontinuous double drum hoisting concept with shaft buckets, loading, and unloading devices. With this fully automated system a continuous muck flow of 437t/h can be achieved.

Jan 1, 2010

By Christian Neumann, Josef Arnold, Albin Reinhart

The Channel Tunnel Rail Link (CTRL) is the most significant railway infrastructure development project in the United Kingdom since the construction of the Channel Tunnel between France and England. The key element of this project is the 2-mile-long(3.2-km) North Downs Tunnel, which will be the largest and deepest twin-track railway tunnel ever constructed in the United Kingdom. This paper describes the contractual agreement, the design and construction (excavation and lining) of a twin-track rail tunnel with a 166-m 2 face excavated through chalk using the New Austrian Tunnelling Method (NATM). The importance of collaborating with a tunnel contractor/designer who not only is expert in the New Austrian Tunnelling Method, but who was also responsible for the design and installation of the primary lining, will be highlighted in this paper. This paper will also deal with the benefits of partnering in tunnel design and construction, as well as the resultant added values of mechanizing conventional tunnelling methods (Value Engineering).

Jan 1, 2001

By Edward S. Plotkin, Thames F. Peyton, Gary A. Almeraris

This paper describes high speed tunneling by drilling and blasting in a heavily populated urban area. The project consists primarily of mining 2500 m (8237 ft.) of tunnel through mica schist, excavating three shafts approximately 200 m (650 ft.) each and concreting lining 5300 m (17,400 ft.) of 7.34 m (24 ft.) inside diameter tunnel. The techniques developed and equipment utilized to ensure a high rate of tunneling advance are described. Extensive planning and good communications were especially essential in maintaining production on this project since tunnel mining, tunnel concreting, and shaft excavation all proceeded simultaneously from one common work shaft and a single heading.

Jan 1, 1985

By Derek Brennan, Donald Brennan

"The existing Rondout West Branch Tunnel (RWBT) is part of the Delaware Aqueduct which has been in service since 1944 and accounts for more than 50 percent of New York City’s water supply. In early 2015, the New York City Department of Environmental Protection contracted Kiewit-Shea Constructors, AJV (KSC) to construct the Rondout West Branch Bypass Tunnel project (Rondout) in order to mitigate the leakage of 132 million L/ day (35 million gpd) of water from two areas of the existing tunnel; the Roseton and Wawarsing areas.The scope of the Bypass Tunnel 2 project is separated into two distinct phases. Phase 1 consists of completing the shaft sinking to a depth of approximately 274 m (900 ft) at shaft 5B, 213 m (700 ft) at shaft 6B and the excavation of approximately 3,850 m (12,500 linear ft) of tunnel at a diameter of 6.6 m (21 ft 7 in). This phase also includes the installation of 2,804 m (9,200 linear ft) of 4.8 m (16 ft) diameter steel interliner pipe through the new bypass tunnel with cast-in–place concrete liner for a finished diameter of 4.2 m (14 ft). Access chambers at the top of shafts 5B and 6B will be constructed for access and housing of the mechanical and electrical equipment for supporting pumps and valves.Included in phase 2 is the additional excavation from shafts 5B and 6B to the RWBT, and the drainage tunnel to remove ground water infiltration from RWBT. This work will be completed during a scheduled shutdown of the RWBT and will include approximately 31 m (100 ft) of excavation of the two connection tunnels. Additionally, construction of the permanent plugs within the RWBT will be undertaken. Figure 2 shows the layout of the work.Access to the work through the deep shaft at site 5B was critical to the success of the project. The hoisting system needed to be multi-functional to handle the different types of construction from drill and shoot of the shaft, starter and tail tunnel, the assembly of the tunnel boring machine (TBM), the excavation of the TBM tunnel including the supply of the precast segmental liner, the grouting operations, the installation of the steel interliner pipe and the cast-in-place concrete as well as ingress and egress of personnel. The production of the TBM operations was critical to the schedule of the project. This required a quick cycle for muck haulage and supply of the precast segmental liner in order to keep pace with the excavation time of the TBM. For TBM assembly, components were limited to a maximum weight of 104 t (115 st) for a single lift. Various cranes were analyzed for hoisting, however, none would meet all of the citeria. Therefore, the project team selected a specialized hoisting system designed in house in conjunction with Timberland Equipment Ltd. that consisted of a total of 14 separate hoists and winches with a total of more than 2,833 kW (3,800 hp)."

Mar 1, 2019

By Marie-Josée Banwell, Cyriac Sebastian, Giacomo Falorni, Sara Del Conte

Interferometric Synthetic Aperture Radar (InSAR) is a satellite-based monitoring technique that complements other in-situ methods for detecting and measuring surface displacement. Recent advances in data processing algorithms, coupled with the use of high-resolution satellite systems, make it possible to now provide high-frequency InSAR monitoring services, with updated results delivered every time a new satellite image is acquired. The advent of large, continuously updated data sets, however, brings new challenges, including the need to rapidly sift through the data to identify only those points showing relevant ground displacement information. This has been achieved by using trend variation analysis tools, that quickly isolate and highlight only areas of anomalous behavior. The paper focuses on project case studies where continuous InSAR monitoring has proven to be key in identifying displacement trend changes near tunnel alignments.

Jun 13, 2021

By Arthur G. Strassburger

INTRODUCTION High in the Sierra Nevada Mountains of California, some 50 airline miles (80 km) northeast of Fresno, and near the John Muir Wilderness and Kings Canyon National Park, a large underground hydroelectric project is under construction. Pacific Gas & Electric (PG&E) Company's 1,125 MW Helms Pumped Storage Project exhibits a number of impressive statistics, unusual features, and other characteristics of interest to the tunneling or power plant designer and construction contractor. The most significant underground facilities include almost 20,000 ft (6,096 m) of 27-ft (8.2 m) diam concrete-lined pressure tunnel; 3,700 ft (1,128 m) of access tunnel; 1,600 ft (488 m) of steel-lined high-pressure conduit, 2 major underground chambers more than 1,000 ft (305 m) below ground; 3 deep vertical shafts, and one steep inclined shaft. Maximum static pressures within the conduits range from 200 ft (61 m) to 1,744 ft (532 m), with hydraulic transients that increase pressure to 2,500 ft (762 m). The purpose of these underground works is to provide 475,000 hp (354,350 KW) of water power to each of the 3 reversible pump-turbines, each connected to a 375 MW generator motor. The units, rated at 1,744 ft (532 m) maximum static head, are among the world's front-runners, considering the size-head combination. The Helms Project develops the existing power drop between two of PG&E's reservoirs, Courtright Lake and Lake Wishon. These reservoirs are retained by two concrete-faced rockfill dams completed in 1958, each storing approximately 125,000 acre ft (154 x 106 m3) of water. Although the project is intended to operate on a typical

Jan 1, 1981

By C Harrison, A Bowskill

The Ambuklao hydroelectric dam was originally constructed in the 1950s in the remote and mountainous region of the northern Philippines. Following its construction the dam has suffered heavily due to siltation and a partial collapse of the intake structure due to a 7.8 magnitude earthquake that struck the region in 1990. Between the years 1990 and 1999 the power station progressively lost its capacity to generate power. In 1999 the owner took the power station out of commission. The power station remained idle over the next 12 years. In 2008 the power station was sold to a new owner who commissioned the rehabilitation works.The rehabilitation project restored the operating status of the power station in June 2011 and increased its capacity from 75 MW to 105 MW. The civil contract of the rehabilitation project required the construction of a new intake structure behind an in situ rock coffer dam on the edge of the existing reservoir, new 6.2?m diameter × 124?m deep blind sunk shaft behind the intake structure, which connects to a new 6.8?m horseshoe profile headrace tunnel that ultimately connected onto the existing vertical penstocks which feed three No 35 MW Horizontal Turbines rated at 155?m head.The unique challenge in rehabilitating this existing hydropower station involved finding solutions that would conclusively deal with the challenging geological and hydrogeological conditions associated with excavating new tunnels and a drop shaft beneath a live dam.McConnell Dowell was awarded the civil works package for the rehabilitation works in August 2008. The Ambuklao rehabilitation program took 33 months to complete.Over 600?m of tunnels were excavated in highly weathered and often challenging geotechnical conditions via drill and blast with the extensive use of high-pressure fissure grouting to control groundwater ingress that was surcharged by the dam.This paper focuses on the use of high-pressure fissure grouting that took place to enable the excavation of the new waterway system and intake structure.CITATION:Bowskill, A and Harrison, C, 2014. High-pressure fissure grouting for drill and blast tunnelling, Ambuklao, Philippines, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 141–152 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By Thomas Pea, Heiner Kontrus, Jérôme Steinkühler

In tunnel condition assessment, the trend is towards comprehensive 3D measurement combined with high quality image texture to document and quantify damages to the tunnel surface and to create a cohesive data base of the structural conditions throughout its lifespan. The faster such measurements can be made on site, the less it impacts traffic conditions of the highly sophisticated subway systems. The Dibit high-speed 3D scanning system which is based on Photogrammetry and LiDAR technology enables data acquisition in tunnels at a speed of up to 60 mph. Given the high rate of speed the system can operate, tunnel shutdowns can be drastically reduced, and tunnel safety increased. The photorealistic texturing of the 3D-model allows the identification and analysis of smallest material damage (e.g., cracks ≥0.3 mm wide). The publication illustrates technical details and 3D results of the innovative system from measurements that were performed in the subway tunnels of the Bay Area Rapid Transit System in San Francisco, CA (total length 66.23 km).

Jun 13, 2021

By M. D. Lawton, P. Steen

"Drilling results from the established levels at AngloRouyn Mines Limited had indicated inadequate tonnages to meet the planning schedule. It was decided to develop the main zone of the orebody below the bottom working level of the mine. The orebody dips north at an average of 50 degrees and plunges to the west at about 10 degrees. Due to the need for rapid development of this area, a decision was made to use trackless equipment.This paper describes the method used and highlights the use of small 5-ton diesel trucks as carriers for the 2-cu.yd LHD machine. The method achieved advances of about 1,000 feet per month, at a dip of 12 degrees over a length of close to 2,000 feet, using as few as 20 men per day."

Jan 1, 1971

By Julian Baldry

"This paper begins by describing the parameters of high-speed underground tracked drifting operations and the mucking cycle, and-discusses their variations. The railbound Haggloader 8HR is then described, as well as the Hagglund shuttle trains, outlining the advantages and disadvantages of the system. A comparison with conventional mucking operations is then given.IntroductionDrift and tunnel rounds are mucked by one of two major methods, either trackless with diesel loaders and trucks or with track loaders and cars. The aim of this paper is to compare the conventional tracked mucking cycle with the Hagglunds system alternatives.For many years, the traditional method of attacking the mucking cycle has been with a rocker shovel loader, a string of cars and a locomotive. The rocker shovel loads the first car and when full it is taken to a side drift, cherry picker or some other transfer point and is exchanged for an empty one. This empty car is then pushed back into the face and the loading continues until all cars are full . Then the whole train is taken out to a dump point where the cars are emptied. Normally the train's capacity is less than the volume of the muckpile, so the cars go back to the face. This loading cycle is repeated until all muck is removed from the heading. The last train out from the heading usually takes the loader and parks it in a side drift before continuing on to the dump where the cars are emptied.This simplified version of the traditional loading cycle excludes the ancillary work elements such as track laying and so on, but does point out that the cars must be transferred when full and that the whole train normally makes at least two round trips from the dump to the face. The prime aim in drifting is to cycle a round whithin a working shift which necessitates that no one part absorbs so much time as to prevent the completion of the cycle.Mucking, drilling and loading and the ancillary work such as rock bolting, vent and service pipe hanging typically each take one-third of the available work time. Drilling or mucking can and often do, because of various factors, take nearly half of the total cycle time. Once any segment of the operation starts to take this portion of the shift, the likelihood of missed rounds becomes increasingly greater."

Jan 1, 1981

By Jilai Xue, Jun Zhu, Germain Kouma Ndong, Qiaochu Liu, Luxing Feng

"High-temperature oxidation and corrosion behaviors of Ni-Fe-Cr alloy as inert anodes for aluminum electrolysis have been studied in oxygen and molten electrolyte. The oxidation and corrosion scales on the anodes tested were analyzed using XRD and SEM-EDS. The oxidation rate is found to increase with increasing temperature from 700 °C to 950 °C, which can be approximately described by an inverse power rate function. The oxidation scales at 750 °C, 920 °C and 950 °C contain Cr-rich phase along with FeCr204 and (Feo.6Cro4)203. The corrosion extent of Ni-Fe-Cr anodes in electrolyte is dominated by temperature, which can make the scales thickness double from 700 °C to 750 °C or from 920 °C to 950 °C. Cr and Fe in the scales on the anode in electrolysis corrode preferentially into the molten electrolyte, while the nickel oxides could better sustain the corrosive environment in electrolysis. The results can be useful for developing inert anode material for potential application in aluminum electrolysis.IntroductionThe development of an inert anode for aluminum electrolysis has been a long term goal for aluminum industry. The present process for primary aluminum production involves the reduction of alumina with carbon anodes, forming carbon dioxide:"

Jan 1, 2013

By M. A. Hararah, T. Neesse, M. G. Farghaly, G. Proellss, P. Kaniut, W. Rubarth

ABSTRACT: This paper presents two new options for hydrocyclone control. Volume split control using a control valve in the overflow is applied for the stabilization of separation results at changing feed conditions. Controlled water injection to the conical part of the cyclone leads to the reduction of fine particles in the underflow. Hydrocyclone monitoring in both cases is performed by optical sensors that indicate the spray angle of the underflow. Applications in mineral processing for desliming, classification in closed-circuit grinding, and dewatering are demonstrated.

Jan 1, 2011

By M. D. Scott

"Highland Valley Copper recently installed a semi-mobile in-pit crushing and conveyor system designed to feed both the Bethlehem and Lornex concentrators with a feed averaging 120000 tonnes per day. The system installed with a rated capacity of 12000 tonnes per hour is the highest capacity hard rock semi-mobile crushing and conveying system currently in existence.The system is designed in a manner that the crushers can be moved easily as the pit is developed in depth with conveyors extending deeper into the pit, and conveyors being moved radially from a surge pile located at the rim of the ultimate pit as the pit increases in size laterally.The system consists of two 6000 tph, 60 by 89 Krupp semimobile crushers feeding two moveable 4500 hp, 60 in. conveyors, 1.25 km long feeding a 7500 tonne live storage surge pile. Two 96 in. belt feeders installed in reclaim tunnels under the pile feed two parallel 4500 hp, 60 in. conveyors, 1.25 km long on a 12 per cent uphill grade to the two existing Lornex plant feed conveyors. A third 96 in. belt feeder, under the pile, feeds a 60 in. conveyor, loading trucks hauling crushed ore to the Bethlehem mill.A description will be given: (1) of the system's design features in which climatic extremes, operating, and maintenance characteristics were of primary importance; (2) of the way the system was constructed from components purchased internationally on an extremely tight construction schedule; and (3) of the way the system has operated during the first few months in operation during which time it demonstrated that it has met various design criteria."

Jan 1, 1988

By M Francoeur

Oct 12, 2022

By N. R. Thote, J. L. Porathur, C. P. Verma

Highwall mining is a highly mechanized coal mining method associated with several advantages, such as a very high production rate (approximately 3,000 t/d) and low production costs. There is no requirement for underground support, ventilation, or blasting. Production leads to added recovery, which is otherwise lost in the ultimate pit. The use of highwall mining can bridge the gap that exists between supply and demand in the energy sector. This paper presents a brief review of highwall mining technology, including current status, analysis tools, and design techniques. In addition, it identifies important parameters from the analysis of failure case studies.

Jan 1, 2014

By Thomas Sisley, Jozef Zurawski, Richard Switalski

Hilltop Interceptor Contract G is one of the segments of the wastewater control system in the greater Cleveland area. The tunnel is a relief interceptor constructed by the Northeast Ohio Regional Sewer District to minimize combined sewer overflows in the Easterly Service Area. The design study identified the need for a 3.35 m (132 in) diameter, 3.35 km (11,000 ft)in-line storage conveyance tunnel to be constructed at depths of 30 to 70 m (100 to 230 ft).Six structures for access, future flow drop, work shafts and overflow control were required to complete the system. The interceptor reduced the design peak flow from 12.5 m3/s(285 mgd) to 6.1 m3/s (140 mgd) by detaining in line 22,800 m3 (six million gallons) of wastewater.

Jan 1, 1997

By Lee W. Abramson

Performing risk analyses on tunnel projects has become common place and on many projects it is required from an owner or regulatory perspective. After the project is planned, designed and constructed, the data concerning identified risks, assumptions, costs, probabilities and mitigations is generally long forgotten and buried in some file somewhere. A study was performed comparing predicted risks versus actual events on several recently constructed tunnel projects. Probabilities and costs for selectively common risks on tunnel projects have been studied and re-evaluated. Conclusions are presented that can guide future projects and the veracity of the tunnel risk analyses performed.