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The objectives of this paper are to introduce the International Code of Practice for Risk Management of Tunnel Works and to illustrate to the participants of the 13th Australian Tunnelling Conference 2008 how the insurance industry would like to see the future of tunnelling insurance. Tunnel construction projects have suffered large losses over the years as can be shown from various loss examples and a list of major losses over the last ten to 15 years. Since the consequences of insufficient risk control had to be borne by insurers, these losses have heightened the need for improved and adequate risk management measures so that insurance cover can also in future be provided for this hazardous industry sector. Observations are made as regards to the prevailing trends in the tunnelling industry, which contribute to the increase in risk and have adverse consequences for the insurance industry. To find a solution to this dilemma various options are examined with the suggestion of a Joint Code of Practice for Tunnel Works being agreed by all stakeholders, which would become essential to secure future insurance protection for such project work. The British Tunnelling Society has, in cooperation with the Association of British Insurers, developed such a code, which the International Tunnelling Insurance Group has now adopted for global application in international markets. The content and concept of this code is explained to establish a framework of understanding and applied risk management principles for tunnel works. This initiative also has the support of the International Tunnelling Association and the International Association of Engineering Insurers. The international application of this new code is demonstrated with a few examples, which also includes Australian projects. It is the aim that this code forms in future part of the insurance coverage for tunnelling works in order to put this risk segment on a more sustainable basis. For that reason the insurance industry is seeking the support of all stakeholders of tunnelling construction projects.

Jan 1, 2008

By J. J. Van Rensburg

The commissioning of a test facility for the calibration of anemometers by J. J. VAN RENSBURG (Student Member). After the erection of a commercially produced open-jet wind tunnel for the calibration of the anemometers used in mine ventilation, the wind tunnel was calibrated for routine use. There is a choice of five orifice plates. which, together with a variable-speed fan, can give a measurable range of air velocities in the test section from about 0,05 to 35 m/so The orifice plates were calibrated against a standard pitot tube, and it is now necessary only to measure the pressure drop across an orifice plate and to read off, from a set of graphs, the true outlet velocity in the test section. The paper describes the underlying theory and the test results.

Jan 4, 1975

By D Giddings, S A. Silvester, S Pickerin

Underground fires represent a constant threat to the safety of underground personnel. Miners in the immediate vicinity may face intense heat, blinding smoke, toxic fumes, fall of ground and other direct effects of a fire. However, the vast majority of victims never actually see the fire, and are overcome either by deadly fumes in the ventilating current or by asphyxiation. The mine ventilation system, which maintains a sustainable atmosphere to the working places, can transport products of combustion with equal efficiency. Miners who are remotely situated from a fire may be forced to evacuate considerable distances, through dense smoke and fumes, or even become cut-off from escape. Additionally, miners may become confused by unfamiliar ventilation characteristics caused by fires. Conveyor belts are widely used for transporting minerals in mines as well as in many other industrial situations. Because they contain large amounts of polymeric materials their use in certain environments, especially coal mines, but also in steel works, power stations and other enclosed areas must be controlled to minimise the fire risk. Over last nine years there have been 60 fires in underground mines in the UK alone and that of these, half have been associated with conveyors. This paper summarises the results obtained from a recent research project that has developed a preliminary computational thermal and fluid dynamic model to represent the spread of flame along a typical conveyor belt used in UK deep coal mines. The results of these models have been calibrated against a series of experimental tests performed within a surface fire test gallery. An improved knowledge of the burn characteristics and rate of release of the products of combustion from conveyor belt fires will assist in the development of better fire detection and fire fighting techniques.

Jan 1, 2005

By Jeon Jeon, Yong-Kun Choi, Chung-In Lee, Yong-Hun Jong, Hag-Soo Kim

In this study, a computer program to design tunnel blasting pattern has been developed. The program consists of two parts; one is for tunnel blasting pattern design and the other is for blasting modeling to estimate the peak particle velocity, the distribution of fragmentation and the excavation damage zone. We modified the design method of tunnel blasting pattern suggested by Langefors because it provided undesirable pattern in blasting practices such as considerably large center cut and too large burden for Vcut as drilling length increased. As a result, the burden and spacing were reduced to practically appropriate amounts. In addition, the correlation between rock mass rate, RMR, and rock constant in blasting, c, was analyzed based on the data collected from twenty three tests of tunnel blasting. It was concluded that the correlation between them was fairly good enough to be applied in cut design. In order to check the validity of the modified methods and their practical applicability, test blasting was carried out at two different tunnel construction sites in Korea. The results were satisfactory in that the average rate of advance was 90% and the overbreak did not cause additional support. Futhermore, the developed program is capable of estimating peak particle velocity by using (a) the existing vibration equations, (b) the vibration equation obtained by test blasting to check out the practical applicability of the designed blasting pattern. Feedback is implemented into the program to adjust the designed blasting pattern and control the vibration.

Jan 1, 2005

By C. E. White

History The Con-Rycon mine is situated in the Yellowknife mining district, North West Territories, 608 air miles north of Edmonton, Alberta. The earliest reported discovery of gold in the area was made in 1898 but no extensive exploration occurred until 1928. The birth of Yellowknife as a mining community took place in 1934 with the staking of the Rich group and subsequent shipping of 16 tons of high grade ore. The Giant group was also among the claims staked in 1934, and later staking showed a tendency to close the gap between these two properties. In the fall of 1935, the A.Y.E. claims, situated south of the Giant group, were staked to cover a discovery of the Geological Survey of Canada and, after general release of the Survey's information, the adjoining ground was staked. These claims included the Con, Negus, Meg, and Kam groups. In 1936 four lapsed claims were re-staked as the P and G group and later acquired by Rycon Mines, Limited, controlled by the Consolidated Mining and Smelting Company of Canada, Limited. The Con and various adjacent groups owned by Cominco are now operated with the Rycon under one management. Surface trenching on the Con property started in 1936 and, during the fall and winter of 1936-37, a 60- foot 5 ft. by 9 ft. inclined prospect shaft was sunk. The encouragement provided by the shaft and diamond drilling in 1937 led to the decision to establish a mining plant, and in August, 1938, the 100-ton cyanide mill produced its first brick- the first gold brick poured in the history of the North West Territories. In November, 1938, the mill was enlarged to a 175-ton capacity and operated at this rate until 1941, when refractory ore was encountered. This situation was met by the installation of flotation and roasting units and, at the same time, the milling capacity was increased to 300 tons daily. Labour shortages and Government restrictions forced a reduction of output and in 1943 milling was suspended while mine development continued on a reduced scale throughout the war years. The present full-scale of operations was resumed in 1946 and the total production to the end of 1948 amounted to 288,853 oz. gold and 72,347 oz. silver.

Jan 1, 1949

By S. P. Lowe

Introduction In the following pages a general description is presented of the concentrator and cyanide plant of the Hudson Bay Mining and Smelting Company, Limited, at Flin Flon, Manitoba, together with some account of the steps which have led to the adoption of the present practice. For an account of the preliminary test-work and pilot-mill operation, the reader is referred to a recent paper by R. E. Phelan on the History of Flin Flon Mine up to Construction (1). Additional notes may be found in a paper which the writer presented at the Annual Meeting of the Institute in 1930 (2). The first ore was crushed in the present plant on July 1st, 1930, and the first ball-mill was started one month later, on August 1st. Since that time, production has been continuous with the exception of one month lost during a strike in the summer of 1934. There have been no major changes in equipment or methods of treatment since the present plant was built, but many minor changes have contributed to the improvement in results obtained and to the increase in capacity to the large tonnage now being milled. The accompanying flow-sheets indicate the equipment used in the several plants, with the average life and repair cost. As originally built, the concentrator was to treat 3,000 tons per day, but the capacity has been increased to 4,400 tons. The methods adopted to make possible this increase in tonnage will be referred to below. It was the intention to produce two classes of ore: (1) a heavy sulphide, and (2) a disseminated ore. The mill was consequently divided into two sections, each adapted for most efficient treatment of one particular type of ore. However, it was soon found that it would be impossible to mine the two classes of ore separately, so it was decided to treat open-pit ore, which varies greatly in character, in the sulphide section, and underground ore, which is fairly constant, in the disseminated section. This segregation is still maintained.

Jan 1, 1935

By Leonard W. Postregna

Prior to January, 1986, the city of Austin, Texas was on notice by the Federal Government's Environmental Protection Agency and the Texas Water Commission, that they were illegally polluting the Colorado River. The wastewater facilities presently in use in South Austin were inadequate to handle the vastly increasing population. The city of Austin, Texas hired Parsons Brinckerhoff Quade and Douglas, Inc. and Dannenbaum Engineering Corporation to design and supervise the construction of an update to their existing system to alleviate this problem. A major criterion handed down to the Designer and Contractor was that the system had to be completed within a two year time frame. The biggest link to the entire design was a tunnel project consisting of 43,000 linear feet (13,106 m) of tunnel, eight feet (2.44 m) in diameter with connecting structures tying into existing and future facilities. The project was awarded to S. A. Healy Construction Company of McCook, Illinois with a low bid of $24,755,000.00. This article summarizes the techniques used in the construction of this tunnel project.

Jan 1, 1989

By Edward (Ted) Dowey

City Water Tunnel No. 3 is being built in order to provide a redundant system for delivering 4,542,500 m3 (1.2 billion gallons) of water per day throughout the five boroughs of New York City. The present tunnels, City Tunnel No. 1 and 2 (Figure 1), were put in service in 1917 and 1936 respectively, and both have been in continuous service. Tunnels No. 1 and 2 can-not be shut down for inspection or repair until City Tunnel No. 3 has been completed. City Tunnel No. 3 has two stages (Figure 1).Stage One is 20.1 km (12.5 mi) long and is presently delivering drinking water to the boroughs of the Bronx and Manhattan. Stage Two consists of the Brooklyn-Queens Tunnel 17.7 km (11 mi) and the Manhattan Tunnel 14 km (9 mi). The Brooklyn-Queens leg is complete and is set to be put in service soon. The Manhattan Tunnel is being constructed and is the subject of this paper. The Manhattan Tunnel (Figure 1) is comprised of three legs: the north, south and east legs. The con-tract includes the excavation of 8,976 m (29,500 ft) of tunnel and the lining of 14,561 m (47,773 ft) of tunnel. The south tunnel, 5,705 m (18,720 ft), was excavated but not lined, under a previous contract. The tunnel ranges from 181 m (600 ft) to 152 m (500 ft) in depth in the bedrock under Manhattan. The tunnel contract also includes the construction of nine new shafts, 161 m (530 ft) average depth, and the completion of a tenth shaft (the previously built construction shaft). The Manhattan Tunnel contract was awarded to the sole bidder Schiavone/Shea/Frontier Kemper Joint Venture (SSF) for $668,532,680.00, on January 31, 2005. The Manhattan Tunnel was designed ?in house? by the New York City Department of Environmental Protection (DEP) and the construction management was provided by a combined staff of the DEP and a joint venture of Jenny Engineering and URS.

Jan 1, 2008

By C. S. Oteo, H. Suárez, P. de la Fuente

ABSTRACT: In the south of the Island of Gran Canaria (Spain) there appear layers of swelling clays inside volcanic formations of a fonolitic type, down to depths as low as 500 m, with thicknesses of 1 to 3 m. Two tunnels (each of length 1,500 m) have been built in these zones (ignimbrites and swelling clays), work on which started in the ‘70s. The construction has been influenced by phenomena of expansivity and decompression. Presented below are the problems that arose, the field and indoor studies conducted and the numerical optimisation of the lining. ZUSAMMENFASSUNG: Im Süden der Insel Gran Canaria (Spanien) kommen im Inneren vulkanischer Formationen phonolithischen Typs in Tiefen von bis zu 500 Metern 1 bis 3 Meter dicke Blähtonschichten vor. In diesem Gelände aus Schmelztuff und Blähton begann man zu Beginn der siebziger Jahre, zwei Tunnel von jeweils 1.500 Metern Länge anzulegen. Die Bauarbeiten standen unter dem Einfluss von Dehnungs- und Dekompressionserscheinungen. Der folgende Text enthält eine Darstellung der aufgetretenen Probleme, der durchgeführten Feld- und Laborstudien und der numerischen Optimierung der Tunnelauskleidung. RESUME: Dans le sud de l’Ille du Gran Canaria (Espagne) on a détecté des couches d’argile gonflante dans l’intérieur des formations de roches volcaniques fonolitiques, à la profondeur autom des 500 m, avec épaisseur de 1 à 3 m. On a perforé deux tunnels (de longueur 1.500 m chaque un) dans cettes zones (igniumbrités et argiles gonflantes), chantier qui comenza pendant les 70’. La construction on a influencé pour des phénomènes d’expansivité et de décompression. Dans cette communication on présente les problèmes presentes, les études de chantier et théoriques realicés et l’optimisation numérique développé pour dimensionner le revêtement.

Jan 1, 2003

By Matsuo T, Uga Y

The tunnelling work to construct a sewage trunk line designed by the Sewage Bureau of Kobe City along north side slope of Rokko mountain range incorporated an all ground condition type (broad spectrum) TBM with slurry transport system with jet pump manufactured by Kawasaki Heavy Industries, Ltd. Boring dia. of the tunnel measured to 2.0 m. The construction planning and implemen- tation were done by Ohbayashi Corporation, the general contractor. The heading way was 3342.4 m in overall length.; construction work ran from April '84 to June '85. The max. daily progress marked 31.9 m and the max. monthly progress 493.1 m according to the relevant record. The machine proceeded with the work under geological conditions featured with conglomerate, rhyolite, tuff breccia and slate, whereby soft soil zone mostly of clay was encountered in a limited area. In the latter case, however, steel segments were substituted for supporting steel ribs. The tunnel was routed beneath a meandering road with the result that more than 40% of overall length show a curvature of 50 to 200 m radius.

Jan 1, 1987

By Monger N. R

Factors leading to the decision to use Joy Continuous Miners for pillar extraction in the Burwood Colliery are outlined. A detailed description is given of the Joy 1-CM-2 Continuous Miner, including the power supply to the machine, and the method of cutting coalfrom a face. Modifications found necessary in practice are dealt with.The Joy 10 S.C. shuttle car used in conjunction with the Miner, and alterations made to this unit, are then described, together with Ancillary units for the whole installation such as transformers, motor generator set, air compressor,_ cables for power supply and water supply for dust suppression.Special arrangements were necessary to transport the Miner and Shuttle Cars through the tunnel to the Victoria Tunnel seam, and the method of overcoming the transport difficulties is discussed. Manning of the Continuous Miner unit, and final preparation andsubsequent working of the pillars is outlined. Special attention must be given to maintenance of the machines.It is concluded that the combination of Joy Continuous Miner and Shuttle Car is an excellent method for removing pillars in the Burwood Colliery.INTRODUCTIONThis paper deals with the Burwood Colliery in the RH.P. Group in which some units are engaged in the mechanical extraction of pillars with Joy Continuous Miners.In 1941, an amendment to the Coal Mines Regulation Act of N.S.W. forbade the extraction of pillars by mechanical means unless with the express permission of the Minister for Mines. As this permission was not forthcoming, no mechanical extraction of pillars took place in Australia until 1954 As it was doubtful during most of this period whether mechanical extraction would ever come about, coal generally was won with a view to maximum extraction in the first workings, thus giving rise to centre gannon bord panels and 45° angle cut throughs as shown in Fig. 1.

Jan 1, 1957

By Gerhardt A. Bennewitz

The mechanism shown here (Fig. 1) may not be all that it appears to be. To many of you it may look like a hopper car, a thing of mobility, in which you would ship coal, ores, limestone, or other bulk materials. It is approximately 50 feet long, 12 feet high, and can be placed on tracks which are on approximate 14 foot centers. But far too often in the past, and all too often today, this mechanism has been made to serve as an immobile storage box, with its primary role -- the transportation of products, seemingly incidental to the storage function. Our engineering training teaches us to conserve resources, despite some of the popular and misconceived philosophies being advanced these days. Those of you who work for companies with traffic departments know that they are always striving to reduce the price which is paid to move your mine products. Today, let's consider and analyze the ways in which the cost of transporting your mine products might be reduced, based on particular reference to coal. Bear in mind that in this context, cost and price are not necessarily synonymous. Until a few years ago, most coal and other bulk materials handled by railroads moved under standard tariff rules. These rules, which still exist today, provided transportation vehicles (railroad cars) for extended periods at no added price to the shipper or receiver. "Normal" free time rules would permit a car to be held for a maximum of 48 hours without charge; however, in the case of coal, there is a rule which, subject to liberal rules as to the

Jan 1, 1972

By Henry A. Russell

During the last ten years Parsons Brinckerhoff has become a leader in the area of tunnel rehabilitation. A significant part of any tunnel rehabilitation program is the control of groundwater infiltration into the structure. This leakage over time, causes deterioration of the structures, and creates numerous operational problems for the tunnel operator. This paper will address current procedures for identification, documentation, and recommendations of repair methods for the control of groundwater infiltration in rail and highway tunnels.

Jan 1, 1993

I once read an æarticleÆ in FHM Magazine entitled æThe Coolest Jobs There Ever WasÆ. It was about a group of guys who were pursuing careers that any person on the planet would just kill for. I distinctly remember drooling over the pages, thinking how much I would love to be Michael SchumacherÆs Chief Engineer at Ferrari, or the Principal Designer and Tester for one of the big Dutch rollercoaster companies. From that moment on, I decided that I wanted a career that was cool enough to make it into the pages of that article. Throughout my time at university, I always had that article in the back of my mind. As a result I constantly wondered about what sort of job I could end up with once I left university. More importantly, I wondered if FHM would be banging down my door to put me in the magazine! After a long and stressful job hunting process (in between completing a thesis and studying for exams) I finally managed to land myself a job with Orica Mining Services. I can honestly say I didnÆt know what to expect when I first joined Orica. Most of my friends ended up working for big mining companies, while I was offered a position with one of the biggest suppliers to these mining companies. However, I had a feeling when I was discussing the role with my future supervisor during the interview process that the job was going to be awesome. I have now spent a year working for Orica and I absolutely love it! While I feel that my job is worthy of being in that FHM article, unfortunately, I donÆt think I am going to get my opportunity to be in the magazine. Apparently I donÆt look too good in a bikini! However, I would love to have the opportunity to discuss the journey that I have taken so far û from my time as an environmental science graduate, then moving on to mining engineering, to now, being part of the Orica Mining Services Graduate Program. My suggestion is to use this paper as a resource. I have learnt during my time at university, as well as my time in the workforce, that the best people you can learn from are your peers. Take what you feel is relevant from the paper; hopefully it will help guide you in shaping your own career.

Jan 1, 2005

By H. C. Goodrich

THE earliest record of copper production from the state of Utah comes from "The Resources of Utah," by. Mr. Fabian, in 1872, wherein it is stated that the. Mammoth mine of East Tintic was located in 1870 and that the ores yielded a large percentage of copper, silver and gold. It is also stated that shipments had been made to Swansea, England, which assayed between $200 and $300 per ton. The Mammoth-Copperopolis mine was located in, 1870 and sold the year following to an English syndicate. Some copper was shipped to. England and in 1873 there was constructed a 15-stamp mill and two copper smelting furnaces; these were operated a few months and before the end of the year were closed down and the property sold for debt. . This property -vas reorganized in 1879 and is at the present day a producer, though its principal product now is lead and silver. While a certain amount of copper has always been coming from the various lead-silver camps of Utah, the real history of copper in Utah should start with the discovery of the mines in Bingham Canyon, located about 25 miles to the southwest from Salt Lake City.

Jan 1, 1925

By C. M. Diaz, P. J. Mackey

Since its inception, in 1987, the Copper-Cobre series of conferences has established itself as the prime world forum for discussing advances in copper process metallurgy, in particular copper sulfide smelting, copper recovery by leaching and electrowinning and copper electrorefining. All copper producing countries have actively participated in the pyrometallurgy symposia held in the framework of these conferences. In 1999 and 2003, the close to 100 pyrometallurgy papers that were presented had to be accommodated in two volumes. In the present paper, the authors firstly provide a brief historical sketch of the Copper-Cobre conferences and then focus on providing a retrospective look at the dramatic changes that have taken place in copper smelting in the last few decades, primarily as discussed in the Copper-Cobre and precursor conferences pyrometallurgy proceedings. Topics include: the development of autogenous, increasingly more intensive, environmentally sound and energy efficient smelting processes; significant improvements in Peirce-Smith converting practice and at the same time the commercialization of alternative continuous converting routes; the consequent expansion and modernization of smelters; the increasing compliance with strict government environmental regulations in most copper producing regions of the world; the realignment of the copper smelting industry throughout the world; and trends in copper smelting R&D. A look at the future closes these reflections on the contribution of the Copper-Cobre conferences to the advancement of copper smelting technology.

Jan 1, 2007

By Jon Y. Kaneshiro, Ed Walton, Stephen J. Navin, Robert M. Sergeant, Storer J. Boone

The Coronado Traffic Tunnel is a proposed two-lane, reversible, road tunnel, which will relieve severe peak hour congestion problems on surface streets. The tunnel will take traffic from the Coronado Bay Bridge to Naval Air Station North Island. The project will include 12.5 m (41 ft) inside diameter by 1,112 m (3,650 ft) of tunnel, 552 m(1,815 ft) of cut and cover box structure, and 400 m (1,315 ft) of open cut structure. The geology consists of predominately clean and silty sand, saturated sand, with some clay layers, requiring Earth Pressure Balance or Slurry Shield tunneling technology.

Jan 1, 2001

By Ray Brainard

The subsurface investigation for the Reach 4 Tunnel was expected to be completed in a single phase. This assumed that data from two nearby previous tunnels, combined with limited new subsurface information and surface mapping would be sufficient to characterize the rock behavior. Unforeseen rock conditions and complex faulting led to the recommendation for a second phase. This decision was not reached easily, as much of the follow-on work required helicopter support, and associated costs. The second phase of drilling found significantly more variability than the first phase and led to a very different and better understanding of the geologic and geotechnical conditions, and rock characterization.

By Russell K. McFarland, Gloria T. Saxton

Introduction The March 1969 issue of Civil Engineering contained on article entitled "BART" Subway Construction: Planning and Costs" authoried by Thomas R. Kuesel. This article describes in some detail the innovations developed in planning and management to undertake the design and construction of the BART Project. This 75 mile long system contained 17 miles of urban tunnels and 13 subsurface stations. Within this article Mr. Kuesel very nicely listed the cost of the 70,000 linearfeet of bored tunnel, 23,380 linearfeet of cut and cover tunnel, and the costs of the thirteen underground stations. Ten years subsequent to the publishing of Mr. Kuesels article, it is very sobering to realize that San Francisco obtained a bargain of a magnitude that we are just beginning to realize. Table 1 is a listing of tunneled line sections taken from the paper. The average cost shown in this figure, including sections constructed under compressed air is $1,620 per foot of tunnel, with bid dates ranging from June 1966 thru October 1968. This average cost translated to about $16 million per double track mile of twin tunnel system.

Jan 1, 1979

By Harrison H. Roberts

A. We are aware that many who are in the audience have perhaps heard before some of the material which will be presented. Since our firm is more closely associated with the heavy construction industry our experience is more oriented in that direction. Notwithstanding this, the subject your program committee has asked us to present centers mainly in the earth-moving field. We find a common denominator between say, the stripping of a site to uncover an ore-body which will be developed by open-pit methods, and that of excavating & transporting materials for an embankment dam, airport or other project. Both are earth-moving problems and we offer for your consideration a means of determining the most favorable method, equipment selection and resultant cost. We do considerable studies involving rock excavation for tunnels, underground powerhouses, inclined and vertical shafts for penstocks, muck-removal, electrical cable & other related underground work. Hence, we believe we speak the same language.

Jan 1, 1972