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By M. E. Bilir

In this paper, we review cases in which dramatic and visual swelling problems are experienced in underground structures. Swelling rocks have caused many problems in underground engineering projects. They pose severe problems to the design, construction and maintenance of underground openings. If an appropriate integrated design procedure, which proceeds from exploration, tests, analyses and realistic assumptions of swelling behavior, is used during the design stage, the execution of the project can be completed without any serious delays or dramatic design changes. The case histories were subdivided into three classes that include tunnels, underground coal mines and others. For the evaluation of cases, the surrounding rocks, swelling minerals, water inflow, swelling test results and swelling problems were considered. The main purpose of this review is to inform the reader about potential problems with swelling phenomenon and to emphasize the rehabilitation and extensive cost which are encountered due to the lack of necessary integrated design approaches.

Aug 1, 2013

By Harry Sutcliffe

THE PROBLEM Two and a half years have gone by since the December, 1976 Civil Engineering article on subway costs caused such a furore. What has happened in this interval? Even after discounting the crushing inflation rate, costs are still increasing, and there is no sign of a turndown, even in the rate of increase. Some steps outlined in the article have been taken. In April this year, the first D.O.T.-sponsored Peer Review Group, made up of managers of other transit properties, met in Boston to review MBTA's $500 million Red Line Extension-Northwest for cost effectiveness. While the impact of a review at the end of the design phase, with substantial segments under contract, cannot be as effective as a review early in the design phase, it is nevertheless a start. This first meeting will be followed by a review of Boston's Orange Line relocation, the final design for which is just underway. In the industry at large two facts are evident: 1. We are failing to reduce underground construction costs. 2. Underground construction is in danger of pricing itself out of the market place. It has always been a greater challenge to design a Chevvy than to design a Cadillac, but it is the Chevvy we need today. Much attention has been focussed in the past on engineering design in the narrow sense: areas such as ground loading conditions and concrete design. This paper will attempt to make the case that costs in urban underground construction are primarily outside the area of structural

Jan 1, 1979

By Adam Chrzanowski, Eugene E. Derenyi, Peter Wilson

"The rapid growth of the mining industry in Canada necessitates a reevaluation of existing mining surveying techniques and the development of new methods. In this connection, the Department of Surveying Engineering at the University of New Brunswick initiated a research program, and the major points of investigation conducted to date are as follows: 1. Based on practical experience and theoretical studies, all factors influencing classical shaft-plumbing procedures were analyzed. Refined methods were developed to increase accuracy. 2. The performance of electronic and optical distance-measuring instruments in underground conditions were investigated. In this connection, test measurements were made in various mines, employing four types of Tellurometers, two models of Geodimeters and a proto-type optical range-finder. 3. Tests were conducted and methods developed for the mapping of large underground chambers by photo-grammetric means. The aforementioned points are discussed at some length in the paper. The authors have also indicated areas where further research is needed and suggested ways and means to improve and modernize mining surveying as a whole throughout Canada."

Jan 1, 1967

By Robert G. Lundquist

REAM (for Rapid Excavation And Mining) is a method of rock fragmentation by high-velocity projectile impact developed by Physics International Company. This paper reports the results of field testing over the last two years. The success of the method is based on the fact that the amount of rock broken per shot scales nonlinearly with projectile impact energy. Thus, high energy impact yields spectacularly low specific energies for rock breakage. The field work reported used 90- and 105-mm military guns to accelerate 8-1/2 and 10-pound concrete and steel projectiles to velocities of 5000 to 5500 fps. All tests were performed in a competent 25,000 psi granodiorite at Hope Valley, California. During the first year of field testing 26 feet of 13-foot-diameter tunnel were produced with the 105-mm gun. The first 20 feet of this tunnel were line-drilled to aid in producing a stable portal. During the second year the tunnel was extended an additional 29 feet using the 90-mm gun. The 55-foot tunnel was produced by 590 shots. Between 1-1/4 and 1-1/2 tons of granite were broken by each shot. A silenced 90-mm gun was placed underground and the tunnel portal closed with a steel barrier. Overpressures of less than 1 psi were measured on the inside of the barrier, corresponding to an impulse noise of about 170 db. The muck produced was similar to drill and blast muck. Overbreak and ground support problems appeared to be less than with drill and blast. The contour of the tunnel was easily controlled using the 90-mm gun; the tests were also conducted using a 57-mm gun for trimming. Projections indicate that advance rates with REAM will be three to seven times faster than drill and blast, at less than two-thirds the cost. This is based on the development of a fully integrated continuous system and an inexpensive propellant giving a total expendables cost of less than $3 per shot. Other applications of the REAM technology are found in secondary breakage for open pit mining, in drilling large diameter holes, and in underground mining for longwall mining, overhand stoping, and raising.

Jan 1, 1974

By K. D. Russ, A. J. Beer

Non-contact systems for measuring underground voids have used theodolites, reflective or non-reflective laser methods and sonar techniques. An effective but cheaper alternative is based on use of a Wild T1000 electronic theodolite coupled to a Leica Data DISTO and a Wild GRE3 data logger. The software used to process the theodolite data is a spreadsheet and macro combination, while Surpac, Datamine and AutoCAD modelling packages have been investigated for viewing the tunnel profiles. The main limitations were found to be blinding, when irregularities in the stope obstructed the line of sight, and the 30 m range of the Data DISTO model used in the study, although more powerful models are available. All three modelling packages proved suitable, with Surpac providing the best-quality printed images of the voids surveyed and AutoCad by far the cheapest alternative

Jun 21, 1905

By Kenneth R. Dickson, I. Michael Gowring

This paper describes the underground work associated with the North Fork Stanislaus River Hydroelectric Development currently being constructed by Sierra Constructors for the Calaveras County Water District in California under a turnkey contract. Sierra Constructors is a joint venture of the Guy F. Atkinson Construction Company (sponsor) of South San Francisco, and the Harrison Western Corporation of Denver. Notable features of this project include the exceptionally high performance achieved by the 5.5m diameter Robbins tunneling machine and the 675m deep shaft pilot hole which was successfully realigned using oilfield directional drilling techniques. Other features include 3.7m and 4.3m diameter machine-excavated tunnels and various conventionally excavated tunnels constructed over a wide geographical area and diverse climatic conditions.

Jan 1, 1987

By Siegmund Babendererde

Introduction Lyon, with 1.1 million inhabitants, is the third largest city in France after Paris and Marseille. It is a lively industrial centre. Lyon lies at the intersection of many transport routes and at the fluence of Rhone and Saone. Like all large cities, Lyon is attempting to alleviate inner city traffic problems by constructing a metro. Metro construction in Lyon began with tunnels built by cut and cover methods along the streets. Deep diaphram walls, which were back anchored and toed into imperveous strata, formed the excavation walls. It is a very economic and simple method. However during the construction period, it has the disavantage of strangling urban life for several years. It is therefore increasingly being replaced by subsurface tunnelling methods. As it was decided to build the metro tunnel between the Guillotiere and St. Jean stations, and thus cross under the Rhone and Saone, the client, Semaly, put the contract out for a competitive tender in which the general parameters were defined. Line, level and construction method were left to the contractor. There was an extensive examination of the tenders, during which reference projects from competitors in Japan were visited, as well as in Germany. Finally the consortium of Dragages, Campenon Bernard, Colas and Hochtief was awarded the contract to drive this tunnel section with an hydro-shield and an extruded steel fibre concrete lining, a Hochtief design.

Jan 1, 1987

By Dipl. -Ing. H. -J. Sager

The ‘Westerschelde Tunnel’ underpasses the estuary of the Schelde in the Netherlands. The tunnel will consist of two tubes which are driven by two hydroshields (slurry shields). The tunnels will each have a length of approx. 6.6km and a bore-diameter of 11.33 m. Demanding ground conditions had to be considered during the design of the shield machines. Loose sands, extensive clay formations and high ground water pressures of up to 6.5 bar will be encountered during the tunnel drive. The tunnelling activities will start in the middle of 1999 and are scheduled to end by the end of 2001.

Jan 1, 1999

By Jon “Ike” Isaacson, Frank Perrone, Eric Prantil

"Tunneling through an urban environment carries many inherent risks to the immediate local infrastructure and subsequently to the project stakeholders. On the CQ031 Contract of the East Side Access Project in Queens, New York, twin 22.5’ diameter Herrenknecht Slurry TBMs were mined within close proximity to many infrastructure assets, with cover of less than half a shield diameter at times. Multiple public bridges and critical railroad infrastructure including catenary poles and signal towers supporting the busiest rail interlocking in the United States required underpinning systems. The support program for these structures was refined over the course of the four tunnel drives. It is the intent of this paper to show how the interaction between the temporary structures, instrumentation monitoring plan, and risk assessment program melded to provide a system which the owner, contractor, and designer relied on as a tool to ensure the project success without impacting the public surroundings. PROJECT BACKGROUND The East Side Access (ESA) megaproject located in New York City, N.Y is a multi billion dollar program for the Metropolitan Transit Authority Capital Construction (MTACC) with the main goal of bringing the Long Island Railroad (LIRR) commuter rail to Grand Central Station located in the heart of Midtown Manhattan. When completed, the project will significantly reduce congestion both into and out of Penn Station, the current terminus of the LIRR. In order to accomplish this, multiple contracts of varying scope are required to operate simultaneously in both Queens, N.Y and Manhattan. In 2009, the CQ031 Queens Bored Tunnels Contract was awarded to the joint venture of Granite Construction Northeast, Traylor Bros. Inc., and Frontier Kemper (G.T.F). The main scope of this contract was to excavate four segmentally lined soft ground tunnels underneath the Sunnyside Rail Yard in Queens, New York. Additional scope of work included the construction of a tunnel approach structure, electrical substation, and multipurpose ventilation and egress facility."

Jan 1, 2016

By Clinton O. Rex, Adam S. Hurley, W. Morgan NeSmith

"Hartsfield-Jackson Atlanta International Airport underwent a $1.2 billion dollar expansion project centered on the construction of the new Maynard H. Jackson International Terminal. Passenger access between the new International Terminal and the domestic airport facilities is primarily via underground Automated People Mover (APM) trains. Prior to this expansion, the APM tunnel terminated beneath Concourse E, which previously served all international flights. The new International Terminal is located approximately ½-mile from the previous terminus of the APM tunnel.A paper describing the general approach to excavation support for construction of the entire APM tunnel extension from under Concourse E to the new International Terminal was published by two of the authors (Hurley and NeSmith, 2014). One of the features of note of the approach involved the intersection of the proposed new alignment of the APM tunnel extension under Concourse E with the old terminus. Specifically, the new tunnel extension conflicted with the location of the existing Auger Pressure Grouted (APG) piles supporting four columns in Concourse E. This paper presents design and installation details of the micropile underpinning approach used to support the existing columns to allow for the proposed excavation including the cutting and removal of the existing APG piles, while allowing Concourse E to remain in service during construction.PROJECT DETAILSGeneralThe construction of the APM extension required an excavation support system for a 450-ft long, 55-ft deep excavation across Taxiway Dixie and a 900-ft long, 30-ft deep excavation beneath the basement of existing Concourse E. The excavation under Concourse E required both excavation support and support of the existing columns over the proposed excavation zone. A general overview of the work area is shown on Figure 1."

Jan 1, 2017

By Kenneth R. Ware

I INTRODUCTION The Washington Metropolitan Area Transit Authorities (WMATA) rapid transit system (METRO), currently under construction, will have a total length of 98 miles. Forty-eight of these miles are underground and require either open cut excavations or tunnels. Despite stringent construction controls, it is inevitable that some ground settlement will occur adjacent to the deep open cut earth excavations and large diameter earth tunnels. It is therefore essential to underpin nearby important structures to prevent excessive differential settlements and Fig. 1 presents the METRO criteria for this underpinning. This paper describes the underpinning methods currently used on METRO and evaluates the effectiveness of each method. II DESCRIPTION OF SUBSURFACE STRATA The foundation materials in the Washington, D.C. area are extremely variable. Fig. 2 presents an idealized profile showing typical subsurface strata. The engineering properties of each stratum have been determined by extensive exploration and testing programs. Fill: Washington, D.C. fills consist of every variety of soil and rubble. They are not important to this study because no underpinning is founded on fill material. Terrace Deposits: Formed in outwash plains during the glacier period, these deposits are composed of random layers of either sand 1 The writings and opinions expressed herein are solely those of the author and do not necessarily reflect those of WMATA.

Jan 1, 1974

By Thomas Schwind, Elmar Feigl, Gerald Skalla, Angelos Gakis

Cedarvale station was constructed as part of the Eglinton Crosstown Light Rail Line, under the operational Yonge-University Line Subway box of Toronto Transit Commission (TTC). The station was constructed as an open-cut, which necessitated the underpinning of the existing TTC box to minimize the impact on the Subway and allow its unhindered operation. Six mined galleries, 4 m wide by 2.75 m high, were excavated sequentially (SEM) immediately under the existing box, to provide the required space for the installation of the main underpinning beams. This novel solution was executed successfully providing quick access for the main excavation works to commence.

Dec 1, 2022

By John A. Dal Pino

This paper describes two independent building underpinning projects during the construction of the Los Angeles Metro Rail System. The first project involves pinpile underpinning of a building along the Red Line which is the main heavy-rail portion of the system. Vertical and inclined friction pinpiles were constructed, using drilling equipment in a low-overhead height space, to support underpinning grade beams. This underpinning permitted the demolition of the building caissons so that the subway tunnels could pass beneath the building unimpeded. One of the piles was statically tested in compression. The second project involves the use of traditional pit piers for the underpinning of historic buildings along the Pasadena Blue Line, which is one of the light-rail branches from the Red Line. The piers were designed for various loading conditions and to minimize differential settlement of adjacent foundations. The piers will be internally braced with steel struts to be designed by the contractor.

Jan 1, 1996

By Richard Crockford

The World Trade Center (WTC) is located on the west side of Manhattan in New York City, approximately 0.5 miles north of Wall Street, and is owned and operated by the Port Authority of New York and New Jersey (PA). As part of the WTC site redevelopment the New York City Transit Authority?s No. 1 subway line which runs through the site below grade, was underpinned so that the soil beneath it could be removed along with the rest of the new east basement excavation. Consequently a scheme comprising micropile installation through and around the existing subway box was designed. The subway had to remain in use throughout save for planned weekend outages to allow a portion of the underpinning to be fitted through or on to the existing structure. At times this involved accessing and drilling from within the subway tunnel under short General Order (GO) Subway shutdown periods. At either end of the subway passage through the WTC site jet grout underpinning was designed to provide support and to complete the excavation and construction of the east basement wall in the areas beneath the subway where it was impossible to install a slurry wall. The jet grout blocks thus formed had to be largely installed around the clock during 53 hour long GO weekend outages and had to overcome severe logistical constraints in and over the tunnel. The jet grout blocks had to provide strengths of at least 500 psi at 3 days and 700 psi at 28 days. The jet grouted soil mass also had to have a level of permeability less than 0.03 feet/day (1 x 10-7 m/s). After an extensive trial program and then production testing it was concluded that the glacial till above the rock proved to be a particularly difficult soil strata to collect test data from and hence the level of observational monitoring was increased to progress the excavation works. Throughout the installation of micropiles and jet grout columns extensive monitoring was in place and prompted a variety of working method changes. The work described in this paper was performed by the Nicholson Construction Company/EE Cruz Joint Venture.

Jan 1, 2008

By Pieter Barendsen

INTRODUCTION One of the main problems in tunneling without the use of explosives lies in the development of tools which, at an economically acceptable level, are capable of continuous breakage of the rock, resulting in a fragmentation suitable for a smooth, uninterrupted transportation of the muck away from the tunnel face. Tools employed on tunneling machines have, so far, always been of the mechanical kind which break up the rock by a crushing and shearing action. Other methods of rock breaking are possible but, even if some of them have reached the laboratory testing stage, nearly all of them are still too "exotic" to be of any practical use in the immediate future. One must admit, however, that some highly interesting results are beginning to be reported from the USA on the use of high pressure water jets for the destruction of rock through erosion, a field pioneered in Europe(USSR and Great Britain). Mechanical breakage of the rock is effected by inducing stresses exceeding its compressive/shear strength, by loading it with a wedge of cone shaped tool, until cracks are formed and chips loosened. In order to allow the tools to act upon the rock face continuously, they are commonly shaped as rotating bodies, "roller bits" or "disc cutters", spinning freely and mounted on a revolving boring head of tunnel diameter. The thrust of the tools against the face is generally exerted in a direction which is parallel to the tunnel axis.

Jan 1, 1997

Design and construction techniques used to develop two highway tunnels in inaccessible mountainous terrain are described. Measures used to adapt the design to the unusual geology and topography are discussed, as well as measures to adapt the construction methods to available equipment, materials, and skills. Sharp local variations in geoloqic conditions resulted in field modifications to both design and construction techniques. The geology is a volcanic ash and breccia-agglomerate at one site, a jointed andesite at the other, which is also the site of a major landslide. Both rock reinforcement in the form of pretensioned and grouted rock bolts with a shotcrete lining,and rock support by struc- tural steel sets with a reinforced concrete lining were used. A canyonside location and high lateral in-situ stresses required modification of design procedures. Pilot tunnels at both sites resulted in adapting the designs to site conditions with large savings in lining costs, disclosing problem areas in advance of the main excavation, and cushioning of blasting pressure to minimize stability problems.

Jan 1, 1976

By B Roache, A Vakili, R Talebi

When a highly anisotropic or weak rock mass is subjected to high-stress conditions, it can lead to large ongoing deformations or squeezing ground conditions. Squeezing ground conditions can impose increased support costs, delays associated with rehabilitation, and disruption to production schedules. Ultimately, in more severe cases, it may result in complete drive closure. Several recent case studies investigated the squeezing mechanism and measures to control squeezing ground in underground mines and also to design appropriate ground support systems. Effective management of squeezing ground conditions requires a sound understanding of the failure mechanism and the driving forces. Once the failure mechanism is understood, the appropriate ground support system should be tailored to specifically manage the critical driving forces that control the squeezing mechanism. Support type, support stiffness, reinforcement length, support density, installation times and mining sequence all have important impact on the effectiveness of the support system. This paper provides a case study at the Ballarat Gold Mine in Australia, where drive squeezing was associated with foliated ground conditions located below 700 m depth. Numerical modelling was used to better understand the failure mechanism and the driving forces that lead to squeezing conditions. The effectiveness of various support types was compared to installed ground support performance. This has provided a credible methodology for assessing and optimising the selection of reinforcement in squeezing ground conditions. CITATION:Talebi, R, Roache, B and Vakili, A, 2018. Understanding and modelling squeezing ground conditions at the Ballarat Gold Mine, in Proceedings The Fourth Australasian Ground Control in Mining Conference (AusRock), pp 107–118 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Nov 30, 2018

By Hemendra N. Kalia

The target to double the coal production by 1995 presents a formidable challenge to the coal mining industry. The mines of future, probably will be located in relatively difficult geological environment because of the exhaustion of the well defined bedded and easily minable deposits. To compound the problems of mining industry will be the reliance of power plants need for coal. The coal must reach the power plants on schedule to avoid expensive blackouts and brown¬outs. It will be imperative that the mines operate without interruptions and at designed capacities. The parameters which have been traditionally responsible for the interrup¬tions of production are: breakdown of production machinery, labor management relations and geological anomalies. Of these three problems, solutions for the first two can be arrived at by developing procedures to correct the situation. A planned maintenance and preventive maintenance program will go a long way in minimizing the equipment breakdowns. Labor relations will eventually improve as the miners begin to enjoy long-term employment. However, with the geological problems, the situation will probably continue to deteriorate and would require careful planning to minimize the impact of geological problems on production and safety. Some of the geological aspects which interfere with production are: faults, washouts, slips and slickensides, water bearing overlying strata, impuri¬ties in the coal seam, and presence of expansive clays in the coal floor. The design of large capacity mines will have to incorporate the geological distur¬bances and mine through them it may become very uneconomical to abandon producing sections because of the presence of the geological anomalies. This paper discus¬ses the geological aspects of coal mining which should receive consideration from the inception of the mining ventures. Pertinent geological aspects are discussed to develop the data base which will aid in evolving safe and efficient mine layouts.

Jan 1, 1976

By Rami Abousleiman, Gabriel Walton, Sankhaneel Sinha

"Although conventional coal mine designs are conservative regarding pillar strength, local failures such as roof-falls and pillar bursts still affect mine safety and operations. Previous studies have identified that discontinuous, layered roof materials have some self-supporting capacity. This research is a preliminary step towards understanding these mechanics in coal-measure rocks. Although others have considered broad conceptual models and simplified analogs for mine roof behavior, this study presents a unique numerical model that more completely represents in-situ roof conditions. The discrete element method (DEM) is utilized to conduct a parametric analysis considering a range of in-situ stress ratios, material properties, and joint networks to determine the parameters controlling the stability of single-entries modeled in two-dimensions. Model results are compared to empirical observations of roof-support effectiveness (ARBS) in the context of the coal mine roof rating (CMRR) system. Results such as immediate roof displacement, overall stability, and statistical relationships between model parameters and outcomes are presented herein. Potential practical applications of this line of research include: (1) roof-support optimization for a range of coal-measure rocks, (2) establishment of a relationship between roof stability and pillar stress, and (3) determination of which parameters are most critical to roof stability and therefore require concentrated evaluation.INTRODUCTIONRecent studies on pillar design have suggested that the assumptions utilized in traditional methods such as tributary area theory (TAT) (i.e. overburden has no self-supporting capacity, infinite pillar array, and CHILE material properties) are invalid in many geo-mining conditions (Esterhuizen, Mark, and Murphy, 2010; Frith and Reed, 2017). Although TAT is conservative with respect to pillar loading, and mine fatalities have steadily decreased since 1990, roof-falls and pillar bursts still occur and injure hundreds of miners per year (Mark, Pappas, and Barczak, 2011). Even though large-scale global mine failure has not occurred in a US coal mine since 2007, the mechanics of global and local stability as governed by the relationship between geologic parameters, mine geometry, and engineering design are still not well-constrained.Numerical methods are a highly effective tool that can be used to gain further insight into these relationships. When using such an approach, calibration to existing empirical relationships is imperative to ensure that numerical model results are realistic. In this study, we utilize the discrete element method (DEM) approach in Itasca’s Universal Distinct Element Code (UDEC v. 6.0) (Itasca, 2010).DEM accounts for explicit separation and contact of individual deformable blocks (Jing, 2003) and captures how discontinuities can affect system behavior. Discontinuous and anisotropic rockmass properties are typical features in coal-measure rock which contain various horizontal (bedding) and sub-vertical (joints) fractures depending on their depositional environment, diagenesis, and historic and current stress states."

Jan 1, 2019

By S Thomas, S Ricketts, R Hassell

Northern Star Resources (NSR) operates several operations utilising narrow vein stoping operations in the Kundana area. Stope dilution performance is variable across these operations, with unplanned dilution reducing individual stope economic viability, increasing risk to personnel and machinery operating in and around the stope and delaying the overall stoping sequence. Technical investigations were undertaken to objectively understand the variables which had the largest impact on stope performance and then use the findings to help develop mining strategies to reduce dilution. A stope reconciliation process was developed to compile key stope performance information such as stope design parameters, geotechnical and drill and blast factors. These were compared against the measured dilution. Production targets necessitated a high turnover of stopes in the operations, and hence a requirement for an expeditious process and mine design software with automated tools. The output of these results, together with numerical variables from geological, geotechnical and drill and blast data were analysed via multivariate regression. The analysis identified the factors with the greatest influence over stope dilution, and a forecast model was consequently created. Confidence was gained in the model when the subsequent stopes performed in line with prediction. Different drill and blast designs were subsequently trialled and found to reduce dilution. The model was then updated with the new practices, facilitating further regression analysis to identify revised key controlling factors. The subsequent production results however, displayed a poor correlation with the prediction from the revised model. Inconsistencies in drill and blast designs and execution were identified as key factors in the dilution performance. This was an important finding as the correct implementation of the design is critical and this has become a key focus for future stoping. Overall the technique presents an objective process to identify causal factors of stope dilution resulting in improved economic metrics for stope production. The process will be applied to other similar Northern Star operations.

Mar 15, 2021