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By C. N. Greene

I am sure it is obvious to all of you that a complete program of casualty and property insurance is as necessary for any tunneling contractor as it is for anyone else involved in trade in the United States today. Going beyond those general undefined terms, there are many areas that need specific attention, particularly for contractors, regardless of size. WORKERS' COMPENSATION Workers' Compensation is mandatory in all states and the District of Columbia. In most of the states, private insurance provides this coverage. In a few states, the state operates Workers' Compensation funds, some of which are competitive with the private sector and others are operated on a monopolistic basis. Under a monopolistic setup, you have no choice, you must buy coverage from the state. Self insurance of the Workers' Compensation risk is also an alternative in most jurisdictions. With a contractor operating only in the U.S., the coverage extensions are few in number. If your work brings you anywhere near navigable waterways or land extensions thereof, you should have both U. S. Longshoreman and Harborworkers' coverage, as well as Employer's Liability coverage for the master or members of the crew of a vessel.

Jan 1, 1983

By Ronald E. Heuer

The significance of surface settlement over soft ground tunnels is well recognized. Cracked buildings, streets transformed into lakes, broken utility lines, to underpin or not to underpin--all are familiar problems. The basic causes of surface settlement are recognized. Possibly the most common and troublesome cause is "lost ground" during construction. Lost ground refers to removal of a larger volume of ground (Ve) than is eventually occupied by the final tunnel structure (Vt). A number of sources of lost ground in shield tunneling have been identified, as illustrated in Fig. 1. These include 1) face loss, 2) overcutting loss, 3) annular tail void loss, and 4) loss through the lining. The ground generally does not stand unsupported around the completed tunnel lining as illustrated in Fig. 1, but moves in to fill the lost volume, resulting in subsidence of the overlying ground surface as shown. As suggested in Fig. 1, lost ground and surface settlement associated with overcutting and the annular tail void tend to occur systematically along the tunnel length. This "systematic" lost volume is "limited" in the sense that it is restricted to an upper limit determined by the shield and lining geometry. Partially controlled face loss may sometimes contribute to this systematic loss. This lost volume is commonly a few percent of the nominal tunnel volume. The resulting surface settlement over the tunnel is commonly in the range of a few inches or less and develops over a period of hours to days. Although they may have a significant impact on surface facilities, systematic ground loss and settlement frequently have little adverse effect on tunneling progress.

Jan 1, 1976

A dedicated tunnel construction version of the Caterpillar 328D LCR compact radius excavator is proving highly productive on the A9 Autoroute construction project near Visp, in Switzerland. It is the first machine of its kind to operate on a Swiss contract and uses a special dedicated front attachment designed and constructed by German Caterpillar dealer Zeppelin. The machine offers a powerful, stable and compact solution for tunneling contractors. A rear overhang of just 305 mm (12 in.) provides a tail swing radius of just 1.9 m (6.2 ft). The 328D LCR is ideal for the restricted working areas within a tunnel construction site. The machine is equipped with the wide tracks from the 330D L conventional crawler excavator, ensuring maximum stability when operating. In addition, the boom mounting has been moved further toward the center of the machine for the tunnel model, creating an increased lift capacity over the front end compared with a standard 325D L. The boom itself features a robust box section construction, with high-strength steels, additional supporting struts and reinforced bearings for maximum durability. All pins have hard-chromium plating for optimum protection against wear. Stick digging force is a powerful 134 kN, with up to 212 kN of bucket digging force available, for maximum penetration in blasted material. The 328D LCR is also equipped with a heavy-duty dozer blade as standard. This ensures outstanding stability when working and providing a useful secondary tool for clearing and leveling within the jobsite. Two 45° tilting mechanisms in the boom construction, allow the boom to be swung to 45° on either side of the machine. So the specially designed attachment linkage provides increased rollback for access to the roof of the tunnel. A Caterpillar CW45S mechanical quick-coupler allows rapid changes between specialist tunneling attachments, standard Caterpillar buckets and a range of Caterpillar work tools. The machine is powered by a Caterpillar C7 diesel engine. This six-cylinder EU Stage IIIA diesel motor [ ] offers 8 percent more power than its predecessor, with 140 kW (190 hp) available at just 1,800 rpm. Caterpillar?s ACERT combustion technology results in lower fuel consumption and reduced exhaust emissions. However, the tunnel machine is also equipped with a diesel particulate filter as standard, to further cut exhaust gases within the tunnel working. The 328D LCR is designed for use in transport tunnels of 6.8 m (22.3 ft) in height. With the tunneling boom in place, the machine has an operating weight of 42,540 kg (93,783 lbs), yet retains a transport height with the tunnel boom of just 3.9 m (12.8 ft). Transport width with 600 mm (23.6 in.) track shoes, is just 3.2 m (10.5 ft). On the A9 tunnel contract, the machine is being used by a consortium of Swiss and Austrian companies working for the canton of Valais? Routes Nationals Construction (RNC) department. The 31.8-km (19.7-mile) A9 Autoroute construction project will connect Sierre in the west and the town of Brig to the east. The tunnel that is bypassing the town of Visp is just one of a number along the mountainous route.

Jan 1, 2009

By R. J. Quevedo, Y. A. Sari, S. D. McKinnon

The large scale of cave mines leads to many challenges, including operational logistics and geomechanics design. In current practice, pillar stability assessment relies almost exclusively on stress analysis. However, stability is also affected by other factors including those related to operational aspects of the mining method, the effects of which are difficult to account for during the design stages. In this paper we present a case study of the application of a machine learning approach to evaluate the influence of these operational factors on pillar stability at the Chuquicamata underground cave mine in northern Chile. Due to the likely multi-factorial damage process leading to collapses and considering the different pillar conditions, a tree-based machine learning method was used and analysed to improve the understanding of the relative importance of the various contributing factors. Unlike stress analysis methods, it does not require any a priori knowledge of failure mechanisms, nor the calibration of associated controlling parameters. The proposed random forest model predicted pillar collapses with 80% accuracy despite limited samples to model from. The main contributing factors to collapses were found to be related to available pillar volume, cave front geometry, and time under abutment stress conditions. The effects and interactions of such factors were also studied, showing that careful and improved control over operational conditions can significantly reduce the likelihood of pillar collapses. These conclusions could not have been obtained from stress analysis alone, illustrating the complementary nature of conventional stress analysis and machine learning approaches.

Mar 14, 2024

By A Croll

A panel cave using LHDs for ore extraction came into production at Premier in 1990 at a depth of 630 metres below surface on the western side of the mine in the BA5 mining block. A post-undercut mining sequence was used with all development on both the undercut and production levels completed prior to the undercut being advanced over the pre-developed drawbells. Support and rock mass damage on the production level was extensive as the undercut moved overhead. Undercutting and coarse fragmentation created problems. The mining sequence was changed to an advance undercut with the minimum of development and support undertaken on the production level prior to the undercut moving overhead. Only once the abutment stresses had stabilised were drawbells developed and final support installed. The height of the undercut drill design was decreased from 18 to 13 metres. The changes resulted in markedly less rock mass and support damage on the production level. Lessons learned in the BA5 mining block on the 630 level were incorporated into planning and scheduling the BB1E mining block which came into production on the 732 metre level on the eastern side of the mine in 1996. An advance undercut mining sequence was planned, undercut height was minimised and undercutting parameters were optimised in terms of the BA5 experience. Numerous problems still occurred. As the undercut area increased in size severe spalling from the cave back resulted in vertical propagation of the cave to a height of 30 metres instead of the planned 13 metres. The resultant coarse fragmentation created secondary blasting problems and an excess of undercut ore that had to be loaded and trammed, slowed the rate of undercut advance. The planned mining sequence was compromised and considerable support and rock mass damage resulted on the production level below. Once these problems had been overcome the undercut advanced at the planned rate and continuous caving initiated at the predicted hydraulic radius. At a later stage the unexpected ingress of water hampered undercut drilling and slowed the rate of undercut advance in a section of the cave. Leads and lags between adjacent tunnels and the overall face shape could not be developed as planned. The rate of natural horizontal cave propagation exceeded the rate of undercut advance and three undercut drilling tunnels were extensively damaged. More tunnel development on the production level prior to undercutting than was planned resulted. The slow advance of the undercut and high abutment stresses caused extensive damage to installed support and the rock mass on the production level, 15 metres below. Experience in the BB1E mining block on the 732 metre level has taught that an advance undercut mining sequence reduces damage on the production level markedly. Extremely tight control on the rate of undercut advance, leads and lags between adjacent tunnels and overall undercut face shape as well as extraction ratio, tunnel development and support sequence on the production level below is required. Premier Mine plans to implement a block cave at a depth in excess of 1000 metres within the next decade. All the experience gained on current mining levels together with data collection and numerical modeling is being used to plan the proposed mining operation. The geotechnical challenge of mining at this depth in weak rock has been identified as the greatest risk to the project. Challenges centre around adopting the correct mining sequence, limiting the extent of rock mass damage associated with undercutting and effective support. The hydraulic radius needed to initiate caving, fragmentation, drawpoint spacing, secondary blasting and the possibility of seismicity are geotechnical concerns that are being addressed. Results to-date suggest that a pre-undercut mining sequence with all development and support on the production level carried out only after the undercut abutment stresses have passed overhead will have to be implemented.

Jan 1, 2000

By A. C. Stoddard

Early in the present century, prospect-ing was active in the area of the present Miami district. There were plenty of blue and green copper outcroppings, but very little ore of a grade that would stand shipping costs had been uncovered. Late in the first decade of the century, tunnels were driven into the north and south slopes of the Inspiration ridge, and two of them exposed disseminated copper sulphide ore. This was the original discovery of such ore on the ground of what eventually became the Inspiration Division of the consolidated company. By 1910 exploration of the ground area was well along and by 1911 underground development had been started. In the next few years a large tonnage of disseminated copper ore had been proven— sufficient to justify the expenditure of several million dollars in mine development and for mine equipment plus large sums for treatment plants. The mine and treatment plants were placed in production July 1, 1915. To Jan. I, 1945, there had been produced from the mines of the Inspiration Consoli-dated Copper Co., more than 106,000,000 tons of ore. Nearly all of this tonnage had been recovered by block caving. GeologIcal and EconomIc FActors Block caving is a mining system based on the fact that if a mass of rock has a sufficient number of fractures and planes of weakness the mass will disintegrate if the support of an area of sufficient size is taken away—that is, "undercut." If the material that caves away from the bottom of a block is drawn off the spalling is progressive. There is a limit to the speed of this spalling or caving action, which varies with the structure of the rock being caved. If the rock is drawn at a rate faster than the caving rate, and if this drawing is continued too long, a void may be created that could make a very dangerous condition if the area should drop as a block and force the air below the uncaved rock out through the raises and drifts. This can be a very destructive force. On the other hand, if the broken material is not drawn fast enough the swell of the material in place to broken material would pack the mass until it was almost solid again and could not be drawn without much blasting, or perhaps even partially undercutting again. Geologically therefore it would seem that any rock with seams and fractures would cave; but for block caving there should be enough seams and fractures in a limited area so that such an area will cave and produce a product that can be drawn safely, rapidly enough and at a cost justified by the value of the product being drawn. At the Inspiration the disseminated ores occur in two formations, the Pinal schist and the Schultze granite. There is no material difference in the grade of the ore formed in the schist and in the granite. The chief copper minerals are chalcocite, malachite, azurite and chrysocolla. Other copper minerals occur in limited quantity.

Jan 1, 1946

By Francis S. Kendorski

INTRODUCTION Drift design problems in caving operations are a re¬sult of the geologic factors contributing to the overall success of the system, of the engineering factors dictated by economic and technical considerations, and of ore production practices. Combining these factors, a rational underground sup¬port system of rock reinforcement, light steel channel section or welded wire fabric, and shotcrete can be de¬signed based on rock fracturing, rock load, abutment loadings, ground movement, expected repair and desired flexibility. The design concept uses the effect achieved by restraining, reinforcing, and maintaining some of the intrinsic strength of the fractured rock mass composed of interlocked blocks of intact rock and rock fractures. Three different examples of drift support design in hypo¬thetical mines using the caving system are given. Caving is a system of underground mining where ore is extracted by means of gravity after the ore body is allowed to fail by removing support from underneath. The rock mass of the ore body fractures and flows ver¬tically downward to let gravity do as much work as pos¬sible. Caving differs from many other mining systems in that blasting is used only to initiate the rock mass failure by removing the rock supporting the ore but not to break the ore itself. The initial movement of the rock mass dur¬ing failure and the consequent crushing and grinding during the continued movement serve to reduce the ore to particles of a manageable size, with only limited sec¬ondary blasting necessary. The broken ore is extracted from the bottom of the failed rock mass through funnels of some sort pre-excavated in the rock. Ore extraction must continue or the swell of the broken rock will even¬tually fill the cavity and stop further rock mass failure and movement. The excellent general discussion on block caving in the SME Mining Engineering Handbook (Julin and Tobie, 1973) adequately covers the principles and application of this type of underground mining. Many rock mechanics aspects of block caving have been covered by others (McMahon and Kendrick, 1969; Swaisgood, et al., 1972; Mahtab and Dixon, 1975; King, 1946) and will not be reviewed further. Maintaining the stability of production drifts is one of the most troublesome problems plaguing the mine manager in a caving operation. Many factors contrib¬ute to drift support problems, and identifying the causes of instability and producing a reasonable support design are two steps toward achieving stability consistent with the mine plan. This chapter sets forth a technique for the design of support systems for production drifts in caving opera¬tions. The basic support system elements employed are rock reinforcement, welded wire fabric, and shotcrete. Recognized as contributing to the design are the factors of rock load, additional load from mining activity, rock fracture characteristics, repair expected, and flexibility. It must be emphasized that the drift must first be stabilized as for a tunnel, and the additional strengthen¬ing for mining-induced loads cannot contribute to the initial premining stabilization, or the reserve of strength is used up. MINE PLANNING The efficient mine planning engineer not only must satisfy the economic, human, and environmental aspects of his task but must also consider the mechanical con¬sequences of his plan. The problems created for the mine by placing parallel drifts too close, by crossing drifts on different levels with inadequate, if any, separa¬tion, and by installing connections and crossovers in the haulage plan without regard for the effective spans cre¬ated, are only a few of the problems a mine planning engineer can create for himself and the mine. The effect on immediately adjacent mine areas when an area is caved is important to drift design because the removal of vertical support from a rock mass causes the weight of that rock mass to be shifted elsewhere. The adjacent rock mass will carry this load and reach a new equilibrium with the applied stress. The advancing front of stress increase that results from caving (and many other mining systems) is generally called the abutment load and is the increase in stress over the gravity or tec¬tonic stress that already exists, as shown in Fig. 1. In general, the abutment load will be similar in nature to the stress change found around an opening in rock and will be taken as causing an increase in the vertical prin¬cipal stress, due to an approaching caving boundary, so that

Jan 1, 1982

By Michael B. Gross

A numerical study of the vulnerability of unlined tunnels in jointed rock has been performed with the STEALTH computer program, using the CAVS model for jointed rock. CAVS, for Cracking And Void Strain, is a constitutive model that can simulate the initiation/propagation of fractures and the slip along fracture planes in a jointed rock mass. The CAVS model is unique because it represents a spatially oriented approach to rock failure, rather than the traditional invariant formulation, and because the CAVS submodels for slip friction and slip-induced dilatancy are used to represent the weakening influence of joints, rather than applying ad hoc modifications to the elastic moduli of the host rock. The CAVS model, as embedded in the STEALTH computer program, has performed numerical simulations of tunnel collapse at high overstress levels. These calculations show that the ultimate strength of the tunnel depends strongly on the joint properties, and that the results of the calculations are in qualitative agreement with the observed data for collapse of a tunnel in tuff.

Jan 1, 1984

By J. B. Edwards

"The case is presented for the use of simulators for the computer-based training (CBT) of mining plant operators and for introducing them to automatically controlled systems. As well as their use in the classroom, the role of simulators is examined for ""on-plant"" use in trouble-shooting, fault-finding and maintenance of automatic systems. Case studies are presented showing how specific simulators are becoming established or have potential in the areas of automated materials handling, machine testing, setup and guidance. The evolution of scientific simulations into simulators of widespread practical use is discussed and present-day limitations of computer speed and graphics are considered. Related areas of research for the Canadian Centre for Automation and Robotics in Mining (CCARM) are identified.IntroductionCCARM's Commitment to Simulator DevelopmentAs automation is progressively developed and exploited in mining operations, there arises an urgent need to educate and train staff responsible for its introduction and operation in our mines and for its maintenance. For this purpose , an essential ingredient of an automation program is the development of appropriate mining system simulators for use by a wide variety of personnel. The author has been fortunate to have been closely involved with the development of automatic control systems for a variety of mining machines and mining systems in the United Kingdom. A key ingredient of the research phase in each case has been the use of simulation techniques. As projects have moved toward their commissioning and exploitation phase, the simulations have evolved into simulators tailored for use by machine operators and maintenance personnel. Illustrative case studies are presented later. The researach of the newly constituted Canadian Centre for Automation and Robotics in Mining (CCARM) will likewise involve extensive simulation, and the development of simulators (from the scientific programs) for use at the mine by operators and technicians will be given high priority in the Centre's over-all work program."

Jan 1, 1990

By David Crouthamel, Raymond Henn

"The need to fill the void space or annulus created between an excavated tunnel or shaft and the final lining system has long been a requirement in underground construction. Most of those types of voids are created as a result of employing the two pass tunneling lining method. Filling of this void is called backfilling. For many years the materials used as backfill were primarily reinforced and non-reinforced concrete, sanded grout, neat cement grout, or blown-in sand/pea gravel. However, in the past 20 years the use of cellular grouts/cellular concrete as the backfill material has greatly increased. Most cellular grout is made of a mixture of water, Portland cement (with or without the addition of fly ash), a foaming agent and admixtures such as a water-reducer or superplasticizer.It is the authors’ preference to use the term cellular grout as opposed to cellular concrete since by ACI Concrete Terminology an ACI Standard (ACI CT 13), concrete contains aggregates. Normally cellular grout does not contain sand (finite aggregate), but almost never contain course aggregates.The authors believe there are several reasons for this increased use of cellular grout as backfill, such as:• The increase utilization of the various trenchless tunneling methods. Tunnels constructed using trenchless method tend to be smaller in size, excavated diameter or cross sectional area. Making man-entry for placing backfill from inside the secondary liner, utilizing pre-installed grout posts, more difficult if not impossible. It is these workspace restrictions that are the drivers as to when to utilize grout ports installed during the pipe/liner fabrication versus grout delivery pipes installed within the void/annulus space.• The ability of cellular backfills to be pumped and flow longer distances.• The unit weight of cellular grouts can be controlled by mix design and generally can range from 560 Kg/m3 (35 lbs/CF) to 1040 Kg/m3 (65 lbs/CF)."

Jan 12, 2017

By Raymond E. Davis

LET'S imagine we are at the Grand L Coulee Dam, where daily 15,000 barrels of low-heat Portland cement and 27,000 tons of processed aggregate in various sizes are mixed to produce 30,000 tons of concrete. Inspect the autographic records which show for each 4-cu-yd. mixer batch of concrete the weights of its constituent materials including its several sizes of aggregate, cement, and water, and which also show the period of mixing and the consistency of the mix. Watch the inspectors sample and test the aggregate for gradation and moisture content of sand, and sample the concrete for homogeneity. Watch the huge buckets deposit the concrete in the forms. It looks too dry to handle, but the concrete vibrators make it melt away. Just enough vibration fully to com- pact the mass, but not enough to produce segregation of the materials; the inspector says when. See the sprinkler system covering all hardening concrete with a spray so that it may not thirst for water. Watch the cleaning of the top of an old lift preparatory to placing a new lift; the sand blasting; the blow-down; the mop-up; the minute inspection.

Jan 1, 1939

By Harry Schnabel, Mitchell L. Fong, Douglas R. Jenevein, Thomas S. Lee

"The Warm Springs Extension (WSX) is one of a series of projects that will eventually extend the Bay Area Rapid Transit System (BART) from Fremont to San Jose, California. A cut and cover tunnel was used for a portion of the extension that runs through Fremont Central Park to minimize the impacts that an at-grade railway would have on the Park. A cement deep soil mix (CDSM) wall was selected by the engineer as the preferred method of providing structural support and groundwater cut-off for a portion of the tunnel where it passes through an important aquifer and near Lake Elizabeth. In addition to the CDSM wall, a jet grout plug was constructed at the base of the tunnel to provide a complete groundwater cut-off.This paper will discuss the unique quality assurance and quality control measures taken for the soil mix wall and jet grout plug as well as the methods used to repair leaks and mitigate water seepage through the exposed wall and grout plug.PROJECT DESCRIPTIONThe Bay Area Rapid Transit (BART) Warm Springs Extension (WSX) project is located south of the existing Fremont BART station extending 8.9-km (5.4 miles) to Warm Springs District in Fremont, California. The WSX project has been divided into two contracts with different delivery methods. In order to minimize impacts to Fremont Central Park, a subway was selected at this portion of the alignment under a conventional design/bid/build contract.The Fremont Central Park Subway (FCPS) which begins on the south side of Walnut Ave and ends just north of Paseo Padre Parkway and is about 2.3-km (1.4 miles) long. Fig. 1 shows the entire WSX and the FCPS project. The FCPS contract consists of a cut-and-cover subway box, subway transition structures, ventilation structures and a section of which transverses Lake Elizabeth (a man-made lake). The geologic conditions consist of fill (sand, silt, clay and construction debris), Young Alluvium (clay and silt), Basin Deposits (clay, silt, and sand), and Older Alluvium (sand and gravel) as shown in Fig. 2.HYDROGEOLOGY OF THE PROJECT SITEThe FCPS is dominated by two geologic features - the Hayward Fault and the Above Hayward Fault (AHF) aquifer. The AHF aquifer provides a significant source and storage of water for the local water district. The underground subway will penetrate this aquifer and is up to 11m (36 ft) below the groundwater table. No groundwater was allowed to be pumped during construction of the subway box by Alameda County Water District (ACWD). To facilitate excavation for the subway box, temporary cut-off walls and a grout plug were designed to retain and resist high differential hydraulic pressure. The following section describes the selection of a deep soil mixing method for water cutoff. Design of the grout plug has been described in Lee, et al., 2011 and Fong and Lee, 2009, and is not the focus of this paper."

Jan 1, 2015

By I. Spector

A SHORTAGE of cement in the Prairie Provinces, together with an aggressive policy on the part of the Saskatchewan Government in bringing new industries to the province, combined to create a favourable set of conditions for the establishment of Saskatchewan's first cement plant on the outskirts of Regina. Built by Saskatchewan Cement Corporation Limited, this single-kiln plant, tl1e latest addition to cement producers on the Prairies, began operations in the Fall of 1956. Location of the plant followed the trend of building cement manufacturing facilities in market areas rather than at raw material sources. In 1957, all assets of the Corporation were taken over by Inland Cement Company Limited and the plant and quarry now operate as Saskatchewan Cement Company, an Inland division. The Regina plant's production makes up approximately eleven per cent of the productive capacity of all plants in the Prairie Provinces. At present, two types of cement are manufactured -normal portland and sulphate resisting.

Jan 1, 1960

"The Metropolitan St. Louis Sewer District (MSD) in Missouri, the country’s fourth largest sewer system, is upgrading its storm and wastewater infrastructure in a 23-yearlong, $4.7 billion initiative called “Project Clear.” Historically, during times of intense precipitation, the current sewer system becomes overwhelmed. The primary goals of this project are to improve water quality and to alleviate many wastewater concerns in the St. Louis region by planning, designing and building community rainscaping, system improvements and an ambitious program of maintenance and repair.Part of the system renovation has focused on constructing underground tunnels for storm water storage, permitting controlled drainage of runoff, and preventing overflows into rivers and streams. Construction plans for these storage tunnels called for eight vertical intake and ventilation shafts to be bored from the ground surface. These shafts will then be intercepted in the bedrock at a depth of about 150 ft (45.7 m) during the excavation of the 3,000 ft (915 m) long underground tunnel that will be about 28 ft (8.5 m) in diameter. According to John Deeken , a geotechnical engineer with Black & Veatch Corp. and construction manager for the Maline Creek project, the drilling and blasting technique for creating the shafts was ruled out because the project was located in a residential neighborhood. “We could have used rock coring or a cutter head, but the drop shaft for this project is constructed within 10 ft (3.05 m) of an existing 108 in (274 cm) diameter sewer main,” Deeken said. “We had to take precautions to avoid damage to it.”A primary planning mandate of all MSD Project Clear phases requires minimized impact on traffic and residents. The canister drilling method enabled work to be confined to the median of a residential boulevard running perpendicular to the side street without detouring traffic. In addition, canister drilling offered a highly-precise means to create the shafts, leaving a smooth-sided borehole, right on target. Ground conditions in this 132 in (3.35 m) diameter intake shaft were wet due to the high groundwater levels and close proximity to the Mississippi River. “They’ve been finding shale in 2 to 6 ft (0.6 to 1.8 m) layers between weathered layers of Mississippian limestone,” said Dan Spiecher, technician at Center Rock (CRI). “The 2 ft (0.6 m) layers we can punch through. The 6 ft (1.8 m) layers slow us down.”"

Jan 1, 2017

By Michael V. Wolski, Ryan O. McCarter, Kenneth A. Johnson

"The Central Subway is Phase 2 of the San Francisco Municipal Transportation Agency’s (SFMTA) Third Street Light Rail project and will extend the existing Phase 1 initial operating segment from its current connection to the Embarcadero line at Fourth and King streets along Fourth Street to Market Street, under the Bay Area Rapid Transit (BART) and Muni Metro tunnels and then north beneath Stockton Street to Chinatown (Fig. 1).Total new track to be constructed as part of the Phase 2 work consists of approximately 734 m (2,410 ft) of surface track and 2,636 m (8,650 ft) of tunnels. The tunnels were constructed as twin, singletrack bores by two tunnel boring machines (TBMs) (Johnson, 2014) moving north from the southern end of the launch box under the I 80 freeway between Bryant and Harrison streets. North of Chinatown Station the TBMs continued another approximately 683 m (2,240 ft) to a retrieval shaft near Columbus Ave. at Washington Square. The project also includes five cross passages to connect the two tunnels, and three underground stations (the Yerba Buena/ Moscone Station, Union Square/Market Street Station and Chinatown Station.)Excavation of the twin tunnels was performed with two TBMs, with both TBMs driving northward from the launch box. TBM excavation was performed such that the location of the machines was staggered to separate the active excavation faces by a minimum of 91 m (300 ft) between headings. This minimum separation was maintained until the first TBM arrived at the retrieval shaft plug, at which time the separation requirement was relaxed.Excavation began with the “southbound” (SB) tunnel which will ultimately accommodate the southbound TBM light rail trains followed by the second TBM in the “northbound” (NB) tunnel. With the completion of the drives in June 2014, cross passage excavation then began and was completed in April 2015. Overall, construction of the Central Subway tunnels was a success considering the nature and complexity of the project. Additional details of the completion of the Central Subway tunnels are presented in another paper from the RETC 2015 conference (Leong et al., 2015)."

Jan 1, 2015

By J. L. Fuentes-Cantillana, J. B. Solar Menéndez, A. O. Cámara

The Principality of Asturias is a region situated in Northern Spain with two centuries of tradition in underground coal mining. In addition, its uneven relief has obliged the construction of a great number of tunnels both for railways and roads. Basing on this experience and an ever increasing need to improve on safety, the Barredo Foundation dependent on the Regional Government and the University, provides and manages a Centre for Research of Fires and Ventilation in Tunnels. The Centre has as its most important infrastructure, a tunnel 540 m long, 9,5 m wide and 8,0 m high at centre. This section coupled with ventilation equipment allows the simulation of risk conditions at real scale, which is achieved by modifying the geometry of the section and through two powerful stations situated one at either en of the tunnel. In addition, the Centre houses two test benches for fans and electrical motors at high temperatures. One bench with a re-circulation conduit is the most appropriate for tests in Transversal and Semi-transversal type of installations. The other, is for the testing of electrical motors or fans which operate in zones where the surrounding temperature is high. In this Centre, training has also been developed for Fire Fighters and Civilian Protection Personnel who have to work in fire and smoke rescue conditions in underground structures. Testing conducted at real scale enables this formation and also to improve different computer programmes in the field of Fires and Ventilation.

Jan 1, 2003

By M. J. DeJong, R. J. Mair, S. Ritter, G. Giardina

"For urban tunneling projects it is essential to predict and prevent building damage. Although various case studies and experiments have shown that buildings considerably modify greenfield soil movements, widely accepted damage assessment methods neglect this soil-structure interaction and simplify structures as linear elastic beams. This paper summarizes an experimental investigation of the response of more realistic structures to tunneling-induced deformations. Small scale structural models with façade openings and brittle material properties were 3D printed and tested in a geotechnical centrifuge. Soil and structure displacement data were obtained by image-based measurement. Results demonstrate that structures notably mitigate differential greenfield ground displacements. It is also shown that maximum soil settlements, horizontal soil displacements beneath the structure and structural damage in the form of cracking significantly depend on the position of the structure in the settlement profile. The results provide a basis from which to predict building settlement response with greater certainty. INTRODUCTION With continuing population growth and increasing urbanization expected in the next decades, there is an urgent need for a next generation of infrastructure. It is likely that a large part of this infrastructure will be underground. Such creation of urban underground space frequently involves the excavation of shallow tunnels in close proximity to existing structures and utilities. For example, along the Crossrail project in London more than 1,200 structures are located within a possible influence area of the tunnel construction (Torp-Petersen and Black 2001). The assessment of building damage plays a vital role throughout the planning, design and construction stage of urban tunneling projects. However, while predictions of tunneling-induced deformations in the greenfield can generally be made with some confidence, much uncertainty exists about how structures interact with ground movements arising from tunnel construction."

Jan 1, 2016

By J G. Brady

This paper discusses the ceramic products used in the construction industry in Canada, as well as the main raw materials used in their manufacture. The products include the! following: (1) clay prorlucts -such as facing brick (glazed and unglazed), common brick, facing tile (glazed and un-glazed), terra cotta, load-bearing tile, non-load-bearing tile, structural clay floor tile, quarry tile, drain tile, sew-er pipe, conduits .and flue liners -which are made mainly from domes-tic common clays and shales and from domestic or imported stoneware clays and low-grade fire clays; (2) floor and wall tiles of the whiteware type, which are produced from ingredients such as kaolin, ball clay, feldspar, nepheline syenite, talc, pvro-phyllite and wollastonite; (3) glass products -the major ones being sheet glass, plate glass and mineral wool (glass wool, and rock or slag wool) -which are made from such materials as silica sand, soda ash, salt cake, feldsspar, nepheline syenite, dolomitic limestone, high-calcium limestone. borax and (for rock and slag wool) various rocks or slags;

Jan 1, 1963

By B. M. Burchfiel

CALIFORNIA possesses such an abundance of ceramic materials other than clays, that she is quite independent of other states and foreign countries so far as these materials are concerned. Certain users import some feldspar, silica, and allied minerals, but they do so from choice and not necessity. Production is largely for home consumption, so the total volume of ceramic materials produced is comparatively small. Many small deposits of the materials here under discussion are worked by individuals, and their output sold to individual grinding companies or users. The data given here shall be confined to the larger deposits and developments because they give a truer picture of typical deposits, operations, and materials.

Jan 1, 1936

By M. Veiga, L. Lavkulich, R. Pakalnis, M. Ghomshei, S. Baldwin, J. A. Meech

"On July 26, 2000, the Canada Foundation for Innovation announced an award of $1.3 M dollars for The Centre for Environmental Research in Minerals, Metals and Materials, CERM3, at The University of British Columbia. Additional funding was also provided by the British Columbia Knowledge Development Fund ($1.3 M) and the UBC Stewart Blusson Fund ($0.7 M). Annual industrial grants and contracts are providing support funding for the on-going research projects. Corporate membership in CERM3 entitles each participant to a seat on the technical advisory committee (TAC) as well as access to the five laboratory facilities currently under construction. Both the federal and provincial governments will also participate in the TAC through NRCan-CANMET and the BC Ministry of Energy and Mines, respectively. CERM3’s mission is:• to develop innovative methods to deal with environmental problems created by mining activity;• to promote sustainable development as a hallmark of management decision-making; • to produce mining and processing engineers with the required environmental skills; and• to enhance the image of mining in society as a vibrant and necessary component of a modern economy and society which disturbs the environment for the benefit of mankind.CERM3 brings together a multi-disciplinary team of researchers from over 12 departments at The University of British Columbia (UBC) to work on mining-related environmental problems. These include: chemistry; soil sciences; chemical and biological engineering; earth and ocean sciences; microbiology; civil engineering; electrical engineering; metals and materials engineering; mechanical engineering; mining and mineral processing, the Westwater Research Centre; the Institute for Resources and the Environment; and the School of Occupational and Environmental Hygiene. The centre intends to interact with scientists from industry, governments and other universities across Canada and around the world. CERM3 aims to become Canada’s leading environmental research facility for the mining industry. This paper describes the evolution of CERM3 and its coordinated multi-disciplinary approach to mining and the environment. Some of CERM3’s research projects include:• developing new protocols for environmental analyses to provide consistent and reliable assays;• isolating a natural virus for Thiobacillus ferrooxidans and other bacteria responsible for acid rock drainage (ARD);• designing bio-remediation and adsorption techniques for mine effluents;• promoting and enhancing the use of hydrometallurgy to reduce environmental pollution;• examining new approaches to comminution to decrease energy consumption;• developing a magnetically levitated hoisting system to reduce the footprint of a mine operation;• building a state-of-the-art supercomputer network laboratory for mine/mill simulations; and• designing intelligent bulkheads to seal tunnels following mine closure to survive for 1000 years.This latter project involves the establishment of a research station at the Britannia mine site, 45 km north of Vancouver, which will provide a full-scale facility to design the “Millennium Plug” and contribute directly to the solution to one of North America’s worst ARD-contaminated sites."

Jan 1, 2003