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By C McGuire

As mobile equipment electrification in underground mining continues to gain popularity, control ofheat and humidity in the workplace is becoming a key driver in sizing of ventilation and mine aircooling systems. For design and sizing of ventilation and cooling systems to be accurate, and for themine mobile equipment fleet to be sized appropriately to meet production goals, vehicle productivitymetrics, heat modelling, and energy balances for electrified fleets need to consider operation througha realistic duty cycle that is reflective of various tasks performed during a shift.The authors conducted a real-world comparison of two 8 cubic yard (14 metric tonne) class Load-Haul-Dump (LHD) machines – one diesel and one battery-electric vehicle (BEV) – performingidentical muck-haul-dump operations on consecutive days at an underground nickel/copper hardrock mine in Ontario, Canada.The battery-electric LHD averaged 8.9 per cent faster cycle time than the diesel vehicle (gross,without accounting for charging time), and was able to transport 25 per cent more material per cycledue to a larger bucket capacity. When including the charging time, average net cycle times wereequivalent for the two vehicles over the 200 cycles. The BEV carried more payload over the eighthour period due to the increased capacity per cycle.The testing identified an approximately five-fold reduction in heat output from the BEV in comparisonto the diesel LHD on a basis of heat output per tonne of rated bucket capacity. Heat output from thefast charger was found to be approximately 4 per cent of the charging rate, with negligibletemperature change observed in the main drift. External noise levels in the mine were found to be14 dB lower for the BEV during transit and 11 dB lower during bucket loading. Fuel/energy costs forBEV electricity input were approximately four times lower per operating hour than diesel fuel costbased on typical 2021 electrical and diesel unit rates for a grid-connected mine in Ontario, Canada.

Oct 12, 2022

By N. Kumar Kittusamy, Richard E. Miller

This field study evaluated a newer and older dozer at a construction site. Both dozers performed similar activities in the same location within the construction site. Two operators participated in this study. One operator used the older equipment and the other operator used the newer equipment. Jolting and jarring measurements were taken at the seat/operator interface and at the floor of the cab. The result of this field study indicates that the newer dozer was better than the older dozer.

By James Warner, Peggy Ganse, Glen Smoak, Raymond Henn, Sam Bandimere

Over the past several decades, cement-based grouts using ultrafine cement as are placement for portland cement have begun to gain acceptance as an alternative to chemical solution grouts, however the amount of information currently available on these grouts is limited. For this reason, the authors developed a field testing program to evaluate the penetration capabilities of various ultrafine cement grout mixes. The tests were conducted by injecting sand columns using different portland and ultrafine based grouts, the measuring penetration distances after applying equal injection pressure for the same time period. Results of tests performed in 1999 and 2000 are discussed herein.

Jan 1, 2001

By F. Hassani, R. Mikaeil, B. Ferdowsi

Two analytical solutions for estimating the ovaling deformation and forces in circular tunnels are widely used in engineering practice, due to soil-structure interaction under seismic loading. This paper discusses the discrepancy between the two analytical and finite difference methods. A comparison of the two analytical methods shows that the calculated forces and displacements are identical for the condition of full-slip between the tunnel lining and ground. However, the calculated lining thrusts differ by an order of magnitude when considering no-slip between the tunnel lining and the ground. The analytical solutions are compared to numerical analyses of the no-slip condition using the finite difference method to validate which of the two methods provide the correct method. To achieve the goal, numerical modelling, field data of the Kuhin railway tunnel and Manjil earthquake characteristics are used. Numerical analysis results agree with one of the analytical solutions that provides a higher estimate of the thrust on the tunnel lining, thus highlighting the limitation of the other analytical solution.

Jan 1, 2008

By Morteza Gharouni Nik

Flexible Dilatometer Test (FDT) is one of the in-situ test methods for determining the deformational characteristics of rock masses. In this study, several dilatometer tests have been conducted in different geotechnical phases of site investigations by means of two types of FDTs. The purpose of this paper is comparison of the performance of these two types of dilatometers and analysis of the differences in the results of the tests.

Jan 1, 2008

By M. Kuchta, S. Iverson

INTRODUCTION Underground blasting with perimeter damage control can reduce the requirement for loose rock scaling and reduce the risk of ground-fall injury. In previous work Johnson and associates (2010) from the National Institute for Occupational Safety and Health (NIOSH) developed a rock blasting perimeter damage and control design method included in the DRIFT software tool (NIOSH, 2018). This blast design software tool utilizes current methods of perimeter blasting with the added design element of a buffer row coordinated with the perimeter row to reduce perimeter damage. The coordination is in applying one of several blast damage models to calculate the damage extent for each production, buffer, and perimeter blast hole in the design. The calculated damage is then applied to the spacing between the blast holes. The basis of the buffer row design is the practical damage limit and is supported in this paper with computer models of signature blasts and full blast rounds using PFC2D (Itasca Consulting Group, Inc., 2018). Practical damage limit The practical damage radius (Rd) is not to be confused with burden. The practical damage extends toward the burden side and inward into the rock mass. For all practical purposes, the practical damage radius equals one half the burden (Hustrulid, 1999). The maximum extent of radial crack damage around a blast hole (Rcrack) and the maximum extent of radial crushing damage (Rcrush) are illustrated in Figure 1. A “practical” radius of damage (Rd) lies between the crushing limit and the cracking limit. The “practical” damage means that if the rock mass lying outside of the practical damage circle were removed, the rock remaining within the circle would easily break apart. Blast pressure and strain Work by Johnson (2010) and associates included signature blast tests in large concrete blocks. A signature blast test in concrete as exampled by strain data in Figure 2 was designed to monitor the dynamic strain at incremental distances from a single fully coupled blast hole, measure crushing and radial cracking extent by wire-sawing to expose the damage, and relate the damage to overbreak that is common in underground blasting. The initial slope or rising strain as the stress wave passes by the strain gages shows very high strain and strain rates close to the single blast hole. Since the derivative of strain versus time is strain rate, a line tangent to each of the strain curves at the maximum strain rate is drawn and the strain rates identified. The high strain rates were then plotted on a semi-log in Figure 3 to show a linear trend. The strain rate is greater than 100 s-1 within 20 cm from the blast hole for the signature blast experiment. The strain rate at the blast hole wall is projected to be 300 s-1. Figure 4 illustrates the damage in the NIOSH block exposed by a wire saw cut.

Jan 1, 2019

By Gabriel G. Walton

Conventional numerical modelling tools for analyses of underground excavations are well suited for modelling elastic behaviour and yield response of geomaterials with very simple constitutive behaviour. Non-dilatant elastic and perfectly plastic behaviour is most commonly used for preliminary analyses in the absence of the data required to consider more complex behaviours such as strainweakening and dilation. For truly brittle models, this deficiency is more acute. Current state of practice allows only for reliable estimation of the volume of failure, but not for any prediction of displacement. In fact, there is no consensus in rock engineering regarding the most accurate approach or most suitable tool to model the magnitude of the plastic deformation that strain-weakening or brittle rocks experience at tunnel boundaries, particularly when support is incorporated into these models. This problem is largely a function of a poor understanding of how inelastic dilation occurs in different types of rockmasses, the rate controls on strength loss and volume change during yield, and the complexities of rock-support interaction in yielding conditions.

Jun 1, 2012

By Charles H. Dowding

INTRODUCTION "On many projects, the tendency is to drop interest and support of the geological service as soon as it seems safe. That . . . is a short-sighted policy . . . It would be of further service perhaps to learn whether predictions were reasonably true to life." --C.P. Berkey, 1938 (3) This paper quantitatively compares predicted and encountered shear zone size and location and rock type for tunnels in the Colorado Mineral Belt. The Colarado Mineral Belt is composed of igneous formations with associated metamorphic rocks and faulting. As such, it represents the most complex of provinces for at-grade predictions (27). Shear zone and rock type data are assumed to be statistically homogeneous because of the common geology of the seven tunnels. It is often felt by geologists and engineers that the amount of information from which a geological model is created is so low that any statistical inferences are unstable. In other words, the addition of new data may drastically alter the means and variances suggested by the model. Therefore, predictions are rarely couched in quantitative statistical terms but modified with "probably," "most likely" or "possibly." Comparison of predicted and encountered data from past geological models will permit the "probably's" to be quantified and distilled from the art of geological prediction. To date, two other studies of the validity of predictions have been made (26 and 16). Together, these two studies indicate that

Jan 1, 1976

By Travis A. Davidsavor, Charles Dowding, David A. Provost, Yonggang Gou

This paper compares measured blast induced strains on operating, full scale, buried pipelines with three similar past studies. The recently performed study represents realistic and modern pipeline blasting techniques combined with modern data acquisition. The evaluation compares measured PPV and strain, as well as calculated stress, at equivalent scaled distances.

Feb 1, 2020

This paper describes the programing and specification requirements which affected the choice of excavation methods on the Melbourne Underground Rail Loop (M.U.R.L.). The various methods that were chosen are briefly described, and the three most used are compared in more detail. Excavation rates, cycle times and other statistics are compared for full face tunnel boring, full face drill and blast, and heading and bench using a road header excava- ting machine. The length of tunnel excavated is sufficient to enable meaningful statistics to be presented and the significant specifi- cation and geological factors are described to weight the statistics where necessary for purposes of comparison. Average tender prices are given for excavation and primary support to indicate the reimbursement sought by contractors to carry out this type of tunnelling.

Jan 1, 1981

By Benno Ring

"When designing segmental lining at a cross passage, modern solutions try to bear the loads transferred around the opening within the rings by using shear elements in the ring joints. Commonly used shear systems providing coupling are cam & pocket, shear keys, bicones and steel dowels. These solutions have advantages and disadvantages, but most importantly they have limits in their capacity to stabilize the lining at cross passages. With the help of 3D-FE-analyses for an opening of one segmental ring these different solutions are compared taking various ground conditions into account. As a result the capacity of the individual system is determined. Notice is made regarding the applicability of the system as well as the consequences for the design and the verification. INTRODUCTION The design of the lining at a cross passage is among the most difficult tasks when designing TBM-tunnels. At one time the bedding of the lining disappears due to the excavation behind the lining, at another the ring-structure is interrupted when parts of the lining are removed for the opening. The trick is to transfer the loads around the opening into other segments and to areas of the lining which are still supported by the ground. In the rings immediately at the cross passage this creates a distribution of forces within the segments that strongly deviates from that of the regular lining. The design needs to consider the boundary conditions of the respectively chosen solution for stiffening of the opening and its peculiarities in the modeling as well as in the verifications. In the past segments of steel or an internal strutting of steel (DAUB 2013) placed around the later openings were commonly used, see Figure 1. The application of a strutting from the outside to the rings is restricted to such circumstances when for example a connection from a shaft to the tunnel can be made in suitable ground conditions (Ring and Glomp 2012). Though steel segments provide a robust solution, they are expensive due to their laborious manufacture, the high proportion of construction steel required and the time consuming installation in the tunnel (Häfliger 2013). A strutting of steel requires extensive design and verification. The resulting structure usually weighs several tons and must be erected as well as demounted within the confined space of the tunnel, requiring suitable transport and assembly equipment. The cross section remains restricted, thus causing a bottleneck for TBM operations and hindering the works and installations for the cross passage works."

Jan 1, 2016

By H. Cevizci

"Numerical simulation of the plaster stemming method (PSM) was performed and compared with the conventional drill cuttings stemming method (DCSM). Many earlier in situ tests have proved that PSM can use the blast energy more efficiently than DCSM. Despite PSM generating more blast vibrations, it has advantages over DCSM such as better fragmentation and lower cost per unit volume of rock blasted. In this study, numerical simulation with Autodyn software using a 2D tool was employed to prove the efficiency of plaster stemming by comparing parameters such as pressure, Y-velocity, Y-force, internal energy, acceleration-Y, and compression. For example, the maximum pressure attained at the top of explosive column was 7 395 MPa for DCSM whereas it was as high as 11 945 MPa for PSM. Most of the computed parameters were significantly higher in PSM than those obtained for DCSM. This paper is the first study elucidating the efficiency of PSM by numerical simulation. It is concluded that PSM can save substantial amounts of money and effort. IntroductionThe stemming of blast-hole collars in surface mines with an inert material redirects blasting energy to the rock more efficiently, thus the blast-induced energy is utilized more effectively in breaking rock. With proper stemming, the gases should not escape due to loose stemming material. More efficient stemming with better confinement therefore increases the blast fragmentation. In addition, the distance of scatter is increased, giving rise to a looser rock pile that can be more easily loaded and transported. In order to improve the performance of a blast, stemming is used to help maintain the gas pressure over time (Konya and Konya, 2018). Proper stemming has been shown to increase the explosive efficiency by over 41% (Snelling and Hall, 1912).The most common stemming material in open pits and quarries is drill cuttings because of their ready availability at blast sites and the drill cuttings stemming method (DCSM) is a low-cost method. However, it has a major disadvantage in that dry drill cuttings eject very easily from blast-holes during an explosion, thus a great percentage of the blast energy is wasted and lost to the atmosphere. Cevizci (2012, 2014, 2013, 2017) studied blasting parameters in open pits and obtained better results with the plaster stemming method (PSM) in many limestone, basalt, and clay quarries. Moulding plaster is preferred for stemming because of the fast hardening time of 25–30 minutes."

May 1, 2019

By Wael Abdellah

Mine haulage drifts are the primary access to the mining blocks of an orebody in a multilevel mining system of a tabular ore deposit. The stability and functionality of haulage drifts are thus crucial to the success of a mining operation. Drift instability could lead to serious consequences such as injuries, production delays and higher operational cost. In this paper, the performance of the haulage drift stability is evaluated on the basis of the primary rock support system comprising 1.8 m resin grouted rebars in the drift walls and 2.1 m long bolt in the back. Two failure criteria namely the extent of Mohr-Coulomb yield zones around the drift, and linear elastic brittle shear failure are adopted and compared, with respect to lower level and same-level mining and filling sequence in the vicinity of the haulage drift. The case study is one of the #1 Shear East zone of the Garson Mine in Sudbury, Ontario. Random Monte Carlo (RMC) technique, which has been previously established to assess the haulage drift stability, is employed in this investigation. The RMC technique is used in conjunction with finite difference modelling software FLAC for random assignment of model input parameters in the FLAC grid. Deterministic model results reveal the drift behaviour in terms of deformation (convergence) and mining-induced stress distribution. Comparison between the two different criteria is carried out to determine which method is most suitable in evaluating unsatisfactory drift performance. The results are presented in terms of probability of instability and categorized with respect to failure condition and mining step. It is shown that the brittle shear failure condition based on linear elastic response calls for enhanced support system at a later mining step than what Mohr- Coulomb yielding condition does. The paper presents a detailed discussion of the stochastic analysis results.

Jun 1, 2012

By R. H. Watson

A paper read by J. A. H. Church before the Northern Alberta Branch last February described a method of working thick inclined coal-seams from the dip upwards, with the view to preventing fire risk by using water for the stowage of waste workings, and extinguishing a conflagration should such break out, was favorably received; but there was some doubt as to the cost of such a method, as it involves a retreating system, which might prove too expensive for practical adoption. Let us consider a typical leasehold such as we are familiar with in the Rocky Mountains. The leasehold is crossed at one end by a mountain river, which is cut by the outcrop of a seam of coal, 30 feet in thickness, pitching as shown on the drawing herewith, which also shows the general line of the outcrop in elevation through the leasehold, which is two and a half miles long and contains 1,500 acres. The average lift is about 600 feet above river level and drilling has proved that the coalseam can be tapped at a depth of 1,500 feet, 2,000 feet down the pitch from the outcrop in the river, all as shown in the illustration, which is typical enough of our mountain conditions to serve the purposes of comparison of methods. We take up the leasehold and invest $30,000 to pay for drilling and prospecting; $30,000 more for the price of the lease to locator or holder, and say $100,000 to pay for a railway spur (it might cost twice this sum, but we are only comparing two methods in the same location) and "now we are ready to consider equipment and the cost of development.

Jan 1, 1924

By A. John R. Hart

INTRODUCTION In each given set of operational criteria for tunnel design, ground conditions dictate the selection of the most appropriate construction method and tunnel lining. The designer has the responsibility to choose or restrict the choice of the tunnel lining to insure that the final solution provides a cost-effective permanent construction which will require the minimum of maintenance and endure to the benefit of future generations. This Paper deals with some of the aspects of precast concrete tunnel linings, their history and development through the years. It does not purport to be a comprehensive review of all that has ever been tried or developed but, hopefully, a starting point to encourage discussion and development for the future. BOLTED LINERS As a result of anticipating a shortage of cast iron tunnel lining in 1936 when work was proceeding on London Transport's Central Line Metro, a design for the precast reinforced concrete bolted lining was born. The design took the form of the traditional cast-iron lining but with substantial concrete stiffeners to take the shield ram forces. This new lining was used to construct some 14,000 feet of running tunnel using a ring width of 1'8" which was the standard cast-iron width of the time. (Groves, G.L., 1943)

Jan 1, 1987

By Valerio Violo, Antonio Raschilla, George Kafantaris

"The Cityringen project in Copenhagen, Denmark will form a new circular line in the city center and will consist of 21 new stations (17 + four transfer stations) and approximately 31 km (19 miles) of earth pressure balance (EPB) twin-bored tunnels.The new tunnels passed under the historical building of Magasin du Nord, McDonald’s and two pubs in the heart of the city with a minimum cover of about 4 m (13 ft).To minimize the movements, a complex system of compensation grouting and jet grouting soil treatment was performed. A detailed action plan between the parties involved allowed coping with the critical tunnel boring machine’s (TBM) successful passage.The Cityringen is an extension of the existing metro line underground Copenhagen and will include the City Circle Line, 15 km (9.5 miles) of twin tunnels looping around the city. The City Circle Line will form a new circular track inside the city center and will intersect the existing M1 and M2 lines at Kongens Nytorv and Frederiksberg stations, as well as suburban train services at København H, Østerport and Nørrebro. It will extend the Metro network to the Nørrebro, Østerbro areas and the central station at København H (Fig.1). The two new lines M3 and M4 will run on the same tracks, but the M3 will be a circle route running around the entire line, whereas the M4 will drive from the station to the north side of the city.The €1.5 billion design-build contract was awarded by Metroselskabet in January 2011 to the Copenhagen Metro Team (CMT), a joint venture (JV) between the Italian companies Salini, Tecnimont Civil construction and Seli SpA. Since the bankruptcy of Seli SpA and Tecnimont, Salini Impregilo now owns 100 percent of the JV shares. Seli Tunneling Denmark ApS, a subcontractor to CMT, was initially constituted as a Seli SpA subsidiary and, following the economic difficulties of Seli SpA, was acquired in 2015 by Salini Impregilo. Seli Denmark is in charge of the tunnels excavation and lining and owns the four 5.84-m (19-ft) diameter Seli/Kawasaki earth pressure balance machines."

Jan 5, 2017

By Jean-Pierre Hamelin

Ground movements induced by underground excavation are always of critical concern, particularly in urban areas. Compensation grouting now appears as a safe means to control these movements. The paper presents new advanced systems developed by the specialist contractor to bring, at all stages of the project, an efficient control of operations and presents a case history taken from the project at Tren Urbano, Rio Piedras Section, constructed beneath an historic commercial section of San Juan de Puerto Rico.

Jan 1, 2000

By Maxim Martel, Karolan Tremblay

Westwood Mine has experienced several episodes of increased seismic activity. While current geotechnical characterizations such as RMR, GSI, and Q' index can identify the general rock quality and zones at risk of convergence, they fail in identifying zones at risk of seismic activity. Previous research at Westwood Mine has shown a correlation between seismicity and areas with strong rheology contrasts. To characterize this contrast, 300 UCS tests were analyzed with their associated geochemical data, and statistical analysis and regression were performed using IOGAS software to establish a relationship between resistance and geochemistry. UCS-generated data with XRF results were transferred to Leapfrog Geo to create a block model of intact rock strength. This block model dataset was used to perform a competency contrast block model, and back-analysis of specific seismic sectors at Westwood Mine were conducted to validate the model. The purpose is to develop an established geomechanical tool capable in identifying areas with greater seismic risk associated to a change in the rock strength characteristics. By identifying those areas, mitigation measures can be implemented to minimize impact of seismicity on the operation.

Jan 1, 2023

By P Fuller, A R. Penney

Re-commencement of mining in the Western Zone of Beaconsfield Gold Mine following a seismically-induced rockfall fatality in April 2006 required a change of mining method involving drilling and blasting from specially developed drives in the footwall of the orebody. Broken ore is mucked remotely from ore drives on each level. Support in the footwall drives is required to maintain stability during their development and as stopes are retreated, which increases induced stresses and further seismic events are triggered. The paper outlines the challenges involved and methods used to select the footwall drive support to handle both static and dynamic load demand. The importance of load development in the support system, its displacement capacity, the compatibility of support elements and energy absorption capacity of the support system are highlighted. It is usual in any support selection process to ensure that capacity exceeds demand to create a factor of safety. In this case the demands on the system relate to load, displacement and energy absorption and the support system capacity for each must ensure that appropriate factors of safety for each are achieved. The paper shows how these factors are not independent and that selecting a high factor of safety for load can lead to compatibility problems with support elements in the support system.

Jan 1, 2008

By Arthur Darby

The city of Kuala Lumpur was founded in 1857 by miners seeking tin near the confluence of the Klang and Gombak rivers. The rapid development of the city and surrounding area since independence has led to more rapid runoff during rainstorms and to gradual canalisation of the rivers with some restricted sections. The outcome has been more frequent and more severe floods (Abdullah 2006). At the same time the centre of Kuala Lumpur has become a modern inter-national city with tall office buildings, hotels, and shopping centres connected by a network of wide roads and commuter rail systems. With these the cost of dislocation during floods has risen as has the cost of making good damage afterwards. The Government of Malaysia considered these consequences unacceptable and sought ideas from the private sector for a solution. Potential solutions consisted of variations on the themes of bypassing the city centre with a flood relief tunnel or of providing off channel storage or a combination of both. Since under Malaysian law a tunnel cannot be constructed under private property unless this is first purchased or agreement reached with the owner, it was necessary for most of the tunnel alignment to run below existing heavily congested roads. After considering these facts Gamuda Berhad and MMC Berhad, two leading Malaysian development and construction companies, decided to propose to Government an innovative solution in which the tunnel would be used to carry road traffic except during floods.

Jan 1, 2008