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By Gary Brieley

Until well into the 20th century, most construction work was performed under the auspices of a master builder or in a manner that would be described today as design-build. In addition, many civil engineers served as ?interns? under the tutelage of a master builder in order to learn how to design and construct a certain type of structure. This was certainly the case for tunneling projects with various individuals having been identified as tunneling experts as a result of successfully completed projects The master builder approach began to change in the early 1900s to a model that would be referred to today as design-bid-build. A design-bid-build approach to project procurement gives the owner more control over the final product and al-lows the contractor to know exactly what is expected of them before the work is constructed. As a result of this transition in project procurement, civil engineering schools placed a greater emphasis on the training of ?design? professionals. This article will document how the training of tunnel design professionals progressed within the United States. Although it is difficult to generalize about the hundreds of tunnels that were constructed in the first four decades of the 20th century, there is one project that stands out as having resulted in a university program related directly to tunneling and that is the Chicago Subway. During a visit to the United States in 1938, Dr. Karl Terzaghi met a student named Ralph Peck who was then studying at Harvard University in a pro-gram established by Arthur Casagrande. Shortly thereafter, Terzaghi traveled to Chicago for a lecture and was asked to consult on the Chicago subway project that was then under construction. The Chicago subway was being constructed in clay, and the owners were worried about possible settlements to nearby buildings. Terzaghi asked Peck to serve as his field engineer for that project. Thus was established one of the most productive relationships in the history of civil engineering in the United States. Peck, who would become Dr. Peck, moved to Chicago in 1939 to participate in an extensive research project that con-tinued until subway construction was halted in 1941 because of World War II. During that time, the cost of subway construction in Chicago was reduced substantially as a result of Peck?s observations and Terzaghi?s recommendations. In fact, it was reported that subway construction in Chicago cost less than one-half of similar projects in London even though the clay in London is considerably stiffer compared to Chicago. Upon the completion of his work on the Chicago Subway, Peck accepted a professorship with the University of Illinois in Champaign/Urbana.

Jun 1, 2010

By Colin Lawrence

The Port of New York and New Jersey is one of the most heavily used transportation arteries in the world, handling nearly 40 per-cent of the North Atlantic shipping trade and directly providing nearly 230,000 jobs to the local economy. In 2004, $100 billion worth of consumer goods moved through the port. To accommodate future cargo volumes in the port, which are expected to double over the next decade and possibly quadruple in 40 years, deeper shipping channels are needed to provide access for a new generation of cargo mega-ships with drafts exceeding 13.7-m (45-ft) when loaded. Current channels within the harbor range in depths up to 13.7-m (45-ft), thus preventing carriers from using these larger ships, or requiring significant reductions in cargo to achieve lesser drafts to operate safely within the harbor. As part of the Harbor Deepening Project, the Anchor-age Channel would be deepened to 15.2 m (50 ft) below mean low water (MLW), for a length of 5,790 m (19,000 ft). The New York City Department of Environmental Protection (NYCDEP) owns, operates and maintains two existing water siphons in the harbor. Due to their shallow depth, both existing siphons must be relocated before dredging of the Anchorage Channel can be completed. Tom Costanzo, manager of capital programs for the Port Authority of New York and New Jersey (PANYNJ), says that ?While the re-location of the existing siphons under the Anchorage Channel is vital to the success of the deepening program, it is also a story of cooperation among key agencies at different levels of government resulting in improvements that will benefit the people of this region greatly.?

Jun 1, 2010

By Michael E. Karmis

New and developing communication systems en-able underground miners to, not only connect to the surface from an increased communication coverage area, but also to be discovered in the event of an emergency. Communication and tracking systems are required by the U.S. Mine Safety and Health Ad-ministration (MSHA) regulations, aiming to enhance health and safety and routine production in underground operations. Modeling a mine?s potential communication coverage area will increase overall coverage and efficiency of the communication network itself. Modeling the propagation of wireless communications enables ideal broadcast locations to be found when designing a communications network. Strategic placement of broad-cast devices results in a reliable communication network that can better withstand disruption in daily operation and during a time of emergencies. Research on wireless communication in mines has been ongoing since 1922, when the U.S. Bureau of Mines performed experiments in its experimental mine in Bruceton, PA (Schiffbauer & Brune, 2006a). Ac cording to Dobroski and Stolarczyk (1982), ?as early as 1922, Bureau of Mines experiments showed that radio propagation in mines was possible but not practical.? In 2006, the underground communication technologies available to the mining industry had inherent problems that limited communication capabilities. Because harsh underground mine environments significantly reduce line of sight and propagation range and introduce power and safety concerns, the overall effectiveness of underground communication technologies were limited. After several coal mining accidents in early 2006, the U.S. Congress responded with the Mine Improvement and New Emergency Response (MINER) Act, enacted

Jun 1, 2010

By Constantin D. Pitis

?Demand-side measure" means a rate, measure, action or program undertaken to conserve energy or promote energy efficiency?? (BCUC, 1996) In actual economical environment, business sustainability requires high-efficiency technological processes. That is why the efficiency concept has to be present at all levels of industrial activities. Nowadays, some purchasing decisions are still driven predominately by the purchase price, in spite of the evidence that such price represents up to 5 % to 7 % of the total costs of ownership with full consequences of energy efficiency and the impact on total ownership costs. The paper presents essentials of converter types and basics of the Global Efficiency (GEff) Concept that has been promoted over the last few years in South African industries (Pitis et al., 2006/7). GEff concept is proven as a useful tool used on price-efficiency decisions. Theoretical and technical aspects of this concept were substantiated with case studies. First part presented in this paper will describe how GEff concept was used on price ? efficiency decisions when single input or direct converters and systems (considered as low value equipments) have been replaced. Besides the impact of energy savings and new innovative developments, the paper suggests general other benefits of: ? Technical and economical performance improvements and competitiveness of mining corporations to international standards; ? Defusing incipient energy crisis in the sector; ? Improving environmental conditions; ? Creating new job opportunities in mining sector. Proposed concept in this paper could be further developed as models of improving companies? corporate energy policies.

May 1, 2010

When looking for indicators for the mining business ? and these days who isn?t? ? one might need to look no further than the SME Annual Meeting. Held in Phoenix, AZ Feb. 28 to March 3, the meeting was, by almost any measure, a record-breaking success. Attendance included 4,937 industry professionals. Many of whom, feeling rejuvenated following the worst economic recession since the great depression, were greeted with a record 630 exhibits and 103 technical sessions covering all aspects of the mining and minerals business. Adding to the general optimism of the future was a celebration of the past and re-cent achievements in safety and health. The theme of this year?s meeting was ?Celebrating 100 Years of Mining Research? and the emphasis on advancements in safety was evident from the keynote address that kicked off the conference, to the field trips, to the Resolution and Safford mines that concluded the meeting.

May 1, 2010

It had been more than a decade since this many booths were occupied at an SME Annual Meeting, but at the 2010 meeting in Phoenix, AZ 630 booths were sold to 470 vendors from the entire spectrum of the mining and minerals industry. Exhibitors such as Metso, FLSmidth, West-Tech, ABB, NIOSH, Eriez and Resource West took their usual prominent places on the exhibit floor and were joined by newcomers such as tunnel boring machine manufacturer Herrenknecht AG, Frontier Kemper, the International Society of Explosive Engineers and more than 100 other first-time exhibitors. On the floor, one could find everything from a new pair of boots to a new career in the recruitment pavilion where some of the biggest companies in mining (Barrick Gold, Freeport-McMoRan, Newmont Mining, etc..) set up shop. The following is a look at some of the companies and products that were on display at the 2010 meeting. For information about displaying at the 2011 annual meeting in Denver, CO, Feb. 27 to March 2, contact exhibits@smenet.org.

May 1, 2010

Mining of copper ore is still the most important business in Chile. In order to mine ore with a copper content of less than one percent at Minera Los Pelambres in an economical way, opencast mining is mandatory. Due to the prevalence of avalanches at the mine, the concentrator was located in a stable area, some distance from the mine. As a consequence, the material has to be transported between mine and concentrator by conveyor. A downhill conveyor system has been implemented for more than ten years as the most suitable and most economical ore transport alternative. Due to the length (12.6 km) and inclination (1300 m drop) of the conveyor system, the stresses in the steel cord belt are the dominant design criterion, resulting in a belt quality of ST 7800. Additional dynamic belt stresses during transient operating conditions are avoided by the installation of high capacity adjustable frequency drives. The rating of a single drive unit is 2500 kW. During ten years of operation, several capacity increases have been implemented, from an initial 5800 t/h up to the current capacity of 9900 t/h. This presentation describes the engineering challenges of the implementation of the world's strongest belt conveyor system. Capacity increase measures like the development of new control and breaking strategy, proved by dynamic simulation of belt forces and belt speed scenarios are explained. During this long-term partnership of RWE Power International, the former Rheinbraun Engineering, with Minera Los Pelambres, RWE has been engaged continuously for development work, safety checks, expert opinions and maintenance audits, and giving new impulse to conveyor technology.

May 1, 2010

Beneath some of New York?s most iconic buildings ? The Met Life Building, the Helmsley Building, the Waldorf Astoria ? crews are busily at work on the Metropolitan Transportation Authority?s long-awaited East Side Access (ESA) project. In fact, it is 14 floors beneath the famed Grand Central Station where one of the centerpieces of the project, the new Long Island Railroad (LIRR) station terminal, is being blasted and carved into shape. When completed in 2016, the $7.3-billion ESA project will increase LIRR?s capacity into Manhattan and significantly relieve congestion at Penn Station. Currently, 37 LIRR trains per rush hour roll into the crowded Penn Station where many riders must then transfer to subway trains to complete their commute. When completed, the ESA tunnels will bring an estimated 160,000 riders directly to Grand Central Station, saving those riders 30 to 40 minutes. Studies have found that more people work within walking distance of Grand Central than Penn Station. ?The benefits of the project are tremendous,? MTA Capital Construction President Michael Horodniceanu told more than 340 industry professionals attending the UCA of SME?s George A. Fox Conference in New York on Jan. 26. ?The ESA is the first expansion of the LIRR in 100 years. It will increase the East River tunnel capacity by 50 percent and will help support job growth around Grand Central.?

Jan 3, 2010

By Peter Klaver

Deep tunnels have been used for decades for the temporary storage of large volumes of urban runoff, both storm water and combined sewer overflow (CSO). Tunnels are attractive because they reduce surface disruption and do double duty as storage and conveyance systems, collecting overflows from multiple locations and transporting them for treatment to various facilities. Like any hydraulic system, however, there are dynamic effects that must be fully understood during the design phase so that the final constructed product does not have unintended negative consequences. Preliminary sizing of storage tunnels is typically based on the total volume required. For example, if studies have determined that a volume of 56.8 ML (15 million gal) will provide the intended level of control, then that figure can be used, along with a preliminary idea of the desired tunnel length, to compute the required diameter. Of course, filling a long tube with water from various points along the way is not at all the same as pouring water into a bucket, and these dynamic effects require additional attention from design engineers. The rapid filling of storage tunnels can lead to the formation of bores, which are essentially moving walls of water. An open channel bore can build in height until it reaches the crown of the tunnel, at which point it becomes a pipe-filling bore. Figure 1 depicts both kinds of bores moving upwards in a rapidly filling tunnel. Bores can strike the ends of tun-nels with tremendous force, driving water and entrained air upwards into dropshafts and creating strong pressure surges in portions of the tunnel that are already filled. If the hydraulic surges are high enough to reach grade, they can cause overflows and/or damage structures at the surface. Trapped air pockets can occur through several phenomena, including the reflection of bores off dropshaft structures and the occurrence of ?premature pressurization.? The latter refers to the situation where the inflow to a tunnel is increasing more rapidly than the tunnel can convey it, such that the pipe becomes surcharged at an upstream point while points downstream are still flowing as an open channel. These air pockets are a great nuisance as they migrate toward points in the tunnel where they can rise to the surface, which are often shafts that are already filled with water (Fig. 2). The ?geyersing? that results can be hazardous and costly.

Jan 3, 2010

By Scott Ellenbecker

Soon New York City will have a new train station. A tunnel project is under construction to extend Line 7 to a new station that is located near the Jacob K. Javits Con-vention Center. This is also part of the Hudson Yards redevelopment project that is intended to aid redevelop-ment of the west side of Midtown Manhattan around the Long Island Railroad?s Caemmerer Railyard. The station, or ?cavern? as it?s called by those excavating it, will be the portal for that growth. In the city, public transportation means high-rise residential proper-ties will have better access to the business district, and those outside the area will have greater access to event facilities ? two factors that are critical for development investment.

Jan 3, 2010

By Yahia M. Al-Smadi

Effect of lateral loading against existing sheet pile wall and distribution of gravity loading due to various number of construction loading scenarios were studied. The objective of this effort was to determine the loading case that permits the contractor to utilize a 400 ton crane at the specified location with the existing limitation imposed on site. Staged analysis was determined as the methodology that will more accurately predict the exiting and additional stress due to the impose crane loading. A reliable and robust analysis (ANSYS) software was used to complete both 2D and 3D finite element model and analysis. Analysis model parameters such as material properties, non-linear behavior of the soil, and meshing are presented and discussed. At the conclusion specific range of crane operation and pick weights operating on existing concrete mat supported on top of an existing tunnel was reviewed and deemed acceptable.

Jan 1, 2010

Electronic detonators are receiving increasing acceptance in the blasting industry. Electronic detonators offer several distinctive features over electric and non-el (shock tube) detonators including better timing accuracy resulting in excellent fragmentation and vibration control, field programmability and digital safety means. Several electronic detonator systems are available commercially today serving the surface, underground and seismic needs.

Jan 1, 2010

By M. Dondelinger

This paper presents a comprehensive review of steel sheet piling including internationally manufactured hot rolled sections, their history, applications, installation and driving techniques. The discussion will cover both temporary and permanent installations; temporary piling used in construction of cofferdams with various bracing systems, deep foundation installations for buildings, bridges and tunnels, etc., and permanent piling used for highway, railroad and bridge construction as well as for riverbanks, piers, wharfs and docks, normally required for port facilities. In addition, cofferdams, as self-supporting gravity structures where interlock strength is of prime importance, will be discussed. The design and application of light, intermediate and heavy sections will be presented including heavy combined walls and information on Z-shaped, U-shaped and HZ sections and their corresponding interlocks. Emphasis is placed on new developments for design applications for deep foundations and waterfront structures within the "state of the art".

Jan 1, 2010

By Vincent Jue

In December 2009, the Italian High Speed Rail Network AV began running over the full 1000 km system length from Turin, at the foothills of the Alps to Salerno, on the seacoast south of the volcano Mt. Vesuvius. It runs through Alpine rivers, highly seismic active zones, mountains, river plains, and through some of the most densely populated areas in Europe as well as some of its most expensive real estate. The Italian High Speed Network?s technical/economic constraints and its regulatory/socio-environmental concerns well may mirror similar obstacles set to confront the nascent California High Speed Rail Program. The two types of constraints must be dealt with together to reach the best construction solution. It is estimated that more than 20% of Italian High Speed Rail Network costs were spent on ground engineering including over 150 km of tunnels, 200 km of viaducts and bridges and 650 km of embankments and trenches. However, it also is estimated that 25% of costs were spent on social and environmental integration of the new rail lines including over 6 square miles of green offsets, 160 km of anti-noise walls, and 300 agreements for socio-environmental work. This paper will look at four examples of innovative ground engineering solutions, each with its own intricate set of constraints: ? Foundation system for viaducts across the ?Po? and ?Ticino? rivers. ? Soil consolidation under railway embankments ? Requirement of short tunnels for physical and environmental reasons ? Construction of railway stations in a confined right of way

Jan 1, 2010

By P. C. Schmall

Ground freezing has been used for the sinking of deep mine shafts for more than 140 years. While advances in refrigeration technology have refined the overall freezing operation, the basic ground freezing concept remains the same. This paper presents an overview of the ground freezing process and the unique advantages that ground freezing brings to shaft construction. Design and construction considerations, including instrumentation and monitoring, are discussed. Case studies are presented to illustrate ground freezing applications for mine shaft installation.

Jan 1, 2010

By John C. Edwards

The U.S. Bureau of Mines has constructed a smoke chamber and developed sensitivity tests for smoke detectors. Response of ionization-and optical-type commercially available smoke detectors have been investigated. Six smoke detectors were measured with respect to visually obscuring smoke characterized by a corresponding optical density for smoldering and flaming coal combustion in the smoke chamber. It was determined that for one type of ionization smoke detector the alarm time was nearly equivalent to that of an odor monitor's alarm for smoldering coal combustion experiments and earlier for flaming coal combustion experiments. The experiments showed that an average CO concentration of 5 ppm corresponded to an optical density of 0.022 m-l for smoldering and flaming coal combustion. Two of the commercially available ionization-type smoke detectors were more responsive to flaming than smoldering coal combustion at an optical density of 0.022 m-l, whereas the optical smoke detectors showed the opposite trend. The responsive characteristics of the detectors evaluated with respect to known smoke conditions in the smoke chamber shows their potential for use as mine fire sensors or part of a mine atmospheric monitoring system to improve mine safety.

Jan 1, 2010

By Robert C. Dyni

This U.S. Bureau of Mines (USBM) report summarizes a field demonstration of pneumatic backfilling technologies conducted at the abandoned Hillside Coal and Iron Slope in Vandling, P A. Researchers demonstrated two pneumatic backfilling technologies recently developed under the USBM's Abandoned Mine Reclamation Research Program, the Pneumatic Pipefeeder and the High-Efficiency Ejector. Both systems had previously been evaluated at the USBM's subsidence abatement investigation laboratory near Fairchance, P A. The objective of the demonstration was to fill 100% of the abandoned tunnel with backfill stone to prevent further subsidence. The Pneumatic Pipefeeder was used for 21 days, at a rate of 63 to 124 t/ d (69 to 136 st/d), to fill 88% of the tunnel. The High-Efficiency Ejector was used for 2 days, at a rate of 125 to 132 t/d (138 to 146 st/d) to fill the remaining 12% of the tunnel. The backfill placed by both systems was tightly compacted. The major problem encountered was wear on the polyethylene pipeline from the abrasion of the high-velocity backfill. The use of heavier steel pipe minimized the problem. A cost analysis for the entire project is given.

Jan 1, 2010

Investigating blast vibrations typically utilises scaling and attenuation models for prediction of vibration amplitude over a range of charge weights and distances. A number of generalised relationships have been established from many years of far-field data analysis, where small changes in charge weight and ray-path distance are less critical. Under far-field conditions, small variations in local geology or geometry do not significantly affect the vibration scaling behaviour over an expected range of data. In the near to intermediate-field (less than 5 times the explosive charge length), small variations in wavepath and rock mass conditions between a blast and a monitoring point can greatly affect the outcome of vibration modelling. This case is especially true for underground blasting in sublevel open stoping, where the paths of blast-induced vibrations regularly encounter voids and preconditioned ground.

Jan 1, 2010

By Ehsan Alavi Gharahbagh

Tool and cutterhead wear is a crucial issue in soft ground tunneling, especially because tool inspection, maintenance, and replacement are done under difficult conditions, and often under pressurized faces or under ?hyperbaric interventions?. Overall, tool inspection and changing is a time consuming and costly step, which needs to be quantified and the related costs accounted for in any construction contract for scheduling and costing of the tunnels at design stage or bid preparation. However, lack of a universally accepted index or measure for soil abrasivity in the geotechnical reports has made it difficult, if not impossible, to define cutter wear for this purpose. Soil abrasion and its impact on cutting tools for tunneling machines under dry or wet conditions have recently been under spot light due to construction claims in several of the recent tunneling projects. The objective of this paper is to examine soil?s physical, mechanical and tribological properties related to the interface of the soil and excavation tools and discuss ways to measure soil abrasivity in a quantitative and repeatable manner. The paper will discuss the efforts that are underway to develop a new soil abrasivity index and the fabrication of a new testing device for this purpose.

Jan 1, 2010

By I. Duckworth

P.T. Freeport Indonesia operates a mining complex located in the highlands of Papua, Indonesia. This district consists of underground and surface operations. The East Ertsberg skarn system (EESS) is one of the major orebodies in this district. Subsurface caving of the EESS has been carried out in a systematic series of mining lifts dating back almost 30 years. Present production from the third lift deep ore zone (DOZ), has reached 80 kt/d (88,000 stpd) during 2010, with this rate sustained through 2015. The orebody was proven below the existing caving level, with the next vertical block called the deep mill level zone (DMLZ).

Jan 1, 2010