Search Documents

By Keat Chuan Chew, Qiao Yue Tung, Teoh Yaw Poh

"1 INTRODUCTION With a land area of 718 square kilometres housing a population of slightly over 5.4 million, as of 2014 (Department of Statistics Singapore 2015), Singapore is a highly urbanised city. Transport infrastructure is critical to keep the country and economy highly connected and functional as the population in Singapore continues to grow. The importance of a robust transport infrastructure is recognised by the Ministry of Transport in Singapore, which is working towards bringing 8 in 10 households within a 10-minute walk of a train station by 2030 (Ministry of Transport 2015). This gives rise to the rapid expansion of the rail network in highly urbanised Singapore, resulting in more tunnelling work having to be carried out in closer proximity to existing buildings. Such tunnelling work is expectedly more challenging and complex, and if not managed effectively, will impose higher risk to the adjacent buildings. Hence, the Building and Construction Authority (BCA) has implemented specific control measures to mitigate such tunnelling risks and to ensure safety of the public. 2 CHALLENGES FACED BY TUNNELLING WORK IN SINGAPORE 2.1 General Challenges of Tunnelling in Singapore With the increasing densification of the rail network in a highly urbanised setting, rail projects in Singapore are faced with several key challenges. One such construction challenge is constrained construction sites brought about by network intensification. Alongside the growth of the rail network, shown in Figure 1, other infrastructure networks in Singapore are also continuously growing. Underground interchange stations between networks become increasingly common, forcing each underground interchange station to be constructed deeper and in closer proximity to existing buildings (Figure 2). Singapore is not alone in facing this issue. The same can be observed in cities like London, in which its myriad network of subway lines pushes new lines and interchange stations to be constructed deeper."

Jan 1, 2016

By François Martin, Roland Plassart, François Laigle

"MOTIVATION The storage of nuclear waste gives rise to a lot of innovative issues for underground space technologies. The nuclear activity of waste generates temperature effects on both the lining and the surrounding rock mass. In order to avoid these unfavorable effects, the number of waste containers is controlled in the gallery section. The galleries section has consequently ranged from a diameter of 4 to 6 meters. However, in the case of intermediate-level nuclear waste, due to the lower temperature, the number of containers in a cross section of a gallery is assumed to be safely increased. Despite technical difficulties, a large diameter gallery (typically 12m excavated) seems to be more cost effective. This paper demonstrate the feasibility of such a gallery in the specific context of CIGEO (French Geological Repository Project for nuclear waste), located in the Bure area in the north-eastern of France. The geology of Bure at the project’s depth (about 520 meters) consists in a quite homogeneous layer of Callovo-Oxfordian argillites (COx argillites). With such an overburden, this rock is known to have a high plastic behavior with significant time-dependent effects. These mechanical properties require complex behavior laws in computational modeling used for the design of underground facilities.EXPERIENCE OF LARGE DIAMETER GALLERIES In order to identify some specificities in the design of such openings, a research has been run on existing galleries of large diameter (more than 10 meters), like the tunnel of Chamoise, Lötschberg, Tartaiguille or Saint-Martin-La-Porte. Two of these representative examples are detailed hereafter. Tunnel of Chamoise (French Jura) In spite of a lighter overburden (400m versus 520m), an anisotropic initial stress state and a variable rate of carbonates, the highway tunnel of Chamoise is quite similar to the planned gallery for intermediate-level nuclear waste, with a geology very close to the CIGEO’s one in some sections. Because the northern tube encountered difficulties during the excavation a few years before (several over-excavations and spalling, especially in the bench), the excavation of the southern tube has been carried out in two steps, but with a high bench and a small curved invert (Figure 1). The design of the immediate support consists in long bolts and a shotcrete layer. The concrete lining is about 50cm thick."

Jan 1, 2016

By Greg Sanders, Michael Gilbert, James G. Shaughnessy

"A new raw water intake from the South Holston River to the Kingsport water treatment plant is under construction. The exploration for the 335 meter long horseshoe shaped tunnel design took advantage of the site topography along the alignment to better define the complex geology consisting of Knox Limestone and Sevier Shale formations separated by a fault zone. To assess the geological conditions and to determine the extent of the fault zone, a 183 meter long horizontal boring and geophysical investigation was performed along a portion of the tunnel’s horizontal alignment. Explorations defined the fault zone width at approximately 5 meters and packer testing along the alignment provided a means of estimating groundwater inflows. As the tunnel excavation advances, comparisons of exploratory data versus encountered conditions will be made. This paper provides details on the geotechnical investigation, lessons learned, and the influence of the geology on the tunnel design. PROJECT OVERVIEW The Kingsport WTP is supplied with raw water via the South Holston River. The City of Kingsport (City) owns and operates the Kingsport Water Treatment Plant (WTP). The existing raw water intake system, consisting of pumps, power supply, raw water piping and appurtenant facilities has been determined to be vulnerable to failure. The original Raw Water Pump Station (RWPS) was constructed in 1928 as part of the original Kingsport WTP project. The 1928 RWPS operated until 1970 when it was replaced by the existing RWPS. This existing system still utilizes the 1928 piping and piping tunnel. Improvements to the RWPS hydraulics and capacity are required to meet the City’s future water treatment needs. The system extracts water from the South Fork of the Holsten River and coveys it via three pressure pipelines to the WTP. The conveyance piping exits the RWPS, ascends approximately 23 m up a near vertical rock outcropping then enters a 120 m long tunnel. Upon exiting the tunnel the piping continues underground to the WTP. The drill and blast tunnel is horseshoe shaped and nominally 3.3 m high by 3.3 m wide. The easternmost 62.3 m of the tunnel is without any type of support. The remainder is lined with concrete. According to the City of Kingsport, the concrete lining was installed in the 1970’s as part of upgrades to the facility. An evaluation of the current facilities concluded that the conveyance piping was in poor condition and required replacement."

Jan 1, 2016

By Carlton M. Ray, William P. Levy, Thomas Lindberg

"The District of Columbia Water and Sewer Authority (DC Water) is implementing its $2.6 billion DC Clean Rivers Project to reduce combined sewer overflows to the District’s receiving waterbodies and mitigate chronic sewer flooding in District neighborhoods. The First Street Tunnel project is a major component of the DC Clean Rivers Project, designed to mitigate sewer flooding and basement backups in the District’s historic and densely populated Bloomingdale neighborhood. Bloomingdale has been historically affected by sewer flooding and was severely impacted by four storms in the summer of 2012 that caused significant damage to homes, the environment and public property. As a result, DC Water accelerated the design and construction of the First Street Tunnel in order to mitigate the effect storms have on the undersized sewers serving the neighborhood. The infrastructure designed to mitigate flooding, including the tunnel, are located within the highly urbanized neighborhood – with some structures being less than ten feet from residents front door steps. The success of a large public works project of this magnitude and in this unique location depends on a well informed and supportive public. With the local community impacted by flooding but concerned about heavy construction impacts, this paper details the components of a successful public outreach plan and lessons learned throughout the design and construction process. Early identification of community mitigation, working cooperatively with stakeholders and frequent dissemination of accurate information required the project team to establish a culture of problem solving collaboration with the community. BACKGROUND Chronic Flooding in the Northeast Boundary Sewershed The Northeast Boundary sewershed, in which the Bloomingdale neighborhood is located, is served primarily by a combined sewer system and has a long history of chronic flooding problems during moderate to severe storm events. The sewer system that serves the Northeast Boundary drainage area was constructed by the Federal Government in the late 1800's when developed areas of the District terminated at what is now Florida Avenue. Since construction of the system, population within the sewershed area has grown at an exponential rate. In meeting the growing needs of the population, the District experienced development that transformed previously low-density rural areas into new communities. Impervious areas have increased drastically since the sewer system was constructed and consequently, the existing sewer system does not have the capacity to convey storms with return frequencies beyond the 2-year storm without flooding. As a result of the capacity limitations, many of the low-lying areas have become chronic flooding areas due to the surcharging of sewers."

Jan 1, 2016

By Sitotaw Y. Fantaye

"The first segment of the Second Avenue Subway extension is approaching construction completion. The new extension will operate along Second Avenue from 96th Street to 63rd Street, where it will divert west along the existing 63rd Street line, stopping at the Lexington Avenue/63rd Street Station. The new line will have stateof-the-art stations at 96th, 86th, 72nd and 63rd streets.Most of the two-track, twin-tunnel subway was constructed using bored tunnel methods (Figure 1), with a tunnel boring machine (TBM). The launch and retrieving box of the TBM was strategically located at the south end of the 96th Street Station where bedrock exists approximately 70 ft (21.3 m) below street level. The TBM launch box and the 96th Street Station (Figure 2), including the ancillary facilities adjacent to the station, were constructed by the cut-and-cover method. The cut-and-cover work required the contractor to design and implement a stiff, tightlybraced retaining wall, approximately 100 ft (30.5 m) long, to tie the existing tunnel constructed in the 1970s to the new station, temporary street decking over the entire excavation, and a wide range of excavation support systems at various locations.The cut-and-cover construction posed significant challenges including: installation of street decking on busy Second Avenue, relocation and suspension of the myriad utilities beneath the streets, and configuration of a lateral support system that would minimize movement of adjacent structures but not slow down excavation activities. This article describes the innovative solutions developed to manage and facilitate safe and efficient construction without disrupting Second Avenue, a major southbound one-way thoroughfare.The work was performed in several phases involving: (1) preconstruction condition survey of existing buildings, (2) installation of instrumentation and monitoring, (3) major utility relocation efforts to move vital utilities from within the alignment of the slurry wall on both the east and west sides of the avenue, (4) implementation of maintenance and protection of traffic plans, (5) installation of temporary street decking across the entire avenue and over the excavation to allow an orderly movement of traffic and pedestrians, (6) staged excavation and installation of an intricate temporary bracing system beneath the decking (7) step-by-step construction of the new subway station’s structure and (8) staged removal of the bracing as the structure gained sufficient strength to resist the lateral loads. The main focus in this article is the design and construction of the temporary street decking and lateral bracing systems; the utility suspension system and the north tie-in that allowed the daunting task of excavation and construction of a new subway station in bustling New York City, with minimal disruption to the community, businesses and everyday traffic."

Jan 1, 2016

By Zhen-xing Diao, Feng Zhao, Ya-dong Xue

"Two important aspects of excavation performance of TBM are advance rate and cutter replacement/ring consumption, which is closed to the cost and construction duration of the project. To achieve this, a database of TBM parameters and the geological-geotechnical conditions during the excavation of Yinhanjiwei was compiled and analyzed. Relationships between different geological and TBM operational parameters were investigated. Results of analyzes show that there are qualitative correlation between Field Penetration Index (FPI) and rock geological parameters. And strong relationships between FPI and operational parameters are suggested. In this study, the cutter replacement and ring consumption were analyzed using statistical method for preliminary estimation in similar conditions. 1. ITRODUCTION Hard rock TBM is widely used in tunneling project nowadays because of its advantages to conventional drilling and blasting, especially in long tunnels. The biggest advantage is its high advance rate. However, rock conditions of tunnels are complicated. So TBM performance becomes a primary topic in tunneling engineering, which includes of rate of penetration, utilization, daily advancement, cutter consumption and so on. Many prediction models have been developed to estimate the TBM performance in the project planning phase. The most widely accepted and used models around the world are semi theoretical CSM model (Rostami and Ozdemir, 1993; Rostami, 1997) and the empirical NTNU model (Blindheim, 1979, Bruland, 1998).With increasing uses of TBMs in different ground conditions, an increasing number of researchers have developed new models in order to predict the performance of TBM more accurately in similar geological conditions.(Gong and Zhao, 2009; Hassanpour et al.,2009, 2010, 2011, 2014; Delisio et al., 2013; Delisio and Zhao, 2014)"

Jan 1, 2016

By Stefano Colombelli, Nicola Bona, Gabriele Eccher, Luca Schiavinato, Paolo Cucino, Domenico Nave

"BIM technologies provide tools and processes to effectively support the entire life of an infrastructure, from strategic planning to maintenance. As a consequence, infrastructure design processes currently make frequent use of BIM tools. This paper describes the BIM oriented design of the underground railway extension in the metropolitan area of Catania. The paper highlights the design process and the chosen BIM tools considering the boundary conditions characterizing the project, i.e. basic information missing in the final design project, need of coordination between different design disciplines and designer companies, and, finally, need for a flexible design approach able to adapt to changes occurring during design development. INTRODUCTION The underground railway extension in the metropolitan area of Catania is composed of two lots of approximately two km each, namely “Stesicoro-Aeroporto” and “Nesima –Misterbianco”. Works to be realized are: •,Main tunnel: mechanized tunneling using a TBM-EPB machine, for the entire length of the lot; •,Underground stations: San Domenico, Vittorio Emanuele and Palestro, conventionally excavated as enlargement of the TBM tunnel after the partial demolition of precast segments; •,Ventilation and emergency shafts: connecting seven tunnel levels to road level on Stesicoro-Areaposto lot, six on Nesima-Misterbianco lot; •,Additional structures such as technical rooms and parking lot; •,Electric Substation at Monte Po' stop; •,Temporary works: TBM launching and arrival pit to be dismantled at the end of the works."

Jan 1, 2016

By Cary Hirner, Dan Lopez, Ross Webb, Stephen O’Connell

"Construction of the largest desalinization plant in the Americas has commenced in northern Chile. It is part of a several billion dollar expansion at a copper mine whose operations nearly stopped due to the challenge of securing a reliable source of water from the Pacific Ocean in a safe and environmentally sound manner. This paper discusses the risk management, design and construction of a quadruple chamber intake and outfall shaft, high capacity pump station, three 7m diameter vertically drilled marine shafts and three subsea tunnels constructed through challenging Andean hard-rock geology. The three 2.5m diameter subsea microtunnels are being mined with vertical curves through variable quality rock 30 meters beneath the ocean and retrieved in the wet from the 7m diameter marine shafts. INTRODUCTION AND BACKGROUND The battle for securing the rights to a constant water supply is a worldwide issue and nowhere is that more evident than the Atacama Desert of Chile, the world’s driest place with areas of the desert that have not seen rainfall in recorded history. The Atacama Desert also happens to be home to some of the world’s largest ore deposits which require huge amounts of water to extract and process. What available water there is comes from three main sources: deep seated wells, glacial water from the Andes Mountains, and desalinated water. Vying for water from wells and glacial streams and lakes are numerous agricultural and domestic facilities in the valleys surrounding the Atacama Desert. Environmental regulations and legal rulings have limited the amount of “natural” source water which can be used for mining purposes. Desalination plants are a known solution for combating water scarcity, albeit a costly one. The total estimated cost of constructing this desalination plant is over $3B USD, which will include a 2500lps capacity and an approximately 118km pipeline from the coast up to the mine located in the Andes. The overall scope of the project includes design, procurement, and construction packages for the 2500lps desalination plant including the seawater reverse osmosis plant, water conveyance to the mine, power transmission, the reservoir and the marine works package which forms the basis of this paper. Key components of the underground construction portion of the Marine Works are:"

Jan 1, 2016

By Gary English

"Tunnel safety is evolving as science, engineering and technology make advances. Applicable safety codes and standards simply do not cover all the potentials of design, construction and operation. This paper reviews a series of tunnel projects code gaps in Seattle USA that were uncovered during the design and construction of a new highway tunnel, conversion of bus tunnels to combined road and rail tunnels, new rail tunnels using TBM and NATM, conversion of a road tunnel to light rail, and retrofit of an existing road tunnel to add lanes and improve safety systems. The perspectives of the ‘fire code official’ (Authority Having Jurisdiction) on methods to identify and resolve gaps in safety code and standard regulations, while garnering the consensus of the owner, designer, and contractors are presented. Additionally, the emergency responder command perspective on safe tunnel design, tunnel rescue during construction and operational safety is explained TUNNEL SAFETY EVOLUTION The underground has become nearly the only option to provide essential transportation corridors to continue our economic growth in key global areas. Tunnels are not built on a whim. Often significant portion of a regions wealth are invested to meet current, and hopefully future transportation demands. There are more transportation tunnels being built now than at any time in the planets history. The location of these tunnels is often selected for us based upon regional demand. Most commonly under densely populated urban centers and between populations’ centers to bypass geologic conditions like mountains and water bodies. Tunnels are being built in unforgiving soils, between tectonic plates, in extremes environmental conditions and often, under the very heart of the highest density population centers on the planet. All of these locations can bring with it conditions that challenge our common assumptions about safety. These extraordinary locations and soils create risks for both those constructing the tunnel, and in design engineering to meet the ‘minimum’ requirements at the lowest costs. There is lengthy history of above ground safety. Most countries and major local jurisdictions have adopted, or created safety requirements for the construction of above ground buildings. Through decades of use, these safety requirements have evolved, changed and been expanded to cover a wide gamut of actual and potential safety risks. However, the use of the underground for tunnel transportation corridors has grown exponentially with limited attention to safety requirements."

Jan 1, 2016

By S. Banisi, A. Haji-Zadeh, A. R. Hasankhoei, M. Maleki-Moghaddam

At the concentration plant of the Gol-E-Gohar Iron Ore Company (Iran) three 9m × 2.05m AG (Autogenous) mills (fixed speed) are used in parallel in a dry operation. The test works conducted in a scale down mill with a diameter of 1m indicated that conventionally used "deflector" type liners did not provide efficient environment for grinding. In this research, to improve the grinding efficiency, a new design using low profile end liners incorporating radial ribs of proper height was investigated. In order to determine an appropriate liner design at different operating conditions, a 100cm×10.8cm model mill was used for experimentation. The special design of model mill made it possible to increase the radial ribs height in steps of 6mm up to 18.5mm. The transparent end of the mill enabled accurate trajectory determination by image analysis. The results indicated that the new lower height profile deflectors and 15.5mm-height (14.5cm in industrial scale) radial ribs improved the mill performance while avoiding excessive pressure drop across the mill and wear on the liner. The image analysis showed that the use of new liners increased the distribution of coarse particles across the mill cross section from 28% to 35%. A new liner design was proposed by decreasing the number of liners in each slice from 5 to 4 pieces. The thickness of the inner head liners reduced from 45cm to 30cm and the outer deflector liners replaced by radial ribs. The distance between the feed and discharge inner head liners increased from the original 115cm to 145cm which increased the effective length of the mill by 26%. The new design reduced the weight and volume of end liners by 9% and 23%, respectively. It was predicted that the new liners design increases the mill throughput by 10% and reduces the metal consumption by 20%.

Jan 1, 2016

By E. McCullough, S. Gaillard

"Diesel particulate matter (DPM) remains a health concern in many underground metal/nonmetal mines, and has been regulated by the Mine Safety and Health Administration since 2002. While the NIOSH 5040 standard method for DPM monitoring is required to demonstrate regulatory compliance, the FLIR Airtec DPM Monitor can serve as complementary engineering tool. It is a handheld instrument that offers near real-time measurements. As part of an ongoing field study, the Airtec has been used to survey elemental carbon concentrations (a proxy for DPM) in an underground stone mine. Via “spot-checking” and more prolonged area monitoring, this effort was aimed at determining spatial and temporal DPM variation in several key locations. INTRODUCTION Diesel particulate matter (DPM) is the solid fraction of the exhaust emissions from a diesel engine. It is largely made up of elemental and organic carbon (EC and OC, respectively), which can be measured as proxies for estimating mass concentrations of DPM. The National Institute for Occupational Safety and Health (NIOSH) considers DPM to be a health hazard and potential carcinogen [1]. It is believed to cause and/or exacerbate respiratory illness upon inhalation, deposition, and retention in lung tissue [2]. Since DPM exists in both the micro- and nano-particulate ranges, it can surpass typical auto-immuno defense mechanisms that keep larger particles out of the respiratory system [2]. Relative to other occupations, the DPM exposure potential for underground miners is high because these individuals work in enclosed environments where diesel powered equipment is frequently used [3,4]. A variety of engineering and administrative controls have been devised to reduce DPM exposures in underground mines, and increased airflow is often a key component of control strategies. In large-opening mines, which are most common in the metal/nonmetal sector, DPM abatement via increased ventilation can be especially complex due to moving and controlling the large air quantities [5]. The Mine Safety and Health Administration (MSHA) has regulated DPM exposure in metal/nonmetal mines since 2002. The final rule limits personal exposure to total carbon (TC, which is the sum of EC and OC) to an eight-hour time weighted average (TWA) of 160 µg/m3. To demonstrate compliance, operators must use the NIOSH 5040 Method [6]. However, the Airtec DPM Monitor (FLIR Systems, Inc., Nashua, NH) was developed as an engineering tool to provide near real-time measurements of both EC and TC for tracking personal exposures [7]. The portable Airtec works by capturing DPM on a filter and successively measuring laser extinction on the filter as DPM accumulates; the EC fraction of the DPM is dark, and so as it accumulates the filter becomes darker and absorbs more laser light [8]. The laser extinction value is directly correlated to EC, but since EC and TC are generally observed in consistent proportions (i.e., TC = EC*1.3), the Airtec is also programmed to display TC as a TWA [9]. There have been multiple studies conducted to validate the Airtec and the instrument has been adopted by some mine operators as a tool for their health and safety programs [3,8]."

Jan 1, 2016

By Arka Jyoti Das, Prabhat Kumar Mandal

"Coal mining in India has a strategic importance for the energy security of the country. Presently, the majority of coal production is coming from open-cast mining. Due to the fast depletion of reserves amenable to open-cast mining, future coal production will depend primarily on underground production. In conventional bard-and-pillar/room and pillar mining as it is practiced in India, the percentage of extraction is very low. In fact, within most Indian coalfields, a large number of coal seams extract only 15- 20% of coal, but no pillar extraction is done due to the presence of surface or sub-surface structures leading to huge amount of coal being locked-up in underground. Spontaneous heating and fire, the accumulation of poisonous gases, severe stability issues, unsafe workings and environmental hazards are all major problems associated with these developed coal pillars, so there is a pressing need for technology in the mining industry to extract this huge amount of coal locked up under different constraints. In this study, we propose that the locked-up coal be extracted by replacing the developed coal pillars with artificial pillars. The paper briefly discusses the extraction methodology designed for this and its evaluation through numerical modeling for applied suitability underground.INTRODUCTIONDriven by rising populations and urbanization, an expanding economy and also a quest for improved quality of life, energy usage in India is expected to increase manifold in the coming years. As for India's energy scenario and its projected future plans, there is no doubt that coal will remain a prime source of energy, even over the next few decades.The majority of coal production in India comes from open-cast mining because of large-scale mechanization, but the coal reserves amenable to open-cast mining are gradually depleting - which may impose adverse impacts on the energy sector if underground production does not increase. Underground coal extraction, meanwhile, is going to become more complicated in near future due to the fast exhaustion of easily mineable coal reserves."

Jan 1, 2016

By L. A. Sandbak, Yan Xing

"The purpose of this study is to evaluate the rock mass stability around the tunnels by three-dimensional (3-D) numerical modeling. Complex geological and tunnel features have been included in the model using the software package 3DEC™. Based on the available information on stratigraphy, geological structures, and mechanical properties of rock masses and discontinuities from the underground mine, 3-D stress analyses were performed on various cases with different K0 (lateral stress ratio) values, constitutive models, as well as support systems. Relations between these factors and the distributions of stress, displacement, and failure zones around the tunnels were obtained and discussed. Finally, comparisons between the field deformation measurements and numerical simulations are used as validations for the simulations, helping to determine the appropriate K0 value and material constitutive models for the underground mine.INTRODUCTIONThe case study site is an underground mine in the USA with a monthly ore production between 20,000 and 30,000 tons. The regional geology of the mine is structurally and stratigraphically complex. Rocks in the area include carbonaceous mudstone and limestone, tuffaceous mudstone and limestone, polylithic megaclastic debris flows, fine-grained debris flows and basalts, all part of the Cambrian-Ordovician Comus formation and related dikes. Both the mineralization and faults have general orientations striking N-S to NW-SE with high dip angles. The ore body in the mine has an incline of about 25---45 degrees located in relatively low quality rock; hence, cut-and-fill mining has been used.This underground mine has two vertical shafts used for ventilation, ore hoisting, and for personnel and material transportation. Development drifts were designed and driven to extract and transport the ore, as shown in Figure I. Bolts, mesh, and shotcrete have been applied in this mine for ground control. In order to reach various locations, the tunnel system is designed with different heading directions and inclines, which will be described in detail later. The area selected for modeling is a cubic region including all the tunnels inside the black square (Figure 1)."

Jan 1, 2016

By Tim Langmaid, Steve Skelhorn, Stephanie Robillard, Allen Mitchell

"The Port Mann Main Water Supply Tunnel project provides a critical water main crossing of the Fraser River for the owner, Greater Vancouver Water District (Metro Vancouver). The project consists of two 60-metre-deep slurry panel shafts and a 1-kilometre-long, 3.5-metre excavated diameter tunnel located near Vancouver, British Columbia, Canada. The initial tunnel lining is a precast concrete steel fiber reinforced gasketed segmental lining. The final lining is a 2.1-metre-diameter welded steel pipe. This paper describes the challenges encountered during tunnel construction and the solutions implemented. Key challenges include earth pressure balance tunnelling at up to 6 bar pressure—the highest to date in Canada—a water-crossing without surface access for the majority of the tunnel drive, ground freezing from a river platform for a critical TBM intervention, and boring through cobbles and boulders in dense glacial till. INTRODUCTION Metro Vancouver supplies drinking water to 18 municipalities, one electoral district and one treaty first nation, serving a population of more than 2.4 million residents. Water is collected in three mountainous watersheds to the north of the Greater Vancouver area, in southwestern British Columbia, Canada. To supply the growing demands of Metro Vancouver’s customers, treated water must be conveyed across two significant water bodies: the Burrard Inlet and the Fraser River. The existing Port Mann water main is one of several key links between the watersheds north of Vancouver and the municipalities south of the Fraser River. The Port Mann Main Water Supply Tunnel (PMMWST) is the first of a series of upgrades, to increase capacity, enhance scour protection, and improve seismic resilience. The new tunnel is 3.5 metres (11.5 ft) in diameter and 1 kilometre (0.6 mi) long. When completed, it will contain a new 2.1 metre (7 ft) diameter steel water main that will help ensure the continued, reliable delivery of drinking water to these municipalities, and will more than double the capacity of the existing 1.2 metre diameter main."

Jan 1, 2016

By P. Karimi, G. Mollataheri, A. Amini, H. Abdollahi, A. Mirzaeian

"Chah-Palang tungsten deposit is one of the two tungsten indexes in Iran. Based on ore characterization techniques (including optical mineralogy and XRD analysis), quartz, chlorite, atacamite, azurite, malachite, ferberite, illite, goethite and calcite were distinguished as major minerals. The representative sample was analyzed qualitatively by using X-ray fluorescence and chemical assay. Results showed that grade of tungsten oxide and copper were 1.76 and 7%, respectively. Also precious metals such as gold with grade of 1 ppm was reported in the sample. By using the mineralogical studies on the prepared sample, the liberation degree of tungsten minerals in –0.6 mm size fraction was obtained 80%. Several tabling tests were carried out on the original sample which at the optimum conditions and as a result, the grade and recovery of tungsten in concentrate reached to proximately 23 and 59%, respectively. To increase the grade of tungsten in the final concentrate, acidic leaching were performed on the tabling concentrate and its appropriate results indicated that the grade of tungsten increased to 27%. Also more than 90% of copper was extracted as a byproduct in the fallowed process.INTRODUCTIONTungsten, a unique hard, heavy heat-resistant metal, is distributed erratically in economic concentrations throughout most continents, occurring mostly as small irregular deposits that are not readily adaptable to large-scale, low-cost mining methods. The diverse physical characteristics and mineral composition of tungsten ores also present problems in beneficiation, requiring complex hydro- and pyrometallurgical treatment to yield high-purity concentrates suitable for the production of ferro alloys, carbides and super alloys in the steel industry (Hausen, 1989; Kholmogorov & Kononova, 2005). Tungsten is most frequently used as tungsten monocarbide, which has hardness close to diamond, in cemented carbides. The most well-known use of tungsten is in lighting filaments, and other important applications include improving steel properties and use in tungsten alloys, electronics, and chemical products (Hausen, 1989; Kholmogorov & Kononova, 2005)."

Jan 1, 2016

By Aliakbar Golshani, Behnam Eslami

"Surface settlement adjacent to sensitive structures is a challenging issue in the tunnel engineering. In this study, 3D simulation of TBM excavation has been performed with the FLAC3D code and then the results compared with real monitoring data. Sensitivity analysis was carried out for all parameters affecting the surface settlement, such as the tail void grouting pressure (Pt), the face pressure (Pf), the tunnel diameter (D), overburden (q), shield thickness (t) and the length of the shield (L). The results show that the face pressure, tail void grouting and tunnel diameter have a considerable effect on the maximum ground displacement.In this paper, the monitoring data from Mashhad Metro was used to verify the numerical simulation. Data monitoring for about 47 sections between A2 and D2 stations was selected and a multiple regression analysis was performed. Based on this analysis, an empirical relationship was obtained for the coefficient of regression relationship which confirmed the sensitivity analysis.INTRODUCTIONThe surface settlement due to tunnel excavation is a complex issue, since the surface displacement is a function of several parameters that they are related to the excavation method, soil characteristics and TBM elements. Prediction of deformation is a very important issue, especially in urban areas, since these displacements may be affected the superficial structures. In recent studies, one of the most popular empirical relationships that is used to predict the surface displacement has gussian curve that it was suggested by Peck [1, 2]. An analytical relationship was proposed by Chow that its base assume was isotropic of soil, that surface settlement can be estimated based on the tunnel geometry and the shear modulus(G) [3]. Besides these methods numerical approaches such as the Finite Element Method (FEM) and the Finite Difference Method (FDM) have been used over the last twenty years, since numerical modeling has a high capability to simulation a complex soil conditions and irregular geometry [4]. In this study, all aspects of the EPB-TBM on Mashad Metro Line 2 were modeled and the most important influences on surface displacement in urban areas were determined [1, 3]."

Jan 1, 2016

By J. Noll, A. Miller, J. Volkwein, C. Pritchard

Hecla Limited, Magee Scientific, and NIOSH have combined efforts to evaluate an in-situ air filtration system for use in an underground mine environment. The purpose of the collaboration was to determine the efficacy of such a technology for reducing the concentration of airborne diesel particulate matter (DPM), with the aim of improving air quality in underground hardrock mines. A secondary goal was to evaluate the use of an Aethalometer as a means of real-time measurement of black carbon as a surrogate for DPM. The evaluation included measuring the DPM-capture efficiency of the filter when it was pre-loaded with dust. Toward this end, rock dust was introduced at the filter inlet to create a dust layer on the filter surface, with the intent of providing improved capture of the much smaller DPM particles. The filtration efficiency for DPM was assessed by comparing measurements of DPM taken at the inlet and outlet of the system, using both real-time and time-weighted-average approaches. The real-time measurements were performed with the model AE33 Aethalometer® made by Magee Scientific. The results of the NIOSH 5040 method analysis were used to assess the effects of the system on time-weighted-average concentrations of total carbon. Results showed a reduction in DPM concentrations in the range of 82%-89%. While the calculated efficiencies based on the two different measurement methods were similar, the DPM levels reported by the Aethalometer were higher, possibly due to differences in the performance of the size-selectors used for the two methods (impactors versus cyclones). More research is required to develop a robust correlation between the two methods, to support the use of the Aethalometer for future mining applications. The advantage of the Aethalometer is that it can measure and record DPM levels for weeks at a time, and can be directly connected to a mine monitoring system, potentially at multiple locations. Ideally such data can be used to initiate the startup of the filtration system should DPM concentrations reach an action level. This work demonstrated that in-situ filtration systems, modified to collect DPM and coupled with real-time monitoring, show promise at reducing DPM concentrations in the mine environment.

Jan 1, 2016

By Chengguo Zhang, Bruce Hebblewhite, Faham Tahmasebinia, lsmet Canbulat

"Coal burst is a dynamic release of energy within the rock (or coal) mass leading to high velocity expulsion of the broken/ failed material into mine openings. This phenomenon has been recognised as one of the most catastrophic failures associated with the coal mining industry, which can often lead to injuries and fatalities of miners as well as significant production losses. This paper aims to examine the mechanisms contributing to coal burst occurrence, with an emphasis on the energy release concept. In this study, a numerical modelling study has been conducted to evaluate the roles and contributions of difference energy components. The energy analysis presented in this paper can help to improve the understanding of energy release mechanisms especially under Australian conditions.INTRODUCTIONCoal burst is one of the most hazardous problems encountered in underground coal mines, which occurs at different locations in a variety of mining systems and operations. This phenomenon always involves a violent and dynamic energy release with large rock mass/coal deformation and ejection that can cause severe damage to openings, equipments and may result in fatalities and injuries.The first coal burst occurrence was reported in Britain in 1738 (Dou 2001). Since then, international experiences are available in Canada, South Africa, USA, former Soviet Union, China, India, France, Germany, Poland and Czechoslovakia. Rice (1935) classified coal bursts as two general types, namely excessive pressure bumps and shock bumps and he further mentioned that pressure bumps are caused when pillar stress exceeds bearing strength. Shock bumps are induced by the breaking of thick, massive strata at a considerable distance above the coal-bed, causing the immediate roof to transmit a shock wave to the coal."

Jan 1, 2016

By P. V. Amosov, V. A. Masloboev, D. V. Makarov, S. G. Seleznev, A. A. Baklanov

"The development of industry and intensive use of natural resources leads to a significant decrease in the share of reserves of rich ores, deposits of which have nearly all been exploited. Large amounts of displaced rock mass are accumulated, significant emissions of gas and dust from mining, dust from dumps and tailing pits, ingress of chemicals and toxic elements in surface and groundwater all can have negative effects on existing ecosystems and human health. Especially dangerous is the impact in Arctic regions with extreme climate conditions. The maintenance of overburden dumps and tailings dams requires significant capital and material costs. In this paper, some mining enterprises of the Murmansk region, in the Russian Federation, consider the environmental problems of the industry and propose some solutions.INTRODUCTIONThe safety of environment during the extraction and processing of minerals is a very acute problem throughout the whole world. The problem acquires a specific character in the Russian Federation. There, rather poor minerals, often existing in unconventional forms and including several mineral components are processed. The Russian mineral base has a specific geographical location; most of the deposits under operation are located in the Subarctic or Arctic regions, as well as in Siberia and in the Far East. Vast amounts of rock waste and tailings pose serious economic and ecological problems in mining regions. The operation of overburden heaps and tailings requires considerable capital and material costs. The dumps withdraw vast lands from potential commercial use. Large amounts of mined rock disturb the existing geological balance; emissions of gas and dust which accompany the mining operations, dusting of waste heaps and tailings, emissions of reagents and heavy metals into natural surface and ground waters all can produce negative effects on existing ecosystems and human health."

Jan 1, 2016

By Matthew Geary, Stephen J. Marino, Jordan A. Schreiner

"INTRODUCTION Project Overview The Southeast Collector (SeC) is a new 15km long 3.0m internal diameter wastewater tunnel designed by Hatch Mott MacDonald (HMM) that twins the existing 2.6m diameter York-Durham Sewage System (YDSS) tunnel. Both sewage tunnels are located north of the City of Toronto in Ontario, Canada. The SeC provides much needed conveyance capacity for the rapidly growing York Region population, supporting development until 2036 and increasing sewage system security (Hatch Mott MacDonald and AECOM 2011). Construction of the SeC will also permit flows of the twinned section of the YDSS to be bypassed in order to clean, inspect and carry out any essential maintenance within the YDSS tunnel. Although owned and operated by York Region, the SeC spans two regional municipalities beginning upstream from the intersection of Ninth Line and Rouge Bank Drive in the City of Markham in York Region to the downstream Finch Avenue and Valley Farm Road intersection in the City of Pickering in Durham Region. See Figure 1 for the SeC and YDSS alignment. The project includes 19 shafts and chambers with depths ranging from 8 to 48m in addition to seven facilities supporting the operation and maintenance of the sewer. The construction contract was awarded to Strabag Inc. in July 2011 for $291M CAD. Construction Management services were provided by a joint venture team of Hatch Mott MacDonald and AECOM. Existing York-Durham Sewage System The YDSS tunnel was completed in 1979 and was constructed using an open shielded TBM with ribs and lagging temporary support, followed by installation of a 380mm thick unreinforced cast-in-place (CIP) concrete final lining. The YDSS sewer system has numerous connections that accumulate flows from various urban areas within York Region. The section of the YDSS twinned by the SeC flows under gravity conditions and had been putting a strain on the municipality’s potential for population and development growth having reached its maximum capacity of 420 ML/d. According to the York Region’s Water and Wastewater Master Plan, the existing YDSS would not have been able to handle wet weather flows past 2016 (Genivar and XCG Consultants 2009). The dependability of this section of the YDSS is also of concern because it is the main and critical connection between the sewer systems upstream and the downstream Duffin Creek Water Pollution Control Plant (WPCP)."

Jan 1, 2016