Search Documents

By Anthony Harding

In a world of technology and electronic communication, it is easy to forget what engineers do best with a problem: sitting around a table, exchanging views and ideas with sketches and respecting everyone?s view. This was the approach adopted in the project to arrive at a solution for the cross passage opening sup-port for the Seattle University Link Extension. Schedule and space constraints usually impede concurrent cross passage excavation and tunnel boring machine (TBM) operation. And where the space is constrained, opening support solutions that maximize available cross sections are of great benefit. While there are a number of solutions that minimize space, some of these solutions can require expensive steelwork and extensive drilling and fixing. However, following a detailed round-the-table discussion of the options and constraints, it was identified that a shotcrete shell would not only limit obstruction of the space during installation, but also permit easy installation, particularly around services, and avoid costly steelwork and drilling and fixing.

By R. K. Singhal, D. B. Stewart

A variety of equipment is being used for roadheading and tunneling in the mining industry. In United States drum-type continuous miners are used most extensively. In Europe and Canada mine roadways are driven mainly by roadheaders. The application of tunnel boring machines to coal mining is somewhat recent. Such machines are however being used on major projects driving main mine entries.

Jan 1, 1985

By Donald Jonson

The Arlanda Link project is for the time being the most interesting project in Sweden, concerning rock and blasting technology. The total amount of rock excavated beneath Arlanda airport comprises 800 000 m³ divided in four parallel tunnels measuring a total length of 8,5 km, with a rock covering of only 5-15 m between the tunnel roof and existing terminal buildings.

Jan 1, 1997

By John V. Beall

What progress has been made in rapid excavation of tunnels and shafts? Where do we go from here? To get some answers to these questions was the reason that 500 tunnel men-contractors, geologists, professors, lawyers, mining engineers--came to the University of Minnesota May 15-17. The attendance of 500 astonished conference organizer Professor D. H. Yardley, who had anticipated half that number. They came from Japan, South Africa, Austria, Sweden, and Australia to name a few, and an officer of the Corps of Engineers thought all his people should have been there. The Civil and Mining Engineering Departments of the University combined for the program, which was staged by M. K. Cragun for the General Extension Division. The Saga of the Oso Tunnel The present state of the art of rapid excavation is "good." There is little controversy about where we go from here and what's more, this reporter finds that the technical know-how to automate excavation in any kind of ground is extant, even if it will take some years to achieve this state. In a nut- shell though, the present status can be seen in its various ramifications in the saga of the Oso Tunnel, as told by V. L. "Vic" Stevens of Boyles Brothers Drilling Co. :

Jan 7, 1968

By Robert A. Cummings

A rock mass classification system has been developed for recommending drift support requirements in block caving mines. This development follows a two-year program incorporating field observations of support practice and performance in rocks of different classes, at several U. S. block caving mines. Popular rock mass classification systems presently in use for tunneling were applied at the various field sites; and were evaluated for conformance with caving mine support requirements and for general utility to caving mine operations. The developed system (MBR System) accepts readily-obtainable engineering and geologic data to yield a rational estimate of support requirements. The background and development of the MBR system is described in this report (Volume I). The use of the system is given in the Manual, a separate volume (Volume II).

Jan 1, 1984

By Arturo Ressi di Cervia

"The Construction of the Thrust Pits for Jacking of the I-90 Tunnel for the Central Artery/Tunnel Project (Part of Contract No. C09A4) in Boston MA was nominated for DFI’s 2002 Outstanding Project Award. In the judging, the project and the specialty subcontractor, Treviicos Corporation, was chosen for a Special Recognition Award. INTRODUCTIONBoston’s Big Dig, as the construction of the underground artery became known, is undoubtedly the largest urban construction project of this century.The Central Artery/Tunnel Project, or CA/T, to call it by its proper name, runs approximately eight miles through the heart of Boston, five miles of which are built underground while maintaining traffic on the elevated existing structure, while at its southern end I-90 is extended to Logan airport under active rail lines, Fort Point Channel and Boston Inner Harbor.Since the alignment of the road closely parallels the shoreline as it existed in colonial times, the cut and cover construction had to contend with substantial portions of filled ground, not to mention existing subway lines, live utilities, building foundations and, last but not least, the irritable Boston drivers and litigious adjacent property and business owners.Consequently, while it is impossible to single out the most difficult or challenging contract, the jacking of the tunnels of I-90 under the live rails of Amtrak certainly will rank high on the list.Never before, anywhere in the world, was an attempt made to jack tunnels of this size: the South Bay Interchange consists of three 78 feet (24 m) wide by 38 feet (11.6 m) high tunnels, the shortest of which is 167 feet (51 m) long. TECHNOLOGYIn order to achieve this engineering feat it was necessary to consolidate the soil under the track to prevent it from moving or settling during the jacking process. After a detailed analysis of the geological profile to be traversed it was decided that freezing was the most suitable method, since it could be applied to the full range of soils present on the proposed alignment."

Jan 3, 2003

By J. C. Edwards, C. C. Hwang

In the design for a fire or smoke emergency, a main concern is maintaining an evacuation path that is free of smoke and hot gases. In ventilated tunnel fires, smoke and hot gases may form a layer near the ceiling and flow in the direction opposite to the ventilation stream. The existence of the reverse stratified flow has an important bearing on fire fighting and evacuation of underground mine roadways, tunnels, and building corridors. In the present study, a computational fluid dynamics (CFD) program is used as a design tool to model floor-level fires in a ventilated tunnel. The fire is simulated by a diffusion flame of propane issuing from a circular hole on the tunnel floor. The computed profiles of velocity and temperature along channel cross sections are similar to those obtained experimentally. The computed reverse-flow layer length has been correlated with a densimatric Froude number with some success. A non-dimensional parameter involving the source fire intensity is also used for the correlation. These analyses show that an appropriate ventilation air current must be maintained to provide an evacuation path from the source fire clear of smoke and hot gases. It is believed that CFD modeling, employed correctly and interpreted carefully, can be a useful design tool for fire protection.

By Reinhard Gnilsen

Ground pillar control in soil and weak rock often represents a critical and sometimes a determining factor for mined underground civil structures. A concept is desirable that minimizes the restrictions possibly imposed by pillar control requirements on geometrical tunnel characteristics and on the mining operation itself. Conventional concepts are discussed and an alternative concept is introduced. This concept reduces pillar control requirements to ground control measures required with "regular" tunnels. The conventional model of pillar mechanics with potential yielding of a ground body in more than one direction, is then avoided. Due to the complexity of pillar mechanics, the level of engineered design furnished to the contractor is crucial to optimizing ground pillar control. Conventional versus alternative contractual arrangements for pillar control are described and their important role is illustrated. The concept introduced relates to principles inherent to the New Austrian Tunneling Method (NATM). However, tunnel projects using other mining concepts can employ alternative ground pillar control principles as well, if certain criteria are observed. Case histories in the United States and abroad are presented and the impacts from different concepts of ground pillar control are illustrated. The paper concludes by analyzing concept characteristics that can infer monetary impacts on both the owner and the contractor.

Jan 1, 1987

By Kurihara M

In Japan, shield tunneling method is generally used to drive a tunnel in sand layers around the urban area. In this report, appli- cability of NATM (New Austrian Tunnelling Method), which uses rock bolts and shotcrete as support, to water-bearing sand layers is studied aiming at establishing more economical tunnel driving technique. After the geological exploration, the conditions (i.e. pitch of steel supports, water content, cohesion, and fine content of ground,)necessary to ensure the face stability were investigated by using centrifuge loading tests. Concerning measures to manage ground water, an air permiability test was carried out to investigate the effect of the compressed air to cut-off inflow, and pumping test to study the applicability of dewatering. Furthermore, two dimensional elastic FEM analysis consider- ing progress of the excavation face was perform- ed to analyze stresses in the support system and deformation of the ground, and to investi- gate safety of the support and the ground. From these prior investigations, possibility of the applicability of NATM to the present pro- ject was predicted. Finally, based on these results, a real scale field application test was put into practice to confirm the prediction, and to pursue construction efficiency and phenomena which could not have been predicted Beforehand.

Jan 1, 1987

By Nasri Munfah

Long Island Rail Road’s (LIRR) service to New York City is limited to Penn Station on the West Side of Manhattan, which is operating at its practical capacity for the commuter railroad. This situation imposes serious considerations for future growth and limits the destination of many Long Island commuters. The East Side Access Project will provide a connection of the LIRR to the landmark Grand Central Terminal (GCT)on the East Side of Manhattan. The construction of the connection will require significant tunneling and underground work utilizing a variety of construction techniques. In Queens, the connection will require five soft ground tunnels using pressurized face tunnel boring machine. In Manhattan, the connection will require a series of rock tunnels and caverns connecting to two deep large station caverns under GCT to accommodate eight tracks with four platforms in a stacked configuration. The caverns housing train rooms are connected to the lower level of GCT where a large concourse will be provided. With a budget of $4.3 Billion, The East Side Access Project is the largest transportation project ever undertaken in New York City. This paper provides an overview of the project, discusses its environmental and the engineering challenges, and provides an insight into the design development to date.

Jan 1, 2001

By Adrian Coombs, Paul Magowan, Derek Zoldy

Continued development and intensification are fuelling the urgent need for new trunk infrastructure within The Regional Municipality of York and throughout the Greater Toronto Area. Permitting of these projects is increasingly subject to public scrutiny to severely restrict dewatering through construction technologies and the requirement for a comprehensive and effective Environmental Management Plan. Three current projects: one on the York Durham Sewage System and two in the City of Toronto 1.Conventional Design, Tender, Award: 4,150m (13,600 ft.) 2.7m (9 ft.) finished interior diameter soft ground tunnel for York Region’s YDSS Interceptor Trunk Sewer 2.Negotiated Contract: 3,800m (12,500 ft.) 3.5m diameter (11.5 ft.) rock tunnels for Enwave’s environmentally sustainable and innovative chilled water system in downtown Toronto 3.Conventional Design, Tender, Award: 2,200m (7,200 ft.) 3.3m diameter (10.8 ft.) rock tunnel for reinforcement of Hydro One’s primary hydro feed in the downtown core of Toronto These projects exemplify issues such as: EPB tunnel and sealed shaft technologies Substantial permitting requirements associated with dewatering Mitigation of rock creep Congested downtown rights-of-way Deep shafts and confined working compounds Unique scheduling and cost benefits when Owner, Contractor and Consultant can work together cooperatively.

Jan 1, 2007

By Wern-Ping Nick Chen

Durability risks for underground facilities can be underestimated during design phase as compared to well-known geological risks. However, unclear durability requirements can result in construction schedule delay and change orders. Unlike bridges or buildings, a unified underground durability code or standard does not exist. This paper will provide a durability approach for underground facilities, including degradation modes, mitigations, and compliance measures during construction. In addition, this paper will address how to clearly specify durability requirements in a contract document to reduce disputes during construction and discuss key durability tests that are time consuming and will impact construction schedule if not timely planned.

Jun 23, 2024

By William Wargo

The basic reason for lining underground cavities is to keep the cavity open during its useful life by providing adequately for the support of the surrounding rock and for the necessary degree of water tightness. This covers the entire field of support methods from the simpliest timber support to reinforced concrete in all its variations as applied to tunnels, galleries or shafts. The problem involved in the design of more efficient and economical lining systems for even bigger cavities has been magnified by increased speed of advance made possible by better blasting tecniques, improved tunneling machines and more efficient material handling. Tunnel lining today requires a disproportionate amount of time and money compared to other operations mostly due to the manuel labor involved in its installation. One solution to this problem is the developement of an entirely new concept in tunnel lining designed notoonly to overcome this bottleneck but also to open up the field for further increases in speed of advance. This new lining system acts first as a fast protective armour then becomes the concrete metal form and ends up as reinforcement sheet inside the concrete lining. This system developed and manufactured by Bernold A. G. of Switzerland since October 1968 has been installed in 25 applications in Europe under all ground conditions from stable rock to unconsolidated ground.

Jan 1, 1970

By Utku Gumus, Ertan Bostanci, Hanifi Copur, Ahmet Rüfai Bilgin, Ugur Altay

"Field observations on replacements of 12-inch constant cross-section double disc cutters in Tuzla Wastewater Tunnel excavated by an EPB TBM with 3.151 mm excavation diameter excavating hard rock are summarized. Cutter life is correlated to rock’s uniaxial compressive strength and Cerchar abrasivity index, and TBM operational parameters. Number of cutter replacements, average cutter replacement rates and types of cutter damages are summarized. The relationships between cutter life and rock properties and TBM operational parameters are analyzed by single variable regression method. Detailed analysis between chainages 1+200 and 1+982 km indicates that average cutter consumption rate is 35.7 m3/replacement (4.6 m/replacement). Cerchar abrasivity index and uniaxial compressive strength does not indicate any meaningful relationship with cutter life. Penetration per revolution and field specific energy might be used for predicting lives of constant cross-section double disc cutters. However, additional data is required to generalize the findings of this study. INTRODUCTION Cutter life / replacement and/or consumption rates in terms of cutter cost and replacement time loses is one of the most important parameters affecting excavation performance of mechanical excavators, especially of TBMs used very widely and equipped with usually disc cutters. Predicting cutter cost is a very important task in especially feasibility stage of tunneling projects. Basic parameters affecting cutter life can be classified into 3 general groups as geological and geotechnical, excavation machine (TBM) related, and operational parameters (Bilgin et al., 2013). The geological and geotechnical parameters are the most dominant ones among them. The machine related parameters should be arranged in accordance with the expected geological and geotechnical conditions for the best TBM excavation performance and minimum cost."

Jan 1, 2016

By Robert G. Lundguist

REAM is a unique and promising method of rock breaking using high energy, inert projectiles to impart mechanical energy to the rock. This paper describes a demonstration of the application of this new technology to two specific problems in open pit mining: secondary breakage and the scaling of loose material from pit walls. Under previous government contracts, Physics International Company developed the projectile impact method for a large variety of commercial and military rock excavation tasks. A 4 meter (13 foot) diameter by 16.8 meters (55 foot) long tunnel was driven at the Hope Valley Mine in the Sierra Nevada mountains of California in 1972 and 1973. An average of 1100 kg (1 ¼ tons) of a 172 MN/m2 (25,000-psi) granodiorite formation was broken by each of 590 shots used to drive the tunnel.l Based on these results it is estimated that REAM can drive over 60 meters (200 feet) of tunnel per day at about 88 percent of the cost of drilling and blasting. In addition, repeated axial impact by high energy projectiles was used to drill a 0.4 meter (16 inch) diameter horizontal hole in the same granodiorite formation. Each shot advanced the hole an average of 0.2 meter (8 inches).

Jan 1, 1976

By David Crouthamel, Raymond Henn

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

Jan 12, 2017

By M. Choy, A. Kadiayi, E. Magdzinski

"Design of engineering controls to limit occupational noise exposure rely on accurate calculation inputs. Sound in mines can carry considerable distances. Mine ventilation engineers rely on noise propagation calculations to estimate silencer performance criteria for key mine fan installations that are often in proximity to occupied areas of a mine and can remain in service for decades. The blasted and rockbolted walls of hard rock mining tunnels have unique acoustical properties. Underground testing in an operating metal mine in Sudbury, Canada was performed and results processed to characterize noise propagation in mines, with the goal of improving the accuracy of noise calculations.INTRODUCTIONAs mine operators continue to improve and promote workplace safety, addressing noise at fixed infrastructure locations is observed as increasingly common. Underground fans are important to consider in this context, as they are typically loud, in proximity to occupied and sensitive workplaces, and operate nearly continuously. Predicting noise propagation from ventilation fans within underground mines has long been a challenge, with few available resources documenting acoustical properties as calculation inputs. Other factors in addition to rock face absorption properties include tunnel geometry and distance from the fan, which play critical roles in characterizing the noise level at any given point away from the fan. By understanding and establishing methods to better predict noise dissipation along underground mining tunnels, engineers can design noise controls with a greater degree of precision and confidence to effectively protect workers from over exposure to noise.This paper investigates classical methods of predicting reverberant room and direct field noise propagation. These prediction methods are then compared to noise measurements taken within the Fraser Mine of Glencore’s Sudbury Integrated Nickel Operations (Sudbury INO) Measurements were taken at a depth of ~881 m (2,889 ft), along an ~300 m (984 ft) long blasted hard rock mining tunnel. The noise along the mine tunnel resulted from the intakes of two 900 kW (1,200 hp) ventilation fans with a combined exhaust capacity of 300 m3/s (630,000 cfm)."

Jan 1, 2019

By Howard Roscoe

Linking Ashford International Station to the new Channel Tunnel Rail Link required over 5000 rotary bored and CFA (continuous flight auger) piles to form tunnel walls and viaduct foundations and to support overbridges and trackside barriers.. Much of the work was carried out close to the existing railway infrastructure. Plunged columns were used to maintain traffic flows over the tunnel site during construction. The results of an extensive programme of vertical and lateral load tests on bored and CFA piles in heavily overconsolidated Weald Clay are compared to illustrate the relative importance of stress relief and of prolonged exposure to bentonite. The completion on schedule of this major piling and ground engineering contract (value £30 million) demonstrates that collaborative working in partnership produced cost effective solutions to a series of challenging technical and logistical problems.

Jan 1, 2002

By Michael Schultz, Gregory Sanders

The City of New Haven is planning to construct the Downtown Storm Sewer Infrastructure Improvement project to mitigate on-going stormwater flooding in the Long Wharf District. The proposed project includes a 685 cubic feet per second (cfs) stormwater pump station and a 3,200 linear feet (975 meter) long tunnel segment with an internal diameter of 120-inches (3.05 meters). This paper presents the aspects of the final design and the use of the cloud-based data management software to make better data-informed decisions. The software was used to create a spatially aware database of the subsurface conditions, as well as improve visualization and analysis of the soil properties.

Dec 1, 2022

"When boring a tunnel, homogeneous hard rock is the exception rather than the rule. While contractors can set goals such as meters per month and performance incentives, it is also prudent to plan for difficult ground. A properly designed tunnel boring machine (TBM) can tackle fault zones, water inflows, squeezing ground, or whatever the risk may be. The alternative is not a good one: modifying the machine in the tunnel after bad ground is encountered. Not only does this result in increased downtime, but it also needlessly exposes the crew to the tunnel conditions. In the worst case scenario, the entire operation grinds to a halt.However, an accurate GBR cannot always be obtained, particularly for mountainous, high cover tunnels in remote locations. And even with a thorough GBR, unforeseen geological events can occur. What can be done in these situations? Difficult Ground Solutions (DGS) is ground investigation system with a suite of options that can be added to a shielded hard rock machine or dual-mode, Crossover machine to better enable advance when conditions are unknown or difficult conditions are anticipated.DGS consists of a set of integrated features tailored to a specific project’s geology. The main components of the system allow for ground investigation ahead of the TBM, increased monitoring and methods to keep a machine shield from becoming stuck.In fault zones and squeezing groundIf fault zones or squeezing ground are known or suspected, or if there is even a possibility of encountering them, this can greatly affect the TBM operation. Shielded machines protect the crew from the surrounding rock, and they can bore and line a tunnel efficiently, but in fault zones and converging material their shields can be their downfall. Avoiding a stuck machine is paramount to project success. DGS employs several features to avoid the problem of a machine becoming stuck. The first of these is multi-speed cutterhead drives. These drives effectively give the machine multiple modes of operation—high speed, low torque for hard rock, and low speed, high torque for difficult ground. Designing a machine with high-torque, continuous boring capabilities allows that machine’s cutterhead to restart with break-out torque in difficult ground. The net effect is that the machine can keep boring in the event of a face collapse and can bore through fault zones and running ground where the potential for cutterhead jamming exists. Going one step further, multi-speed gearboxes give the machine the ideal earth pressure balance- (EPB-) type torque if larger sections of soft ground are anticipated.Secondly, TBMs can get through squeezing ground and faults using Continuous Shield Advance. This design utilizes a stepped shield configuration — where each successive shield is slightly smaller in diameter — to avoid becoming stuck in converging ground. External shield lubrication is an added insurance against becoming stuck, using a series of radial ports that can pump Bentonite into the annular space to act as a lubricant in squeezing material.As a last effort, if a machine has already become stuck the TBM can utilize augmented, or “super” thrust. Additional thrust jacks can be added to supply an extra boost in a short stroke, generating enough force to break loose a trapped shield."

Jan 12, 2017