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By C. G. Goncalves

The Gautrain rapid rail link project is currently Africa?s largest infrastructure project connecting South Africa?s major airport (OR Tambo), Johannesburg and Pretoria. Phase one is planned for completion in time for the 2010 FIFA Soccer World Cup and involves 80 km of track and 15 km of underground tunnels. The key shaft sinking blasting issues revolve around maximising advance and improving blasting cycles to meet the tight deadlines as well as environmental control which, in some cases takes place only 15m from the city infrastructure. To achieve success, DetNet South Africa supplied a range of electronic detonator systems to cater for the different blasting applications involved (tunnels, portals, shafts and viaduct foundations). One such product, QuickShot, was used for the first time in a major civil engineering project and has been used in most of the shaft sinking blasts to date. The QuickShot system combines pre-programmed electronic detonators with special on-bench components that enable the user to quickly and easily design the firing sequence solely by using the order of connections. This precludes the user from having to deal in absolute delay times. The connecting system enables benches to be hooked-up speedily by multiple users who have differing levels of experience. This paper provides details of how, after 33 months, the system has been embraced by the project by aiding in maximised advances, improved cycle times and meeting the required environmental constraints.

Jan 1, 2009

By Samara Ali-Ahmad, Keith Hanks, Cindy Pham

The City of Los Angeles will rehabilitate approximately 9 miles of its North Outfall Sewer. This sewer was constructed in the 1920s as an unreinforced concrete semi-elliptical sewer. One of the methods for rehabilitation is to approach the sewer as a pre-excavated tunnel and install pre-cast segmental liners to provide a single pass corrosion resistant, structurally self sufficient project. The estimated cost for this project is $46 million. The project has completed the pre-design study, and the design is now underway.

Jan 1, 2003

By James J. Brady

The basic story at Bear Swamp was how to excavate an underground chamber 79 feet wide by 227 feet long and 150 feet high, along with the related access, tarbrace, leads, power tunnels and shafts, do it under cost and ahead of schedule and still have just about everybody love you. The isometric sketch of the overall project follows. I won't go into any of the details of the physical scope at this point. Instead, we'll bring out the sizes, grades, particular problems of the different areas as we cover them. First of all, let's establish that Bear Swamp was a Target Estimate - Fee with Incentives type of contract. Gates and Fox's contract was with the project's general contractor, J. A. Jones. We were one of three contractors who submitted proposals and estimates to Jones. After much negotiation and many submittals, Gates and Fox was notified we had been selected to do the underground excavation on April 12, 1971. We had our first people back on site in two days, set up a temporary office, made our first steel order for jumbo erection, pacing our jumbo construction to meet the date when J. A. Jones would have the access portal ready for us. The shops, yards, dry house, compressor building were all erected as sites were designated for our use. At last, on Thursday, June 3, we trimmed the face and moved our 9-machine Euclid jumbo up a hastily constructed haul road and started our portal preparation of the access tunnel.

Jan 1, 1974

By Theophile Yameogo

The rock mechanics literature has documented the challenges, failures and successes of tunneling through weak rocks. Cases usually deal with low RMR rock masses or high stresses in a fractured zone. With the combination of 5MPa water pressure, 14 RMR ground with clay infillings and ground freeze walls, the case of the 510-8225N development drift at McArthur River is certainly much more challenging, especially when high grade uranium production is at stake. The article explains the excavation and the ground control techniques that were used to overcome the challenges of development at the Unconformity in the Athabasca Basin.

Aug 1, 2010

By S. Jeon, J. Kim, H. Lee

Though the importance of the engineering rock mass properties such as deformation modulus, cohesion and friction angle is emphasized, the researches on the reliability of these values are rarely performed. By using modified Takagi-Sugeno (TS) fuzzy inference system, a fuzzy model was developed based on the data obtained from domestic tunnel construction sites, and the ability of prediction was compared with the empirical equations conveniently used for estimating these values, which finds that fuzzy model is better than empirical equation. Sufficiently large database, however, is required for training the fuzzy model for more accurate prediction. Obwohl die Wichtigkeit der technischen Eigentümer der Felsenmassen wie zum Beispiel Verformungsmodulus, Bindekraft und Reibungswinkel betont werden, wird die Forschung auf der Zuverläßigkeit dieser Werte selten durchgeführt. Mit modifiziertem Takagi Sugenos (TS) Flaumigenschlußsystem wird die Flaumigenmodelle von den Daten, die von inländischen Tunnelbaustellen erhalten werden, entwickelt. Zum Schätzen dieser Werte ist es viel günstig, Flaumigenmodell zu benutzen, als zu adoptieren die empirische Gleichung für die Fähigkeit der Voraussage. Genügende große Datenbank wird aber zum Ausbilden flaumigen Modells für genauere Voraussage erfordert. Quoique l'importance sur la caractéristique d'ingénierie de la masse de roche comme le module de déformation, la cohésion et l'angle de friction, soit soulignée, la recherche sur la confiance de ces valeurs est rarement effectuée. Avec le système modifié de Takagi-Sugeno(TS) fuzzy inférence, le nouveau modèle fuzzy s'est développé. Après avoir estimé sa valeur, nous pouvons savoir que ce modèle fuzzy, basé sur les données venant du chantier de construction de tunnel national, est mieux que l'équaton empirique. Pourtant plus de données de base sont indispensables pour produire le modèle fuzzy plus précis.

Jan 1, 2003

Drill and blast excavation in underground mining and. civil engineering projects has grad- ually given ground to mechanical boring of tun- nels, shafts and raises during the past twenty years. The use of.boring equipment must today be considered significant and wide spread al- though comprising only a very small percent of total underground excavation. The encroachment of mechanical boring into the domain of blast- ing has been by slow incremental advances. There have been few, if any major breakthroughs in this development, and none can be foreseen in the next decade. After 1990 it is possible that scientific. development will provide some form of breakthrough in rock breaking, but this is so uncertain that it should have little relevance to planners in the 1980's. A more near term view of the future, con- centrating on the next five to ten years, has lead to the conclusion that significant im- provements will be seen in tunnel borers for poor ground conditions. A universal machine will be developed that converts from a dry hard rock machine to a closed slurry type machine for passing through fault zones with unstable crushed rock and water. Two other machines have been described as alternate designs for tunnelling in squeez- ing ground conditions.

Jan 1, 1981

By Steve Lloyd, Mary Anne Antonioli, Byron Darnton

Pegasus Gold Corporations' Montana Tunnels mine began oper­ation in March 1987. The process plant at startup consisted of a bulk flotation circuit followed by leaching of the reground bulk concentrate. The leach residue then advanced to selective Pb/Zn flotation. This original circuit had its share of problems, and the leach circuit was abandoned after six months. The bulk flotation circuit was modified to selective Pb/Zn flotation at this same time. Gravity concentration was researched early on, prior to selecting bulk flotation with leach as the flowsheet of choice. Flotation was deemed to be more practical than gravity due to the lower capital and operating costs. No further work was done concerning gravity concentration until 1990 when it was decid­ed to investigate ways to diminish the occurrence of free gold reporting to the flotation tailings.

Jan 1, 1996

By Richard A. Thomas, Charles D. Litton, Kenneth E. Mura, Harry C. Verakis

Experiments were undertaken to evaluate the flammability of typical noise abatement materials used to line the cab interior of mobile mining equipment. The experiments were conducted using three different experimental configurations: 1. A ventilated tunnel test. 2. A full-size cab test where the interior surfaces were lined with the sample material and then ignited near the floor using a methane-air burner. 3. Standard ASTM E-162 tests using a radiant panel test apparatus. This paper describes the tests and presents the results obtained for 15 to 20 different materials of various chemical compositions and thickness. With one exception, materials that did not exhibit flame spread in the tunnel test also performed well in the full-scale cab test. All materials that had passed only a small-scale flammability test, such as SAE J369, failed dramatically in all three of the above test configurations. With one exception, all materials that performed well in the full-scale cab test had flame spread indices < 25, based upon the ASTM E-162 results. The lone exception had an ASTM E-162 flame spread index of 68. With regard to samples that failed the full-scale cab test, the carbon monoxide levels within the cab reached lethal concentrations in the range of 1.8% to 3.8% within 2 minutes from ignition of the sample—dramatically illustrating the severe fire environment that can result within the cab space.

By Jeffrey P. Carstens

INTRODUCTION Thermally induced fracture of rock is one of the oldest rock breakage techniques known to man. Primitive underground miners used fires to heat and crack rocks as early as the third century B.C. (Ref. 1). History aside, however, present-day tunneling and mining interests are reconsidering the use of modern heating units for rock fracture for some very good reasons. One of the most important advantages of many heating techniques is the lack of direct contact between the heating device and the rock. This means a lower wear rate relative to mechanical cutters, and no large reactant force to be supplied by the tunneling machine. In addition to avoiding physical contact, some heating systems (e.g., electron-beam guns and lasers) can deliver energy to a rock face much more intensely than can be conveniently handled mechanically. Thus, heating power densities of the order of lob to 107 watts/in.2 and greater can be achieved with high-power lasers. These high power levels allow much higher instantaneous penetration rates than can be achieved by mechanical cutting. Another advantage that accrues to some thermal techniques, such as, for example, surface spalling, is that the thermal fracture process works particularly well in certain rock types (e.g., granite) that are particularly hard to cut mechanically. Other methods, involving high power density, are able to cut any rock type, and are relatively

Jan 1, 1997

By Wolfgang H. Roth, Stephen J. Navin, Samuel K. Louis, Anthony F. Stirbys

This paper presents a case history of the design and construction of the access shaft and cross adit utilized to gain access to the Los Angeles Metro Rail tunnel alignment, at the A146 Contract site. The access shaft, a 14 m (45 ft) inside diameter structure, was constructed using ring beams and lagging with concrete backfill to a depth of 18.59 m (61 ft). The cross adit was hand excavated in sequential benches using liner plate, arch ring beams, and posts for support. The sequence of excavation and support placement are discussed. Soil conditions encountered at the project site are discussed together with the development of the design criteria. Instrumentation data collected during the excavation are also presented.

Jan 1, 1989

By R. M. Zimmerman

INTRODUCTION Tuff is being considered as a possible geologic median for the underground storage of commercial high level radioactive wastes by the Department of Energy (DOE). DOE has the responsibility for developing or improving the technology fir safely and permanently isolating these wastes. DOE programs must satisfy requirements established by the Nuclear Regulatory Commission (NRC) for the licensing and regulating of these storage facilities (NRC 1981). Pertinent draft NRC requirements are: 1) releases of radioactivity to the environment must be within prescribed limits and 2) emplaced canisters containing wastes must be retrievable up to 50 years following emplacement. High level radioactive wastes produce heat in storage and it is essential that the thermal/mechanical/hydrological response of the host rock will not significantly degrade either the structural performance o£ the repository or the ability of the natural or engineered barriers to retard radionuclide migration. The Nevada Nuclear Waste Storage Investigations (NNWSI) was established by DOE to evaluate the suitability of disposing of high level nuclear wastes on or near the Nevada Test Site (NTS) (NNWSI 1980). NNWSI has focused exploration and site evaluation on the tuffs of Yucca Mountain. Field testing is essential to support site characterization and repository design efforts. Preliminary studies have been conducted indicating that tuffs in G-tunnel on the NIS contain welded and nonwelded tuffs that have similar properties to those in Yucca Mountain. Thus, field testing can be accelerated. This paper discusses the issues supporting the planned field experiments in G-tunnel. Issues not related to rock mechanics are not included.

Jan 1, 1982

By E. J. Schmitz

This section was obtained last year during an examination of the iron-ore resources of the Rich Patch Mountain region and along Craig&apos;s creek valley. The geological members below the Oriskany and Lower Helderberg are exposed along the gap in a beautiful arch, while the higher formations appear in a more or less disturbed state on both sides of this arch, and are partly covered by dèbris. I have thought it of interest to the Institute to reproduce the drawing of this section at the gap which I made in my note-book at the time of my examination; those parts of the section, which lie at both sides of the arch, are only approximated. I give also a number of notes and measurements, referring to the Clinton formation and especially to the characteristics of the fossiliferous ore-seam opened in the various tunnels along the arch (see section). I. In Tunnel C: For the first 110 to 120 feet to second shute, we find the ore only here and there in small deposits, and interchanging with, or changing into, either a very siliceous limestone or a sandstone. About 10 feet beyond shute we have : Sandstone roof. Clay-slate, 211/2 inches Brown lean ore, 1 inch. Sandy clay, 3 to 31/4 inches. 1. Dark .brown ore, 3 inches. 2. Fossil-ore, changing into sandstone or very siliceous limestone, 2 inches. 3. Brown lean ore, 6 inches. Clay and slate below, 1 foot. 194 feet from entrance : Sandstone roof. Clay-slate, 4 inches. Clay 15 inches. Fossil-ore, 63 to 7 inches. Clay and ore, If inches. Lean brown ore, 2 inchea. Clay to bottom, 2 feet.

Jan 1, 1896

By Ahmet Gursoy

Maryland, will be the widest vehicular tunnel ever built by the trench tube method. Careful coordination and planning were required to meet the tight and fast design and construction schedules. During the preliminary design, traditional design drawings were bypassed in favor of 25 preliminary design reports representing major work breakdown structures (tasks). For each task, alternative design solutions were examined and analyzed by means of trade-off studies on the basis of engineering, constructibility, and economic considerations, thus providing an overall conceptual value engineering approach for the entire project. So far, total value engineering proposed by the contractor for Contract I I (largest contract of the project at $245 million) is less than 1.5 percent of the contract value. This is an important indication of the success of the design phase planning.

Jan 1, 1983

The advancements achieved in rapid tunnelling in the 60&apos;s and 70&apos;s have been notable. It is unfortunate that shaft sinking has not enjoyed equivalent advances and there are many good reasons why this is so. Technical and commercial considerations have held back development and continue to do so despite the increasing urgency in the search for minerals and energy. By the careful selection of an appropri- ate project and the application of specialist engineering the Bdard took advantage of a unique opportunity to apply a mechanised shaft borer in field conditions.

Jan 1, 1981

By W. A. Hustrulid, N. A. Ross

An analysis of the design of medium to hard rock tunneling machines is presented. The developed equations are used to compare performances and machine requirements using kerf and fixed pick cutters to bore a given rock. With the use of pick cutters, required thrusts can be greatly reduced and still achieve the same boring rate as with present day tooth or kerf cutters. It appears that the cutting coefficient, which for most boring machines is of the order of 0.1, should be increased to one or larger to facilitate rock removal by cutting rather than grinding. The depth of cut and the indexing distance should be greatly increased to make use of inherent rock weakness.

Jan 1, 1971

By M. Mathieu

The Rove tunnel is the means by which the canal from Marseilles to the Rhone Riverl penetrates the hills of Nerthe, lying between Mar- seilles harbor and Lake Berre, Fig. 1. The canal will communicate at sea level with both terminals. The original project planned a lock near the village of Marignane; but observations, pursued for more than three years, showed that the water surface gradient would average only 0.015

Jan 1, 1923

By M. Mathieu

The Rove tunnel is the means by which the canal from Marseilles to the Rhone Riverl penetrates the hills of Nerthe, lying between Mar- seilles harbor and Lake Berre, Fig. 1. The canal will communicate at sea level with both terminals. The original project planned a lock near the village of Marignane; but observations, pursued for more than three years, showed that the water surface gradient would average only 0.015

Jan 1, 1923

By E. Koufetzis

Rock mass classification systems are core elements of tunneling and empirical mine design worldwide. The Bauxite division of S&B Industrial Minerals S.A. decided to implement a rock mass classification system in order to provide mining engineers and supervisors of the underground mines, with guidelines of stability performance and with a complementary tool for the selection of the appropriate tunnel support. The back analysis system employed is based on visual observation of especially selected underground mine sites, representative of all rock types. This fact combined with the failure or success of the already existing support system, constitute the fundamental part of the work undertaken. The paper is divided into three main parts. In the first part the classification methods of Q, RMR89 and GSI are presented and the advantages and disadvantages of each method in connection with underground mining are indicated. RMR89 and GSI are conclusively selected for use, the main criteria for the selection being, the simplicity in use and the competency of the support system suggested for each rock mass category. The second part points out the methodology for measurements, the practical difficulties encountered during this process and the guiding principles followed, in order to avoid these problems. In the third part, the final conclusion of this project is demonstrated and the different rock mass categories are presented with their relative support recommendations, as they were applied and tested in all phases of the bauxite mines? exploitation. The generated methodology is being implemented by the site mining engineers, for validation and potential improvement.

Jan 1, 2008

By Thomas E. Bruner

Today many small diameter tunnels are being constructed in Metropolitan areas and towns as transmission holes for utilities such as water, electricity, natural gas and sewage, to name a few. These tunnels function as utilities beneath the streets, highways, railways, and other structures where open-cut techniques are impractical for any one of a number of reasons. Many such bores range in diameter from 15 to 72 inches and in lengths from 100 to 500 feet. Auger drills with auger type heads have long been used to bore these "road crossings" as they are usually termed; however, many such crossings must be bored in rock with rock-boring heads. Rock with a compressive strength of 15,000 p.s.i. and higher seems to present the greatest challenge for the contractor. These rocks include most igneous and metamorphic rocks and some sedimentary rocks. In general, this grasps most granites, basalts, gneisses, slates, schists, quartzites, limestones, and cherts. In the past ten years boring machines have been developed and used to excavate road crossings through hard rock. Many crossings have been successfully excavated using these machines, and the degree of success has increased substantially in the last few years. A variety of machines have been built and manufactured to bore most rock in a range of diameters up to 72 inches. The machines vary in capabilities, size ranges, and designs but all perform the same basic task and function of boring horizontally. Incidently, here the term horizontal implies horizontal or within five degrees of horizontal. In addition, there is a wide variety of designs, sizes, and types of drill stems, joints, and pipe to meet the various conditions and

Jan 1, 1974

By D. E. Piggott, B. E. Hartmann

The thought of constructing an intake shaft five miles from the shore and 142 feet below the surface of Lake Huron from the bottom up sounds like a questionable venture. Why would one want to raise a shaft from the bottom at the end of a 16 foot diameter, six mile long tunnel to within six feet of the bottom of Lake Huron? The answer lies in the fact that Lake Huron is seldom a tranquil lake. The construction period and workable days from the surface are limited. Two previous attempts to construct this intake shaft by conventional means had been thwarted by lake storms. These approaches were circular sheet-piling cofferdams with the intention of sinking a 30 foot OD, five foot wall thickness concrete casing in the center. However lake storms, particularly in the months of November and December, proved disasterous. The last attempt was halted in December 1970 when three of the seven circular cofferdams on the north side were destroyed by pounding waves. Then, due to the nature of the technical difficulties and limited construction schedule time, it seemed desirable to devise a way in which construction could proceed without being too lake-sensitive. Obviously, if men could work from the tunnel and proceed upward toward the bottom of the lake, not having to worry about the soil collapsing and bringing the lake in on their heads, the construction would be unimpeded by adverse weather. The answer to this, however, required techniques beyond the ordinary. Approximately two years previous to the start of this shaft, nine shafts had been efficiently constructed on the same project site

Jan 1, 1974