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By Pedone Ezio Michele, Mohamed Dahir Holad

"The 4c segment is a part of the ""Oman National Railway Project” linking the mining area in the surroundings of Thumrait and the port of Salalah. It is 90 km long and the last 40 km stretch crosses a mountainous area near the city of Salalah. The project includes the excavation of a 33 km double and single bore tunnel and 10 km of safety tunnels. This mountainous area is a holiday destination for Omanis, thanks to its beautiful landscapes, especially in summer time due to the monsoon rains. The tunnelling design had to take into account both these environmental constraints and the limestone rock formations crossed, which are affected by significant karst features. Given the context, the conventional tunnelling method has been preferred. INTRODUCTION The Oman Railway Project (Fig. 1) covers the construction of approximately 2,150 km of railway line for freight and passenger transport which will connect together Oman’s main towns and industrial sites and it will form part of the Arabian Peninsula railway system “GCC Project”. The non-electrified double-track railway line must guarantee a speed of 220 km/h for passenger trains and 120 km/h for freight trains and must guarantee the transit of AAR (Association of American Railroad) H and D plates using clearance envelope according to AREMA (American Railway Engineering and Maintenance-of-Way Association) requirements. The design alignment must have maximum radiuses of curvature of 3,250m and a maximum gradient of 1.0%. The project is divided into 9 constructional and functional segments. •,Segment 4c will be constructed in the southern region of Oman, close to the border with Yemen, to connect the town of Thumrait with the Port of Salalah. •,Segment 4c will run through the Dhofar region and will be mainly used by the freight traffic which currently travels by road."

Jan 1, 2016

By Basilio Giurgola, Federico Bonaiuti, Norbert Fuegenschuh

The North East Boundary Tunnel (NEBT) project in Washington, D.C. requires design and construction of several SEM adits which have to be built between lateral shafts and the NEBT-TBM Tunnel. The paper describes ground improvements, the actual excavation, and also the final lining works. Schedule and sequencing restrictions provided some unique challenges which had to be considered when designing and constructing these mostly short, but essential portions of the project

Dec 1, 2022

By Alice Arana, David M. Cacoilo, Joel L. Volterra

"To make space for the new South Ferry Station in lower Manhattan, engineers and contractors carved out a new tunnel beneath three operating subway tunnels and tangentially to yet another tunnel. Creating the space required the design and construction of complex temporary excavation support and underpinning systems and the design and installation of real-time monitoring systems. Construction for the new station and tunnel was mainly cut-and cover in a mixed-face area of soil and rock approximately 2,000 linear ft long, 60 ft wide and up to 70 ft deep. Close coordination between the design/build team and the project owner, the Metropolitan Transportation Authority (MTA), was critical.With the construction of this $400 million project, the MTA and New York City Transit (NYCT) are correcting the numerous physical and operational deficiencies of the existing station and improving the lives of millions of commuters. Built in 1905, the original South Ferry Station is on the IRT Broadway–Seventh Avenue Line of the New York City Subway and is the southern terminal of the #1 subway service, which forms a loop to return uptown. The station has a sharply curved single platform on the outside of the outer track of a two track loop. This platform is short and does not allow the rear five cars of a normal 10-car subway train to load or unload. In addition, once the train stops at the station, commuters wait while retractable floor grates bridge the gap created between the platform and the subway car doors, and then they have only one exit from the station. Spray nozzles keep the tracks lubricated to reduce the train wheels’ friction caused by the tight curve. The sharp curvature of the loop and the inability to use half of the subway car doors slow train operation. With the new ADA-accessible station, 10-car trains will be able to open all doors, and additional entrances, escalators and elevators will greatly reduce travel times."

Jan 1, 2008

By Gino Vogt

In mechanized tunnelling operations performance, consumption and safety are main factors for jobsites. One of the most important components effecting these factors, especially in slurry TBM operations, are Slurry Treatment Plants (STPs). Inadequate/ suboptimally dimensioned and designed STPs create bottlenecks for tunnelling operation and jeopardize time schedules and performance. Inefficiently planned STPs could drastically increase consumption figures such as electrical power, bentonite, water and polymers, etc. Inaccurately selected and treated suspension properties can cause a high-risk potential for the whole job. This paper debates the relevant key parameters for STPs from start to finish of a project and its results in influencing factors from the manufacturer´s point of view.

Jun 13, 2021

By Meghan M. Murphy, Derek Penrice

The Downtown Rail Extension (DTX) is principal element of the planned second phase of the Transbay Joint Powers Authority’s (TJPA) Transbay Program. When complete, this regionally critical project will connect Caltrain’s regional rail system and the California High-Speed Rail Authority’s statewide system to the Salesforce Transit Center in downtown San Francisco via a 1.3-mile tunnel. Studied since the 1970s, the DTX has now received environmental clearance, and key stakeholders are aligned on the project’s configuration and its expedited delivery. This paper describes efforts to optimize the DTX configuration and develop an informed project delivery strategy that incorporates construction industry feedback on project phasing, contract packaging, and procurement methods that accomplish the project’s budget goals.

Jun 13, 2021

By Adam Saylor, Travis A. Shoemaker, Steve Miller

Lidar scanning has become an increasingly popular tool for documenting underground excavations; however, high costs of traditional mechanical electrical lidar hardware, software, and training have limited the frequency at which lidar scans can be performed. Additionally, traditional scanning can be time consuming because multiple scan positions are necessary. With Apple’s incorporation of low-cost mobile solidstate lidar on select smartphones and tablets, lidar is becoming more tractable for everyday construction documentation similar to construction photo collection with smartphones. Here, we describe benefits of mobile solid-state lidar and describe several practical applications for use in underground construction, such as documenting the working face, over-blast, and geologic features of tunnels.

Jun 13, 2023

By Olivier Martin

In busy and historic cities, traditional open box metro stations are becoming outrageously difficult, unacceptable for the citizen and uneconomical. Hybrid stations provide an interesting alternative. In-house experience of Gautrain (South Africa), West bay (Qatar), Cairo line 3A (Egypt), and Melbourne (Australia) all aim to reduce disturbance to the city and its inhabitants during construction. Constructed in rock or in deep soil under water table, they take advantages of the latest construction techniques from cement grouting to freezing, and from traditional excavation of cavern to large tunnels constructed by sophisticated tunnel boring machines (TBM). Today, they form the ultimate construction challenge.

Jun 13, 2021

By Eduardo Rojas, Pedro Landeros

El Teniente Mine expansion plans are currently under development and construction stages through an integrated project strategy that will allow the continuity of future mining. The deepest sector corresponds to Andes Norte Project that faced rockburst risks during tunneling in a completely different manner, implementing different actions for the mitigation of seismic hazard and seismic risk management, based on the following main aspects: rock mass preconditioning techniques such as destress blasting and hydraulic fracturing, improvement of rock support design with the inclusion of elements with higher energy dissipation capacities, use of mechanized equipment for the most critical activities in addition to re-entry protocols and improvements in geological, geomechanical and seismic data collection procedures to reduce the uncertainty of rock mass behavior. The current seismic risk management strategy integrates all of these elements and is the basis of construction methodologies in use, supporting the technical feasibility of tunneling in high-stress environments.

Apr 26, 2022

By Fred N. Kissell

This U.S. Bureau of Mines report is a guide for the control of air contaminants during tunnel construction. Topics discussed are calculating air quantity requirements, types of ventilation systems, planning ventilation systems, control of methane gas, control of dust, control of diesel emission, ventilation to remove blasting fumes, measuring airflow, and measuring gases. This report does not provide detailed design information, but seeks to answer practical questions on air contamination issues.

Jan 1, 1995

By J W. Muir, N Bedford

Hong Kong is one of the most rapidly developing cities in the world. With constant population growth and limited opportunities for space, the development of a fast and effective underground public transportation network is essential. Hong Kong’s Mass Transit Railway (MTR) Corporation is currently undertaking several large underground expansions to its existing network. Much of the excavation will be carried out using the drill and blast excavation method.Drill and blast excavation is common in Hong Kong and with the continued development of underground infrastructure the use of the drill and blast excavation method will increase. Although an effective method of excavation, the blasting vibrations caused during construction can have an adverse impact on surrounding structures and impose disruption on the local community.In order to minimise the risks associated with blasting vibrations, and to demonstrate that the impact on local stakeholders will remain within acceptable limits, it is generally necessary for a contractor to submit a blasting assessment report for approval by government authorities before blasting may commence.Continued increases in population density will force more infrastructure to be constructed underground. Tunnels and caverns are increasingly excavated in closer proximity to critical sensitive receivers. This leads to greater potential impacts on the community, tightening constraints on contractors and a higher level of confidence required for approval authorities. Finding a balance between the needs of the community and rising construction costs becomes more challenging.This paper presents a case study on how the blasting assessment report process has been successfully implemented for a major MTR project situated in a densely developed area of Hong Kong. It describes several methods of assessing blasting vibration impacts, innovative uses of blasting for excavation and the mitigation measures employed to provide the best outcome for all project stakeholders.CITATION:Bedford, N and Muir, J W, 2014. Blasting vibration assessment and innovative blasting methods in high-density urban environments, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 9–20 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By Nick Barton

When the Q-system was launched in 1974, the name referred to rock mass classification, with focus on tunnel and cavern support selection. Besides empirical design of support, the Q-value, or its normalized value Qc, has been found to correlate with seismic P-wave velocity, with deformation modulus, and with deformation. The Q-system provides temporary or permanent support for road, rail, and mine roadway tunnels and for caverns for various uses. It also gives relative cost and time for tunnel construction for a complete range of rock qualities. There are also indications that Q has captured important elements of the cohesive and frictional strength of rock masses, with Qc resembling the product of rock mass cohesion and rock mass friction coefficient.

Jan 5, 2007

By William G. Pariseau, Mark K. Larson, Heather E. Lawson

Rational design based on engineering fundamentals is essential for the layout of safe, stable shafts and tunnels. Shafts and tunnels including winzes, raises, adits, and crosscuts are lifelines to the underground and must be secure. The contribution of this paper describes a significant extension in existing software previously developed for five important design problems in strata-bound mines such as coal, trona, salt, potash, and some large, lead-zinc mines. This extension in software allows analysis to proceed in three easy steps: (1) preparation of a strata properties file, (2) generation of the finite element model, a mesh, and (3) finite element program execution. Circular, elliptical, and rectangular shaft sections are available for a single shaft, twin shafts, and shafts in a row. Spacing of twin shafts and shafts in a row is a free parameter (pillar width). Tunnel shapes are the same as shafts but include the conventional arched back section. Dipping strata of variable thickness, depth and orientation relative to the excavation of choice are allowed. The analyses are three-dimensional. An elastic-plastic material model based on associated rules of flow and an N-type yield condition for isotropic, transversely isotropic, or orthotropic rock are used for all strata. Example analyses from several hardrock mines are provided to illustrate the three-step process including mesh plotting and plotting of selected results. The goal of this software is to advance mine design technology for improved miner health and safety.

By D Wimpenny

The Bogong Power Development Project in Victoria, Australia involved the construction of a 15 m long mass concrete plug up to 9 m in diameter within the head race tunnel. The plug is critical to theperformance of the scheme as it permanently seals the head race tunnel under approximately 300 m head of water.The location of the plug in the headrace tunnel was determined by a programme of in situ rock stress testing using both hydrofracturing and over coring stress testing methods.In recognition of the importance of the plug, the Head Contract specification requires that its temperature during hydration be controlled using an embedded cooling system. In addition, contact grouting and curtain grouting around the plug cannot commence until thermal contraction was substantially complete.This paper describes the use of bespoke fi nite element software to model the temperature rise in the plug and design mitigation measures to control temperature rise in the plug. These measures include restricting the concrete placing temperature to 10°C, incorporating 39 per cent fly ash in the concrete and installing embedded cooling circuits.Site trials were undertaken to calibrate the model for the proposed concrete mix. The cooling system comprised 25 mm ID pipes forming twelve separate circuits that fed 7°C water from a single chiller unit. The cooling system reduced the peak temperature in the plug to approximately 30°C and the associated risk of early-cracking. The time before contact grouting could commence was shortened to less than two weeks from casting.

Mar 8, 2011

By B Chapman, R Nievergelt, J Hill

A major component of Sydney’s new South West Rail Link project is the Hume Highway Underpass (HHU), an 80 m long twin track mined tunnel excavated at a depth of just 5 m below the pavement of the Hume Highway; one of Australia’s busiest road corridors.In order to ensure a safe and efficient construction of the underpass without disruption to the Hume Highway traffic, design of the HHU required specific focus on the prediction and control of ground movements. This paper describes the design and construction solutions adopted in response to these challenging constraints. The paper also provides discussion on the observed behaviour of the underpass during construction and the results of a back analysis that was undertaken during construction.CITATION:Hill, J, Nievergelt, R and Chapman, B, 2014. Design and construction of Sydney’s South West Rail Link Hume Highway Underpass, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 375–386 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By R. Bishop, J. Baggett, J. Monsalve, J. Hole, N. Ripepi, A. Abassi

This work focuses on the operational and safety issues associated with karst voids in large opening underground mines. Issues include water inrush, structural instability, and engineering uncertainty in these environments. Coupled with the fracturing prevalent in folded sedimentary rocks, karsts are complex and challenging ground control risks. Traditional methods of predicting karst locations, such as probe drilling, are impeded by the inconsistent spatial distribution and variable sizes of the features. Ground penetrating radar (GPR) is a geophysical technique that transmits radio waves into a medium and subsequently detects reflected waves via a receiver. The travel time and energy of received signals are then processed and interpreted. The difference in material properties between limestone and open karsts causes strong reflections. GPR is frequently used as a geophysical surveying technique in several industries, however there is a lack of published research on underground mining GPR applications. The purpose of this work is to prove the viability of GPR in underground stone mines for karst detection, and to discuss the importance of karst detection ahead of mining. INTRODUCTION The Mine Safety and Health Administration (MSHA) currently lists 116 active underground stone mines in the United States, the vast majority of which extract limestone for crushed stone products. These limestone mines have the potential to encounter karst voids at some point in their operation, as most karstic regions of the United States develop in limestone rock masses (Kuniansky, Weary, & Kaufmann, 2016). Karsts, the cavities formed by the dissolution of carbonate rock, have long plagued the mining and tunneling industries, as well as been a hindrance on the Earth’s surface, producing sinkholes and ruining otherwise valuable land for construction and public use. The impact of karsts on the Gavarres tunnel in Spain is well documented by Alija et al; constant instability conditions, material spills into the tunnel, and unexpected cavities seriously delayed the project deadlines and “were not foreseen in the design” (Alija, Torrijo, & Qunita-Ferreira, 2013). At the water supply project in Sohngua River, China, Bin et al detail the presence of both water and sediment filled karsts which are sources of disastrous conditions at this tunnel (Bin, et al., 2017). A hydrological tunnel in Lebanon encountered numerous massive karsts in the tunneling path which required remediation via friction anchors, rockbolts, welded wire fabric, channel steel arch segments, invert steel beams, and shotcrete (Leech, Jaoude, & Ghanem, 2008). From a design standpoint, rock mass classification schemes, such as the RMR from Bieniawski and the Q-system from Barton, are not able to represent the true nature of a karstified carbonate rock mass, and therefore complex case-by-case analyses of underground conditions are necessary (Andriani & Parise, 2017).

Jan 1, 2019

By Wendell R. Peters

Shallow underground voids resulting from early coal mining and other resource recovery activities over the past several decades are now being recognized as a significant cause of ground subsidence problems in developing urban areas. Uncertain knowledge of abandoned coal mines also imposes potential hazards in coal excavation operations since water inundation or the release of methane gas is a pricnipal hazard when mine excavation operations break into an abandoned mine. U.S. Army requirements for an effective method for detecting and mapping subversive man-made tunnels have resulted in a surface-operated automatic earth resistivity survey system with a digital computer data processing system. Field tests aimed at demonstrating the system performance resulted in successful detection of tunnels having depth-to-diameter ratios up to 15 to 1. Under the sponsorship of the Bureau of Mines, a similar system was designed and constructed for use in the detection of coal mine workings. This report discusses the hardware and software aspects of the system and the application of the high-resolution earth resistivity method to the survey and mapping of abandoned coal mine workings. In the field tests reported, the targets of interest were both air-filled and water-filled workings.

Jan 1, 1980

By Richard J. Robbins

Mechanical raise and tunnel boring are new techniques to most of the mining industry. Coal, salt and potash have been bored economically, but until recently boring machines were not designed specifically for rock boring in underground mining. The construction industry has led the field of rock boring since 1854 when the first tunnel boring machines built by James S. Robbins and Associates went to work at Oahe Dam, South Dakota. Since that time the company has built boring machines for tunneling through ground conditions varying from cohesionless soil to hard rock, and in diameters ranging from 7 feet to 36 feet 8 inches. It is natural that the construction industry got the jump on mining with the use of mechanical rock boring equipment. Mines have looked for the long range answer to problems of underground excavation and they have chosen proved and established techniques they expect to employ for the next ten or twenty years. The mine development was laid out to accommodate these techniques.

Jan 1, 1964

By Fred Delabbio, Sverker Hartwig

As openpit copper operations transition from surface mines to underground, the speed of underground infrastructure construction prior to production is critical for maximizing the value of the project. Typically, the preferred underground bulk mining method is block caving. In preparation for future underground projects, Rio Tinto made the strategic decision to invest in a step-change program that would develop system solutions to reduce the construction time of block caves. The program focused on improving safety and doubling or more the construction speed of both vertical shafts and horizontal infrastructure compared to existing drill-and-blast rates. After an extensive selection process, Rio Tinto selected the Atlas Copco mobile miner machine as one of the concepts to proceed with for construction of horizontal infrastructure for access and footprint. In addition to un-derground drilling and hauling equipment, Atlas Copco?s Robbins mobile miner concept (a previous attempt at horizontal mechanical excavation) completed trials at Mount Isa, Pasminco and Taisei. Rio Tinto selected the new Atlas Copco mobile miner machine concept for a number of reasons including the use of proven technology from the three previous mobile miner machines and other commercial products, as well as the ability to install complete ground support typical with high rock stress conditions at approximately 1,500 to 2,000 m (4,900 to 6,500 ft) depth. Atlas Copco, with support from Rowa, the Swiss company that specializes in back up systems for tunnel boring machines (TBM), is advancing the detail design of the access version of a tunneling system on behalf of Rio Tinto. Because of the different requirements between an excavation system for access tunnels and that for tunnels on the footprint, two different versions of the mobile miner machine technology were envisioned. The access and the footprint versions of the Atlas Copco mobile miner machine share a majority of key technologies and systems. Therefore, it was possible to conduct a performance conformation test using a full-scale version of the access machine that would also mitigate the technical risks for the footprint version. To alleviate confusion, this article focuses on the access version of the Atlas

Jul 1, 2010

By P. Nelson, R. O’Connell, J. Rostami

Tunnel boring machine (TBM) system utilization is a critical factor for predicting machine performance. The process of estimating machine performance, including rate of penetration (ROP) and machine utilization (U) must incorporate an understanding of site geology, TBM specifications and site management. The study herein presents a preliminary analysis of the different activity time and downtime components from hard rock TBMs at two project sites to evaluate their impact on machine utilization. A comparison of crew experience, first between shifts and then between projects is included to analyze its effect on utilization and downtime. This work presents the sensitivity of the utilization factor to selected activities in the projects and the impact of geology and site set-up/logistics on machine performance.

Jun 13, 2021

By A Purwodihardjo

Evaluation of the construction method used for the pedestrian underpass construction at Ipswich Road, Brisbane, Australia is presented in this paper. The pedestrian underpass was constructed through the existing railway embankment between Harrogate and O’Keefe Streets on the eastern side of Ipswich Road. This underpass construction is part of the CLEM7 tunnel project (formerly known as the North-South Bypass Tunnel) which is the longest toll road in Australia at a total length of 6.8 km. The jacked box construction technique was initially identified as a preferred option during the tender and concept design phases. However at the final design stage, the cut and cover technique was selected as this method can reduce the construction time and cost significantly. The design and construction teams effectively managed the challenges, complexities and risks associated with undertaking cut and cover tunnel through the existing heavily utilised rail embankment. The on-site construction time for the underpass using the cut and cover technique was reduced to less than 42 hours.

Mar 8, 2011