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By Christof Metzger

This paper discusses the process utilized by the Kiewit?Bilfiger Berger Joint Venture (Contractor) to select, design, and procure the largest mixshield tunnel boring machine (TBM) ever implemented in North America. The mixshield will excavate the 8,534 linear m × 6.7 m ID (28,000 linear ft × 22 ft ID) tunnel for the City of Portland Oregon?s, Bureau of Environmental Services (Owner) East Side CSO Tunnel Project. TBM selection was conducted under a preconstruction contract in which the Contractor, Owner, Construction Management Consultant and Designer collaborated on TBM selection prior to commencement of construction. This paper focuses on TBM design considerations, including the use of one versus two machines, machine configuration,extended-wear protection, hyperbaric interventions, boulder digestion, and erection of a steel-fiber-reinforced segmental lining

By A B. Bayooke, A C. Robertson

In terms of underground tunnelling in metres advance per capita, Australasia compares well with the best world performers. This is because of the large number of metalliferous mines, coalmines and civil tunnelling projects, with the Australian tunnel advance for civil and mining projects exceeding 625?km/a. In terms of hard rock quarry extraction, Australia produces approximately 200?Mt/a of aggregates, roadbase, fill material and specialist rock products from its quarries, which equates to approximately 8?t/capita. Australian mining and tunnelling contractors are also of world standard and are used to excavating in a variable range of ground conditions in a competitive environment. One author has been involved in tunnel and underground space planning and quarrying in Australia for the past 25 years and predicts that, over the next 20 years, there will be a major swing towards underground space for commercial uses. This paper identifies the potential uses of underground commercial excavation and the planning and geotechnical challenges for the future. Underground quarrying creates new opportunities to extend existing quarries within their urban footprint with minimum impact on the surrounding community. Investigations by the authors reveal that there are very few cities in the world that actually incorporate underground space planning in their city plans. However, cities such as Helsinki have been planned in detail to utilise the rock resources beneath them. Brisbane is used as a case study for a practical application of commercial underground space and underground quarrying in Australia.CITATION:Bayooke, A B and Robertson, A C, 2014. Geotechnical challenges for underground commercial space and quarrying in Australia, in Proceedings AusRock 2014: Third Australasian Ground Control in Mining Conference , pp 317–322 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Nov 5, 2014

By B Jones, M Chappell

Permanent rock bolts used to support rock tunnels are required to perform for the design life of the structure as a minimum. Quality of installation is critical to the performance over the life of the rock bolt.This paper will present the findings from an in investigation into the integrity of rock bolts installed in an underground hydroelectric power station cavern and access tunnel. The 25?mm diameter rock bolts were installed 50 years ago, tensioned and post cement grouted. Due to a major machine upgrade the whole facility was subject to an asset survey. The owners are responsible for managing the risks associated with the failure of these rock bolts and ensuring the structural integrity of the tunnels and caverns is maintained to continue operations, protect machinery, assure production and more importantly maintain a safe working environment for all employees and visitors.To help manage risk a proactive approach is desired. To this end a test schedule using a non-destructive testing (NDT) system was carried out by Independent Integrity Testing Pty Ltd (i2t). The system used in this application was RokTel™. The system operates by applying a small axial impact to the rock bolt end and measuring the resultant acceleration response. The rock bolt characteristics affect the acceleration response.The data output from the system is analysed principally using Fourier Analysis (FFT) and sinusoidal waves. The energy generated in the bar, the rate of damping and changes in frequency are all assessed. Testing was carried out on 70 rock bolts within the tunnel and cavern. A selection were then over cored, photographed and documented. The data gathered from the testing is then correlated with physical evidence to establish a calibration for the remainder of the rock bolts and assess if this is a viable method for identifying defective elements, and what degree of accuracy can be achieved. The findings will assist with the future assessment of similar hard rock underground?facilities.CITATION:Jones, B and Chappell, M, 2014. The use of non-destructive testing to identify defective rock bolts – a case study, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 275–280 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By Kyle Amoroso, Aaron K. McCain

Frozen soil shoring has been used for decades in the tunneling industry to provide temporary support of excavation for shafts and cross-passage excavations. However, horizontal penetrations through the frozen soil can prove to be challenging. The key to creating a stable portal through frozen ground is managing and mitigating groundwater flow into the excavation through the annular space surrounding the drill stem or casing. This paper will review different approaches that have been successfully used to penetrate frozen soil shoring on multiple projects.

Jun 13, 2023

By Karin Bäppler

Lyon with half a million inhabitants is the third largest city in France. Urban agglomerations such as Greater Lyon demand intelligent underground solutions for the freedom of mobility of its inhabitants. The city and metropolitan area of Lyon provide an example of a city strategy adapted to the changing needs due to demographic and living standard trends. The Lyon Metro Line B with a length of 2.4 km is one of the strategic projects with regard to city planning and future mobility. The paper will highlight on this special area of application in singular diverse geology with sophisticated mechanized tunnelling technology.

Jun 13, 2021

By A. C. Smith

The U.S. Bureau of Mines conducted a study to evaluate the effect of underground mining conditions on the activation of automatic sprinkler heads. Sprinklers were exposed to liquid fuel fires in a rectangular tunnel at airflows of 0, 45, 90, 150, and 250 m/min to determine the effect of ventilation and fire size on the time to activation. As the airflows were increased, the time to activate the sprinklers for a given fire size increased. Also, as the fire size increased, the activation time decreased. Temperature profiles of the tunnel showed that the maximum temperature near the roof was shifted downstream as the airflow increased. Experiments to determine the effect of rated activation temperature and response time index (RTI) value on activation time showed that the time to activate increased with increasing activation temperature, and decreased with decreasing RTI value. Exposure to the mine environment showed little effect on the activation times in large-scale experiments, and no significant effect in laboratory experiments. The results showed that airflow can have a significant effect on the activation times of automatic sprinklers. This needs to be considered in the design of effective sprinkler suppression systems for ventilated areas.

Jan 1, 2010

By L Nienaber

Mines, after becoming operational, often retain the same support and reinforcement designs developed in the feasibility study. These designs are conceived from limited drilling data and regional experience, thus having an empirical flavour. Empirical designs are perceived to be conservative, catering for a variety of failure mechanisms, which are not always present in mine development drives.This begs the question: If you were to invest in the necessary resources to obtain sufficient data and complete the required analyses for the different development drives in the mine, to engineer a support and reinforcement scheme with the capacity to match the demand of the rock mass, what is the difference in cost when comparing an empirical design to an engineered design?To answer this question, mine tunnels with different geometries and orientations, where detailed structural data was available, were selected for a comparative design exercise. Material cost, development cost, cycle time and professional fees for engineered and empirical designs were estimated. The outcome is summarised in the following paper that discusses the process followed and the results of the design comparison.

Mar 8, 2011

By K Le Bron

Fatalities that occurred because of rock falls in off-reef excavations (excluding shafts) over the last three years range between ten per cent and 20 per cent of the total number of fatalities that have occurred due to rock falls in the South African mining industry. These rock falls, mostly exacerbated by blasting practices, occur because of failure on discontinuities within the rock mass. Among other reasons of their occurrence is insufficient support installation or the incorrect assessment of rock mass conditions. This report presents qualitative analysis intended to outline rock stability conditions in tunnels subjected to dynamic loading. Seismic waves including those created by firing an explosive charge in tunnel rocks are considered. The rock behaviour is monitored using geophones and extensometers variably installed to record the near and far effects of roof bolt support units on a dynamically loaded rock. The paper discusses the results of field investigations.

Jan 1, 1999

By John P. Savage

This paper is one of a series being prepared by the United States Bureau of Mines on tunneling methods. The tunneling methods described are those used at the Ojuela unit of the Compania Minera de Penoles, S. A., the Mexican subsidiary of the American Metal Co., Ltd., of New York. The Ojuela unit is situated some 4 miles southeast of Mapimi, Durango. Mexico, the latter place being connected by a 15-mile narrow-gage railway with the standard gage railroad at Bermejillo, some 40 miles to the north of Torreon, the location of one of the company's smelters.

Jan 1, 1931

By Sandro Moro, Giuseppe Tiberti, Giovanni Plizzari, Antonio Conforti

"During TBM operations, thrust jacks apply high-concentrated forces to the last installed precast segment. These loads generate a disturbed region in the precast segment under the thrust jacks, in which significant tensile stresses (defined as splitting or bursting stresses) occur perpendicular to the load direction. In addition, due to the demand of compatibility, the combined effect of TBM high-concentrated loads determines tensile spalling stresses in the area far from the loads. Therefore, local rebars or fiber reinforcement are required in these areas. This paper focuses on the study of the effects generated by high-concentrated loads exerted by TBM hydraulic jacks, mainly in terms of both spalling and splitting phenomena. Experimental tests on small-scale specimens showed that polypropylene fiber reinforcement significantly enhances both the bearing capacity and the ductility. Moreover, polypropylene fibers resulted in very effective control of compatibility cracks.INTRODUCTIONTunnel segments are generally reinforced by conventional rebars (RC segments) in order to resist the tensile stresses both at Serviceability (SLS) and Ultimate Limit States (ULS).In the two last decades, Fiber Reinforced Concrete (FRC) has been used in many precast tunnel segments (sometimes also in combination with conventional rebars). Steel Fiber Reinforced Concrete (SFRC) is generally used for these applications even though there is a growing industry interest on macro-synthetic fibers for structural applications. Conforti et al. (2015) showed that polypropylene (PP) macro fibers can be used as shear reinforcement in both wide shallow and deep beams. Referring to precast tunnel linings, very few early experiences are reported in literature. Bonalumi et al. (2015) developed full-scale tests on tunnel elements reinforced by PP fiber reinforcement and conventional rebars (hybrid solution). The design process of segmental concrete tunnel linings generally models the standard load cases of demolding, storage, transportation, positioning and embedded ground condition. In all these stages the ring can be modelled as simple curved beam elements (having a height equal to the lining thickness and a width equal to the segment length). During these loading conditions, flexural demand is generally limited; thus, in case of conventional RC elements, a rather low ratio of longitudinal curved rebars is usually adopted (?s of about 0.2-0.3%)."

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 R. Aliberti, E. Comis, M. Wone

DC Water’s Clean Rivers (DCCR) program involves the construction of approximately 29 km (18 mi) of CSO tunnels in Potomac Group soils in the Washington DC area. Soils include an upper predominantly over-consolidated fine grained plastic material facies (P/A) and lower predominantly coarsegrained facies (PTX). As earth pressure balance (EPB) tunnel boring machines (TBMs) are mainly used in such soils, the correct approach to soil conditioning can make a considerable difference in TBM performance. Soil conditioning laboratory tests are often completed during the planning phase prior to TBM excavation to develop a baseline for soil conditioning, reduce risks, minimize costs, and improve performance. However, only a few basic tests are standardized to date, and conditioning regimes are fine-tuned during the mining phase. The paper illustrates the effort carried out to identify the correct soil conditioning regime for both PA and PTX facies to improve TBM overall performance and reduce ground movement during the excavation of the Northeast Boundary Tunnel (NEBT) in Washington DC.

Dec 1, 2022

By F. J. Macias, A. Bruland, F. E. Dahl

"Tunnelling by use of Tunnel Boring Machine (TBM) is gaining a greater presence as a suitable excavation method. Disc cutter consumption has a strong influence on performance and cost when using TBMs and the influence becomes even more relevant in hard rock. Furthermore, good predictions of TBM performance and cost facilitate the control of risk as well as avoiding delays and budget overruns. Since abrasive wear is the most common process affecting cutter consumption, good laboratory assessments are needed. A new abrasivity test method called Rolling Indentation Abrasion Test was developed. The goal of the new test design and procedure is to reproduce wear behaviour on hard rock tunnel boring in a more realistic way than traditionally used methods by introducing wear by rolling contact on intact rock samples. INTRODUCTIONHigh investments are involved in the tunnelling industry, especially in Tunnel Boring Machines (TBMs) projects. Performance predictions and cost estimations are crucial for planning and risk management of TBM projects. Cutter consumption has a large influence in terms of time and cost, and an even greater effect in case of hard rock projects. Many factors are influencing the amount of cutters consumed in hard rock TBMs. Normal TBM operation results mainly in abrasive wear on the cutters and appropriate methods for abrasivity assessment are needed. Rock abrasiveness cannot be considered as an intrinsic property and the complete tribological system should be considered in addition to the geological properties of the rock.In the present paper, a new test method for abrasivity assessment in tunnel boring called Rolling Indentation Abrasion Test (RIAT) is presented. The traditionally used test methods for determination of rock abrasiveness uses sliding or impact contact in order to cause wear while the RIAT introduces rolling contact on intact rock samples. The ambition of the new test device is to have a reliable method to evaluate the cutter wear in hard rock tunnel boring by reproducing wear behaviour on rolling disc cutters in a more realistic way. It has been established by many authors that the abrasion of a cutter ring is proportional to its rolling distance (Rostami, 1997; Bruland, 1998). In the present work, the weight loss of a mini-cutter ring is measured subsequent to testing in order to evaluate wear in the rolling process and could hence be related to cutter ring wear. Indentation of the tools in the intact rock sample is considered as an indication of the surface hardness of the rock or the resistance to indentation by rolling."

Jan 1, 2015

By F. Pinto, C. A. Prato, R. J. Rocca, P. F. J. Huerta Soaje

"The seismic hazard for civil engineering structures is generally defined in terms of deterministic or probabilistic acceleration response spectra at an equivalent rock outcropping. The design of tunnels, however, requires the definition of demands in terms of accelerations at ground surface (near the portals) and in terms of both accelerations and velocities at different depths within the alignment. The design near the portals is controlled by inertial effects and is often times impacted by the possibility of slope instability and rockfall, whereas the design at deep sections is controlled by kinematic effects. These effects are accounted for in practice by introducing deformation patterns in the structure that are related to an assumed wavefield, often times ignoring the effect of the structural stiffness in the response. This paper presents a study regarding the definition of seismic demands for different sections of 14-km long tunnel in the Andes (Argentina-Chile), with a maximum overburden of 1750 m in a seismically active region. The tunnel will pass through volcanic massifs mainly composed by andesites and rhyolites.The study includes the definition of spectrum-compatible seismograms, deconvolution, and definition of accelerations and peak particle velocities for different overburden conditions. A kinematic interaction study for a 500-m tall ventilation chimney shaft is also described, where a simple formulation for the interaction analysis is considered in order to more accurately evaluate shear and bending demands. INTRODUCTIONThe seismic design of linear underground structures, such as shafts and tunnels, generally considers the inertial forces near the shallow sectors (e.g., portals) and the kinematically imposed deformations for the deep sections (e.g., Hashash et al. 2001). The inertial forces are often times evaluated on the basis of design spectra recommended by seismic hazard studies. The kinematic demands for the deeper sections, however, needs to be defined in terms of additional information which is not always indicated by the seismic hazard studies, e.g.; peak particle velocities and accelerations, and their variation with depth. These parameters can be determined by means of a site response analysis, whereby outcrop motions can be deconvoluted in order to evaluate motions inside the ground mass (e.g., Schnabel et al., 1972). Hashash et al. (2001) defines factors that may be used in order to account for attenuation of motions inside the ground mass. However, these factors are provided for depths up to 30 m only, whereas depths of tunnels structures can range up to thousands of meters."

Jan 1, 2015

By Robert A. Elgin

The Leadville mining-district (fig. 1) covers approximately 8 square miles adjacent to Leadville, the county seat of Lake County, Colo. It is famous for its large production of rich ores containing zinc, lead, copper, gold, and silver. Some manganiferous ores also have been produced.

Jan 1, 1949

By Johannes Jäger

"A composite shell lining typically consists of an outer permanent sprayed concrete shell, a water proofing layer and an inner sprayed or cast concrete shell. Composite shell linings become more and more popular and have been built recently on large scale infrastructure projects. Surprisingly there is very little published literature on the actual structural design of composite linings. As a consequence there is a lack of common understanding on how to design a composite lining structure. Composite action of the outer shell (primary lining) initially carrying short term ground loads and the “unloaded” inner shell (secondary lining) require nonlinear concrete modelling to be able to assess the bearing capacity of the composite lining structure adequately. The composite action of the waterproofing membrane and the inner and outer shells can be considered either by simplified closed form solutions or by numerical models. Strength and stiffness parameters of membrane and concrete govern interaction of inner and outer shell. This paper should contribute to understanding composite lining behaviour with focus on the bearing capacity at limit state by taking into account the actual loading history. Possible ways and concepts on how to deal with these topics are presented, however a broader discussion on limit states of the composite lining materials – also in the long term will be required to come to an agreement on composite lining design methodology. INTRODUCTION Composite Lining Technology Traditionally the construction of shotcrete lined tunnels incorporates primary and secondary linings, separated by a sheet or a sprayable waterproofing membrane. The primary lining shotcrete is considered to be structurally temporary and the secondary lining to be permanent, leading to designs which ignore the bearing capacity of the primary lining in permanent condition. There was general perception that the shotcrete lining installed immediately at the tunnel face, experiencing strains up to 1% and even cracking in the early age, combined with mesh reinforcement additional support measures like lattice girder, spiles and bolts cannot be considered as a permanent structure. But also former shotcrete mixes showed significant weakness with respect to durability suggesting a more temporary nature of primary lining shotcrete. On the other hand it was clear that primary lining shotcrete does not disappear, it may lose probably a certain percentage of its bearing capacity, but discounting any contribution from the primary lining at all was considered inherently conservative. There were different strategies to account for the risk of reduced durability and bearing capacity of the primary lining, either by selecting moderate ground loads for the secondary lining design, by assuming that some residual load will be carried by the primary lining. This approach is very much based on experience. Another more rational possibility is to assume that the primary lining degrades into a rocklike material, which is weaker than the primary lining shotcrete but still imparts some strength to the ground around the secondary lining, but does not need to comply with any concrete design codes any more."

Jan 1, 2016

By D. Vanin

"Conventional single heading track drifting in the hard rock mining industry has not shown any significant improvements in advance rates, despite the advent of modern track jumbos and igh speed muck handling systems .This paper presents Kiena 's experience in using a 7 ft 2 in. diameter larva Mark 6 Tunnel-Boring Machine (TBM) for driving 6000ft of drift.IntroductionKiena Gold Mines is located about 5 miles west of the town of Val d'Or, Quebec, approximately 300 miles north of Montreal. The mine commenced production in October 1981 and has gone through various expansions of ore production with 287 916 metric tonnes in 1982 to reach 453 800 metric tonnes in 1986.Due to the majority of claims being covered by a lake, a grassroots exploration drive of remote areas of the property was required to allow diamond drilling on a yearly basis. High speed sequential excavation methods (SEM) of single heading drifting in the mining industry has not progressed much in the past 20 years despite the advent of electric-hydraulic jumbos, Haggloader and Hagglund type cars. Certain examples of record SEM drifting advances have been performed in the past but only under very specific ground and cost conditions."

Jan 1, 1987

By Julia Herhold

The demand for sustainable and profitable/efficient projects within the tunneling and other underground engineering sectors grows rapidly. Construction tasks play a key role within the project conduction, whether as primary (tunneling), secondary (e.g., mine securing) or tertiary processes (e.g., workshops). The construction tasks of primary processes create the main structures, such as tunnels, which resemble the main project goal. For the secondary and tertiary processes, the purpose of the task shifts. The main goal is to provide structures, such as the securing of the cavity and workshops, that enable the project and enhance the efficiency of the primary conduction underground. To plan and optimize the conduction of construction tasks underground, whether they are identified as primary, secondary or tertiary tasks, the work preparation can be used. This method, known from the above ground construction, can be adapted and used underground. The approach of a digital work preparation tool combines, connects and adapts the main tasks “choice of procedure,” “logistics” and “site planning.” In addition, the digital tool is connected with digital models (construction, site, surroundings). With the adaption and forward projection of the work preparation, underground constructions (e.g., tunneling) can provide a more sustainable and efficient outcome.

Jun 13, 2023

By B. T. Wells

This work concerns the stress fields encountered around mining tunnels. A critical review is undertaken of the various analytical assessments of the support requirements for mining tunnels. Comments are made regarding degree and type of support together with method and timing of installation. The results have been used to indicate the type of support required in different mining and geological conditions.

Jan 1, 1981

By Elena Chiriotti, Federico Valdemarin, Jan Cenek

"SUMMARY The “28 May Station” is the only transfer station between the existing Green and Red metro lines in Baku. As part of the huge development strategy of the metro network, the complete separation of the existing underground lines has been planned at this location, in order to simplify the operation of the future metro system. The extreme challenge of the project is represented by the need of achieve the separation of such lines over a breakdown of the operation of just five weeks. The lack of direct access from the surface, a complex geology with artesian water layers, a congested underground space and sensible buildings represent additional constraints. The chosen design solution consists in creating a complex steel pipe jacking frame around the operating tunnels and then excavating under such frame two large caverns where the separation of the existing lines and the construction of the new metro tunnels will be achieved. Soil treatments have been conceived to mitigate the geotechnical risks and to reduce possible impacts on the existing structures. The paper illustrate the challenges of this extraordinary project, one of the most complex underground structures under study, the design solutions and the risk management approach used to manage the complexity and to design the mitigations measures. INTRODUCTION The metro network in the capital of Azerbaijan is rapidly growing together with its metropolitan area. The beginnings of the existing metro system started in Baku in 1967 in Soviet times. To date, only two lines (Green and Red) are in operation with a total length of 34 km, including 23 stations. The future network will be much wider: besides the construction of three completely new lines and the extension of two existing lines, the whole metro project includes the development and modernization of the existing metro sections. A consortium formed by Systra (leader), Mott MacDonald (Praha) and Saman (Korea) awarded the contract for the preliminary and detailed design of infrastructures for the extension of Baku Metro Network. This extension consists in 83 km of new lines and extension of existing lines. As part of this modernization project, the connection of the Green Line at the 28 May / Cefer Cabbarli Stations, focus of this paper, represent also it’s ""Achilles' heel"" given that the already very congested system have only one transfer station."

Jan 1, 2016