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By Ravi Shah, Augusto Lucarelli, Daniele Peila

"In mechanized tunneling the annular gap between the segmental lining and the surrounding soil caused by tunnel driving, must be backfilled almost instantaneously with an adequate grouting mortar. The objective of this research is to perform a fully three dimensional modeled parametric study using FLAC 3D and evaluate the effects of backfill grouting on the tunneling performance. The research focuses on comparisons between different injection materials and state-of-the-art Bi-Component grout and their effects on the settlements on the surface. The research consists of testing a regular situation of tunnel excavation using a shielded machine with face under pressure. The tunnel dimensions and the soil properties are selected as close as possible to the reality and based on Turin Metro case. 1 INTRODUCTION Excavation of tunnels in urban areas can induce ground movements, which have negative effects on existing structures. In such scenarios, shield tunneling has become a well-accepted construction method in various ground conditions. It is characterized by relatively complex interactions between the soil, the tunnel boring machine (TBM) itself, the tunnel lining and the tail void grout. The problem to control the settlement depends on the face pressure, ground properties and back filling procedure and material of the tail void. The face pressure acts against the front to guarantee the face stability. In case of EPB TBMs the stability of the tunnel face is ensured through the excavated soil itself, which is conditioned and is maintained in compressed state within the excavation chamber. When excavating with TBMs a tail void is created between ground and the lining (Fig.1) after the TBM excavation and ring assembly that must be backfilled instantaneously by injecting the backfill material through the TBM’s tail shield. The process is of primary importance as it reduces the surface settlements and creates an immediate link between the ground and lining, sealing against ground water and leakage, reducing the differential movements between segments and providing long-term stability. The most used backfilling materials are: Inert mixtures that do not contain cement instead sometimes they are replaced by fly ash or other substitutes. A typical design of an inert mortar consists of sand, fly ash, bentonite and water. Pea gravel, which is constituted of granular materials with grain size ranging from 8 to 12 mm. This mixture is highly recommended for tunnels being constructed in rock mass with little deformation rates.Cement mortar is composed of cement, water, aggregates and sometimes bentonite. Cement controls the principle mechanical property of the mix, which can reach high values of 15-20 MPa in 28 days. The aggregates contribute towards the shear strength and reduce the pumpablity of the mix (Thewes and Budach, 2009). The reduced active systems have a cement content of 50-100 kg/m3, whereas the active system the binder component derives full hydration with cement content of over 200 kg/m3 ."

Jan 1, 2016

By Dimitrios Litsas, Michael Kavvadas, Panagiotis Sitarenios

"The paper discusses the results of 3D finite element analyses to investigate the effect of face support pressure and soil permeability on face stability conditions in EPB tunnelling. Two main types of face behavior are identified: Undrained conditions ahead of the tunnel face, typically occurring in soils with permeability less than about k=5·10-7m/s, are shown to be favourable for face stability; analyses show that an applied face pressure comparable with the initial hydrostatic pore pressure is sufficient for adequate face stability, even for soils of relatively low strength. Drained or partially conditions, typically occurring in soils with permeability higher than about k=5·10-6m/s, show that face stability is strongly dependent on the horizontal effective stress of the muck in the excavation chamber; the presence of even a small effective stress in the muck is very beneficial for face stability conditions and can be a possible explanation of successful EPB tunnelling through relatively permeable soils. INTRODUCTION Face stability is probably the most important aspect in urban tunnelling. Usually, Earth Pressure Balance (EPB) machines are utilized, to ensure that a reasonable amount of face pressure is exerted on the advancing excavation face, reducing ground loss and preventing potential instability of the face core, thus controlling the amount of disturbance caused by tunnel excavation to surface structures. However, the ideal amount of face pressure depends on several factors (ground and groundwater conditions, tunnel size and depth, muck conditioning, etc.) which are difficult to include in analytical calculations. For many years, conventional empirical or analytical methods (e.g. Anagnostou & Kovari 1996) were the only available tools for quantifying face stability and selecting the required face pressure. In the last few years, however, numerical analyses have gained power over conventional methods, allowing more accurate designs and providing useful information about the anticipated ground deformations due to tunnelling. Numerical analyses have also been used in assessing safety against face instability using face extrusion (horizontal face displacement) calculations (e.g. Prountzopoulos 2012)."

Jan 1, 2016

By Jerry Wang, Greg Bold, Mahmood Khwaja, Rebecca Caldon, William Simcoe

Phase III and Phase IV of the Beaver Creek Clean River Project, Albany, NY, includes microtunnel construction of 2,320 feet of 48-inch/36-inch internal diameter (ID) conveyance pipe and a 525 foot long 9.5-ft horseshoe shape roadheader excavated tunnel. Notable challenges were encountered during the construction including mixed face tunnel conditions, undocumented existing fill ground conditions that resulted in settlement during shaft construction, and unstable tunnel face conditions. This paper discusses several of the key challenges encountered during construction and selected solutions to construction sequencing and methodology to successfully complete Phase III and Phase IV of the Beaver Creek Clean River Project.

Dec 1, 2022

By Hisakazu Matsushita

1. Introduction This is a report on applications of the earth pressure type balanced shield tunneling projects executed under narrow streets on soft alluvial layers in Japan. Japan is a long island country surrounded by the sea. Steep mountain ranges run along the archipelago and numerous rivers originate from the mountains, leaving only limited areas of flat land along the upper and middle reaches of the streams. The majority of cities in Japan are on soft alluvial layers. Alluvium represents an extremely complex soil formation, sections bordering diluvium being characterized by sharp undulations. Various difficulties are therefore encountered in shield tunneling work undertaken in such ground conditions. Particularly, at work sites lying in an unstable, waterbearing layer with high permeability, shield excavation becomes utterly impossible, hampered by large amounts of underground water as well as land collapsing caused by the water. Even when work can somehow be accomplished by using chemical grouting or by lowering ground water level, which require extra expenses and time, undesirable effects such as ground surface settlement are unavoidable in projects undertaken in the past. The newly developed method allows safe and accurate tunnel excavation at normal speed and without giving any adverse effects on buildings above, even under such unstable ground conditions. An outline of this new method was announced at the "International Tunnel Symposium '78" held in Tokyo, and the method has since been employed in a number of tunneling projects in this country. This report provides further data on the new method with reference to some of those projects, explaining how it allows tunnel excavation with

Jan 1, 1979

By Joseph B. Alberts, David D. DiPonio, Francis B. Manning

From 1996 to 2001, Wayne County and 13 suburban Detroit communities constructed the Downriver Regional Storage and Transport System (DRSTS) to improve area water quality, protect public health and alleviate basement flooding. The project consisted of a 10-mile long storage and transport tunnel, a pump station at the existing wastewater treatment plant, 9 miles of relief sewers (6 in tunnel and 3 in open cut). The work was separated into 10 contracts. Due to hydraulic design requirements and other constraints, the tunnel profile was located generally 65 feet below ground surface within a soft to medium clay strata which skimmed along the top of a very dense glacial till “hardpan” overlaying bedrock. Boulders within the tunnel bore were recognized as a significant, but indeterminate risk. This paper presents a case history of the owner’s contracting strategy for risk assumption and management of the boulder impacts on the project. Actual conditions encountered during construction and contractual adjustments made to address problems are reviewed, and recommendations for future contracts are included.

Jan 1, 2003

By Erika Moonin, Jim Nickerson, Claudio Cimiotti, Roberto Bono

"In response to the severe drought on the Colorado River basin and in order to preserve existing water capacity to the Las Vegas Valley, the Southern Nevada Water Authority contracted a new deep-water intake (Intake No. 3) located in Lake Mead. The current project (Contract No. 070F-01-C1) includes 5 km (3 miles) of tunnel with very difficult geological conditions and a 200- m (650-ft) deep shaft and marine works. This paper will present the current status of the design-build contract being constructed by Vegas Tunnel Constructors and the challenges and problems faced and the innovative solutions developed to handle the difficult conditions encountered during tunneling with up to 15 bars of pressure.ProjectbackgroundThe Las Vegas Valley receives the majority of its water from Lake Mead, which is located approximately 30 km (20 miles) east of the Las Vegas, NV metropolitan area. Due to the severe drought that has hit the southwest region of the United States, the water level in Lake Mead has receded from its high water level of 372 m (1,221 ft) above mean sea level (amsl) to a low of 330 m (1,076 ft) amsl in June 2015. Should the lake level continue to fall, at elevation 320 m (1,050 ft) amsl, the current water intakes will not be able to draw enough water to meet the needs of the local area. The risk of losing water capacity has prompted the construction of a new deeper intake. Not only is the new Intake No. 3 situated at a lower elevation in the lake at 262 m (860 ft) amsl, the new Intake No. 3 is also located to draw better quality (Fig. 1).Project challengesThe project has had several difficult challenges to overcome:• The work consisted of a 1.2 kt (1,300 st) structure constructed on a barge and lowered 100 m (330 ft) into Lake Mead anchored with 9,200 m3 (12,200 cu yd) of tremie concrete.• The drill-and-blast starter tunnel was impacted by three inflow events, resulting in a one-year project delay.• One of the main challenges was selecting the tunnel boring machine (TBM) and excavating the tunnel with expected hydraulic head pressure of as much as 17 bar (16 bar was the highest pressure recorded during the drive), crossing faulted areas, low rock cover and the risk of tunnel instability due to direct connection with the lake.• Extensive pre-excavation grouting with a constant head pressure ranging from 12 bar to 15 bar.• Structural repair of the cutterhead in difficult hydrogeological conditions [water inflow of approx. 800 m3/hr (4,000 gpm)].• Complete repair of the cascade sealing system for the main bearing and two replacements of the pinion bearings.• The TBM approach to the intake structure."

Jan 1, 2015

By William Rachunis

This publication describes the construction of 43.64 miles of underground tunnel to be used as an aqueduct, known as the West Delaware aqueduct. In the past, the accident history of tunnel operations has not been favorable, the "rule of thumb" being a death for each mile of progress, according to the meager accident statistics available for the tunnel-driving industry. The accident experience at this project and the use of modern equipment established safety and progress records that were accepted by tunnel people as a record at the time. The city of New York comprises 5 boroughs, with a total population of approximately 8 million people, and uses about 1,210 million gallons of water each day. The water supply for the city is the responsibility of the New York City Board of Water Supply. This organization has constructed an extensive aqueduct system, the Delaware aqueduct, to convey water to the city from the distant mountain and river sources in the Catskill Mountains in the Southern Tier areas of New York State (figs. 1 and 2).

Jan 1, 1962

By Richard J. Robbins

This paper is presented with particular reference to the findings of the OECD Advisory Conference on tunneling held last July in Washington D. C. A great deal has been said about the Conference in the past few months, but it may be appropriate to review briefly the background and objectives of the Conference to better understand how the mining community can relate its underground excavation problems to the results of the Conference. OBJECTIVES OF THE OECD CONFERENCE The world demand for tunneling (the term tunneling is used here loosely to include almost all forms of underground excavation) is expected to grow at an in- creasing rate. During the decade of the ?70's, the demand is expected to at least double by comparison with the previous decade. Much of this increase in demand will be due to the rapid growth of urbanization around the world. As urban populations grow larger and denser, the conservation of surface land and the quality of the environment become more important. This aspect of the increasing demand poses a difficult challenge to those who must plan and implement urban development.

Jan 1, 1970

By Boris CARO VARGAS, Bernard Theron

"In early 2014, Nicholson Construction Company was awarded, together with its tunneling sister company Bessac, the Norris Cut Miami Tunnel Project. The 2.5-meters diameter segmental lined tunnel, 1600-meters long, is aimed to replace the existing 54” force main connecting the Waste Water Treatment Plant (WTP) on Virginia Key to Fisher Island. To overcome project challenges such as the highly permeable limestone of the Fort Thomson Karstic Formation (one of the most permeable formation in the World), the project team has developed State of the Art solutions: The TBM was launched with pipe-jacking technique for the first 70-meters and then converted to segment erection mode. It allows substantial schedule savings and drastically reduces the size of the circular launching shaft. The TBM, jointly designed and manufactured by Bessac and Herrenknecht, can convert from slurry to EPB mode within a few minutes. The cutters can be replaced by wet divers thanks to an innovative application in the TBM industry. PRESENTATION OF THE PROJECT The aim of this project is to replace the existing 54-inch force main pipeline which transmitted all sewage collected from Miami Beach, Surfside, Bal Harbour, Bay Harbor, North Bay Village and Fisher Island to the Central District Wastewater Treatment Plant (CDWWTP) to Fisher Island. The existing pipeline consisted of pre-stressed concrete cylinder pipe which is in poor condition in a number of locations and could be subject to sudden failure. An adjacent portion of this existing force main under the Government Cut (North Fisher Island) has already been replaced as part of a previous design-build contract and involved the installation of a 60-inch diameter fiberglass-reinforced mortar pipe installed inside a micro-tunneled casing."

Jan 1, 2016

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). Inadequately 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 polymers, etc. Inaccurately selected and treated suspension properties can cause a high-risk potential for the whole project. 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.

Dec 1, 2022

By Parviz F. Rad

The increased use of tunnel boring machines (TBM) has stimulated laboratory research to optimize the cutting parameters of these machines with the objective of increasing machine efficiency and penetration rate. Laboratory-scale rock cutting experiments have succeeded in identifying many of the important parameters involved in rock-cutter interaction. Although scaling factors may be required to apply the results directly, the concepts developed can be used qualitatively as design guidelines for boring machines. The Bureau of Mines Twin Cities Mining Research Center has recently developed a large-scale rock cutting device (RCD) that will simulate many of the operating parameters of the tunnel boring machines in the laboratory under a controlled environment. The results of the experiments with this device will be directly applicable to the design of TBM's.

Jan 1, 1973

By Jack Magtoto, Lysa Voight, Tom Martin, John Forero

SUMMARY Commitment by all parties to partnering goals established early in the contract aided Affholder, Inc. in constructing 2,360m (7,700') of soft ground tunnel in Rancho Cordova, CA. Despite two zones of known contamination, encountering a zone of loose cobbles and boulders in a matrix of flowing sand, some perched water tables and a flooded tunnel after 2 upstream safety plugs failed, the Contractor finished the work 33 days early and only 1.91% over his original bid.

Jan 1, 2007

By W. C. Ralston

This note will give the cost of driving an adit at the Melones mine, in 1898, and, for purposes of comparison, the cost of similar work, in 1888, at the Hogsback mine, Placer county, Cal. The property of the Melones Consolidated Mining Company is situated on the Mother Lode of California, on Carson Hill, near Robinson's Ferry, and adjoins on the south the famous Morgan mine. The Mother Lode of California extends for a distance of over 100 miles in length through several counties, with a general strike of northwest and southeast. Three veins (commonly called the east vein, middle vein and west vein) comprise the " lode " in this section. The Melones property is situated upon the east and middle vein, and includes 1407 feet on the east vein and 5166 feet upon the middle vein. A shaft had been sunk on the Reserve mine, which is on the east rein, and within 230 feet of the Morgan mine. At the bottom of this shaft drifts and cross-cuts had been run and a large body of ore developed. It was deemed advisable by the Melones Mining Co., which holds this property under bond from the Melones Consolidated Mining Co., to run a tunnel and develop this body of ore at a greater depth. An option was obtained upon the South Carolina mine, which adjoins the property on the south, and is on the same east vein, upon which a tunnel had been run a distance of 1080 feet. This tunnel was cleaned out and continued to a point within forty feet of the Morgan mine. It passes directly under the Reserve shaft, 425 feet below the 200-foot level. The additional length of tunnel to be run was 1923 feet, and

Jan 1, 1899

By Thomas Rupp, Michael Siegwart

The paper presents the vibration and sound emission measurement campaigns carried out in 2007 in preparation for the Ceneri-Basistunnel construction. We also present the vibration measurement campaign conducted during the construction of the Zimmerberg-Basistunnel. Both tunnels form an integral part of the Swiss Federal Railway Company Neue Eisenbahn Alpentransversale project (NEAT). This strategic project comprised the construction of several new tunnels. Its aim is the improvement of the existing infrastructure. The improved infrastructure will be able to accommodate a larger volume of railway traffic that is also crossing the Alps at higher speeds. The construction of the Ceneri-Basistunnel commenced in 2006. Both the Zimmerberg-Basistunnel and the Ceneri- Basistunnel are located underneath densely populated areas. Therefore, noise and vibration emissions have to be kept to a minimum and must not exceed applicable codes of practice. In order to identify the most appropriate blasting strategy for the yet to be constructed Ceneri-Basistunnel, blasting trials were conducted. The paper presents the findings of these trials and identifies ways to reduce both noise and vibration emissions from blasting. The construction of the first phase of the Zimmerberg-Basistunnel took place between 1999 and 2003. While the first phase is already in operation, the construction of the second phase has been postponed (commencement originally due in 2007). The Zimmerberg-Basistunnel connects the outskirts of Zürich with the city centre. As the tunnel site was not located close to the surface near populated grounds, no special measures were needed to reduce the noise emissions from blasting. However during the construction of the tunnel, the vibration emissions from blasting were monitored on more than 50 locations on the surface. The paper presents the analysis of some of the data. An emphasis is placed on the appropriate synopsis and presentation of data for documentation purposes.

Jan 1, 2009

By Francis B. Gularte, James E. Monsees, John-Paul Whyte, Gary E. Taylor

In a short section of the Los Angeles Metro Rail system approximately 222.5 m (730 ft) of 6.4 m (21 ft) diameter twin-tube tunnels separated by a 1.8 m (6 ft) narrow pillar were designed to pass under a major eight lane freeway and a metropolitan intersection with only 3.7 m (12 ft) to 5.8 m (19 ft) of loose fill and alluvium cover. The design considerations and the chemical grouting program used to stabilize the alluvial materials is discussed. Also included is a discussion of the novel shield used for tunnel excavation and the effects of the subsequent fire.

Jan 1, 1991

By Andrew Finney

INTRODUCTION The Sacramento Regional County Sanitation District (SRCSD) serves unincorporated areas of Sacramento County, parts of the cities of Sacramento and Folsom, and the cities of Citrus Heights, West Sacramento, Rancho Cordova, and Elk Grove. SRCSD maintains 145 kilometers (km) (90 miles) of interceptors that convey a combined total of 0.6 million meters3 per day (160 million gallons per day) or more of waste-water, with additional miles of sewer interceptors that are scheduled to be built by 2020. Wastewater is conveyed to the Sacramento Regional Wastewater Treatment Plant in the southwestern portion of the County, also managed and operated by SRCSD, in interceptors with diameters as large as 3.0 m (120 inches.) As part of its overall expansion program, SRCSD has constructed a number of major interceptors over the last few years with tunneling methods due to concerns associated with either the impacts of open cut construction in an urban environment (traffic, safety, noise, environmental concerns) or the need to achieve a crossing of a stream, river, or transportation corridor. This paper focuses on a specific issue that affected construction of the Upper Northwest Interceptor (UNWI) Sections 3&4 project, located at the northern limit of the SRCSD service boundary and within the limits of the City of Sacramento. This project involved the construction of 3.2 km (2 miles) of 2.1-meter (84-inch) and 2.4 km (1.5 miles) of 1.7-meter (66-inch) diameter reinforced concrete pipe (RCP) using MTBM, EPBM, and 3.3-meter (130-inch) two-pass TBM methods. The owner elected to install the RCP using tunneling for a number of reasons including a desire to avoid traffic impacts in a dense urban corridor, to minimize disturbance to the neighborhood, and to avoid potential dewatering-induced settlement issues along the western one-third of the project. For the western portion of the alignment the 2.1-meter (84-inch) reinforced concrete interceptor pipe was to be installed using a 2.7-meter (105-inch) earth pressure balance machine (EPBM). No external dewatering of shafts or tunnels was permitted for reasons of concern about settlement, discussed previously. At the intersection of Elkhorn Boulevard and Natomas Boulevard (at the extreme northwest corner of the project) the 2.7-meter (105-inch) EPBM tunneled past a recently constructed 11-million liter (3-million gallon) water storage reservoir, passing within 3 meters (10 feet) of the tank?s shallow foundation while tunneling through clean sands with a shallow groundwater table. The paper will discuss the implemented solution to mitigate additional settlement risk that was developed as a joint collaboration between the owner, CM, designer, and contractor.

By Xiang-dong and Zhu, Xia-jie Hao, Yi-lin Fan, Quan Jiang, Lian-xing Hu, Xia-Ting Feng, Shao-jun Li

"Columnar jointed basalt (CJB), which typically originates from lava flows, is characterized by a special geological structure. The joint network inside the CJB is self-organized into a rough hexagonal arrangement. The field test and measurement during the unloading excavation showed that the columnar joint sets and other internal joint sets not only are important for determining the mechanical properties of the CJB, but also induced its asymmetric unloading deformation and failure. A constitutive model, which considered mechanical deterioration of both the joint sets and rock blocks, was also developed to simulate the unloading behaviour of the CJB. The crack-confinement supporting method for surrounding CJB was developed to overcome the failure of columnar jointed rock mass in the diversion tunnel. Application to the CJB segments of the diversion tunnels in the Baihetan project indicated that this supporting method was reasonable and efficient. INTRODUCTIONColumnar jointed basalt (CJB) rock mass, which typically originates from lava flow, is characterized by a special joint structure. The joint network of the CJB is self-organized into a roughly hexagonal arrangement and leaves behind an ordered colonnade. The widely accepted current view regarding the formation of columnar jointing involves a thermally induced contraction–cooling mechanism (Peck and Minakami, 1968; Degraff and Aydin, 1987; Budkewitsch and Robin, 1994; Lore et al., 2000; Goehring et al., 2006). Although the columnar basalt formation mechanism is fairly understood, the geotechnical characteristics of such rock mass are not well established. In practice, joint sets always induce the multi- failure modes of surrounding rock in the tunneling space (Ibarra et al., 1996; Waltham and Swift, 2004; Mahendra and Bhawani, 2008).According to conventional wisdom in rock mechanics, structural joints affect the mechanical response of rock mass by introducing strong anisotropic effects (Barton and Bandis, 1980; Hudson and Priest, 1983; Brady and Brown, 1985). The columnar jointed rock mass should be considered an anisotropic material given that the joint sets are distributed with some principal directions and characteristic spacing distributions (Cundall and Fairhurst, 1987; Hoek et al., 1998; Wu and Wang, 2001; Budetta and Nappi, 2011; Fortsakis et al.,2012). Columnar jointed rock mass would result in structurally controlled failure patterns, even serious disasters during underground excavation because of the low shear and tensile strengths of intensely joints (Gencer,1985 ;Ishida and Uchita, 2000; Jia and Tang, 2008). The CJB rock mass in the Baihetan hydropower station has exhibited serious stability issues, including sliding, fracturing and even collapse (Shi et al.,2008). Therefore, the geotechnical and geomechanical characteristics of such rock mass should be assessed through in situ investigation and numerical analysis to minimize future accidents during underground unloading excavation."

Jan 1, 2015

By Shinichi Konda, Gary Nishimura

"Thousands of years ago large glaciers carved much of the landscape in Puget Sound, depositing abrasive and granular soils including cobbles and boulders along with layers of clay and sand. Tunneling in this geology – common throughout much of the northern and Midwestern U.S. – is challenging and can be unpredictable. The use of pressurized face tunneling, most commonly with EPBs and slurry type machines, has made excavation in this geology more efficient, but difficulties still remain. Through analysis of recent projects in Seattle, Washington, USA, the authors draw conclusions as to the best TBM designs and operational parameters for this variable, abrasive and often difficult ground. Performance data is analyzed with an eye towards advancements that could further improve TBM tunneling in glacially deposited soils. INTRODUCTION Over the past several ice ages, extensive glaciers reaching across much of North America transported large amounts of soil and rock as they moved across the land. The substantial weight of the ice sheets mixed together a wide range of soil types along with a variety of rocks and boulders of all sizes. Many rock formations were reduced to pebbles or particles containing highly abrasive characteristics. Any boulders able to survive were generally comprised of harder materials which were scattered throughout the soil. This highly variable mixture of abrasive soils and high strength boulders can be found in many areas across the Puget Sound and other regions of the country. Wherever they are encountered, they often create a difficult and unpredictable mining environment for both equipment design and operation. Modern TBMs are optimized early in the design process for specific types of geology, and unexpected conditions can require extensive modifications. In addition, several operational parameters need to be adjusted to balance ground characteristics, and advance rates can be significantly affected in mixed and rapidly changing soil conditions. Both EPB and slurry machines can be used successfully in these conditions, provided their respective operating criteria are met. Ideally, an EPB is operated with a relatively thick muck consistency, which accommodates moderate changes in soil permeability and maintains a reliable pressure differential through the screw conveyor. However, this also causes higher wear on rotating components and requires more energy at the cutterhead. Alternatively, slurry machines typically operate best with a more fluid muck consistency that can be easily pumped through the extensive piping system. This tends to reduce the wear on the cutterhead and the power requirements of the cutterhead drive system, but also makes the machine more sensitive to changing soil conditions. Generally, the slurry piping system is also more capable of controlling high face pressures, although the screw conveyor of an EPB can also be designed to accommodate most high-pressure conditions."

Jan 1, 2016

By Stephen M. Smading

Unique onsite assembly of a 12.43 m Main Beam TBM and back-up system was completed on September 18, 2008 in the remote mountains of the Sichuan province of China. The equipment was assembled onsite, without previously having been assembled and tested in a factory, utilizing a method called Onsite First Time Assembly (OFTA). The Jinping-II hydroelectric project features four parallel headrace tunnels approximately 18 km long, two of which will be excavated by TBMs and two by drill and blast. A nearby fifth tunnel is being excavated by a 7.2 m TBM to draw down ground water in advance of excavating the headrace tunnels. This paper addresses the following topics: ¦Project description including geology and terrain; ¦The decision process leading to onsite first time assembly, the assembly process and logistics, and lessons learned; ¦Design features of the TBM and back-up system; and ¦Operational history from startup to the writing of the paper.

By Egon Berger

"In recent years the trend in underground metal mining has been toward ever increasing blasts (often in excess of 100 000 tonnes per blast). The Canadian mining industry has been in the forefront of these developments (VRM, LBHand cable bolting to stabilize the surrounding rock /avoid dilution).In order to move these large tonnages, efficient loading systems have to be developed. This paper shows the technical and economic implications of various loading scenarios based on a predefined (however typical) stoping layout by:1 . discontinuous loading using scoop trams;2. discontinuous loading using scoop trams in combination with low profile dump trucks;3. continuous loading (based on loading performance/operating costs of the AL-60) in combination with low profile dumptrucks.The cost advantages of production concentration (loading large tonnages from one drawpoint}, made possible by continuous loading as opposed to sea tiered mining (small tonnages), using discontinuous loading in tunnelling will be presented, based on actual results obtained in a decline development project using the A L-60 continuous loader. At as pacing oj150m between turning bays, it was found that continuous loading was out performing discontinuous loading in approximately80% of the overall decline development.Fuel consumption and total cycle times are compared, and a cost assessment is presented.INTRODUCTIONThe subject of this paper deals with the introduction of continuous loading in underground metal mining and single heading tunnelingContinous mining has been widely introduced both in underground and surface coal mining. Mechanized longwall mining, utilizing moveable shield supports in combination with double drum- shearers, has resulted in a tremendous increase of coal production per working face.This has led to very concentrated mining operations. In a typical German coal mine two mechanized longwalls nowadays would produce the same amount of coal as 12 to 15 longwalls in the 1950s. One longwall in a South African coal mine has recently set a world record with 120 000 tonnes of coal in a single month.In underground metal mines-often due to the irregular nature of the ore body and the mining methods used-mining is far less concent rated. Ore is often produced from a large number of stopes and production sections. Sometimes, a substantial amount of ore may be obtained from development in the orebody (40070 at a German base metal mine)."

Jan 1, 1989