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By Robert G. Pinkerton

Boyles Bros. Drilling Co. and Gibbons and Reed Company, both of Salt Lake City, Utah, have successfully combined into two joint ventures on the San Juan-Chama project of the U. S. Bureau of Reclamation. The Azotea Tunnel is 12.7 miles in length; the inlet portal is on the Navajo River in Archileta County, Colorado, and the outlet portal is in New Mexico, about 10 miles south of the state border. The Oso Tunnel lies immediately to the north of the Azotea Tunnel and discharges water directly into it. We are presently driving both tunnels with mechanical boring machines from their portals at the Navajo River. Both tunnels are circular, fully concrete lined. The Azotea Tunnel has a finished diameter of 10 ft. 11 inches while the Oso Tunnel is 8 ft 7 inches in diameter. Both tunnels are supported with circular, structural steel rings as required by ground conditions. In good ground rock bolts and steel roof plates are used.

Jan 1, 1967

By John McDonald, Peter C. Raleigh, Christopher Dishlip

This paper will discuss how the construction management team and the contractor working together on the City of Los Angeles, North East Interceptor Sewer project, managed information on a daily basis. Data was synthesized from various sources including: inspection, survey, instrumentation, laboratory and the tunnel boring machine data logger systems to produce state-of-the-art reports and graphics which will become industry standard. Special emphasis is placed on how the data is managed and interpreted in a clear and objective manner, permitting the tunneling processes to be carefully monitored and suggesting appropriate action to be taken by the construction management team and contractor.

Jan 1, 2005

By S. Suwansawat, D. J. Maconochie, C. C. Chang

This paper describes the overall delivery of the tunneling for the Mass Rapid Transit Authority of Thailand’s Chaloem Ratchamongkhon Line in Bangkok and the constraints provided by the alignment. Eight earth pressure balance tunnel boring machines were employed under two major civil works contracts to drive approximately33 kilometers of tunnel in soft saturated ground beneath the crowded streets of Bangkok. Responsibility within the contract for building damage provided an inherent control for ground movement arising form tunneling when the right of way was narrower than the influence zone. These limits affect the earth pressure balance requirements and permissible ground loss. The methods adopted to limit ground movements and deal with the various obstacles to tunneling influenced the design and operation of the machines. The challenges provided by the need to tunnel through numerous lines of piled foundations of canal bridges and overpasses crossing the alignment are described.

Jan 1, 2001

By Peter Campi, Harry R. Asche, Ian P. Callow, Edmund G. Taylor, P. Scott Smith

The US$1,850 million EastLink project is a 39km tollway and includes twin 3-lane,1.5km long, undrained driven tunnels. The hard rock tunnels are being built to avoid passing the motorway through the Mullum Mullum Valley and so to help preserve the unique flora and fauna in the area. This paper describes several of the key issues in the tunnel design and construction, including: the integration of the temporary support design with the Contractor’s tunnel excavation and support procedures, including sharing of responsibility between the Designer and Contractor for support type selection and the production of a project specific rock mass classification system to enable more objective determination of ground conditions. detailed hydrogeological assessments during the design and construction phases to allow confirmation of design loads for the tunnel lining design and the various suite of waterproofing tools in order to meet the project inflow requirements. development of a pre-cast invert solution to the main tunnel secondary lining to enable faster lining construction and to minimize risks to the tunnel membrane associated with fixing reinforcement and construction traffic.

Jan 1, 2007

By Lee W. Abramson, Kenneth P. Akins

The authors have accumulated published data on residual soil and rock tunnels in the United States and have compared it to transit tunneling experience in Atlanta, Georgia, and tunnels in other soil and rock conditions. Two 6.1 meter (20 foot) diameter shield driven, compressed air tunnels were constructed for the Metropolitan Atlanta Rapid Transit Authority (MARTA) connecting the Five Points Station (central hub) with the Peachtree Center Station (first station on the north line). Because of the historic multi-story structures above the tunnels and the variety of subsurface conditions, a comprehensive ground monitoring and observation program was conducted. Conclusions are drawn regarding residual soil and rock ground response due to tunneling. Comparisons are made to ground response due to tunneling in other soil and rock conditions.

Jan 1, 1983

By Michael J. Robison, Wojciech F. Klecan, Robert L. Horner

Since 1928, nearly 64 km (40 mi) of tunnel have been excavated within the relatively soft Cooper Group, more commonly known as the “Cooper Marl,” for water supply and transporting wastewater in the Charleston area. The majority of these tunnels are unlined and still in operation, while others collapsed shortly after excavating. Tunnel behavior and support requirements vary considerably in this material due to differences in geotechnical properties. The 4.8 km (3 mi) long, 2.4 m (8 ft) diameter Bushy Park Water Tunnel, completed in 1997 for Charleston’s Commissioners of Public Works(CPW), required no ground support. By comparison, the 1.6 km (1 mi) long, 2.4 m (8 ft)diameter Harbor Wastewater Replacement Tunnel now under construction needs continuous support close to the advancing face, despite being located in the same geological formation. Case histories and general guidelines for designing tunnels in the Cooper Marl are presented.

Jan 1, 2001

By Terry M. Tilley, Gregory P. Sherry

Purpose This is a unique project because the mining and tunneling industries have become highly mechanized and cannot normally accommodate a project where surface disturbance must be minimized or eliminated when there is less than 10 feet of ground cover. More traditional less mechanized methods must be employed and the skills and techniques for accomplishing the work have become all but non-existent. Therefore, this article highlights those areas of specialized skills and techniques. Methods The article will describe the design approach, the method(s) of ground support selected, the method(s) of excavation selected, the planning, scheduling and materials selection process. In addition, the article will describe the actual production characteristics and the results of the project. This approach will concentrate on productivities, adaptations to actual conditions and the quality of the end product. The design approach basically was to insure that the temporary support methods were adequate for the excavation and shoring stage of the project. The final concrete liner was designed using conventional structural design methods with the goal of constructing a tunnel that will last 100 years. The methods of support were spiling and variations of spiling in order to provide advance temporary ground support. In this project spiling is steel channel cantilevered and driven into the ground ahead of the working tunnel face which supports the ground allowing the face muck to be removed with overhead protection’. Conclusion This will be a discussion of the applicability of the methods. The actual performance of the excavation and shoring methods will also be evaluated. The final concrete liner completion results, the actual production rates and the conformance with budget and schedule will be addressed.

Jan 1, 2005

By Joel Nonnweiler, Rafael Castro, Ross Webb

The three thousand foot long 66-inch diameter Folsom East Interceptor Section2B was completed accident free, on time and under budget with no measurable surface settlement. The tunnel passed through nested cobbles, highly abrasive sands and gravels, and abandoned mine workings with less than five-feet of cover at times. Preventing settlement was critical since the tunnel passed under a heavily traveled state highway. A pilot project to test microtunneling and pipejacking methods in the same ground conditions abandoned both drives before completing the planned drive lengths. This paper discusses performance of the conventional tunneling method selected to excavate the ground and the effectiveness of the ground modification techniques employed.

Jan 1, 2001

By R. Grandori, L. Pellegrini

The construction of the La Joya hydropower plant (Costa Rica) was awarded by the Spanish power company, Union Fenosa, to the Italian Joint Venture formed by the companies SELI SpA and Ghella SpA. The project, located in a mountainous region of central Costa Rica, includes a 7.9-km-long head race tunnel having an excavation diameter of 6.18 m. A double-shielded TBM was selected to perform the tunnel excavation, which involved mainly volcanic rocks in variable but generally very weak conditions. The tunnel crossed long and continuous sections in completely weathered rock masses with no residual cohesion and with high water inflows. The paper describes and analyzes: The special methods adopted to overcome these sections with the TBM includ-ing face stabilization by chemical grout and foams as well small by-pass tunnels in the crown combined with TBM advance/support The grouting design and the grouting method that was implemented to meet the waterproof design specifications and restore the original groundwater level in the mountain The additional geological investigations performed to improve the knowledge of the rock mass in front of the TBM and the outcomes of these investigations The performance of the TBM in different ground conditions and on average along the entire tunnel Finally, the author’s comment about the possibility of implementing and improving the technologies experimented with in this project in future similar applications.

Jan 1, 2007

By Don W. Deere

Faults under high rock cover represent some of the most severe ground conditions a Tunneler can encounter. High ground water pressures and flows are usually associated with mountain faults. Ground behavior can range from blocky ground to flowing sands and squeezing clays. Sticking a IBM within a fault zone for many weeks, with the disastrous financial consequences, is still a common occurrence. Interpreting the geology and detecting the location of a fault prior to penetrating it is a fundamental step to successful tunneling. Ground water control through predraining or pre-grouting is the second fundamental step. This paper discusses techniques applied for detecting and crossing mountainous fault zones through the use of case histories across the globe.

Jan 1, 2007

By G. F. Jenkins, P. S. Hobden

Toronto as a geographical area provides an exceptionally wide variety of subsoil stratiphication. Tunneling consequently required a very wide range of adaptabilities to meet its changing conditions. This discussion will provide a summary of work performed in both earth and rock formation using three of our recent works to describe a Contractor's experience. The general subsoil stratigraphy is known to consist of deposits laid down during the Illionian Glaciation followed by the Samgamon Interglacial Stage and finally the Wisconsin Glaciation. All these deposits are underlain by shale bedrock of the Dundas formation. As a whole the Dundas formation is predominantly a greyish blue, thinly bedded shale. The engineering characteristics of the shale vary considerably, however, between a blue clay (argillaceous) shale and a much lighter (in colour) silty and sometimes sandy (arenaceous) shale, and occasional limestone layers. The Illionian deposits are usually found to be layers of pebbly clay till and an overlaying layer of contorted varved-clay. These glacial deposits can be overlain by a thick layer of sandy silt to silty sand which is identified as the Samgamon Interglacial sediments. Because of the action of erosion the Wisconsin till sheets, many times separated by interstadial sands, can vary greatly in their number of layers from zero to three or more.

Jan 1, 1997

By Dean Brox, Jason Morrison, Peter Procter

The Galore Creek Mine project is one of the newest major mining projects underdevelopment in Canada. The project is located in a very remote area of northwester British Columbia and is being developed by Nova Gold Resources of Vancouver. The mine project comprises one of the largest and highest grade undeveloped porphyry-related gold-silver-copper deposits in North America. In order to access the mine site anew 120 km road is planned to be constructed including a 4.4 km mine access road tunnel. Glaciers with heavy snow pack cover approximately two-thirds of the tunnel alignment with a maximum cover of 1,200 m. The size of the access road tunnel is about 50 m2 and has been designed as a large single lane road tunnel to accommodate the transport of large size mining equipment for mine start up and ongoing operations. The rock conditions along the tunnel alignment comprise very strong volcanic rocks. Key services for mining operations will be incorporated into the tunnel comprising diesel and power as well as the concentrate pipeline. Structural portal canopies have been incorporated into the tunnel design due to the risk of rockfalls and avalanches in the portal areas. The mine access road tunnel is a significant and critical-path component to the overall project to provide vehicular access to allow construction of the mine site. In order to meet the expected mine start up date the construction of the tunnel works are to commence prior to any other works at the mine site and will be constructed entirely by helicopter support. Geotechnical investigations commenced in the summer of 2006 with the removal of the overburden materials at the portals to assess bedrock conditions. Tunnel construction from both portals is expected to commence in the spring of 2007. The construction of the mine project is subject to and awaiting environmental approval in the spring of 2007. The mine access road tunnel will be the longest private road tunnel in North America. The key design and constructability issues for the mine access road tunnel project are presented and discussed.

Jan 1, 2007

By Mohammad Djavid

The one-pass tunneling pipe jacking method has often been the most schedule and cost efficient method for the pipe line installation. The main challenges in jacking pipes larger than 108 inches and for longer runs are: transportation and logistics, requiring high jacking forces, keeping line and grades, control of ground surface settlement, providing adequate external lubrication, and the potential of damaging the joints and pipe spigots. In recent years, 144" diameter pipes have been jacked for short runs of up to only 300 feet. In this article design and construction of installation of up to 1,000 linear feet run of 144-inch internal diameter, reinforced concrete pipes without intermediate jacking station in Chicago O?Hare International Airport are discussed. The article also presents discussions regarding the subsurface saturated silt formation, shallow cover, dewatering, jacking and receiving shafts, jacking forces, lubrication and settlement data.

Jan 1, 2008

By Matthew A. Perras

With growing populations, infrastructure projects are utilizing underground space to expand transportation networks, water supply and sewer disposal systems and hydropower facilities. These new projects require large diameter tunnels to meet the growing demands. As the tunnel diameter increases, not all rock mass properties are scalable and precedent experience becomes less reliable. One such non-scaleable property is lamination thickness. Numerical modelling was conducted to determine the influence of lamination thicknesses on a 16 m diameter tunnel. Five different areas of excavation response were found to exist for laminations ranging between 0.16 to 16 metres in thickness. For this tunnel diameter, critical lamination thicknesses of 6 metre and 1 metre were found to exist. Above 6 metres the excavation response was similar to isotropic models. Below 6 metres the stresses and yield are channeled by the lamination boundaries, increasing plastic deformation. Below 1m multiple lamination units become unstable and the displacements increase significantly and the shape and extent of the yield zone size changes dramatically. The yield zone is controlled by bed deflections and bed parallel shear. As the lamination thickness decreases tensile failure first begins in the haunch area and progressively extends above the crown until a self-limiting plastic yield zone shape is reach at lamination thicknesses below 0.4 metres. Conclusions drawn from observations at the Niagara Tunnel Project are those of the authors.

May 1, 2009

Some 50 miles of tunnel have been driven in the Snowy Mountains Area since tunnelling commenced in 1951. Hates have improved progressively due to the know-how of American supervision and use of large matched equipment of modern design.The work has been carried out by contractors, working almost exclusively under schedule of rates contracts. The Authority has maintained active research into tunnelling problems, especially that of support, and this has resulted in considerable economies and improved rates of progress. The contractors also have sought economies both by management and equipment techniques. Ammonium nitrate came into favour as an explosive essentially because of its lower cost, and handling techniques have improved progressively. Rock conditions preclude use of the "Mole" type equipment in its present stage of development, but one contractor introduced the "sliding floor" and this could exert a great influence on future tunnelling methods.Examination of tunnels that have been in service for some time confirmed the quality of the work and endorsed the policy of continued research and development.GENEHALThe Snowy Mountains Scheme provides for the diversion of the Snowy and Eucumbene waters through two transmountain tunnels to the western river systems. These diversions, together with additional regulations provided for waters already flowing inland, will provide an average additional discharge of 1,818,000 ac it per year for irrigation.Furthermore, approximately 6,000 million kWh of electrical energy will be generated annually in power stations with a total installed capacity of some 3,000,000 kW (Fig. 1.).INVESTIGATIONThe aim of investigation work is firstly to collect sufficient information to allow the overall scheme to be planned and then to follow up with detailed information on eachproject. The correct balance for all aspects of this work is a matter for keen judgment, as the tunnels must be planned...

Jan 1, 1963

By T. W. Peglas, J. Doherty, R. A. Day

The South East Transit Project is a $520 million project in Brisbane, Australia which includes the construction of a 32 km Busway to access the south-eastern suburbs. Close to the centre of Brisbane, tunneling techniques have been used to minimise surface disruption. This paper describes some of the features of the longest driven tunnel on the project, the Vulture Street Tunnel. The Busway is a two lane expressway for buses which requires a 10.2 m finished width and a 12.6 m excavated span of driven tunnel. The Vulture Street Tunnel carries the Busway at minimal cover beneath the operating Vulture Street Railway Station, beneath a three storey office building and beneath the roadway to the Mater Hill Busway station. Halfway along the route, a Y-junction has been constructed to enable future connection with a light rail route. Key features in the design and construction of the Vulture Street Tunnel include: Use of canopy tubes to drive a 12 m wide tunnel beneath operating railway tracks with less than two metres of cover in highly weathered rock. Underpinning the office building in the route of the tunnel construction from within the building carpark. Construction of a 24 m span Y-junction with 7 metres cover of weathered and faulted rock. Use of predictive analysis as an adjunct to traditional back analysis to estimate the tunnel settlements from pressuremeter test results. This paper describes the design methodology with particular reference to settlement prediction, as well as construction innovations used to complete the tunnel. This paper will be of interest to all designers who have to create large spans in minimal cover in weak rock in urban areas and who have to predict the settlement

Jan 1, 2001

By D. H. Diering

The paper takes the reader into the depths of a modern ultra-deep South African gold mine and gives a perspective on the vertical and horizontal extent of the tunnel networks in such a mine. Depending on the mine design layout employed, tunnels once excavated are subjected to various levels of stress change over their life time, and the support requirements are explained. It is suggested that shotcreting is the only viable ultra-deep level support medium, and after looking at the latest developments, the logistical problems are put forward. In an effort to overcome most of these problems, the South African ultra-deep mining industry embarked on a collaborative research programme in 1998. The importance of tunnelling and in particular tunnel support as a critical technology for future successful ultra-deep level mining is stressed. While not yet fully ?on top of? these problems and challenges, our industry is now fully addressing them and we expect to make significant progress during the next 4 to 5 years.

Jan 1, 2000

By Richard Rice

TURBO blowers for blast-furnace blowing have now been in use for some years, and a review of the experience gained and the present state of progress may be interesting. FIG. 1.-STEAM TURBINE DIRECT CONNECTED TO AIR COMPRESSOR. The first blast-furnace blowing engine of this type to be installed in America was built by the General Electric Co. and is installed at the oxford Furnace of the Empire Iron & Steel Co. This machine was put into operation March 8, 191.0. A duplicate unit is situated at the furnace of the Northern Iron Co. at Port Henry, N. Y., which unit was put into opera ion June 30, 1910 (Fig. 1).

Jan 5, 1914

By Sanjeeva Latchireddi

"Deteriorating ore grade and high demand of metals has tremendously influenced the unit capacity of SAG mills. Pebble circuits have been added to the existing SAG circuits to increase their unit capacity. To make the pebble circuits justifiable, the grate openings are increased almost to 4.5 inches to draw large quantity of pebbles. The inherent transportation problems associated with SAG mills in closed circuit with pebble fraction are more complicated than the single stage SAG mill operation, because the coarse pebbles behave significantly different to that of slurry in pulp lifters. In addition, operation of mills at higher speed, to take advantage of precise design of high release angled shell lifters significantly reduces the discharge efficiency of the conventional pulp dischargers. The presence of a sizable quantity of pebbles in the pulp lifter limits the space available and reduces the flow gradient through the grate thus increases the load inside the mill and hence the mill power-draw. This paper analyses all the problems associated in discharge of slurry and pebbles in SAG mills with pebble circuits. The Outokumpu patented Turbo Pulp Lifter (TPLTM) aims at eliminating the inherent material transport problems to ensure good grinding conditions. Recent installation of TPLTM in a 26-ft SAG mill has proven these claims by reducing the specific power consumption while increasing the mill capacity.INTRODUCTIONThe conventional wisdom is to look at the semi-autogenous grinding (SAG) mill as just another grinding mill in which ball charge, mill filling, and mill speed are varied to attain maximum throughput. Liner design for the SAG was also approached more from a wear perspective rather than a metallurgical and hydraulic-flow perspective. The extensive research work carried out by Latchireddi and Morrell (1997,2003a and 2003b) has demonstrated to think of the SAG as more of a pump in which the grates and pulp discharger end (“impeller”) were designed to efficiently discharge the product sized particles smaller than the grate size with minimal recirculation out of the mill.The rock load in the mill is essentially depends on ore characteristics and the discharge rate of broken particles. The discharge rate of the product material depends on how efficiently the discharge pump (grate and pulp lifters) is operating. Similar to the impeller design affecting the pump capacity, the pulp lifter design affects the discharge capacity (or mill throughput) of the SAG/AG grinding mills. The general arrangement of AG/SAG mills discharge system is shown in Figure 1."

Jan 1, 2007

By Jerry T. Shelby

Surface and underground mining operations require equipment with high power output ratings. Haul trucks, loaders, dozers, and other equipment need increasing horse-power to meet production demands. To get more horsepower out of the engines driving the equipment, most manufacturers use turbocharging. Detroit Diesel puts the number at about 90% turbocharged, while Caterpillar estimates 75% to 80% of all its equipment is turbocharged. Turbocharging increases the power output and overall engine efficiency. But it presents some maintenance and operational problems that were not factors when only naturally aspirated engines (nonturbocharged) dominated the scene. A turbocharger is an exhaust-driven air compressor. Using the waste energy in the engine exhaust, a turbine wheel is driven. This wheel is connected by a common shaft to a compressor wheel. The shaft is supported by two plain bearings, or bushings. As the turbine wheel is rotated, the compressor wheel continually compresses the intake air to the cylinders. Compressing the intake air means that more air can be put into the cylinder to burn more fuel. The more fuel the engine can completely burn or combust, the more horsepower the engine can produce. Even though the turbocharger is a relatively simple device, it is a sensitive engine component. It requires special consideration at engine start-up and shutdown. Being freewheeling and exhaust driven, turbochargers can experience temperatures of 540°C 1000°F) and rotational speeds of more than 100,000 rpm. Due to those temperatures and speeds, lubrication is critical to the operation and life of a turbocharger. The turbo is located high on the engine, with the oil supply running through an external line from the sump. The recommended practice is to start the engine and allow it to idle for a few minutes before any revving or loading. This allows the oil to reach the turbo and properly lubricate the bearings before high rotational speeds are seen. Turbo oil supply lines can be as long as 1.5 m (5 ft). Depending on ambient temperatures and oil viscosity, it can take as long as 30 seconds for oil to reach the spinning turbo. However, as little as five seconds without oil can damage the turbo's bearings, reducing its life and overall efficiency. Lubrication problems seen at shut-down can also significantly affect turbo life and efficiency. Manufacturers recommend an idling period of five to seven minutes before engine shutdown. This allows the turbo to slow down and cool off somewhat to help prevent oil coking and bearing damage. When the engine stops, so does the oil supply. There is very little oil left on the bearing surfaces and in the turbo oil supply passages. The immediate heat transfer from the turbine wheel to shaft, bearings, and turbo body literally cooks what is left. This high heat without oil flow can cause bearing deformation by actually melting some of the bearing material. The rapid oil oxidation and coking will restrict oil passages, damage bearings and shaft. Besides heat soaking, there is another problem. If the turbo is spinning at high speeds when the engine is shutdown, the turbo must spin-down to a stop without oil flow. With the large size of turbos used on mining equipment, this spindown time without oil can be for as long as 10 to 20 seconds. Fortunately, lack of lubrication at start-up and shutdown and the subsequent bearing damage can be prevented by oil injection devices. These devices hold a reservoir of engine oil. The oil is injected to the turbocharger bearings immediately on start-up and for several minutes after shutdown. Oil injection devices are spring loaded, hydraulic accumulators. They are actuated at start-up by a solenoid wired to the starter motor. Engine oil pressure charges the accumulator during normal operation. Upon shut-down and loss of oil pressure, the device provides oil to the turbo for about two or three minutes. With an oil injection device, the engine can be started and immediately driven without fear of turbo damage. Also, an abrupt shutdown will not damage the turbocharger since the device will continue to lubricate for two or three minutes. A word of caution. Be sure the oil injection device provides positive oil displacement (pressurized oil flow). Do not use a gravity-flow device. Unless it is a true accumulator, the device could starve the turbo for oil on start-up, Ask for start-up and shut-down pressures and delivery times before considering installation. Keep the oil clean, and follow the manufacturer's recommended oil change intervals. These intervals are usually shorter than with naturally aspirated engines. Use oil with a CD rating designed for diesel applications. A multiviscosity oil is preferable. Use a synthetic engine oil, such as Mobil's Delvac 1, Gulf's Super Duty II, or Chevron's Sub-zero Fluid. Synthetics have much better flow properties at low temperatures. They also have greater oxidation stability (they can take the high heat of turbo-bearing lubrication. And they produce fewer deposits because they are more thermally stable. But synthetic oils do cost more - two or three times more. One additional point - maintain the air intake system. Since all mining is usually in a dusty environment, air filters should be changed regularly and intake systems should be checked for leaks. All intake air passes through the turbo. Any dirt or abrasives entering the turbo will damage the unit and shorten its life. While mining is a heavy duty business with severe operating conditions, you can get the life from your turbocharger that you expect by following a few simple steps: • equip the turbo with an oil-injection device to provide lubrication on start-up and shutdown; • change the oil and filters regularly; and • use the proper oil-synthetic, if possible.

Jan 3, 1987