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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

The Earth?s population is approaching 6.6 billion people. More than half live in urban areas. And, as those figures continue to grow, the need to make wise use of the world?s natural resources as well as its living space will also grow. Thus, the concept of sustainable development ? meeting the needs of the current generation while preserving resources for future generations. The use of underground space is only one part of the sustainable development concept. But it is an important one. Tunnels and underground space are environmentally friendly and contribute significantly to sustainable development. But it takes years to plan and build tunnels and other underground infrastructure. And the demand for infrastructure in the world?s mega cities has grown significantly. In December, about 100 people representing several developed and developing nations spent a day at the United Nations (UN) in New York City discussing the future of underground space development throughout the world. The meeting was put on by the UN?s Department of Economic and Social Affairs and the International Tunnelling and Underground Space Association (ITA). The conference was titled ?The Use of Underground Space as an Unexpected Solution for Promoting Sustainable Development.? Its aim was to promote practical solutions to the use of underground space and tunnels as feasible alternatives to promote sustainable development throughout the world. A panel of speakers from government, academia, the UN and the ITA stressed that development is not sustainable without infrastructure. And, as the world?s population grows, there is now an urgent requirement to efficiently plan for the use of underground space to preserve it for the future benefit of mankind. The benefits of the use of underground space are many, they said. Among them: ? Tunnels channel clean water in and waste water out. This promotes health and sustainability worldwide, particularly in developing countries. ? The use of tunnels and underground space helps conserve energy and increases its efficient use ? the use of tunnels cuts commuting time and so saves energy. ? Tunnels, microtunnels and other underground structures promote the more efficient use of space in large cities ? the bulk storage of water, fuel and other goods. ? Underground structures are subject to less stress than surface structures, making them safe havens for natural and man-made hazards, including earthquakes. And, because underground structures are more durable, lifecycle costs are less than surface structures. ? Underground structures promote the multiple use of available land. Land owner-ship at several layers increases land use and provides more usable space. Han Admiraal is director of the Center for Underground Construction in the Netherlands. He said that urban planners need a new vision concerning the use of underground space. Going underground protects historical and archaeological surface facilities, he said. Underground space use can also protect populations located in adverse climates. And sensitive environmental areas on the surface can also be protected from development. In addition to the transportation of people, freight and water, underground development can also store water, as well as provide storage for waste, hazardous materials, carbon dioxide and geothermal energy. The upshot of this new awareness and vision for under-ground space is that its use should be considered before surface development, Admiraal said. And planners and developers are placing more emphasis on underground space development as part of their overall development plans for urban areas. That was not always the case, he said. In the past, underground space was not considered until after the surface space had run out, he said.

Jan 1, 2008

By Gunther Riedmuller, Johann Golser, Peter Schubert

The paper deals with the experience of the authors to cope with tunnel projects in heterogenous and weak rocks. The procedures applied to the investigation of such areas, the geotechnical assessment, the choice of tunnelling methods, the preparation of contract documents and the main features of NATM tunnelling to adapt to these conditions are outlined.

Jan 1, 1993

By David Court, Rab Brown

The paper discusses the work in progress on the construction of the extension of the High Speed Rail line from the Channel Tunnel into the centre of London UK known as the “Channel Tunnel Rail Link” (CTRL), and particularly on contract 250 which involves the construction of two 5.3Km tunnels 7.15m diameter constructed with two EPB convertible tunnelling machines underneath the densely populated area of East London. In addition the paper will look at an innovative Alliance that has been formed between the Contractors and the Client’s Engineer involved in the construction of the London Tunnel Contracts

Jan 1, 2003

By Claus Becker

Waterbearing, cohesive or non-cohesive grounds with glacial stone deposits are found very often in Europe. The problem consists of destroying the boulders and supporting the face simultaneously. At the example Grauholztunnel Bern ( outer diameter 11,60 m ) the theoretical attempt of solutions for the big machines is described: destroying of the boulders with roller discs, hydraulical support of the front. The problem of coming out of stones of a certain size from the surrounding matrix will be discussed. Further diminishing to the size that can be handled by pumps is executed by a crusher, situated in the center of the machine. At the same example the theoretical attempt for headings in cohesive soil with stone deposits are shown. Surface structure of the cutting wheel and working chamber as well as controllable current movements are the solution here. The danger of clogging discs and stone crusher has to be encountered by right positioning of the tools and jetting nozzles. At the example Sewer MoosstraBe Salzburg the same problems are discussed for the Mikro-Tunnels. The pipe-jacked sewer lines have outer diameters from 485 and 805 mm. With this method, the stones have to be holed through. The wear of the cutting tools determines the [ ]

Jan 1, 1989

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 William S. Butcher

Research and development of tunneling technology is rapidly taking its rightful place as an important ingredient in the Nation's research and development strategy. The state of technology in tunneling is very important to the Federal Government. Through its support, both direct and indirect, of a wide range of public works, our government, using the taxpayer's money, is the biggest buyer of tunnels. So that this money is spent wisely and efficiently, it is important that potential developments in tunneling technology that promise lower cost tunnels be pursued, if the cost of reaching the goals is commensurate with the prospective benefits. For too many years, the Federal Government's activities in the tunneling technology field were fragmented. Recently, specific coordination efforts have been initiated. It may surprise some to realize that the total Federal expenditure on excavation technology research and development, which is largely devoted to underground excavation, is growing by leaps and bounds. In fiscal year 1971 alone, approximately $19 million were expended by Federal agencies. This current fiscal year (FY 1972) that amount will increase to $24 million. It would appear that next year we will exceed the 1972 expenditure by 52 percent to bring the total FY 1973 expenditure up to $36 million. As most of this money is devoted to underground excavation, it is clear that the Federal Government

Jan 1, 1997

By Dean Brox

The Galore Creek Mine project is one of the newest major mining projects under development in Canada. The project is located in a very remote area of northwestern British Columbia and is being developed by NovaGold Resources and Teck-Cominco 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 a new 120 km road is required 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 1200 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 pipe-line. Structural portal canopies and portal houses 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 have commenced prior to any other works at the mine site and will be constructed entirely by helicopter support. The tunnel works commenced in the summer of 2006 with the advanced excavation of the overburden materials at the portals. Tunnel construction from the North portal commenced in the spring of 2007. When completed, the mine access 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 along with a construction status update as of late 2007.

Jan 1, 2008

By Tim Langmaid, Steve Skelhorn, Stephanie Robillard, Allen Mitchell

"The Port Mann Main Water Supply Tunnel project provides a critical water main crossing of the Fraser River for the owner, Greater Vancouver Water District (Metro Vancouver). The project consists of two 60-metre-deep slurry panel shafts and a 1-kilometre-long, 3.5-metre excavated diameter tunnel located near Vancouver, British Columbia, Canada. The initial tunnel lining is a precast concrete steel fiber reinforced gasketed segmental lining. The final lining is a 2.1-metre-diameter welded steel pipe. This paper describes the challenges encountered during tunnel construction and the solutions implemented. Key challenges include earth pressure balance tunnelling at up to 6 bar pressure—the highest to date in Canada—a water-crossing without surface access for the majority of the tunnel drive, ground freezing from a river platform for a critical TBM intervention, and boring through cobbles and boulders in dense glacial till. INTRODUCTION Metro Vancouver supplies drinking water to 18 municipalities, one electoral district and one treaty first nation, serving a population of more than 2.4 million residents. Water is collected in three mountainous watersheds to the north of the Greater Vancouver area, in southwestern British Columbia, Canada. To supply the growing demands of Metro Vancouver’s customers, treated water must be conveyed across two significant water bodies: the Burrard Inlet and the Fraser River. The existing Port Mann water main is one of several key links between the watersheds north of Vancouver and the municipalities south of the Fraser River. The Port Mann Main Water Supply Tunnel (PMMWST) is the first of a series of upgrades, to increase capacity, enhance scour protection, and improve seismic resilience. The new tunnel is 3.5 metres (11.5 ft) in diameter and 1 kilometre (0.6 mi) long. When completed, it will contain a new 2.1 metre (7 ft) diameter steel water main that will help ensure the continued, reliable delivery of drinking water to these municipalities, and will more than double the capacity of the existing 1.2 metre diameter main."

Jan 1, 2016

By Jacek B. Stypulkowski

This paper discusses the challenges faced by the design team of the under-river crossings of electric transmission feeders in New York City, a densely populated urban area. The under-river crossing of a 345 kV feeder was initially designed as Horizontal Directional Drilling (HDD), but was redesigned as a utility tunnel because of site con¬straints on both sides of the river. Multiple studies addressed location, available tech-nologies and costs. Multiple soil investigation phases addressed design aspects of HDD, as well as tunneling. Contractual issues varied from a design build alternative with Geotechnical Data Report (GDR) to design tender approach with GDR & Geotechnical Baseline Report (GBR).

By Alf Thidemann, Per Marius Nilsen

Tunnelling with hydraulic drills has been a success in Norway. In the fall of 1976 excavation of tunnels for the development of the Aabjoera scheme was started. Two and a half years later a total of 25 kilometers of tunnels are completed. During the most busy period 5 rigs with hydraulic drills were in operation. GENERAL INFORMATION. Aabjoera Hydro Electric Plant is located in the central part of Norway (Fig. 1). The scheme covers a mountaineous area between the Tosen Fiord and the valley of Namdalen. Water from the area of precipitation is transferred through 5 tunnels to the main reservoir. From here the water is conducted via a 10 km long, unlined supply tunnel down to the Kolsvik power station. The power station is situated underground with a short tailrace tunnel out in the fiord. Average head of water is 507 m. The Aabjoera plant is jointly owned by Helgeland Kraftlag A/S, 8650 Mosjøen and Nord-Trøndelag Elektrisitetsverk, 7700 Steinkjer. The Civil Engineering Division of the latter company has acted as Consulting Engineers for the scheme. General contractors for the whole scheme has been Ing. F. Selmer A/S, Box 6035, Etterstad, Oslo 6.

Jan 1, 1979

By T. J. Jr. Corwin

This paper will cover the problems confronting an owner when planning and estimating the cost of a proposed tunnel. Three factors are known: the length, size and the time allocated for the completion of the work. In general the difficulties encountered when driving a tunnel in California are the greatest at the lower elevations and in the Coast Range and are minimal in the Sierra Nevada mountains particularly in granitic formation. The writer will discuss the experience gained from observing the driving of about 120 miles of tunnel in California as well as the repairs of some tunnels. SIZE OF TUNNELS It is known that a small tunnel may be more costly to drive than one of somewhat larger dimensions. This fact was found to be true when a tunnel about 4,000 feet long was constructed to eliminate 7 miles of canal. The formation was lava so it was anticipated the ground would be self supporting because of the small bore. Actually the tunnel required support for most of its length and working conditions were poor. It became apparent that a larger size could have been driven at no additional cost and probably in less time. On another unlined tunnel, to be driven in granitic formation, the contractor was given the option of using

Jan 1, 1974

By Thomas F. Martin, Daniel J. Sieve

In April 1988, the joint venture of Morrison-Knudsen and Paschen Contractors (M-K/P) was the successful low bidder for the Metropolitan Water Reclamation District of Greater Chicago's (MWRD) Contract Number 73-164-2H. This project is yet another in the MWRD Tunnel and Reservoir Plan (TARP) devised to control and treat overflows from combined sanitary and stormwater flows. M-K/P's project, located along the Des Plaines River, consists of 21,569' of tunnel mined to a 35' diameter and two tunnels totaling 14,529' mined to a 12' diameter. All three tunnels will have 12" thick reinforced concrete lining. The path for combined sewer/storm waters to reach the tunnels begins at a connection structure, continues through an approach sewer, a sluice gate structure and down a vertical shaft which is topped by a backflow structure. The purpose of the backflow structure is to prevent water surging to the surface as the system fills rapidly. Backflow preventors represent a change in design after problems developed on earlier constructed portions of the T.A.R.P.. On this project, 14 drop shafts channel flows to the tunnel system. In addition to the drop shafts, contract specifications require an emergency or escape shaft be located not more than 4000 feet from the tunnel headings. Due to long reaches without drop shafts, four access shafts had to be constructed. Thus, the total shafts constructed under this contract will be eighteen plus one 30' finished diameter construction shaft located within Miller's Meadows. Figure 1 shows the overall Des Plaines River System and the M-K/P contract connection to previous and future MWRD projects.

Jan 1, 1991

By Thomas F. Martin

Contract 75-124-211 extends along the Chicago River from Roosevelt Road on the south to Ogden Avenue on the north. In addition a branch tunnel runs east from approximately mid-project ending near Lake Michigan. The contract was bid on December 14, 1977 with three joint-ventures submitting bids. Of these the joint venture of J.F. Shea Co., Inc. Walnut, California, (Sponsor), Peter Kiewit Sons' Co., Omaha, Nebraska and Shea Company and Associates, Walnut, California was low with a bid of $101,976,680.00. The MSD awarded the job to the Joint-Venture on January 5, 1978 with a scheduled completion date of January 23, 1983. The project consists of the following major items of work: (1.) A 25'-0" minimum diameter Construction Shaft, 220 feet deep (2.) 13,726 Linear Feet of 30'-0" Concrete lined Tunnel in rock (3.) 6,648 Linear Feet of 13'-0" Concrete lined Tunnel in rock (4.) Seventeen concrete lined Drop Shafts varying in finished diameter from 4'-0" to 12'-0", and each approximately 250 feet deep with chambers and connections to the tunnels varying from 100 to 1300 feet in length.

Jan 1, 1979

By Carlos A. Jaramillo, Seng Hing Ngu

"The Murum Hydroelectric Project is a 944-MW development consisting of a 145 meter high RCC dam, two 2660 meter long, 9 meter excavated diameter upper pressure tunnels, surge shafts, two 950 meter long 7 even meter OD penstock tunnels and a surface powerhouse. The project is located in the eastern section of the State of Sarawak, Malaysia, about 200 kilometer from Bintulu, in the Rajang Fold-Thrust Belt, an Upper Cretaceous to Upper Eocene fold and thrust belt that extends under most of Sarawak. The Belaga Formation consists of a thick sequence of deep marine sediments currently appearing as steeply dipping strata of thin to thick bedded, fine to medium grained sandstone interbedded with argillaceous rocks, resulting on a “Flysch” type geologic environment. The project pressure tunnels were excavated perpendicularly to these strata resulting on frequent change on rock conditions and behavior, and required rock support. This paper describes the characterization of the rock mass, design of rock support, and incidents during construction. Particularly interesting were convergence issues in Tunnel 1 resulting from Tunnel 2 excavation. INTRODUCTION The Murum Hydroelectric Project is located in the eastern section of the State of Sarawak, Malaysia, about 200 kilometers from Bintulu, and upstream of the Bakun Hydroelectric Project. The project consists of a 145 meter high RCC dam, a 50 meter high intake tower, two nine meter OD and 2660 meter long upper pressure tunnels, two nine meter OD and 175 meter long vertical shafts, two 25 meter diameter and 80 meter deep surge tanks, two seven meter OD and 950 meter long penstock tunnels and four seven meter OD and 50 meter long branch tunnels, two 8 meter diameter to 3.4 meter diameter and 1400 meter long penstocks installed within the shafts, penstock tunnels and branch tunnels ending in a powerhouse with 944 MW installed capacity. LAYOUT OF THE WATERWAY TUNNELS The two waterways tunnels are basically parallel as shown in Figure 1, with each tunnel supplying water to two units in the powerhouse. The tunnels start separated 25 meters center to center, but 250 meter from the intake the separation increases to 35 meters. The tunnels are lined with reinforced concrete until they reach the surge shafts and steel lined from there to the powerhouse. The tunnel profile is shown in Figure 2."

Jan 1, 2016

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

By N. P. Widodo

The ventilation measurements by tracer gas method at Pongkor gold mine show that effective diffusion coefficient, E, at straight airways indicated a similar range of measured one by the laboratory experiments which can be estimated by Taylor equation. On the other hand, E of the curved airways in the mine was estimated as larger than that of the straight ones (1.5 to 32 times than that obtained by the Taylor equation and these have been compared with the data measured in Kushiro coal mine, Japan). The curved mine airways, with small curvature against airway radius and complex velocity profile, possibly give concentration ? time curves with long tailings, thus those airway conditions could make larger E. Laboratory experiments of gas diffusion by a pulsed injection of small amount gas, into straight and curved airways, have been conducted in order to investigate a range of E in mine airways. The plots of E against Reynolds number show that the present laboratory results of straight-long airways are almost close to one calculated by Taylor equation. On the other hand, the values of E measured at curved single-direction airways were smaller than that of the straight airways, which may be due to effects by secondary vortexes flow in the curved airways.

Jan 1, 2009

By R. V. Ramani, K. V. Raj

"The air flow problems in open pit mines are complex. Computational fluid dynamics (CFD) models provide a detailed knowledge of the airflow pattern and velocity distribution, temperature, and pollutant concentration within an enclosed domain of the open pit. A range of turbulent model can be selected for varying complexity and accuracy. Pollutant transport models, however, differ in their assumptions and structure as well as in the algorithm they use; as a result, prediction varies from model to model. This paper presents a study of pollutant transport in an actual open pit mine under stable boundary layer. The objective is mainly to test two turbulence models using the same input conditions, model constants, and similar geometry. Measured data are used to compare results of the two CFD models, namely, the kappa-epsilon (?-e) model and the Large Eddy Simulation (LES) model. Despite the complex synoptic situations, different meteorological input data and the fast changing conditions, the simulation results from both the models are in good agreement regarding the dispersion of pollutants.INTRODUCTION Modeling of contaminant transport under Arctic air inversion is an important step for an assessment of the amount of pollutants within the open pit. The Airflow in open pit mines is of larger scale and does not follow the principles of pipe flow. The air flow problems in actual open pit mines are thus far more complex. CFD models provide a detailed knowledge of the airflow pattern and air velocity distribution, temperature, and pollutant concentration within an enclosed domain of an open pit. There is no known application of CFD in three-dimensional modeling of air flow in large open pit mines. Two equation RANS kappa-epsilon (?-e) and Large Eddy Simulation (CFD) models, however, have been developed to solve the stable boundary layer (SBL) problems in Atmospheric Sciences (Baklanov 2000, Basu and Porté-Agel 2006, Dop and Axelsen 2007, Bandopadhyay et al. 2014). Because an exact flow situation in open pit mines is not known a-priori, it is therefore, necessary to investigate various turbulent models to identify the appropriate model that would simulate the flow phenomena with reasonable accuracy, and predict the contaminant distributions within the pit. Dispersion models differ in their assumptions and structures as well as in the algorithm they use and, as a result, predictions vary from model to model. Furthermore, it is also important to investigate the behavior of a CFD model in simulating a complex phenomenon such as the transport and distribution of contaminants in open pit mine under Arctic air inversion. The simulation of an enhanced period of turbulence in SBL is of particular interest because traditional air pollution dispersion models cannot explicitly treat such intermittent events, and yet the SBL is often the worst-case scenario in an open pit pollution transport"

Jan 1, 2015

By R. V. Ramani, K. V. Raj, S. Bandopadhyay

The air flow problems in openpit mines are complex. Computational fluid dynamics (CFD) models can provide detailed information regarding air flow pattern, velocity distribution, temperature, and pollutant concentration in an enclosed domain of an openpit mine. A range of turbulent models can be selected with varying complexity and accuracy. Pollutant transport models, however, differ in their assumptions and structure as well as in the algorithms they use. As a result, predictions vary from model to model. This paper presents a study of pollutant transport in an actual openpit mine under a stable boundary layer. The objective was to test two turbulence models using similar geometry and the same input conditions and model constants. Measured data were used to compare the results of the two CFD models, namely, the kappa-epsilon (к-є) model and the Large Eddy Simulation model. Despite the complex synoptic situations, different meteorological input data and fast-changing conditions, the simulation results from both the models were in good agreement regarding the dispersion of pollutants.

Jan 1, 2015

By M. Sagheer

An 8.5-km (5-mile) conveyor has gone into operation in western Turkey to eco¬nomically transport crushed lignite from the mine area to a power plant. This conveyor has replaced trucks as the principal mode of transporting the lignite. One principal element of Turkish govern¬ment policy is the country's commitment to increase electricity supplies for mining and other industries. Lignite is an important source of electric power supply in Turkey. Production was about 48 Mt (53 million st) in 1987, amounting to more than 20% of the total power supply in Turkey. In the western Anatolia supply network, it plays a major role for power generation. Deposits are located in the Soma region of western Turkey. The lignite is of low quality, deposits are scattered, and the terrain is dif¬ficult and hilly. These conditions demand an economical and technically feasible method of transporting the raw material from mining areas to the central thermal power plant. The Soma power plant is located about 120 km (75 miles) northeast of Izmir, near the coast of Aegean Sea. An overland conveyor of a unique design has gone into commercial operation at the Soma power plant facilities of the Turkish state electricity organization, Türkiye El¬ektrik Kurumu (TEK). The conveyor re¬places truck transport to ensure economical use of the lignite deposits. Computer-aided design (CAD) added more precision, qual¬ity, and flexibility of engineering in design activities. It also helped quick realization of the project that was executed in cooperation with the German company Krupp Industri¬etechnik and the Turkish firm Gama Endüstri AS. Unique features The conveyor includes several major features rarely combined in a single flight: Overland long distance conveyor. • Horizontal curves. -Steep vertical concave and convex curves to match the difficult terrain. Down-hill conveying. Frequency converter drives with vari¬ able belt speed. Generating operation mode to backfeed the energy to the network. Layout The 8.5 km (5 mile) long conveyor takes the -200 mm (-8 in.) lignite from the primary crushing plant located near the mine to the central, final crushing plant located in the stockyard area near the power station. The drive and belt tensioning assemblies are situated near the tail end of the flight. The high voltage switchgear is housed in a room in the primary crushing plant build¬ing upstream from the conveyor flight. The frequency converters are installed in the low voltage switchgear room located below the control room within the primary crushing plant building. Conveyor design The conveyor includes two 4 km (13,120 ft) radius horizontal curves, one left-hand and the other right-hand. The minimum radii

Jan 1, 1989