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By Gary Jackson

Preliminary engineering for the Waller Creek Tunnel was completed in 2001, but the project was held in abeyance until the summer of 2007. This paper describes several features of the revised design, which required significant changes from the original concept. Most notable is the expected replacement of a tunnel boring machine (TBM) by conventional tunneling. The considerable influence of geological conditions on the tunnel vertical alignment is discussed, in particular the impact of the zones of Eagle Ford Shale with swelling potential. Other features which are described include the wide span tunnels and large diameter shaft requirements.

By David A. Newman

Barrier pillars created during mine development provide additional reserves during mine closure and can be the sole access to reserves previously abandoned because of mining height or out of seam dilution limitations. The safe and successful mining of barrier pillars requires a thorough knowledge of the magnitude and distribution of the vertical stress field in addition to the strength and physical properties of the coal, immediate roof, and immediate floor strata. Quantifying the vertical stress field is complicated by the combination of the overburden stress, abutment stresses transferred onto the barrier pillar from adjacent gob areas, and in multiple seam mining, stresses transferred from abandoned subjacent mines. These variables make the extraction and development of barrier pillar reserves a site specific consideration. Three case histories are presented in which barrier pillar development and extraction provides; i) an access point and the means to ventilate a large area of low seam reserves left by a prior operator after developing only the thicker areas of a multiple split reserve, ii) the means to increase total recovery of a deep, thick seam longwall reserve, and iii) opportunities for the development and retreat mining of a two mile long barrier pillar in thick seam reserves.

Jan 1, 1995

By R K. Dayal

Many transport tunnels show distress after few decades of construction. Owing to exorbitant cost of replacement, rehabilitation of tunnels has become inevitable and rapidly gaining attention/significance worldwide. This paper discusses the detailed planning and design of remedial measures for repairs and rehabilitation of the twin tube highway tunnel in India, at an elevation of 2200 m constructed approximately 38 years ago. The tunnel length is 2547 m having 30 m2 cross-sectional area of each tube. The tunnel is lined in stretches, totalling 60 per cent lined and the remaining portions are unlined. The tunnel has developed acute problems of rock falls, water leakage, distressed pavement and icicle formation resulting in slow movement of vehicular traffic which has also increased. Suffocation inside the tunnel caused deaths due to inadequate natural ventilation, hence artificial ventilation was deemed necessary and was provided in the restricted 28.5 m2 cross-sectional area of tunnel. The paper would be useful for planners, designers and construction engineers for setting future trends.

Jan 1, 1999

By D. S. McAllister, P. M. Rice, M. E. Fowler

The Westside Light Rail Project, a major 19.3-km (12-mile) extension of Portland, Oregon's light rail system, includes 4.6 km (2.8 miles) of twin 5.8-m (19-ft) diameter running tunnels, a binocular type station which, at 80 m (260 ft) below the ground surface, will be the deepest mass transit station in North America, two 9.4-m (31-ft) diameter station access shafts, and a 5.2-m (17¬ft) diameter ventilation shaft. The tunnels are being excavated by TBM and conventional rock, soft ground, and mixed-face methods. Geologic conditions, alignment, underground opening design, excavation method selection, and payment provisions for excavation and initial ground support are discussed.

Jan 1, 1995

By Tom Ireland, Tony Rock

The proposed 1.83km long twin bore A3 Hindhead road tunnel planned for contruction in 2008 is being delivered under a Highways Agency Early Contractor Involvement (ECI) contract. The proposed construction methodology is progressive mechanical excavation of a horseshoe shaped tunnel with shotcrete installed close behind the face using robotic spraying equipment. The tunneling medium is a ‘soft rock’ sandstone for which there was little previous tunneling experience, requiring extensive geotechnical investigations and an innovative approach to lining design. A 240m long portal section though sandy material utilising a steel pipe umbrella is also required. This paper describes the development of the tunnel planning and design including the most recent developments in UK road tunnels, and the innovation included in the ‘permanent’ primary lining design.

Jan 1, 2007

By Johanna I. Wong, R. John Caulfield, Victor S. Romero

The existing Hetch Hetchy water system, owned and operated by the San Francisco Public Utilities Commission (SFPUC), serves 2.4 million people within the San Francisco Bay Area. The system has existing 1920s-era pipelines crossing under the Bay that are vulnerable to seismic damage from the nearby San Andreas and Hayward fault zones. The SFPUC plans to replace the pipelines with the first TBM-driven tunnel underneath the San Francisco Bay. The tunnel will be constructed using an Earth Pressure Balance machine. The new tunnel will pass under environmentally sensitive habitats and will be approximately eight kilometers (five miles) long with no intermediate shafts. The project challenges will include tunneling through a prominent buried bedrock ridge that transects the alignment and through soft soils under the Bay. Seismic performance criteria include maintaining service flows after a large earthquake on one of the active faults in close proximity to the project site.

Jan 1, 2007

By Garg R. K

Himalayan ranges on the northern border of India are source of many perennial rivers and suitable sites for large dams have been located therein. However, Himalayas are young mountains and comprise of comparatively weaker rocks having adverse geological features like shear seams, thrust zones, minor and major faults and intense jointing. Tehri dam project under construction, is located in lower Himalayas. It envisages construction of a 260.5 m high earth and rock fill dam and an underground power station of 2000 MW (Eight machines of 250 MW each, four of which will be reversible) installed capacity. This dam will be the highest and the underground complex will be the largest to be constructed in India in the Himalayas. The under- ground complex comprises of 25 km of tunnels varying in diameter from 6 m to 11 m and seven large cavities of various sizes, the biggest being 22 m in width, 194 m in length and 65 m in height. Rock formation in the power house complex belong to phyllites having various joint sets spaced from 0.5 m to 3 m. Due to the poor geological conditions and closely spaced net work of large cavities, the planning, analysis and design of the cavities is a challenging job. Many aspects have to be considered in determining the sizes, locations and orientations of the various cavities taking into account the properties and jointing pattern of rock mass, functional requirements and economics. Correct evaluation of loads and forces is necessary for economical design of supporting system for the various cavities. Rock loads on the roof of cavities and their supporting system will be assessed with the help of the latest methods. The stability of the rock mass around the cavity will be evaluated by elasto- plastic method using finite or boundary element techniques. A scheme of field investigations, laboratory tests and instrumentation for deter- mining rock properties in preconstruction stage and for monitoring behaviour of the underground cavities during and after construction is envisaged.

Jan 1, 1987

By David B. Brooks, Roger L. Williams

Control of the environment is as old as mining. Engineers have always had to consider how best to deal with the surface, and the character of the surface environment always affects mining method in some way. However, if the relationship of the mine to the environment is old, today's approach is new. For one thing, land, air and water formerly could be viewed simply as obstacles to be overcome or resources to be utilized to win ore at the lowest possible cost. Now we have come to realize that these nonmineral components of the environment also are highly valuable. For another thing, environ- mental protection has become a public policy issue. Again, a special public interest in land and land use is old. From the firs(, the crown claimed extra rights in valuable minerals, and to this day a multitude of laws and regulations control-and tax-land use in every country. What is new is the detailed public attention bring given to waste management practices, whether these wastes be in the form of solids, liquids or gases, and regardless of where in the environment they appear. (It is convenient to lump all mining environmental problems, including hank fires and subsidence, together under the term "waste management," for in effect that is what they are.) As a result of these changes, the mining engineer must consider that lie is dealing with two productive resources the minerals and the remainder of the environment-and he must expect that lie will be judged not only on his efficiency in recovering the one but also on his effectiveness in protecting the other. Further, in seeking to protect the environment, the modern mining-environmental engineer has a dual role. First, there is the obvious task of finding better ways for industry to cope with waste-management problems in actual operations. Second, there is the less obvious but equally important task of helping formulate appropriate public policy objectives for the environment. Throughout; the section it is assumed that mining is an acceptable land use for the tracts under consideration. The question of whether mining will be permitted at all on these tracts is a further public-policy issue, ultimately to be resolved politically and thus, since it is beyond the scope of engineering, is not a subject that can be usefully discussed in a mining handbook. Finally, none of the statements in the section are predicated on the assumption that required waste-management measures will be privately profitable in the conventional sense. Indeed, the reverse is more likely to be the case-at least if accounts are kept so as to include all appreciable costs and a normal rate of return on investment in waste-disposal and reclamation equipment.',',' However, it is clear that improved waste management will be required of mining firms and that, to a considerable although undetermined degree, this expenditure is in the best long-run interest of both public and industry. The several studies that have attempted to quantify the impact of mining on the environment are admittedly rough but still provide enough information to indicate that there is a big job to be done. For example, something approaching 7,000 mi of stream in Appalachia alone are continuously or significantly affected

Jan 1, 1973

The history of potential large scale development at Stawell in northwestern Victoria dates back to 1914, when Great Boulder Mines Limited, of Kalgoorlie, Western Australia, took up options on some of the major mines in the Stawell Goldfield. Despite this and other attempts by various groups over the next thirty years, mining activity on the field gradually dwindled to the retreatment of old mill tailings.A static price for gold and indifferent drilling results prevented a major effort towards reopening the field until the late 1970's. A renewed exploration effort led to the discovery of sufficient reserves to justify installation of a carbon-in-leach gold treatment plant.

Jan 1, 1984

In preparing a paper such as this it was thought that the Newstan Colliery Company Ltd., being comparatively new, would need some introduction to mining people in general.The Newstan Company was formed by the Joint Coal Board in December, 1948 during a period of acute coal shortages. The Company took over the holdings of what were known as the Olstan and Northumberland Collieries, situated at Fassifern, alongside Lake Macquarie and adjacent to the Great Northern Railway, within easy rail access of Sydney and Newcastle, as shown on the locality plan (Fig. 1).The Company was developed in order to produce steaming coal for the power house trade and has continued its activities in the steaming coal trade since its inception. The Olstan and Northumberland collieries were together producing some 300 tons per day when the Company was formed, and it was from this foundation that the colliery was built. The planned development of the Company has been along the lines of producing coal by modern, highly mechanised methods, together with the preparation of theproduct for the consumer, to the highest degree possible consistent with up to date methods.In the comparatively short time of 5t years the mine has developed from a small hand-won coal unit to a high capacity modern mine, one of Australia's largest producers, with an output capacity as high as 3,000 tons per shift.

Jan 1, 1954

"Syncrude Canada Ltd. operates one of the largest surface mines in the world. The mining operation has two distinct phases: (1) the removal of the overburden, utilizing trucks and shovels; and (2) the mining of oilsand with drag lines and bucketwheels. Both phases combined move approximately 330 000 BCM per day.In support of current production demands and to provide a contingent oi/sand source, Syncrude has developed an Auxiliary Production System (APS) supported by the truck and shovel operation. This system utilizes oilsand sources within the existing mine area on an as-needed basis.The recent increased capabilities of the processing plant to handle a larger volume of oilsand has increased the reliance of the APS system. To facilitate the increased capacity, an auxiliary mine was developed external to the Base Mine operation with a production capacity of4.7 MBCM of oilsand per year.Development of the Northwest Auxiliary Pit began in January 1990, with the first cubic metre of oilsand taken to the plant in June, 1990. The Auxiliary Pit, as designed, has a total ore reserve of 68 MBCM of oi/sand."

Jan 1, 1993

By Don L. Deardorff

The Deserado Mine and transportation system is the fuel supply portion of the Bonanza Power Plant project. Deserado Mine con¬sists of an underground mine with a capacity of 1,224,700 tonnes (1,350,000 tons) of clean coal per year, a 649 tonne (715 tons) per hour closed water circuit jig type preparation plant, a 5.6-kilometer (3 ½ -mile) overland conveyor with covered slot storage, a unit train rail load-out and 59.5 kilometers (37 miles) of totally independ¬ent, captive electrified railroad. Planning and exploration started in March of 1978. Construction of all facilities was completed in April of 1984, approximately six years after initial planning was commenced. This paper will discuss exploration, environmental permitting, mine planning, engineering and construction of the Deserado Mine project.

Jan 1, 1984

By J. R. Smith

"The Lake Dufault orebodies were discovered by deep surface diamond drilling. When a reasonable amount of outline drilling had been completed, the decision to go into production was made. The fact that shaft sinking, lateral development, the detailing of the orebodies and stope preparation were to be carried out as rapidly as possible necessitated very close scheduling.After a study of varions possible mining methods, an open-stoping system using long-hole blasting was chosen. Diesel-powered Transloaders were selected for the mucking and transportation of ore from the drawpoints to the orepass.At the time of writing, the choice of mining method appears to have been fully justified, although more time will be required to arrive at true operating costs and efficiencies."

Jan 1, 1966

By Blackham M

West Wallsend No. 2 Colliery is a new mine that is presently being developed in the New- castle Coalfield by J. & A. Brown & Abermain Seaham Collieries Ltd., a subsidiary of Coal & Allied Industries Ltd. It is situated near Barnsley and is some 15 miles by rail from the port of Newcastle. The mine will produce coal from both Bore- hole and Young Wallsend seams. The Borehole seam has a working seam thickness varying from 7 ft to 5 ft while the Young Wallsend seam presents a choice of two distinct working thick- nesses, i.e. 5 ft. or 8 ft, the upper 3 ft containing much high ash material. The inter- seam interval varies from 10 ft on the western edge of the area to more than 70 ft in the central portion. The Borehole seam lies at a depth varying from 550 ft to 750 ft and the overlying surface terrain is gently undulating bushland with limited surface development.

Jan 1, 1972

Driefontein Gold Mine together with Kloof Gold Mine and Beatrix Gold Mine forms part of Gold Fields South Africa. Driefontein Gold Mine is situated near the town of Carletonville, 50 km south of Johannesburg, in the Gauteng Province. The 4 Shaft East complex comprises of the 4 Main Shaft and the 4 Subvertical Shaft. The main shaft is 9150 m in diameter and was sunk in 1984 to a depth of 2000.5 m. The 4 Subvertical Shaft is 7320 m in diameter and was sunk during 1985 to a depth of 3006 m. Full production was, however, only reached during 1988. Intensive mining is currently being done between levels 28 to 42. In 2002 a decision was made to start mining the shaft pillar, situated between 32 and 33 level in the subvertical shaft. Intensive studies showed that with selective mining scheduling the total mineÆs life could be lengthened by nine years if accessed timeously. The higher grades present in the shaft pillar can be mixed with lower grades from the same reef band presently mined 1500 to 2000 m away from the subshaft pillar area. The shaft pillar comprises 50 per cent of the remaining ore resources available. However, no provisions were made in the initial phases of the shaft development to extract the shaft pillar. Grades between 4300 cmgt to 2500 cmgt relating to 23 and 14 g/t are present in the shaft pillar and an estimated 50 tonnes of gold can be produced from this pillar in the period from 2007 to 2015. The pillar extraction is the key to DriefonteinÆs long-term gold profile. Every geological feature possible is represented in this to-be-mined pillar area. The pillar around the shaft is a complex structure featuring hard and soft lava, sedimentary structures/plane parting that moves against each other, quartzite capping, etc. Replacement of services and secondary support systems were designed, modelled and put in place. The original steelwork was not designed to cope with the various stresses and movements, which are expected once the extraction process is started. Existing shaft steelwork was used as far as practically possible. The principal behind the design was that the steelwork would be totally disconnected from the shaft lining over its total length of 132 m in the area of the reef intersection. This will allow the steelwork to move independently from the geological structures surrounding it, allowing a certain degree of distortion of the shaft lining, moderate twist and tilt to take place without interfering with hoisting operations.

Jan 1, 2005

By K. Robinson

Following the longest Smelter campaign in BCL?s history it was planned to completely rebuild the flash smelting furnace in 1987. This was the fourth major overhaul and the most extensive so far attempted. Detailed planning took place over several year$ preceding the shutdown and implementation was completed in 54 days. The key to minimising shutdown time was the method designed for installation of the new uptake shaft and reaction shaft. Major repair work was also undertaken in the waste heat boiler and electric furnaces. Both of these activities had an impact on the critical path of the flash smelting furnace overhaul.

Jan 1, 1993

By James McKelvey, Larry Drolet, Jason Swartz

INTRODUCTION When divers discovered that sections of a tunnel housing the pipeline that conveys wastewater from the Charleston Peninsula to the Plum Island Wastewater Treatment Facility had caved in, the Charleston Commissioners of Public Works(CPW) moved quickly to determine a long term solution for the city’s collection system, immediately focusing on the Ashley River sewer tunnel along the western boundary of the peninsula. Working with the Charleston community, as well as federal, state, and local officials, CPW developed a fast track yet long life design that can be used as a model for underground construction of tunnels in urban areas. The paper that follows summarizes key aspects of the Ashley River sewer tunnel project. HISTORICAL CHARLESTON Charleston, South Carolina is a culturally significant and historic city that was originally settled in 1670. There are over 100 buildings on the National Register of Historic Places within the Charleston area. Additionally, the first shots of the American Civil War were fired at Fort Sumter in the Charleston Harbor in 1861. As one can imagine, tourism generates significant business for the area with over 1.5 million people visiting Charleston each year. No project, especially one that requires digging, is done within the old city on the Charleston peninsula without careful planning. Many precautions are necessary to prevent damage or disruption to the historical properties. The Ashley River sewer tunnel project is exclusively in the old city. A lot of work was done during the design phase to minimize the impact to historical properties. Some of this work included: an archeological study (where pre-digs were monitored at all shaft sites by an archeologist); a building/structure assessment study (where structures near a shaft site were completely surveyed and cataloged); and an environmental study.

Jan 1, 2005

By Daniel W. Kappes, Pierre F. X. Mousset-Jones

"In this paper a discussion is presented of a program designed to produce a 40-day production forecast for an underground stoping system.The program is intended to be a tool for the operations department in an underground mine, and is designed to utilize data readily available from production reports. Brevity of data input, ability to revise slope conditions easily and the accuracy of starting stope status are stressed. Applicability of the program to a wide variety of sloping methods makes the program potentially useful in a large number of mines.The general functions of the program subroutines, and input and output lists are discussed. An example is also given of a stope in operation for a three-day period, which shows how the program can handle production irregularities as they arise."

Jan 1, 2014

This paper traces briefly the reasoning which led to the decision to extend the existing internal shaft at the Rosebery Mine and to instal underground a larger winder (No. 2 Hoist) with capacity to handle all hoisting requirements to a depth of approximately 2,500 ft. on an incline varying from 83" to 55" to the horizontal. It then covers the specifications and selection of the winder, the design of the winch chamber, rope raise and bins, the excavation, support and lining of the chambers and the transport to site and installation of the machinery. Finally a brief description is given of the mechanical and electrical parts of the winder.INTRODUCTIONThe existing shaft winder on the internal inclined shaft situated on No. 8 Level of the Rosebery Mine had reached the limit of its capacity. Hoisting 21-ton capacity skips in balance, with a 13/16-in. diameter rope, it required four layers of rope on the 3 ft. 6 in.drums to reach the loading station under No. 12 level at a depth of 864 ft. (Fig. 1). This entailed heavy wear on the multi-layered rope and heavy stresses on the cheeks of the drums. Continuous working on three shifts was necessary to handle ore, men and materials, and a hold-up from any cause whatever meant an interruption to production on the lower levels of the mine. The maximum output of the hoist whilst hoisting from the No. 12 level loading station was 50 tons per hour. It was obvious therefore, that a larger winder was required if output was to be maintained.Diamond drilling had proved the existence of sufficient ore at depths well below No. 12 to warrant exploitation and a decision had to be reached on the means of hoisting this ore.

Jan 1, 1958

By T Peglas, A de Aboitiz

The Queensland Government, via the special purpose company vehicle û City North Infrastructure Pty Ltd û is currently developing BrisbaneÆs Airport Link underground toll road and Northern Busway (Windsor to Kedron).Airport Link is a predominantly underground toll road planned between BrisbaneÆs northern suburbs, the airport and the Brisbane Central Business District (CBD) frame. The Northern Busway forms part of BrisbaneÆs expanding busway network, sections of which will be jointly delivered with Airport Link. Airport Link will connect the North-South Bypass Tunnel, Inner City Bypass and local road network at Bowen Hills to the northern arterials of Gympie Road and Stafford Road at Kedron and Sandgate Road and the East-West Arterial in the cityÆs north-east. The Northern Busway is a two-lane, two-way bus-only roadway proposed to connect the existing Inner Northern Busway at Herston with Windsor, Lutwyche, Kedron, Chermside, Aspley and Bracken Ridge. Airport Link and Northern Busway (Windsor to Kedron) is one of the largest infrastructure projects planned in the first phase of the State GovernmentÆs South East Queensland Infrastructure Plan and Program. The paper will provide an overview of the projects, including a discussion on the technical and environmental aspects as well as the procurement of the Airport Link as a public private partnership.

Jan 1, 2008