Search Documents

By Roland Trunk, Marcel Imbach, Yves Boissonnas, Jan Vesely

"INTRODUCTION The expansion of the Suez Canal, which runs between the Mediterranean and Red Sea, is at the top of Egypt’s economic agenda. The £8 billion development plan includes a new channel alongside the existing one which will double the number of ships able to pass each day and several tunnels to connect the Sinai peninsula to the main part of Egypt. The Egyptian government ordered three new tunnels under the Suez Canal in the area of Port Said as part of the Canal Region Development Plan. The three tunnels will contribute to the North Sinai expansion, helping to create a vast industrial zone and completing the coastal road extension from Rafah to Nuewiba. Two of these three tunnels will be allocated for roads and the third for railway traffic. A further part of the Suez Canal development mega project are an additional six tunnels in the area of Ismailia and Suez. The focus of this paper is on the two road tunnels in Port Said and will give an overview of the project and the challenges encountered regarding the technical complexity and tight time schedule both in its design and execution. PROJECT OVERVIEW The tunnels will be built in the area of Port Said (see Figure 1) which is the most northern part of the Suez Canal.The road alignment connects the Port Fuad Road in the east bank of the Suez Canal to the Port Said-Ismailia highway in the west bank with a dual carriageway section. Each of the carriageways has two lanes. The bored diameter of the 2.8 km long road tunnels is 13.050 m and will be driven with two Mix-Shield TBMs. The distance between the two tunnel axes is planned with 42.5 m (discussion about a reduction are ongoing). The width of the Suez Canal is around 340 m at upper level and around 170 m at the bottom. During the TBM drive, three main geological layers are expected. Below a depth of around 40 m in a very soft clay layer, a dense to silty sand layer is predicted. Within the sand layer another silty hard clay is expected in different depths with variable thickness. After finishing the excavation of the road tunnels, the same TBM will be used for the railway tunnel. The lowest points of the road tunnels will be located 59 m below the surface (tunnel invert to surface) and only 18 m of ground cover exists between the tunnel crown and the Suez Canal invert. Minimum ground cover over the tunnel crown is approximately nine meters at the tunnel portals."

Jan 1, 2016

By Mahony BK

This paper discusses the major infrastructure elements required to support a typical Australian mining development. Infrastructure elements are grouped into four major types, urban planning, transportation, power and communications and water supply. The design criteria applying to individual elements within these groups are briefly discussed as well as order of magnitude cost estimates. The use of simulation models to test the capacity of existing rail networks, as well as novel sources of energy generation, are also described.

Jan 1, 1983

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 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 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

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

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 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

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 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

By Arnold R. Pasieka, George V. Sotirow

"The object of this paper is to outline a computerized net cash flow approach for practical cutoff grade determinations. A cutoff grade carries not only geological but also economic value, in which costs are balanced against revenues. For different situations, cutoff grades are a 'standard of value' that are determined for the purpose of classifying economic or uneconomic mineral reserves in a specified time frame. In a constantly changing technical and economic environment, the decision to develop or maintain a mining operation at its best economic potential, requires an appropriate cutoff grade strategy, a strategy consistent with short- and long-term operational and corporate objectives and one based on realistic marketing and metal prices forecasts. The use of a project evaluation computer program, in combination with specific corporate net cash flow requirements, shows the most promising and flexible team approach for cutoff grade optimization.IntroductionThe recent recession has had a devastating effect on the Canadian mining industry. Exploration and mining R&D expenditures have been critically reduced and now are believed to be below healthy levels. Ore reserves, mine life and cutoff grades are careening in several directions because of low base metal prices, relatively high costs and sensitive precious metal prices.These conditions demand an improved understanding of the terms ""ore"" and ""cutoff grades"" as they are applied to the planning process and day-to-day operations. ""Ore"" or 'ore reserves"" is a dynamic concept, reflecting a cumulative effect of changes in geological, technical and economic conditions in terms of material which can be mined at a potential profit. By contrast, if economics are not the primary consideration, the term ""mineral reserve"" or ""mineral inventory"" should be used to describe the mineral deposit. For different situations, cutoff grade is ""a standard of value"" determined for the purpose of classifying mineral reserves as economic or uneconomic in a specified time frame. The question of mining at average reserve grade or low-grade material during high metal prices is of paramount importance for cutoff grade strategy."

Jan 1, 1985

By Tony Peglas, Harry Asche, Eva Wood

The North-South Bypass Tunnel is a new $AUD1.5 billion underground traffic route in Queensland, Australia, a project of the Brisbane City Council. The tunnel is approximately 5.2 km long, bypassing the Central Business District, and is adjacent to and below major buildings and services. Road tunnel alignment issues include the complex southern connections to the Pacific Motorway and the design of ramps to the east and the north. A review of road tunnel alignment criteria and accident data for Australian and overseas tunnels, similar to the proposed NSBT, are discussed. The key findings of this review lead to a rationalization of the traditional tunnel cross sectional width allocation. The road alignment design elements adopted for the NSBT are also discussed. The NSBT route crosses beneath the Brisbane River. Geotechnical investigations and hydrogeological modelling are described. The crossing has a fundamental impact on the alignment and the tunnelling methods. The tunnelling methods to be adopted and the tunnel support are described. The geotechnical investigations and hydrogeology analysis culminate in the selection of a single shielded TBM for the reference design. These outcomes are related to complex issues of hydrogeology and contaminated groundwater. These are discussed in detail.

Jan 1, 2005

By Mina M. Shinouda

Brightwater West (BT4) represents the state of the art in utility tunneling, namely a long relatively small diameter, soft ground tunnel, with no intermediate shafts, under significant groundwater pressures, requiring very precise survey control in order to hit a small exit window. The tunnel is over 6.4 km (4 miles) in length, is expected to encounter active earth pressures of over 5 bars in glacial geology, and a planned hole through into a shaft eye constructed at 45.7 meter (150 feet) below the water table. Despite the fact that all of these challenges have been previously overcome in larger diameter tunnels, the technical solutions are much more challenging in a smaller diameter due to the lack of space available for implementing the equipment and techniques required. In addition to the technical challenges, the project is faced with many of the constraints designed to minimize the impact of these types of projects on the neighboring community and environment. The work shaft for BT4 is within 15.2 m (50 feet) of Puget Sound and is on a site that was previously occupied by petroleum storage tanks, and all of the tunnel muck has to be removed from the site by barge as trucking is not allowed by contract. The paper addresses the work performed during the preparation for tunneling stage of this project both in assembling the TBM and in preparing the site for its arrival.

By K B. Bowley

This paper covers the application of a systematic maintenance plan by the Plant Engineering Department of Rio Algom Mines Limited, Milliken Division. The plan established the function of work study, developed and installed formal work planning and labour cost control procedures, and extended the existing preventive maintenance routines. In June, 1961, assisted by management consultants, a more scientific approach to maintenance was instituted. The emphasis was placed on the control of labour. The development and application of the primary control system was established with-in six months. Since then, the Department has operated for a year, consolidating the system. The procedure of the installation, the results achieved and the results to be expected will be discussed. JNTRODUCTION THE Milliken Division of Rio Algom Mines Limited operates a 3,000-ton-per-day uranium mine, in the Elliot Lake district of Ontario, which went into production in April of 1958. The lowest operating level is 3,000 feet below surface. Mining is carried out by open stopping, with planned pillar support and footwall haulage on rail.

Jan 1, 1963

By P. Hickey, J. Spenceley, T. J. DeMull

Development of the Batu Hijau Project was successfully completed in the fourth quarter of 1999 with the final handover and start-up of ore processing facilities. The development project had started more than three years earlier, in August 1996, when the Owner, PT. Newmont Nusa Tenggara (PTNNT), awarded an EPC contract to Fluor Daniel (FD) for design and construction of the project including: copper concentrator, port, power plant, town site, and infrastructure. PTNNT managed the development of the mine and procurement of mine equipment with its own forces. Bringing the Batu Hijau copper deposit into production was the largest mining project ever undertaken. Development of Batu Hijau was a complex project involving the work of tens of thousands of people in all parts of the world to complete engineering, manufacture and deliver equipment, supply materials, and build the plant. The ore deposit is located on the tropical island of Sumbawa in a remote and undeveloped section of Indonesia. The location and environment presented challenges for all phases and aspects of the project. To meet the challenges, the project team combined good planning and teamwork to best utilize the resources available. This approach assured continuity of personnel through construction to operations and minimized cost, resulting in completion of the project ahead of schedule and under budget.

Jan 1, 2001

By Philippe Dumont

?Lay out of the tunnel section ?General ?Geology ?Tunnels methods ?Stations constraints ?Impacts on tunnels ?Design ?Programs

By Ruston R

When coal mining first commenced in Australia, the principle objective was low cost production with development directed toward recovery of 'easy' coal. Future expans- ion of these early mines into major under- ground operations was neither envisaged nor planned. As the demand for coal grew, these mines were expanded to increase output. however, the absence of initial ventilation planning brought about ad hoc systems wh;ch required continual repair and upgrading. These systems proved satisfactory in the short term because the majority of undergrouni coal mining operations were carried out at relatively shallow depths where gas emission rates were low. By comparison, coal is now being won at depths exceeding 500 metres with a corresponding increase in gas flow from the working seams and adjacent strata. The following paper addresses, firstly, the planning and institution of a ventilation system in a mine where previous inefficiencies were many, and secondly, the value of pre- planning a mine ventilation system in the early stages of mine development, and the need to continually review and upgrade the plan to account for unforeseen ^hanges.

Jan 1, 1983