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By Sudarshan Martins, Peter Radziszewski

"Tumbling mills are machine, operating in non-equilibrium, capable of applying forces on the ore contained within, causing the ore to break down. The action of the mill on the ore is very inefficient, producing a large quantity of heat. The inefficiencies of the mill drive the desire for improvement, spawning research and development activities. Given the non-equilibrium nature of the mill, the theory of Large Deviations is proposed as the framework that captures the state of the mill. The theory of Large Deviations allows for the determination of the rate function and the scaled cumulant generating function (SCGF), for systems in either equilibrium or non-equilibrium. Powerful connections can been made between familiar concepts of statistical physics and the concepts introduced by the theory of Large Deviations: entropy can be associated with the rate function; the scaled cumulant generating function with the free energy. It is shown that observables, compatible with Large Deviation theory, can be identified for the tumbling mill. Here, the time series of the energy associated with an element of the charge is such an observable. Furthermore, using some experimental data, it is shown that the time series of the energy can define a rate function, thereby describing the system within the Large Deviation framework. Finally, a discussion of the results is given, particularly how this theory can be further developed for tumbling mills."

Jan 1, 2014

By Márcia Maria da Silva Monteiro Pereira

Tundish is the last reactor where significant metallurgical operations can still be done. Calcium aluminate slags are able to positively contribute to metallurgy considering oxide separation, protection against reoxidation and preclusion of resulphurisation. However, these are poor insulators. When using low melting point slags it is necessary to use another covering material. The deviation from saturation can be used as a measure of absorption capacity. By utilizing computerized construction of ternary and quaternary diagrams it is possible to compare different slags and to find proper slag compositions with reasonable capacity to dissolve inclusions. Objective of the present technical contribution is to evaluate tundish slag capacity to absorb inclusions, considering a particular tundish industrial slag and the changes in its chemical composition during continuous casting of steel. It was observed that slag composition changed during the continuous casting process; this variation is possibly related to interaction between the CaO-Al2O3 liquid slag and the rice hull ash layer which is used above it. Computational thermodynamics was used to determine activity of alumina dissolved in liquid slag; it was observed that the variation in slag composition did not change slag capacity to absorb inclusions, since precipitation of Al2O3 solid phases is not predicted.

Aug 17, 2017

By Zay, Jeffries

THE effect of thoria (ThO2) on grain growth in tungsten was discussed in some detail in a paper presented before this Institute by one, of the authors in 1918.1 In that paper it " was assumed that the, thoria was present in the tungsten entirely as a mechanical mixture. There was no indication in the experiments described that even a trace of the thoria was in solid solution in the tungsten. Langmuir,2 however, observed that thoriated-tungsten filaments under certain conditions showed electron emissions many thousand times greater than unthoriated tungsten at the same temperature. He concluded from his studies that a slight amount of the thoria had dissociated on heating the filament to a temperature near 220°. C. At this temperature and higher, part of the thorium diffuses to the surface of the filament where it evaporates at. a much faster rate relatively, than the tungsten, and also at a rate, nearly as fast as it is brought to the surface by diffusion: If the temperature is lowered to say 1800°,. C., diffusion of the thorium atoms to the surface is more rapid than evaporation, sown adsorbed film of thorium atoms is produced on the surface of the tungsten filament. The electron emission is governed by the outside layer of atoms so the emission from such a filament might be expected to approxi¬mate that of a thorium filament at the same temperature. PRESENCE OF METALLIC THORIUM IN THORIATED TUNGSTEN If the filament containing the adsorbed film of thorium. is heated to a sufficiently high temperature, the thorium atoms evaporate: rapidly and the electron emission becomes more nearly that of tungsten. On cooling again to 1800° C., or thereabouts, the emission 'builds up gradually to a maximum. The filament containing the adsorbed layer of thorium atoms is said to be "activated." By studying the rates of activation under different conditions of prior thermal treatment and at different temperatures, Langmuir was able to arrive at an estimate of the

Jan 1, 1927

By P. W. Billwiller

Abstract The Britannia Mining and Smelting Company, Limited, have replaced diamond drills with percussion drills and tungsten: carbide bits for most of their blast hole drilling operations and have thereby reduced ore breaking costs. Two-inch Carset bits .are used, with one-inch hexagonal Atlas Chippewa alloy steel in 3-foot .and 6-foot lengths. Locally made couplings of Atlas SPS 245 alloy steel connect the rods. The machines used are 31½-inch automatic leyners with lugged or anvil block chucks. For drilling holes below the horizontal, the lugged machines with special adapter rods made from 114- inch solid round Atlas SPS 245 are required. These rods are lugged at one end and a water hole is drilled for six inches into the other end. Over this rod is placed a water swivel which permits the water or air to be sent directly into the steel. A decreased cost per foot, increased footage per shift, and the use of standard equipment and crews are some of the main advantages of tungsten carbide drilling over diamond drilling. Introduction Long-hole drilling with percussion drills and sectional steel was introduced in several American mines some twenty-five years ago. It did not prove very successful, however, because the rapid gauge loss in steel bits necessitated the use of very large starter bits. This in turn rapidly fatigued the straight carbon-steel then in use, made it difficult to maintain the couplings, and resulted in a slow drilling rate. The introduction of the tungsten carbide insert bit and alloy drill still has changed this picture and opened real possibilities for the application of percussion drills to blast-hole drilling. If this type of bit had been perfected ten years ago, much of the research work and experimenting done to apply diamond drills to ore breaking would have gone toward developing the application of the tungsten carbide bit to this problem.

Jan 1, 1950

By J. C. Heaslip

Introduction The greatest single advance in rock drilling practice since the advent of percussion drills was the introduction of tungsten carbide tipped rock drill?bits. The evolution of rock drills has been a long and highly diversified effort which has culminated in the highly refined ?drilling machines we know today, but because of the spectacular possibilities shown by ?detachable bits, and especially those with tungsten carbide inserts, there is little doubt that the cutting face of .the drilling unit has in recent days stolen the spotlight of rock drilling research and commanded the major attention of the rock drilling fraternity. "Solid" Steels Until about twenty years ago, all rock was drilled with a one-piece rod with a bit forged on one end. In the early years of the art of rock drilling, there was tried every conceivable pattern of :bit from the single-edge chisel to elaborate geometric 'designs. In the end, it was found that a 4-point bit with two sharpened cutting edges crossing each other at right angles would serve best for most rock drilling requirements. For some years thereafter, the main concern of drill manufacturers was .to obtain the best possible steel for drill rods. This was not accomplished as easily as might be thought. The cutting end had to be such that it could be hardened sufficiently to do its work without premature dulling and yet not so brittle as to shatter under the multiple impacts.

Jan 1, 1951

By Tingting Li, Guodong Li, Dezhou Wei, Cong Han, Shuling Gao, Yanbai Shen

"The aim of this study is to solve the problem of tungsten leaching from scheelite concentrate using sodium hydroxide in the presence of phosphate by an autoclaving process, which is one of main development techniques for tungsten recovery. To understand the applicability and leaching performance of tungsten leaching from scheelite concentrate, the main work is to investigate the effects of leaching parameters such as initial concentrations of NaOH and Na3PO4, reaction temperature, stirring speed, liquid-to-solid ratio and reaction time on WO3 dissolution rate to obtain the optimal leaching conditions. The chemical composition and phase composition of the samples were evaluated by means of XRF and XRD. The content of WO3 in the leaching residue obtained via washing, filtering and drying was analyzed by thiocyanate spectrometric method. The optimal leaching conditions were found to be NaOH concentration of 6.76 mol·L-1, Na3PO4 concentration of 1.35 mol·L-1, reaction temperature of 180°C, stirring speed of 400 rpm, liquid-to-solid ratio of 2.0 and reaction time of 90 min. The results showed that tungsten leaching rate of 99.20% was reached under the optimal conditions. The technology exhibited superior leaching performance, which not only reduced the consumption of sodium hydroxide but also greatly decreased reaction time in comparison to a conventional autoclaving process. INTRODUCTION Tungsten is an important strategic metal, which is widely utilized in a variety of industries due to its high melting point, superior mechanical properties and heat-resistant performance [1-3]. The chief raw materials for the production of tungsten in nature are wolframite and scheelite [4, 5]. Among them, approximately two-thirds of the tungsten reserves contain scheelite deposits in the world [6, 7]. With the progressive exhaustion of high-quality wolframite resources, scheelite has become a predominant primary resource for the production of tungsten [8, 9]."

Jan 1, 2018

By J. P. BONARDI, William F. Boericke

BOULDER COUNTY, Colorado, ranked during the war years and until the end of 1918 as one of the foremost tungsten-producing districts of the world. In 1919 production fell off drastically, due to heavy importations of foreign ores from China, Burma and South America. So large were the imports that even after the enactment of a protective tariff in 1922 of 45c. per lb. on tungsten metal, equivalent to $7.14 per unit (201b.) of tungstic acid? (WO,), the stocks of metal in this country were extensive enough to supply the demands of industry, and prevent general resumption of mining by domestic producers. Even today there are only two producers in the Boulder district though at one time as many as twenty separate companies were in operation. About the same ratio holds for other tungsten-producing districts in the country, including California and Nevada. Total consumption of tungsten concentrate in terms of 60 per cent WO2 in the United States amounted to approximately 3790 tons in 1928, according to Frank L. Hess.' Of this amount, domestic mines contributed 1290 tons, and the rest, 2500 tons, was imported. Yet in 1917, with tungsten concentrate selling at $20 per unit, the Boulder district alone produced 2707 tons, indicating the effect of enhanced ore price upon production. It is believed by American tungsten miners that, given a sufficiently high tariff, all the demands of industry can be met by domestic production without placing a prohibitive burden on consumers. For instance, in steel manufacturing the percentage of tungsten entering into the manufacture is so small that, ?regardless of cost, it can constitute but a small fraction of the cost of steel to the buyer.

Jan 1, 1929

By P. B. Altringer

The Bureau of Mines conducted laboratory tests to develop a process for recovering a marketable grade of tungsten from the brine of Searles Lake, Calif. The brine contains only 56 parts per million of tungsten (70 ppm WO3). Using ion exchange resins synthesized by Bureau chemists, 98 percent of the tungsten was extracted from the brine and 92 percent of the tungsten vas recovered as a marketable iron-tungsten concentrate containing 44 percent tungsten as tungsten trioxide. Although major technical problems have largely been resolved, research is progressing to escalate testing in a process investigation unit to provide more reliable data for an economic appraisal.

Jan 1, 1978

By Daniel Hodouin, Claude Bazin

"This paper examines the economic advantages of tuning the operation of a differential Cu-Zn flotation circuit as a function of metal prices. Three operating strategies are considered in the analysis: 1) the operation of the circuit at planned copper and zinc concentrates grade with maximum recovery of both metals; 2) the operation of the Cu circuit at maximum copper smelter return per ton of ore and of the Zn circuit at a maximum zinc smelter return per ton of ore; and 3) the operation of the circuit at maximum copper and zinc smelter return per ton of ore. The second strategy tunes the copper circuit independently from the zinc circuit, while the third strategy tunes both circuits simultaneously IntroductionMetal prices play a very important role in the mineral industry (Malhotra and Dowling, 1991). In many cases, metal prices can be the basis for the GO/NO GO decision of a mining project (Malhotra and Dowling, 1991; Apostolides, 1983; Davis, 1996). This direct impact of metal prices on company revenues is highlighted in many annual reports. The 1995 Noranda Annual Report indicates that a variation of 10% of the copper price impacts its yearly revenues by $25,000,000. Some mine operators claim to mine stopes as a function of metal prices (Liimatainen, 1996; Hartman, 1992). This impact of metal prices is also recognized by mill operators that seek strategies to tune ore processing circuits to maximize revenues from the concentrate they sell to smelters (McKee, 1991; Barker et al., 1989; Hales and Ynchausti, 1994; Cipriano et al., 1995). In many cases the problem of tuning the operation of an ore processing circuit is complicated by the fact that the ore contains two or more valuable metals which have to be recovered into separate products. The Agnico-Eagle (Robitaille and Cousin, 1995) and Barrick East Malartic (Pelletier, 1996) Cu-Au mines are examples, as well as the Cu-Pb-Zn Brunswick mine (Shannon et al., 1993) or the Cu-Zn Louvicourt (Whiteway, 1995) and Selbaie (Wright, 1995) mines."

Jan 1, 2000

By Martin Herrenknecht

Tunnel boring machine (TBM) development continues to take on not only larger diameters, but also more difficult ground conditions. Ground conditions consisting of unstable faces with water pressures up to 15 bar have required innovative design approaches. A systems approach has been required to produce tunneling machines that can safely excavate the tunnel in an efficient, cost-effective manner that stresses production and labor saving approaches. This article reviews the current design developments and present recent projects where these most recent principles have been applied. The world?s growing population and rapidly proceeding urbanization are boosting an enormous demand for new and high-capacity infrastructures to secure the mobility of goods and people. Densely populated areas face the challenge of providing efficient traffic infrastructure such as a modern public transport system. At the same time, the maintenance and modernization of supply and disposal structures for water, sewage, energy and communication are essential. Last but not least, are supra-regional transportation routes such as long distance water diversion schemes. All of these projects are as demanding and are characterized by a tight time schedule. In this context, the demand for efficient tunnels for traffic and utility lines is increasing, as new infrastructures often leads underground because of limited space above ground. Also, tunnels are the obvious choice to cross natural barriers like mountain ranges. To handle the complex and variable geological conditions and other constraints, such as low overburden, high water pressure or long tunnel drives while facing increasing demand of a quick completion of a project, mechanized tunneling sets standards regarding safety, profitability and environmental protection in traffic tunneling projects as well as in the trenchless construction of utility tunnels. Different machine types and working principles have been developed to master various geological and hydrogeological requirements. Continuous activity in research and development leads to constant improvement of the mechanized tunneling process.

Jan 1, 2008

On Dec. 20, 2013, an 8-m (26.2-ft) diameter Robbins hybrid single shield/earth pressure balance tunnel boring machine (EPB TBM) was launched to bore the Grosvenor decline tunnel for Australia?s Anglo American coal mine. The machine was built using onsite first time assembly (OFTA) in order to fit within a tight project schedule. Assembly at the remote jobsite near Moranbah, Australia took about four-and-a-half months, and then the machine was walked down into a launch tunnel. Two decline tunnels, at grades of 1:6 and 1:8, will be used for mine access to new coal seams. The hybrid machine is tackling mixed ground conditions ranging from sand and clay to varying types of sedimentary hard rock up to 120 MPa UCS, as well as coal seams. Methane gas is expected to be present throughout the tunnel, so the machine has been designed as explosion-proof-compliant to ERZ-1. ?Grosvenor is the first underground coal mine in Queensland to use a TBM for drift construction,? said Glenn Tonkin, Grosvenor project director. ?We are proud to be pioneering this technology.? Only about 300 m (984 ft) of ground in each decline tunnel is expected to require EPB mode, while the rest of the tunnel will be bored in hard rock mode. Thus, the design was optimized toward hard rock excavation.

By Jurij Karlovšek, Marko Žibert, Scott Keniston

"SUMMARY The importance of information management was recognised in surface construction industry decades ago, and has increasingly being recognised through formal process and laws. Around the world, these laws and codes of practice are currently being drafted and enacted, to reflect the development of software tools and corresponding increasing adoption by industry. This paper deals with specifics of implementing information modelling in tunnelling business utilising BIM (Building Information Modelling) technology developed for buildings as well as similar technology developed for mining industry. Although BIM is recognized initially as a 3D digital representation of physical and functional characteristics of a facility, the real benefits come when complex capability through construction sequencing and even detailed programming (4D) and cost capabilities (5D) are included. INFORMATION MODELLING The Architecture, Engineering and Construction (AEC) industry requires the production of design and construction information, which involves the input from several teams. The tasks allocated to each team need to be carried out in a particular order and coordinated in order to benefit all those involved and the project itself; this is known as “collaborative working”. To ensure the quality, and guarantee that information can be used without change or interpretation, working processes and standards needs to be agreed upon or else it will hinder collaboration and have a negative impact on project delivery. Case studies show that the additional capital delivery costs due to uncoordinated, inaccurate and ambiguous information amounts to 20-25%. The solution to overcome these problems and improve collaborative working in a project is the adoption of BIM. It is a modern approach to the design, documentation, delivery, and life cycle management through the use of project information databases coupled with object-based parametric modelling. BIM requires traditional practices shifting from simple drafting to using 3D native models for building design environment. Additionally, it requires that models are equipped with information that has been traditionally decoupled in a text or other kinds of documents. The goal is not in creating a 3D graphic representation of design intent; rather, it is a comprehensive information management tool based on the simulation of design and construction build around a central repository."

Jan 1, 2016

By William I. Gardner

Optimum design of a structure obviously requires a thorough knowledge of the materials to be utilized in its construction. When the structure is a tunnel, a most important element in its design and construction is the geology. As a tunnel may be many miles in length and at depths of hundreds or thousands of feet, we face a real problem to meet the needs of the designer and builder. How can we determine the properties of our construction materials in this situation? Engineering geology has had a formidable challenge to meet the requirements of conventional excavation methods; the advent of machine methods for rapid excavation compounds the requirements for more detailed and more precise geological knowledge of the tunnel site. This chapter will discuss the means now at our disposal to meet the challenge to produce the required data on the tunnel site in the preconstruction stage. Our considerations will be directed towards construction of a free-flow tunnel, primarily in fractured rock formations, without any requirements for the rock mechanics type of in-situ tests that might be made for a pressure tunnel or for a large opening for an underground power plant. In essence the investigation must determine: (1) The geologic conditions affecting the type of construction equipment and excavation method of the rock to be broken and removed. (2) The quantities of water and gas to be encountered. (3) The strength and stability of the material surrounding the bore and its need for support and lining. GEOLOGICAL FACTORS AFFECTING TUNNEL DESIGN AND CONSTRUCTION The engineer or contractor may classify the rock as either competent or incompetent or more pointedly as "good" or "bad" ground. The geologist may bestow a precise petrographic name upon the rock, such as granodiorite or indurated tuff breccia or name the formation, as Mancos shale, for

Jan 1, 1970

By Brian Gettinger, Jared Barber, Richard Weatherly, Shannon Dunne, Jeff Masek, Chuck Wolf, Fazle Rabbi, Jack Canfield

During Hurricane Harvey over 60% of the 39 WWTPs, including the low-lying 25 MGD Sims North WWTP, and one third of the 382 lift stations owned and operated by the City of Houston were flooded resulting in extensive facility damage, loss of service and uncontrolled release of untreated wastewater into bayous and creeks. In response, the City has embarked on an effort to improve system resiliency by consolidating at-risk facilities with a network of deep sewer tunnels. These tunnels will provide secondary benefits to the collection system of augmenting the capacity of the existing 6,000 miles of sewer mains and lowering the collection system profile in poor performing areas. Investigations on the cost to mitigate the flood damages by raising the liquid stream processes at the Sims North WWTP is estimated at nearly $450 million. Instead of spending $450 million to raise the plant, the funds will be directed to providing a more robust and resilient wastewater system for the Sims basin area of Houston. The backbone of this new system is a 4.5-mile-long, 110 inch diameter deep gravity sewer tunnel that will convert a system heavily reliant on distributed lift stations to a majority gravity system with a deep consolidated lift station at the Sims South WWTP. This will also allow the City to address the flood prone infrastructure at Sims North and consolidate its operations into a single permitted outfall for this collection system. This approach is the outcome of a team effort focused on maximizing system resiliency and sustainability for the next 100 years. By thinking outside the box, the City of Houston will not only mitigate the flooding risk at Sims North WWTP, but also solve regulatory and operational challenges throughout the sewershed and deliver a winwin on multiple levels.

Jun 13, 2021

By W. L. Saunders

(Wilkes-Barre Meeting, June, 1911.) I. INTRODUCTION. IT is now generally admitted by experts that at least so far as rapid progress is concerned the Alpine system of tunnel-driving is superior to any other. This is perhaps natural in view of the record of experience in driving tunnels through the Alps. These great mountain-chains cannot be treated in the ordinary way by shaft-sinking and driving headings, thus multiplying the points of attack. The work must be done from the ends only, hence speed in driving is of the utmost importance; and, as necessity is the mother of invention, the concentration of effort to make progress has resulted in an organization and in mechanical appliances that have produced results so much in excess of the usual practice, even in America, that a discussion of the subject in detail should be of much value to the engineer and contractor. The first Alpine tunnel was the Mont Cenis, length 7.5 miles, driven with a progress that averaged about 7.75 ft. per day. Next came the Saint Gothard, 9.5 miles long, 18 ft. per day; Arlberg, 6.5 miles long, 27.25 ft. per day; Simplon, 12.25 miles long, 36 ft. per day. The figures represent progress when driving from two headings, so that by dividing them in two we get the daily single-heading progress. The latest of the Alpine tunnels is the Loetschberg, now being driven. In this work the world's record has been beaten by a single day's record in one heading of 36 ft. and by an average daily record in. one heading of 29.5 feet. The Alpine range forms a natural barrier between a large section of northern and southern Europe. This range extends from the southeast of France to the frontier of Hungary, between Italy and the plains of southern Germany. The contour

Jul 1, 1911

By Larry F. Drolet

Charleston, SC is anything but boring. The city was founded in 1670 and has played a significant role throughout the history of the United States. Located along the coast of the Atlantic Ocean in the southeastern United States, Charleston was a vital city in America?s early existence. Charleston?s coastal location has helped the city become the fourth largest cargo port in the United States and earn the 2011 designation as the number one travel destination in the United States by the Conde Nast Traveler Magazine. Part of Charleston?s charm and beauty can be attributed to its historic structures and churches that line nearly every sidewalk, roadways that were laid out based on the width of horse carriages, great weather, southern hospitality and coastal living. Now imagine the challenges of installing new, or re-placing aging infrastructure, in this setting. Every shovel full of dirt, every stick of pipe and every roadway sub-surface has its own historic story to tell. For engineering minded individuals, Charleston?s infrastructure has almost as fascinating a history as its more visible surface structures. Charleston was among one of the first American cities to construct separate sanitary and storm water drainage infrastructure. This concept has roots dating back to the city?s founding and is a credit to the foresight of its founding fathers who understood the basic health differences between sanitary and storm water.

Jan 1, 2013

By Irene Bendanillo, Canon Cheung, Justin Lianides, Derek Penrice

The SLAC National Accelerator Laboratory’s two-mile-long particle accelerator generates the world’s brightest X-rays from its Linac Coherent Light Source (LCLS) freeelectron laser. This facility has driven groundbreaking discoveries in medicine and industry. The LCLS-II-HE project will provide a significant increase in laser energy, allowing cutting-edge research in fields including biology and environmental science. A key project component is the Low Emittance Injector Tunnel (LEIT), a 240-foot-long tunnel to be built alongside the existing accelerator and connected to it via a 30-footlong Transfer Tunnel. This paper discusses site and scientific constraints that led to the selection of the LEIT configuration: tunnels to be constructed using the sequential excavation method in mixed-face conditions comprising native rock and placed backfill, and critical design considerations including protection of overlying and adjacent historic structures and structural accommodation of near-fault seismic loading.

Jun 13, 2023

By Shawna Von Stockhausen, Hong Yang, Tung T. Vu, Derek Penrice, Kevin Huynh

"The Regional Connector Transit Corridor is a 1.9 mile long light rail transit project in downtown Los Angeles, California. The project includes approximately 4,930 feet of twin bored tunnels together with a mined crossover cavern, 3 deep stations, and other cut-and-cover structures. The bored tunnels will be excavated using an earth pressure balance tunnel boring machine through Fernando Formation (extremely weak to weak rock) and alluvium. The tunneling will be performed in close proximity to a large number of existing structures, including the existing Metro Red Line tunnels with as little as 6 feet of separation. Thus, the evaluations of the tunneling effect on these structures and the instrumentation and monitoring program is an essential part of the project design. This paper provides a very brief overview of the considerations and evaluations of the tunneling effects on the existing structures and results of evaluation obtained during the final design stage of the project. INTRODUCTION The proposed Regional Connector Transit Corridor (RCTC) project provides a 1.9 mile-long connection between the Metro Gold Line from Pasadena and East Los Angeles; and the Metro Blue Line to Long Beach and the Expo Line to Culver City. The alignment is shown in Figure 1. The Regional Connector will provide new tracks through downtown Los Angeles. The project will extend underground from the Metro Blue, Expo, Red, and Purple Lines’ 7th Street/Metro Center Station following Flower Street, curving northeast to the north of 3rd Street under the 2nd Street Tunnel. The alignment will then continue eastward under 2nd Street, turning northeast to cross under the intersection of 1st and Alameda Streets, then splitting into two branches above the ground surface, one branch extending north along Alameda Street and the other extending east along 1st Street. The project elements include 3 deep stations, a SEM cavern, segments of TBM bored tunnels, and cut-and-cover guideway structures. The bored tunnels have an excavated diameter of 20.3 feet. The subsurface conditions along the tunnel alignment generally consist of artificial fill overlaying finer-grained alluvium (dominantly medium dense to dense sandy soils), underlain by coarser-grained alluvium (a wide variety of medium dense to dense sandy and gravely soils). Below the coarser-grained alluvium is Fernando Formation, which is characterized as extremely weak to very weak sedimentary bedrock. A long stretch of the alignment will be excavated in this formation. The soil layers above the Fernando Formation are of variable thickness and spatial distribution. The geologic profile is shown in Figure 2."

Jan 1, 2016

By Anita Wu

"GENERAL BACKGROUND/CONTEXT The £300 million Bond Street Station Upgrade project will provide essential congestion relief and step-free access to an important interchange and destination station in the heart of the London Underground network. In 2010 London Underground (LU) let a design & build contract to Costain Laing O’Rourke (CoLOR), with the works to be completed in early 2017. CoLOR’s lead designer is Halcrow-Atkins JV (HAT). The station upgrade works comprise the following principal elements: •,A new satellite ticket hall on the North side of Oxford Street •,Two additional escalators and stairs providing congestion relief to the Jubilee line platforms •,Four lift shafts to provide step-free access between the different levels of the station •,Additional stairs to Central line platform level •,Tunnelled connection to the Crossrail station immediately to the south •,Connecting passageways, including ten connections to existing station tunnels. To achieve this, an existing property at 354-358 Oxford Street has been purchased and demolished, and the basement deepened to make provision for the new ticket hall. From this basement two circular shafts have been sunk, providing construction access for the tunnelled passages and lift and escalator shafts. The tunneling is principally in the London Clay stratum, which is widely recognized as a favorable tunneling medium, although the deepest parts of the works extend into the Lambeth Group strata which consist principally of stiff clays at this level but also contain water-bearing sands. The majority of tunneling has been carried out using mechanical excavation and sprayed concrete linings but other techniques have been used in areas where SCL is not practicable.A key challenge for design and construction of the works has been spatial constraint, in particular due to: •,The existing underground station layout •,The Limits of Deviation for the works •,The small construction site at 354-358 Oxford Street •,Overlaying Third Party assets including Listed buildings, sewers and water mains."

Jan 1, 2016

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