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By Dave Rogstad

The DART NC-1B Tunnel Project consists of two 5,100 m TBM excavated tunnels, a principal underground station, a partially completed future station, a surface station, and eight associated ventilation shafts and exit tunnels. This paper presents a case history of the project's construction, and will focus on six topics that give this project a unique and unusual history; the TBM excavation, two major differing site conditions, roadheader excavation, polyfiber reinforced shotcrete lining, the NATM design geometry, and a design/build type of contract.

Jan 1, 1995

By John Conway, Gerald Bennett, John Herrick

Research efforts which have led to reduced resin bolting costs at White Pine Mine are described. Key factor was development of the capability to drill small holes (1 1/8 in. diam) in the hard (20,000-30,000 psi) White Pine roof rock. Economic data comparing the 1 1/8 in fully-grouted Resin Bolt to the conventional 1 3/8 in fully-grouted bolt is also included. The development of a method which allows the Resin Bolt to hold itself in the hole thus removing the requirement for the operator to break his "work momentum" while he stops and waits for the resin to set is also described. This technique increased bolter productivity by 23% in a recent full-scale unit test.

Jan 1, 1974

By C. F. Lee, Bezalel C. Haimson

A 300 m deep test hole at Ontario Hydro's Darlington nuclear plant site, 65 km east of Toronto, was used to determine the state of stress in the Paleozoic limestones (O-22O m depth) and the Precambrian granitic gneiss (220-300 m). The results of the hydrofracturing measurements indicated a state of high horizontal stress along the depth of boring and a consistent orientation of principal stresses in each geologic unit. These results were confirmed by a borehole TV camera survey, and by overcoring tests. The magnitudes and orientations of the measured in situ stresses were used in a feasibility study of siting an underground nuclear plant, and in particular in the geotechnical design of proposed reactor caverns in Precambrian rocks. Their implications on cavern stability under operational and accident conditions were analytically studied, taking into consideration the potential superposition of thermomechanical stresses under loss-of-coolant condition, and the possibility of thermal spalling in the host rock.

Jan 1, 1979

By James M. Reichman

Waterjet assist of mechanical cutters has been demonstrated in a variety of laboratory studies as well as on field equipment. As this technique becomes more widely accepted, it will be necessary to develop methods of minimizing the horsepower and water requirements. In machines such as roadheaders, continuous miners, and longwall shearers, the use of waterjet assist can be optimized through the development of phasing valves. Phasing valves will allow only the cutters in contact with the rock to be assisted. Since only 30 - 40% of the cutters are in contact with the rock, the saving power is significant. Flow Industries has developed a phasing system for use on roadheading machines. This system allows the operator extensive control of the angle of assist as well as the quadrant being assisted. This system could be greatly simplified for production machines and adapted for use in continuous miners and longwall machines.

Jan 1, 1985

By Hiroyuki Kawata, Toshiyuki Ueno, Mikio Yamazaki

INTRODUCTION For the construction of several kinds of structures which pass through under railways, we have recently developed an effective and new tunnel construction method, aiming at more secure train operation during the construction as well as the rationalization in the construction works for such structures. Most important in carrying out the construction works for the structures under railways is how to maintain the safe operation of trains. For such construction works, temporary supporting structures and supplemental works have been often applied, for which high cost and long period for the construction have been required. While, this new tunnel construction method has the feature that it is capable of constructing definitive structures for various purposes, which, at the same time, acts as the temporary supporting members for protection of railways. Therefore, this method is now drawing much attention in that higher safety of train operation, low construction cost, and shorter construction period are accomplished, minimizing the period required for slackening the train speed during the construction works.

Jan 1, 1979

By T. D. Rourke, Fred H. Kulhawy, O&apos

From mid-1976 to early 1978, a 5.64 m diameter tunnel, 2491 m long, was excavated by a modified Robbins full-face TBM under shallow cover in highly stressed sedimentary rock in Rochester, NY. In-situ stress measurements were made, and tunnel behavior was monitored with MPBXs, inclinometers, tape extensometers, and instrumented steel ribs. Detailed geologic mapping was also done. In this paper, the as-monitored tunnel behavior is described, and the TBM performance is evaluated from field records. Recommendations are also made for future tunneling in similar geologic environments.

Jan 1, 1981

By R. L. Schmidt, Williamson. T. N.

INTRODUCTION This paper describes one of several research projects funded by the Advanced Research Projects Agency to extend the technology of rapid underground excavation. This study and field research effort are to investigate alternative means to determine rock and geological conditions in advance of a tunnel boring machine (TBM). Approximately 1 year of a planned 3-year program has resulted in the definition of three candidate drill systems. Hardware has been assembled to field test these candidates and testing has begun. The 3-year objective is to develop a single optimum prototype drill and test it in an active TBM operation. ACKNOWLEDGMENT This research was supported by the Advanced Research Projects Agency (ARPA) of the Department of Defense and was monitored by the Bureau of Mines under Contract No. H0210037. The authors and sponsoring agencies are indebted to the quarry operators in California, Virginia, and West Virginia who offered assistance including access to their properties.

Jan 1, 1997

By Peter J. Tarkoy

The art of predicting rock excavating machine performance has become increasingly detailed and refined. Researchers using laboratory experiments and machine manufacturers using field observations have identified and defined mechanisms of failure, rock and tool interaction, and relevant design principles affecting them. Concurrently, practitioners have developed index tests which reflect rock properties relevant to machine performance. Empirical relationships between index properties and machine performance (penetration rate, cutter consumption, and machine utilization) have been established from past experience and are currently used throughout the industry. Contractors have used such relationships for estimating throughout the world. The detail in which geological, geotechnical, test, and project data, empirical relationships, and construction experience are utilized, is limited by time constraints imposed by the bidding period. To fully utilize all available data, methods of analysis, and construction experience, a simple computer program was developed for a microcomputer costing less than $7500. As a result, 1. machine performance predictions are detailed & reliable, 2. construction alternatives may be examined, 3. anticipated conditions & performance are graphically, documented & easily comparable to those encountered, and 4. results include a listing of assumptions & results of performance analyses & a graphic performance summary.

Jan 1, 1979

By Brian Fulcher

The Fort Lawton Parallel Tunnel was built in 1990 - 1991 by Morrison Knudsen Corporation (MK) as an integral part of Seattle METRO's planned expansion of the Westpoint Treatment Plant. The project included a concrete lined 2542 m (8,340 ft) long tunnel bored in sands and clays under the presence of methane gas and over 27.4 m (90 ft) of ground water table. The tunnel roughly paral¬lels an existing and still operating 3.65 m (12 ft) diameter tunnel originally completed in 1909. The parallel tunnel was constructed using a Lovat 4.72 m (15 ft-6 in) earth pressure balanced TBM with ribs and timber lagging as primary support. The tunnel alignment crossed under as much as 91.4 m (300 ft) of overburden as well as twin mainline railway tracks; terminating in a shaft adja¬cent to the Seattle ship canal. The project was completed in June, 1991 after a final "wet-tap" tie-in to the existing brick-lined sewer; over five months ahead of the contract schedule. This paper will describe the construction methods, job site conditions and difficulties encoun¬tered on this very challenging and successful project.

Jan 1, 1993

By Frank E. Dalton, Forrest C. Neil

INTRODUCTION The Tunnel and Reservoir Plan (TARP) (Figure 1) was adopted in 1972 as the most cost-effective way to bring Chicago area waterways up to Federal and State water quality standards. TARP will significantly reduce pollution of these waterways and provide flood relief for Chicago and 53 adjacent suburban communities. These communities, covering an area of 971 sq km (375 sq miles), are at present served by combined sewers, which carry both raw sewage and stormwater. Because porous ground surfaces have been covered over in recent years by buildings, streets, and parking lots, stormwater runoff into sewers frequently exceeds the capacity of the sewers. When this happens, sewers back-up into hundreds of thousands of basements, and the overflows on the combined sewers discharge rainwater mixed with raw sewage directly into the area's waterways at 645 overflow points. The result is severe pollution of the waterways and flooding in 53 communities. During particularly heavy rains, overloaded rivers have to be relieved by opening the locks and allowing the polluted waterways to flow into Lake Michigan, the region's water source. Goals of TARP 1. PREVENT BACKFLOWS INTO LAKE MICHIGAN. 2. ELIMINATE WATERWAY POLLUTION CAUSED BY COMBINED SEWER OVERFLOWS. 3. PROVIDE AN OUTLET FOR FLOOD WATERS.

Jan 1, 1981

By Carl R. Peterson, John Herrick

INTRODUCTION The need for substantial advances in underground excavation technology has produced considerable research activity on a wide variety of concepts under a variety of Government funded programs. One goal of this "Rapid Excavation" effort has been the development of a means to apply the well-known virtues, both technical and economic, of the drill and blast method in a continuous process. The spiral blast concept, aimed at this specific goal, has been funded for initial studies (1) by the ARPA Rapid Excavation Program and, for the experimental work reported herein, by the Department of Transportation (2). The economy enjoyed by the drill and blast method stems from two factors: explosive energy is relatively cheap; and this energy is released so as to cause rock fragmentation largely through tensile failures. The relative ease and efficiency of tensile rock failures have long been recognized. The drill and blast process of course cannot be truly continuous since drilling and blasting (and other necessary functions) simply are separate, distinct operations. Although some surface explosive work has been done to avoid the need for drilled blast holes (3) it does appear that the high performance associated with explosive excavation requires placement of the explosive beneath the rock surface. This paper describes studies of blasting pattern which, in simplest terms, replaces the occasional heavy blast of conventional practice with frequent, much smaller blasts. The objective, of course, is to reduce the size of individual blasts

Jan 1, 1974

By D. E. Piggott, B. E. Hartmann

The thought of constructing an intake shaft five miles from the shore and 142 feet below the surface of Lake Huron from the bottom up sounds like a questionable venture. Why would one want to raise a shaft from the bottom at the end of a 16 foot diameter, six mile long tunnel to within six feet of the bottom of Lake Huron? The answer lies in the fact that Lake Huron is seldom a tranquil lake. The construction period and workable days from the surface are limited. Two previous attempts to construct this intake shaft by conventional means had been thwarted by lake storms. These approaches were circular sheet-piling cofferdams with the intention of sinking a 30 foot OD, five foot wall thickness concrete casing in the center. However lake storms, particularly in the months of November and December, proved disasterous. The last attempt was halted in December 1970 when three of the seven circular cofferdams on the north side were destroyed by pounding waves. Then, due to the nature of the technical difficulties and limited construction schedule time, it seemed desirable to devise a way in which construction could proceed without being too lake-sensitive. Obviously, if men could work from the tunnel and proceed upward toward the bottom of the lake, not having to worry about the soil collapsing and bringing the lake in on their heads, the construction would be unimpeded by adverse weather. The answer to this, however, required techniques beyond the ordinary. Approximately two years previous to the start of this shaft, nine shafts had been efficiently constructed on the same project site

Jan 1, 1974

By Louis W. Riggs

The primary concern in dealing with contractual arrangements for construction is getting the work completed satisfactorily, in the shortest time, and for the least expense for the owner--while assuring that all other parties associated with the contract make a reasonable profit for their effort. In our complex construction climate of today, achieving all of these is usually not possible. Somewhere between the beginning of design and the completion of the work, disagreements and delays arise which can destroy the best of intentions. Assuming that all parties associated with the contract are acting honorably and professionally, the disagreements generally arise through inappropriate contract types or through flawed contract documents. These flaws can be either sins of omission or commission, but we must find a way to lessen, if not completely eliminate, their impact. Disagreements and delays are directly related to the extra cost which the owner and the other involved parties must suffer. Usually the attorneys are the only ones who come out on the positive side. Inappropriate or defective contract documents can be the result of inadequate time for preparation and review, laziness in not searching out the proper terms and language, insufficient recognition of the proper assignment of risks, or just ignorance as to what is right and what is wrong for the particular project. They can also result from a client, particularly a public agency, providing rigid general conditions and format requirements with which the engineer is not allowed to tamper. Arguments

Jan 1, 1979

By F. Mensah-Dwumah, W. H. Baker, G. W. Clough

INTRODUCTION The practice of injecting chemical grouts into permeable soils in order to stabilize them for tunnel construction is a common procedure in Great Britain, Europe and Japan. In this technique, the grout penetrates the soil in a fluid condition, but hardens or "sets-up" in about one hour due to a chemical reaction. As a result, the soil, is strengthened and made less pervious, and this, in turn, reduces ground surface movements, limits ground water flow, and controls movements of the heading during tunnel construction. It is only within the last five years or so that this technology has been used in the United States. Most of the applications have been involved in the work for the Washington Metropolitan Area Transit Authority (WMATA) subway construction. The experience gained from this work is, in many instances, unique and should serve to guide use of the grouting technology in future projects. This paper documents five WMATA case histories; information is provided as to the soil conditions, method of treatment, reason for treatment, and tunnel performance. Locations of the five projects covered by this study are indicated in Figure 1. All are within the boundaries of the District of Columbia and involve soft ground tunnel construction. Basic information for the case histories is given in Table 1. Tunnel sizes and depths below the ground surface as well as general soil conditions are similar in all instances. The tunnels are about six meters in diameter and are located so that the crown is five to ten m below the ground surface. The soils typically consist of alternating sand, clay and silty sand strata. However, soil stratification details are

Jan 1, 1979

By Ian McFeat-Smith, Robert J. Fowell

Roadheader machines have a specific place in modern tunnelling, not simply as a compromise between drill and blast techniques and full face machines, but as an economic and versatile form of mechanised tunnelling where the method of excavation is easily integrated with tunnelling operations. In the past, roadheaders have been subjected to misuses by engineers who failed to realise that, as in all mechanised tunnelling, a planned and systematic approach is essential if the full potential of these machines is to be gained. An increasing awareness of this, together with the introduction of the more powerful roadheader carrying their cutting potential into the hard range of rock is changing this situation and now makes the prospect of using roadheaders particularly attractive (1). The advantages gained by employing these machines can be considerable and Table 1 lists some of them. This table illustrates that from both cost, and installation points of view, the roadheader has considerable benefits over the full face machine. However, the principal advantage gained is in broken ground where heavy supports can be installed immediately at the tunnel face. In addition, access for planned maintenance and repairs to most working parts of the machine is at a premium and average machine utilisations of 40 - 60% can be expected. In comparison to drill and blast methods, up to 40% better progress can be regularly achieved, and the subsequent savings in overbreak costs alone would more than pay for the cost of a roadheader used to drive a 3km long tunnel. As with full face machines, ground disturbance is minimal and for short tunnels in urban areas a road-

Jan 1, 1979

By Tetsuji Hirato, A. J. Monhemius, Yasuhiro Awakura, G. W. Warren, E. Peters

An electrostatic pseudo-liquid membrane technique, in which extraction and stripping take place simultaneously in a single reaction vessel using an electrostatic dispersion, was applied to recover Ni(II) from aqueous 0.1 kg m-3 Ni(II)(as NiSO4) – CH3COONa solutions, and the Ni(II) ions were concentrated by a factor of 9 into an aqueous 1.0 kmol m-3 HCI solution using D2EHPA as an extractant at the applied voltage of 3.7 kV for the dispersion. When the process of ESPLIM proceeds favorably, the concentration of Ni(II) in the upper part of the organic phase of the reaction vessel is lower than that in the lower part. In addition, the concentration of Ni(II) in the organic phase of the extraction chamber is higher than that in the stripping chamber. For the stable operation of this process, the stripping rate must be greater than the extraction rate to prevent the excess accumulation of Ni(II) in the organic phase which leads to the poor dispersion of the aqueous phase.

Jan 1, 1993

By C. P. Siess, S. L. Paul, E. H. Gaylord

Several types of tunnel supports are being investigated experimentally and analytically at the University of Illinois at Urbana-Champaign under the sponsorship of the Federal Railroad Administration, Department of Transportation. The results of work on two types will be discussed here. These are steel sets and continuous, monolithic steel-fiber-reinforced concrete liners. The latter is a model of a short length of liner that might result from a continuous slip-forming operation in a tunnel excavated with a boring machine. Tests have been performed on both types of support and analyses are being developed which will greatly broaden the scope of the test program. The objective of these studies is to improve the understanding of basic behavior of these supports, and to develop techniques for their analysis. The analyses will then be used to perform parameter studies that will lead to more rational procedures for structural design. The tests provide a check on the accuracy of the analysis and demonstrate the overall behavior and modes of failure. Another part of the project is concerned with the interaction of support and medium, and thus prediction of loads for the supports. These studies are presented in greater detail in a recent report (1). A brief outline of results obtained to date are presented in this paper. STUDIES OF STEEL SETS Description of Set Tests The sets tested were of the horseshoe type with a 5-ft radius arch section and 7-ft straight legs. They had bolted joints at the crown

Jan 1, 1974

By Byron Belew, Juris R. Harlamovs, D. B. Dreisinger, John L. Watson, G. A. Kordosky, Thomas O. O’Keefe

Unwanted impurities, present in raw materials, are often coextracted along with desired constituents during leaching. Due to its abundance and ease of extraction, the presence of ferric iron in leach solutions, solvent extraction circuits, and subsequently in electrowinning circuits, has always been a problem. In the case of zinc hydrometallurgical processing, iron is frequently an impurity in leach solutions. Purification of such solutions by solvent extraction, using di (2-ethylhexyl) phosphoric acid (D2EHPA) in a kerosene diluent, results in ferric ions being readily extracted along with zinc into the organic phase. Ferric iron has proven difficult to strip from the organic phase, but it is known that ferrous iron may be easily stripped from D2EHPA, and hence a process to effect reduction of iron present in the organic would have great potential. This research investigated a process to directly reduce ferric to ferrous iron in the organic phase, and to strip the ferrous iron using a dilute acid solution. The process utilized metallic zinc as the reductant and a low concentration sulfuric acid stripping solution. The results of the laboratory tests illustrated that iron could be readily removed from the organic phase by simultaneous direct reduction and acid stripping. The reductive stripping process was subsequently utilized in industry at the laboratory and pilot plant levels. The results of the industrial tests were encouraging and demonstrated the potential of this novel concept.

Jan 1, 1993

By Omar Abd el Fattah Ramly, Abdallah Mohamed Sourour

FOREWORD In 1974, the Ministry of Housing and Reconstruction (The Client) which subsequently became the Ministry of Development and New Communities of the Government of the Arab Republic of Egypt assigned responsibility to the Arab Contractors (Osman Ahmed Osman and Company) for the design and construction of the tunnels under the Suez Canal. For this project the Arab Contractors of Cairo and Tarmac International of London formed a joint Venture, called Osmac. Sir William Halcrow and Partners of London are responsible for the design of the Ahmed Hamdi Tunnel as a Sub-Contractor to the Contractor. The advisory consultant of the client is a joint Venture between Tippetts-Abbett-McCarthy-Stratton (TAMS) of New York and Arab Consulting Engineers (ACE) of Cairo. INTRODUCTION A site investigation was carried out between Km 141 and Km 150 Suez Canal chainage to determine the ground conditions relevant to design and construction of a road tunnel under the Suez Canal. A feasibility study included aerial surveying, geological mapping and the drilling of 8 boreholes. Detailed investigation included the drilling of 105 boreholes, sampling, piezometer installation, pumping tests, and the digging of trial pits and trial excavations. In-situ work comprised SPT, permeability tests and dilatometer tests. Laboratory testing included soil classification tests, compaction tests, California Bearing Ratio tests, shear strength determination and oedometer consolidation tests as well as chemical analysis of both soil and ground water. The investigation revealed that the ground conditions at the first proposed El Shatt site (Km 148.5) were not favourable for bored tunnelling, whereas they were more favourable at the southern El Shatt site (Km 150.0).

Jan 1, 1979

By P. Corser

Operational and geotechnical constraints on mining within steeply dipping deposits and historic landslide areas, which are characteristic of subarctic coal deposits in Alaska, will be discussed. The current plan for mining through these areas will be presented, as well as an alternative plan for minimizing the adverse effects of mining through an historic landslide area.

Jan 1, 1988