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By Alexander Filotti, Stanley Merjan

"Abstract. The paper shows the benefits and accomplishments of this relatively new but established product on the pile foundations market in the United States. The first part of the paper describes general aspects of the design, construction, and geotechnical capacity (designed and in situ) of Tapertube piles. The qualities resulting from the design and manufacturing of the Tapertube pile will be presented first.The second part of the paper describes the installation of Tapertube piles for an addition to Terminal One at JFK International Airport and The Edge development. A carbon print analysis for both projects is developed using the EFFC-DFI carbon print calculator. For the JFK project the benefits of using BIM in redesigning the project for Tapertube piles are explored.General description.The tapertube pile consists of a tapered tubular bottom section attached to a conventional pipe extension. The 50 ksi steel for the taper is mechanically folded into a polygonal cross-section (usually 12-sided) with a longitudinal welded seam. The tapers are fabricated in many sizes with bottom diameters varying from 8 to 14 inches, top diameters from 12 to 20 inches, lengths from 10 to 35 feet, and steel thicknesses from 3/16 to 1/2 inch. A conical steel shoe or a flat plate is welded to the bottom of the taper and the top of the taper is circularized to match the outside diameter of the pipe extension. The inclination of the tapers is generally between 1.5% and 2.5%.The pipe extension is fully butt welded to the taper and has the necessary length for the pile to develop the requisite capacity. Concrete fill for the piles is generally 4,000 p.s.i. or more. Typically the piles are shopassembled and shipped to jobsites in lengths to 80 feet."

Jan 1, 2014

By Ian Hooper, Alan Winter, Stefan Sadokierski, Craig Covil

The existing Tappan Zee Bridge was built in the late 1950s and has been working over its design traffic load for some time now. A new project, which is being jointly sponsored by the New York State Thruway Authority and Metro-North Rail Road, is looking at new alternatives to provide new road and rail crossings of the Hudson River. These include 2 to 5 mile and potentially longer tunnel crossing options that include hardrock TBM and EPBM opportunities. The paper describes the project needs and tunnel concept design work done on some of the alternatives. It also relates to the current EIS process for the project and talks about a possible double-stacked tunnel option. It also talks about the geology and environmental constraints relating to tunneling and provides and introduction to the tunnel ventilation work necessary for tunnel crossing of this magnitude. It does not report on the bridge engineering options being evaluated.

Jan 1, 2005

ON mineral lease 38 of the Sulphide Corporation Limited, Broken Hill, a shaft was sunk in the early days Ior prospecting purposes and at the present time it is accessible as far as the 1000-ft. level where a connexion exists with the main workings of the Corporation's Central Mine, mineral lease 9. About the year 1895· a crosscut was driven east from this shaft at the 1330-ft. level cutting the Central Ore-body in mineral lease 9 and the shaft is supposed to extend a further depth of 25 ft; but no records of any of this work are in existence, the whole of the evidence being based on hearsay and memory:Fig. 1 shows the position of the Extended shaft in relation to the main workings. The shaft filled with water to the 1000-ft. level where it overflowed through the crosscut to the main shaft and was pumped to the surface, but when the South drive on the 1300-ft. level was pushed to the southern boundary, it was deemed advisable for safety, to tap the water at this level and so relieve the...

Jan 1, 1919

By J. Hupka

Some aspects of kerosene penetration into tar sand have been investigated. The natural tar sand porosity was measured and used to analyze the performance of the hot water process. Subsequently, pretreatment experiments, using 20 kg tar sand samples (Asphalt Ridge and Whiterocks, Utah), and kerosene as a diluent were carried out at the expected summer temperature (26°C) and the expected winter temperature (-14°C). The natural tar sand porosity accessible by diluent has a crucial impact on the reduction of bitumen viscosity, and influences the penetration time required for successful bitumen separation from tar sand by hot water processing. Thus the tar sand porosity is an important variable which determines appropriate operating conditions. Experimental results indicate that diluent penetration into the Asphalt Ridge tar sand (high porosity) is almost complete after 30 min, whereas for the Whiterocks tar sand (low porosity) the penetration process is much slower, and still not complete after 15 hours regardless of the ambient temperature.

Jan 1, 1992

By R. L. Grayson

Using powerful database management software, nested-field analysis and microanalysis of narratives have been made of West Virginia accident data, resulting in a new approach for targeting and prioritizing safety interventions by county, mine size, specific mine, job title, type injury, etc. and combinations of these parameters. The analyses have been useful in focusing training and discussion sessions on specific work problems, trends, conditions, and situations for targeted groups of miners. Application of the technique will be presented in this paper, along with comparisons of various mine performance measures.

Jan 1, 1997

By J. M. Dean, R. L. Grayson, R. C. Althouse, M. J. Klishis, G. L. Winn

Using powerful database management software, nested-field analysis and microanalysis of narratives have been made of West Virginia accident data, resulting in a new approach for targeting and prioritizing safety interventions by county, mine size, specific mine, job title, type injury, etc. and combinations of these parameters. The analyses have been useful in focusing training and discussion sessions on specific work problems, trends, conditions, and situations for targeted groups of miners. Application of the technique will be presented in this paper, along with comparisons of various mine performance measures.

Feb 24, 1997

By J. B. Dyess

TARNISH films on some of the common metals (particularly on copper and silver) have been of much scientific and commercial concern for a long time, but before the development of the electrical method1 of measuring film thicknesses there was no satisfactory quantitative approach by which to study the separate parts of these complex films. This method has been adapted to the measurement of duplex (cuprous-cupric) oxide films on copper .2 In the present work it has been used to measure tarnish films on copper when they were mixtures of cuprous oxide and cuprous sulphide, and also when they contained cuprous oxide, cupric oxide and cuprous sulphide, each component part being measured at a different potential value. Oxide-coated copper specimens, prepared by heating copper in air at chosen temperatures for given periods, were exposed to moist hydrogen. sulphide in air to form the various oxide-sulphide films studied. The comparative resistances afforded by (1) different thicknesses of oxide films, and also (2) equal thicknesses of oxide and sulphide films, against severe attacks of hydrogen sulphide were measured. The electrical method requires that the time be observed for the cathodic reduction of each part of the film substance, and these respective time values multiplied by the constant current give the corresponding quantities of electricity expended. Then each millicoulomb per square centimeter represents a film thickness of T= MX10 8 2D X 96,494 X 103 (a) where M is weight of oxide (or sulphide) giving one gram-atom of oxygen (or sulphur) for cathodic reduction, D is density of the oxide (or sulphide) and t is the thickness in Angström units per millicoulomb per square centimeter. The value of t for cuprous sulphide (cubical) is 14.27, and is obtained by substituting 5.78 for D and 159.20 for M in equation a. Previous values2 of t for cuprous and cupric oxides (12.36 and 6.39, respectively) were used in the present work.

Jan 1, 1939

By William A. Macaitis, Frank E. Dalton, Leo R. DiVita

The Metropolitan Water Reclamation District of Greater Chicago's Tunnel and Reservoir Plan (TARP) is a multi-purpose urban public works project with a total cost of $3.7 billion. Currently 51 miles of TARP tunnels are completed and operational and 34 miles are under construction. The excavated TARP tunnels have been constructed in rock utilizing 29 tunnel boring machines, ranging in size from 6.5 to 35.3 feet in diameter.

Jan 1, 1993

By Robert Rautenberg, Paul McDermott

This paper will discuss the construction of 15.9 km (9.88 mi) of tunnels on a project in Chicago, Illinois. The tunnels were driven utilizing two rock and four soft ground TBMs ranging in sizes from 7.39 m (24.25 ft) in rock down to 1.95 m (77 in) in soft ground. In addition to the mining, there are 63 upper level structures and 16 dropshafts averaging 61.5 m (202 ft) deep included on this project. Many diverse mining, excavation, support and lining techniques were employed on this project.

Jan 1, 1997

By Bob Rautenberg, Luminita Calin

The Tunnel and Reservoir Plan (TARP), commonly known as the Deep Tunnel Project, was developed by the Metropolitan Water Reclamation District of Greater Chicago as a two-phase solution to the problem of waterway pollution and basement flooding due to sewer system backups created by the combined sewer overflows. With only one contract left before completion of the Phase I tunnels—the 12.4 km(7.7 mi.) long Little Calumet leg—the pollution control phase of the 175.7 km(109.2 mi.) long system will be 93% complete, once the Torrence Avenue tunnel project comes to an end. This paper describes the Torrence Avenue tunnel project, currently under construction by the joint venture of Kenny (Sponsor) / Kiewit / Shea. Mining of the10.4 km (34,151 feet) long and 8.3 m (27'-4") diameter mainline tunnel was completed in a record thirty-one-weeks period and the concrete lining is nearing completion. Details on the complete muck handling system, numerous mining and concrete lining records will be given.

Jan 1, 2001

Whilst the wider community is both a large consumer of mineral products and relies on mineral exports for much of the wealth which sustains it, the community generally has a poor perception of the minerals industry.   The role of professionals and The AusIMM in the "New Economy" minerals industry is reviewed. The new structure of The Institute is vital as we move forward in times of globalisation, rationalism, increasing litigation, criminalisation of risk and increased focus on corporate governance. This address looks forward to ways The AusIMM and professionals of the future are positioning themselves for these and other challenges.

Jan 1, 2001

The Government signalled its intention in the Economic Statement on 17 December 1987 to improve the fairness of the taxation system and to facilitate the process of economic adjustment by: removing tax concessions that benefit some taxpayers at the expense of other taxpayers,ensuring that those who can afford it shoulder their fair share of the tax burden,securing a revenue base which will provide sufficient resources to maintain effective social services,reducing artificial protection and concessions that discriminate against some sectors, and encouraging confidence through an economic environment with a medium-term orientation. The Government has clearly stated to all sectors that tax preferences will be phased out and businesses need to look inwardly to their investment policies if they are to survive in an open economy. This paper will address the effect of these Government objectives on the taxation structure for all forms of mineral exploration in New Zealand. The present tax structure will firstly be analysed, in particular setting out the tax advantages available to the industry. The effect of changes to the tax system within the recent past which relate to mineral exploration will then be examined. Finally the paper will address the question of possible future changes, particularly in the light of Government's intention to move towards a tax system which does not provide an advantage for any one sector of the economy.

Jan 1, 1988

Consents Required for Overseas Persons Overseas Investment Regulations 1974 Foreign investment proposals must be reviewed by the Overseas Investment Commission to ensure that these are in accord with national interests. Consent must be obtained from the Commission for: 1. New investment proposals which include: a. An overseas person acquiring 25 per cent or more of any class of share in a company. b. A New Zealand company issuing shares to an overseas person where this will result in that person owning 25 per cent or more of the company. c. An overseas person acquiring business assets for consideration in excess of $100 000. d. An overseas person commencing business in New Zealand. 2. Borrowing in New Zealand: An overseas person must obtain consent to raise funds in excess of $300 000 in New Zealand. 3. Borrowing Overseas: New Zealand incorporated companies must obtain consent to borrow overseas. Current policy is borrowing will be approved where the loan is for a specified fixed term of one year or more.

Jan 1, 1982

By Enrique Fernández

INTRODUCTION The high speed rail link between Madrid and Asturias, in the North of Spain, has encountered in the Cantabrian range the biggest challenge of the whole line, a very deep tunnel, 25 km long through a foreseen difficult geology. This tunnel was divided in the following four lots for construction: ¦Lot 1: Pola de Gordón- Folledo. L=10,7 km ¦Lot 2: Folledo-Viadangos. L=4,166 m ¦Lot 3: Viadangos- Los Pontones. East tube. L=10,4 km ¦Lot 4: Viadangos- Los Pontones. West tube. L=10,4 km. Dragados S.A. leading a JV was contracted to design and built the Lot 2 on the captioned Pajares High Speed Railway Tunnel. The Lot 2, comprising the middle third section of the 25 km long tunnel has an additional challenge: the construction of one access from the surface to allow it own construction. Feasibility reports and preliminary design do not foresee the use of TBM due to the risk of squeezing ground at the deepest area of the tunnel. On the other hand, conventional NATM excavation of the twin tunnels and ancillary works, including access shafts were against the expected construction schedule by the client, due to the poor ground foresee at the early stage.

By S. Okubo, K. Fukui

Empirical equations established for estimating the rock strength of the working face based on the cutting forces of a tunnel boring machines (TBM) are further examined and discussed with respect to the dominant factors affecting TBM performance. Constants in the equations are related to TBM-specific parameters such as excavation (tunnel) diameter, cutter diameter, and cutter distance. The relationship between the constants and the TBM specifications is examined in this study on the basis of data collected at ten tunnels, and it is found that the constants are most strongly influenced by the cutter diameter and tunnel diameter. Zur Schätzung der Gesteinsfestigkeit an der Arbeitsfläche ermittelte empirische Gleichungen, die auf den Schneidekräften von Tunnelbohrmaschinen (TBM) beruhen, wurden weiter im Hinblick auf die vorherrschenden, die Leistung der TBM beeinflussenden Faktoren hin untersucht und diskutiert. In der Gleichung enthaltene Konstanten werden zu den TBM-spezifischen Parametern wie Auschachtungs- (Tunnel) Durchmesser, Schneidendurchmesser und Schachtlänge in Beziehung gesetzt. Die Beziehung zwischen diesen Konstanten und den technischen Daten der TBM wird in dieser Studie auf der Basis der bei 10 Tunnelbauten gesammelten Daten untersucht. Dabei wurde gefunden, dass diese Konstanten am stärksten von den Durchmessern der Schneiden und der Tunnel beeinflusst werden. Cette étude examine et discute les équations empiriques permettant d'estimer la résistance de la roche attaquée aux forces de coupe des tunneliers dans le cadre de l'étude des facteurs dominants affectant les performances des tunneliers. Les constantes de ces équations concernent les paramètres spécifiques des tunneliers comme le diamètre d'excavation (du tunnel), le diamètre du couteau et la distance de coupe. Cette étude examine le rapport entre ces constantes et les caractéristiques techniques des tunneliers d'après des données collectées dans dix tunnels et elle conclut que ces constantes sont principalement influencées par le diamètre du couteau et le diamètre du tunnel.

Jan 1, 2003

By Jeffrey Mitsopoulos

King County?s (KC) Brightwater Conveyance Project in Seattle, Washington involves the construction of approximately 21 kilometers (13 miles) of bored tunnel, in three contracts, with four TBM?s which produce large amounts of real-time digital mining data. To facilitate the management of TBM data with a single interface and assist in project Quality Assurance, KC?s Construction Manager (Jacobs Engineering) recommended the use of the software TPC (Tunneling Process Control), developed by Babendererde Engineers GmbH. The paper demonstrates how TPC was used for oversight, analysis and QA on a complex tunneling project and how contemporaneous review and management of data results in a better understanding of TBM performance than can be obtained by retrospective analysis of data.

The last decade has seen a very rapid development in TBM tunnelling. Some trends are purely technical or economical and others relate more to preferences of different interests. Power levels have more than doubled and thrust levels too. Shield machines are developed to be able to handle harder rock and the open TBMs are made more feasible for `difficult' rock. What is right and what is wrong is more a matter of opinion, but one thing is certain: TBMs now are a useful tool and no longer an experimental work-shop for the enthusiasts.This paper highlights some recent developments and indicates some probable future ones. A few features that have increased the open TBMs' ability to cope with ever harder rock and also to overcome problems with poor rock are discussed in detail, using the Atlas Copco JARVA Mk 27 -the most powerful TBM built so far - as a reference.

Jan 1, 1993

By Z. T. Bieniawski, José Miguel Galera, Benjamín Celada

TBM case histories from over 400 tunnel sections are analyzed presenting a comprehensive application of the Rock Mass Excavability (RME) index (Bieniawski et al.2006). The paper introduces two new adjustment factors, called the Factor of Tunnel Length and the Factor of Crew Effectiveness, which were established to represent more realistically the interaction of the rock mass characteristics, the TBM parameters and the performance of the crew operating the machine. A new correlation is provided for predicting the average rate of advance of double-shield TBMs working specifically in the double-shield mode.

Jan 1, 2007

By Hee-Young Chung, In-Mo Lee, Jeongjun Park, Hangseok Choi, Seok-Won Lee

"When using a Tunnel Boring Machine (TBM) during tunneling work, unexpected ground conditions can be encountered that are not predicted in the design stage. These reduce the stability of tunnels, and can result in considerable economic losses. This paper analyzes the potential risk events that may occur due to risky ground conditions. A resistivity survey is utilized to predict the risky ground conditions ahead of the tunnel face during construction. The potential risk events are evaluated considering both the occurrence probability and the impact. A TBM risk management system that can suggest proper solution methods for potential risk events is also developed. Multi-Criterion Decision Making (MCDM) is utilized to determine the optimal solution method to handle risk events. Lastly, an actual construction site, at which a risk event occurred during tunnel construction, is analyzed utilizing the Earth Pressure Balance (EPB) Shield TBM, to verify the efficacy of the proposed system.INTRODUCTION The Tunnel Boring Machine (TBM) method has been widely adopted in numerous tunneling projects because, as a mechanized tunneling method, it is also environmentally friendly, exhibiting minimal noise and vibration when compared with conventional tunneling method. In addition, it provides considerable economic benefits that allow for a high advance rate for long drives during construction. However, the TBM method has a limitation, as it is unable to deal with unexpected situations during construction, as the system is not capable of moving backwards. This leads to delays or even stoppages, and a corresponding increase in construction costs due to the need to arrange for alternative equipment and solutions. It is essential to retain systematic management in order to prevent or deal with unforeseen consequences such as the collapse of a tunnel face, ground surface upheaval or settlement, and construction delay due to water leakage during construction. Therefore, a systematic risk management system that is applicable during the construction stage of the TBM tunnel should be developed, taking into account the predicted risky ground conditions ahead of the tunnel face in advance."

Jan 1, 2016

By Serge Moalli

The Ashlu Creek Hydro-electric project, located north of Squamish, BC, at the confluence of Ashlu Creek and the Squamish River, comprises a 49 MW run-of-river project and features a 4.08 m diameter, 4.4 km power tunnel and a 128 m deep drop shaft. The Ashlu Creek Hydro-electric project is being developed by Innergex under Ashlu Creek Investments Limited. Site civil works are being completed by Ledcor CMI of Vancouver with tunnel construction by Frontier Kemper Constructors ULC under a lump sum design-build contract. Site works got underway in September 2006 with the construction of the tunnel portal and laydown area. These site works required rock slope stabilization over a 50 m rock slope to secure the laydown area as well as the construction of a tail track muck tipping station and structural wall to facilitate TBM excavation and spoil removal. Starter tunnel construction commenced in early 2007 and TBM tunneling started in the late spring of 2007 and is planned to continue until early 2009. The power tunnel is being excavated using a 1,200 kW Wirth open-type hard rock TBM dressed with 31?17' cutters. The TBM featured two fixed mounted rock bolt drills behind the finger shield: these were removed and replaced with jacklegs to improve access. A probe drill at the end of the main beam is also present. The geology along the 4.4 km power tunnel comprises very strong and generally massive granitic bedrock with rock strength greater than 225 MPa. A unique feature of the project is that no subsurface investigations have been completed for the tunnel however extensive bedrock outcrops are present along the Ashlu Creek valley. A historical quarry exists approximately mid-way along the tunnel alignment that has exposed good quality granitic bedrock. TBM tunneling to date has achieved advance rates of 10?20 m/day with a maximum of 23 m and has encountered all of the anticipated six major fault zones where the installation of various standard high capacity tunnel support was successful to facilitate TBM advance through these sections.