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The principal dirnensions of the chimney were fixed as follows: Height from formation to coping, 328 ft. 8 in.; inside diameter concrete shell, 13 ft. Gin.; inside diameter of the 4~-in. brick lining. 11 ft. (j in. ; shell thickness above flue inlet at a point 39 ft. above formation, 1 ft. 8in.; shell thickness at coping, 6 in. That is, the inside of chimney is cylindrical, wldst the outside is gradually stepped inwards with of 1 in. and less until the shell is 6 in. thick only at the top. With these dimensions in mind, it will be seen that some close thought was necessary to ensure a satisfactory of fonn which could be kept rigid and plumb to a height and at the same time provide safe working conditions for the labourers employed.FOUNDATIONSThe spread base of the chimney is 45 ft. in diameter, and foundations were carried down to a depth of 8 ft. 6 in. below natural surface into good hard clay which was known to be the best foundation obtainable in the vicinity being capable of withstanding, when dry, a load of 3 tons to 4 tons per square foot, whereas dead load is 1A tons per square foot and the maximum load expeeted under the most severe wind condition is 2 tons per square foot to ensure the foundation being kept dry and unaffected by ground water, the site was surrounded by a ring drain at a distance of six feet from edge of concrete foundation and at a minimum depth of one foot below bottom of concrete. Open-jointed pipes were laid in the bottom ofthe drain and graded to a pipe drain with outfall clear of the site.

Jan 1, 1924

By Charles E. Mergentime, J. Marshall Dean

Mergentime/Loram's extension of the Washington, DC Metro Subway System includes construction of dual 1,770-foot tunnels in soft ground, a crossover structure, a fan structure and pumping station, and other related work. This paper describes the overall construction requirements of the Contract, including subsurface conditions; Mergentime's value engineering of the tunneling and compressed air contract requirement; selection of the tunnel boring machine and backup equipment; installation of the compressed air plant; the manufacture, use and evaluation of the tunnel liners; and the tunneling performances during construction of the first tunnel.

Jan 1, 1985

By J. A. MacLellan

"CONSTRUCI'ION OF SHERRITT'S CONCENTRATORSSherritt Gordon is operating two mills north of the 56th parallel, and is presently engaged in building a third. The author was closely involved in the design and construction of all three of these concentrators.The Lynn mill is the oldest of these three concentrators-it is a 4,000 ton per day nickel-copper plant built in 1953. The Fox mill is a 3,000 ton per day copper-zinc concentrator built in 1970. The Ruttan mill will be a 10,000 ton per day copper-zinc plant scheduled to go on line in July 1973.LYNN MILL The Lynn mill including the crushing, concentrating, drying and load out plant is about 69,700 square feet or 17.4 square feet per ton per day. '!his plant was originally built in 1927 at Sherridon, 150 miles south of Lynn Lake, as a 2,000 ton per day copper-zinc plant. In 1952 the plant was moved by tractor train to Lynn Lake. The whole plant was re-oriented within the original perimeter walls as a 2,000 ton per day nickel-copper plant. This plant was expanded to 4,000 tons per day by the addition of t1-Jo rod mills and a 5-1/2 short head crusher in 1959.The Sherridon mill processed its last ore in Sherridon in September 1951 and the first load of nickel concentrate was loaded at Lynn Lake on November 9, 1953 when the railroad arrived at Lynn Lake.The site for the Lynn Lake mill was cleared of overburden in the summer of 1952 and foundations for structural steel and SO!l8 equipment foundations were poured the late summer and fall of 1952 • Steel was erected from January to June 1953. Most of the equipment came in from January to March of 1953 by tractor sleighs. Sane sleighs upset but no equipment was lest through the ice."

Jan 1, 1972

By Kazuo Magata, Hirohiko Fujita, Masazumi Tashiro, Yoshiaki Sato, Yoshio Shinoda

The Shinkansen of the Japanese National Railways (JNR) presently in operation between Tokyo and Hakata, approximately 1,000 km, was constructed at three stages: between Tokyo and Shin-Osaka opening in 1964, Shin-Osaka and Okayama in 1972 and Okayama and Hakata in 1975. Works on the extension of 400 km from Okayama to Hakata were launched in March 1970. As construction of the undersea Shin-Kanmon Tunnel on the extension was the toughest task, requiring many, many months, the work was undertaken earlier than any other works on the extension. It was brought to its completion in June 1974 at the cost of about 22, 000 million yen. The Shin-Kanmon Tunnel is the third undersea tunnel constructed to connect the main island of Honshu and Kyushu across the Kanmon Straits. (Table 1)

Jan 1, 1976

By Lawrence M. Lenahan

Cleveland's Southwest Interceptor Contracts No. 3 and No. 4 are continuations of Contract No. 1 addressed at the 1987 RETC with geology, equipment, and methods that differ greatly. The two contracts consist of 791 m (4.22 miles) of 3.5 m (11.5 ft) tunnel lined to 2.9 m (9.5 ft), nine access shafts, six drop shafts, and six collection structures. The excavation drive was completed by the use of a 1970 vintage Robbins TBM hybrid for this particular job through the use of both new and old technology. All other excavations were successfully accomplished through drill and blast method in tight residential areas. Concrete lining and connections were completed nine months after holing through.

Jan 1, 1989

By R. C. Hopper, A. A. Mathews, T. A. Lang

DESCRIPTION OF PROJECT The Straight Creek Tunnel site is located approximately sixty (60) miles west of Denver, Colorado, on Interstate Route 70 in the vicinity of Loveland Pass, in the Rocky Mountains. The ultimate project will consist of dual two-lane vehicular tunnels with a building at each portal to house mechanical ventilation equipment and other installations. The tunnels run virtually east-west on an ascending 1.64 percent grade for a distance of approximately 8,900 feet, and will pass beneath the Continental Divide at an elevation of about 11,000 feet above sea level. The maximum cover is 1,450 feet and each tunnel is approximately 48 feet wide by 50 feet high as excavated. The work now under construction consists of the North Tunnel, which initially will have two-way traffic. Ultimately it will be the west bound lanes for Interstate 70. The completion of the North Tunnel will be the fulfillment of a long felt need for better communication through the high Rocky Mountains of central Colorado and is a vital link in Interstate Route 70. The early planning for a vehicular tunnel through the Continental Divide began in the late 1930's and between November, 1941 and May, 1943 an exploratory pioneer tunnel

Jan 1, 1997

By Ricky Chipka, Roshan Thapa, Richard Yovichin, Greg Rogoff, Patrick Niemuth

A 4.5-mile-long, 96-inch-diameter outfall pipeline was constructed between North Texas Municipal Water District’s proposed Sister Grove Regional Water Resource Recovery Facility and the Stiff Creek Discharge Structure. Two TBM-mined tunnel segments were excavated for the outfall pipeline through rock and mixed-face conditions within the Austin Chalk Formation. The TBM mining performance was tracked in detail and evaluated during mining. This paper discusses the TBM configuration, TBM utilization, advance rates, and challenges of both tunnel segments.

Jun 13, 2023

By Tom B. Corry

INTRODUCTION Located approximately 48 km (30 miles) south of Dallas, Texas, use to be the site of the Superconducting Super Collider. For those of you unfamiliar with the project, this was a multi-billion dollar project taken on by the U.S. Government for the further advancement of technology, medicine, and science. Major components of the project consisted of a Linear Accelerator known as the LINAC; three accelerating rings known as the Low Energy Boosters (LEB), Medium Energy Booster (MEB) and the High Energy Booster (HEB); the East and West Campuses where the Inner Reactor Halls would have been located; and the 87 km (54 mile) main collider tunnel. Unfortunately, this all came to an end on December 6, 1993, with the termination of the project due to the Government's cancellation of funds. This paper will deal with the two of the underground contracts before the termination. These two contracts were the 1122 contract which ran from N25 to N40 and the 1130 contract which ran from N40 to N55. (See figure 1) The 1122 contract was awarded to us in July of 1992 and consisted of the excavation and support of six (6) shaft varying in diameter from 5.5 m (18 feet) to 8 m (26 feet) and ranging from 39.6 m (130 feet) to 61 m (200 feet) deep and the driving of approximately 13,100 m (.43,000 If.) of main collider tunnel. Our second contract, the 1130, was almost identical to our first

Jan 1, 1995

By Glen D. Frank, Jeremy P. Theys, Mina M. Shinouda, Gary W. Gilbert

PURPOSE OF THE PROJECT The Big Walnut Augmentation Rickenbacker Interceptor project began in 1995with the preparation of the Scope of Services for the design of the Rickenbacker Interceptor, with service to and around the Rickenbacker Air Force base. The air base was soon to be placed under civilian control through a Port Authority, with an expected influx of businesses and services, requiring increased sanitary service capability. Due to political differences regarding annexation and other issues, the project was placed on hold. In mid 1996 the Scope of Services was rewritten with more emphasis on a tunneling option, but still only addressing the air base and surrounding tributary are a sanitary service requirements. The consultant selection process began in late 1996 with the Request for Statements of Qualifications issued in December. Three firms were selected to furnish proposals based on the revised Scope of Services that now included requirements for hydraulic modeling of the service areas and the Big Walnut Outfall (BWO) and an expanded soil investigation requirement. All three firms were requested to make presentations to the selection committee, with the committee selecting URS Greiner for further consideration and negotiation. A contract was entered into in August of 1997with URS Greiner. The major sub-consultants were Lachel and Associates, Inc., H.R.Gray and Associates and Solar Testing Laboratories, Inc. The project began with geological investigations, preliminary soil borings, well investigations, tributary area evaluations, hydraulic modeling of the BWO system and research into other projects planned for the Rickenbacker airport and surrounding area. The hydraulic modeling of the BWO and the proposed Rickenbacker Interceptor confirmed that the BWO suffered wet weather surcharging and would require augmentation to properly convey the future flows to the Southerly Wastewater Treatment Plant(SWWTP). The project scope expanded to include evaluation of both the Rickenbacker Interceptor and the Big Walnut Augmentation projects. Both projects previously identified in the Capital Improvements Program. The work on the expanded scope for the Big Walnut Augmentation and the Rickenbacker Interceptor began with the evaluation of a parallel 2.75 meter (108") diameter augmentation sewer from SWWTP to S.R. 317and Parsons Avenue, then continuing east along S.R. 317 as the Rickenbacker Interceptor. The parallel 2.75 meter (108") sewer had been planned for in the design of

Jan 1, 2007

The paper, one of two papers on the Queensland Railways Brunswick Street tunnels presented at the VIII Australian Tunnelling conference, describes documentation, tendering and construction aspects.Tender documents were written to reduce the risk taken by the contractor. Details of tenders received are analysed and the changing industrial situation at that time described.Construction aspects covered include mobilisation, major equipment, tunnelling equipment and manning. Program and progress are reported including industrial relations and advance rates for Mitsui-Miike S-200 and S-65 roadheaders. Cycle times and performance in terms of cutting rate and pick wear are provided for the roadheaders.

Jan 1, 1993

By Clayton Williams, Dale M. Hata, Glenn M. Boyce

The Upper Llagas Creek Flood Protection Project in Northern California encompasses portions of the communities of Morgan Hill and Gilroy, and unincorporated areas of Santa Clara County. The project provides for flood protection improvements along Llagas Creek and two of its tributaries, West Little Llagas Creek and East Little Llagas Creek. Llagas Creek is one of the tributaries of the Pajaro River and drains a watershed of approximately 104 square miles. The river system has a history of flooding the watershed communities, and the project’s goal is to provide 100-year flood protection by creating a bypass infrastructure, including channels, cut-and-cover culverts, and a tunnel. The project has been divided into several phases. This paper describes Phase 2A, which consists of approximately 2,150 linear feet of lined horseshoe-shaped bypass tunnel measuring 14 feet wide by 12 feet high. The bypass tunnel was sequentially excavated using a combination of roadheader and controlled blasting through colluvium and weathered to fresh greenstone. The tunnel was mined near residences, requiring strict noise and vibration controls. Phase 2A also includes the construction of twin bypass concrete culverts, portal shoring, and dewatering systems. It features the use of a Design Review Board and partnering for project delivery. This case study discusses the bypass tunnel design, progress of tunnel construction, plans to complete the work, construction risks, and the software and procedural tools being used to manage the project, including ProjectWise construction management software.

Jun 13, 2023

By Zephaniah Varley, Satoshi Akai, Richard Sage, Steve Redmond, Mike Murray, Rohit Shetty, Gerald Skalla

One would be hard pressed to find another project as complex as this one given its configuration, the variety of issues to address and the required construction techniques. Contract C710 is currently under construction as part of Sound Transit’s Link Light Rail, connecting downtown Seattle with Sea-Tac Airport. The paper describes the construction-to-date of the deep mined station under Beacon Hill using the Sequential Excavation Method (SEM). This deep “binocular” station is being mined through some of the most challenging soft ground conditions in the USA. The excavated volume of the station is approximately 60,000 cy (46,000 m3) and the station comprises a variety of geometries and cross sections ranging from 235 sf (22 m2) up to 1,670 sf (155 m2). This underground complex includes platform, concourse, cross-passage and emergency ventilation tunnels together with station egress and ventilation shafts. Various excavation sequences are in use for the different tunnels including the twin-sidewall drifts for the impressive45 ft (13.7 m) wide by 42 ft ( 12.8 m) high concourse cross adits. This station has two train platforms approximately 165 feet (50m) below the surface. This station, constructed in highly variable glacial deposits including water bearing sands and silts approximately 50 ft below multiple perched water tables in an urban setting, creates a very unique and challenging situation. The ground is being managed with various types of ground improvements such as jet grouting and vacuum assisted deep dewatering wells from the surface, and from underground by use of “SEM Tool-box Items” such as barrel vault canopy, grouted pipe and rebar spiling, chemical grout,

Jan 1, 2007

By Shemek Oginski

The 5 km (16,194 lf) of 6.1m (20 ft) diameter TBM driven tunnel built by the J.F.Shea Co. will serve as sewage overflow storage. The TBM tunnel and four connecting tunnels excavated by drill and blast methods in hard granite will remain unlined. Based on the Geotechnical Baseline Report (GBR), the Contract documents provided a design with no required pattern of rock bolts, no probing, no pre-excavation or consolidation grouting, and lastly, no final lining of the tunnels was deemed necessary. This paper will provide a general overview of these topics with the emphasis on the actual ground conditions encountered versus the projected conditions provided in the GBR and how the GBR reflected the design of the project. Proposed modifications to the temporary and permanent ground support will be presented and the necessity of probing and pre-excavation grouting will be evaluated.

Jan 1, 2005

By George K. Mitteer

The Cowles Mountain Tunnel was driven 2,073 m (6,800 ft) with a 3.43 m (11 ft 3 in) shuffle shoe TBM, for the San Diego County Water Authority, through extremely high strength granitic rock in the City of San Diego, Ca. The initial contract was $10.9 million. Tunneling began in March 1992 and all work was completed in May 1993. After the tunnel drive was completed in September 1992, a 2.44 m (96 in) Welded Steel Pipe was installed, welded and encased with cellular backfill to complete a small portion of the County's $970 million Capital Improvement Project. This paper will discuss the successful completion of a tunnel through some of the hardest most abrasive rock ever excavated with a TBM in North America.

Jan 1, 1995

By Vijayakumar Viramuthu, Martin Heinrich

Tower of Lot L, L1 & M, Kuala Lumpur City Centre when completed would stand 700 m tall. This Mega tall Skyscraper would merely be less than 500 m away from the world tallest Twin Tower, the Petronas Twin Tower. From June 2018 to February 2020 BAUER (MALAYSIA) SDN. BHD. constructed 225 nos bored piles with diameters of 2.0 m and 2.5 m for this tower. To comply with the depth requirement of the initial design and the need to have the pile toe 2.0 m above competent bedrock, the drilling equipment was required to be able to achieve a maximum drilling depth of 150 m. Actual piles constructed on site were deeper than 120 m. These dimensions caused superlative challenges which included but were not limited to controlling the open borehole stability over time with polymer, installing 70 t heavy steel cages and pouring up to 550 m³ concrete continuously in conjunction with installation of 88 t heavy kingposts into workable fresh concrete. The piling works were executed with one BAUER BG 48 and one BG 72, the biggest drilling rig globally available.

May 1, 2022

By Michael Traylor, Michael Jatczak, Brett Robinson

The Detroit River Outfall No. 2. is an effluent water conveyance system linking the Detroit Metropolitan Wastewater Treatment Plant to the Detroit River. The 6.4m (21ft) finished diameter tunnel extends 1,890m (6,200ft) east from the bottom of a 91m(300ft) deep, 9.2m (30ft) diameter drop shaft. At the eastern terminus of the tunnel, six Riser Shafts connect the tunnel to diffuser heads on the riverbed. The tunnel runs through a highly fractured Limestone formation capable of producing high levels of groundwater in?ows and Hydrogen Sul?de gas. Control of this water and gas was a theme which ran through the entire Project’s design and construction. This paper will provide an overview of each portion of the Project’s construction, including the Entrance Shaft, Precast Concrete Segments, TBM Tunnel, Pre-Excavation Grouting Methods, and the Riser Shafts.

Jan 1, 2003

By Dan A. Brown

The foundations at the Huey P. Long Bridge in New Orleans presented special challenges for construction due to the requirements for very deep drilled shafts in the Mississippi River beneath the existing bridge structure. Drilled shafts were constructed to depths of approximately 200ft in alluvial soils using a rotator system with full-length segmental casing, and base grouted to improve axial resistance. This paper describes the design and construction of the work platform to provide access to the restricted-access site beneath the existing bridge, the approach used to construct the drilled shafts, and the results of a load test program to verify the axial resistance.

Jan 1, 2010

By Don Hickey

The MTA in conjunction with LIRR, are in the process of expanding one of the largest commuter railroads in the country, with over 260,000 passengers a day. The LIRR, which provides 700 passenger trains every 24 hours, can?t continue on the present growth course as a joint tenant in Penn Station with Amtrak and NJT. For this reason, in conjunction with the fact that over 53% of LIRR?s current riders into Penn Station are ultimately bound for the East Side of Manhattan opening, have created the need for the expansion of the LIRR. The complete expansion will cost approximately 6.3 billion dollars and all of the contracts are to be completed by 2013.

By Brian Fulcher, John Eastlund, J. B. Copeland

Following the completion of the 7,600 m primary access tunnel by Kiewit/Parsons Brinckerhoff (K/PB) in April 1997, an exploratory East-West Cross Drift Tunnel was constructed at the Yucca Mountain Project over the proposed future repository block for high level nuclear wastes. The 2,681 m (8,796 LF) East-West Cross Drift Tunnel was excavated through volcanic tuffs having zones of incompetent rock using a re-built Robbins 5.000 m (16’-5”) hardrock TBM with a special arrangement of supporting equipment. Details of the unusual site and contract conditions will be discussed as well as with the unique tunnel equipment specified by the Owner. This portion of the Yucca Mountain project required eight months to complete.

Jan 1, 1999

By A. J. Stewart, R. L. Shufflebotham, D. W. Ferguson, T. L. Page

The Inter-Island Tunnel is a 7.7 kilometer (25,160 foot) long by 3.5 meter (11.5 feet) diameter concrete lined tunnel through the Cambridge formation below Boston Harbor. Constructed as part of the Boston Harbor Project, this tunnel will bring untreated wastewater from the MWRA’s South System headworks facility at Nut Island in Quincy, MA to the new Deer Island treatment plant. A myriad of problems delayed the construction of the tunnel. These problems included salt water inflows of over 22,000 liters (5,812 gallons) per minute, a major fire in the access shaft, weak rock and soil collapsing on the tunnel boring machine, and hand mining operations.

Jan 1, 1997