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By Ivor Hawkes, Malcolm Mellor

INTRODUCTION There are currently around fifteen companies in the United States and Europe manufacturing hard rock tunneling machines. In recent years upwards of 200 hard rock tunnels of lengths up to 12 miles and diameters to the order of 30 ft have and are being successfully driven by over 100 different machines. It has been predicted that within the next decade over 2,000 miles of tunnels will be driven for transportation purposes in the United States alone (OECD Advisory Conference on Tunneling, Washington, 1970) and it is expected that eventually most tunnels including mine drivages will be excavated by machines. All tunneling machines have certain common basic functions; thrust is applied to drive or hold the rock cutting tools into the face, and torque is applied to rotate the cutting tools over the face so that they can continuously break out rock. The speed of head rotation, together with the torque requirement, determines the cutter head power. (The power required to push the head forward is usually negligible.) There are many factors which determine how successfully a given tunneling machine will perform in a given rock but one of the most important is effective utilization of cutter head power. This paper is a review of the specifications and performance of hard rock tunneling machines, obtained from manufacturers' catalogs, published literature, talks with manufacturers and visits to operating machines throughout the United States and Europe.

Jan 1, 1997

By G. Meschke

"This paper reports on computational and experimental research, performed at the Collaborative Research Center “Interaction Models for Mechanized Tunneling” at Ruhr-University Bochum, Germany. Research covers a broad spectrum of topics relevant for mechanized tunneling in soft soil conditions. This includes advances exploration methods and models for the characterization of the in-situ ground conditions, the interaction of the face support and the tail gap grouting with the porous soil, multi-scale models for the design of fiber reinforced segmental linings with enhanced robustness, computational methods for the numerical simulation of the tunnel advancement, the soil excavation and the material transport in the pressure chamber, logistics processes and risk analysis in urban tunneling.INTRODUCTIONMechanized Tunneling has proven itself as an economical and flexible construction method that continues to undergo a dynamic evolution process. Shield diameters continue to increase, and the application range of tunnel boring machines is being extended to an ever-increasing variety of geotechnical conditions. In order to maintain economic viability and to ensure an environmentally friendly construction process, realistic and reliable numerical models are required in order to make informed decisions during planning and construction. To provide a reliable numerical prognosis, it is necessary to accurately assess and understand the interactions between the components involved in mechanized tunneling with the surrounding site, the ground, and any pre-existing structures. Heterogeneous geological conditions and often only approximated ground parameters create, in contrast to other engineering projects, special demands. This necessitates new insights to new problems that can only be effectively solved through truly interdisciplinary research. To address these challenges, the German Research Foundation (DFG) has established the Collaborative Research Center “Interaction Models for Mechanized Tunneling” (SFB 837) at the Ruhr-University in Bochum in 2010. Collaborative Research Centers are interdisciplinary scientific research groups in which cooperative research is conducted under the umbrella of a central research theme. With a research budget of ca. 10 Million Euros for the second 4-year funding period, and a research team composed of 13 project leaders along with approximately 35 scientific assistants the SFB 837 is currently one of the largest research groups conducting fundamental research in tunneling related topics worldwide.RESEARCH TOPICSThe research topics of the SFB 837 encompass a number of relevant planning and construction related aspects in mechanized tunneling (Figure 1). These research themes are each supported by computational models and laboratory investigations and are all included in an SFB overarching Tunnel Information Model (TIM). Interaction groups integrate and combine the results of different submodels through prototypical cause-and-effect relationships, and through the analysis of the Wehrhahn metro line (WHL) project in Düsseldorf, which has been adopted as the reference project for the SFB 837."

Jan 1, 2016

By John F. Shea

When Dick Robbins asked me to give a keynote address, I felt it might be in order to review some of the practices and techniques used in tunneling and work up to some of the concepts now used to mine and construct tunnels. Needless to say, there have been many changes in tunneling technology and also many changes in the Safety Codes controling them. An example of this latter change was the fact that in 1931, my father excavated the Owyhee Tunnel No.5 with gas locomotives. He was able to do it because there was no natural gas in the rock and the ventilation system was designed to free the tunnel atmosphere from powder and exhaust fumes. Today OSHA rules would never permit gas locomotives underground, although there were no incidents on this particular project. One of my first tunnels, as Project Manager, was the Clear Creek Tunnel for the Bureau of Reclamation. Our method of handling muck was the Conway Muckers. This unit was a valuable improvement to the hand mucking of previous generations. The Conway was also used in our Navajo Project, in New Mexico. Unlike the Clear Creek project, where water was one of our main problems - up to 7,200 gallons per minute, at a pressure of 395 pounds per square inch - in the Navajo Tunnel, we had a mixed face which caused a major problem with our support system. In one of the Navajo Tunnels, there was a major cave-in, when the squeezing shale came in during an attempt to strengthen the support system. Although moving shale was not a constant problem, there were areas where the shale was five to six feet above the spring line.

Jan 1, 1976

By S. M. Jarrett, W. B. Schmidt

Within the last year, the Nation has been shocked by two major tunneling disasters. Almost exactly a year ago 17 men died in the San Fernando Tunnel in an explosion attributed to gas. A few months later another 21 men died in an explosion laid to the same cause at Port Huron, Michigan. The analysis of the causes of these accidents is still continuing. While it appears that they differ substantially from each other in their specifics, they share the common trait that, like most industrial accidents, they might well have been prevented. Gas explosions in tunneling are neither new nor particularly unusual. Forty years ago, Assistant Director Jarrett was hired as a safety engineer on the Hetch Hetchy Aqueduct in California after an explosion that killed 12 men. Prior to 1946, in California alone, the Bureau of Mines had recorded 27 gas explosions incidental to hard rock mining and tunneling. The purpose of this paper is to review the status of the principal regulations affecting tunneling and to indicate some ways in which safer and more healthful conditions can be obtained. The Bureau of Mines was established by an Act of Congress of May 16, 1910. Since that time the Bureau has been making investigations and compiling and publishing health and safety data relating to mining and to tunneling. If any benefit is to come from an anaylsis of tunneling accidents, it must be the knowledge needed to prevent their repetition. The Bureau of Mines has also had informal discussions with the Department of Labor regarding the possibility of the Bureau's assuming that agency's responsibility for tunnel inspections.

Jan 1, 1997

By Sigmund D. Schwarz

INTRODUCTION In late 1970, an experimental geophysical program was undertaken at the Lake Huron Tunnel for the purpose of developing a geophysical technique that could be applied to determining the thickness of rock above the crown of the tunnel and identifying anomalous geologic conditions ahead of the face as the tunnel was advanced. The Lake Huron Tunnel is an 18.5 foot diameter machine bored tunnel having a total length of approximately 6 miles. The easternmost 4.5 mile section of the tunnel extends offshore beneath Lake Huron. At the time this study was started, approximately 1.5 miles of bore remained to be completed at the east end of the project. The tunnel is part of a raw water intake for the City of Detroit water supply. The Lake Huron Tunnel is bored in Antrim shale, a dense marine shale of Mississippian or Devonian age. The west end of the project encountered banded brown shale containing numerous calcareous concretions ranging in size from a few inches to more than 16 feet in diameter. As the tunnel was advanced in an easterly direction, a transition was encountered into very uniform gray shale. One set of prominent vertical joints was encountered with a strike running approximately 15 to 20 degrees askew of the tunnel axis. Bedding is essentially flat. Variable quantities of salt water and natural gas occur in the rock. The results of exploratory drilling carried out for preliminary design studies indicated that as little as 30 to 35 feet of rock cover could be expected under the lake at the east end of the project.

Jan 1, 1997

By William H. Hamilton

INTRODUCTION It was not very many years ago that tunneling machine manufacturers spent considerable time trying to convince contractors and mine operators of the advantages of mechanical tunnel boring over conventional drill and blast methods. Today there are few doubters left. There is universal agreement that, not only are tunneling machines here to stay, but the ratio of bored rock tunnels to blasted rock tunnels is increasing at an accelerated pace, and within the next twenty years I predict almost all tunnels will be bored by machine. I believe we are today at a very important mile-post in the development of tunnel boring systems. Felix Gaye stated in his recent article (1) "It is important to disseminate between the efficiency of cutting tools and the overall efficiency of the boring operation". Mechanized tunnel boring in the past placed almost total emphasis on the rock cutting and boring ability of the tunneling machine. With advancements in technology and better solutions to the problems of rock fracture, steering control, and structural design, the emphasis today can be placed on the total-system concept. Tunneling machine design, as one of the key elements in the overall system, presents many problems that are not totally solved today. These design problems are, in the most part, not related with rock fracture, but rather with criteria associated with the over-all operation.

Jan 1, 1997

By J. Donovan Jacobs

Many improvements in the art of underground excavation have appeared during the past two decades. These improvements have been both in methods and in machinery and have resulted in more economical construction of today's tunnels. In the realm of machines, the developments of continuous boring heads for either soft ground or rock, random arm excavators and the sliding tunnel floor (Magic Carpet) have each made contributions toward more rapid tunneling. CONTINUITY OF ADVANCE Tunnel boring machines are often referred to as "continuous excavators". Continuous advance (without cyclical interruptions) has not been achieved, however, in any of the machines now in use. In most rotary-head tunnelers the thrust needed to make the cutters bite into the face is obtained from hydraulic cylinders reacting against anchoring devices held stationary by pads which grip against the sides of the tunnel. With this system the forward motion of the cutting head is continuous only until the propelling cylinders have reached their limit of extension. At this point the grippers must be released, moved forward and reset before a new cycle of advance can be begun. Some machines are built to obtain their propelling thrust from hydraulic cylinders pushing backward against newly-installed rings of tunnel support. This is the customary method for propulsion of shields. With it, each cyclical advance or "shove" must await the erection of a new ring of supports. Faster tunnel driving

Jan 1, 1974

By Jerry L. Purswell

INTRODUCTION The principal OSHA standards dealing with tunneling activities are found in 29 CFR Part 1926. A reference for the applicable subparts which apply to tunneling is included as Appendix A. In addition, some standards from 29 CFR Part 1910 have been identified as applicable to construction and are included in the recent printing of an interim vertical standard for construction (1910/1926 Project). The remainder of this presentation will be focused on past OSHA activities to revise Subpart S of 1926, the principal subpart dealing with tunnel construction.

Jan 1, 1979

By Nick Salisbury, Alan Howard, Scott Tunison

INTRODUCTION Geotechnical investigations for tunneling projects typically use vertical test borings and, to a lesser extent, angled borings. Horizontal drilling applications were often limited to specialty testing programs and to perform probe drilling from a tunnel boring machine (TBM) as part of production tunneling. The former often involved cumbersome setups with skid rigs and cribbing in a pilot tunnel or shaft. The latter usually was limited to generic probing for rock quality and ground water conditions with no sampling. Neither yielded continuous core at production rates suitable for design and construction planning. Conventional vertical investigations still make sense in many instances, particularly for tunnels planned beneath urban settings where truck access is convenient and where the tunnel horizon is not readily accessible via a portal or shaft. However, equipment is presently available to conduct horizontal geotechnicall investigations at reasonable production rates and cost. Advantages include continuously sampling the tunneling horizon and minimizing “access drilling” to get the zone of interest at the underground construction horizon. Horizontal boring lengths of up to approximately 800 m are considered feasible and those in the range of 150 to300 m are now routine. These capabilities make horizontal borings an attractive option to consider when looking at deep tunnels beneath ridges, especially where access is limited. Fewer drilling staging sites can also mean reduced environmental impacts when investigating tunnels proposed beneath sensitive lands such as public wilderness areas. Investment in early construction packages to develop portals for investigation access and, possibly in excavating test shafts for the same purpose should even be considered. Potential benefits in the form of achieving improved overall project costs using horizontal borings exist because of the significant additional data collected in the tunnel horizon. For this reason they should be considered during the routine cost-benefit analyses generally conducted for planning geotechnical investigations for tunneling. The authors also believe that collection of such data will reduce Geotechnical Baseline Report (GBR) conservatism and lead to lower potential for

Jan 1, 2005

By Erich J. Jacob

In the past 15 years the enforced improvement of the public traffic systems caused a boom in urban tunnel construction. In 1961 the City of Paris started to build the Express-Metro. Of the 47 km long double-track line crossing the city center, nearly 45 km are in operation since 1971. Still missing is here only an about 2.6 km long connecting stretch, which is under construction now. From 1963 to 1969 the 21.8 km long Victoria Line was built in London as extension of the existing network,. A little later, in the years 1965 to 1973, the City of Hamburg supplemented its subway network by the construction of a 16.8 km long line between the Boroughs of Billstedt and Stellingen. Also in 1965 the City o Munich started to build a subway system of 54 km f length. Thereof a stretch of 16.2 km could be taken into operation in 1972 shortly before the Olympic Games. These are only some of the better known projectsas examples of the activities in European cities. In nearly all cities with more than about ½ million inhabitants subsurface traffic lines were begun or supplemented. Furthermore, numerous undercuts or other subsurface structures were built. The Ij Tunnel in Amsterdam and the new Elbe Tunnel in Hamburg may be mentioned, both structures finding international attention.

Jan 1, 1976

By C. D. Hebert, T. Gregor, M. Ghazi, G. J. E. Kramer

This paper describes the recent application of gasketed, precast concrete segmental lining design that has improved tunneling productivity and quality. The speci?c segment arrangement includes: six-piece ring with equal 60 degree gasketed segments, juxtaposed key and counter-key segments, trapezoidal and parallelogram shaped segments, inclined and skewed radial joints and plastic circumferential joint connectors. This allows rapid, but accurate ring erection, reducing mine cycle times. The design avoids cruciform joints, minimizes potential gasket damage and eliminates the need for separate left and right ring molds. The implementation on the Los Angeles ECIS and NEIS sewer projects is described.

Jan 1, 2003

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 Robert Vergie

Like most of you, I would rather work on a job than talk about it. But it is fruitful to spend some time taking stock of important developments in the heavy construction field. One of the strongest recent movements affecting the industry has been the push for safety. I regret that it is a recent development. Not that builders were against safety. Too often though, it was easier to continue with dangerous old work methods than to try something new. Too often, it was easier for equipment manufacturers to build production tools with little consideration for worker safety. And too often, accidents and gruesome disasters occurred. The ultimate result of on-the-job injuries in construction and other industries was the Federal Government's Occupational Safety and Health Act of 1970. Individual states were required either to accept OSHA or pass updated regulations at least as stringent as the Federal requirements. These new rules must be strictly obeyed -- not just because they carry civil and criminal sanctions -- but because they correct unsafe conditions and reduce hazardous acts. Though some OSHA measures have been criticized as superfluous, most of them do in fact save lives and limbs. Equally important, the tunneler who follows the new safety regulations can be fairly certain of an efficient, uninterrupted operation. Regulations do sometimes bring rewards.

Jan 1, 1974

By Marco Sonnenschein

As time is costly, engineering companies have developed methods, procedures and mechanical equipment to tunnel faster. But the best excavation method will not be able to cope with the time pressure if there is not a reliable backup system. Therefore, the application of belt conveyors for tunnel boring machine (TBM) drives as well as for drill-and-blast driven tunnels assure a quick and smooth removal of excavated soil in order to enhance the efficiency of the tunneling equipment. During the last 10 years, belt conveyor systems have achieved ?state-of-the-art? levels and have become the first choice for muck removal systems in both TBM and drill-and-blast driven tunnels. Because time has become such a key criterion in tunneling projects, it is essential that all equipment is operated so as to derive optimum efficiency and minimize costs. Efficiency also means to think about new tasks for existing technologies.

Jan 1, 2012

By Anton Hupfauf, Peter Raleigh

INTRO PAGE

Jun 13, 2021

By G. E. McCormack

The Development of Water Gel Explosives Water gels are the most recent development in the evolution of commercial explosives. They are replacing dynamite, having proven themselves to be excellent alternatives to this standard explosive. Water gels have steadily displaced dynamite over the past two decades. In 1959, they accounted for only 1 percent of the market they share with dynamite. By 1965, the share taken by water gels had grown to 21 percent. In 1970, it was more than 40 percent, and today it is nearly 70 percent. Black powder, the first widely used explosive, revolutionized mining and quarrying in its day. However, when nitroglycerin dynamite became available about a century ago, it rapidly displaced black powder because it provided greater energy for a given weight, much higher velocity for better rock shattering performance, and water resistance for easy use in wet conditions. During the past 50 years, ammonium nitrate has played a dramatically increasing role in explosives. First, it was used as an ingredient in dynamite, and then as the main component in nitrocarbonitrate blasting agents. About a quarter of a century ago, it began to find use in a simple and inexpensive mixture with fuel oil that has revolutionized the explosives industry and today fills about 80 percent of the requirements for explosives in the U.S., and certainly the bulk of blasting requirements worldwide. Water gels and dynamites share the remaining 20 percent. Water gel explosives based on ammonium nitrate have also been developed during the past quarter century. These explosives contain

Jan 1, 1979

By W. Jack Wilkes, Gilbert L. Butler

TRANSPORTATION TUNNELING The use of tunnels for transportation, namely rapid rail transit systems and highways is on the increase. How much that increase might be through the 1980's is the question that is discussed in this paper. In 1975, there were 218 route miles of subway tunnels for rapid rail transit and 154 lane-miles of highway tunnel. From the viewpoint of many transportation planners and designers, the tunnel is one of the tools which may be used to by-pass many types of obstacles: a mountain, a body of water, or a Central Business District (CBD). Therefore, the transportation tunnel is a rural as well as an urban solution with major emphasis on the latter because of the current transportation needs of our cities. In the case of rural locations, tunnels are usually constructed through mountains in order to eliminate miles of steep grades and dangerous curves, such as the Eisenhower Tunnel which cuts through the Continental Divide in Colorado along 1-70 and saves 10 miles and 40 minutes of driving time. Tunnels also provide an excellent transportation link across bodies of water in order not to interfere with shipping lanes. The Chesapeake Bay Tunnel and Bay Tubes of the BART system are excellent examples of this type of tunnel.

Jan 1, 1976

By Hiromu Kusakawa, Tetsuo Kanematsu

INTRODUCTION In urbanized area with heavy street traffic and with environmental requirements to lessen construction noise and vibration, the cut-and-cover is not always a feasible method to build a small diameter tunnel for sewage, water or other utilities. That is where the use of the shield machine to bore such a small diameter tunnel should be considered as a more acceptable alternative. Although the shield machine of this type should be small enough to meet specific requirements for a given tunnel, it should be big enough to provide some working space inside of the tunnel. Recently, we have successfully developed the fully mechanized small diameter tunneling method which enables us to bore a tunnel as small as 600mm in finished diameter. This paper discusses the concept of this newly developed method, including a case history where sewage tunnels of 800mm finished diameter were constructed by using this method. OUTLINE OF METHOD Developed from the original slurry shield pipe-jacking tunneling method, this method is highly automated so that all operations inside of the tunnel can be remotely controlled. Various data including the advance rate, position and inclination of the shield are transmitted to the central control room outside of the tunnel and monitored by the CCTV and the instrument panel at all times to

Jan 1, 1981

By John F. Shea

When tunnel boring machines were first developed, the J. F. Shea Company elected not to use them until some of the bugs were worked out. When we did take the plunge, we learned a great many lessons in tunneling; amongst others, that tunneling with a TBM is more an art than a science. One of the most important factors that contributes to a successful TBM tunnel is the geology. A machine can be designed to handle almost any type of ground; however, if the ground is not uniform, compromises in design must be made to enable the machine to handle the various ground conditions. Even when the geologic formations are well defined, it is still impossible to predict how the formations will react when it is penetrated by a tunnel. This is where the design and performance of a tunnel boring machine runs into trouble. When the reactions are adverse, the contractor is left with three alternatives; park or pull the machine and drive conventional, fight through the formation with no changes, or modify the machine. We have made all three of these choices. The first, on the Tonner Tunnel in Southern California, we encountered an extremely tough sandstone where progress was measured in inches per day. Ultimately, we pulled the machine and drove conventional tunnel. The second, on the Vat Tunnel in Central Utah, another element was added to the geology - water, which we encountered in excess of 1,000 gpm at the heading. It was impossible to adapt the machine to handle this much water, so we have been carrying out a program of grouting ahead of the machine and then driving tunnel with the tunnel boring machine.

Jan 1, 1981

By Cody Giroux, Homer Scurlock, Michel Wasag

Silica and Crystalline Quartz exposure continues to be a serious health threat to nearly 2 million workers in the United States, including more than 100,000 working in high risk jobs such as abrasive blasting, foundry work, stonecutting, rock drilling, quarry work, mining and tunneling. The primary focus of this study is to identify the best methodology to reduce particulate-laden air and limit/eliminate exposure to respirable dust with silica/crystalline quartz during tunneling operations. This study focuses on two de-dusting systems employed on similar tunnel construction projects. The first project is the Coxwell Bypass Tunnel located in Toronto, Ontario Canada. The second project is the Westerly Storage Tunnel located in Cleveland, Ohio. The Toronto project is utilizing a wet de-dusting system. The Cleveland project is using a dry de-dusting system. The objective is to determine which system provides the best protection and suitability to capture, remove and ultimately reduce respirable concentrations of silica/ crystalline quartz to safety and healthy levels in underground tunneling activities.

Jun 13, 2021