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By Salvatore Fancello, Ferruccio Cribari, Amerigo Tanzi, Mauro D’Angelo, Massimo Lodico, Alessandro Bertero, Eliano Romani, Tommaso Gondolini, Fabio Giannelli

"The new metro line “C” entails the construction and rehabilitation of 24 stations and 21,5 km of metro line, 13 of which carried out underground; the new metro line will improve the transportation system of a congested city such as Rome.The new line “C” of San Giovanni metro station will be constructed adjacent to the existing line “A” of San Giovanni station; the new metro line “C” is deeper than line “A” and will underpass the existing station. The underpass project envisages an Artificial Ground Freezing in order to excavate two new tunnels, while keeping trains running in the safest possible condition.In order to allow trains to regularly run to and from the existing station’s line “A”, a temporary structure for rail support, during excavation of the under-crossing tunnels, was installed and a real-time monitoring system was devised in order to control both soil temperature during freezing activities and the existing station’s behavior. The monitoring system has been one of the key to the success of the project.The excavation of tunnels under the water table, with a hydraulic head of over 10 m in not homogeneous soils having different mechanical properties and permeability and below existing sensitive structures, involves special ground freezing sequences and methods, as well as peculiar drilling systems and operations, such as TDDT (Trevi Directional Drilling Technology).THE NEW “C” LINE OF ROME’S METROThe world’s most complex and extraordinary Metro System is currently being built in the heart of Rome. Its underground route stretches underneath the most important monuments, churches and historical buildings.Rome’s Metro Line C is the longest urban underground railway in Italy and it is the first line in Rome to extend further east to the Great Ring Road, thus bridging the gap between the farthest suburbs and the Historical Centre. It is an original project, carried out mostly underground at a depth of 25/30 metres below road level."

Jan 1, 2016

By Dario Libano, Franz-Werner Gerressen

"Diaphragm walls are known as underground structural elements commonly used for retention systems and permanent foundation walls or elements. Of course they can also be used as deep groundwater barriers. This paper will focus on the construction work in an urban area like Sao Paulo. The Line 5 of Metro Sao Paulo is one of four network expansion projects undertaken at the same time. The projects will cover various areas of the city. The Line 5 on São Paulo’s south-side will be extended 7.1mi (11.5km) to serve 770,000 riders per day, stretching a total of 12.4mi (19.9km) along 17 stations. The extension line will facilitate access to the city’s central section and the commercial and hospital districts located along the line. The Brooklin Station, subject of this paper, had to be carried out in a special five shaft shape design, shaft diameter 131ft (40m) each, without using ground anchors. A focus will be taken on the special requirements of the installation of the arrows as well as on the specialties of installation for the shaft shaped layout. Therefore, it was required to install a 3.3ft (1,000mm) diaphragm wall using a specific layout especially in the connecting sections of the shafts, the so called arrows, to provide a bearing area for the struts. Maximum wall depth was about 121ft (37m); the total volume was about 20,060 cubic yard (15,337m³). The paper will describe the construction method and the sequence of activities required for the construction of this diaphragm wall using a combination of hydraulic grab and trench cutter system.INTRODUCTIONThe Line 5 Extension, in the city of Sao Paulo/Brazil, is currently the most important investment in public transport by Sao Paulo state’s government. It will connect the south part of the city to the city center, crossing through four other major METRO lines and stations, all currently in operation. The extension includes a new parking yard for the trains and 11 new stations. The Brooklin Station is one of the new stations and has a unique geometry of five secant shafts. The station should open and operate in 2016.The original design included constructing five secant shafts stabilized by two plastic slurry walls using conventional grab technology. One of them was to contain the contamination plumes in the neighborhood and the other for temporary support to enable the excavation of the shafts. The final retaining wall design was reviewed and changed to a concrete structural diaphragm wall. The reason of design change was as well the reduction of construction time of the shafts by half to meet the schedule as to avoid dewatering effects in a geological region characterized by Quaternary sediments and environmental contamination plumes. It was the first time that a trench cutter (hydromill) was used in such a situation in Brazil. The cutter increased the quality of the joints by overcutting, and decreased the probability of having seepage into the shafts. The cutter created a seepage barrier and avoided movement of contamination."

Jan 1, 2017

By L. A. Romo, J. A. Ferrer

INTRODUCTION The principle line of the Caracas Metro is located generally along the most important east-west traffic corridor of the city from the yards and shops in Propatria at the western extremity to Petare, and eventually beyond to Palo Verde at the eastern end, a route distance of 21 kilometers. There will be 23 stations along the alignment, underground, at grade and elevated, and the line is forecast to handle 1,209,100 passengers daily by the year 2000 with a travel time of 29 minutes between Propatria and Petare. This principle line was divided into three sections for design purposes: Propatria-Fuerzas Armadas, Section I, Fuerzas Armadas-Chacaito, Section II and Chacaito-Petare, Section III. These sections were further subdivided into subsections for construction purposes. The Venezuelan Government, through its Caracas Metro Office in the Ministry of Public Works, awarded design contracts in sections to PARSONS BRINCKERHOFF-TUDOR-BECHTEL for Propatria-Fuerzas Armadas, Section I, OCOIDESA-GRID-APM for Fuerzas Armadas-Chacaito, Section II and OCOIDESA GRID-APM for Chacaito-Petare, Section III. Construction contracts were awarded by international bidding and work is now underway, by joint venture organizations of Venezuelan and foreign firms. The first two sections are under the administration of a company of Engineer/Inspectors in each section. The construction supervision of contracts in the first section is under the administration of the Venezuelan firm, Gómez-Celis-Herrera, (GCH) Engineers, acting under contract to the new C.A. Metro de Caracas that replaced ' the former Office of the Metro. The Propatria-Fuerzas Armadas section, approximately seven kilometers long, consists in part of the 2,951 linear meters of twin-bore

Jan 1, 1979

By Daniel F. Meyer

INTRODUCTION The Metropolitan Boston Transit Authority (MIA) Red Line has served greater Boston commuter needs from its Harvard Square terminus since its opening in 1912. Since then, the population of Boston's northwest area has increased substantially, and with this growth have come dramatic changes in the type and distribution of urban land uses, including the number of households, jobs, shopping and recreational opportunities; these changes have created a need for improved transportation. Extension of the Red Line to better serve these communities has been a topic of discussion for nearly 40 years. In November of 1977, the Urban Mass Transportation Administration (UMTA) granted the MBTA approval and funding for the Red Line Extension Project. With funding in place, the MBTA proceeded with final engineering and construction of the section from Harvard Square to Alewife. When completed, the Red Line Extension will add 3.2 miles of new track to the MBTA system. Estimated final cost is about $400 million. On October 3, 1978, the MBTA received bids for the construction of Project 091-105, Harvard Square to Porter Square Tunnels and Shafts, which is part of the overall Red Line Extension. The Joint Venture of Morrison-Knudsen, White, Mergentime was the low bidder at $47,478,600. Official award of the contract came on October 25, 1978, with Notice to Proceed given October 31, 1978. The contract called for construction of two independent parallel concrete-lined tunnels in rock, soft-ground and mixed-face

Jan 1, 1983

By Rafael C. Castro, Paul V. Savard, Kathleen M. Murtagh

Preliminary design is underway for the Massachusetts Water Resources Authority’s (MWRA) next major tunnel program, the Metropolitan Water Tunnel Program (MWTP). The MWTP is the latest part of MWRA’s ongoing efforts to achieve redundancy for its metropolitan water transmission system including its historic deep rock City Tunnel, City Tunnel Extension and Dorchester Tunnels. The MWTP comprises several deep rock tunnels that will be approximately 10-foot to 12-foot finished diameter totaling just over fourteen miles long and ten connections to existing large diameter surface piping and pumping stations. This paper will present an update on current engineering and permitting efforts, packaging schemes, and the schedule to complete the MWTP.

Jun 13, 2023

By Charles W. Daugherty

INTRODUCTION The Washington Metropolitan Area Transit Authority's (WMATA's) rapid transit system, Metro, ultimately will comprise 162.5 km (101 miles) of line divided among 10 routes. As shown in Figure 1, about 24 km (15 miles) of the system will consist of mined rock tunnels distributed along the A, B, C and K Routes. The structural construction contracts for all of the A, C and K Route rock tunnels are complete and trains are running in about one-third of them. A contract for construction of rock tunnel section B-9, the southernmost third of the B Route, was awarded on June 27, 1980. The final design of Sections B-10 and B-lla, the remainder of the rock tunnel portions of the B Route and the Metro system, are well advanced and should be under con¬struction by 1982. Of Metro's 87 stations, 11 will have been constructed by mining in solid rock, a not inconsiderable achievement, since each structure must be over 183 m (600 feet) long, wide enough to accommodate two trains and one or two passenger platforms, and high enough to achieve a stable arching action without encumbering columns. With the passage of years, some original priorities have been reordered, and ways have been sought to streamline and simplify this most complex of Metro structures without grossly violating the architectural standards that make it unique. This paper will summarize that search, and describe the design and construction aspects of the resulting product, the dual chamber rock tunnel station.

Jan 1, 1981

By Anthony J. Stewart, Jim W. Rosteck

This paper will discuss some of the equipment used to construct the middle segment of the MetroWest Water Supply Tunnel. The $252 million, seven-year project located in Framingham, Massachusetts consisted of two hard rock TBM drives worked from a single shaft. The 24,407-foot long west heading was constructed at the same time as the 35,006-foot long east heading. Also included was raise bore construction of four, 30-inch diameter steel lined riser shafts, one 12-foot finish and one 10-footfinish shaft as well as two major valve chambers. The main shaft was 400-feet deep and 32-foot diameter.

Jan 1, 2001

By Richard E. Chism

Jan 1, 1902

By H. D. Hoskold

This paper is presented in fulfillment of the promise made in my paper, " Remarks upon Surveying-Instruments,"" etc., and much of the material which would constitute an appropriate introductioil here is omitted, because it has been already published by the Institute, in connection with my own contributions- or those of Mr. Scott and others, in vols. xxviii. to xxxi. of the Transactions, and in the special Institute volume on Mine-Surveying Instruments. In these preceding publications will be found, for instance, descriptions of the writer's " miner's transit-theodolite" of 1863,† and his later " angleometer,"‡ both of which were steps of the progress in engineering instruments and methods which originated in the work of Bourns, before 1842, on the " BoxTunnel " of the Great Western railway in England, in which he had to make connections by direct telescopic sights down the shafts. About 1870 the writer devised a practical and much superior plan, and made detailed drawings for an instrument to meet all the conditions he had proposed prior to that year. The detailed plans were communicated to a celebrated optical firm in London; but, owing to their loss (in Paris or Germany, it is believed) and to other reasons, the matter was, for the time, allowed to lapse. Following upon Bourns's idea, my friend, the late Mr. Beansland, introduced, in 1856, a new system and a portable astronomical instrument.§ Such instruments, however, were neither common nor convenient, and did not come into general use among engineers.

Jan 1, 1902

By J. H. Meza Viveros

This paper describes some actual parameters and technologies used at Mexicana de Cobre Smelter, and the principal design parameters and new technologies which wiil be used with the smelter expansion project, in order to increase the production capacity of anode copper from 180 000 mtpy to 300 000 mtpy. Likewise its describe some parallel projects under construction also in the smelter plant.

Jan 1, 1997

By James S. Browning

For the past several years, the Bureau of Mines has conducted laboratory and continuous process development work on weathered mica pegmatites and micaceous schist ores to determine the feasibility of recovering commercial-grade mica concentrates by flotation. The research has resulted in the development of two processes for flotadon of mica: an acid cationic method for recovery of coarse mica, and an alkaline anionic-cationic method for recovery of fine mica. The research indicated that the two processes may be effectively utilized separately or in combination for flotation of mica from weathered pegmatites and micaceous schists. Concentrates containing over 98 percent mica, with recoveries ranging from 77 to 92 percent, were obtained from the pegmatite ores. The micaceous schist ores yielded concentrates containing 95 to 98 percent mica, with recoveries ranging from 70 to 83 percent. Part 1 of this report summarizes the process development work and demonstrates the feasibility of producing commercial- grade mica concentrates. The report also includes details of commercial beneficiation and grinding of .mica.

Jan 1, 1973

By G. A. Rosario, G. Peach

Twin 8.5 m diameter, 10 km long headrace tunnels under overburdens of up to 1870 m were excavated for the neelum jhelum hydroelectric project in north-eastern pakistan using two main beam gripper tunnel boring machines (tbms). Rock bursts were encountered and presented a significant danger to personnel and equipment. Micro seismic monitoring was installed to analyze rock burst characteristics and to create a database for future reference. Correlation of rock burst characteristics improved the ability to predict the likelihood, location, severity, and number of rock burst events. This paper presents the analysis of the micro seismic data

Dec 1, 2022

By Zhenqi Cai

The ongoing Overpeck Valley Parallel Sewer Project of Bergen County Utilities Authority (BCUA), New Jersey, is a US $65 million CSO improvement program to meet a State DEP consent order by 2010. One major program component includes a total of 1.8 km (1.2 mile) long, 1,800 mm (72 in) diameter reinforced concrete pipe (RCP) installed by a Herrenknecht AVND1800AB MTBM. The alignment includes drives through 850 m (2,788 ft) of extremely soft glaciolacustrine varved clay, 980 m (3,214 ft) of loose to medium dense mixed soils containing silty sands, gravels, and boulders, and crosses under the New Jersey Turnpike, US Highway Route 46, and a CSX Railroad Intermodal Yard and a branch mainline. Two types of MTBM cutterheads are being used, one configured for the weak varved clay, and one for the mixed soil conditions. The MTBM is also equipped with a double-steering system consisting of a standard front steering joint and a second trailing steering joint to assist grade control should adequate steering not be achieved by the front primary steering in extremely weak soil conditions. This paper discusses the significant engineering aspects and challenges related to site settings, ground characterization, key MTBM features and performance, and required ground treatment.

By M. D. Riegel, Brian T. Felber

"Construction of foundation elements in an urban environment is often complicated by multiple constraints such as existing foundations, utility conflicts, maintenance and protection of traffic on high volume roadways, low overhead clearances, and vibration and displacement monitoring to reduce risks of impact to existing facilities. Micropiles are commonly a preferred foundation alternative in an urban setting to mitigate some of these risks. This paper presents examples in which micropiles helped reduce risk in an urban setting on the two subject infrastructure improvement projects. The case studies presented include the Verrazano Narrows Bridge HOV and Bus Ramp Improvements in Brooklyn, NY and the Kosciuszko Bridge Replacement in Queens and Brooklyn, NY. The paper details the micropile design, how risks were mitigated, and the complications to each of these projects associated with the urban setting.INTRODUCTIONThe paper begins with background information about the Verrazano Narrows Bridge HOV and Bus Ramp Improvements Project, followed by background information for the Kosciuszko Bridge Replacement Project. This introductory background information is followed by discussion of the urban site constraints, which controlled the foundation type selection for both projects. In closing, the paper discusses the micropile design process, load testing, and construction.VERRAZANO NARROWS BRIDGE HOV & BUS RAMP IMPROVEMENTS BACKGROUNDProject ScopeThe project consists of two new ramps; one designated for HOV / Bus traffic between Staten Island and the Gowanus Expressway, and one to be utilized for storing the barrier transfer vehicle. Also included is the complete reconstruction of Ramps B and F to accommodate horizontal and vertical alignment clearances from the new ramps, removal of the median of the upper level to add one lane, utilities improvements, stormwater improvements, and miscellaneous structural repairs. The new HOV / Bus Ramp was designed for reversible traffic flow to accommodate the demand of the peak traffic direction by movable barrier.Geotechnical / Foundation Engineering ScopeThe geotechnical work included a desk study review of existing plans, geotechnical reports, and geologic maps. This data was subsequently supplemented with a subsurface exploration program. Once completed, foundation design was performed for 25 proposed bridge substructures. Four existing battered pilesupported foundations and two shallow foundations were evaluated for increased loading. Upon completion of the foundation design, foundation plans, specifications, and an engineer’s estimate were prepared. Foundation installation was observed on a part-time as needed basis."

Jan 1, 2016

By Eric Rehwoldt, Walt Rabe, Jesús Gómez, Tim Myers

"An expansion plan for Washington Dulles International Airport is currently underway to prepare for growth at this northern Virginia facility in the future. While Dulles currently serves more than 20 million passengers a year, when the Master Plan for the Airport is fulfilled, it will be capable of handling approximately 55 million passengers a year. The current Capital Construction Program underway at Dulles will take the Airport one step closer to its full potential.As planned, work includes a new Airport Traffic Control Tower, expansion to existing concourses, a fourth runway, additional parking, and other improvements. One of the most interesting features of this project is the construction of a two-track passenger train system (Automated People Mover, or APM) linking the main terminal and concourses, which will largely replace the Mobile Lounge transportation system, thus greatly reducing surface traffic. Construction of the APM system involves deep excavations along the tunnels and at the transfer stations. This poses special challenges because the settlement-sensitive terminal, original Airport Traffic Control Tower, and concourse buildings, as well as other facilities, exist near the proposed below-ground stations. The site is also underlain by a tight grid of underground utilities that include jet fuel, gas and central communication lines, in addition to more mundane electric, sewer and water mains.One of the most interesting features of this project was the extensive and skillful utilization of micropiles for support of existing structures adjacent to the excavations. Without the use of micropiles, the cost and difficulty of the excavations would likely have been much more. Several important lessons were learned about the use of micropiles, which advance that technology.Throughout the project site, bedrock was generally encountered at 25-ft depths or more. The rock consists of micaceous and highly calcareous siltstone rock. This rock is typical of the sedimentary component of the Culpeper Basin, a Triassic Age geologic feature extending from south central Virginia to western Maryland. The siltstone beds dip gently to the west at about 10 to 20 degrees. Joint planes typically dip 60 degrees to vertical. The rock underlies a sequence of fill materials and residual soils of varying thickness."

Jan 1, 2009

By A. Röttger, W. Theisen, J. Küpferle, M. Alber

"Wear of TBM tools significantly affects tunneling advance rates. Wear-prediction models are based (amongst others) on the abrasivity of the present geology, which is determined via laboratory tests. To evaluate the results from such tests in context, this work considers the tribological system TBM tool from a materials technology perspective. In so doing, the microstructures of different application-oriented materials are presented and discussed in terms of their wear behavior and wear resistance. The significant influence of tool materials on the abrasivity of the geology and thus wear prediction models has already be identified. LCPC, Cerchar and nano-scratch experiments have been performed as confirmation. Material-dependent wear mechanisms and their correlation in terms of tunneling have shown that it is mandatory to consider the complete tribological system to estimate the wear of TBM tools. 1 INTRODUCTION Mechanized tunneling is vital to ensure necessary infrastructure development in megacities like Tokyo (Bay Tunnel), Istanbul (Eurasia Tunnel) and Mexico City (Tunnel Emisor Oriente). The use of Tunnel Boring Machines (TBMs) has been established for many years. In contrast to other methods such as boring and blasting or excavation using dredgers, tunneling with TBMs allows simultaneous excavation and removal of both the mineral and tunnel lining by tubbing segments or shotcrete. This makes tunneling more efficient, allowing for faster development of the tunnel in both hard rock and soil [1]. When budgeting such tunneling projects, precise planning and coordination in terms of tunneling technique choice (e.g. EPB or Slurry-shield), the relevant geology, and the associated penetration rates and tool wear are required. In particular, wear to TBM tools has a significant impact on tunneling progress. Due to wear, tools become dulled or lose their functionality because of brittle material behavior, thus reducing penetration rates and therefore tunneling efficiency [1]. As a result, additional tool changes are necessary, leading to higher overall costs due to down times and maintenance costs. Therefore, there is strong interest in a reliable and precise wear prediction model for TBMs. As already mentioned, the geology and associated wear of the tunneling tools define the maintenance times."

Jan 1, 2016

By Will S. Pettitt

Fracture Network Engineering (FNE) is the engineering design of rock mass disturbance through the use of advanced techniques to model fractured rock masses numerically, and then correlate field observations with simulated fractures generated within the models. Microseismic (MS) monitoring is a standard tool for evaluating the geometry and evolution of the fracture network induced during a hydraulic treatment, principally by source locating MS hypocenters and visualizing these with respect to the treatment volume and infrastructure (Figure 1). The integrated use of Synthetic Rock Mass (SRM) modeling of the hydrofracturing with Enhanced Microseismic Analysis (EMA) provides a feedback loop in which the SRM is constrained by the information provided by the MS data and the in-situ behavior of the fracture network is better understood, leading to informed decisions on future field operations. This paper discusses the technologies used in FNE and some of the developmental challenges we face in order to provide a more efficient and robust application of the approach. One particular challenge is the accurate representation of MS source data within the models (locations, magnitudes and mechanisms), and the ability to correlate these data effectively with field results. This challenge is being overcome by the development of more efficient numerical modeling algorithms, providing simulations in three dimensions at reservoir scale, combined with validation of these algorithms using laboratory and field case studies.

Jun 1, 2012

By Peiwei Xiao, Xiang Li, Biao Li, Haoyu Mao, Nuwen Xu

As an advanced method of rock engineering construction safety monitoring, microseismic monitoring technology can monitor the micro-fracture of rock masses within an effective range, and then perform forecast analysis of rockburst, cracking, falling blocks and other disasters. Although the application of microseismic monitoring technology has become more mature, how to improve its application efficiency remains to be further studied. At present, artificial intelligence has been extensively developed, and the use of intelligent algorithms to improve the efficiency of rockburst forecast can provide a valuable reference for the safe construction of underground engineering. To this end, this paper proposes a microseismic multi-parameter rockburst early warning model based on dynamic Bayesian networks. First, the sensitivity of microseismic source parameters to rockburst forecast is analyzed based on microseismic monitoring data and actual rockburst information of a hydropower station. Second, the main seismic source parameters and their data are selected and imported into a dynamic Bayesian network for learning to obtain the rockburst forecast model. The model is confirmed in its self-validation and K times cross-validation, and the receiver operating characteristic curve of the model is also analyzed, it is found that the area under the curve is close to 1, indicating that the model has good accuracy. Finally, the analysis of the influence strength of the parent and child nodes in the model reveals that the moment magnitude and source scale are the most sensitive parameters, which can be used as an important reference for rockburst forecast.

Apr 26, 2022

By K Thorpe

Amorphous silica deposits have been identified at Tikitere and Taheke near Rotorua. Two areas at Tikitere have been surface sampled and drilled to establish a resource of amorphous silica in excess of one million tonnes. A pilot plant was established to develop a process to manufacture a high quality super pozzolanic material. This development process took two years before a commercial product was introduced to the construction industry in 1996. The amorphous silica product, marketed as Microsilica 600, is used as a pozzolanic material to produce high quality strong and durable concrete, sprayed tunnel linings, mortars and grouts. Microsilica 600 has been used locally and exported to 11 countries.

Jan 1, 1999

By James Carroll, Lance Heyer

This paper describes the shaft design and construction for a 72-inch microtunnel under 14 active railroad tracks in Avondale, Louisiana. Initial shaft design for a deeper tunnel alignment considered secant piles with a jet grout plug. Final design for a shallower tunnel alignment included contractor input with support consisting of braced sheet piles with a jet grout plug. The authors further elaborate on jet grout implementation in very soft organic clay soils and the practical limitations of jet grouting. This paper emphasizes how all project participants worked together to utilize value engineering and alternative delivery on a unique tunneling project with a focus on temporary shaft support.

Jun 23, 2024