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Our modern cities are almost incapable of sustaining themselves without subsurface infrastructure, which is not identifiable at first glance. This very soon becomes evident when the chaotic conditions prevailing in some cases in the multi-million cities on the African, Asian and South American continents are taken into consideration. This does not simply apply to the hopelessly congested streets in the downtown areas. If anything, it is shown here too that a subsurface infrastructure represents an important prerequisite for public health right up to banishing the danger of disease. Even during the 1990s, this has been clearly underlined through examples of cholera and plague epidemics in parts of Central and South America as well as on the Indian subcontinent. The overriding significance of an inner urban subsurface infrastructure in order to create decent conditions in the major built-up areas was once again emphasised not all that long ago at the United Nations HABITAT-II Conference in Istanbul, Turkey, in June 1996. More than 15 000 delegates from all over the world mulled over and discussed the prerequisites for humane living conditions in human settlements taking the varying climatic, topographical and cultural marginal conditions in different regions of the globe into account. Apart from the built-up areas themselves, the utilisation of underground space is experiencing high and ever increasing significance in less densely populated regions. Attractive and fast transport links between industrial centres call for high- performance transport arteries for the economic, speedy and unhampered carriage of people and goods. Important impulses for the economic power of a region or nation are provided by transport development and links. As a consequence, tunnels for roads and railways are being built or planned to a great degree for crossing mountain ranges, rivers and straits.

Jan 1, 1999

By J Meinhart, J Rodler, I Katolicky

The ever increasing number of vehicles is leading to slow-moving and even stationary traffic sitting longer in traffic jams over extensive city areas. This traffic situation causes a sharp increase in pollutant emissions from vehicles, and high levels of pollution usually result throughout the built-up area. Reducing the pollution level by using traffic routing measures to speed up the flow of traffic in the existing street network is only possible in exceptional cases.In many cases the only option for achieving a significant improvement in traffic conditions is to shift the traffic underground using a road tunnel or underpass. Such tunnel routes suck off the traffic from large sections of the city, thereby easing the overall traffic flow. Thus on the one hand it produces a sharp reduction in pollution levels in the area of the tunnel route, but on the other hand it can result in locally increased exhaust pollution levels from longer tunnel systems that require mechanical ventilation. The air extracted by the ventilation system is blown out into the atmosphere either directly through the tunnel portal, or via a venting tower. Pollution can therefore occur in the area surrounding such exhaust air outlets.Thus if a tunnel is planned in a city, then closer investigation is required of both aspects: the reduction in pollution in the area of the tunnel route thanks to relocating the traffic and easing congestion, and the increased short-range pollution around the tunnel portals (shafts).

Jan 1, 1999

By William Cowan, Robert Spencer, Lynn Carpenter

INTRODUCTION The Bureau of Reclamation is conducting a research program to investigate, develop, and test polymer-impregnated concrete tunnel support and lining systems for gravity flow, circular cross-section water conveyance tunnels. This system consists of segmented precast rings, backfilled with concrete. Polymer-impregnated concrete is conventional precast concrete which has been impregnated with a liquid monomer. The liquid monomer is subsequently converted to a polymer by thermal-catalytic or radiation methods. The polymer is a solid plastic which fills voids and microfractures within the concrete, resulting in greatly improved strength and modulus of elasticity and reduced permeability, which in turn increases the durability of the concrete. The immediate goals of the program are to develop techniques for the fabrication of precast concrete segments, test single segments to determine physical and mechanical properties, assemble the segments into a support and lining system, load and test the full-scale system, evaluate specific applications, and develop design criteria and construction procedures. NEED FOR THE TEST PROGRAM Modern rapid underground excavation technology emphasizes desirability of supporting and lining a tunnel closely behind the heading without reducing the excavation rate. Therefore,

Jan 1, 1997

The Pongkor Gold Mine employs 678 staff. The mine is owned by the Indonesian state company PT Antam Tbk and is located 100 kilometres south west of Jakarta, in Java, Indonesia. Mine and infrastructure development started in 1992 following intensive geological exploration over 15 years. First gold production was in June 1994. The mine comprises three main orebodies: Ciguha, which is nearly mined out, dips at 75¦ from surface to 150 m. Kubang Cicau, dipping at 80¦ from surface to 230 m, and averages 3.5 metres thick at a grade of 10 g/t Au and 128 g/t Ag; and Ciurug, dipping at 60¦ from surface to 300 m and averages eight metres thick at a grade of 14 g/t Au and 172 g/t Ag. Present global ore reserves are 4.6 million tons at a grade of 12.3 g/t Au and 133.6 g/t Ag. Exploration is continuing for new veins. Initial mining was by manual cut and hydraulic fill at Ciguha, followed by Kubang Cicau. In 1996, it was proposed to convert Ciurug to a mechanised cut and fill operation. Two single boom jumbos and three load-haul-dumps (LHDs) were purchased with the assistance of a gold loan from NM Rothschild and Sons. Implementation of this upgrade was delayed by both a national economic crisis and an invasion of the concession by illegal miners. It was not until May 1999 that raise bore vent rises and access drift infrastructure commenced. Major underground development started in 2000 and is continuing. Production cut and waste fill stoping started in July 2001. The change from manual to mechanised methods has required a total change in work practices and attitudes. However, the process has resulted in a production increase from 600 tpd to 1200 tpd. A three-month compliance test (a condition of the financing loan) was successfully completed, from July to September 2001, with an average production of 700 tpd at Ciurug and 500 tpd from Kubang Cicau.

Jan 1, 2002

By G. Armand, A. Noiret, D. Seyedi, J. Morel

"Clay formations in their natural state exhibit very favorable confining conditions for repository of radioactive waste because they generally have a very low hydraulic conductivity, small molecular diffusion and significant retention capacity for radionuclides. Nevertheless, one concern regarding the hydromechanical behavior around drifts in such claystone is the associated pore pressure field disturbance during excavation works. In the short term, the very low permeability leads to an almost “undrained” condition, meaning that the stress change due to face advance will create volumetric strains leading to an increase or decrease of pore pressure. If the effective stresses reach the failure level, the induced damage around these excavations might change the favorable properties of such formations. To demonstrate the feasibility of a reversible deep geological disposal of high-level and intermediate-level long-lived radioactive waste (HLW, IL-LLW) in the Callovo-Oxfordian claystone (COX) formation, the French national radioactive waste management agency (Andra) started in 2000 to build the Meuse Haute-Marne underground research laboratory (M/HM URL). The present paper illustrates observed pore pressure changes during excavation of drifts (˜5 m diameter), of micro tunnels (˜0.7 m diameter) and a borehole (˜0.15 m diameter). All these openings are parallel to the major horizontal stress at the main level of the M/HM URL. In drifts parallel to the major stress (i.e., when the initial stress field in the drift section is quasi-isotropic) an important increase followed by a drop of pore pressure is observed in the horizontal plane at the drift wall. These observations emphasize the impact of the in situ stress state and rate of excavation on the pore pressure and provide important insight of the hydro mechanical behavior of the COX claystone and the relationship between pore pressure and excavation induced fractures zone."

Jan 1, 2015

By Paul Zick

The Port Authority of Allegheny County North Shore Connector (NSC) Project involves TBM excavation of twin 690 m (2,240 lf) precast segment lined light rail tunnels through soil and rock under the Allegheny River and a narrow, downtown city street. The $435 M project is funded 80% ($348 M) by the Federal Government, 17% ($72.5 M) by the State of Pennsylvania and 3% ($14.5 M) by Allegheny County. Along the tunnel alignment are a historic building on shallow foundations, modern buildings on deep foundations, and one building constructed directly over the alignment. The project includes construction of twin 369 m (1200 lf) cut and cover concrete box tunnels and an underground station shell. This paper provides an overview of general site conditions, current project status and construction challenges for the Twin Tunnels and North Shore Light Rail Station.

By A Bennett, A Peck

BHP has recently constructed a Hot Briquetted Iron Plant at Port Hedland in the Pilbara region of Western Australia. Supply of iron ore fines to the plant is by conveyor from the companyÆs existing Nelson Point stockyards. The conveyor passes under Port Hedland harbour in a concrete segmentally lined tunnel, approximately 1030 m long and with a 5.1 m external diameter. The tunnel was constructed by a Tunnel Boring Machine (TBM) which both excavated the ground and erected the tunnel lining. The tunnel was bored between cut and cover in situ concrete portal structures, the TBM being launched from the Finucane Island side towards Port Hedland town. The alignment required lengthy gradients of 1:6 on either side of the harbourÆs dredged channel, under which the tunnel is bored with a minimum clearance of 8 m.The tunnel is fitted-out with:1800 mm belt conveyor capable of 10 000 tph;walkway along which a specially designed inspection/ maintenance vehicle can run; andtunnel services including power, light, fire detection and suppression communications, water mains for wash down and sumps and pumps for drainage.This paper gives a general overview of the design and construct contract, important aspects of the design and the construction process itself.

Jan 1, 1999

By Brian McInnes, Joseph A. Sopko, Behzad Khorshidi

"The Port Mann Main Water Supply Tunnel involves a 1km long tunnel beneath the Fraser River from Surrey to Coquitlam, BC. At depths of up to 60 m below ground, the earth pressure reached 6 bar. The tunnel is constructed using an EPB TBM and gasketed precast concrete segmental liner. The tunnel and two shafts were constructed in a variety of soil conditions ranging from soft to stiff clays and silts, to compact to very dense sands and gravels. After approximately 800m of mining, a very dense and highly variable soil group consisting of cobbles and boulders halted the TBM. Several options were considered to stabilize the TBM face so an intervention could be conducted. Although de-watering was considered, there was risk of settlement to the Port Mann bridge piers, which was within 500m of the tunnel. Hyperbarics were also considered, however, the cost, schedule and uncertainty of the work that needed to be done, made it a risky option. Ground freezing by Liquid Nitrogen was chosen as the best solution, which would provide a frozen block around the face of the TBM. A temporary platform on the river was designed and constructed to enable drilling and installation of the freezing pipes and temperature monitoring equipment. The operation required close coordination among the tunnelling, marine and freezing sectors. Following the intervention, the TBM successfully broke through the reception shaft, and the remaining project was completed. This paper describes the design, construction and operational approaches used for the freezing and serves as a basis for future projects requiring expedited ground freezing."

Jan 1, 2016

By Eldon L. Abbott, Rebecca K. Bolan

The Florida Department of Transportation, Florida’s Turnpike Enterprise is studying the feasibility of a 1128 meter (3,700 foot) vehicular tunnel to provide direct access for Port of Miami traffic to/from I-395, I-95, SR-836 (Dolphin Expressway) and Miami International Airport. Both Bored and Immersed Tube tunnels were evaluated and re-evaluated for constructing two, two-lane, 11.9 meter (39-foot) diameter tunnels beneath the Main Shipping Channel lying between Watson Island and the Port of Miami on Dodge Island in Biscayne Bay, Miami, Florida, USA. Bedrock Geology of South Florida is predominately very permeable, vuggy limestone with sand seams and occasional voids. Groundwater inflows in deep cut-and-cover excavations, tunnel buoyancy, grouting, maintenance of Port operations and potential/possible environmental impacts to Biscayne Bay were significant issues.

Jan 1, 2005

By Wern-ping (Nick) Chen

The Florida Department of Transportation District 6 (FDOT D6) began a study in 1987 for a master plan to improve the traffic circulation and congestions between the Port of Miami (POM) and downtown Miami, FL. This study included a tunnel connection between two man-made islands, the Watson and the Dodge islands. Though a finding of no significant impact (FONSI) was completed in 1992, the project remained on hold for about 10 years. In 2002, Florida Turnpike took over this project, re-evaluated its benefits to the lo-cal communities, determined its feasibility (specifically the tunnel options) and established a probable cost. In 2005, the FDOT D6 regained its charge over the project and concluded that a bored tunnel under Biscayne Bay is feasible. Its primary components are: ? Widening of the MacArthur Causeway Bridge, to accommodate truck traffic to the Port of Miami. ? A tunnel connection between Watson Island and Dodge Island, where the POM is located. ? Connections to the POM roadway system, either for the traffic from the city of Miami or for the truck traffic from I-395 to the POM. The project will improve access to and from the POM and provide a dedicated roadway connector linking the POM with the MacArthur Causeway (State Route 41/1) and I-395, specifically for the trucks in and out of the POM without going through downtown Miami. As identified in the project information memorandum (PIM), its primary objectives are to: ? Improve access to the POM, helping to keep it competitive and ensuring its ability to handle projected growth in its cruise and cargo operations. [ ] ? Improve traffic safety in downtown Miami by removing POM traffic, trucks and buses from the congested downtown street network and, in doing so, facilitate ongoing and future development plans in and around downtown Miami.

Jan 1, 2009

By Wern-ping Chen

Technical and non-technical challenges exist in each mega infrastructure project. It?s no exception to the first US underground PPP Port of Miami Tunnel (POMT) project in Miami, FL. The POMT will connect two man-made islands, the Dodge and the Watson Islands, under the Biscayne Bay within highly porous limestone formation. Permeability as high as 0.1 cm/sec has been identified. Its 41-ft outside diameter, if constructed, is the largest precast segment lining in the US. Besides its geological and hydro geological challenges and risks, local community influence and impacts have controlled the fate of this project. This paper describes its tender design enhancements and the evolving of its slow advancement in resolving local community issues.

By Paul Gribbon, Julius Strid, Greg Colzani, Jim McDonald

Portland, Oregon’s $370 million West Side Combined Sewer Overflow Tunnel Project has completed the final phase of construction and commissioning. The construction contract, which began in September 2002, was a reimbursable cost plus fixed fee contract that followed a qualifications-based contractor procurement process and apre-construction planning phase. This paper addresses the final results of the contracting method and provides a lessons-learned case history. Specific items addressed include the benefits realized from the contracting method, areas of improvement, final costs compared to the original contract estimates, design changes and schedule impacts, and subcontract management issues.

Jan 1, 2007

By Paul Gribbon, Greg Colzani, Jim McDonald

The $300 million West Side Combined Sewer Over?ow Project consists of over5.5 kilometers of soft ground tunnel, an 833-million liter per day (220-MGD) deep shaft pump station, 3 kilometers of micro tunneling, and other miscellaneous shafts and pipelines. The construction contract, underway since September 2002, is a reimbursable cost plus fixed fee contract that included a quali?cations-based contractor procurement process and has undergone some modi?cation since execution. This paper will describe the contractual issues addressed to date, dispute resolution, where improvements can be made, and how an Owner can evaluate whether this type of contract is the best approach for an underground project.

Jan 1, 2005

By Michelle Lostra, Red Blanchette, Jan Babendererde, Greg Colzani

The City of Portland’s Westside CSO Project is constructing a deep tunnel system to reduce combined sewer overflows (CSO) from entering the Willamette River. Several kilometers of microtunneled pipelines connect the existing system to the new tunnel. The alignments encountered a variety of ground conditions, including fill, manmade obstructions (wood, steel piles, debris), fine-grained to dense coarse-grained materials, cobbles and boulders, all below groundwater. A slurry MTBM convertible to varying diameters, equipped with mix shield capabilities, was selected to cope with the conditions. This paper will discuss access shaft construction,

Jan 1, 2005

Draftsman and transitman for coal mine work in Middle West. Salary $125 per month. No. 277. Men capable of taking charge and superintending the construction of plants. No. 331. Position for mining engineer in district with two large operating mines, four mines under development, and two mines temporarily closed, because of water conditions. Another assistant is desired. Excellent school facilities in model town; house available for engineer. Would consider recent graduates. No. 332. Engineer or firm of engineers competent to survey and estimate the extent and the contents of a deposit of clay in the southern -mountains of Pennsylvania, and to figure on the cost of getting the material, presumably through a tunnel running into the side of the hill on which the property is located, as this is the method by which similar properties in the vicinity are being worked. Prefer to have some one who would bid on the actual work of opening up the deposit. No. 333. Four assistant division foremen. These men must be Americans who can talk Spanish, and must be good miners and familiar with handling large stopes by the cut-and-fill, square-set and top-slice methods. Salary $200 gold per month. No. 334.

Jan 8, 1918

By Steni Stefani, Sanjay Dave

"This paper describes an innovative method, used for the first time in India, for the construction of a 1.0metre-thick positive plastic concrete cut-off wall (CoW) at the upstream toe of the dam at the Kishanganga Hydro-Electric Project in Jammu & Kashmir- India. The extremely difficult bouldery geology with an overburden laden with very hard Panjal Volcanics (quartz, feldspar, muscovite and chlorite minerals) boulders of up to 0.8m to 1.8 metres in size with UCS of up to 265 MPa and the requirement of socketing the CoW into the underlying hard bedrock (UCS 265 MPa) for 1.50m made the choice for the excavation methodology critically difficult. After having evaluated several other existing methods – including hydromill trenchers – the Civil Contractor Hindustan Construction Company, in agreement with its Foundations Engineering Consultant (Ricerca e Sviluppo – Cantieri e Gestioni) opted for a two-stage construction method: firstly, preliminary full-depth drilling and “surgical” blasting with full-length inclinometer checking of borehole verticality to ensure the exact location of rock fracturing and fragmentation coincided with the required position and that it was vertical, notwithstanding efficient trenching into the bedrock of a nominal 1m by 1.5m section; and, secondly, excavation by using heavy duty mechanical rope grabs made locally and developed by the Consultant in collaboration with the Contractor. The details of the methodology and the salient construction data is presented and commented for the 33-metre deep CoW installed at a working platform elevation of 2364.50 m above sea level in a very remote area.BACKGROUNDThe Kishanganga Hydro Electric Project (KGHEP) is a ROR (run-of-the-river) project is located on the Kishanganga River some 140kms North-West of Srinagar, capital of Jammu & Kashmir State of India, for generating 330MW of power in a 90% dependable annual year. The key components of the project are: Concrete Face Rockfill Dam (CFRD), Chute Spillway, Plastic Concrete Cut-off Wall (CoW), Head Race Tunnel (HRT), Surge Shaft (SS), Inclined Pressure Shaft (PS), underground Power House and Transformer Hall, Tail Race Tunnel (TRT).The Power House Site is accessible throughout the year from Srinagar while the remote Dam Site, with its tortuous road climbing the Rajdan Pass at 3556m (11,667 ft) above sea level and several 20-tonne capacity Bailey bridges removed prior to snowfall, remains inaccessible for around 4 months between mid-November to mid-May due to winter and heavy snowfall - the only access is by helicopter, weather permitting. Temperature at the Dam Site drops down to minus 27degrees Celsius during winter, therefore, careful planning from the beginning was most essential for the successful delivery of the Project.This paper deals with the Cut-Off Wall construction which was performed, for the first time in India, adopting a “Drilling and Surgical Blasting” method. However, this technology is not new and diaphragm wall excavation with the aid of drilling and blasting has already been done in some of the projects globally; namely:"

Jan 1, 2017

By Wilhelm Knickmeyer, Johannes Henneke

PREFACE For about 1 year Bergbau-Forschung GmbH, central research institute of the German Coal Mining Industry, undertakes full size tests for waterjet assisted tunnel¬boring in German coal mines (Fig. 1). These tests are performed with a tunnelborer of 2.6 m diam in an upper [ ]

Jan 1, 1979

By G. G. Bowser

PERUSAL of a list of present-day commercial explosives perhaps does not convey a full realization that there has been a great deal of improvement since the original dynamite was discovered nor that, in recent years, great developments have taken place in specialized explosives. This is true particularly of high-explosives for use in metalliferous mining or what is more commonly termed 'hard-rock' mining. Not many decades ago, only two or three types of explosive were avail-'able for commercial use. One was black blasting powder. Another was ordinary nitro-glycerin dynamite in various strengths. Black blasting powder remains with but very little change. Despite its ancient lineage, it is still with us as perhaps the sole explosive in use today which is almost identical in appearance, physical properties, and working ability or execution co the original. Which dynamite the story is different. Its evolution may be likened to that of the dog, nitro-glycerin as first discovered being the counterpart of the wild dog and, like it, dangerous and hard to control. The original dynamite as made by Nobel might then be considered as representing the first domesticaced species. This original dynamite, however, has been 'crossed with other bloods' until one sees now many distinct 'breeds' in the list. Present-day explosives still have the 'bark' and the 'bite', but with control and research have come many improvements; and types have been created which are specially adapted for particular kinds of work. We still have the direct descendant of Nobel's dynamite in the form of an improved nitro-glycerin dynamite. This C-I-L explosive, Polar Dynamite, is no longer the best type to use in the hunt for gold, silver, iron, and other metals. There have been developed other explosives more suitable for chat work. In Canada, such explosives are accomplishing this work effectively, not only where climatic conditions are moderate but through the rigours of our northern winters, with their sub-zero temperatures.

Jan 1, 1938

By Ishikawa K, Kikuchi T, Tokairin Y

Roadheader, developed from coal cutting machines, is generally classified as a tunnel excavation machine for soft rocks in respect to excavation mechanism, machine structure, weight, engine output and so on. In recent tunnel works, however, there is an increasing demand for changing from blasting to mechanical excavation by roadheaders to avoid environmental problems such as noise and vibration. But there exist various difficulties in excavation of harder rocks by roadheaders. In order to explore the possibilities of roadheader excavation, we performed field and laboratory experiments. In the field experiment, roadheader model S-125 (Mitui Miike Machinery Co.,Ltd.) was tested for various rocks of wide range of hardness, and excavation capacity and wear of picks were measured. In the laboratory test, cutting performance of the picks was tested by our cutter testing machine. This report describes thr: of these experiments and discussions :n possibility of applying boom-type tunnelling machines to hard rock excavation based on these experimental data.

Jan 1, 1987

By R Lau

The fire safety design for road tunnels includes the following aspects: active systems, passive provisions and operational procedures. The active systems include the smoke control system, fire suppression system, detection system and fire fighter’s assistance systems. Passive provisions include escape passages, fire separation and fire resistance systems. The operational procedures refer to fire fighter access, reporting and alerts, evacuation processes and crowd control.Currently, these systems are typically designed by different designers or teams. These systems are intended to work together in a coordinated manner to provide the desired safety outcome. However, in practice, this is not always happening. The fire engineering process is supposed to bring together all these aspects and arrive at an integrated safety system. The fi re engineering process in practice is not integrating the design with the practice or reality and is thus arriving at less than desirably efficient safety systems.The example of design inputs shows how disconnected each system design basis is. The smoke control system design is based on the design fire size. The performance of the smoke control system is to achieve a smoke free environment for a defined space for a particular fire size – the design fire. The fire suppression system – most commonly sprinklers or deluge systems, is designed according to codes and to achieve a certain water discharge rate. The fire detection system is designed to detect temperature rise/rate of rise and perhaps density of smoke. Fire separation is determined to provide a certain period of service – mostly for structural elements. Escape route size and location is determined mostly by code compliance. Evacuation procedures are determined by Authority operational requirements rather than human behaviour.To arrive at an integrated fire safety system, the design basis and performances must be coordinated. An approach using fire scenarios would ensure all systems are designed to a common performance requirement. This paper will discuss how the current design approach outcomes compared with a fire scenario approach. More effective and efficient fire safety systems would require the stake holders to understand the implication of this approach and to embrace this through the fire engineering process.

Mar 8, 2011