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At Yucca Mountain, USA, a tunnel is being built according to nuclear quality standards. It has proved possible to meet very high quality demands while at the same time achieving high advance rates. To be able to do this, routines on how to record and store quality related information have been established. This has meant that a new philosophy has entered the tunnelling industry. Especially for nuclear waste projects, of which Yucca Mountain is one of the first ones to be built, the experiences made and the quality assurance program established will be of great importance for future projects. The paper gives examples of what the Nuclear Quality Assurance system has meant in practice for the tunnelling at Yucca Mountain. And, it also explains why a non-grouted bolt, Super Swellex-, was chosen for long-term reinforcement in the tunnels which might host nuclear waste for thousands of years.

Jan 1, 1999

By U. C. Tainton

THE world-wide continuation of low prices for zinc in 1934 has militated against any striking changes in the position of the metal. The price of zinc in London at the end of the year, about £11 5/8 per long ton, or 2.5c per pound at the existing rate of exchange, is more than 25 per cent below the average price for last year. In these circumstances probably the most significant event of the year was the putting into operation of the new electrolytic plant of the Giesches company at Magdeburg, Germany. This plant is designed to have an initial capacity of 20,000 long tons per year, and it is planned to increase this to 40,000 tons annually. This development is significant not only as indicating a continued swing of zinc metallurgy towards electrolytic methods, but also because it will make Germany virtually independent of foreign sources of zinc. This will mean that the zinc tonnage normally exported to Germany from Belgium and Poland will. become available for other markets, and it is feared may lead to lower prices unless the production of Bel-

Jan 1, 1935

By Richard Sillitoe

"The paper point out the zinc in the epithermal environmet. The zinc deposits are well known in a variety of sedimentary settings as well as in association with igneous centers, but have attracted little attention in theepithermal environment. Nevertheless, zinc accompanied by gold and silver occurs in several styles of both high- and intermediate-sulfidation epithermal mineralization. However, low-sulfidation deposits are everywhere zinc-poor. High-grade epithermal zinc deposits are hosted by carbonate rocks in transition zones between the HS and IS environments, whereas large tonnages of lowgrade epithermal zinc mineralization of either HS or IS type occur in diatreme breccias or impregnate lacustrine sedimentary rocks around volcanic centers."

Apr 24, 2001

By GUY C. RIDDELL

ZINC, manganese, and aluminum received attention at the two nonferrous metallurgy sessions at the Annual Meeting. L.P. Davidson, general superintendent of the rebuilt Monsanto zinc plant, described its operation, which reflects Polish practice and is really a combination of electrolytic, Waelz, and retort procedure. Briefly, it embraces leaching of roasted concentrate with sulphuric acid, electrolysis of sulphate solution using Tainton lead-silver anodes with ?goulac? added to the electrolyte, treatment of tailing in Waelz kilns, and retorting of the recovered zinc oxide, casting furnace dross and residues. Recovery is good, equipment and maintenance costs low. Ferrate zinc that might be lost in the electrolytic process appears to be recovered as oxide in the Waelz treatment.

Jan 1, 1942

By Frederic Chavan, Hans Jakob Windier, Shane Yanagisawa, Willy Ritz

The Zurichberg twin track tunnel is the main segment of the Swiss Federal Railway's new expressline. A heavy concrete lining with a circular cross-section was chosen to cope with the swelling tendency of the surrounding rock. The 4,356 m (14,300 ft) long, 11.52 m (38 ft) diameter tunnel was driven using a shielded Robbins TBM. A 1.20 m (4 ft) wide, 25 cm (10 in) thick precast lining was placed from within the shield tail as the excavation progressed. Tunnel excavation and initial lining operation were completed in 18 months, averaging 11.86 m/day (40 ft/day) in two nine hour shifts. After breaking through, the final 28 cm (11 in) thick concrete arch lining was cast in place.

Jan 1, 1989

By M. H. Leite, R. Corthésy, D. E. Gill

"La connaissance des contraintes naturelles qui prévalent dans les massifs rocheux est un prérequis indispensable pour la conception sécuritaire et économique des excavations comme on en retrouve dans les exploitations minières souterraines. Certains chercheurs se sont attardés à colliger les résultats de mesures de ces contraintes et les ont utilisés pour produire des modèles de prédiction basés sur leur traitement statistique. Ces modèles de prédiction sont très populaires auprès des exploitants miniers puisqu’ils permettent, du moins dans les étapes préliminaires de design, d’obtenir de façon s’apéconomique mais approximative, une partie des paramètres dont ils ont besoin. Dans le cadre d’un projet initié en 1994 avec la collaboration de l’IRSST, il a été décidé de produire un modèle de prédiction englobant une partie de la zone périphérique de la faille de Cadillac, soit une zone plus restreinte que le Bouclier Canadien utilisé jusqu’ici comme région pour l’élaboration de tels modèles. Pour produire ce modèle de nouvelles données obtenues avec une technique permettant d’exercer un excellent contrôle de qualité ont été ajoutées à celles déjà disponibles. Une telle régionalisation des données de base permet d’obtenir un modèle où les intensités et les orientations des contraintes principales sont beaucoup moins dispersées que ce que rapportent les modèles publiés jusqu’à ce jour. Enfin, il est démontré que le modèle proposé pour la région étudiée est en toute probabilité plus sécuritaire que les modèles plus généraux publiés à ce jour. Knowledge of the in situ state of stress existing in a rock mass is essential to the safe and economical design of underground mining excavations. Prediction models have been published, based on the statistical treatment of stress measurement results. Such prediction models are very popular among mine operators because they allow them, at least at a preliminary design stage, to economically obtain part of the information needed, even if this information is approximative. In 1994, a research project financed by IRSST was initiated aiming to produce a prediction model that would comprise a peripheral zone around the Cadillac fault. This region is more confined than the Canadian Shield on which the existing prediction models have been based up to now. In order to produce such a model, existing stress measurement results have been used in conjunction with new stress measurements that have been performed based on a technique which allows full control of the quality of the measurements. Restricting the data upon which the model is based to a more specific region gives a model in which the intensities and the orientations of principal stresses are far less scattered than the results published to date. Finally, it is shown that the proposed model is probably safer for the studied region than the models previously published."

Jan 1, 1998

By Drupad B. Desai, Bruce Chang, Jay L. Merritt

This paper reviews difficult ground conditions encountered along the alignment of large-diameter sewage tunnels for the City of Los Angeles. It offers a detailed one-of-a-kind solution to a unique problem for shallow urban underground tunnels in a seismic zone, using state-of-the-art materials, technology, and equipment. The following topics are discussed in detail: • Geotechnical Design consideration for tunnel traversing through an active fault zone. • Seismologist evaluation of possible fault-offset problems where a fault zone crosses the alignment, in the event of an earthquake of moment-magnitude 6.5. • Probability analysis regarding "recurrence interval." • Structural design of tunnel subjected to displacement, subjected to axial elongation or shortening, and capable of rotational freedom. • Special joint details.

Jan 1, 1989

By Nagarajkumar BV

Pavai-and TeampT JV started working on the project T49A, Sumbar J & K State as part of slope and earth stabilization for ongoing Banihal - Katra Railway Connection Project. This project has several tunnels and bridges with slopes that are protected with various types of protection system such rock bolting, rock anchors, and micro piles. For the main two bridges Bring number 2 and 3 at T49 A location Pavai - TeampT JV has to design and execute the circular group of micro piles (Fig.1) for deep excavation of earth for the purpose of construction of well foundations (CAISSON FOUNDATIONS) for both bridge 2 and 3 piers. In this paper we discuss about the purpose, basic design, detailed design approaches and actual work implementation of micro pile with composite rock bolt applications and permanent rock anchors for slope stabilization works in this project.

Nov 1, 2022

By Carlton M. Ray, William P. Levy, Thomas Lindberg

"The District of Columbia Water and Sewer Authority (DC Water) is implementing its $2.6 billion DC Clean Rivers Project to reduce combined sewer overflows to the District’s receiving waterbodies and mitigate chronic sewer flooding in District neighborhoods. The First Street Tunnel project is a major component of the DC Clean Rivers Project, designed to mitigate sewer flooding and basement backups in the District’s historic and densely populated Bloomingdale neighborhood. Bloomingdale has been historically affected by sewer flooding and was severely impacted by four storms in the summer of 2012 that caused significant damage to homes, the environment and public property. As a result, DC Water accelerated the design and construction of the First Street Tunnel in order to mitigate the effect storms have on the undersized sewers serving the neighborhood. The infrastructure designed to mitigate flooding, including the tunnel, are located within the highly urbanized neighborhood – with some structures being less than ten feet from residents front door steps. The success of a large public works project of this magnitude and in this unique location depends on a well informed and supportive public. With the local community impacted by flooding but concerned about heavy construction impacts, this paper details the components of a successful public outreach plan and lessons learned throughout the design and construction process. Early identification of community mitigation, working cooperatively with stakeholders and frequent dissemination of accurate information required the project team to establish a culture of problem solving collaboration with the community. BACKGROUND Chronic Flooding in the Northeast Boundary Sewershed The Northeast Boundary sewershed, in which the Bloomingdale neighborhood is located, is served primarily by a combined sewer system and has a long history of chronic flooding problems during moderate to severe storm events. The sewer system that serves the Northeast Boundary drainage area was constructed by the Federal Government in the late 1800's when developed areas of the District terminated at what is now Florida Avenue. Since construction of the system, population within the sewershed area has grown at an exponential rate. In meeting the growing needs of the population, the District experienced development that transformed previously low-density rural areas into new communities. Impervious areas have increased drastically since the sewer system was constructed and consequently, the existing sewer system does not have the capacity to convey storms with return frequencies beyond the 2-year storm without flooding. As a result of the capacity limitations, many of the low-lying areas have become chronic flooding areas due to the surcharging of sewers."

Jan 1, 2016

By Alessandro Bertero, Manuel Toniolo, Vincenzo Tirozzi

"The installation of foundation elements (large-diameter Bored Piles or Diaphragm Walls) for the execution of underground works to be performed through the ""Top Down"" Technique (Stations, Car Parks, Subways, Artificial Tunnels) often requires the insertion, with pinpoint accuracy, of steel or prefabricated elements within the foundation system, to provide temporary and/or permanent support to the whole structure.The future high-speed railway station of Florence Belfiore (Italy) is a perfect example; the new station will be built in the Northwest area of Florence, about two kilometers far from the existing station of Santa Maria Novella. The project envisages installation of about 500 bored piles (1200-1500-2100 mm diameter), with lengths ranging between 50 and 70 m. In the upper inner part of 250 piles, a steel pipe (weight: 15-20 tons, length: 22-25 mt.) has to be inserted with pinpoint accuracy.The “TREVI-CALATORE” system allows to install the plunge columns and adjust their position and verticality.INTRODUCTIONThe execution of underground works via the ""Top Down"" technique, train or tube underground stations, parking shafts, tunnels, often implies the need to carefully insert steel or prefabricated structures, serving as provisional/definitive pillars, into the foundation elements.The future high-speed railway station of Florence Belfiore is a perfect example; the new station will be built in the Northwest area of Florence, located about two kilometers far from the existing station of Santa Maria Novella.The new Belfiore Station is part of the new European high-speed railway network. The works related to Florence urban penetration include (figure 1):•,a 6.5 km. twin tunnel excavated via TBM/EPB, that will run beneath Florence in a north-east direction,•,passing under more than 150 buildings, many of which can be considered historic buildings, with a soil•,coverage ranging from 6 m to 20 m;•,a North portal in Rifredi area, Firenze Castello Station;•,a South portal near Campo di Marte Station (which is also the launch shaft of the TBM)•,the new Underground Station in Belfiore area."

Jan 1, 2016

By Maral Papazian Bedian

"Case 2. 100th Street Bus Depot: Elimination of Deep Caissons in Favor of Spread FootingsThe PROJECTThe 100th Street Bus Depot is a new five-story bus terminal for the New York City Metropolitan Transit Authority occupying one city block in Manhattan between 99th and 100th Streets, and between Lexington and Park Avenues. It replaces a former two-story garage, built in the 1890’s and initially used as a trolley-car barn. The new structure is a steelframed building with concrete floors and includes a partial basement near its middle. The easternmost column line with design loads of 10 MN (1,125 tons) is within 1.5 m of the underlying multi-tube Lexington Avenue subway system. To support the new columns along the subway line, the project bid plans had called for 1 m diameter and 17 m deep drilled shafts. The upper 14 m of each unit would have required 50 mm separation from the surrounding rock to prevent stress from being imposed on the roof and walls of the adjacent tunnel. The column loads were thus transferred to below the base of the tunnel and supported by 3 m long sockets in bedrock. The bid documents contained extensive test boring information, which revealed that the project site was underlain by massive Manhattan Mica Schist bedrock within just 3 m below street level. In fact, the Lexington Avenue two-level and multi-tube subway had been tunneled through this rock circa 1910, leaving an about 6 m thick solid roof over the upper-level subway. The NX rock core recovery values were near 100 %, with average RQD of 75 %.The CHANGEThe Bus Depot project was let as a design/build contract with a very aggressive fast-track schedule. Both the pre-bid preliminary design and the subsequent final design by the Contractor’s own hired design engineers relied heavily on very restrictive codes, including unnecessarily conservative approaches to seismic design. Any suggestion for value engineering change was undesirable and was strongly resisted. Yet, objecting against the blind reliance on codes in foundation design, the author questioned the real need for the deep drilled shafts to support the columns along the subway. The unsupported statement that no stresses from the new structure can be imposed on the roof and walls of the adjacent tunnel was not sufficient reason for the drilled-shaft design. Unconvinced that deep shafts were necessary, the author rushed to MTA’s warehouse where many rows of rock core boxes were neatly stacked. Careful inspection and some simple testing of the rock cores with the blows of a geologic hammer gave support to the reservations about the design. Later, as expected, the schist bedrock at this site was found to be hard to very hard with unconfined compressive strength values estimated to range from at least 70 MPa to over 100 MPa (10,000 psi to 15,000 psi). The tensile strength of the rock was assessed to be minimum 5 MPa (750 psi)."

Jan 1, 2003