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By Robert Thomas

DURING the past 20 years the advantages of reinforced concrete as a substitute for timbering in so-called permanent mine openings have been fully recognized, and its use has become almost general practice in the larger mines. The term "permanent mine openings" is used advisedly and is assumed to embrace such openings as ventilation shafts, material shafts and main hoisting shafts, with their adjacent stations, ore pockets, etc. In the concreting of such openings, the actual cost as compared with that of timbering has been of secondary consideration, the support of large openings, elimination of fire hazards, and prevention of inter-ruptions to production being the primary objectives. The ultimate economy, however, of lining such openings with concrete when they are to remain in use during the entire life of the mine, and especially when they are in bad ground, will seldom be questioned. During this 20-year period there have appeared in engineering publi-cations a number of interesting articles on the use of concrete in mines, nearly always describing some specific project of major proportions, such as the concreting of ore pockets, large stations or main hoisting shafts. Such articles are unquestionably of interest, since the projects require considerable engineering thought, not only in the method of excavating large openings, but in their engineering design as well. Concreting of main hoisting shafts, particularly when this is done with the least possible interruption to production, provides some interesting problems. The concreting of haulage drifts of the dimensions commonly found in mines, on the other hand, soon develops into a routine operation, there-fore it is with some hesitancy that the author attempts to prepare an article on this subject. The writer can recall only one article on the concreting of mine haulageways, although several articles have been written concerning the concreting of tunnels considerably larger in dimensions than those required in general mine practice.

Jan 1, 1936

By Edward M. Dowey

The concrete lining for a long 8.05 km (5 mi) section of New York City Water Tunnel No. 3 was cast in place. The contractor, Grow-Perini-Skanska, placed over76,841 m3 (100,505 cy) of concrete, pouring 24 hours per day, 5 days per week. The concrete was dropped 204 m (670 ft) to the tunnel level, transported by rail to a concrete remixer and pump, and placed in 146.3m (480 ft) of full circle forms. Some of the many challenges include the sheer magnitude of the job, navigating through drifts, a raise and curves, dealing with ground water inflows, and placing the concrete within time limits.

Jan 1, 2001

By M. Younis, E. Comis

"The success of a tunnel project relies on many factors, but one of the most important is also the most overlooked: coordination by all parties involved during the design stages. This is particularly true of segment design and TBM design. Tunnel lining with segmental rings is usually designed according to the standards of reinforced concrete construction based on a given GBR. However, for TBM tunneling, the determination of loads during ring erection, advance of the TBM, earth pressure, and bedding of the articulated ring are all part of the tunnel lining design as well. TBM design can be heavily affected by the segment arrangement, dimension, and weight, but these are usually given as a fixed input to the TBM manufacturer—a process that can cause unnecessary complications. The authors propose that the industry evaluate the process as it stands. In order to find the optimum balance between lining design and TBM cost and operational workflow, both designs should be finalized concurrently. This requires coordination between the TBM manufacturer and segment designer from the early stages. The aim of this paper is to evaluate the influence of the segment lining design on TBM cost and performance, and to provide commentary on existing design guidelines to optimize lining and TBM procurement. INTRODUCTION The conventional project setup for tunnel lining design and the design and manufacture of the tunnel boring machine (TBM) should be coordinated in a timelier manner. It is widely acknowledged that the design of segments must consider the forces exerted by TBM rams during tunnel construction, but other inputs are most frequently provided to the TBM manufacturer as fixed parameters to design around. This paper describes other important factors in TBM design that impact not only the interaction with the segments, but also the construction of the tunnel in terms of overall production and even safety. For example, the segment width and tapering have direct influence on shield body length and thrust cylinder size. Furthermore, TBM geometry can also affect the backup (trailing gear) layout and length."

Jan 1, 2016

By David Van Horsen

Operation and maintenance of California?s water tunnels is an important factor and vital link in California?s infrastructure. These tunnels are owned and operated by a variety of large and small private and public water and power utility companies, municipal agencies, and irrigation districts. Visionary pioneers such as Michael O?Shaughnessy (San Francisco Hetch Hetchy Water Supply System), William Mulholland (Los Angeles Department of Water and Power and Metropolitan Water District of Southern California?s Colorado River Aqueduct), and John Eastwood (Southern California Edison Big Creek Hydroelectric Project) built large and small water supply, irrigation and hydroelectric tunnels, which have supplied environmentally friendly-water supply, renewable electricity, and uninterrupted service to a burgeoning population and economy. This paper introduces these pioneers and describes several case histories and lessons learned during condition assessment and rehabilitation of tunnels providing enlightenment of California?s vital water projects.

Jan 1, 2008

By A. Chieregato, C. G. Oñate Salazar, D. Martinelli, D. Peila, M. Barbero

This paper is aimed to confirm the possibility to excavate fractured rock masses by using EPB shields, even in presence of relevant water tables. This verification is based on laboratory test experiences carried out at TUSC laboratory of Politecnico di Torino, where the natural material is tested in order to verify the suitability of a certain conditioning technique in particular conditions. This is due to the fact that every case should be studied apart from existing studies on a certain rock type, as other factors such as fragmentation of the rock mass, natural water content and porosity of the rock can considerably influence the final result of the conditioning process. The most important aspects that allow to consider the conditioning of fractured rock masses as suitable are: possibility to create a plastic paste that can transmit the pressure at the front in a effective way; reduce the permeability of the spoil material in order to reduce the possibility of water leakage inside the chamber and eventually in the tunnel; verify the consistency of the conditioned material for the extraction through the screw conveyors and the belt conveyors. For this research an argillitic schistose rock mass, with some quartzitic and calcareous inclusions, has been studied by using different level of conditioning in order to verify the suitability of an eventual EPB excavation through this formation.

Jan 1, 2015

By R. W. Brock

This subject is too broad and comprehensive to be dealt with adequately and authoritatively in this paper. It calls for the knowledge and experience of many men, but the results from such collaborative effort would be of great value, particularly if similar reports of the principal mining districts of the world were made on a standardized basis so that conditions everywhere might be directly and accurately compared. In considering conditions affecting mining in British Columbia, unfavourable as well as favourable factors must be taken into account. The unfavourable are apt to loom large and to be exaggerated rather than minimized; for it is human nature to see the blackness of the cloud rather than the silver lining; to think that one's own undertaking is beset with peculiar difficulties, and to attribute lack of greater success to out-side causes rather than to personal shortcomings. It should be recognized, however, that there is no country where the conditions for mining are ideal. The ideal mining country is the product of imagination, invested with every favourable condition found anywhere, but with none of the unfavourable conditions that are always present in reality. So if British Columbia has some handicaps to the industry, it is in good company. What is important is that the advantages compensate for the disadvantages, that the balance will compare favorably with that of competing states, for mining, like every other industry is competitive, and the cost of one's product must have a definite relationship to its price in the world's market.

Jan 1, 1924

By Levent Ozdemir, Roy H. Spitzer, Don W. Deere, John B. Blyler

This paper documents the construction of the Stanley Canyon Tunnel, the geologic conditions encountered, boreability of the rock, and the impacts of the conditions encountered on the construction. The 5.05 kilometer long (3.1 miles), 3.47 meter (11.4 feet) diameter, tunnel was driven through granites with a refurbished tunnel boring machine (TBM). Difficult ground conditions encountered included shear zones, high groundwater flows, and hard, tough, and strong rock. Detailed geotechnical studies during construction revealed that microscopic changes in the rock grain boundaries due to contact metamorphism, resulted in the hard boreability. Originally scheduled for five months, the tunnel construction required nearly three years, including periods of project shutdown.

Jan 1, 1995

By H. Boghosian

This paper presents the design and construction of a deep basement in a steeply sloping site in glacial till in Glasgow city centre. Existing foundations, adjacent structures and services, in tandem with asymmetric loading, presented particular challenges in the planning, execution and design of the project. The construction methods and temporary works, analysis by the Finite Element method and monitoring carried out are all described.

Jan 1, 2006

By Erica Frederickson

"Millennials. Doesn’t the word just make your blood boil? You’ve probably encountered one of those kids who think they know best despite a lack of any real experience.Hi, my name is Erica, and I am a Millennial. We often get a bad rap, sometimes for good reason. But we do have qualities that are often overlooked. For example, I am happy to share with my generation a real desire to make a difference in the world and a commitment to innovation. Does this mean I think we always have good ideas? No – especially not right away. After all, few of us came anywhere near a piece of construction equipment until arriving for our first job, as was the case for me. We may have fancy degrees, but not many of us learned to run a jackleg drill in school.Two weeks after graduating college in 2011, I packed up my bags and moved to New York City to work as a field engineer for Traylor Bros. Inc. on the Queens Bored Tunnels project (Granite/Traylor /Frontier Kemper, JV), part of NYC MTA’s multi-billion dollar Long Island Railroad East Side Access project. It was here I became acquainted with the notorious New York City union workers. Perhaps the greatest challenge of my career thus far was earning the respect of the field supervision and craft workers on this first project.The first time I asked a maintenance mechanic to clean a piece of equipment in accordance with our maintenance protocol I got a flat-out “No.” It was the most powerless I had ever felt. But why should these experienced workers trust a 21-year-old girl with her civil engineering degree and no prior experience? I realized no employee on the job had any reason to listen to me — not until I proved my worth. Fortunately, I arrived on the job site just as we were commissioning the slurry plant for the first tunnel drive. I dove into learning as much about the slurry tunneling process as possible and was able to quickly pick up the ins and outs of running the slurry separation plant. As none of the other engineers or management had first-hand experience on a slurry tunneling job, I soon became the go-to engineer in the slurry plant. No one questioned me if I asked to have something done around the plant after that, or if they did, they quickly learned that I had a convincing answer as to the need for the task. I was even able to play a large role in shaping our slurry monitoring and control methodology."

Jan 1, 2015

By Alexander Blatt, Franz-Werner Gerressen

Diaphragm walls are known as underground structural elements commonly used as retention systems for excavation pits and shafts and permanent foundation walls or elements. One can anticipate that global urbanization and increasing demands on environmental considerations will need to be accommodated in underground space in the future. These trends show an increasing requirement for diaphragm walling in even more complex conditions, especially in inner-city applications with limited space. Complex conditions in terms of space limitations, especially for inner city job sites, require specifically adapted solutions for slurry, spoil, reinforcement and concrete handling and the related logistics to ensure smooth production. Furthermore, one focus will be given to the QA/QC topics of the production process. Real time installation control, data transfer and reporting systems become more and more important. Therefore, the paper will describe the construction method and the sequence of activities required for the construction of diaphragm wall systems. It will describe also the main equipment that will be needed to execute these works under various conditions. In addition to the general description of the system and the required equipment, the paper will show some site examples for infrastructure projects with their specific solutions when working under space restrictions.

Nov 1, 2022

By Anderson da Cunha Meireles, Pedro Garcia, Ernst Young, Leandro Coelho, Carlos Eduardo Soares Feliciano, Key Fonseca de Lima

Rock blasting is a crucial technique employed in mining construction and quarrying industries to fragment large rocks into smaller, more manageable pieces. However, it often generates ground vibrations that can pose significant challenges. This study explores the application of Conformal Prediction (CP) in the context of rock blasting to develop predictive models that estimate blasting-induced vibrations and quantify the associated uncertainties. Various machine learning models were integrated within the CP framework using MAPIE and CREPES libraries. The results demonstrated the effectiveness of CP in providing statistically reliable prediction intervals, making it particularly useful for applications where the stakes of underestimating uncertainty can be high.

Jan 21, 2025

Connecticut Geological and Natural History Survey, P O Box 1106, New Haven, Conn W. E Britton, Superintendent. A complete list of Bulletins available will be sent upon request. Address all inquiries for publications to: George S Godard, State Librarian, Hartford, Conn Fifty-one Bulletins have been issued, 15 of which are of particular interest, dealing with the geology of the state, and are available as follows; 4, The clays and clay industries of Connecticut, by G. F Loughlin (1905), 35 cents; 8, Bibliography of Connecticut geology, by H E Gregory (1907), 20 cents, 13, The lithology of Connecticut, by J Barrell and G. F Loughlin (1910), 45 cents, 18, Triassic fishes of Connecticut, by C. R Eastman (1911), 30 cents, 23, Central Connecticut in the geologic past, by J. Barrell (1915), 20 cents, 24, Triassic life of the Connecticut Valley, by R Lull (1915), 70 cents, 29, The Quaternary geology of the New Haven region, Connecticut, by F. Ward (1920), 60 cents, 30, Drainage modifications, and glaciation in the Danbury region, Connecticut, by Ruth S. Harvey (1920), 55 cents, 33, Geology of the Stonington region, Connecticut, by L H. Martin (1925), 60 cents, 40, The geology of the Shepaug Aqueduct Tunnel, Litchfield County, Connecticut, by W M. Agar (1927), 50 cents; 41, Guide to the geology of Middletown, Connecticut, and Vicinity, by W. N Rice and W. G Foye (1927), $1, 44, Report on the water resources of Connecticut, by R. H Suttee (1928), $1, 46, The physical history of the Connecticut shoreline, by H S Sharp (1929), 75 cents; 47, The glacial geology of Connecticut, by R F. Flint (1929), $2, 51, Minerals of Connecticut, by J F Schairer (1932), 75 cents Bulletin 51 explains the physical and chemical properties of minerals, their classification, and describes more than 100 common minerals found in Connecticut. A bibliography is included The Survey gratuitously distributes all its Bulletins to state residents, scientific institutions, etc. Prices quoted are to private citizens of other states

Jan 1, 1933

By Stephen G. Rieben

Almost everyone has at least heard of the two one-call systems which serve New England. They are "Call Before You Dig", which covers Connecticut, and "Dig Safe", which covers the remaining five New England states. Those of you who are more familiar with these programs know that it is our job to help guard against the accidental dig-ups of buried plant and to prevent facility service disruptions. We cover all types of buried facilities, from cable television to high pressure gas transmissions lines, telephone cables, electric facilities, fiber optics and everything in between

Jan 1, 1990

By Nasri Munfah

Long Island Rail Road’s (LIRR) service to New York City is limited to Penn Station on the West Side of Manhattan, which is operating at its practical capacity for the commuter railroad. This situation imposes serious considerations for future growth and limits the destination of many Long Island commuters. The East Side Access Project will provide a connection of the LIRR to the landmark Grand Central Terminal (GCT)on the East Side of Manhattan. The construction of the connection will require significant tunneling and underground work utilizing a variety of construction techniques. In Queens, the connection will require five soft ground tunnels using pressurized face tunnel boring machine. In Manhattan, the connection will require a series of rock tunnels and caverns connecting to two deep large station caverns under GCT to accommodate eight tracks with four platforms in a stacked configuration. The caverns housing train rooms are connected to the lower level of GCT where a large concourse will be provided. With a budget of $4.3 Billion, The East Side Access Project is the largest transportation project ever undertaken in New York City. This paper provides an overview of the project, discusses its environmental and the engineering challenges, and provides an insight into the design development to date.

Jan 1, 2001

By Rüdiger Wunsch

The new high speed Vienna - St.Pölten line and the Lainzer tunnel are to be connected to the existing Western railway line in Vienna. This involves building an underground cut and cover branching tunnel which will be connected to the Western railway line by ramps. A key structure is the Herzmansky Street tunnel, which has a length of some 820m. It is to be constructed as a cut and cover tunnel using the top down method. The walls of the tunnel are designed as a water resistant structure consisting of double walls, an outer wall of bored piles and an inner reinforced concrete wall. The bored pile wall will be used as a temporary retaining wall during the construction phase and will also be a structural part of the per­manent tunnel wall. The retaining walls of the open pit, which will have a depth of up to 14m and a width of 12m, were investigated as a non-contiguous bored pile wall and overlapped bored pile wall. Preventing ground water from penetrating into the pit is of paramount importance. The high ground wa­ter level is the determining factor for the dimensioning of the bored pile wall and results in the require­ment for a water resistant concrete structure. It has been necessary to adopt adequate measures, therefore, in order to reduce the hydrostatic water pressure during the construction phase, assuming economical pile dimensions.

Jan 1, 2000

By Justin Kolster, Donald Benjamin, Kyle White

Expansion of the Plum Island Wastewater Treatment Plant requires interconnection of three operating pump stations using only two existing 10-ft diameter shafts for access. These two existing shafts require additional support to allow access 130 feet below grade. Interconnection requires rehabilitation of an existing tunnel, excavation of two new tunnels, and abandonment of additional existing tunnels. Construction has discovered unexpected conditions at all three connection points. The CMAR contracting method has effectively accommodated project team discussion, value engineering decisions, and allocation of risk during preconstruction and construction phase services.

Dec 1, 2022

By Djavid Mohammad

Over the next several years, the storage capacity of the Metropolitan Water Reclamation District of Greater Chicago?s Tunnel and Reservoir Plan will be increased by 14.8 billion gallons through the addition of two large off-line reservoirs: the McCook and Thornton Reservoirs. The Thornton Reservoir will be constructed at the terminus of Calumet TARP System. The constructed TARP system will be connected to the Thornton Reservoir via connecting tunnels and gates systems. The connecting tunnels will comprise of: an upgradient transition tunnel, steel lined bifurcated tunnel for conveyance and control of flow, downdradient transition tunnel, and energy diffuser at tunnel portal. A large, approximately 250-foot-long, 69-foot-wide, and 40-foot-high, rock cavern will be excavated at an average depth of 320 feet to house the bifurcated tunnel system and associated six large control gates, each 12.5-ft by 28-ft wheel gate. Presented in this article are discussions about the TARP system, the Connecting Tunnels and gates Project, regional rock conditions, evaluation of reservoir?s wall stability for evaluation of tunnel penetration, and design challenges facing during design of the: rock cavern hosting the bifurcated tunnel system and gates and associated tunnels and shaft.

Jan 1, 2008

By Jozef F. Zurawski

Increasingly new interceptors or new Combined Sewer Overflow (CSO) projects require connections to existing tunnels. More often than not, the existing facilities are old, in poor or questionable conditions, without proper construction records or as-built drawings. Many cannot be easily inspected unless major construction effort provides flow by-pass for safe access. This paper provides general guidelines on how to approach the problem of assessing the condition of old tunnels, how to plan and design the connection with limited physical assessment, how to develop the scope of work for the bid documents and how to provide geotechnical guidelines and designs for the bid documents.

Jan 1, 2008

By A Bagis

Road tunnels are an accepted and effective transportation solution in urban areas to mitigate increasing traffic congestion and facilitate improved urban connectivity in a cost effective manner while meeting societal goals to reduce the impact of construction. In designing a tunnel system, there is a requirement to achieve an acceptable level of in-tunnel air quality, as well as meeting ambient air quality goals. In Australia, there is also a requirement for zero portal emissions which means that all pollutants must be emitted to the atmosphere via a ventilation stack.Traditionally, effective pollutant dispersion has been achieved by constructing tall ventilation stacks which disperse pollutants into the atmosphere at a high level. The dominant variable parameters in the effectiveness of the dispersion under the ventilation engineers control are the efflux velocity, the height of the ventilation outlet and the concentration of pollutants at the point of discharge. During off-peak operations the required ventilation exhaust rate can be reduced due to the decrease in traffic. This can lead to a drop in the efflux velocity from the stack and therefore the effectiveness of the dispersion. This potentially drives the need for a higher outlet, or an increased exhaust rate to achieve a higher efflux velocity with consequent effects on energy consumption.The paper proposes a method of varying the cross-sectional area of the ventilation stack with the use of motorised control dampers, thereby maintaining a sufficiently high efflux velocity throughout the 24 hour period independent of traffic conditions. This allows the use of a potentially shorter ventilation stack.

Mar 8, 2011

By M Revell, B Sainsbury, D Sainsbury

This paper extends the existing knowledge associated with the design and placement of prefabricated pastefill barricades through a consideration of asymmetric drive geometry and conditions. The load capacity of prefabricated barricades and their failure modes are considered in relation to abutment geology and barricade geometry that includes curvature and span and drive geometry that includes abutment angles, haunch angles and misalignment. Design charts are provided for typical barricade sizes to provide general guidance for design capacities and optimising location placement based on asymmetric drive geometry. A recent barricade failure is considered in relation to the drive geometry and the potential impact it had on the installed capacity.

Nov 29, 2022