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By Franz Wilhelmstoetter, Christian Karner

"The Confederation Line is phase one of Ottawa’s light rail transit, which consists of 13 stops and stations. The project’s center piece is a 2.5 kilometer (1.6 miles) long tunnel with three underground stations leading underneath downtown Ottawa and is constructed within feet of adjacent buildings. The downtown stations, Lyon and Parliament, are caverns approximately 16.5 m (54 ft) by 18 m (59 ft) in a horseshoe configuration constructed in rock, while the third station, Rideau, is approximately 22 m (72 ft) by 18 m (59 ft) in an oval configuration and constructed in mixed ground. The paper will discuss design decisions made early on in the project such as excavation method, unique construction sequencing, and equipment selection, and go on to include corresponding progress rates. The paper also documents design and construction challenges of large caverns in very close proximity to existing buildings and varying ground conditions. Finally, an overview of achieved construction milestones and a current construction progress will be presented. Station cavern excavation is expected to be completed in early 2016. INTRODUCTION The number of urban metro construction projects has certainly increased over the last decades. Cities are growing rapidly all over the planet and many are striving to keep up with the increased demand for public transportation. One of the most feasible types of inner-city transportation with the capacity for large quantities of passengers are metro (subway) systems. Still, large construction projects in dense urban areas often affect the city’s residents in mostly negative ways. During construction, residents face the obstacles of road closures, noise, dust, economic loss for businesses, and property value losses are common. In other words, individuals are directly affected by the way new infrastructures are planned, designed, built and operated. The tunneling industry offers unique opportunities of keeping these side effects to a minimum and possibly avoiding them all together. Although challenged by a variety of constraints (some of which will be discussed in this paper), urban tunneling applications offer a chance to keep cities environmentally, economically, socially, and culturally sound during construction."

Jan 1, 2016

In April 2012, work started on one of the most ambitious construction projects of Austria?s ÖBB-Infrastruktur AG ? the New Semmering Base Tunnel. Scheduled for completion in 2024, the 27.3 km (17 mile) tunnel through the Semmering range will cut the journey time on the south railway connecting Lower Austria and Styria. Before con-struction can begin at the entrance portal and tunnel bores, the work concentrates on the above ground sections with the clearance and excavation of the entrance ramp site. The slope is currently being excavated by the Baubeteiligungsge-sellschaft m.b.H. BBG-GRAZ. The cut face is shored up with shotcrete and permanent self-drilling anchors produced by Minova MAI, an economical bolting solution for softer rock formations. After completing the surface construction work, the twin-bore, single-track tunnel will be cut through the Semmering by conventional and continuous excavation beginning in 2015. Once completed, the New Semmering Base Tunnel will be one of the longest rail tunnels in Austria. It will act as a vital link on the route crossing Europe?s heartland from Northern Germany to Italy, which currently has to climb the steep Semmering pass between Gloggnitz and Mürzzuschlag on a historic mountain railway recognized as one of the UNESCO World Heritage sites. The old route imposes considerable limitations on heavy freight trans-port, and passenger trains have to slow down to a speed of around 50 kph (31 mph). The New Semmering Base Tunnel will bypass this bottleneck and cut 30 minutes off the journey time between Vienna and Graz. It represents a particular advantage for freight traffic, since the new route?s minimal incline of 8.4 percent removes all obstacles for even heavy freight trains.

Jan 1, 2013

By W. A. Green

Introduction While pilot-mill operations were being carried on at Flin Flon, as described by R. E. Phelan (1), a detailed topographic map was being made of the area in the vicinity of the ore-body for later use in laying out plans for the final plant. The area covered by this survey was 6,600 feet by 6,600 feet, with contours on 2-foot intervals. As mentioned by Mr. Phelan, it was definitely decided at the end of November, 1927, to take up the option on the Flin Flon property and to proceed immediately with the plans for construction of a metallurgical plant at Flin Flon to treat 3,000 tons of ore per day, and of a hydro-electric power plant at Island Falls, Saskatchewan, to supply power for the future operations at Flin Flon. Railway Built From The Pas to Flin Flon Just as soon as the decision was made to go ahead with the construction work and opening-up of the property, it was of course essential to give immediate attention to the building of a railway to the mine. Many years previously, a preliminary survey had been made for a railway to branch off the Hudson Bay railway at a point 4.7 miles northeast of The Pas, and, during certain negotiations in 1925, the Provincial Government of Manitoba had agreed to guarantee the railway bonds necessary to finance the building of the line, so that it was possible to organize for this work immediately. A contract was let by the newly organized Manitoba Northern Railway Company to the Dominion Construction Company, Ltd., and Tomlinson, for the building of the railway to the mine, a distance of approximately 87 miles (see Figure 1). The Manitoba Northern railway is a subsidiary to the Canadian National railway, and all engineering and supervision of the contractors was done by the Canadian National engineers. Actual construction work was started in January, 1928. The first 52 miles of the railway from The Pas to Cranberry Portage is over fairly level, although slightly rolling, country, and a considerable portion of the route is over muskeg area. Rails were laid on top of the frozen muskegs. Gravel deposits were opened-up along the line and, before warm weather; sufficient ballast .was distributed in the muskeg areas to prevent thawing under the track, and thus give the necessary support to allow uninterrupted transportation over the line.

Jan 1, 1935

By Kentaro Kuraji

INTRODUCTION Background Tokyo, the capital of Japan, is one of the largest cities of the world. As many as 33 million people live in Tokyo and three neighboring prefectures although the city occupies only 0.6% of the area of the country. The network of Metropolitan Expressways serves as a major artery for daily physical distribution in Tokyo. The Central Circular Route of the Metropolitan Expressway (MECCR) is located innermost among the three circular routes in Tokyo (Figure 1). Once completed, MECCR is expected to drastically mitigate traffic congestion in the central Tokyo area and provide drivers wider varieties of options in route selection. Alleviating congestion is estimated to reduce 400,000 tons of carbon dioxide emissions annually. The eastern and northern sections and part of the western section of MECCR have been completed with the total length reaching 33 km. The western section will be extended southward by approximately 4 km in the spring of 2010. An 11-km-long western section of MECCR that is currently being constructed is composed mostly of tunnels. A large number of power supply, gas supply, telephone, drinking water and sewerage pipes have been placed under the Yamatedori avenue along which MECCR is being constructed. The shield tunneling method has therefore been adopted for constructing tunnels along the route. The method involves the advancement of a shield tunnel boring machine (TBM) through the ground simultaneously assembling segmental rings within the shield. The method not only enables the building of highway tunnels more quickly and efficiently than other methods but also minimizes the effects of construction work on the surrounding area and the environment. Constructing the tunnel using the conventional cut-and-cover method might have required large amounts of time and cost because relocating the numerous objects buried under the Yamatedori avenue might have been necessary during tunnel construction. It was also considered desirable to place the tunnel at a depth of 30 m or more from surface to prevent tunnel construction from adversely affecting railways because the tunnel was expected to cross eleven railways and subways. This is one of the reasons for selecting shield tunneling as an effective method. The shield tunneling method was finally adopted for a length of 7 km in the 11-km western section of MECCR. The shield tunneling method was also employed in the Ohashi Tunnel located southernmost in the 11-km western section of MECCR. This paper describes the construction of the Ohashi Shield Tunnel.

By A. Moergeli, Philip Sander, John J. Reilly

"Estimating and managing the costs of complex infrastructure projects – in the planning/design and construction phases, for both owners and contractors – has been a challenge for decades. The more complex and technologically advanced the project, the greater the uncertainty, including potential risks that are important to owners and contractors, such as:• Cost risks to owners – meeting budget and schedule, maintaining public credibility.• Cost risks to contractors – profit, consequences of loss, impacts to reputation/future work.This concern has been addressed in various ways by the underground construction industry for some time (Reilly, 2001). In particular, while significant advances have been made in cost estimating for the planning and design phases (Reilly et al., 2004), that are important to agencies and political decision-makers, it is not apparent that these advances have been widely adopted for construction cost estimates. The reasons for this may relate to lowbid considerations – any method that tends to increase the contractor’s cost estimate, by including risk or likely costs, could lead to an erosion of the contractor’s competitive position – if others are not similarly required to include such costs.Different cost estimating methods produce different levels of information. Specifically, there is a large difference in the character and depth of information if a deterministic (quantities times price plus a contingency) and risk-based cost methods are used. It is this difference in character and depth of information that is the reason that risk-based cost estimating has potential value for owners and contractors. Figure 1 presents hypothetical cost results from deterministic and risk-based methods and illustrates some of these differences.In Fig. 1, the results for deterministic and risk-based cost estimates are given related to the potential profit or loss for a typical project. As is evident in this example, there is significant potential for costs to be realized that are higher than the proposal/bid value estimated using a deterministic approach, with a 15 percent probability of a loss. There is a 30 percent probability that the project will have a reduced profit. There is a 55 percent probability that the project will return a good profit. Using a risk-based approach, it is possible to better recognize this potential outcome in the bid phase and, as a consequence, develop a strategy to:"

Apr 1, 2016

Jan 1, 1965

By Jaidev Sankar

The dream of constructing the new Second Avenue Subway in New York has finally become reality as the first construction contract package is currently underway. This first contract requires the construction a TBM Launch Box in the middle of Second Avenue from which a Tunnel Boring Machine (TBM) will bore two tunnels south to 63rd Street. This paper will discuss the design of this contract and how construction has progressed including preparation, site constraints, utility construction and com-munity impacts while highlighting the challenges of working in an urban environment. It will also discuss moving forward on this major project outlining the remaining contract packages including their scope and status.

By N. G. W. Cook

The conventional cyclic system of deep-level mining by drilling and blasting gives rise to an inadequate degree of stope sorting when mining thin reefs. This results in poor utilization of the capital facilities of a mine in the form of shafts, haulages, airways and associated equipment. Continuous and controlled removal of the thin gold-bearing portion of the reefs would permit better stope sorting and hence greater utilization of capital facilities. Results of experiments to develop hard rock cutting machines for mining are reported and the benefits which could be derived from their use are discussed.

Jan 1, 1969

By Rudolf E. Greuer

Modeling a mine ventilation system is a formidable mathematical problem requiring the solution of twice as many equations as there are airways with half of these being quadratic equations. The addition of a mine fire to the problem adds many more complexities. The U.S. Bureau of Mines and Michigan Technological University attacked this problem in stages. During the 1970's and 80's, a series of computer simulation programs were developed which offered progressively increasing levels of modeling capability and accuracy. The current version of this software, MFIRE 2.0, was released in 1993. This programs provides for full dynamic state mass flow-based modeling of a mine ventilation system, and includes natural ventilation, mechanical ventilation, air reversals and recirculation, methane and fire contaminant spread, and moisture condensation and evaporation in the mass flow and heat exchange calculations. This program is a useful tool for routine ventilation planning and can significantly improve mine safety by enabling detailed quantitative analysis for mine emergency preplanning. This paper reviews the evolution of the MFIRE program from its infancy as a simple digital network simulator replacing analog computers to the present version.

Jan 1, 1994

By R. W. Rausch

BELT-CONVEYOR 'history in this country dates back to the end of the eighteenth century. Up to 1896 they were crude in design and application. The second era, dating from 1896 to about 1920, saw special study given to belt construction and idler design. The latter part of this era saw the beginning of the present-day antifriction idler. The third era followed World War I, when industry began to expand rapidly. Mines and quarries, steel mills, and power-generating plants became larger and greater quantities of ore, stone, and coal were being handled. It became vital that belts handle larger capacities, that they be longer, and that they be dependable for 24 hours per day. In this third era a radical change in belt conveyor design and application occurred. The design has became more scientific. Studies have been made to find out what factors influenced the power required for a belt conveyor and it was found that the sag of the belt between idlers and the flattening of the load between idlers had considerable effect on power requirements. So definite initial tension was put into the belt at the loading end and idler spacing was reduced at the foot end to limit this sag. Belt manufacturers made tougher and stronger belts.

Jan 1, 1947

By R. ZapataN.

"In the following report, Altonorte Smelter owned by Xstrata will explain its experience with its denominated furnace called ""Continuous Altonorte Reactor"" since started up in March 2002. The Reactor is the main and only smelting furnace since the operation of Reverb Furnace was stopped (15 days after the start up of the Reactor) and it can be operate with dry concentrate for injection by tuyere and wet concentrated via Garr Gun when the injection system fails. From the started up of the Reactor, three operational campaigns have been carried out where in each one they have been increased their smelting throughput and availability. The flexibility reached by the technology bath smelting has allowed a high level of smelting of concentrate and revert materials. The high availability of the Reactor and overcoming problems that were considered of high complexity like the extraction of white metal and slag, refractory campaign, etc. has allowed the Altonorte smelter to project to smelting 1,200,000 tonnes per year with its only Reactor in next year."

Jan 1, 2007

By Carl R. Peterson, John Herrick

INTRODUCTION The need for substantial advances in underground excavation technology has produced considerable research activity on a wide variety of concepts under a variety of Government funded programs. One goal of this "Rapid Excavation" effort has been the development of a means to apply the well-known virtues, both technical and economic, of the drill and blast method in a continuous process. The spiral blast concept, aimed at this specific goal, has been funded for initial studies (1) by the ARPA Rapid Excavation Program and, for the experimental work reported herein, by the Department of Transportation (2). The economy enjoyed by the drill and blast method stems from two factors: explosive energy is relatively cheap; and this energy is released so as to cause rock fragmentation largely through tensile failures. The relative ease and efficiency of tensile rock failures have long been recognized. The drill and blast process of course cannot be truly continuous since drilling and blasting (and other necessary functions) simply are separate, distinct operations. Although some surface explosive work has been done to avoid the need for drilled blast holes (3) it does appear that the high performance associated with explosive excavation requires placement of the explosive beneath the rock surface. This paper describes studies of blasting pattern which, in simplest terms, replaces the occasional heavy blast of conventional practice with frequent, much smaller blasts. The objective, of course, is to reduce the size of individual blasts

Jan 1, 1974

By Mauro Fornaro, Marilena Cardu, Renato Mancini, Daniele Castano

Tunneling by explosive blasting in civil works isn't merely intended to break somehow a way through the rock, rather to drive a permanent, constant cross section, lined way. The current mechanical excavation v/explosive blasting debate is mainly centered on the concept of the tunnel wall quality; and consequently explosive blasting strategy is founded on contour blasting.

Jan 1, 1992

By Jürg Künzle

The use of the underground space has been a recurring issue in human history, whereas the reasons for building subsurface structures have changed over time. In the decades to come, the world will be marked by a variety of underground projects never before seen. This paper describes a series of characteristic challenges of designing and building underground freight transportation systems, with reference to the example of Cargo sous terrain, a privately funded underground logistics project in Switzerland. It provides an overview of contracting practices that allow these challenges to be addressed with success.

Jun 13, 2021

"There is no fast way to add more than 6.4 km (4 miles) of track, most of it underground, to the Sound Transit Link Light Rail system in the Seattle, WA area. But increasingly busy traffic through a number of neighborhoods made it necessary. That’s the challenge a joint venture of several tunneling contractors faced when starting its portion of the $1.9-billion Northgate Link Extension in 2013, and the project is still keeping it busy three years later. Completion will mean just a 14-minute ride from Northgate to downtown for an extra 60,000 passengers by 2030. The transit lines will join 57 km (36 miles) of new and under-construction light rail lines running north, east and south from Seattle.Voters tired of long commute times approved the project, a key part of Seattle’s regional mass transit system, in 2008. The extension is part of a plan adopted by the Sound Transit board in 1996 to connect the region’s major activity centers. The Northgate project is meant to relieve one of the area’s most congested traffic areas by connecting the Northgate, Roosevelt and University District neighborhoods to existing routes including downtown Seattle and SeaTac airport.Sound Transit dedicated more than a quarter of the project’s estimated expense — $440 million -— to general contractor JCM Northlink LLC to handle the tunnel segment. JCM is a joint venture formed in 2013 between Jay Dee Contractors of Livonia, MI, Frank Coluccio Construction of Seattle, WA and Michels Corp. of Brownsville, WI. The contractors regularly collaborate on large-scale projects and brought experience working on a different section of the extension they completed in 2013.JCM project leaders knew immediately that the schedule would be demanding. They had to work around the clock six days a week to meet deadlines. The extension runs through highly populated areas, meaning contractors had to follow strict city noise restrictions between 10 p.m. and 7 a.m. Plus, supervisors needed to manage the scheduling of nearly 250 employees to keep work running smoothly.“We had eight different operations and four different subcontractors trying to work in one tunnel,” said Chris Wood, JCM site project superintendent. “It’s important that we keep work linear. That’s the biggest challenge: keeping a path in and out so you can pour concrete, keep electricians and carpenters going, and accomplish everything else.”"

Dec 1, 2016

By Charles E. Carlsen

Underground construction involves all the legal problems common to the construction industry and adds a nice little group of its own. Elements which will ultimately affect contractor-owner relationship commence to form almost as soon as the owner conceives of the project. A few of these with emphasis on their application to underground construction will be mentioned. (1) During the design stage, determination must be made as to whether the specifications will be general or restrictive. To what extent will the operations of the contractor be controlled? Can he proceed to use any method of tunnel excavation that he desires and only be responsible for the end result or will specific excavation procedures be required? Can explosives be used? Under what restrictions? Are tunnel supports required? How long can the crown behind the heading remain unsupported? What kind of supports are required? What restrictions on the placement of tunnel-lining concrete will be required? Each of you could extend this list for many pages but these illustrations are indicative of decisions that must be made in advance of bidding, and the ultimate decision on each question can have a significant effect on the legal relationships that exist between the contractor and the owner. The owner wants a good job at a fair price. On the other hand, nothing is worse than having a tunnel collapse during the construction period, with its extra costs, loss of life, and delay to the entire project. If the specifications are too restrictive, increased costs of performance are bound to occur. Owners save tremendous amounts of money by obtaining a contractor who has been ingenious in devising the most economical construction procedure. Care must be taken in drafting the specifications so that the benefits of such ingenuity will not be lost. (2) HOW is the contract to be awarded? Will there be open bidding, a restricted list of bidders, or will there be negotiations with a comparatively few contractors? If it is a government project, whether Federal, state, or

Jan 1, 1970

By Erich J. Jacob, Volker O. Meldner

INTRODUCTION Our company has made persistent efforts to utilize the very latest cost-saving technology in tunnel design and construction. However, we were relatively late in joining the clan of slurry shield tunnelers. The challenge came in 1973, when our company was low bidder on a major sewer tunnel in Hamburg, West Germany. The tunnel was to be driven under the harbor region through coarse and fine sands with up to 60 ft hydrostatic head of water. Outer diameter was 15 ft, and length was 2.9 miles. This contract appeared right to enter the new field of slurry face tunneling. We gathered a design-engineering team to develop the machine, called it "Hydroshield", and used it on the project. The good performance of the prototype machine encouraged us to improve and modify the equipment design. The very latest model is now in use on a subway tunnel in Antwerp, Belgium. This tunnel is 21 ft outer diameter and 2.4 miles in total length. In terms of excavated volume it is the world's largest slurry shield contract. While the drive is still in full swing, we are currently preparing for 3 further Hydroshield applications, with diameters ranging from 12 to 32 ft. This paper describes the Hydroshield's salient design features, operational characteristics, construction reliability and performance levels, as experienced in West Germany and Belgium.

Jan 1, 1979

The recommendations of a recent American report on "Better contracting for Underground Construction" are considered in relation to Contracting practices on major Australian projects by representatives Of the "classical trilogy" - the Owner, Engineer and Contractor.

Jan 1, 1976

By Lukas Erkurt, Wolfgang Holzer, Stefan Auderer, Richard Gradnik

SEM/ NATM Tunnelling contracts in Austria and Germany are usually tendered applying unit price contracts. The purpose of this paper is to show how contractual problems are resolved in these countries. The focus will be put on describing the theoretical approach, several case studies will show how contractual problems were dealt with on site.

Jun 23, 2024

By Edward S. Plotkin, Gary A. Almeraris, Thomas F. Peyton

The lining of the tunnel and shafts for a new section of New York City's- water system required extensive components to produce, deliver and place a continuous tunnel linning. The project placed approximately 153,000 CM (200,000 cy) of concrete for 5,340 M (17,520) of drill and blast 7.3 M (24 ft.) ID tunnel, located at depths of 152 M (500 ft.) to 213 M (700 ft.) . This section of tunnel will be connected to the surface water distribution system via four shafts of varying diameters ranging from 5.8 M (19 ft.) ID to 1.5 M (5 ft.) ID . All work was done beneath the streets of Manhattan under the rigid constraints of the City of New York and the Bureau of Water Supply regulations.

Jan 1, 1987