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In 1950, about a third of the world?s population lived in cities. That figure has steadily risen throughout the following decades. Now it is believed that about 60 percent of the estimated 8.1 billion people in 2030 will be living in urban areas. The strain on infrastructure in cities in the developed world is already showing. And the rapid growth in developing nations today is adding to the shortage of materials, equipment and labor needed to keep up with this growth. So, while materials and labor may be in short supply, there is no shortage of work for the underground tunneling and space industry. In June, 718 of those professionals from around the world were in San Francisco, CA for the North American Tunneling (NAT) conference, put on by the Underground Construction Association (UCA) of SME. The attendees spent the three days of technical sessions listening to international authors discuss the state of the industry, new technologies that have become available and updates on major tunneling projects throughout the world. The accompanying exhibit attracted 79 vendors, who displayed the latest in tunneling and underground space equipment and services. In addition to the technical sessions and the exhibit, the NAT featured three short courses ? ?DRB Process Update Workshop,? ?Soft Ground Tunneling Technologies? and ?Underground Blasting Technology and Risk Management.? And the post-meeting field trip to the Devils Slide tunneling project near San Francisco was sold out.

Jan 1, 2008

By Edward (Ted) Dowey

City Water Tunnel No. 3 is being built in order to provide a redundant system for delivering 4,542,500 m3 (1.2 billion gallons) of water per day throughout the five boroughs of New York City. The present tunnels, City Tunnel No. 1 and 2 (Figure 1), were put in service in 1917 and 1936 respectively, and both have been in continuous service. Tunnels No. 1 and 2 can-not be shut down for inspection or repair until City Tunnel No. 3 has been completed. City Tunnel No. 3 has two stages (Figure 1).Stage One is 20.1 km (12.5 mi) long and is presently delivering drinking water to the boroughs of the Bronx and Manhattan. Stage Two consists of the Brooklyn-Queens Tunnel 17.7 km (11 mi) and the Manhattan Tunnel 14 km (9 mi). The Brooklyn-Queens leg is complete and is set to be put in service soon. The Manhattan Tunnel is being constructed and is the subject of this paper. The Manhattan Tunnel (Figure 1) is comprised of three legs: the north, south and east legs. The con-tract includes the excavation of 8,976 m (29,500 ft) of tunnel and the lining of 14,561 m (47,773 ft) of tunnel. The south tunnel, 5,705 m (18,720 ft), was excavated but not lined, under a previous contract. The tunnel ranges from 181 m (600 ft) to 152 m (500 ft) in depth in the bedrock under Manhattan. The tunnel contract also includes the construction of nine new shafts, 161 m (530 ft) average depth, and the completion of a tenth shaft (the previously built construction shaft). The Manhattan Tunnel contract was awarded to the sole bidder Schiavone/Shea/Frontier Kemper Joint Venture (SSF) for $668,532,680.00, on January 31, 2005. The Manhattan Tunnel was designed ?in house? by the New York City Department of Environmental Protection (DEP) and the construction management was provided by a combined staff of the DEP and a joint venture of Jenny Engineering and URS.

Jan 1, 2008

By Dean Workman

Located in downtown New York City, this project necessitated an innovative conveyor design for successful muck removal. This paper will discuss the technical challenges and engineering solutions of the muck transport system which consists of every commonly recognized version of a belt conveyor. The elaborate system includes a TBM conveyor integral to the back-up system, a wall-mounted extensible conveyor, a crown-mounted transfer conveyor, a floor-mounted fixed-length conveyor, a pocket-belt vertical conveyor, three cascading overland conveyors, and one radial stacker. The most challenging design element was an over-land conveyor featuring a box truss for muck transportation over Northern Boulevard while simultaneously going under the Queens Plaza railroad viaduct. An overview of the project is provided along with the following topics: developing final plans from the proposal concept, interfacing with existing works, communication with the joint venture, and complying with local regulations.

Jan 1, 2008

By W Angerer

This paper describes the design of the marine riser structures, including the design measures for sealing and protection from flooding, dewatering and connection to the main tunnels, for the Gold Coast desalination plant in Queensland. The risers connect the intake and discharge tunnels to the ocean. Construction commenced on both in April 2007. The paper describes the key design criteria for the risers, the construction constraints that influenced the design and the design of the main elements of the risers and the connections to the tunnels.

Jan 1, 2008

By Verya Nasri

This paper presents analysis of damages and rehabilitation design for three major French rail-way tunnels built in mid-19th century. The La Nerthe tunnel underwent ovalization deformation with excessive displacement at the springline, and pinching and bursting of the liner bricks at the crown due to tectonic residual stresses with very high lateral earth pressure. The Saint-Louis les Aygalades tunnel invert was subjected to undulatory deformation resulting in tracks misalignment, which was caused by non-homogeneity of mechanical and hydraulic properties of the ground. The Roches de Condrieu tunnel required widening to comply with the increase in dynamic envelope of trains due to their larger cross section and higher speed. The applied rehabilitation methods and constraints of work in these busy mainline railway tunnels have been discussed in detail.

Jan 1, 2008

By Dean Brox

The Galore Creek Mine project is one of the newest major mining projects under development in Canada. The project is located in a very remote area of northwestern British Columbia and is being developed by NovaGold Resources and Teck-Cominco of Vancouver. The mine project comprises one of the largest and highest grade undeveloped porphyry-related gold-silver-copper deposits in North America. In order to access the mine site a new 120 km road is required including a 4.4 km mine access road tunnel. Glaciers with heavy snow pack cover approximately two-thirds of the tunnel alignment with a maximum cover of 1200 m. The size of the access road tunnel is about 50 m2 and has been designed as a large single lane road tunnel to accommodate the transport of large size mining equipment for mine start up and ongoing operations. The rock conditions along the tunnel alignment comprise very strong volcanic rocks. Key services for mining operations will be incorporated into the tunnel comprising diesel and power as well as the concentrate pipe-line. Structural portal canopies and portal houses have been incorporated into the tunnel design due to the risk of rockfalls and avalanches in the portal areas. The mine access road tunnel is a significant and critical-path component to the overall project to provide vehicular access to allow construction of the mine site. In order to meet the expected mine start up date the construction of the tunnel works have commenced prior to any other works at the mine site and will be constructed entirely by helicopter support. The tunnel works commenced in the summer of 2006 with the advanced excavation of the overburden materials at the portals. Tunnel construction from the North portal commenced in the spring of 2007. When completed, the mine access tunnel will be the longest private road tunnel in North America. The key design and constructability issues for the mine access road tunnel project are presented and discussed along with a construction status update as of late 2007.

Jan 1, 2008

By Christophe Bragard

The Los Angeles Metro Eastside Extension light rail project included a 1.5 mile underground segment, which consisted of twin 18'?10" ID tunnels, bored with two EPB-TBMs. One of the major project challenges after the completion of the bored tunnels was the excavation of six cross passages within alluvial geology below the water table and with low ground cover. Sequential excavation methods were employed and this paper details the design, ground treatment, support measures, and construction methods used to mine these cross passages beneath the congested urban streets of the City of Los Angeles.

Jan 1, 2008

By Richard A. Cubeta

Precast concrete segments have been used in sanitary sewer tunnel design for decades. Federal mandates (reduction in heavy metals and I & I), and system design changes (increased retention times) and other factors have exacerbated corrosion problems. In an effort to combat the ever-growing effect of microbiologically induced corrosion, owners, engineers, and designers have been specifying thin-film lining systems to protect precast concrete segments. These systems have compatibility and installation issues. Chemical additives or calcareous aggregates have been utilized in precast concrete, but have only proven to retard the rate of corrosion and do not eradicate the problem. Solid cast polymer segments are stronger than precast concrete, do not require linings or coatings, are impervious to ground water infiltration, and, above all, are inherently corrosion resistant through and through.

Jan 1, 2008

By Behrouz Tehrani

The size, complex issues, and requirements to construct large number of tunnels, for a single project, expeditiously, and without exceeding the overall project budget, a program Construction Management (CM) team is highly recommended to be selected early during design process to provide guidance/direction relative to contract packaging and scheduling. This paper is not focused on the project itself, however, the emphasis is on experiences gained from the project. Wishing that some of the strategies described in this paper will be of value to owners of underground project.

Jan 1, 2008

By M. Schafer

The 20 foot diameter cast-in-place tunnel lining for Phase 3 of the Mill Creek Tunnel (MCT-3) has been completed. This paper will summarize aspects of liner design and address the construction approach in placing the liner in areas of tunnel that experienced crown overbreak. Tunnel lining production rates, installation procedures and form buoyancies experienced during concrete placement will also be presented.

Jan 1, 2008

By Derek J. Penrice

A critical element of the Transbay Transit Center Program, the Caltrain Downtown Extension (DTX) will extend commuter rail service into downtown San Francisco and accommodate future statewide high-speed rail service. The DTX project includes 1.8 miles of underground construction, comprising significant sections of mined and cut-and-cover tunnel. At the request of stakeholders, an updated cost estimate was prepared early in the project?s preliminary engineering phase. Unsurprisingly, this yielded a cost substantially higher than the available budget. This paper provides a summary of the management processes and planning decisions taken to bring the project back to budget, resulting in a configuration which derives maximum value from available funding and retains maximum flexibility for future system expansion.

Jan 1, 2008

By A Domanti, C Jewkes

This paper describes the design and constructability issues investigated in the selection of a trenchless solution in comparison to trenched construction options as part of a scoping study for the augmentation of the existing Bulimba Creek Trunk Sewer in Brisbane. Initial work involved the planning of alignment options vis-a-vis ground geology, geotechnical conditions, location and depth of shafts considering potential construction technology, flotation and stability of the tunnel, availability of construction sites and the influence of construction works on neighbourhood properties and the immediate environment. Two design pipe sizes, DN1200 and DN1500, were considered, and factors including jacking forces, specification of product pipes, pipe joints, pipe jacking methods and the associated impacts of ground settlement were carried out. Of particular interest was research on suitable lubricating fluids with the potential to minimise jacking forces and maximise the length of pipeline between launch and reception shafts.

Jan 1, 2008

By J Johansson

The aim of this paper is to discuss how to form work and organisations in the mines of the future. The Kiruna underground iron ore mine in the far north of Sweden is used as an example on how technical development affects organisational issues like skills, work identity and gender. Over a period of 50 years one can see a transformation of work from manual underground work to automation and remote control from surface level. What characterised the old underground workface was the close relation between man and the hard rock and with arduous physical work under dangerous conditions. Today, the face miners are located on the seventh level of an office building close to the mine. There is also an emerging, and in many aspects already evident, knowledge transformation û from the old and obsolete physical and tacit knowledge and skills (for example the ability to æread the rockÆ) to something new, which can be described as abstract æhigh-techÆ knowledge and skills. The modern technology has created a new type of work û new in terms of competencies and knowledge as well as workload and organisation. At the same time the mining company are recruiting more women and promoting the former pure male work as attractive workplaces for both women and men. All this has effects on how individuals and company create and recreate skills, identity and gender. To some extent the technological development predestines these changes, but there are some choices to be done when forming good work and organisations for the mines of the future. The traditional mining workplace culture and behaviours and the old type of masculinity, the æmachoÆ style, will be challenged by the new æhigh-techÆ work and new competency demands. The changes risk meeting restoring responses, which can have negative impact on the performance of the organisation, for example making it inflexible and perhaps ælaggingÆ behind the technological development. These questions need to be handled when planning future mining.

Jan 1, 2008

By Dan Brown

Improvements in construction equipment and techniques in recent years have made possible the use of drilled shaft foundations in diameters and lengths not previously considered practical or feasible. Many highway bridge and other structures are now routinely founded on drilled shafts which are 2.5 m to 3.0 m (8 to 12 feet) in diameter and extending over 60 m (200 feet) in depth below grade. There are unique challenges associated with constructing such large and deep cast-in-place foundations and engineers should be aware of the special needs associated with site investigation, construction specifications, material requirements, and quality assurance. This paper outlines a number of special considerations for these foundations, along with strategies that may be employed to improve the reliability and quality of large drilled shaft foundations.

Jan 1, 2008

By Kaushik Dey

Bord and pillar is the most predominant method of wining of coal in Indian underground coal mines. Development heading in coal mines often encounters roof stability problem and results in roof overbreak. Research on this reveals that the blast-induced ground vibration may have significant contribution in roof overbreak, especially, when solid blasting is carried out in the bord and pillar method. Solid blasting, in general, is associated with higher charge confinement due to lack of free face and generates higher ground vibration, which in turn results in excess overbreak.

Jan 1, 2008

By Hiren J. Shah

Across much of New York City, the geology of glacially deposited soils follows a common sequence. Outwash sands generally overlie varved silts and clays, which lie above a basal till deposit underlain by the bedrock. Pile foundations at projects with such typical stratigraphy generally develop their axial capacities by extending below the fine-grained deposits into the till or the bedrock. Contrastingly, at a project site on the Brooklyn waterfront, high capacity piles were efficiently and economically installed by driving them into the relatively shallow glacial drift and till deposits which lay above thick fine-grained compressible glacial lake deposits. An unusual aspect about the foundation design at the Brooklyn project site is that, relatively short and high capacity piles were driven into the shallow glacial drift and till deposits, overlying the thick fine-grained glacial lake deposits. In order for this unusual foundation scheme to be feasible and economical, the piles needed to achieve their driving criteria in the upper strata. Consolidation settlements in the lower stiff and over-consolidated glacial lake deposits below the pile tips had to be relatively small. The paper discusses the unusual stratigraphy in this area of Brooklyn in greater detail with geologic profiles and engineering characteristics of the glacial strata. It also discusses the design aspects of the pile foundations, settlement estimates, a pile drive test program during design, results of the static load test program during construction, and production pile installation results.

Jan 1, 2008

By Edward Jacobsen

The Oak Creek Power Plant in Oak Creek, Wisconsin is currently undertaking an expansion project. In order to supply cooling water to this facility, a 27' (8.2m) diameter tunnel will be bored, in rock; to connect to 4 vertical Intake shafts located approximately 1.5 miles (2.4km) offshore in Lake Michigan. In 2004, Case Foundation Company was awarded a lump sum contract to Install these intake shafts. When complete, the plant is expected to circulate upward of 2 billion gallons per day (7.5 billion liters) through this system. Two shafts were drilled in a (shortened) construction season in 2005 and the remaining 2 shafts and 4 liner assemblies were completed in 2006. Future connection to the tunnel, in 2007, will be accomplished by mining upward to reach the lower portion of each liner and then removing its internal bulkheads to permit the flow of the lake water into the tunnel.

May 11, 2007

By Robert B. Bittner

The new gated dam on the Monongahela River at Braddock, Pennsylvania, was built for the US Army Corps of Engineers using an innovative "In-the-Wef' technology. A key feature of this technology involves construction of the foundations through the water and later mating the completed structure or a shell of the structure to the pre-installed foundation. This paper presents a description of the structure, its foundation, construction sequence and design details required to successfully Implement this technology.

May 11, 2007

By Dan Brown

Improvements in construction equipment and techniques in recent years have made possible the use of drilled shaft foundations in diameters and lengths not previously considered practical or feasible. Many highway bridge and other structures are now routinely founded on drilled shafts which -are 8 to 12 feet in diameter and extending over 200 feet in depth below grade. There are unique challenges associated with constructing such large and deep cast-In-place foundations and engineers should be aware of the special needs associated with site investigation, construction specifications, material requirements, and quality assurance. This paper outlines a number of special considerations for these foundations, along with strategies that may be employed to improve the reliability and quality of large drilled shaft foundations.

May 11, 2007

By Z. T. Bieniawski, Benjamín Celada

After emphasizing the importance of quantitative rock mass classifications in mining, originally directed to selection of rock support measures, but subsequently to estimates of rock mass properties such as rock mass strength and rock mass modulus of deformation, current attention calls for a classification specifically for rock mass excavability by tunnel boring machines (TBMs), which are used extensively in tunneling as well as in the mining industry. This paper introduces the Rock Mass Excavability (RME) index for predicting excavability of rock masses by TBMs using a quantification of machine performance and rock mass conditions. The RME index is based on five input parameters aimed at relating rock mass behavior and machine characteristics: (1) uniaxial compressive strength of the rock material, (2) drillability/abrasivity, (3) rock mass jointing at mine drift face, (4) standup time of the excavation, and (5) groundwater inflow. Development of the RME index entailed the collection of extensive data from more than 28 km of tunnels and some 400 case records from projects in Spain involving double-shield TBMs. In the process, a number of statistical correlations have been established between RME and such output parameters as degree of machine utilization, advance and penetration rates, thrust and torque of the cutterhead, and the specific energy of excavation. It was found that the RME index provides a particularly significant correlation for predicting the average rate of advance (m/day). In essence, the RME index is a classification system that features interaction of rock mass conditions with boring machine characteristics for use in the early stages of a project. It should be noted that the RME index does not replace the Rock Mass Rating (RMR) or Q-systems as used in mining and tunneling; indeed, one of the RME input parameters, standup time, is determined from the RMR. However, the approach presented introduces a specialized tool relevant to excavating tunnels and drifts. Possible applications to hard-rock mining are explored.

Jan 5, 2007