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By Justin Brown, Michael Kobler, Dave Ragland, Bob Shufflebotham

PROJECT OVERVIEW As the sun-bronzed San Diego students strolled casually to class, mining crews from Atkinson Construction were working only 9 meters below the surface. The330 meter long, 11.3 meter diameter squat ellipse NATM tunnel is part of the9.3 kilometer Mission Valley East Extension Light Rail Transit (MVE-LRT) being constructed for the San Diego Metropolitan Transit Development Board (MTDB). The SDSU segment of the MVE-LRT was awarded to the Clark Construction Group, the parent company of Atkinson Construction for $82.7 million. URS CORP was the prime designer and Hatch Mott MacDonald performed the NATM tunnel design. The construction managers were Washington Infrastructure Services with Underground Construction Managers, EPC Consultants, and ILF Consultants. A NATM tunnel design was chosen as the most cost-effective way to minimize disruption of the university activities. The tunnel passes close to several buildings and directly below access roads, tennis courts and a baseball field. The NATM method of conventional mining uses shotcrete for ground support often reinforced with steel orplastic fibers, welded wire mesh and lattice girders. The tunnel runs from a cut and cover box up a 4.2% grade in a 217 meter radius left-hand curve with several spirals and ends at the underground station 330 meters away. The depth of cover varies from 16 meters near the west portal to nine meters at the station. The design called for a two-pass system with a primary lining of 300 mm shotcrete with lattice girders at 1 m centers and two layers of welded wire mesh. The lattice girders are used primarily for profile control and are not considered a structural element. The top heading was designed to be excavated in one of three excavation sequences depending on ground conditions and depth of cover. In sequence one excavation, the top heading is excavated in two halves with a one-meter separation. In sequence two excavation, a side gallery is advanced 8 or more meters ahead of the

Jan 1, 2003

By X. H. Zhang, J. G. Cai

This paper discusses the behaviour of large-span tunnels and caverns in hard rock in a major underground storage project. In-situ stresses were measured using hydraulic fracturing during site investigation and 3-D overcoring during construction, with both showing a horizontal stress ratio of 2-3 times the vertical stress. Rock reinforcement design was based on the Q-system combined with numerical modelling for special design cases. Tunnel design and performance were checked and monitored by in-situ instrumentation during rock excavation, including measurements of deformation, convergence, and load on rock bolts. Deformation measurements using borehole extensometers included one borehole drilled into the virgin rock before rock excavation, which provided a direct and very insightful comparison with the various deformation measurements made during rock excavation. These measurements coupled with numerical calculations have proven that the high horizontal stresses to be very favourable to the stability of the large openings.

Jan 1, 2003

By C. S. Oteo, H. Suárez, P. de la Fuente

ABSTRACT: In the south of the Island of Gran Canaria (Spain) there appear layers of swelling clays inside volcanic formations of a fonolitic type, down to depths as low as 500 m, with thicknesses of 1 to 3 m. Two tunnels (each of length 1,500 m) have been built in these zones (ignimbrites and swelling clays), work on which started in the ‘70s. The construction has been influenced by phenomena of expansivity and decompression. Presented below are the problems that arose, the field and indoor studies conducted and the numerical optimisation of the lining. ZUSAMMENFASSUNG: Im Süden der Insel Gran Canaria (Spanien) kommen im Inneren vulkanischer Formationen phonolithischen Typs in Tiefen von bis zu 500 Metern 1 bis 3 Meter dicke Blähtonschichten vor. In diesem Gelände aus Schmelztuff und Blähton begann man zu Beginn der siebziger Jahre, zwei Tunnel von jeweils 1.500 Metern Länge anzulegen. Die Bauarbeiten standen unter dem Einfluss von Dehnungs- und Dekompressionserscheinungen. Der folgende Text enthält eine Darstellung der aufgetretenen Probleme, der durchgeführten Feld- und Laborstudien und der numerischen Optimierung der Tunnelauskleidung. RESUME: Dans le sud de l’Ille du Gran Canaria (Espagne) on a détecté des couches d’argile gonflante dans l’intérieur des formations de roches volcaniques fonolitiques, à la profondeur autom des 500 m, avec épaisseur de 1 à 3 m. On a perforé deux tunnels (de longueur 1.500 m chaque un) dans cettes zones (igniumbrités et argiles gonflantes), chantier qui comenza pendant les 70’. La construction on a influencé pour des phénomènes d’expansivité et de décompression. Dans cette communication on présente les problèmes presentes, les études de chantier et théoriques realicés et l’optimisation numérique développé pour dimensionner le revêtement.

Jan 1, 2003

By H. Sekimoto, T. Matsuoka, K. Yasuhara, M. Ota, S. Akutagawa

A magnetic anisotropy sensor is used for nondestructive measurement of stress on surfaces of a ferromagnetic material, such as steel. The sensor is built on the principle of the magneto-strictive effect in which changes in magnetic permeability due to deformation of the material is measured in a nondestructive manner, which then can be translated into the absolute values of stresses existing on the surface. This technique was applied to measure stresses of H-beams used in tunnels. The results show that this method could be one of the promising technologies for non-destructive stress measurement for safe construction of underground structures. Une sonde magnétique anisotropique est utilisée pour des mesures non-destructives de stress sur la surface d' unmétal ferromagnétique, comme l'acier. La sonde est construite sur le principe de l'effet magnéto-strictif dans lequel les changements dans la perméabilité magnétique due à la déformation du metal est mesurée avec une manière non-destructive, qui peut être alors traduite en valeurs absolues des stress existants à la surface. Cette technique a été appliquée pour la mesure de stress des poutres en H utilisées dans les tunnels. Les résultats montrent que cette méthode peut être l'une des technologies promet tantes concernant les mesures non-destructives de stress pour des constructions sûres de strcutures souterraines. Ein magnetischer Anisotropie-Sensor wird für die zerstörungsfreie Messung von Spannungen an Oberflächenvon ferromagnetischen Materialien wie z.B. Stahl verwendet. Der Sensor kann Änderungen in der magnetischen Durchlässigkeit auf Grund von Verformungen des Materials erkennen, die dann in Absolutwerte der Spannungen an der Oberfläche umgerechnet werden können. Die Methode wurde auf Messung von Spannungenvon H-Balken in Tunnels angewendet. Ergebnisse zeigen, dass dies eine vielversprechende Methode für diezerstörungefreie Messung im Tiefbau ist.

Jan 1, 2003

By Guido Venturini, Giorgio Martinotti, Luca Delle Piane, Paolo Perello

This paper presents a critical review of geo-structural mapping methodologies applied to deep tunneling projects in complex mountain chains such as the Alps. Geological forecastings are often a crucial part of tunneling projects, which should allow contractees or contractors to assume their own risks. Despite this, often adequate methodological criteria are not applied in the realization of these studies, with consequent increase of costs and delays. A discussion should hopefully start in the world of tunneling in order to define a correct approach.

Jan 1, 2003

By Leon J. Jacobs, Kyle R. Ott

This paper discusses design and construction aspects of the tunnel, shaft and station for the Weehawken Tunnel and Bergen line Avenue Station. The project consists of a 1,269 m (4,156 ft) long existing railroad tunnel, which will be enlarged and equipped with a two-track light rail system. The project also includes construction of a deep underground station, with a large shaft connecting the surface station to the below ground station for access and ventilation purposes. Vibration and noise from blasting is a critical community issue and blasting adjacent to two 230-kV duct banks located in the tunnel invert required special blasting procedures.

Jan 1, 2003

By Richard W. Kimball, Fred B. Estep, Dwayne E. Easterling

This paper discusses the overall challenges to construct a 15,125.7 m (49,625 LF),wastewater drainage tunnel in Cobb County, Georgia by a joint venture of Gilbert Southern Corp. and S.A. Healy Co. and a construction manager Parsons, with Jacobs Associates as a subcontractor. The goal of the project is to provide wastewater retention during peak usage and is connected to a treatment facility near the Chattahoochee River. The primary component of the project is the TBM-driven hard rock tunnel. Additional works include drill and blast areas; four intake interceptors, two construction shafts and a 33.5 m (110 ft), diameter pump station shaft.

Jan 1, 2003

By Sakir Selcuk, Brian Hamilton, Paul Zick

The 1.8 mi (2.9 km) Minneapolis-St. Paul International Airport Light Rail Transit Tunnels and Station project is comprised of the underground segments of the 11.8 mi(18.8 km) Hiawatha Light Rail Transit route in Minneapolis, Minnesota. The 21 ft 2 in(6.5 m) diameter twin tunnels were mined 65 ft beneath one of the busiest airports in the United States using an earth pressure balanced tunnel-boring machine. This paper will provide a project overview, review the major equipment selected, tunnel segment casting, and describe excavation and lining operations for the tunnels and station.

Jan 1, 2003

By B. Moritz, W. Schubert, E. A. Button

ABSTRACT: Geological conditions associated with alpine environments in combination with high overburden in many tunnelling projects lead to squeezing behaviour. The main problems associated with such conditions include large deformations, overstressing of supports, and lack of face stability. In the past during Alpine tunnelling the problem of large displacements incompatible with rockbolt – shotcrete support systems have been solved by leaving gaps in the lining to accommodate excessive deformations. In the late nineties, yielding elements have been developed, which are integrated into the lining. The paper deals with the basic concept, the design and the application of that system, which has been successfully used in several Alpine tunnels. ZUSAMMENFASSUNG: Die geologischen Verhältnisse in den Alpen führen bei großer Überlagerung häufig zu starken Deformationen während des Baues von Tunneln. Die großen Verformungen führen in vielen Fällen zu einer Überbeanspruchung des Ausbaues und Problemen mit der Ortsbruststabilität. Früher ist man dem Problem der Unverträglichkeit des Ausbaues mit den hohen Dehnungen durch Freilassen von Deformationschlitzen im Spritzbeton begegnet. Vor etwa 10 Jahren wurden duktile Stahlelemente entwickelt, welche in die Spritzbetonschale integriert werden. Der Beitrag beschäftigt sich mit dem Konzept, der Planung und der Ausführung. RÉSUMÉ: Les conditions géologiques dans les Alpes conduisent fréquemment lors d'un grand recouvrement à des déformations fortes pendant la construction des tunnels. Les grandes déformations conduisent dans beaucoup de cas à une surtension du revêtement et à des problèmes avec la stabilité de front de taille. On a fait face plus tôt au problème de l'incompatibilité du revêtement avec les extensions élevées par libérer des rainures dans le béton projeté. Il y a environ 10 ans, des éléments sidérurgiques ductiles qui sont intégrés dans le béton projeté ont été développés. La contribution s'occupe de concept, de planification et de mise en oeuvre.

Jan 1, 2003

Since the early 1990s it has been evident that electricity demand has outstripped investment in generation and transmission. At the same time, concerns were being expressed about the risks associated with the run down of the Maui gas field. It is axiomatic that the necessary investments firstly require a stable and supportive regulatory and fiscal environment, and secondly that such investments have long lead times. A unwillingness by successive Governments to fund the necessary infrastructure, however, lead to the profound restructuring of the electricity with the ultimate objective of transferring the investment risk from Government to the private sector. Successive power crises since 1992 result from a failure to put in place a regulatory framework necessary to provide the environment to allow the private sector to make the needed investments within the necessary timeframe. The electricity sector has now stabilised to the extent that the regulatory risks associated with generation investment have been reduced. This does not mean that risk has been eliminated, however, and both economic and environmental issues will continue to constrain investment in some power proposals particularly those in the South Island and especially any South Island coal or gas thermal proposal. This is firstly because of several very simple economic issues:  1. while the South Island may have significant coal resources it lacks a significant electricity market; 2. except for a six to ten week period in a dry year, low cost hydro will price any large-scale South Island thermal out of the market which will restrict any large scale thermal station to a dry year and/or peaking load; 3. except for a six to ten week period in a dry year, export capacity on the HVDC link to the North Island is constrained to around 964 MWe (and 482 MWe from North to South in dry years); and 4. construction of any new thermal plant in the northern half of the North Island will price any South Island thermal station out of the market. There are also significant environmental issues associated with the establishment of a large scale thermally based power station in the South Island. Because the South Island lacks any large scale economically proven gas reserves, the environmental constraints considered are those associated with coal production. A coal mine dedicated to power generation will have significant on-site impacts associated, in particular those associated with disposal of opencast overburden and visual impacts. These will, however, be partially offset by the relative remoteness of such sites to population centres. What cannot be offset, however, is the off-site impacts, in particular, CO2, SOx and NOx emissions, water disposal and acid mine drainage.

Jan 1, 2003

By N. A. Smith, R. J. Fowell, J. L. Hislam

Abstract: Data are presented from two sites in southeast England, where problems were encountered in tunnelling through ground containing flint. In response to the difficulties, substantial laboratory testing programmes were initiated to determine the strength of the flints.It is shown that the strength varies very considerably, even within a single flint particle and that the practice of estimating unconfined compressive strength by a single multiplier applied to the point load strength index (Is(50)) may give misleading results. The preparation of UCS specimens for testing was found to be very difficult and it is recommended that tunnel machine capacity is assessed relative to Is(50). Résumé: Des données sont presentées sur deux sites dans le sud-ouest de l’Angleterre,où le perçage d’un tunnel dans un sol contenant du silex a posé des problémes. En consequences de ces difficultés, des programmes substatiels de recherché en laboratoire ont été initiés afin de déterminer la resistance des silex. Il est demontré que la resistance varie considérablement, même au sein d’une particule de silex, et que la pratique de estimation de la résistance en compression non confinée, (UCS) par le biais d’un simple coefficient appliqué au ‘point load strength index (Is50)’ pourrait donner des resultants trompeurs. La préparation de specimens UCS destinés aux tests s’est avérée trés difficile et il est recommandé que la capacité de la machine de perçage de tunnels soit calculée relativement au Is50. Zusammenfassung: Daten von zwei Standorten in Südosten von England, wo Probleme beim Tunnelbau durch feuersteinhaltigen Grund antraffen, sind angegeben. Wegen diesen Schwierigkeiten wurden Laboratoriumsforschungsprogramme eingeleitet, um die Festigkeit von Feuersteinen zu bestimmen. Es wurde gefunden, dass die Festigkeit sehr unterschiedlich war, selbst bei einzelnen Feuersteinstücken, und dass die Praxis, die unbegrenzte Kompressionsfestigkeit (uKf) auf Grund eines einzigen Multiplikationsfaktors vom Punktladefestigkeitsindex (Is50) abzuschätzen, zu irreführenden Resultaten führt. Die Vorbereitung der uKf Prüfstücke war sehr schwierig und es wird vorgeschlagen, dass die Kapazität der Tunnelbaumaschine in Abhang der Is50 bestimmt wird.

Jan 1, 2003

By Joseph K. Cavey

To accommodate the new Pier A expansion at BWI airport, a 1.8 m (6.0 ft)diameter stormwater pipe was constructed below active Runway 15R-33L. The jacked tunnel alignment runs east/west below the runway, and the depth the crown was 6.1 m(20 ft). Soil conditions consisted of very loose to medium sand and gravel, with some medium stiff clay and silt. Super Jet Grouting was selected as the ground treatment system, creating large diameter columns. All work was performed from the surface of the runway between the hours of 12 am and 6 am. Monitoring points along the tunnel in the grout zone indicated zero settlement during tunneling. Tunneling operations in front of and beyond the treatment zone experienced significant settlement. Super Jet Grouting in the treatment zone provided a low permeability continuous stable soilcrete that was readily mined while the runway remained in service.

Jan 1, 2003

By Y. H. Suh, H. C. Lee, D. S. Kim

A progressive karst formation and its influence upon engineered structures in the ‘phil-karst’ rock mass draw a tunnel engineer’s special attention to a long-term stability and the maintenance issues. Karst sinkholes of any size beneath the railway bed cause train wrecks or long interruptions in train traffic during rehabilitation work. The collapse of cave roof, called a ‘doline’, is in general connected to the cave by the gradual dissolving of the rock, developing into subsidence and sink-holes. The principal conclusions obtained from the field experiments are as follows: It is found that the development of karst cavity shows a relationship with a structural geological line and it is necessary to define the dominant directions of joint and geological layer (formation). The relation-ship between the water flow and joint direction can be used as an indicator of cavity presence in their direction. In addition the direction of in-situ stress can play a role in the development of karst cavities. A risk map of karst scenario is produced for the tunnel supporting systems with rock type classifications in water-soluble karstic rock mass. Eine fortschrittliche Karst-Formung und sein Einfluß auf angelegten Strukturen in der Phil-Karst-Felsenmasse wecken einem Tunnelingenieur eine besondere Aufmerksamkeit zu einer langfristigen Stabilität und der Wartungsausgaben auf. Karstensinkhöhlen in irgendeinen Größen unter dem Eisenbahnbett sind die Ursache der Zugeszerstörung oder der langen Unterbrechungen in Zugverkehr während Rehabilitationsarbeit. Der Zusammenbruch von Höhlendach, d.h. ein “doline”, ist im allgemeinen an die Höhle, die durch das allmähliche Auflösen des Felsen zu entstehen ist und sich in die Subsidence und Sinkhöhlen entwickeln, angeschlossen. Die Hauptschlüsse, die von Feldenprüfungen erhalten wurden, sind folgendermaßen: es wird gefunden, daß die Entwicklung von Karstenhöhlung eine Beziehung mit einer strukturellen geologischen Linie zeigt und es notwendig ist, die vorherrschenden Richtungen von Gelenk und geologischer Schicht (die Formung) zu definieren. Die Beziehung zwischen dem Wasserablauf und der gemeinschaftlichen Richtung kann als ein Anzeiger von Höhlungsanwesenheit in ihrer Richtung benutzt werden. Zusätzlich kann die Richtung von In-Situ-Spannung eine Rolle in der Entwicklung der Karstenhöhlungen spielen. Für das Tunnelunterstützungssystem, welches mit Felsentypenklassifizierungen in wasserlöslicher Karstic-Felsenmasse, ist eine Risikokarte von Karstenszenar hergestellt. Une formation progressive de karst et son influence sur les structures tracées dans la masse de roche "phil-karst" retiennent l'attention particulière des ingénieurs de tunnel aux problèmes de la stabilité à long terme et du maintien. Les creux de karst de toute la taille sous le chemin de fer causent les accidents de trains ou de longues interruptions pendant le travail de réhabilitaion. L'effondrement du plafond de caverne qui s'appelle "doline" s'est, en général, connecté à la caverne par dissolution progressive de la roche, en devenant l'affaissement et les creux. Les conclusions importantes venant des experimentations sur le terrain sont suivants: d'abord, le développement de la cavité de karst montre le rapport avec la ligne géologique de la structure et il est nécessaire de définir les directions dominantes du joint et la couche(formation) géologique. La relation entre l'écoulement de l'eau et la direction du joint peut être utilisé comme un indicateur de la présence de la cavité dans leur direction. De plus, la direction sur place peut contribuer au développement des cavités de karst. Le plan risqué de karst s'est produit pour le système d'appui du tunnel avec les classifications du type de roche dans la masse de roche karstique qui est soluble dans l'eau.

Jan 1, 2003

By Clay Haynes, Tim Pearia, Robert Robinson, Judy Cochran

A 1.89 km-long, 4.5 m-I.D. tunnel was successfully constructed through saturated hard clay, and highly abrasive dense sand and gravel, with groundwater heads ranging from 10 to 20 m. In order to address these conditions, a Lovat earth pressure balance TBM was used, with soil conditioning by foam, water and various polymers. Support was provided by a single-pass segmented concrete lining. Groundwater inflows of 400to 1,600 lpm at times created challenges for changing cutting tools. Surface settlements were generally less than measurement thresholds, except under very low cover at startup. This project provides a pivotal case study of the successful application of EPBM technology in saturated, abrasive glacial soils and the successful application of soil conditioners.

Jan 1, 2003

By Marco D. Boscardin

Control and mitigation of building response to construction activities are assuming a greater role in design decisions for underground construction. Alternatives for controlling building response have multiplied with the continued development of ground modification methods, better control of construction activities that cause ground movements, and increased understanding of building behavior and response. This paper describes approaches to estimating building response to construction-related ground displacements caused by adjacent excavation and highlights the discussion with several case history examples. Examples discussed includes experiences with two, seven-story historic structures, supported by timber piles with granite block pile caps, which were underpinned in preparation for ground-freezing ground stabilization and tunnel construction beneath the buildings. The elevation of each building column was monitored and elevation adjustments were actively performed during construction. The second example examines the performance of a slurry wall braced cut, 45 to 50 feet deep penetrating through a stiff crust into a soft clay layer and associated building response. This cut was immediately adjacent to two, approximately 15-story office buildings, which were supported by deep foundations founded in the stiff crust.

Jan 1, 2003

By Fumihiko Sumiya, Kunihisa Katsuyama, Yuji Ogata, Yukio Kato, Yuji Wada, Yoshikazu Hirosaki

Smooth blasting technique is widely applied for tunneling road or railway construction in Japan. However, smooth blasting technique often causes problem related to detonation failure in explosive column due to channel effect. Channel effect is attributed to the precursor air shock wave (PAS), which propagates ahead of detonation front in an air channel of borehole. PAS precompresses and desensitizes the unreacted explosive column. The failure of detonation propagation occurs as a result. It was concluded in our previous work that reducing PAS velocity was one of the effective methods for the prevention of channel effect.

Jan 1, 2003

By Thomas H. Hibner, Daniel Tempelis, John E. Shamma

Environmental protection of nearby resources is an issue that can not be ignored in tunnel construction. The Inland Feeder Arrowhead Tunnels Project is no exception. With keen interest from various stakeholders, Metropolitan developed a Groundwater Monitoring and Mitigation Plan. This plan provides for monitoring and management of selected water resource features within the San Bernardino National Forest along the proposed tunnel alignment. The plan specifically provides for monitoring of streams, springs, seeps, and piezometers for water temperature, pH, specific conductance, and chemical analyses, as well as flow or groundwater elevation. Metropolitan uses the data to evaluate for and manage potential impacts from groundwater ingress during construction of the Arrowhead Tunnels.

Jan 1, 2003

By J. -P. Gisiger

On the basis of laboratory test results a comparison of various parameters (unconfined compressive strength, CERCHAR and LCPC abrasivity indexes, mineralogy) is presented and discussed in order to outline certain correlations between them. Samples cover a wide range of lithological types coming from various sites of tunnels. A partir de résultats d’essais de laboratoire, une comparaison de divers paramètres (résistance à la compression simple, indices d’abrasivité CERCHAR et LCPC, minéralogie) est présentée et discutée dans le but d’en tirer certaines corrélations. Les échantillons couvrent un large éventail de types lithologiques provenant de plusieurs sites de tunnels. Basierend auf Laborversuchen, werden verschiedene Gesteinseigenschaften (Druckfestigkeit, CERCHAR und LCPC Abrasionsindexe) präsentiert und Korrelationen aufgezeigt. Die untersuchten Proben verschiedenster Lithologien stammen aus mehreren Tunnelprojekten.

Jan 1, 2003

By K. Grossauer, W. Schubert

For tunnelling in poor and heterogeneous ground a reliable on-site short-term prediction is required to allow a safe and economical construction. With the use of absolute displacement monitoring data and advanced software for evaluation of the data in combination with a routine update of the geological model a considerable increase in the reliability of the short-term prediction could be achieved. The paper deals with theoretical considerations, numerical studies and case histories from alpine tunnels in heterogeneous rock. Tunnelbau in schlechtem und heterogenem Gebirge erfordert auf der Baustelle eine verlaessliche Kurzzeitprognose, um ein sicheres und wirtschaftliches Bauwerk gewaehrleisten zu können. Die Verwendung von absoluten Verschiebungsmessdaten und deren Auswertung mit Hilfe von hoch entwickelten Softwareprogrammen in Kombination mit einer laufenden Aktualisierung des Gebirgsmodells ermöglicht eine erhebliche Erhöhung der Verlässlichkeit von Kurzzeitprognosen. Dieser Beitrag beschäftigt sich mit theoretischen Ansätzen, numerischen Modellen und Fallstudien von Tunnelvortrieben in heterogenem Gebirge. La construction de tunnels dans la montagne hétérogène de faible résistance exige un pronostic fiable à court terme sur le chantier, afin de pouvoir garantir un ouvrage sûr et économique. L'utilisation des données de mesure de décalage absolues et de leur évaluation à l'aide de logiciels sophistiqués en combinaison avec une mise à jour courante du modèle de la montagne permet une augmentation considérable de la fiabilité des pronostics à court terme. Cette contribution présente des approches théoriques, des modèles numériques et de cas pratiques de progressions de tunnels dans des montagnes hétérogènes.

Jan 1, 2003

By H. Sasao, Y. Obara, A. Hirata

In the upper part of the planned location of the portal of a highway tunnel, there was a steep rock cliff with several unstable rock blocks. It seemed that the risk of those rock blocks to fall was very high. The cut-out to stabilize the rock cliff was monitored with various measuring instruments to prevent the sudden fall of the rock blocks. This paper discusses the measurement of acoustic emission and interpretation of its result during excavation of the rock cliff. We calculated displacements by integrating the accelerogram twice in terms of time, and demonstrated that slight displacements can be calculated from the measured AEs. Dans la partie supérieure de l’emplacement prévu pour le portail d’un tunnel autoroutier, il y avait un escarpement rocheux raide avec plusieurs blocs rocheux instables. Le risque de chute de ces blocs semblait très élevé. Lors de la coupe pour stabiliser l’escarpement rocheux, le suivi a été effectué avec différents instruments de mesure pour éviter la chute brutale des blocs rocheux. Cette thèse présente les mesures d’émission acoustique (EA) et l’interprétation de leurs résultats pendant l’excavation de l’escarpement rocheux. Nous avons calculé des déplacements en intégrant l’accélérogramme deux fois par rapport au temps, et montré que de petits déplacements sont calculables à partir des EA mesurées. Im oberen Teil des geplanten Ortes des Stollenmundes eines Autobahntunnels gab es einen steilen Felsen mit mehreren instabilen Felsenblöcken. Die Gefahr schien sehr groß zu sein, dass diese Felsenblöcke einstürzen können. Beim Abbau um die Stabilisierung des Felsens wurde das Monitoring mit verschiedenen Messinstrumenten zusammengestellt, um den plötzlichen Verfall der Felsenblöcke zu verhindern. Das vorliegende Papier diskutiert die Akustische Emission und die Auslegung deren Ergebnisse während des Abbaus des Felsens. Wir berechneten die Verschiebungen durch zweimalige Integrierung der Accelerogrammen in Bezug auf die Zeit. Die dargestellten kleinen Verschiebungen können aus den gemessten akustischen Emissionen berechnet werden.

Jan 1, 2003