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By William R. Beloff, Franklin M. Grynkewicz, Puza

Construction of the MBTA Red Line Extension through Somerville, MA, called for driving twin tube tunnels through a zone of approximately 83m (273 ft) with mixed face conditions. While the majority of the tunnels were driven through competent hard rock using drill and blast techniques, the mixed face zone was advanced using floating crown bars for primary support. The overburden consisted of medium clay, underlain by water bearing glacial till, over a sloping bedrock surface. Due to the unusual nature of the construction techniques, a program was undertaken by the Contractor to monitor ground movement and stresses in the temporary steel supports. This paper presents a description of the instrumentation employed, as well as the measured ground movements and support stresses. Additionally, the tunneling techniques are briefly presented and commented upon. PROJECT DESCRIPTION The Davis Square to Porter Square Tunnel Contract is part of the Massachusetts Bay Transportation Authorities (MBTA) Red Line Extension from Harvard Square in Cambridge to the Alewife Brook Parkway via Somerville. The 5.1km (17,000 ft) Red Line Extension consists of four major new stations, three of which will be interlinked via tunnel construction, and the remaining station will be the last link of an open cut portion, and a terminal point for this phase of the extension. This 866m (2,790 ft) portion began at Porter Square in Cambridge and rose at a 4% slope through Somerville, terminating at the new Davis Square Station. Twin tube tunnels were constructed through 763m (2,517 ft) of rock and 83m (273 ft) of mixed face conditions at the Davis Square end. Figure 1 presents a plan view of the entire contract.

Jan 1, 1981

By David B. Plumeau

The Cayuga Mine, a deep rock salt mining, operation, changed from a standard room and pillar mine design to a yielding pillar/pressure arch design five years ago. In general the roof conditions improved. However, entries adjacent to the abutment pillars continued to fail. It was noticed that where abutment pillars were accidentally "notched" (by driving cross- cuts one cut into the pillars), the abutment entries had better roof conditions than where there were no "notches". Experiments with intentionally notched abutment pillars showed that notching did improve abutment entry conditions. During the past four years notch configuration has been varied to suit local ground conditions. Recently, "pre-cutting" of notches has proven itself as a means of protecting abutment entries under severe ground conditions. As an added bonus, the notches improve productivity by providing more places to work and reduce costs because it is not necessary to bolt the notches.

Jan 1, 1981

By deur R. Dippenaar

'n Kort kursus oar die teorie en praktyk van hittebehandeling is vanaf 29 Junie 1981 tot 3 Julie 1981 in die departement Materiaalkunde en Metallurgiese Ingenieurswese aan die Universiteit van Pretoria aangebied. Die kursus is dour dosente van die departement opgestel en in samewerking met 'n aantal gassprekers aDder beskerming van die Suid-Afrikaanse Instituut vir Mynbou en Metallurgie aangebied. Tunnelling The Third International Symposium on Tunnelling is to be held in Brighton from 7th to 11th June, 1982. Professional development seminars The Department of Mining and Metallurgical Engineering of McGill University is to hold the following seminars during 1981-1982.

Jan 1, 1981

By Toshio Fujiwara, Sumikichi Ito, Masao Kitamura

The Tennohji-Benten Giant Trunk Sewer Project has been under construction since 1974 in the eastern part of Osaka, the second largest city in Japan. The entire project is divided into 7 blocks, some of which have already been completed. This 8.8-km sewer tunnel, being driven through a densely populated area, was planned to be constructed by the shield tunneling method. This paper described shield tunneling performances and ground behaviors during the construction of Blocks 2 and 3. An earth pressure shield (dia., 6,750 mm) was employed in Block 3 tunneling. The ground was generally soft and the cover over the tunnel varied from 13 m to only 4.5 m, so that a considerable amount of chemicals was injected to stabilize the ground. A hand-digging type shield (dia., 7,250 mm) was used in Block 2 tunneling under compressed air. For 85 m of the total length of 1.6 km, the soil at the face was extremely soft, and therefore, the ground freezing method was additionally employed.

Jan 1, 1981

By Eugene L. Foster, Gilbert L. Butler

The successful demonstration of a precast segmented concrete liner in the Lexington Market Section of the Baltimore Regional Rapid Transit System (BRRTS) is an important step forward in our continuing efforts to control tunneling costs in the USA. In addition to its contribution to specific savings in future tunnels, this demonstration project has taught other lessons about the U.S. tunneling industry and about the process of "mainlining" new and improved technology into that industry. This paper will present an overview of the Lexington Market Demonstration Project from its beginnings to the present time. In addition, it will discuss other implications which have an important bearing on the extent to which tunnels will be used in future transportation systems in the USA. THE HISTORY Precast segmented concrete tunnel liners are not new. An unbolted version was reportedly used in New York City in the 1930's. The modern bolted configuration has been in use in foreign countries for more than 15 years. Indeed, consideration of the use of precast bolted segments below the water table in the USA dates back to the BART system in San Francisco in the 1960's. At that time, they were evaluated and it was concluded that the state of the art would not allow segments to be precast to the required tolerances. A secondary grinding operation would be required if water-tightness was to be assured, making them economically non-competitive with steel. Based

Jan 1, 1981

By Oscar M. Wicken

Iran was a lodestone for the attention of industrial countries and companies wanting to share in its industrial development during the last two decades and particularly after 1972. Prior to 1972, most industrial projects in the private sector were on a relatively small scale and could be carried out in reasonably orderly fashion in spite of limitations of a primitive infrastructure and meager indigenous supply of managerial and technical skills. People with these skills could be found but not in abundance, and many of them were total¬ly engaged in various government ministries and projects. Thus it was that nearly all private sector industries, even long-established ones, required one or more foreigners to give guidance. A barite mine and processing facility was brought on line by Dresser Industries in 1960 without serious operational problems. A few expatriate experts were able to select and train a stable group of staff and production people and establish sound management principles for continued growth. The huge and increasing oil revenues after 1973 gave superficial credence to ideas of the Iranian government that the country could easily finance the jump into the industrial 20th century. All necessary skills and equipment not available in Iran would be imported, and intensive training programs would prepare Iranians for operating the new facilities. Large projects for steel production, copper production, oil refining, petrochemical production, cement production, and others were started or expanded. These are basic industries that consume substantial quantities of refractories. Studies made in 1972 indicated that the existing industries plus expanded and new projects scheduled to come into production would lead to a market sufficiently large to justify a refractory producing plant. Concurrent studies of raw material sources showed that clay, the largest tonnage item, would be locally available; the other raw materials would be imported. Iran Refractories Company (IREFCO) was founded in 1973 and started production in 1976.

Jan 1, 1981

The four major contracts for the construction of Museum Station are: 1) Installation of Soldier Piles, 2) Structural Contract including the temporary support, 3) Architectural Finishes which include Electrical and Mechanical Services and 4) Supply and Installation of lifts and escalators. Specific areas of interest include the fabrication, installation and removal of temporary support steelwork, the monitoring of ground loading, and the interface between the structure and. the temporary support. The information collated during construction confirmed the design assumptions and criteria. No major changes'were required in the design of the construction methods. The open cut excavation and construction of this major structure in an inner city area was significant by any standard and was successfully completed with minimum disruption to the public and without damage to adjoining or surrounding property.

Jan 1, 1981

By Roger Thunvik, Carol Braester

Excavation of cavities below the ground water level induces water influx from the surrounding aquifer. An estimate of the rates of flow prior to excavation operations may be of valuable information for the mining engineer. The present paper deals with water influx into cavities of the tunnel type, e.g., mine galleries, tunnels, etc. The solution of the flow problem was obtained by a numerical finite difference method. The results are presented in dimensionless form as a function of the parameters characterizing the location of the cavity in the aquifer.

Jan 1, 1981

By Victor J. Scaravilli

This report is based on experience developed on the construction of one contract for the Buffalo, New York subway. The Buffalo subway is under construction for the Niagara Frontier Transportation Authority and is called the LRRT-Light Rail Rapid Transit or more commonly the Metro. The Initial Route of the Buffalo subway construction started early in 1979 and is scheduled for completion in May, 1984. The initial system includes 5.2 miles of underground construction, 1.3 miles at grade for a total of 6.5 miles of subway system. A total of fourteen stations, eight underground and six at grade are included on the system. The Initial Route has a planned expansion to 17.3 miles in the future. On January 15, 1979, a Joint Venture of S & M Constructors, Inc., Solon, Ohio, James McHugh Construction Co., Chicago, Illinois, and Kenny Construction Company, Wheeling, Illinois, was awarded contract 100031, the Line Tunnels from Amherst Street to South Campus in northcentral Buffalo between Delaware Park and the State University, (see Fig. 1, Location Plan) This $35,000,000.00 contract was designed by Hatch Associates Consultants, Inc., Buffalo, N.Y. The Notice to Proceed was issued January 15, 1979 and the scheduled completion date is August 18, 1981. The project consists of two parallel rock tunnels with a minimum excavated diam of 18 ft 0 in. and a final concrete lining of 16 ft 0 in. diam. The tunnels total 14,630 linear ft. In addition to the tunnels, contract C-31 includes four shafts, an underground pump station, three cross passage connections, and other minor work items. (see Fig. 2, C-31 Project Plan and Profile) The tunnels were constructed primarily within the Bertie Formation, an approximately 50 foot thick moderately fractured to massive, dolo-

Jan 1, 1981

By Don U. Deere

The tunnel boring machine (TBM) can be a magnificent tunneling device under optimal rock conditions. Such ideal conditions would include good Rock Material Characteristics (compact, uniform; low to medium strength, hardness, and abrasiveness); good Rock Mass Characteristics (few joints and shears; unweathered); and good Geologic Environmental Characteristics (above groundwater level and moderate in-situ stress). Such idealized rock conditions would eliminate support problems, fallout at face and grippers, frequent cutter changes, and water problems. Daily advance rates of 50 m would be commonplace. Unfortunately, nature seldom provides the ideal geologic characteristics. The challenge to the geologist, machine manufacturer, and contractor is to provide equipment and procedures to best handle the adverse geologic features, once identified.

Jan 1, 1981

By Morris Loshinsky, George Ziegler

NEW ROUTES - 63rd STREET CROSSTOWN The New Route construction along East 63rd Street in Manhattan began in 1969 with the East River tunnel connecting Manhattan and Queens. The 63rd Street Line, once in Queens, is planned to connect to another new route called the Queens By Pass or Super Express (See Exhibit 1) which would connect to the Queens Boulevard Line at Forest Hills. The purpose of the Queens By Pass was to alleviate subway congestion to and from the Borough of Queens, whose population had rapidly expanded during and after World War II. The existing Queens Boulevard subway lines (the "E" and the "F" trains) are almost filled to capacity at their terminal stations with passengers from Long Island. Passengers boarding trains enroute from the local Queens stations have difficulty boarding crowded trains, and, at times, cannot board the trains. The New Routes, thus, were to give additional train capacity into Manhattan and thereby relieve the crowded conditions along the Queens Boulevard corridor. PROFILE - METHOD OF CONSTRUCTION The portion of the New Route passing east-west under East 63rd Street on Manhattan (See Exhibit 2) had to snake beneath intersecting structures running north and south, such as the Con Rail tracks below Park Avenue and the 80 ft deep Lexington Avenue Express track structure along Lexington Avenue. Further, the Lexington Avenue Local tracks are in a separate structure which has a high profile close to the street surface. Therefore the 63rd

Jan 1, 1981

By Herbert H. Einstein

Swelling ground is one of the most feared problem in tunneling. Although usually not causing sudden failures during construction, the very large and long- lasting deformations give contractors and designers the impression of facing an inevitable phenomenon against which there is no technical defense. Examples are concrete liners of up to 1 m that have been cracked or crushed, tunnel inverts that are heaving at a rate of 0.1 m per week during construction and continue to heave during decades. This author (Einstein (1979). Einstein et al. (1972) (1975)) and others (Huller (19761, Grob (1972) (1976). Golta (1967), tienke (19761, Krause (1976). Lee et al. (1976)) have described many cases of swelling tunnels that illustrate the significance and magnitude of the problem. This paper intends to show that tunnels in swelling rock can be built to perform satisfactorily. . For this purpose the tunnel builder needs to know how to determine the existence and specific behavior of swelling ground, how to select appropriate structural characteristics of the tunnel and predict its performance under the specific ground conditions, and finally how to construct the tunnel such that the anticipated performance will be achieved. This concept of a design-construction procedure is the same as that for tunneling in general; it is mentioned here for NO reasons: 1. To point out that design and construction cannot and should not be separated. The way in which the tunnel will be built has to be an integral part of the design. 2. This paper will be structured corresponding to the procedural concept.

Jan 1, 1981

By Phillips H. R

The action of free rolling disc cutters is well understood, relationships between disc geometry and performance having been established both in the laboratory and under field conditions. However, under severe operational conditions a malfunction of the disc bearing assembly is likely to produce a definite change of cutting action. Collapsed or siezed bearings can even prevent the disc from rolling and thereby create what is equivalent to a drag pick. This paper describes a programme of laboratory experiments using deliberately stalled discs. Their performance under such conditions is contrasted with that for a free rolling disc and also with a drag pick having a ridged front developing into a negative radiused back clearance angle. In conclusion an assessment is made of the influence stalled discs can have on the torque and thrust requirements for a tunnel boring machine.

Jan 1, 1981

By Hiromu Kusakawa, Tetsuo Kanematsu

INTRODUCTION In urbanized area with heavy street traffic and with environmental requirements to lessen construction noise and vibration, the cut-and-cover is not always a feasible method to build a small diameter tunnel for sewage, water or other utilities. That is where the use of the shield machine to bore such a small diameter tunnel should be considered as a more acceptable alternative. Although the shield machine of this type should be small enough to meet specific requirements for a given tunnel, it should be big enough to provide some working space inside of the tunnel. Recently, we have successfully developed the fully mechanized small diameter tunneling method which enables us to bore a tunnel as small as 600mm in finished diameter. This paper discusses the concept of this newly developed method, including a case history where sewage tunnels of 800mm finished diameter were constructed by using this method. OUTLINE OF METHOD Developed from the original slurry shield pipe-jacking tunneling method, this method is highly automated so that all operations inside of the tunnel can be remotely controlled. Various data including the advance rate, position and inclination of the shield are transmitted to the central control room outside of the tunnel and monitored by the CCTV and the instrument panel at all times to

Jan 1, 1981

By Jean-Pierre Nossereau, Allen J. Hulshizer

The main thrust of this paper covers the design, installation techniques and experience associated with the installation of eleven 1.5 m (4'-11") and three 2.87 m (9'-5") diameter shafts in 15 to 23 meters (50 to 75 ft) of water over 1.6 Km (a mile) out in the Atlantic Ocean. The approach implemented, permits the use of pre-fabricated shaft linings and incorporates a safe dry-tap method for connecting the offshore shafts to tunnels driven blind from deep land shafts over 4.8 Km (3 miles) away. This tunnel-shaft system is a unique venture employed at the Seabrook Nuclear Power Station to meet plant cooling water requirements.

Jan 1, 1981

By Hisakazu Matsushita, Yoshio Yamaguchi

INTRODUCTION Shinkansen, operating 1,176km between Tokyo and Hakata, transports 340,000 passengers a day. Presently, the 466km Tohoku Shinkansen linking Tokyo and Morioka and the 270km Jyoetsu Shinkansen linking Omiya and Niigata are under construction. It is progressing smoothly and 95% of the civil and architectural construction has already been completed.

Jan 1, 1981

This paper outlines the manner in which legislative control for tunnelling and allied operations has evolved, detailing Victorian experience. It examines the concept of mine managers as it relates to the industry and attemps to illustrate its benefits. The Victorian experience in relation to fatal and serious accidents is examined in detail, particularly in the allied art of trenching and examines the Krings system of trench lining support which is hoped will catalyse an increase of engineering expertise in this area. The paper concludes by demonstrating that safety awareness is not incompatible with production efficiency or economic viability.

Jan 1, 1981

By Francois E. Heuze

The mined geologic burial of high-level nuclear waste is how the favored option for disposal. The underground repositories must keep the waste away from the biosphere for very long times - several thousands to tens of thousands of years. Also, access must be maintained to the vaults for several tens of years, so that the waste can be retrieved, if necessary. Both the excavation of the underground chambers, and the radiogenic heating will disturb the rock mass. The overall rock mechanics problem is to understand and predict the processes associated with these perturbations, and their impact oh the isolation and containment of the waste (3)**. The specific rock. mechanics issues which have been identified for the three candidate hard rocks (basalt, granite, and tuff), are summarized in Table 1. The table also indicates the level of adequacy of our knowledge in the areas of the various issues. Such an evaluation is consistent with the general consensus of the rock mechanics profession, as explained in several key reports and publications (1 to 11). The main shortcomings of today's rock mechanics for waste repositories can be summarized as: ? lack of resolution for remote mapping of fractures in rock masses ? great difficulty in testing large volumes of rocks to determine their mechanical properties.

Jan 1, 1981

By Richard Lovat

INTRODUCTION Soft ground tunnels may be above the ground water table or they may be subaqueous. The ground may be clays, silts, sands, gravels, glacial deposits, boulder tills, and any of these in any combination. Because of the relatively low strength and deformability of soils, difficulties often arise in soft ground tunnelling. These soil characteristics and resultant tunnelling difficulties, have had a direct influence on the development of "Lovat" Tunnel Boring Machines. We have been required to recognize and adapt to unusual ground conditions and to follow through with design, fabrication, and field maintenance to ensure dependable, trouble-free operation. The basic "Lovat" machine is a fully shielded, wheel-type with the cuttinghead driven by a monorace type bearing with gear drive incorporated in the bearing. Mechanical innovations have been added to the basic machine which complement the resources of manpower, equipment, and materials available to the contractor for a specific operation. FULL FACE SUPPORT The installation of hydraulically operated closure doors or flood control doors, at the cuttinghead, is one of the early "Lovat" technical innovations. Flood control doors provide full face support in running or flowing ground. In water bearing sands and silts the excavated material can

Jan 1, 1981

By Safdar A. Gill

The technique of installing small diameter caissons (drilled piers) through soft clays and water bearing ganular soil is well established for constructing building foundations. Over the past few years, the method has been utilized for constructing a large number of shafts extending into rock for the Chicago's Deep Tunnel Project. This paper will discuss design considerations for obtaining the most economic ground support system, the impact of construction procedures on the support and lateral pressures for design. Construction procedures will be described along with performance of the shafts.

Jan 1, 1981