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By Thomas F. Martin

Contract 75-124-211 extends along the Chicago River from Roosevelt Road on the south to Ogden Avenue on the north. In addition a branch tunnel runs east from approximately mid-project ending near Lake Michigan. The contract was bid on December 14, 1977 with three joint-ventures submitting bids. Of these the joint venture of J.F. Shea Co., Inc. Walnut, California, (Sponsor), Peter Kiewit Sons' Co., Omaha, Nebraska and Shea Company and Associates, Walnut, California was low with a bid of $101,976,680.00. The MSD awarded the job to the Joint-Venture on January 5, 1978 with a scheduled completion date of January 23, 1983. The project consists of the following major items of work: (1.) A 25'-0" minimum diameter Construction Shaft, 220 feet deep (2.) 13,726 Linear Feet of 30'-0" Concrete lined Tunnel in rock (3.) 6,648 Linear Feet of 13'-0" Concrete lined Tunnel in rock (4.) Seventeen concrete lined Drop Shafts varying in finished diameter from 4'-0" to 12'-0", and each approximately 250 feet deep with chambers and connections to the tunnels varying from 100 to 1300 feet in length.

Jan 1, 1979

By David H. Carlson

The paper presents background information including data on diesel exhaust pollutants, amounts produced and standards, a desscription of mine characteristics that affect air monitoring techniques and a review of portable measurement techniques and instruments for gas and particulate matter sampling. A general review of the laboratory and field research being conducted at Michigan Technological University in the area of diesel emissions is presented. The facilities involved with this research are also described. These are the Experimental Mine, the diesel dilution tunnel test cell, the Mine Air Monitoring Lab (MAML), the portable instruments and the production mines used.

Jan 1, 1979

By Ian McFeat-Smith, Robert J. Fowell

Roadheader machines have a specific place in modern tunnelling, not simply as a compromise between drill and blast techniques and full face machines, but as an economic and versatile form of mechanised tunnelling where the method of excavation is easily integrated with tunnelling operations. In the past, roadheaders have been subjected to misuses by engineers who failed to realise that, as in all mechanised tunnelling, a planned and systematic approach is essential if the full potential of these machines is to be gained. An increasing awareness of this, together with the introduction of the more powerful roadheader carrying their cutting potential into the hard range of rock is changing this situation and now makes the prospect of using roadheaders particularly attractive (1). The advantages gained by employing these machines can be considerable and Table 1 lists some of them. This table illustrates that from both cost, and installation points of view, the roadheader has considerable benefits over the full face machine. However, the principal advantage gained is in broken ground where heavy supports can be installed immediately at the tunnel face. In addition, access for planned maintenance and repairs to most working parts of the machine is at a premium and average machine utilisations of 40 - 60% can be expected. In comparison to drill and blast methods, up to 40% better progress can be regularly achieved, and the subsequent savings in overbreak costs alone would more than pay for the cost of a roadheader used to drive a 3km long tunnel. As with full face machines, ground disturbance is minimal and for short tunnels in urban areas a road-

Jan 1, 1979

The Aluminum Company of America (Alcoa) announced that the second unit at its experimental facility at Palestine, Tex. would begin production -in 1979, increasing the capacity of the facility to 30,000 tons per year. The plant uses an experimental process based on the electrolysis of aluminum chloride and reportedly uses 4 to 5 kilowatt hours per pound of aluminum produced, compared to an industry average of about 7 to 8 kilowatt hours per pound. Alcoa has reportedly signed a letter of intent with the Chinese government under which Alcoa will conduct feasibility studies on two new integrated aluminum projects and modernization of an existing aluminum plant. If the study results are favorable, Alcoa Engineers Inc. and the Import and Export Company of the Chinese Ministry of Metallurgical Industry could negotiate agreements to provide Alcoa technology and services for the projects.

Jan 1, 1979

By G. Norman Owen, Roger E. Scholl, Tor L. Brekke

INTRODUCTION Underground structures are generally regarded to be safer than surface structures during strong seismic motion, except when crossing a causative fault. Recent studies of observed earthquake damage to tunnels generally support this view, although instances of severe damage and, occasionally, collapse are reported. For proposed underground construction of sensitive structures such as nuclear power plants, liquefied natural gas facilities, and nuclear waste repositories, a verification of the seismic response of underground structures will be required.. This paper discusses the stabilization recommendations used in a study of additional costs required to protect tunnels against ground motion caused by earthquakes and underground nuclear explosions (1). The study is a part of the site investigations for possible construction of a nuclear waste repository. The additional costs estimated in the study are not presented here; only the stabilization measures are presented in the present paper. The tunnels, which would constitute the underground facilities of a possible repository, are assumed to be 5.5 m (18 ft) in diameter and to be located at a depth of 600 m (2,000 ft). Three candidate geological materials are considered: argillite (shale), granite, and tuff. Several peak ground accelerations are used: 0.3g, 0.5g, and 0.7g for earthquakes, and 0.5g, 0.7g, and 1.0g for underground nuclear explosions. Potential damage due only to shaking is considered here. This paper does not discuss problems that result from creep or sudden rupture of intersected faults or from ground failures at portals.

Jan 1, 1979

The Aluminum Company of America announced a temporary reduction of the operating rate at its primary aluminum plant at Palestine, TX where it is developing a new process to produce aluminum metal by electrolysis of aluminum chloride, Output will be reduced by half to about 7,500 tons per year while some improvements are being made on the chemical segment of the plant. The modifications were expected to take 3 to 4 years to complete. Alcan Alumininum Ltd., a major U.S. supplier of aluminum, reported declaration of force majeure on aluminum ingot shipment commitments following the shutdown of its primary aluminum plants at Arvida, Isle Maligne, and Beauharnois, Que. The shutdowns, which began early in June, resulted from management and labor differences.

Jan 1, 1979

By Eero Pokki

The Päijänne Tunnel is being constructed to conduct raw water from Lake Päijänne to the Helsinki Metropolitan Area. The length of the tunnel will be 120 km and the cross-sectional area is 15.5 sq m. Excavation started in 1973 and will be completed in 1982. 94 km of the tunnel have been constructed from Lake Päijänne towards Helsinki. The construction has advanced according to plan, and due to Finland's hard bedrock there have not been any great surprises. When completed, the tunnel will meet the water requirements of the Helsinki Metropolitan Area for a long time in the future because, with a free fall of 36 m, 9.6 cu m/s of water can be conducted through the tunnel from Lake Päijänne to the Helsinki Area. With pumping it will be possible to obtain a flow of 15 cu m/s, although at first the discharge will only be 5 cu m/s. The tunnel was partly taken into service as early as March 1979 when it was possible to conduct water to the municipalities north of the Helsinki Area. It is already possible now to conduct water to Helsinki, too, but from the Korpimäki pumping station onwards it must be done through the River Vantaa, which is polluted. When the tunnel is completed in 1982, good quality water can be conducted from Lake Päijänne to the Helsinki Metropolitan Area through a continuous rock tunnel. The cost estimate in 1973 was $ 88 million while it is now $ 90 million notwithstanding high inflation. AREAS NEEDED FOR CONSTRUCTION The areas needed for construction were bought through voluntary deals. Areas of 4 - 5 hectares were bought along the tunnel line at about 5 km intervals. The excavation of access tunnels was started from these places, and the crushed rock from the main tunnel was also transported there. However, it was not necessary to buy the area

Jan 1, 1979

By L. A. Romo, J. A. Ferrer

INTRODUCTION The principle line of the Caracas Metro is located generally along the most important east-west traffic corridor of the city from the yards and shops in Propatria at the western extremity to Petare, and eventually beyond to Palo Verde at the eastern end, a route distance of 21 kilometers. There will be 23 stations along the alignment, underground, at grade and elevated, and the line is forecast to handle 1,209,100 passengers daily by the year 2000 with a travel time of 29 minutes between Propatria and Petare. This principle line was divided into three sections for design purposes: Propatria-Fuerzas Armadas, Section I, Fuerzas Armadas-Chacaito, Section II and Chacaito-Petare, Section III. These sections were further subdivided into subsections for construction purposes. The Venezuelan Government, through its Caracas Metro Office in the Ministry of Public Works, awarded design contracts in sections to PARSONS BRINCKERHOFF-TUDOR-BECHTEL for Propatria-Fuerzas Armadas, Section I, OCOIDESA-GRID-APM for Fuerzas Armadas-Chacaito, Section II and OCOIDESA GRID-APM for Chacaito-Petare, Section III. Construction contracts were awarded by international bidding and work is now underway, by joint venture organizations of Venezuelan and foreign firms. The first two sections are under the administration of a company of Engineer/Inspectors in each section. The construction supervision of contracts in the first section is under the administration of the Venezuelan firm, Gómez-Celis-Herrera, (GCH) Engineers, acting under contract to the new C.A. Metro de Caracas that replaced ' the former Office of the Metro. The Propatria-Fuerzas Armadas section, approximately seven kilometers long, consists in part of the 2,951 linear meters of twin-bore

Jan 1, 1979

By Alf Thidemann, Per Marius Nilsen

Tunnelling with hydraulic drills has been a success in Norway. In the fall of 1976 excavation of tunnels for the development of the Aabjoera scheme was started. Two and a half years later a total of 25 kilometers of tunnels are completed. During the most busy period 5 rigs with hydraulic drills were in operation. GENERAL INFORMATION. Aabjoera Hydro Electric Plant is located in the central part of Norway (Fig. 1). The scheme covers a mountaineous area between the Tosen Fiord and the valley of Namdalen. Water from the area of precipitation is transferred through 5 tunnels to the main reservoir. From here the water is conducted via a 10 km long, unlined supply tunnel down to the Kolsvik power station. The power station is situated underground with a short tailrace tunnel out in the fiord. Average head of water is 507 m. The Aabjoera plant is jointly owned by Helgeland Kraftlag A/S, 8650 Mosjøen and Nord-Trøndelag Elektrisitetsverk, 7700 Steinkjer. The Civil Engineering Division of the latter company has acted as Consulting Engineers for the scheme. General contractors for the whole scheme has been Ing. F. Selmer A/S, Box 6035, Etterstad, Oslo 6.

Jan 1, 1979

By Z. T. Bieniawski

Results of in situ investigations are discussed providing comparisons of rock mass deformability measurements by three methods: 'petite sismique' technique, the Goodman borehole jack and flat jacks. The tests were performed in exploratory tunnels constructed for site characterization purposes of an underground hydro-electric scheme. Due to the large number of data (41 petite sismique measurements, 45 Goodman jack tests and 19 flat jack measurements), it was possible to evaluate thoroughly the testing techniques employed. The purpose of this paper is to indicate the problems encountered in the interpretation of the results and to offer suggestions for selecting in situ tests. INTRODUCTION In situ tests are expensive and time consuming but they are an important aid in tunneling applications since they can provide deformability data of rock masses in contrast to rock material characteristics obtainable from small laboratory specimens. Some in situ tests are relatively easy to perform but their reliability may be in question unless a comparison of the data obtained by several different test methods is possible. Although many in situ techniques are available for determination of rock mass deformability (1), those more convenient to use are the Goodman jack, flat jacks and 'petite sismique. These methods are considered convenient because the Goodman jack is a borehole device; flat jacks can provide not only deformability data but also information about the stress field around excavations; while 'petite sismique' is based on seismic refraction surveys. Accordingly, these three methods have been selected for comparison.

Jan 1, 1979

By Hisakazu Matsushita

1. Introduction This is a report on applications of the earth pressure type balanced shield tunneling projects executed under narrow streets on soft alluvial layers in Japan. Japan is a long island country surrounded by the sea. Steep mountain ranges run along the archipelago and numerous rivers originate from the mountains, leaving only limited areas of flat land along the upper and middle reaches of the streams. The majority of cities in Japan are on soft alluvial layers. Alluvium represents an extremely complex soil formation, sections bordering diluvium being characterized by sharp undulations. Various difficulties are therefore encountered in shield tunneling work undertaken in such ground conditions. Particularly, at work sites lying in an unstable, waterbearing layer with high permeability, shield excavation becomes utterly impossible, hampered by large amounts of underground water as well as land collapsing caused by the water. Even when work can somehow be accomplished by using chemical grouting or by lowering ground water level, which require extra expenses and time, undesirable effects such as ground surface settlement are unavoidable in projects undertaken in the past. The newly developed method allows safe and accurate tunnel excavation at normal speed and without giving any adverse effects on buildings above, even under such unstable ground conditions. An outline of this new method was announced at the "International Tunnel Symposium '78" held in Tokyo, and the method has since been employed in a number of tunneling projects in this country. This report provides further data on the new method with reference to some of those projects, explaining how it allows tunnel excavation with

Jan 1, 1979

By Jean-Claude Bianchini, Paul Bauernfeind, Erwin Gartung

Introduction The city of Nuremberg, located in Bavaria in the Federal Republic of Germany, started building a subway in 1967. The construction operations began in a southern suburb, where no complications were encountered in the design and execution of the job. As the first subway line approached the downtown area of the city, the civil engineering challenges increased rapidly. Tunnels had to be excavated next to, or below precious historical buildings, and the work of the responsible engineers was closely watched by the public, who were very anxious about any damage to the existing beautiful old houses and churches. The job has been handled successfully to date in cooperation with the owner-designer, the geotechnical consultant and the contractors, who jointly went through a process of systematic learning and gathering of experience, and who developed a modern tunneling technique specifically tailored to the natural properties of the encountered ground conditions and the requirements of the city of Nuremberg. The application of scientific methods has been an important part of this development. Research into the geotechnical properties of the predominantly encountered soft Keuper sandstone, studies of the geomechanical performance of grout reinforced sand sections and finite element analyses of various tunnel problems for the prediction of displacements, for the assessment of stability, or

Jan 1, 1979

By James H. Cobbs

Blind boring of shafts is becoming an increasingly important part of shaft sinking. Blind-bored shafts have reached diameters of 25 It in Europe and 16-1/2 ft in the United States. Much of the technology developed for blind boring has evolved from the technology of drilling wells for oil and gas production. Blind boring offers economic advantage in a number of situations where conventional shaft sinking either is extremely difficult or very expensive by virtue of large-capacity aquifers which must be penetrated, unstable ground or where very rapid sinking is required. In sedimentary rocks, blind boring is cost competitive with conventional sinking, in diameters of about 12 ft or less. Blind boring is not competitive with raise boring where conditions are favourable for raise boring. Blind boring does, however, offer greater flexibility than raise boring and can be performed in situations where raise boring is inefficient or impossible. Combination machinery has been developed to perform both blind boring and raise boring, so that the machine can be used effectively in situations where only the near-surface portions of the shaft are unfavourable for raise boring. Development work is being supported by the United States Bureau of Mines for blind boring equipment capable of boring shafts up to 30 feet in diameter.

Jan 1, 1979

By Charles E. Joachim

Current Army tunnel destruction criteria (1) are based on limited nuclear-explosive (NE) and high-explosive (HE) test data. The PILE DRIVER (2) and HARDHAT (3) events investigated tunnel and support system response where yields were relatively large and tunnel diameter small compared to typical underground openings and localized stress fields of low yield weapons. Some limited tunnel destruction information was obtained from underground events of the PLUMBBOB and HARDTACK II Series (4). These events used access drifts which were designed to be self closing at the weapon point. The limited NE data are augmented by HE results from the Underground Explosion Test (UET) Program, a series of model and prototype-scale experiments in granite and sandstone (5). Weapon standoff distances (charge c.g. to tunnel wall) were at or near the maximum for major damage. Limited tunnel destruction was produced by a series of hasty and deliberate tests (6) on abandoned railroad tunnels in basalt. Additional HE data were obtained from model tests at the Waterways Experiment Station (WES) (7) using 2.1 MJ (2 lb) TNT charges and tunnel diameters varying from 3 to 17 cm (1.2 to 6.6 in). Recent laboratory scale HE experiments (8) conducted at the WES under the ESSEX program investigated the effects of tunnel diameter, standoff distance, charge confinement, material strength and to a limited extent, tunnel spacing and liner strength variations on tunnel damage. This paper summarizes the analysis conducted to develop predictions for the effects of low-yield nuclear weapons against tunnels and underground openings in rock.

Jan 1, 1979

By Arthur E. Lord, W. Martin McCabe, Robert M. Koerner

Following the driving of each new section of tunnel, a prompt decision is required regarding the type and extent of primary support to control convergence and prevent ground failure. Sometime thereafter, the effectiveness of the in-place support must be evaluated over the entire length of excavation. It is therefore extremely desirable to have available a lightweight, portable, easy to install and interpret, cost effective monitoring system to assist with these ground control functions. Such a system can be assembled based on the acoustic emission (or microseismic) technique. This monitoring technique uses a piezoelectric transducer to detect subaudible noises associated with deformation of and/or crack propagation in the soil or rock being monitored. After detection, the signals are then amplified, filtered and electronically counted to provide a quantified assessment of the stability of the structure. In the simplest sense, the absence of emission, or counts, signifies no deformation and thus stability. Conversely, the occurrance of counts signifies instability to varying degrees. The higher the count rate, the greater the instability and the need for immediate or additional support. Described in this paper is an overview of the acoustic emission (microseismic) method, details of its use in a laboratory study measuring convergence and stand-up time in soil, and the behavior of rock samples under similar stress conditions. Field use of the method is recommended for ground control monitoring in tunnels, and some suggestions regarding monitoring procedure are presented.

Jan 1, 1979

By Allan T. Fisk, Carl R. Peterson, Robert G. Lundquist

A long recognized goal in high speed tunneling and mining has been the development of a continuous drill and blast excavation capability. Both the advance rate and the economy of drill and blast tunneling can be significantly improved if the conventional cyclic process can be carried out continuously. Obviously, any continuous drill and blast tunneling machine must be an "all function" device, performing drilling, explosive loading, initiation, mucking, ventilation, roof support (if necessary), and perhaps other functions, essentially simultaneously, while remaining at the face throughout. Furthermore, such a machine must do all these things under remote control. THE SPIRAL BLAST PATTERN Several continuous drill and blast tunneling concepts have been proposed. Of these the Rapidex spiral blast pattern, taking advantage of a partially self-shielding geometry, seems to require the least shielding and hence offers the maximum access for mucking, although from the outset it was clear that remote mucking would present a major design challenge. The Rapidex continuous spiral blast concept uses an unusual blasting pattern that, under the geological conditions tested, has proven to be an effective and efficient means of fragmentation. The concept has a self-shielding characteristic which permits a lightly shielded machine to remain at the face during blasting. The pattern produces a spirally proceeding tunnel face, much like one turn of an auger. The leading portion of the spiral surface is connected to the trailing portion by an axially extending plane surface or bench. The ideal geometry is illustrated in Figure 1 for a horseshoe tunnel section.

Jan 1, 1979

On July 1, the Bonneville Power Administration announced a 25% power cutback because of lower than normal stream flow. In September, the Aluminum Company of America (Alcoa) announced plans to shut down one 23,000-ton-per-year potline at its Vancouver, Wash., primary aluminum smelter. Alcoa also announced that the last of four potlines at its Point Comfort, Tex., primary aluminum smelter would be restarted in October. A new 3-year contract was signed and workers at three Alcan Aluminum Ltd. primary aluminum smelters in Canada returned to work. It was estimated that it would take about 3 months before the smelters were operating at full capacity.

Jan 1, 1979

By Robert S. Mayo

Tunneling, for transportation, began in France with the Milpass Tunnel on the Lanquedoc Canal in 1680. Of course, the ancient miners had been driving tunnels in search of minerals since the dawn of history but this Milpas Tunnel was the first tunnel exclusively for transportation. In England in 1760, the Duke of Bridgewater opened a canal from his coal mines to Manchester, 10 1/2 miles away. At the mine, he drove a tunnel into the mountain so that the miners could shovel the coal directly into canal boats. James Brindley, an untutored genius, was his engineer and this whole transportation system was an instant success and very profitable through the years. Within a dozen years the Duke, again with James Brindley, opened up the Grand Trunk Canal, 139 miles in length with five tunnels. There was one major tunnel on this system, the First Harecastle Tunnel, 1 1/2 miles in length. But this tunnel was too small. It was only large enough for one 7-ft wide boat which had to be "legged" through by boatmen laying on their backs. By 1824 a second tunnel was driven parallel to the first one, but it had a towpath through it for horse haulage. This was the beginning of the " Industrial Age" and tunnels became a very important part of that era.

Jan 1, 1979

By Drupad B. Desai

Baltimore Region Rapid Transit System project final design began in 1973. The Section A of the planned Phase I is scheduled to go into revenue service in late 1982. The subway line structures include earth tunnels, rock tunnels and cut-and-cover structures. Final designs were performed by both the DMJM/KE staff and by outside subconsultants. This paper deals with Section A of the program. (Fig. 1.) The overall program cost for Section A is estimated to be $721 million. The cost for construction and owner furnished equipment is estimated to be $600 million, including contingency and escalation to time of construction. The remaining amounts are for right-of-way, design, construction management and agency (MTA) costs. The Section A line structures, including station lengths, are divided as shown in Table 1. [ ]

Jan 1, 1979

By Russell K. McFarland, Gloria T. Saxton

Introduction The March 1969 issue of Civil Engineering contained on article entitled "BART" Subway Construction: Planning and Costs" authoried by Thomas R. Kuesel. This article describes in some detail the innovations developed in planning and management to undertake the design and construction of the BART Project. This 75 mile long system contained 17 miles of urban tunnels and 13 subsurface stations. Within this article Mr. Kuesel very nicely listed the cost of the 70,000 linearfeet of bored tunnel, 23,380 linearfeet of cut and cover tunnel, and the costs of the thirteen underground stations. Ten years subsequent to the publishing of Mr. Kuesels article, it is very sobering to realize that San Francisco obtained a bargain of a magnitude that we are just beginning to realize. Table 1 is a listing of tunneled line sections taken from the paper. The average cost shown in this figure, including sections constructed under compressed air is $1,620 per foot of tunnel, with bid dates ranging from June 1966 thru October 1968. This average cost translated to about $16 million per double track mile of twin tunnel system.

Jan 1, 1979