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By Sharanappa Yalal, Rakesh Kumar Khali

"Himalayan geology poses the most challenging ground conditions almost anywhere in the world, one of the reasons thereof is their evolution as the youngest mountain chains. They are demonstratively rising faster than any mountain elsewhere. The composition is also younger, and consequently less well consolidated than the other older fold belts. This is consistent with the fact that they constitute one of the most active of the plate margin zones rising at a rate that is almost double the Andes, which is in turn three times that of the Alps. Thus, stress conditions (Magnitude and variations) can potentially be more extreme and adverse on a Himalayan tunneling project. Tunnel excavation under the Himalayan Mountains will pose significantly more challenges than an equal length and equal cover drive almost anywhere in the world. These in-depth-tunneling difficulties through high mountainous terrains have posed major challenges for application of traditional drill and blast (D&B) and NATM methods. Handling such adverse geology at any depth is always problematic and generally leads, if not adequately foreseen, to the significant tunneling delays. The author wants to highlight the challenges faced and on the spot solutions adopted while executing most prestigious 273Km long Udhampur –Srinagar- Baramula Rail Link Project (USBRL) in the Himalayas in the state of Jammu & Kashmir, India. The main focus of the paper is on main stretch of USBRL Project i.e. T-80 (India’s 2nd longest railway tunnel & 3rd longest in Asia) where the team of the author has recently completed a 11.2 Km long tunnel and where the train track has gone operational from Qazigund to Banihal. The construction of this stretch posed several challenges akin to highly adverse geological conditions. Executing on -the -spot solutions, the project has been completed successfully. 1.0 INTRODUCTION Construction of Udhampur-Srinagar-Baramulla Broad gauge railway line is one of the Mega projects undertaken by Indian Railways to establish a dependable transportation in the state of Jammu and Kashmir. In engineering terminology, it is a challenging project negotiating breakthroughs against the complex Himalayan geology. The Project which has been operational over last 12 years , stretch by stretch, is in advance stage of construction . The purpose of the prestigious project is to connect the Kashmir valley to the mainland of the state of the country. On the date owing to the hurdles of the tuff terrain, the transport of this part is totally dependent on the surface transport, i.e., through a road which connects NH-1A from Delhi to Srinagar. The altitude of the region varies from 500.00 to 1700.00, ranging through Udhampur to Katra - Reasi –Sangaldan- Banihal-Quazikund-Ananthnag-Srinagar-and Baramulla. The main features of this project are its Pirpanjal Tunnel and T-48 & 49 tunnels which cover the maximum length of tunneling through thick hostile geological conditions, the total length being 138km. Details of Pirpanjal tunnels are shown in Figure-1."

Jan 1, 2016

By Aydin Shaterpour Mamaghani, Cemal Balci, Nuh Bilgin, Mucahit Namli, Hanifi Copur

"It is expected that more than 10 Billion USD will be spent in Istanbul in coming years on tunnel boring especially with EPB-TBMs. However, the geology of Istanbul is very complex. Geologic formations changing from Paleozoic to Cenozoic ages cause tremendous problems due to frequently changed rock formations and andesite and diabase dykes. This paper summarizes a universal model to predict the performance of EPB-TBMs which is created upon the data base collected from several projects. The model first is based on predicting field specific energy and power consumed of TBMs using geo-mechanical properties of the excavated material and TBM diameter. Later net production rate is calculated using field specific energy and power consumed by TBM. A methodology to predict machine utilization factor permits to calculate daily advance rates. The validity of the model is tested using the data obtained from two recent metro tunnel projects. 1. INTRODUCTION It is expected that in a near future a total length of 400 km will be excavated in Istanbul in a complex geology. Selecting proper tunneling equipment, organizing an effective operational management with the right tunneling crew will be a major concern for an efficient scheduling of the future projects necessitating to create a model to estimate daily advance rates. Several TBM performance prediction models with few on the prediction of machine utilization time were realized in the past. However, there is quite limited number of research studies on predicting the performance of EPB TBMs. Specially predicting daily advance rates in complex geology, in mixed face, in fractured rocks, in transition zones etc. are in big concern (Namli et al. 2013, 2014). The first experiences in Istanbul with a gripper type TBM was a nightmare, roof collapses caused big delays in tunnel excavation (Bilgin 1993). A typical example to EPB-TBM was Kadikoy-Kozyatagi tunnel, changing TBM from opened mode to closed mode with few modifications on the cutterhead resulted a tremendous increase in the daily advance rates (Bilgin et al. 2009). The data collected from several tunnelling projects served a basis to create a model to predict daily advance rates of EPB TBMs. Within the frame of a research program the validity of the model was tested in Uskudar-Umraniye–Cekmekoy-Sancaktepe metro project and very recently in Mecidiyekoy-Mahmutbey project."

Jan 1, 2016

By Alessandro Boscaro, Daniele Martinelli, Cristina Gabriela Oñate Salazar, Daniele Peila, Carmine Todaro

"The wear phenomenon in TBM machines is not a simple issue, as many parameters are playing an important role on the consumption of the tools during a tunnel excavation. The action of the wear due to the contact with the soil can occur on the excavation tools, on the cutterhead, in the excavating chamber and on the screw conveyor. The test developed at the Laboratory “Tunnelling and Underground Space Center” of the Politecnico di Torino is aimed to reproduce the interaction between the tools and the excavated material, simulating the excavation conditions in terms of soil conditioning and water content. The test, which is not standardized, is studied to evaluate the wear in a global point of view. The present work starts by testing the influence of the use of chemical agents during the conditioning phase on the drop of the wear phenomenon, in terms of metal weight loss. 1. INTRODUCTION The wear phenomenon of the excavation tools used in TBM tunneling machines is playing recently a major role in the design stage of full-section tunnels in both soils and rocks. Concerning EPB excavation technology, the main issue regarding productivity is the wear of its components (Peila et al.,2012), which increases the so called dead time in the whole process. The friction generated between the components and the ground causes the consumption of the tools and other metallic components in contact with the ground, described as primary and secondary wear by Nielsen et al. (2006a). This leads to downtime, with risky and complicated maintenance operations (Peila and Schulkins, 2009), as occurred in recent tunneling works in Liguria (Italy). The study of this argument in granular soils is very delicate, as it encloses not only the properties of the excavation tools, but also the characteristics of the ground to be excavated (hardness, mineralogy composition, shape and dimension of the particles and moisture content). The penetration mechanism is based on the scraping of the ground, by mean of cutting tools, with its consequent consumption. Concerning the rocks, the excavation principle is characterized by crushing the rock mass matrix by applying high compressive stresses through cutting disks. In such a way, to avoid frequent downtimes and their consequent economic losses, it is very important to study this subject and therefore understand and forecast the durability of the components, in order to try to maximize the productivity of the machine by reducing the frequency of maintenance stoppings."

Jan 1, 2016

By Z. Leng

"After detonation of the explosive, the final blast-induced damage area around the blast-hole falls into three categories, namely crushed zone, fractured zone, and elastic deformation zone. This paper presents a modified model to calculate the size of crushed zone around a blast-hole in drill-and-blast, with the hoop compressive stress and cavity expansion effect taken into account. The material in the crushed zone was assumed to be a granular medium without cohesion, but with internal friction. On this basis, the formula for crushing zone radius was derived. The proposed approach was verified with tests reported in the literature and the simulated results from SPH-FEM coupled models. A full statistical analysis was also carried out, and the predicted values were found to be in better agreement with the test results compared with other models. A sensitivity analysis of the modified model showed that the size of the blast-induced damage area is mainly affected by the following factors: rock mass properties, in situ stress, and borehole pressure. In particular, the roles of borehole pressure and in situ stress are discussed. Finally, suggestions are made on how the size of the crushing zones can be decreased. IntroductionOver the past decades, drill-and-blast has become the most commonly used technology in rock excavation. It is well known that in rock mass fragmentation with explosives, the annular rocks around the blast-hole are converted into fines. The formation of these fines consumes a significant part of the energy of the detonation, which in general is ignored in the determination of the efficiency of detonation (Glatolenkov and Ivanov, 1992; Furtney et al., 2012). Many studies show that only 20–30% of the total explosive energy is effectively used in fragmenting the rock, and up to 50% of the energy generated by conventional charges is wasted in overcrushing of the crushed zone and the inner part of the fractured zone (Ouchterlony et al., 2004; Sanchidrian et al., 2007). How to control the crushed zone to enhance the effective utilization of explosive energy, reducing the unit explosive consumption and the engineering cost, is therefore of great significance."

Jan 1, 2016

By Pedro C. Carneiro, Luiz G. I. Maciel

"This article presents data of advance and excavation rates in tunnelling works, and how theseactivities interact with the duration and cost of a contract. These key parameters, after analysis andsynthesis, will be used in coming works to ensure the evolution and adaptation of the method created by the Norwegian University of Science and Technology - the NTNU Method - to Brazilianconditions, which will be reflected in the duration and cost of underground drill and blast tunnellingworks."

Jan 1, 2016

By T. A. Chepushtanova, I. U. Motovilov, V. A. Luganov, G. D. Guseynova

"Kazakhstan has significant reserves of oxidized nickel ore with low nickel content. Processing of such ores is effective via pyrometallurgical technologies such as smelting to ferronickel or matte with consecutive extraction of metals from melting products. There are also many options for direct hydrometallurgical processing. However, they do not provide high nickel recovery.We studied extraction of nickel and cobalt by using combined technology of low-grade ore processing from the Shevchenko Kazakhstan deposit, which includes smelting to poor matte followed by hydrometallurgical processing of the matte. The nickel content in the initial ore was 0.75–0.9%. Pyrite concentrate of Sokolov-Sarybai Kazakhstan deposit containing 0.17% cobalt and 0.06% nickel had been used as a sulphidizer at smelting.As a result of the study, we were able to extract up to 98% of the nickel and up to 80% of the available cobalt. Obtained matte contained 3.1% nickel, 0.29% cobalt, 71.6% iron and 24.3% sulfur. Matte leaching was carried out by hydrochloric acid. The iron content in the pregnant solution was 170–185 g/dm3. Nickel and cobalt precipitation from the pregnant solution was carried out by hydrogen sulfide. Initial matte or cast iron was used as neutralizers during the process. Practically complete precipitation of nickel was achieved at 3–5% excess of neutralizer at 333–343°K in 4 hours; up to 95% of cobalt precipitation was achieved in 50% excess of neutralizer at 363°K in 8 hours. The purified solution contained 200–600 mg/dm3 of nickel, 80-100 mg/dm3of cobalt and 175–185 g/dm3 of iron. The purified solution allows to obtain iron oxides by high-temperature hydrolysis, and to regenerate hydrochloric acid.As a result of non-ferrous metals precipitation we obtained sulfide concentrate with concentration of Ni up to 25% and concentration of Co up to 5.5%. The technology is recommended for semi-industrial testing."

Jan 1, 2016

By Dal Negro Enrico, Andrea Picchio, Boscaro Alessandro

"The Doha Metro Project is one of the most relevant ongoing tunneling projects. The whole project consists of about 100 km of tunnels with 21 EPB TBMs working in the same period. Due to the variability of the geological formations, the soil conditioning is a relevant aspect of this project because the parameters should be frequently adjusted to achieve the best performances of the TBMs. The study of the soil conditioning has been carried out accurately to obtain the best results on site. The study of the geotechnical data, the choice of the most suitable foaming agents and polymers and the laboratory study of the soil conditioning has been a fundamental part of the job. The application of the soil conditioning products on site with the analysis of the TBM data have confirmed the preliminary study results with some correlation between the features of the ground and the soil conditioning parameters to be used. INTRODUCTION Phase 1 of the Doha Metro Underground project is composed by 3 lines able to bring passengers to all the points of interest in the Qatar capital city. The Red Line, also called coastal line, connects the north of the city to the south, and to the new Hamad International Airport, following the coast line. The Golden Line, called Historic Line, will connect the southern area of Doha to the “Aspire zone” the area of the city where many state of the art sport centers are located, passing through the old city center. The Green Line, named education line, will connect the old city center to the Doha Education City. All the lines are realized with 2 tubes, single track. The whole underground project is realized with 21 TBMs, excavation diameter of 7.10 m. The project has been divided in 4 packages, for a total excavation length of more than 100 km. The need to underpass roads, existing buildings, and to excavate, in some areas, at less than 100 m from the coast line, forced the choice of a tunneling system with Earth Pressure Balance (EPB), that involves in the project another fundamental aspect of this tunneling system: the soil conditioning. The soil conditioning has multiples functions in the EPB system such as to make the soil suitable to properly apply the pressure on the tunnel face and to be extracted effectively with the screw conveyor. To properly study this topic it was necessary to study the geological formations to be excavated, the hydrogeological conditions of the underground, the foam injection systems of the EPB TBMs and to perform specific tests to evaluate a suitable conditioning to be verified and adjusted during the real scale application."

Jan 1, 2016

By Larry Murphy, Mohammad R. Jafari, David M. Giel, Sharat K. Kalluri

"Built in 1940’s to provide a key roadway arterial between New York and Boston, the Heroes Tunnel is the only highway rock tunnel in the state of Connecticut and is part of the Wilbur Cross Parkway. This 365.0 m long tunnel consists of two barrels, each with two lanes of traffic, and carries over 71,000 vehicles per day. For nearly 70 years, the tunnel has seen millions of vehicles pass through but time has taken its toll and now the tunnel lining, ventilation system and radial section joints are significantly deteriorated and in need of rehabilitation. Owned and maintained by the Connecticut Department of Transportation (CTDOT), CTDOT initiated a unique managed approach to mitigate the risk, social impacts and financial implications associated with rehabilitation of this tunnel. This new approach consists of performing field inspection and conducting a comprehensive study to explore six rehabilitation options, including construction of new tunnels and enlarging the existing tunnels. The main criteria for this study are: Impact on traffic and the resulting delay cost; Construction cost; Construction duration; and Construction complexity. This paper will present the results of the alternative study. PROJECT BACKGROUND Location and Importance Heroes Tunnel is located in the State of Connecticut within the Town of Woodbridge and the City of New Haven near the Town of Hamden border. Heroes Tunnel is the only true highway tunnel in the State of Connecticut. The tunnel is part of the Wilbur Cross Parkway (Route 15), a scenic connection between Hartford and New York. Originally constructed and opened to traffic in 1949, the tunneled portion of the parkway passes through the West Rock Ridge. The tunnel was originally named West Rock Tunnel, but was re-designated as Heroes Tunnel in 2003. Route 15 is a vital roadway within the State transportation infrastructure. In the vicinity of Heroes Tunnel, Route 15 carries approximately 71,000 vehicles daily. Locally, Route 15 provides access to residences, shopping centers, and points of interest, as well as other state roadways. Regionally, Route 15 connects New York to the Hartford area and serves as an alternate expressway route to I-95 and I-91. The tunnel is approximately 365.0 m long and passes through the West Rock Ridge. West Rock Ridge is an 11.3 km long rock ridge located on the west side of New Haven. A network of suburban streets abuts the mountain on all sides and a seasonal paved park road climbs to the crest of the ridge. Figure 1 depicts the tunnel topography and location."

Jan 1, 2016

By Anna Sieminska-Lewandowska, Monika Mitew-Czajewska

"The construction of 6.3 km long central part of 2nd metro line in Warsaw was completed in September 2014 (7 stations - out of which three 25m deep stations - built using cut and cover method; two single-track tunnels constructed using four EPB TBMs as well as a short NATM section with soil freezing below the existing road tunnel). Central section of the 2nd metro line was opened to public after verification and testing in March 2015. Design and build tender for the extension of this line in East (three stations) and West direction (three stations) was announced with total length of running tunnels – approx. 5 km. Detailed description of a very complex geotechnical context, different construction methods, challenges encountered and solved during construction and finally lessons learnt on this interesting project are presented in the paper. DESCRITPTION OF THE PROJECT Introduction The very first concept plan of the metro system in Warsaw was designed several years after regaining independence by Poland in 1918. In 1929, following the geotechnical survey, design works begun, but the economic crisis of the 1930s stopped it. After a few years of break, in 1938 a coherent concept of the metro network was proposed to be implemented in phases over the next 35 years. In total, construction of 46 kilometers of metro, including 31 km of tunnels and 15 km on surface, was planned. Unfortunately, World War 2 made the implementation of those plans impossible. In the post-war period several metro designs were elaborated, but none except one was scheduled for implementation. Construction of the 1st, 23.1 km long, North-South line commenced in 1983 and finished in 2008 (Sieminska-Lewandowska et all. 2009). Nowadays, Warsaw covers the area of 517 km2 and, according to year 2014 statistical data, the city has much more than 1.7 million inhabitants. Only one operating metro line is not sufficient for such a populated city. Up-to-date metro plan, shown on Figure 1, includes also 30.5 km long 2nd metro line. It’s route is divided into four sections: Western Section with the length of approx. 9.2 km and 9 stations, Central Section with the length of 6.3 km and 7 stations, North-East Section with the length of 7.7 km and 6 stations, South-East Section with the length of 7.1 km and 6 stations. The construction of the central part of the 2nd metro line in Warsaw was completed in September 2014 and its operation started in March 2015. The paper focuses on challenges encountered and solved and lessons learnt during construction of the central part of the 2nd metro line in Warsaw."

Jan 1, 2016

By Yoshinori Shimada, Oleg Kotiaev, Hiroaki Sakamoto, Toshihiro Asakura, Naotoshi Yasuda, Norikazu Misaki, Masahiro Shinoda

"To ensure that trains run safely, the performance of railway civil engineering structures is checked by periodic inspections. General inspection method has merits and demerits, but none of them offers the combination of high accuracy and quick inspection. In an effort to resolve this problem, West Japan Railway Company, the Institute for Laser Technology and the Railway Technical Research Institute jointly developed a remote laser sensing system as an alternative to the impact acoustics method for detecting defective concrete elements in tunnel linings. The proposed remote laser sensing system has two lasers, one to apply an impact to the concrete surface and the other to measure the vibration of the concrete generated by the impact laser. The impact laser is a high-energy pulse laser that induces vibration in the concrete. The detection laser has a signal beam and a reference beam. The signal beam reflects on the concrete surface and goes into the dynamic hologram crystal. The reference beam diffracts in the dynamic hologram and enters the detection sensor with the signal beam. The vibration of the concrete surface can be measured to detect the movement of an interference pattern. A prototype of the remote laser sensing system was developed as shown in Figure1. A vibration and acoustic insulators are equipped to remove a noise generated from a maintenance car or electric generator in this system. The proposed laser remote sensing system and the detection algorithm were verified with the help of field test conducted in a tunnel on the Shinkansen. An impact test using hammering was applied to obtain the accurate response acceleration on the surface of the concrete before application of the proposed method. In this test, the result obtained from the proposed method has good agreement with that obtained from the impact test by hammering. Consequently, it is verified that the proposed method can be used as an alternative to the standard impact acoustics method."

Jan 1, 2016

By Sandeep Upadhya, Marc Morgan, Baljinder Bassi, James Fletcher, Mike Deevy, Nishant Nayan

"In order to protect public safety in the event of a deliberate fire attack, underground rail authorities are increasingly considering the need to design for arson-initiated fire scenarios. Where typical design fires for modern rolling stock mean a peak fire size is reached after 12 minutes, an arson-initiated fire reaches its peak within 2-3 minutes. We present the innovations required to successfully incorporate this requirement on a recent design-build project. In stations 3D modelling is used to optimise smoke reservoir designs, smoke chimneys, station boxes and tunnel geometry to allow coordination with structural requirements. In tunnels, novel coupling of one dimensional network modelling and 3D Computational Fluid Dynamics (CFD) is used to improve assessment of complex fire scenarios. Finally, the impact on tunnel structures is assessed through comparison with standard time-temperature curves and risk of explosive spalling. INTRODUCTION An increasing regulatory environment and the appreciable influence that terrorist incidents have had on public safety policy have motivated the need to protect against large arson fires, especially in civil structures and public transport systems. With a greater reliance of a growing urban population on underground subway systems, design of such infrastructure is continually being reassessed and developed worldwide. Underground rail authorities are paying increased consideration to the design of fires - with properties beyond the upper regions of growth and intensity - amongst arson fire studies. Use of fire hardened materials on modern rolling stock means fires caused accidentally can be expected to develop relative slowly. However, recent experiments involving large initiating fires (as would result from an arson attack) have shown rapid fire growth rates and flashover leading to greater maximum heat release rates, Hadjisophocleous (2012), White (2010), and Lönnermark, et al. (2015). This paper describes the challenges and innovations required to complete a detailed design to control smoke from such aggressive super-fast growing fires. Computational modelling is used to demonstrate the required smoke control design by configuring the mechanical exhaust system combined with careful coordination with the architectural and structural design. The design objectives are to provide tenable egress paths in accordance with NFPA 130 (2014) and fire-fighting access. Finally, analysis of the design fire is used to inform the tunnel lining design, reducing the risk of explosive spalling, protecting the asset in the event of a severe fire."

Jan 1, 2016

By Jung-Joo Kim, Jong-Uk Kim, Turab H. Jafri, Han-Kyu Yoo

"INTRODUCTION Steel sets such as H-type and lattice girders are often installed in the tunnels before the hardening of shotcrete to ensure the stability of conventional tunnels in soft ground conditions. In practice, while designing the tunnels with the help of numerical analysis, steel sets are generally considered only as temporary support elements. Only a few studies propose the direct application of composite support in the tunnel design, based on large-scale experiments and numerical analysis. In order to assess the structural performance of the composite support consisting of shotcrete and steel sets, large-scale experiments were performed on two types of arch-shaped specimens by applying the combined effects of axial forces and bending moments. Based on the experimental results, numerical analysis was performed to assess the application of composite support in tunnel design. The crown settlement, axial forces, bending moments, and load distribution in the composite support were analyzed in the light of different structural patterns. LARGE-SCALE EXPERIMENTS USING COMPOSITE SUPPORT Preparation and Procedure of the Experiments The preparation setup as well as the organized procedure of the large-scale experiments using composite support is shown in Figure 1. An appropriate geometry of the specimens was selected by considering the standard cross-section of a two-lane highway tunnel in South Korea. Under the loading conditions meant to develop the axial forces and bending moments simultaneously, arch-shaped specimens were assembled with the ends of the specimens subtending a 60° arc angle at the center of the arc circle as shown in Figure 2. The fabrication of six specimens was completed in two groups based on the dimensions of steel sets, with the first group of three specimens being reinforced by H100 (No.1, No.2, No.3) and the other three by H125 (No.4, No.5, No.6). In order to reduce the voids on the boundary of the shotcrete and steel sets, concrete was casted over the steel sets instead of using shotcrete. The specimens were designed to incorporate the uniaxial compressive strength of 21 MPa. Shear keys and steel plates were installed at the ends of the specimens, so that shear failure could be avoided at the ends and the specimens could also be protected from detachment at the fixation. Translational and rotational movements at the ends of specimens were fixed."

Jan 1, 2016

By Daniel de la Rosa, Juan Manuel Mayoral, Damián Vital

"This paper presents a numerical study regarding the loads, and the corresponding damage, taken by the primary and secondary lining of a tunnel built in cemented fine-grained stiff soils. This study aims at establishing more rational design criteria that take into account explicity the lining performance. A 3.5 km long tunnel to be built in a densely populated northwest area of Mexico City, was considered as case study. Series of three-dimensional finite difference models, developed with FLAC3D, were used to simulate the tunnel construction, and to compute the ground settlements, internal forces, bending moments, and displacements acting both on the primary and secondary tunnel linings. Interaction diagrams were used to study the lining performance. Several advancement lengths, and tunnel covers were considered to establish their impact on the loads transferred to the tunnel lining. A practice-oriented damage criterion for tunnels was proposed based on the interaction diagram analysis. INTRODUCTION Lining performance during conventional tunnelling, CT, as defined by the International Tunnel Association, ITA (ITA 2009) is strongly affected by the construction procedure. Special attention must be taken in cemented fine-grained materials, such as those found in the northeast portion of Mexico City, due to the potential of fragile failure (i.e. the soil fails suddenly without important deformation) that these soils may exhibit. During CT, it is assumed that the ground strength contributes to the stability of the excavation, as long as the lining is built correctly. It is common practice to consider two structures, which together form the tunnel support: 1) A primary lining, which is a flexible support, which allows excavation walls to deform to mobilize part of its shear strength, and thus contributes to the tunnel self-stability, and 2) A secondary lining. Commonly, the primary lining consists of several layers of shotcrete. In this case the installation method guarantees perfect contact between the lining and the excavation perimeter. The secondary lining, if required, is used to withstand the load conditions in the long term and also has an esthetic function. This paper presents a numerical study aimed at establishing a performance damage criterion for the primary and secondary lining design in cemented fine-grained stiff soils. Due to the lack of data, the strength and deformation parameters were established through empirically-derived relationships. Three-dimensional finite difference models were developed to simulate the tunnel construction, and compute ground settlements, internal forces, bending moments and displacements acting both on the primary and secondary tunnel linings. Interaction diagrams, along with a damage criterion were used to study the lining performance. From the results gathered insight was gained regarding tunnel lining performance during CT."

Jan 1, 2016

By Yadong Xue, Fei Wang, Hongwei Huang, Yan Sun

"Increasing attention to subway tunnel maintenance is being paid with the high speed development of urban rail transit system in China. A novel moving tunnel inspection equipment based on machine vision is developed in this paper. High resolution image acquisition system is proposed for tunnel crack and leakage inspection. The main components of this image acquisition system includes high speed CCD cameras, linear lights and high performance computer. To inspect the crack less than 0.3mm with a 3-5km/h speed in subway tunnel, we need to consider resolution and line rate of camera, pixels of cameras, range of inspection and illumination intensity of lights simultaneously. The optimization design is proposed to make the equipment more convenient for tunnel use. Entire tunnel situation can be detected and recorded in a single inspection process. This equipment has already been verified in Shanghai subway tunnel for defects inspection.1. INTRODUCTION In China, the quantity of subway tunnel has reached a large scale in recent years. Until 2014, there had been more than 2300km of subway tunnel in China which accounted for nearly three quarters of Chinese urban railway system (Zhang Chen,2015). In some metropolises like Beijing and Shanghai, most of the metro tunnels has already run over 20 years which within maintenance phase. This has brought about plenty of inspection work and maintenance work to guarantee the tunnel under the serviceability limit states. The increase of running mileage of subway tunnels in China has been displayed in Fig 1."

Jan 1, 2016

By Thomas Camus

"STATE OF THE ART The current situation of ground prediction in TBM is of great concern for tunnelling contractors, and the subject has been quite widely addressed over recent years, for instance by the French Eupalinos 2000 programme, which tested a variety of technological approaches. A number of interesting projects were executed, such as the SOUND and OnSITE projects, part of the German Geotechnologien programme: these projects are focused on seismics, while other techniques such as radar are not considered. Little information and even less industrial applications have been released apart from lab simulations and numerical modelling. A number of field tests in different configurations have been carried out for compression waves, but the results were often not reliable or convincing, and therefore little has been reported in open literature. The advances seem somewhat promising as far as hard rock tunnels are concerned, but ignore the problem raised by concrete lined tunnels such as those bored by a TBM in soft ground. In such tunnels, sending and receiving seismic waves reliably through the lining (and the grouting behind) is quite illusory. A careful analysis of the seismic prediction research results show that the main problem is the source which is poorly controlled and poorly coupled (for instance in concrete lined tunnels, or in approaches that use the TBM cutter head vibrations as a source). Generating waves perpendicular to the tunnel axis is also a problem: aligning with the tunnel axis makes more sense. Radar (Ground Penetrating Radar - GPR) has been used in geotechnical surveys for decades, and also for tunnel inspection. Attempts have been made at using it on a TBM (for example in Japan by Taisei) but mainly using off-the-shelf GPRs, which are not adapted to work in the specific environment of a TBM (because of its huge mass of metal, to start with). Very few results have been published, probably due to the somewhat disappointing performance of such implementations. At present, no TBM has a GPR incorporated in its cutter head that is able to predict ground characteristics while drilling. Another characteristic and drawback of most current methods is that they require dedicated periods of time during which other tunnel construction activities must be stopped. Due to the duration of such operations this leads to performing ground prediction on a weekly basis only, and therefore to a requirement for an investigation range of 100 metres approximately (in order to cover the TBM advance over the coming week). This is not achievable with boreholes made from the TBM, even less if a reasonable accuracy is required, as is usually the case."

Jan 1, 2016

By Chris Laughton, Bernhard Spoerr

"Tunnel inspections are increasingly needed to ensure that aging infrastructure does not fail in service. To this end the time between inspections is being reduced, the thoroughness of each inspection is being increased to provide for a more detailed assessment of conditions and inventory defects. The conventional Tunnel Report, containing hand-drawn maps and/or photos, and a log describing observed defects and areas of deterioration, is being increasingly replaced by LiDAR generated 3-D surface maps. The data collection process that traditionally supports development of a Tunnel Report is labor-intensive, taking crew-days of engineering effort, and requires partial or full stoppage of tunnel operations. In an urban setting, such multi-day interruptions in service are difficult to countenance for a near-capacity tunnel operation. Under time pressures, the detail and accuracy of the manual inspection process will inevitably be compromised, resulting in a high cost, low quality product. As the tunnel inspection window decreases the argument for incorporating laser scanning in to the inspection process is increased dramatically... The 3D scan technology allows detailed and accurate data to be collected within the tight time frames demanded by the owners and operators of critical infrastructure. Not only does the use of laser scanners improve the 3D accuracy of the data collected, it also, enhances the efficiency and safety of the inspection process, reduces data collection and processing costs and enhances the reliability of results over time. The paper will also demonstrate the value of adding photogrammetric data to the 3D Model to show surface defect discoloration. The accurate and detailed data collected by a combination of LiDAR and photogrammetric techniques provide superior data needed to inform critical asset management decisions related to maintenance, repair and replacement."

Jan 1, 2016

By Roland Trunk, Marcel Imbach, Yves Boissonnas, Jan Vesely

"INTRODUCTION The expansion of the Suez Canal, which runs between the Mediterranean and Red Sea, is at the top of Egypt’s economic agenda. The £8 billion development plan includes a new channel alongside the existing one which will double the number of ships able to pass each day and several tunnels to connect the Sinai peninsula to the main part of Egypt. The Egyptian government ordered three new tunnels under the Suez Canal in the area of Port Said as part of the Canal Region Development Plan. The three tunnels will contribute to the North Sinai expansion, helping to create a vast industrial zone and completing the coastal road extension from Rafah to Nuewiba. Two of these three tunnels will be allocated for roads and the third for railway traffic. A further part of the Suez Canal development mega project are an additional six tunnels in the area of Ismailia and Suez. The focus of this paper is on the two road tunnels in Port Said and will give an overview of the project and the challenges encountered regarding the technical complexity and tight time schedule both in its design and execution. PROJECT OVERVIEW The tunnels will be built in the area of Port Said (see Figure 1) which is the most northern part of the Suez Canal.The road alignment connects the Port Fuad Road in the east bank of the Suez Canal to the Port Said-Ismailia highway in the west bank with a dual carriageway section. Each of the carriageways has two lanes. The bored diameter of the 2.8 km long road tunnels is 13.050 m and will be driven with two Mix-Shield TBMs. The distance between the two tunnel axes is planned with 42.5 m (discussion about a reduction are ongoing). The width of the Suez Canal is around 340 m at upper level and around 170 m at the bottom. During the TBM drive, three main geological layers are expected. Below a depth of around 40 m in a very soft clay layer, a dense to silty sand layer is predicted. Within the sand layer another silty hard clay is expected in different depths with variable thickness. After finishing the excavation of the road tunnels, the same TBM will be used for the railway tunnel. The lowest points of the road tunnels will be located 59 m below the surface (tunnel invert to surface) and only 18 m of ground cover exists between the tunnel crown and the Suez Canal invert. Minimum ground cover over the tunnel crown is approximately nine meters at the tunnel portals."

Jan 1, 2016

By Josh Johnson, Stephen Tadolini, Mark Ferster, Curt Jacobs

"Stillwater Mining Company is the only U.S. producer of platinum group metals (PGMs) and the largest producer outside of South Africa and Russia. The Company controls a considerable portion of the J-M Reef and is currently developing the ""Blitz Project,"" which will provide a main haulage level, ore pass systems, backfill plants, and flow-through ventilation to increase production and ensure sustainable extraction of this critical strategic mineral. While driving two sub-parallel footwall laterals to about 8,125 m (26,000 ft) long, one of the development drifts experienced a massive fall in a geologically disturbed area created by a dike intrusion. Combinations of a void fill material (Tekseal), polyurethane injection, fore poling coupled with steel arches, and supplemental bolting allow safe and efficient advance through this geologically disturbed zone. This paper presents the details of this project.INTRODUCTIONStillwater Mining Company is the only U.S. producer of platinum group metals (PGMs) and the largest producer outside of South Africa and Russia. The Company controls a considerable portion of the J-M Reef and is currently developing the ""Blitz Project,"" which will provide a main haulage level, ore pass systems, backfill plants, and flow-through ventilation to increase production and ensure sustainable extraction of this critical strategic mineral.Tunnel Boring Machines (TBMs), shown in Figure 1, have been used extensively at both the Stillwater Mine and the East Boulder Mine to develop access to the J-M Reef. The J-M Reef is a PGMbearing reef deposit located in the Stillwater Complex near NyeMontana. The mining property and location are shown in Figure 2.The Blitz Project is named after the Blitz mining claims and is developing the Eastern extent of the J-M Reef Project., This consists of a 5.5 m (18 ft) diameter TBM drive on the SOE (1,562 m (5,000 ft) above sea level and east of the shaft collar) and a 4.7 x 4.7 m (15 x 15 ft) drill and blast heading on the 5,600E (1,750 m (5,600 ft) above sea level and east of the shaft collar). The Benbow Decline will be completed running perpendicular to the TBM by drilling and blasting methods. The TBM drift will be used for exploration drilling, ventilation, and will serve as the main haulage level. The 56E will be used for ventilation and exploration drilling. The Benbow decline will serve as the exhaust drift."

Jan 1, 2016

By A T. Spathis, M G. Wheatly

Some preliminary dynamic pressure data were obtained from several charges detonated in a tunnel situated in massive granite rock. The context of the work is the potential for desensitisation of explosives, failure of detonators, and sympathetic detonation due to the close proximity of inter-hole and inter-deck explosive charges to each other. Dynamic pressures were measured using piezoelectric gauges in water-filled 45 mm diameter holes adjacent to the charges. Some of the first arrival peak pressures were noisy, and although not fully resolved, may be due to reflections and the physical arrangement of the transducers and their size with respect to the monitoring holes. The estimated peak pressures were between 0.1 to 8.7 MPa at approximate distances of 2.8 to 0.8 m, respectively. Further work is planned with gauges that are disposable, have a higher pressure range, and can be used within a few borehole diameters rather than the piezoelectric gauges used in the present work.

Jan 1, 2016

By Olivia Perkins, Shawn Sismondi, Adrian St. John, Vicky Potts

"INTRODUCTION An inherent aspect of any tunnelling project is ground risk: how it is identified, quantified and managed throughout the various stages of a project. Early identification of these risks, such as adverse ground conditions or potential obstructions is crucial; however specific identification of all risks will inevitably be limited by the extent of the desk study, ground investigation and accuracy of as-built information available, particularly in a densely populated urban environment such as London with a long and varied history of development. It is therefore crucial to have suitable plans and procedures in place for dealing with potential ground risk scenarios if they occur during construction work to ensure the safety of the workforce and to protect nearby critical assets. A number of experiences of potential ground risk were encountered during the Sprayed Concrete Lining (SCL) works on Crossrail contract C300/410 which was constructed by a joint venture of BAM Ferrovial Kier (BFK). The C300/410 works, undertaken in the heart of London, comprised of over 2.5km of SCL tunnels for Bond Street and Tottenham Court Road Stations and the Fisher Street crossover, as well as two 6.2km TBM tunnel drives between Royal Oak and Farringdon. BFK appointed Donaldson Associates as their SCL designers for the works; together they were responsible for excavation stability up to the point of ring closure. Despite the majority of SCL tunnelling works at Bond Street and Tottenham Court Road being through the favourable medium of London clay, there remained areas of local geotechnical challenges. Some of these were expected from the outset, some became apparent as works progressed from records of other nearby excavation works, and some were only encountered during tunnel excavation. Being located in the centre of London meant that there always remained a possibility of meeting some form of obstruction from previous structures. However, identification of all potential issues prior to the commencement of the works was challenging and proved to not be entirely possible. Through a series of case studies, this paper documents incidents where obstructions or adverse ground conditions arose. These scenarios all had the potential to cause safety risks, impact the tunnel design and/or construction methods and ultimately add time and cost to the works. The paper discusses how these challenges were overcome which utilised in part, a progressive risk reduction cycle, feeding back knowledge gained at all stages of construction into the approach for undertaking the works. It also examines what could be done in future to further reduce the ground risk through early identification, communication, education and appropriate contingency measures."

Jan 1, 2016