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By Carl R. Peterson, John Herrick

INTRODUCTION The need for substantial advances in underground excavation technology has produced considerable research activity on a wide variety of concepts under a variety of Government funded programs. One goal of this "Rapid Excavation" effort has been the development of a means to apply the well-known virtues, both technical and economic, of the drill and blast method in a continuous process. The spiral blast concept, aimed at this specific goal, has been funded for initial studies (1) by the ARPA Rapid Excavation Program and, for the experimental work reported herein, by the Department of Transportation (2). The economy enjoyed by the drill and blast method stems from two factors: explosive energy is relatively cheap; and this energy is released so as to cause rock fragmentation largely through tensile failures. The relative ease and efficiency of tensile rock failures have long been recognized. The drill and blast process of course cannot be truly continuous since drilling and blasting (and other necessary functions) simply are separate, distinct operations. Although some surface explosive work has been done to avoid the need for drilled blast holes (3) it does appear that the high performance associated with explosive excavation requires placement of the explosive beneath the rock surface. This paper describes studies of blasting pattern which, in simplest terms, replaces the occasional heavy blast of conventional practice with frequent, much smaller blasts. The objective, of course, is to reduce the size of individual blasts

Jan 1, 1974

By Brian Fulcher

While tunneling in Europe has been a tradition for centuries, many companies and countries have embraced tunnel innovation with considerable vigor and creativity. Indeed, local needs and site conditions have provided the initiative for improved means, methods, materials and equipment to complete progressively more challenging projects. Many recently completed tunnels have expanded tunneling technology and contributed to the development of highly specialized and productive equipment ? such as the mixed-mode tunnel boring ma-chine (TBM) presently in operation at the SOCATOP A- [ ] 86 road tunnel and the high-pressure slurry TBMs for the Westerschelde Tunnel in the Netherlands and Hollandsas near Malmo, Sweden. This paper describes some of the key technologies employed by European tunnel builders and designers including the New Austrian Tunneling Method (NATM), advanced earth pressure-balanced (EPB) machines, pres-sure-faced (slurry) tunneling machines as well as ?hybrid? or mixed-mode TBMs. While these tunneling methods and equipment generally involve significant equipment investment, they may also involve highly trained, experienced and specialized tunneling and support crews as well as materials and tools specifically developed to supplement or complement tunneling performance. For example, mechanized pipe arch placement substantially improves ground support measures and NATM advance and on larger tunnel cross-sections.

Jan 1, 2007

By [Dipl. -Ing. ] Karl Angerer

The "New Austrian Tunneling Method" is one of the most significant developments in European tunneling in the last 15 years. I hope this report will show the significance of this tunneling method, which was developed in Austria exactly 18 years ago and which is now used in many European countries. In Austria from 1948 to 1953, the Moll tunnel with a length of 11.6 km (about 7.3 miles) was constructed as a part of the Kaprun power plant. Depth of overburden varied from 1000 to 1400 m, and there were many rock bursts in calcareous-schist formations. Here for the first time it was found that a thin concrete lining would help to prevent rock bursts if it was sprayed on the rock soon after blasting. During construction of the Prutz-Imst tunnel in Austria from 1953 to 1956, the shotcrete lining was sprayed on the phyllite surface a certain distance behind the blasting face to prevent rapid rock decomposition. This method was also tried in soft-rock sections of the tunnel where steel and wood supports usually were necessary. To prevent loosening of the rock, application of the sprayed concrete was tried immediately after blasting. This method made it possible to tunnel through very soft ground. Where necessary, the shotcrete was supplemented by steel arches and mesh reinforcement. At that time (1953-1956), the machines and equipment for guniting or spraying concrete were being improved rapidly and it became possible to spray aggregates up to 25 mm in diam. Hardening accelerators brought quicker strength and better adhesion of the shotcrete-this also made it possible to use the method in wet tunnels. If the tunnels are extremely wet or flowing with water, it is necessary to seal off the wet rock or drain the water, using, for instance, the Oberhasli method. After these first successful steps with the new Austrian method, large portions of the Schwarzach power plant in Austria were designed and built. At this operation, shotcrete was used almost exclusively for tunneling work. It was on this site where, for the first time, a tunnel 120 m long with a 45-sq- m section was driven through overburden without one piece of timber

Jan 1, 1970

By Heinz Hofmann

In order to drive tunnels with low overburden in town regions, it is necessary to give a quantitative prognosis for the deformation of the underground as well as of the tunnel-lining and of its stability. These problems and their solutions are illustrated by the works for a two-track-railway-tunnel in Bochum (Ruhrdistrict). In this case the most important problems consisted in passing below buildings in a vertical distance to the fundamentals of only 3.20 m and a railway earthdam with rapid train traffic in a distance of 4 m under the dam. The results of measurements from other comparable tunnels and finite-element-computations were used to prognose the settlements on the surface and in the ground, their distributions and their development in time. To obtain these values at the site, a special system of tunnel driving was executed. The tunnel was excavated with the newest type of tunneling-machine from DEMAG, cutting an inclined front, immediately followed by a special temporary support of shotcrete and inclined steel-ribs. By using theoretical and empirical methods to assess the behavior of the tunnel and underground and by executing an optimal driving system in technical as well as economical aspects, the expected behavior, expressed in quantitative values, was almost equivalent to those received by control measurements.

Jan 1, 1974

By Ivor Hawkes, Malcolm Mellor

INTRODUCTION There are currently around fifteen companies in the United States and Europe manufacturing hard rock tunneling machines. In recent years upwards of 200 hard rock tunnels of lengths up to 12 miles and diameters to the order of 30 ft have and are being successfully driven by over 100 different machines. It has been predicted that within the next decade over 2,000 miles of tunnels will be driven for transportation purposes in the United States alone (OECD Advisory Conference on Tunneling, Washington, 1970) and it is expected that eventually most tunnels including mine drivages will be excavated by machines. All tunneling machines have certain common basic functions; thrust is applied to drive or hold the rock cutting tools into the face, and torque is applied to rotate the cutting tools over the face so that they can continuously break out rock. The speed of head rotation, together with the torque requirement, determines the cutter head power. (The power required to push the head forward is usually negligible.) There are many factors which determine how successfully a given tunneling machine will perform in a given rock but one of the most important is effective utilization of cutter head power. This paper is a review of the specifications and performance of hard rock tunneling machines, obtained from manufacturers' catalogs, published literature, talks with manufacturers and visits to operating machines throughout the United States and Europe.

Jan 1, 1997

By G. Meschke

"This paper reports on computational and experimental research, performed at the Collaborative Research Center “Interaction Models for Mechanized Tunneling” at Ruhr-University Bochum, Germany. Research covers a broad spectrum of topics relevant for mechanized tunneling in soft soil conditions. This includes advances exploration methods and models for the characterization of the in-situ ground conditions, the interaction of the face support and the tail gap grouting with the porous soil, multi-scale models for the design of fiber reinforced segmental linings with enhanced robustness, computational methods for the numerical simulation of the tunnel advancement, the soil excavation and the material transport in the pressure chamber, logistics processes and risk analysis in urban tunneling.INTRODUCTIONMechanized Tunneling has proven itself as an economical and flexible construction method that continues to undergo a dynamic evolution process. Shield diameters continue to increase, and the application range of tunnel boring machines is being extended to an ever-increasing variety of geotechnical conditions. In order to maintain economic viability and to ensure an environmentally friendly construction process, realistic and reliable numerical models are required in order to make informed decisions during planning and construction. To provide a reliable numerical prognosis, it is necessary to accurately assess and understand the interactions between the components involved in mechanized tunneling with the surrounding site, the ground, and any pre-existing structures. Heterogeneous geological conditions and often only approximated ground parameters create, in contrast to other engineering projects, special demands. This necessitates new insights to new problems that can only be effectively solved through truly interdisciplinary research. To address these challenges, the German Research Foundation (DFG) has established the Collaborative Research Center “Interaction Models for Mechanized Tunneling” (SFB 837) at the Ruhr-University in Bochum in 2010. Collaborative Research Centers are interdisciplinary scientific research groups in which cooperative research is conducted under the umbrella of a central research theme. With a research budget of ca. 10 Million Euros for the second 4-year funding period, and a research team composed of 13 project leaders along with approximately 35 scientific assistants the SFB 837 is currently one of the largest research groups conducting fundamental research in tunneling related topics worldwide.RESEARCH TOPICSThe research topics of the SFB 837 encompass a number of relevant planning and construction related aspects in mechanized tunneling (Figure 1). These research themes are each supported by computational models and laboratory investigations and are all included in an SFB overarching Tunnel Information Model (TIM). Interaction groups integrate and combine the results of different submodels through prototypical cause-and-effect relationships, and through the analysis of the Wehrhahn metro line (WHL) project in Düsseldorf, which has been adopted as the reference project for the SFB 837."

Jan 1, 2016

By John F. Shea

When Dick Robbins asked me to give a keynote address, I felt it might be in order to review some of the practices and techniques used in tunneling and work up to some of the concepts now used to mine and construct tunnels. Needless to say, there have been many changes in tunneling technology and also many changes in the Safety Codes controling them. An example of this latter change was the fact that in 1931, my father excavated the Owyhee Tunnel No.5 with gas locomotives. He was able to do it because there was no natural gas in the rock and the ventilation system was designed to free the tunnel atmosphere from powder and exhaust fumes. Today OSHA rules would never permit gas locomotives underground, although there were no incidents on this particular project. One of my first tunnels, as Project Manager, was the Clear Creek Tunnel for the Bureau of Reclamation. Our method of handling muck was the Conway Muckers. This unit was a valuable improvement to the hand mucking of previous generations. The Conway was also used in our Navajo Project, in New Mexico. Unlike the Clear Creek project, where water was one of our main problems - up to 7,200 gallons per minute, at a pressure of 395 pounds per square inch - in the Navajo Tunnel, we had a mixed face which caused a major problem with our support system. In one of the Navajo Tunnels, there was a major cave-in, when the squeezing shale came in during an attempt to strengthen the support system. Although moving shale was not a constant problem, there were areas where the shale was five to six feet above the spring line.

Jan 1, 1976

By S. M. Jarrett, W. B. Schmidt

Within the last year, the Nation has been shocked by two major tunneling disasters. Almost exactly a year ago 17 men died in the San Fernando Tunnel in an explosion attributed to gas. A few months later another 21 men died in an explosion laid to the same cause at Port Huron, Michigan. The analysis of the causes of these accidents is still continuing. While it appears that they differ substantially from each other in their specifics, they share the common trait that, like most industrial accidents, they might well have been prevented. Gas explosions in tunneling are neither new nor particularly unusual. Forty years ago, Assistant Director Jarrett was hired as a safety engineer on the Hetch Hetchy Aqueduct in California after an explosion that killed 12 men. Prior to 1946, in California alone, the Bureau of Mines had recorded 27 gas explosions incidental to hard rock mining and tunneling. The purpose of this paper is to review the status of the principal regulations affecting tunneling and to indicate some ways in which safer and more healthful conditions can be obtained. The Bureau of Mines was established by an Act of Congress of May 16, 1910. Since that time the Bureau has been making investigations and compiling and publishing health and safety data relating to mining and to tunneling. If any benefit is to come from an anaylsis of tunneling accidents, it must be the knowledge needed to prevent their repetition. The Bureau of Mines has also had informal discussions with the Department of Labor regarding the possibility of the Bureau's assuming that agency's responsibility for tunnel inspections.

Jan 1, 1997

By Sigmund D. Schwarz

INTRODUCTION In late 1970, an experimental geophysical program was undertaken at the Lake Huron Tunnel for the purpose of developing a geophysical technique that could be applied to determining the thickness of rock above the crown of the tunnel and identifying anomalous geologic conditions ahead of the face as the tunnel was advanced. The Lake Huron Tunnel is an 18.5 foot diameter machine bored tunnel having a total length of approximately 6 miles. The easternmost 4.5 mile section of the tunnel extends offshore beneath Lake Huron. At the time this study was started, approximately 1.5 miles of bore remained to be completed at the east end of the project. The tunnel is part of a raw water intake for the City of Detroit water supply. The Lake Huron Tunnel is bored in Antrim shale, a dense marine shale of Mississippian or Devonian age. The west end of the project encountered banded brown shale containing numerous calcareous concretions ranging in size from a few inches to more than 16 feet in diameter. As the tunnel was advanced in an easterly direction, a transition was encountered into very uniform gray shale. One set of prominent vertical joints was encountered with a strike running approximately 15 to 20 degrees askew of the tunnel axis. Bedding is essentially flat. Variable quantities of salt water and natural gas occur in the rock. The results of exploratory drilling carried out for preliminary design studies indicated that as little as 30 to 35 feet of rock cover could be expected under the lake at the east end of the project.

Jan 1, 1997

By William H. Hamilton

INTRODUCTION It was not very many years ago that tunneling machine manufacturers spent considerable time trying to convince contractors and mine operators of the advantages of mechanical tunnel boring over conventional drill and blast methods. Today there are few doubters left. There is universal agreement that, not only are tunneling machines here to stay, but the ratio of bored rock tunnels to blasted rock tunnels is increasing at an accelerated pace, and within the next twenty years I predict almost all tunnels will be bored by machine. I believe we are today at a very important mile-post in the development of tunnel boring systems. Felix Gaye stated in his recent article (1) "It is important to disseminate between the efficiency of cutting tools and the overall efficiency of the boring operation". Mechanized tunnel boring in the past placed almost total emphasis on the rock cutting and boring ability of the tunneling machine. With advancements in technology and better solutions to the problems of rock fracture, steering control, and structural design, the emphasis today can be placed on the total-system concept. Tunneling machine design, as one of the key elements in the overall system, presents many problems that are not totally solved today. These design problems are, in the most part, not related with rock fracture, but rather with criteria associated with the over-all operation.

Jan 1, 1997

By J. Donovan Jacobs

Many improvements in the art of underground excavation have appeared during the past two decades. These improvements have been both in methods and in machinery and have resulted in more economical construction of today's tunnels. In the realm of machines, the developments of continuous boring heads for either soft ground or rock, random arm excavators and the sliding tunnel floor (Magic Carpet) have each made contributions toward more rapid tunneling. CONTINUITY OF ADVANCE Tunnel boring machines are often referred to as "continuous excavators". Continuous advance (without cyclical interruptions) has not been achieved, however, in any of the machines now in use. In most rotary-head tunnelers the thrust needed to make the cutters bite into the face is obtained from hydraulic cylinders reacting against anchoring devices held stationary by pads which grip against the sides of the tunnel. With this system the forward motion of the cutting head is continuous only until the propelling cylinders have reached their limit of extension. At this point the grippers must be released, moved forward and reset before a new cycle of advance can be begun. Some machines are built to obtain their propelling thrust from hydraulic cylinders pushing backward against newly-installed rings of tunnel support. This is the customary method for propulsion of shields. With it, each cyclical advance or "shove" must await the erection of a new ring of supports. Faster tunnel driving

Jan 1, 1974

By D. U. Deere

The title of this chapter is "Indexing Rock for Machine Tunneling" or, a simplified approach to a very difficult problem. I do not think that we can divorce the considerations for conventional tunneling from that of the requirements in terms of geologic information that is necessary for machine tunneling. Experience has shown that in conventional tunneling, the rate of progress achieved in driving a tunnel and the cost involved can be almost directly related to the general rock quality and to the water conditions actually encountered. The very method selected for driving the tunnel or perhaps adapted during the construction period, that is, full-face, top-heading and bench, or multiple-drift, is largely determined by the degree of severity of the adverse geological features. The amount and type of support required to stabilize the rock behind the advancing face are also directly related to the ground conditions. The support may range from bald-headed to rock bolts placed as needed- perhaps pattern rock bolting, light steel sets, all the way to closely spaced heavy steel sets with full lagging and invert struts. At times crown bars, spiling, and breast boarding must be used to advance the face. Shotcrcte applied immediately to the arch and upper walls is a fairly recent advance in providing both temporary and permanent support. Ground-water inflows can further reduce the rate of advance, causing stability problems and reducing the overall efficiency of the mining crew. Required pumping may also be very expensive depending on the grade of the tunnel and the amount of water. And in shafts, of course, there is the pumping problem. To offset the adverse effect of the ground-water inflows, one must often resort to grouting ahead of the face. But this very operation which helps cut down the water inflow also increases greatly the time required for mining, and of course, there is additional cost involved in the actual operation. The conditions described above do not occur uniformly throughout the rock mass but rather they are concentrated

Jan 1, 1970

By John M. McAnerney

In 1955, the U.S. Army started to experiment in Greenland with tunneling in glacial ice and later in frozen glacial moraine. By 1960, long adits and experimental rooms had been successfully excavated. Full mechanization with coal-cutting machinery was most efficient in ice but drilling and blasting were necessary in bouldery moraine. In 1963, the U.S. Army Cold Regions Research and Engineering Laboratory, (USA CRREL; redesignated U.S. Army Terrestrial Sciences Center July 1, 1968) started a tunnel in the frozen silt of central Alaska near Fairbanks. The original adit of 360 ft (109 m) was successfully driven in the permafrost by a twin-rotor tunnel-boring machine, the Alkirk Cycle Miner. The workings were enlarged in 1966 and 1967 by standard mining techniques in which jackhammers, steam points, and augers were compared. A mechanical coal cutter was tried to supplement drilling and blasting. In 1968, airblasting techniques were used successfully for breaking out the frozen silt. All mine products were loaded mechanically and hauled by self-dumping shuttle car. Pneumatic methods of transport were tried for both dust removal and for conveying blast products up to 3-in. maximum size. Studies of the effects of natural winter ventilation through a shaft showed that tunnel closure could be reduced by lowering the adjacent ground temperature. It is concluded that underground openings in frozen ground should be cut and maintained at well below freezing temperatures to hold deformation to a minimum. HISTORICAL BACKGROUND This chapter deals with aspects of tunneling not previously discussed in the conference papers in this book. The chief differences are that the three tunnels lie entirely within frozen material and are relatively small, since they were constructed mainly for research. The primary objectives of the research were to develop underground shelters for military per-

Jan 1, 1970

By Jerry L. Purswell

INTRODUCTION The principal OSHA standards dealing with tunneling activities are found in 29 CFR Part 1926. A reference for the applicable subparts which apply to tunneling is included as Appendix A. In addition, some standards from 29 CFR Part 1910 have been identified as applicable to construction and are included in the recent printing of an interim vertical standard for construction (1910/1926 Project). The remainder of this presentation will be focused on past OSHA activities to revise Subpart S of 1926, the principal subpart dealing with tunnel construction.

Jan 1, 1979

By Nick Salisbury, Alan Howard, Scott Tunison

INTRODUCTION Geotechnical investigations for tunneling projects typically use vertical test borings and, to a lesser extent, angled borings. Horizontal drilling applications were often limited to specialty testing programs and to perform probe drilling from a tunnel boring machine (TBM) as part of production tunneling. The former often involved cumbersome setups with skid rigs and cribbing in a pilot tunnel or shaft. The latter usually was limited to generic probing for rock quality and ground water conditions with no sampling. Neither yielded continuous core at production rates suitable for design and construction planning. Conventional vertical investigations still make sense in many instances, particularly for tunnels planned beneath urban settings where truck access is convenient and where the tunnel horizon is not readily accessible via a portal or shaft. However, equipment is presently available to conduct horizontal geotechnicall investigations at reasonable production rates and cost. Advantages include continuously sampling the tunneling horizon and minimizing “access drilling” to get the zone of interest at the underground construction horizon. Horizontal boring lengths of up to approximately 800 m are considered feasible and those in the range of 150 to300 m are now routine. These capabilities make horizontal borings an attractive option to consider when looking at deep tunnels beneath ridges, especially where access is limited. Fewer drilling staging sites can also mean reduced environmental impacts when investigating tunnels proposed beneath sensitive lands such as public wilderness areas. Investment in early construction packages to develop portals for investigation access and, possibly in excavating test shafts for the same purpose should even be considered. Potential benefits in the form of achieving improved overall project costs using horizontal borings exist because of the significant additional data collected in the tunnel horizon. For this reason they should be considered during the routine cost-benefit analyses generally conducted for planning geotechnical investigations for tunneling. The authors also believe that collection of such data will reduce Geotechnical Baseline Report (GBR) conservatism and lead to lower potential for

Jan 1, 2005

By Scott Stephenson

Making a tunnel through solid rock can sometimes be a dangerous task. Many things must be considered in order to complete such a task safely, and efficiently. Prior to starting things must be known such as, the type of rock, the purpose for the tunnel, the destination point, then angle of decent (or ascent). Once these things are known, the method to proceed must be considered. Factors such as cost, feasibility, and time to completion must be taken into account.

Jan 1, 2009

By Leonard Greenburg, William B. Harris, Gustäv Werner

HAULAGE in tunneling operations generally has been done with electric locomotives. As a rule, on short hauls the source of electricity is a storage battery mounted on the locomotive, which, of course, must be removed and recharged periodically. Where the distance from the recharging point to the tunnel face is very long, and where loads are heavy, trolley-driven locomotives are used. Diesel engines have been used in mining and tunneling operations in Europe for a number of years. The recent reports of studies in Belgium1 and by the Bureau of Mines in this country2-4 have indicated the potentialities of this form of power for haulage, mucking, bulldozing and many other underground operations. The hazards attending the use of Diesel engines in more or less closed spaces have long been known. The exhaust constituents that may create a harmful or objectionable environment are carbon monoxide, oxides of nitrogen and sulphur, carbon dioxide, aldehydes and smoke. Lack of precise information regarding the concentration of these gases and the ventilation requirements to reduce them to safe levels has to some extent suppressed their general acceptance in tunneling and mining work. Not until the work of the Bureau of Mines referred to above, and certain experience gained in the construction of the Delaware Aqueduct,‡ has there been available the requisite information regarding the conditions under which their use may be permitted. This paper concerns itself with the successful operation of Diesel engines underground in the construction of certain parts of the Delaware Aqueduct, and describes the conditions under which Diesel engines have been found to operate with a minimum production of noxious gases. The test data reported were obtained during the operation of Diesel engines over a period of two years.* STUDIES BY THE NEW YORK STATE DEPARTMENT OF LABOR Exhaustive tests were made by the Division of Industrial Hygiene, of the composition of the exhaust gases given off by a Diesel engine mounted on. a test block. These tests showed that certain quantities of the gases are discharged from the exhaust. On the basis of these figures, preliminary requirements of design and control

Jan 1, 1942

By Erich J. Jacob

In the past 15 years the enforced improvement of the public traffic systems caused a boom in urban tunnel construction. In 1961 the City of Paris started to build the Express-Metro. Of the 47 km long double-track line crossing the city center, nearly 45 km are in operation since 1971. Still missing is here only an about 2.6 km long connecting stretch, which is under construction now. From 1963 to 1969 the 21.8 km long Victoria Line was built in London as extension of the existing network,. A little later, in the years 1965 to 1973, the City of Hamburg supplemented its subway network by the construction of a 16.8 km long line between the Boroughs of Billstedt and Stellingen. Also in 1965 the City o Munich started to build a subway system of 54 km f length. Thereof a stretch of 16.2 km could be taken into operation in 1972 shortly before the Olympic Games. These are only some of the better known projectsas examples of the activities in European cities. In nearly all cities with more than about ½ million inhabitants subsurface traffic lines were begun or supplemented. Furthermore, numerous undercuts or other subsurface structures were built. The Ij Tunnel in Amsterdam and the new Elbe Tunnel in Hamburg may be mentioned, both structures finding international attention.

Jan 1, 1976

By C. D. Hebert, T. Gregor, M. Ghazi, G. J. E. Kramer

This paper describes the recent application of gasketed, precast concrete segmental lining design that has improved tunneling productivity and quality. The speci?c segment arrangement includes: six-piece ring with equal 60 degree gasketed segments, juxtaposed key and counter-key segments, trapezoidal and parallelogram shaped segments, inclined and skewed radial joints and plastic circumferential joint connectors. This allows rapid, but accurate ring erection, reducing mine cycle times. The design avoids cruciform joints, minimizes potential gasket damage and eliminates the need for separate left and right ring molds. The implementation on the Los Angeles ECIS and NEIS sewer projects is described.

Jan 1, 2003

By R. L. Schmidt, Williamson. T. N.

INTRODUCTION This paper describes one of several research projects funded by the Advanced Research Projects Agency to extend the technology of rapid underground excavation. This study and field research effort are to investigate alternative means to determine rock and geological conditions in advance of a tunnel boring machine (TBM). Approximately 1 year of a planned 3-year program has resulted in the definition of three candidate drill systems. Hardware has been assembled to field test these candidates and testing has begun. The 3-year objective is to develop a single optimum prototype drill and test it in an active TBM operation. ACKNOWLEDGMENT This research was supported by the Advanced Research Projects Agency (ARPA) of the Department of Defense and was monitored by the Bureau of Mines under Contract No. H0210037. The authors and sponsoring agencies are indebted to the quarry operators in California, Virginia, and West Virginia who offered assistance including access to their properties.

Jan 1, 1997