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By H Asche

The proposed Rockwater Power Project is a hydropower development on the Waitaki River in the South Island of New Zealand. The proposed development will have an installed capacity of 250 MW with a peak flow capacity of 260 m3/s. The project commences at Lake Waitaki and extends some 35 km downstream on the north bank to a surface power station at Stonewall. Flow is returned to the Waitaki River via an outfall channel.The tunnelling for the project is through Greywacke, which comprises Permian and Triassic age marine sediments that are well indurated and weakly metamorphosed. The rock mass is jointed and sheared and there are frequent faults, which range up to hundreds of metres in width. Three 12 m diameter tunnel boring machines (TBMs) are proposed to excavate the 35 km long tunnel.The paper describes the development of the tunnel alignment, rock mass classification, design of the support, rock and hydraulic loads, support installation options and construction sequencing.The alternatives of rock bolts and shotcrete and segmental lining were both investigated and are discussed. Support using rock bolts and shotcrete offers the potential of rapid construction with minimum support cost when the ground conditions are good, but delays due to support installation increases with deteriorating ground conditions. In contrast, segmentally lined tunnels offer greater certainty in cycle time with reduced program risk. Both options are described and discussed.The horizontal alignment is affected by the presence of major fault zones, which are either avoided, or pretreated by driving conventional tunnels through in advance of the TBM delivery, topographical constraints with the rugged topography and operational hydraulic constraints. Construction requirements, future power station operation and the minimisation of leakage from the tunnel have all impacted on the vertical alignment.The number and sequencing of TBMs to be used is discussed in terms of program time and risk minimisation.

Mar 8, 2011

By Shawn P. Coughlin, Michael A. Schimmenti, Juan Leonardo Tello del Pino

"The Sistema de Potabilización Área Norte project (Northern Area Purification System) was a major expansion of the potable water system in Buenos Aires Province, Argentina. The aim of the project was to transport and purify raw water from the Paraná River to provide potable water for five communities in the northern part of the province, benefitting up to two million people. The project was constructed by a joint venture (JV) of four South American contractors and consisted of the following key components:• Treatment plant: A 16-ha (39-acre) area was cleared for the construction of a treatment plant to purify 900,000 m3/day (1.2 million cu ft/d) of raw water from the Paraná River and distribute it to the surrounding communities.• Bored tunnel: Nearly 15 km (9 miles) of 3.6 m (12 ft) inner diameter tunnel, ranging from 18 to 22 m (59 ft to 72 ft) below grade, was bored with two earth pressure balance (EPB) tunnel boring machines (TBM) to draw the raw water from the river. The TBMs started from a central launch shaft and proceeded in opposite directions. Cristina advanced northbound to the Paraná River Intake System, and Liliana advanced southbound to the new treatment plant.• Access and ventilation shafts: Five access shafts and eight ventilation shafts were installed along the length of the tunnel. The access shafts were designed to provide entry points for inspection and maintenance of the final tunnel. The five shafts consisted of one central launch shaft in the middle of the tunnel alignment, one retrieval shaft at each end of the tunnel (intake and treatment plant, respectively) and two intermediate shafts. The intermediate shafts were installed before the TBM passed, with a final liner to be installedafterward."

Sep 1, 2016

By Shawn P. Coughlin, Michael A. Schimmenti, Juan Leonardo Tello del Pino

"PROJECT OVERVIEWThe Sistema de Potabilización Área Norte project (Northern Area Purification System) was a major expansion of the potable water system in Buenos Aires Province, Argentina. The aim of the project was to transport and purify raw water from the Paraná River to provide potable water for five communities in the northern part of the province, benefitting up to two million inhabitants. The project was constructed by a joint venture of four South American contractors (“the JV”), and consisted of the following key components:• Treatment Plant: A 16 hectare area was cleared for the construction of a treatment plant to purify 900,000 m3/day of raw water from the Paraná River and distribute it to the surrounding communities.• Bored Tunnel: Nearly 15 km of 3.6 m inner diameter tunnel, ranging from 18 to 22 m below grade, was bored with two EPB tunnel boring machines to draw the raw water from the river. The TBMs started from a central launch shaft and proceeded in opposite directions: Cristina advanced northbound to the Paraná River Intake System, and Liliana advanced southbound to the new treatment plant.• Access & Ventilation Shafts: Five access shafts and eight ventilation shafts were installed along the length of the tunnel. The access shafts were designed to provide entry points for inspection and maintenance of the final tunnel. The five shafts consisted of: one central launch shaft in the middle of the tunnel alignment, one retrieval shaft at each end of the tunnel (Intake and Treatment Plant, respectively), and two intermediate shafts. The intermediate shafts were installed before the TBM passed, with a final liner to be installed afterwards. Access Shaft 3, the intermediate shaft located between the launch shaft and the treatment plant, experienced persistent leaks during initial excavation attempts."

Jan 1, 2016

By Louis Frost

"1N 1951, the Dominion Steel and Coal Corporation, as part of a programme of modernization in their coal mining operations at Sydney Mines and Glace Bay, Nova Scotia, undertook the development of two large cross-measure tunnels, which were to be used for the purpose of raising the coal from the underground workings by conveyor belts direct to wash plants located on the surface.These tunnels were to reach from the surface to central loading points underground located at a depth of 600 and 900 feet, respectively. They were to be driven on a pitching gradient of 11 degrees to the horizontal, and they were to reach a length of 3,600 feet in the Sydney Mines area and 10,000 feet in the Glace Bay area.The longer tunnel, 19 feet in diameter, was driven a distance of 1,500 feet and, for domestic reasons, bas not yet been •completed. The other tunnel, in the Sydney Mines area, 18 feet in diameter, is steel supported and concreted throughout its entire length. This tunnel has been completed and will be in operation at an early date.The development of this particutar tunnel posed an additional problem, as the rock through which it had to pass was considered to be water-bearing. In the sinking of Princess Colliery shafts in 1866, a great deal of water had been encountered, and it had been necessary, while sinking, to line the shaft with cast-iron tubbing through the water-bearing strata. The shaft had to be lined for a depth of 300 feet at the upper end. It was anticipated that we would meet with difficulty in driving the tunnel through this strata."

Jan 1, 1955

By Roger Storry, Donald Bruce, Arnaud Hochart

"INTRODUCTIONThe Port of Miami Tunnel (POMT), designed and constructed by Bouygues Civil Works Florida between 2009 and 2014, was a Public Private Partnership between the Miami Access Tunnel Concessionaire, Florida Department of Transport, Miami-Dade County and the City of Miami. The project comprises dual 11.3m internal diameter, 1.27km long, twin lane road tunnels running between Watson and Dodge islands and under the main shipping channel in Biscayne Bay (Figure 1).The POMT was a unique project which embodied many technical firsts and involved the first large diameter tunnels constructed through Florida’s challenging sedimentary carbonate strata. At the outset, a comprehensive ground investigation was performed, using both conventional and less conventional investigation techniques, to characterise the highly heterogeneous ground conditions.The findings of the investigation had a major impact on the tunnelling methods, triggering a series of mitigation works to ensure that the tunnels could be excavated safely and effectively. The mitigations included modifications to the already designed Tunnel Boring Machine (TBM), to facilitate an innovative excavation process, and a unique grouting campaign (Storry et. al. 2013a). The project was completed and opened to traffic in August, 2014 and has significantly alleviated traffic congestion in Downtown Miami.GEOLOGICAL CONTEXTThe geological conditions at the project site consist of carbonate sediments which can be divided into distinct geologic units; the Miami Limestone Formation (Layers S3, S4), the Fort Thompson Formation (Layer S5), the Anastasia Formation (Layer S6), the Key Largo Formation (Layer S7) and the Tamiami Formation (Layer S8). Multiple changes in sea level over a relatively short geologic time scale have resulted in a heterogeneous profile consisting of interbedded sedimentary rocks and sediments, which vary widely, both vertically and laterally (Figure 2)."

Jan 1, 2016

By Ramesh Kumar Chauhan, Umakant Sharma, Manwendra Pratap Singh, Ashok Kumar Chadha

The power sector in India has an installed capacity of 267.637 GW as on March 2015. Out of this total installed capacity, the hydropower sector contributes 41,267.43 MW as renewable energy source. The development of various proposed hydropower schemes in India are primarily concentrated in mountainous regions of Himalaya and often involves underground tunnelling. Underground tunnelling of considerable magnitude is generally associated with adverse geological conditions and associated geological surprises. The main objective in case of Tunnels constructed especially for hydro projects, which carry enormous quantum of water is that, it should not leak. Moreover, the tunnels which are part of water conductor system should resist the inflow of water from the surrounding ground in order to avoid draining of natural water sources and lowering of existing groundwater levels. Lowering of water table may result in subsidence and damage to existing surface structures, loss of capacity of drinking water schemes and in some cases even catastrophic sliding of landmass. Grouting and pre-grouting in tunnels serve three different purposes i.e., Stabilization, Strengthening and sealing of the rock mass around tunnels to avoid leakage of water from tunnels. In present paper, results of grouting methodology adopted during final construction stage of RHEP (412 MW) along with the introspection of Water Pressure Tests conducted for determination of the efficacy of grouting were elaborately presented. The process, of contact and consolidation grouting which is respectively followed by water pressure tests along entire reach of HRT (15.177 Km long) were also addressed in detail. Pertaining to the results of water percolation tests (before and after consolidation grouting), it was also attempted to categorize the behaviour of different rock mass classes/ conditions in reference to different quantum of grout intake and corresponding Lugeon values. Importance of planned and dedicated successful grouting procedure adopted in hydropower project at RHEP is also emphasized.

Jan 1, 2016

By Walter E. Jaworski, William R. Beloff, John Dunnicliff

As a step in the endeavor to reduce future tunneling costs in New York City, the Environmental Protection Administration, Dept. of Water Resources, instituted a program in 1972 to monitor the performance of the lining of one of its tunnels. A monitoring program was included as part of the contract specifications for the East Branch Interceptor Sewer tunnel for the Port Richmond Water Pollution Control Project in the hope that measured data would indicate possible future cost effective design or construction improvements. The monitoring program involved measuring ground deformations, circumferential liner stresses, longitudinal liner stresses, and jacking pressures. This paper presents some of the findings from these measurements, with emphasis on liner stresses. PROJECT DESCRIPTION The 3.05m (10 ft) diameter steel lined tunnel was constructed under two separate contracts. The easterly portion, Contract 3A, was approximately 3109m (10,200 ft) in length and constructed by Peter Kiewit Sons Co.1 The westerly portion, Contract 3B, was approximately 2160m (7100 ft) in length, and constructed by Richmond Constructors, a joint venture of Grow Tunneling Corp., MacLean Grove & Company, Inc., Grove, Shepherd. Wilson & Kruge, Inc., Morrison-Knudsen Company, Inc., and Andrew Catapano Co., Inc. Each contract included three test stations, hence a total of six along the tunnel route. Excavated material along the tunnel route consisted primarily of dense fine to coarse sand with varying percentages of gravel and silt with occasional boulders. Pockets of organic silt were encountered on Contract 3B and a large portion of Contract 3A ran through slightly weathered serpentine and schist. Overlying material and the groundwater level varied considerably along the route as did the height of overburden. Figures 1 and 2 show the generalized soil profiles for Contracts 3A (PK stations) and 3B (RC stations) respectively.

Jan 1, 1979

In April 2012, work started on one of the most ambitious construction projects of Austria?s ÖBB-Infrastruktur AG ? the New Semmering Base Tunnel. Scheduled for completion in 2024, the 27.3 km (17 mile) tunnel through the Semmering range will cut the journey time on the south railway connecting Lower Austria and Styria. Before con-struction can begin at the entrance portal and tunnel bores, the work concentrates on the above ground sections with the clearance and excavation of the entrance ramp site. The slope is currently being excavated by the Baubeteiligungsge-sellschaft m.b.H. BBG-GRAZ. The cut face is shored up with shotcrete and permanent self-drilling anchors produced by Minova MAI, an economical bolting solution for softer rock formations. After completing the surface construction work, the twin-bore, single-track tunnel will be cut through the Semmering by conventional and continuous excavation beginning in 2015. Once completed, the New Semmering Base Tunnel will be one of the longest rail tunnels in Austria. It will act as a vital link on the route crossing Europe?s heartland from Northern Germany to Italy, which currently has to climb the steep Semmering pass between Gloggnitz and Mürzzuschlag on a historic mountain railway recognized as one of the UNESCO World Heritage sites. The old route imposes considerable limitations on heavy freight trans-port, and passenger trains have to slow down to a speed of around 50 kph (31 mph). The New Semmering Base Tunnel will bypass this bottleneck and cut 30 minutes off the journey time between Vienna and Graz. It represents a particular advantage for freight traffic, since the new route?s minimal incline of 8.4 percent removes all obstacles for even heavy freight trains.

Jan 1, 2013

By William I. Gardner

Optimum design of a structure obviously requires a thorough knowledge of the materials to be utilized in its construction. When the structure is a tunnel, a most important element in its design and construction is the geology. As a tunnel may be many miles in length and at depths of hundreds or thousands of feet, we face a real problem to meet the needs of the designer and builder. How can we determine the properties of our construction materials in this situation? Engineering geology has had a formidable challenge to meet the requirements of conventional excavation methods; the advent of machine methods for rapid excavation compounds the requirements for more detailed and more precise geological knowledge of the tunnel site. This chapter will discuss the means now at our disposal to meet the challenge to produce the required data on the tunnel site in the preconstruction stage. Our considerations will be directed towards construction of a free-flow tunnel, primarily in fractured rock formations, without any requirements for the rock mechanics type of in-situ tests that might be made for a pressure tunnel or for a large opening for an underground power plant. In essence the investigation must determine: (1) The geologic conditions affecting the type of construction equipment and excavation method of the rock to be broken and removed. (2) The quantities of water and gas to be encountered. (3) The strength and stability of the material surrounding the bore and its need for support and lining. GEOLOGICAL FACTORS AFFECTING TUNNEL DESIGN AND CONSTRUCTION The engineer or contractor may classify the rock as either competent or incompetent or more pointedly as "good" or "bad" ground. The geologist may bestow a precise petrographic name upon the rock, such as granodiorite or indurated tuff breccia or name the formation, as Mancos shale, for

Jan 1, 1970

By Bernie W. Martin, Jesus Schabib

The East Side Access (ESA) Project in New York will be the largest tunneling project ever undertaken by a US railroad. The objective of the ESA project is to connect the Long Island Rail Road (LIRR) Main Line and Port Washington Line in Queens to Grand Central Terminal in Manhattan. The Project is divided into two distinctive segments: Manhattan and Queens. The Queens segment is subdivided into two major components; cut and cover tunnel construction and bored tunnels. The bored tunnels in Queens consist of five tunnels driven from a launch shaft and traverse a railway storage yard, Sunnyside Yard and terminate under the multitrack mainlines of Amtrak and LIRR at portals in the heart of Harold Interlocking where1200 trains pass every day. The soil consists of remnants of glacial till moraines and of outwash and till deposits of inter layered gravel and fines, with the occasional boulders and cobbles and with a high ground water table. It is anticipated that a Pressurized Face Machine, either slurry or Earth Pressure Balance equipped with roller disks to mine the boulders encountered as well as the mixed face, will be used to mine the tunnels. One pass reinforced concrete gasket bolted liner will be used. The cut and cover construction consists of an approximately 21.3 m (70 feet) deep excavation supported by slurry walls and jet grout columns. The slurry walls, in combination with overlapping jet grouted columns, are installed to top of rock forming a closed bathtub to control external groundwater drawdown. Maintaining the groundwater level near its original elevation is of paramount importance in order to prevent undesirable settlements and migration of groundwater that could be contaminated. Mitigation measures to prevent the migration of nearby plums are contemplated for all types of tunneling and excavation work in this site of the ESA project.

Jan 1, 2001

By Jafar Khademi Hamidi

The Zagros long tunnel is one of the main components of Sirvan water transfer project in western Iran. It is approximately 48 km in length and consisted of two lots. The second 26 km lot of this tunnel is under construction by a 6.73 m diameter double shield (DS) TBM. The tunnel passes through several formations with wide range rock mass qualities. During the tunnel alignment, changes in rock quality were highly frequent from poor to very good. The encountered geological conditions required TBM operation to change frequently from hard rock to soft, dry to flowing, sticky to nonsticky ground (and vice versa), more often than expected. In the course of tunneling, the machine has encountered nearly many adverse geologic conditions. The most important problems have been sudden high volume water inflow into the tunnel, sticky ground, and gas seepage, all of which resulted in reduced TBM advance rates. This study will high-light two difficult ground conditions including large water ingress and sticky ground and also the related problems encountered by the TBM along 8 km of excavated tunnel. In sticky grounds, cleaning of the clogged cutter head caused many delays and contributed to additional downtime. Application of some operational modifications, including decreased TBM thrust showed satisfactory results in such cases. While reduced thrust resulted in reduced penetration rate, but the overall TBM advance was greatly improved by the increase utilization rate and elimination of down time related to cleaning of the head. To cope with high water inflow, application of preventive measures such as pre-grouting has proved to be a more efficientsolution. The sealing of ground water inflow also decreased seepage of dangerous H2S gas and other chemicals such as hydrocarbons accompanying the groundwater.

By Dani Delaloye, Kas Zurek

Evaluating and selecting the appropriate excavation method is a key to the success of any tunnelling project. The benefits and risks of different methods should be well understood by the designer and communicated to the project owner to enable selection of a preferred method from a technical, social and environmental impact, cost and constructability perspective. For tunnels that have an internal diameter around 3 m, depending on the tunnel purpose and ground conditions, both microtunnelling with pipe jacking and tunnel boring machine excavation with a one- or two-pass lining may be feasible construction methods. Using the Ferry Road and Riverbend Combined Sewer Relief Project located in Winnipeg, MB as a case study, this paper will discuss the benefits and drawbacks of each method, including technical design, social, environmental, cost, schedule, and risk considerations.

Jun 13, 2023

By Trenton Cohen, Joseph McDivitt, Shimi Tzobery, Joseph Sinacori, Scott Zylstra

The 2-mile Beach Interceptor Sewer Tunnel was constructed in 1954 to then-current mining and construction standards. Due to its lifespan and deteriorating condition it is now being stabilized and rehabilitated using conventional excavation and ground support. At its southern end, below the prestigious Three Arch Bay community, the original tunnel alignment passes under a historic landslide where the tunnel was sand-backfilled and capped by bulkheads in 1957 due to severe and caving ground conditions. Video footage of the existing 21- inch clay pipe showed that the pipe is severely damaged, which could potentially cause a catastrophic pipeline failure and sewage spill into the Pacific Ocean. This paper summarizes the thorough investigation and design process, tunnel realignment construction and monitoring, and the notable cooperation between all parties to overcome the project risks.

Dec 1, 2022

By Edward S. Plotkin, Gary A. Almeraris, Thomas F. Peyton

The lining of the tunnel and shafts for a new section of New York City's- water system required extensive components to produce, deliver and place a continuous tunnel linning. The project placed approximately 153,000 CM (200,000 cy) of concrete for 5,340 M (17,520) of drill and blast 7.3 M (24 ft.) ID tunnel, located at depths of 152 M (500 ft.) to 213 M (700 ft.) . This section of tunnel will be connected to the surface water distribution system via four shafts of varying diameters ranging from 5.8 M (19 ft.) ID to 1.5 M (5 ft.) ID . All work was done beneath the streets of Manhattan under the rigid constraints of the City of New York and the Bureau of Water Supply regulations.

Jan 1, 1987

By Martin Knights

The UK Industry is preparing a new guide on Tunnel Asset Management that reflects current industry advances, in developed technological innovation and evolving tunnel asset owner requirements. This will enable asset owners to have a trusted practical guide that can support technical and commercial decisionmaking regarding tunnel assets and aging infrastructure. It will also provide updated guidance for a spectrum of stakeholders including: • Consultants. • Contractors. • Planners, insurers. • Academia. • Government. Industry views will be crucial in the preparation of the Guide that will assist proactive & predictive planning and maintenance regimes and the availability of the asset. The Guide will enable changes in current working practices, share updated recommendations and provide a route map to implement future requirements for tunnel asset management. The generic content of the Guide would be applicable to North American practice.

Dec 1, 2022

By Clayton Williams, Dale M. Hata, Glenn M. Boyce

The Upper Llagas Creek Flood Protection Project in Northern California encompasses portions of the communities of Morgan Hill and Gilroy, and unincorporated areas of Santa Clara County. The project provides for flood protection improvements along Llagas Creek and two of its tributaries, West Little Llagas Creek and East Little Llagas Creek. Llagas Creek is one of the tributaries of the Pajaro River and drains a watershed of approximately 104 square miles. The river system has a history of flooding the watershed communities, and the project’s goal is to provide 100-year flood protection by creating a bypass infrastructure, including channels, cut-and-cover culverts, and a tunnel. The project has been divided into several phases. This paper describes Phase 2A, which consists of approximately 2,150 linear feet of lined horseshoe-shaped bypass tunnel measuring 14 feet wide by 12 feet high. The bypass tunnel was sequentially excavated using a combination of roadheader and controlled blasting through colluvium and weathered to fresh greenstone. The tunnel was mined near residences, requiring strict noise and vibration controls. Phase 2A also includes the construction of twin bypass concrete culverts, portal shoring, and dewatering systems. It features the use of a Design Review Board and partnering for project delivery. This case study discusses the bypass tunnel design, progress of tunnel construction, plans to complete the work, construction risks, and the software and procedural tools being used to manage the project, including ProjectWise construction management software.

Jun 13, 2023

By J Rostami, T Afshar, M Sharifzadeh

Accurate estimation of rock load and selection of types of ground reinforcement to match post-failure behaviour of rock mass are important issues to assure tunnel stability. This paper focuses on the main factors affecting rock load to evaluate the capabilities of the existing models for prediction of rock load. Rock mass properties, project features and excavation method, as well as ground conditions and stress condition were found to be the key factors affecting the magnitude of rock load. Field data from tunnels of about 37.5?km driven in several geological structures in non-squeezing ground was used in this study. An in depth statistical analysis was performed on data to find correlations between the input parameters and measured/observed rock load. A weighting system was proposed to obtain the proper contribution of each factor for estimation of rock load in tunnelling through various ground conditions. The new classification system offered predicted values for rock load that were in a good agreement with the actual field measurements. The high disturbance factor (D>0.4) was the prime factor which controlled the rock load. Rock mass quality was the second key factor influencing rock load, which could be estimated by GSI, GSIresidual , especially when combined with tunnel depth.CITATION:Afshar, T, Sharifzadeh, M and Rostami, J, 2014. Estimation of rock load for tunnels with different disturbance factors, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 3–8 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By S Porter

The Melbourne City Link Project is a privately funded road infrastructure project linking three significant existing freeways in the vicinity of the Central Business District. The State Government, through the Melbourne City Link Authority, has contracted Transurban to build, own and operate City Link for a concession period of 34 years before the road network is transferred to the State. Transurban has a contract with Transfield Obayashi Joint Venture (TOJV) to design and construct the works. The project is divided into the southern and western sections and the tunnel works comprised the significant component of the Southern Link. Outside of the cut and cover tunnels at the portals, the driven tunnels component was constructed by TOJV direct labour. TOJV subcontracted all design work to a joint venture of Hyder Consulting and CMPS&F (Hyder/CMP). The geology in the tunnel corridor and generally below the city of Melbourne is highly variable and constantly changing. The tunnels were driven, for the most part, in siltstone and sandstone of the Silurian age, but also intersected overlying basalts and clays. The Silurian bedrock is a fractured aquifer that is connected to overlying alluvial aquifers. Consequently, the construction of the tunnels was a complex engineering task. This paper details the operational relationships and procedures developed to deliver a design that was aligned to the construction constraints and delivered an end product that met all technical, quality, cost and program goals.

Jan 1, 1999

By Ian McFeat-Smith

Despite a present, short-term economic recession, a remarkable enthusiasm exists in Hong Kong for building infrastructure including major tunnel projects. This paper provides details of current and recent bored tunnel works together with an insight into the impressive list of future underground projects planned by the MTRC,KCRC, Highways Department and Drainage Services Department for the next decade. Risks for each of these works including pipejacking, mixed face and rock tunnelling generally in Hong Kong are also identified. From this is evident that the scale and difficulty of such works continues to increase, requiring the use of more sophisticated methods of construction, the need for better methods of assessing and managing risks and for Government to utilize improved, more equitable Conditions of Contract for such major tunnelling projects.

Jan 1, 2001

By T. Krauthammer

A combined numerical approach is proposed for the analysis of rock-liner interact ion in tunnels under the effects of severe dynamic loads. The method is based on employing finite element formulations which describe the linear behavior and incorporating it into a finite difference code which can describe the behavior of a jointed rock medium. This method can be applied for the analysis of tunnel systems in rock, and for studying the requirements for adequate support of the tunnel.

Jan 1, 1984