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By C. J. Kirkland

HISTORICAL BACKGROUND For two thousand years and more, we insular Britons have been grateful for the existence of the narrow strip of water which seperates us from mainland Europe. It has given us a sense of security against invaders, though it has been breached many times. The first recorded serious consideration of a fixed crossing of the English Channel was in around 1802, when it was suggested to Napoleon I. The motive was not entirely peacable and the British Navy, who saw themselves as defenders of our shores, were decidedly unenthusiastic. A whole series of imaginative schemes were proposed in the course of the nineteenth century, embracing viaducts, immersed tubes, artificial islands as resting places for the horses which were to draw carriages, as well as mechanically bored tunnels. The first Channel Tunnel Company was formed in 1872, and an application for permission to construct a tunnel was made to the British Parliament. A Colonel Beaumont, of the Corps of Royal Engineers designed and constructed a machine which, in around 1882, bored over a mile of tunnel out to sea from Britain which exists to this day.

Jan 1, 1987

By William A. Hoffman

In This Chapter [MSHA regulations for coal mines MSHA regulations for metal/nonmetal mines OSHA regulations for tunnel construction Types of respirators used in mines and tunnels Filter materials and filter efficiencies Donning, seal checking, and maintenance Filter service life and Respirator information resources] In many cases, engineering controls are not adequate to achieve satisfactory dust levels, so respirators must be used. This chapter explains the Federal regulations governing the use of dust respirators in mines and tunnels and describes the most common dust respirators used. Filter materials and filter efficiencies for respirators are discussed. This chapter also gives some guide-lines for respirator use and recommends sources for more dust respirator information. Respirator effectiveness in reducing dust exposure usually exceeds the effectiveness of most engineering control methods. RESPIRATOR REGULATIONS [Different regulations govern respirator use in coal mines, metal/nonmetal mines, and tunnels under construction.] Coal mines under Mine Safety and Health Administration (MSHA) jurisdiction. Coal mine operators are required to meet dust standards using only engineering control methods. Typical engineering control methods include ventilation and water sprays. Respirators are not regarded as an engineering control method, so respirators cannot be used in lieu of engineering controls.

Jan 6, 2003

By H. F. Haller, H. C. Pattison

The research program described in this paper is sponsored by the Advanced Research Projects Agency of the Department of Defense and monitored by the Bureau of Mines, United States Department of the Interior. PROGRAM DEVELOPMENT While Holmes & Narver is better known in other fields, the company has been active in many phases of underground excavation for over twenty years. In the 1950's, H&N participated in design and construction of nearly twenty miles of waste disposal tunnels in Southern California. As Architect-Engineer for the Atomic Energy Commission, we had design and management responsibility for many miles of tunnels and for thousands of feet of exploration and big hole drilling, from coast to coast in the States, and for gas well completions and exploration drilling for the Navy and the National Science Foundation from Pt. Barrow to Byrd Station in Antarctica. In my ten years with the company, we contributed to the development of big hole drilling techniques at a number of sites and analyzed the capability of boring machines for many of the tunnel projects. In a 1965 engineering study of a hundred miles of vehicular tunnels in rock under New York City, we investigated

Jan 1, 1997

By Luck D

Current methods of mucking out small development tunnels are a major limitation to improved efficiency and high rates of advance. This is particularly true in the deep metalliferous mines of South Africa, where the harsh environment, remoteness of operations and the hard abrasive rock conditions mitigate against the use of the tunnel borer type of equipment. The Loader Distributor Train was designed to overcome the special problems of hard rock tunnelling. It combines advanced innovative technology with proven simple methods of operation and maintenance. The system aims at taking advantage of new, efficient and cost effective power sources in South African mines based on replacing compressed air with electro hydraulics and the new concept of hydropower. It also introduces electronics and computer technology, for both automatic control and fault finding, into the production environment. The system is designed to permit sophisticated equipment to be operated and maintained by a semi skilled labour force. Although still undergoing trials it is believed that the Loader Distributor Train will prove highly effective, and that the new concepts offer considerable potential in areas other than flat tunnels, in particular the cleaning of inclined shafts.

Jan 1, 1986

The excavation of ramps and tunnels often requires high-speed development with (or without) the use of high-energy mining equipment such as loaders, dump trucks, TBMs and roadheaders. This high-speed development creates a challenge in terms of providing a safe and productive working environment. For example, heat from continuously exposed surrounding rock, heat from broken rock, heat generated by mining equipment, potential in flows of hot ground water, pollution from associated diesel equipment and the distance of the advancing face from fresh through-ventilation all have to be taken into account when designing ventilation systems for high-speed ramp and tunnel developments. This paper discusses methods of achieving acceptable environments at the face and along the length of the tunnel. The methodology has been successfully implemented in the development of long (up to 20 km) TBM drives in the Lesotho Highlands Project and in mining projects in hot rock using drill and blast methods as well as mechanized methods using continuous miners and roadheaders. The determination of heat loads includes calculation of the heat flow within the surrounding rock, evaluation of the operating cycle of the equipment and the contribution to the overall heat load of the broken rock as it travels out of the tunnel. The determination of heat loads from surrounding rock in new tunnels required a modification of the algorithms generally used for established excavations. The paper also examines the use of, for example, mobile duct and fan systems to ensure that fresh air is delivered to the specific areas where workers are located.

Jan 1, 2000

By James E. Monsees, Richard J. Proctor

INTRODUCTION Los Angeles is one of the world's largest cities in area with a span of 70 km between its north and south limits. The population in the Los Angeles Basin exceeds 11 million people. Los Angeles is second only to New York City in density of U.S. urban population and it operates one of the largest city bus fleets in the world, 2,500 buses. After many years of planning and many consultants' reports, it is planned to initiate a 30 km (18.5 miles) starter line subway -- the "Wilshire Corridor" (Figure 1). Construction is to start in 1985. In several locations, subway routes ultimately will skirt or cross old oil fields, which may cause gassy tunneling. Of particular note are the La Brea Tar Pits, which overlie a part of the old Salt Lake oil field. Tunneling through tar sands for about 3 km will be unique for subway construction and will occur on the starter line. Experience with previous gassy tunnels in the greater Los Angeles area shows that tunnels can be completed safely if precautions are taken. Abundant ventilation is the main solution, although other precautions are discussed herein.

Jan 1, 1985

By Wern-ping Chen

To mitigate and control the combined sewer over-flows from 17 outfalls in Detroit, MI, three outfalls in Dearborn Heights, MI and eight outfalls in Redford Township MI, the Detroit Water and Sewerage Department (DWSD) completed the preliminary design of a storage tunnel in 2005. In 2006, a final design revised the alignments and the inside diameter (ID) of the tunnel. The revised tunnel system includes an 11.28-km (7-mile) 9.14-m (30-ft) ID tunnel, a 24.4-m (80-ft) ID pump station, two work shafts about 15.2-m (50-ft) ID each and 14 drop shafts with various IDs. A small portion of combined sanitary and storm sewers serve the majority of the Rouge Valley water-shed. This includes Detroit, MI and most of the western suburbs. The Northwest Interceptor (NWI), that extends between Eight Mile Road and Ford Road and roughly parallel to the Rouge River, intercepts sanitary sewage and some wet weather flows from trunk sewers in the tributary areas for transport to the wastewater treatment plant (WWTP) for treatment. During extreme storm events, when the capacity of the NWI is exceeded, the excess combined sewer and overflow (CSO) over-flows into the Rouge River through 17 outfalls to local rivers. The purpose of the Upper Rouge Tunnel system (URT) is to capture and significantly reduce the uncontrolled CSO from these 17 outfalls in Detroit, three outfalls in Dearborn Heights and eight outfalls in Redford Township. When implemented, the

Jan 1, 2007

By Ryan Marsters, Adam Pring, Robin Dornfest

Raw water supply in the central Rocky Mountains often relies on trans-basin conveyance. Many of these older diversions incorporate high-elevation, miles-long tunnels driven over a century ago in hard rock. Tunnels were excavated using conventional drill-and-blast mining and weak ground was supported by timber sets and other various means. Over time, timbers rot and fail, rock quality deteriorates, and the timbers are gradually replaced by more timber, steel patches and braces, formed concrete, rock bolts, split sets, shotcrete, and other means which are commonly applied over existing support, thereby reducing tunnel cross sections, obscuring previous support systems, and rarely addressing the failing rock itself, leading to further deterioration of both the rock and the existing support. Traditional investigation techniques to assess compromised areas are often unfeasible due to access, depth, rubble and voids behind weight-bearing existing supports, confined space, poor invert conditions, poor ventilation, and flowing water. This presentation will discuss design procedures for assessing obscured ground conditions, assigning support classes which accommodate for unknowns, and implementing contractual means to address inevitable surprises or quantity overruns. Case studies include raw water supply tunnels in the Rocky Mountain region constructed between early to mid-20th century.

Dec 1, 2022

By Oluwafemi Salami

Conducting full-scale fire experiments in underground mines is difficult and expensive. Sometimes, it is impossible to carry out fire tests in mines due to the danger they pose to mine workers and the underground facilities. However, understanding the potential occurrence of fires in a mine and their dynamics is critical to developing an appropriate emergency evacuation plan, fire suppression, and firefighting techniques. In this study, a numerical fire model using computational fluid dynamics (CFD) with fire dynamics simulator (FDS) 6.7.6 was developed to examine the influence of tunnel bifurcation on maximum temperature beneath a tunnel ceiling. The model was validated using full-scale experimental data. The maximum ceiling gas temperature predicted using FDS and measured maximum smoke temperature during the experiment shows good agreement. The study shows that bifurcation could lower the maximum ceiling temperature of fire-induced smoke in a subsurface environment. The findings from this study apply to the broader field of ventilation and fire life safety in tunnels and other underground environments.

Jun 23, 2024

By Keat Chuan Chew, Qiao Yue Tung, Teoh Yaw Poh

"1 INTRODUCTION With a land area of 718 square kilometres housing a population of slightly over 5.4 million, as of 2014 (Department of Statistics Singapore 2015), Singapore is a highly urbanised city. Transport infrastructure is critical to keep the country and economy highly connected and functional as the population in Singapore continues to grow. The importance of a robust transport infrastructure is recognised by the Ministry of Transport in Singapore, which is working towards bringing 8 in 10 households within a 10-minute walk of a train station by 2030 (Ministry of Transport 2015). This gives rise to the rapid expansion of the rail network in highly urbanised Singapore, resulting in more tunnelling work having to be carried out in closer proximity to existing buildings. Such tunnelling work is expectedly more challenging and complex, and if not managed effectively, will impose higher risk to the adjacent buildings. Hence, the Building and Construction Authority (BCA) has implemented specific control measures to mitigate such tunnelling risks and to ensure safety of the public. 2 CHALLENGES FACED BY TUNNELLING WORK IN SINGAPORE 2.1 General Challenges of Tunnelling in Singapore With the increasing densification of the rail network in a highly urbanised setting, rail projects in Singapore are faced with several key challenges. One such construction challenge is constrained construction sites brought about by network intensification. Alongside the growth of the rail network, shown in Figure 1, other infrastructure networks in Singapore are also continuously growing. Underground interchange stations between networks become increasingly common, forcing each underground interchange station to be constructed deeper and in closer proximity to existing buildings (Figure 2). Singapore is not alone in facing this issue. The same can be observed in cities like London, in which its myriad network of subway lines pushes new lines and interchange stations to be constructed deeper."

Jan 1, 2016

By H. T. Hildage

ALTHOUGH Greater New York does not bear any resemblance to a great mining district, the mining operations that are being conducted in and about the city are both extensive and interesting in character. With regard to the extent, it may be mentioned that, at. present, there is more dynamite used in New York than in any mining district in the United States; that there are under construction about 38 miles of tunnel, and that 66 miles more are projected, most of which must be constructed in the near future ; that since 1902 at least 2,000,000 tons of earth has been removed in underground work, in addition to about 3,500,000 tons that has been removed in, open-cut in connection with tunnel-work, and many times this quantity that has been removed in excavating foundations for buildings not connected with tunnel-work; and that there are to-day probably more than 5,000 men engaged in mining-work in and about New York City. These undertakings include almost every operation connected with underground work, from exploration by means of trench and boring, to the sinking of large shafts and the driving of large tunnels through every kind of ground from hard rock to soft, semi-fluid silt and quicksand. It is proposed in this paper to give a general description of some of the methods and appliances used in the opening-up ,of a "mine" in a large city, and a brief description of some of the "mines" now being developed in New York, connecting as far as possible the methods described with the particular work for which they were designed, in order to give a general idea of the

May 1, 1907

By C. J. Kirkland

For two thousand years and more, we insular Britons have been grateful for the existence of the narrow strip of water that separates us from mainland Europe. It has given us a sense of security against invaders, though it has been breached many times. The first recorded serious consideration of a fixed crossing of the English Channel was in around 1802, when it was suggested to Napoleon I. The motive was not entirely peaceable and the British Navy, who saw themselves as defenders of our shores, were decidedly unenthusiastic A whole series of imaginative schemes were proposed in the course of the nineteenth century, embracing viaducts, immersed tubes, artificial islands as resting places for the horses which were to draw carriages, as well as mechanically bored tunnels. The first Channel Tunnel Company was formed in 1872, and an application for permission to construct a tunnel was made to the British parliament. A Colonel Beaumont, of the Corps of Royal Engineers designed and constructed a machine which, in around 1882, bored over a mile of tunnel out to sea from Britain which exists to this day.

Jan 1, 1991

By Frederic Chavan, Hans Jakob Windier, Shane Yanagisawa, Willy Ritz

The Zurichberg twin track tunnel is the main segment of the Swiss Federal Railway's new expressline. A heavy concrete lining with a circular cross-section was chosen to cope with the swelling tendency of the surrounding rock. The 4,356 m (14,300 ft) long, 11.52 m (38 ft) diameter tunnel was driven using a shielded Robbins TBM. A 1.20 m (4 ft) wide, 25 cm (10 in) thick precast lining was placed from within the shield tail as the excavation progressed. Tunnel excavation and initial lining operation were completed in 18 months, averaging 11.86 m/day (40 ft/day) in two nine hour shifts. After breaking through, the final 28 cm (11 in) thick concrete arch lining was cast in place.

Jan 1, 1989

By Timothy O’Rourke, Karrie Buxton, Chris Lynagh, Daniel Dobbels, Frederick Vincent

The Doan Valley Storage Tunnel Project in Cleveland Ohio was constructed to control Combined Sewer Overflows (CSOs). It is a complex system of three tunnels ranging from 8.5 to 18 feet in diameter with a total length of about 2.3 miles that was put into operation in mid-2021. The project lies within and below the cultural, educational, and medical hub of Cleveland, which presented unique design and construction challenges. This paper provides a case history of the design and construction, with particular attention given to lessons learned in devising a large tunnel system that can carry both dry and wet weather flows constructed in rock with limited cover, within a flood plain area and vibrant urban center

Dec 1, 2022

By E. W. Parsons

Permanent support of the back is an important economic factor in maintaining a tunnel or other underground opening in condition to render the service for which it was driven. Timber has been most commonly used for support in tunneling and drifting because of its strength and ease of installation. Even when treated for decay, however, timber is subject to deterioration and, over a long period of time, should not be considered a permanent support. Concrete support or lining is permanent and has been used in tunnels of every size for many years but has been almost exclusively cast in place, a difficult, costly process. This report deals with the design and installation of precast concrete supports to combine the best features of both methods.

Jan 1, 1958

By W Curlewis, D Hake, Z Cuthbert

The South Island Line (East) will be a medium-capacity railway covering approximately 7 km from Admiralty Station to South Horizons Station on the south side of Aberdeen Harbour in Hong Kong, with intermediate stations at Ocean Park, Wong Chuk Hang and Lei Tung.South Island Line (East) Contract 904 project is located on the island of Ap Lei Chau at the southern side of Hong Kong island and requires extensive construction works to be completed in close proximity to the existing residential estates of South Horizons and Lei Tung. The project also has areas of significant cultural heritage, including 18th and 19th century temples and historical gravesites. Owing to the site access constraints and location for the project, detailed planning and methodology innovations have been required to ensure the most effective and responsible means of delivering the project works. To excavate the tunnels using drill-and-blast techniques in these restricted locations, the maximum instantaneous charge weight that could be fired while blasting was severely limited. To overcome these restrictions, the project team developed and pioneered the use of ‘deck loading’ in Hong Kong to minimise the impact of blasting operations and has successfully implemented double- and triple-deck blasting operations during the completion of tunnel excavation works.Upon completion of the drill-and-blast excavation, the tunnel lining works were completed using both in situ concrete lining with travelling forms and permanent shotcrete works.CITATION:Curlewis, W, Cuthbert, Z and Hake, D, 2014. SIL904 Hong Kong – Drill and Blast Tunnels, station blasting innovations (double- and triple-deck blasting) and lining solutions, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 21–28 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By Brian T. Hamilton, Richard Piliounis, Cian Murphy

"The Eglinton-Crosstown Light Rail Transit line is a 19-kilometre corridor with a 10-kilometre underground portion currently being constructed by Metrolinx in Toronto through a densely populated urban environment. Tunneling works are being completed through two separate design-bid-build contracts that include consideration for a phased handover to a follow on contractor who will take ownership of the tunnels, including warranties, and will complete the stations and remainder of the system through a PPP delivery model including maintenance of the system for 30 years. Warranty provisions, settlement apportionment, tunnel leakage, potential delays and conflicts between contractors are just some of the risks the team managing tunnel contract integration had to consider when developing the PPP contract. This paper will present an overview of how these risks were assessed and allocated through the contracts and the strategies adopted to minimize risks to Metrolinx while ensuring successful procurement was maintained. INTRODUCTION The Big Move is a 25 year, $50 billion ($-CAD) plan for coordinated and integrated transportation in the Greater Toronto and Hamilton Area (GTHA) in Ontario, Canada. This plan has been initiated by Metrolinx, a division of the provincial government of Ontario, and its vision, goals and objectives are rooted in creating a high quality of life; a thriving, sustainable and protected environment; and a strong, prosperous and competitive economy for the GTHA. The Big Move will triple the length of rapid transit service in the GTHA to 1,725km, significantly increase the percentage of the GTHA population living within two kilometers of rapid transit, reduce commute times to an average of 77 minutes per person per day and decrease greenhouse gas emissions from passenger transportation per person by 29%. Work is currently underway on several projects and more than $16 billion ($-CAD) of the planned investment has already been committed. A key project that forms part of this commitment is the Eglinton Crosstown Light Rail Transit (LRT) Project which is being delivered in the City of Toronto under Metrolinx’s Rapid Transit (RT) Program. This complex and sizeable undertaking has been broken into a number of separate contracts comprising: LRT Vehicles contract; Eglinton West Tunnels Project; Eglinton East Tunnels Project; and a Public-Private-Partnership (PPP) contract to complete the underground stations, at-grade stops, all rail infrastructure and systems and to maintain the entire system for 30 years. The PPP contract, which includes an initial capital portion of approx. $5.1 billion ($-CAD), has recently been awarded to Crosslinx Transit Solutions, a Special Purpose Vehicle (SPV) consortium comprised of SNC Lavalin, Aecon, Dragados and EllisDon."

Jan 1, 2016

By Nathaniel White, Todd Kilduff, Justin Laviolette, Dan Laviolette, Randy Zeigler, Sean Sundermann

The Mitchell Point tunnel is a part of several ongoing efforts to connect the 12-mile-long Historic Columbia River trail between Mitchell Point Outlook to Mitchell Point Drive. The tunnel lies inside the Mitchell Spur entablature basalt geologic feature, extending 647 linear feet utilizing a typical horseshoe section with a height of 14.5 feet. The Oregon Department of Transportation (ODOT) required proper vibration control to minimize potential impacts to Interstate 84 and Union Pacific rail immediately below the tunnel excavations and sensitive, rare plants. The method of designing the vibration monitoring program and the results of its implementation show the iterative process of using monitoring to improve blast design as excavation proceeds, such as reducing air overpressure and COVID-related supply chain-constraints.

Dec 1, 2022

By C Harrison, A Bowskill

The Ambuklao hydroelectric dam was originally constructed in the 1950s in the remote and mountainous region of the northern Philippines. Following its construction the dam has suffered heavily due to siltation and a partial collapse of the intake structure due to a 7.8 magnitude earthquake that struck the region in 1990. Between the years 1990 and 1999 the power station progressively lost its capacity to generate power. In 1999 the owner took the power station out of commission. The power station remained idle over the next 12 years. In 2008 the power station was sold to a new owner who commissioned the rehabilitation works.The rehabilitation project restored the operating status of the power station in June 2011 and increased its capacity from 75 MW to 105 MW. The civil contract of the rehabilitation project required the construction of a new intake structure behind an in situ rock coffer dam on the edge of the existing reservoir, new 6.2?m diameter × 124?m deep blind sunk shaft behind the intake structure, which connects to a new 6.8?m horseshoe profile headrace tunnel that ultimately connected onto the existing vertical penstocks which feed three No 35 MW Horizontal Turbines rated at 155?m head.The unique challenge in rehabilitating this existing hydropower station involved finding solutions that would conclusively deal with the challenging geological and hydrogeological conditions associated with excavating new tunnels and a drop shaft beneath a live dam.McConnell Dowell was awarded the civil works package for the rehabilitation works in August 2008. The Ambuklao rehabilitation program took 33 months to complete.Over 600?m of tunnels were excavated in highly weathered and often challenging geotechnical conditions via drill and blast with the extensive use of high-pressure fissure grouting to control groundwater ingress that was surcharged by the dam.This paper focuses on the use of high-pressure fissure grouting that took place to enable the excavation of the new waterway system and intake structure.CITATION:Bowskill, A and Harrison, C, 2014. High-pressure fissure grouting for drill and blast tunnelling, Ambuklao, Philippines, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 141–152 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By J Y. C Lo

The construction of two drainage tunnels and the associated subvertical drain system at the Po Shan area in Hong Kong was completed in December 2009. This project is the first of its kind to utilise drainage tunnels and a network of subvertical drains to regulate the groundwater table to enhance the long-term stability of the hillside of Po Shan area.The groundwater levels, monitored by preinstalled piezometers, once exhibited dramatic drops during drilling of the subvertical drains; however, have recovered from natural replenishment after effectively plugging of the drains. The level of groundwater drawdown is in line with the design function of the subvertical drains. In order to understand the groundwater flow pattern in the Po Shan area during and after construction and to set out operation schemes for the subvertical drain system so as to control the groundwater table in the Po Shan area, a post-construction review has been carried out to examine the behaviour of the drainage system and its impact on the surrounding subsurface groundwater flow.This paper presents a review of the groundwater monitoring data during and after the construction of the drainage tunnel system covering a period of over 3.5 years. A simplified conceptual hydrological model is developed, which has been verified by the monitoring data, to capture the key elements with regard to groundwater variations in different stages of the construction. The performance of the tunnel and subvertical drain system as revealed from these field measurements is discussed.

Mar 8, 2011