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By Marcel Haffen, Jean Janin

The purpose of grouting is to modify the permeability and strength characteristics of the subsoil in such a way that the planned structure can be efficiently constructed at a given location. This technique, which originally underwent considerable development in the field of dams construction is constantly evolving and it becomes more and more important in urban zones of intensive underground development for projects such as transport tunnels, stations, car parks, ect. Grouting becomes more and more indispensable whatever the natural characteristics of that subsoil ; such is the case particularly when the planned work runs through cohesionless granular soils, usually water-bearing such as alluvium, sands, disturbed ground, fill material, etc. The selection of the grouting method and the extent of treatment required at depends on two fundamental factors. 1º) nature and behaviour of subsoil to be treated. There is no need to stress the necessary of a good knowledge of geotechnical, hydrological and chemical characteristics of the ground to be treated. At the present time the specialists in these fields have available numerous methods of analysis, either laboratory or field tests, which enable to evolve a suitable treatment.

Jan 1, 1997

By Finn E. Bronner

HISTORICAL PERSPECTIVE "Blessed be the Lord my strength, which teacheth my hands to war and my fingers to fight." Thus sang David three thousand years ago, in tacit acceptance of the condition of war, and in praise of the exceptional military skills with which this warrior king of Israel was endowed. He had cause to exult, for he had consolidated King Saul's conquests and added new ones of his own, not least of which was the capture of Jerusalem. David revealed in this operation that his mastery of the military arts embraced not only the weaponry and tactics of his day, but also strategy and that oldest of intelligence techniques: spies. The Jebusites, who built Jerusalem, had encompassed the city with the first of its many walls, but had neglected to incorporate the sole reliable water supply within its perimeter. This was Ain Gihon, today called the Fountain of the Virgin, which bubbled out on the east slope of Mount Ophel, one of the ridges on which Jerusalem was built, and drained eastward into the Kidron Valley. Water was brought into the city in the traditional manner: by women descending the stony trail outside the wall to fill their jars at the spring. But this essential daily activity was vulnerable to interruption by a hostile force outside the walls. To remedy this weakness, the Jebusites had driven a gallery from the spring a short distance into the water-bearing limestone under the city, and there cut a small collecting basin in the rock, a common way to develop springs throughout this arid region. But then the Jebusites dug a small vertical shaft from the roof of the gallery above the cistern upward about 15 m. From the upper end of this shaft, they constructed a narrow inclined tunnel with rock-cut steps leading up to the city streets. Thus the water supply could be reached even in time of siege.

Jan 1, 1979

By D. S. Brown

Few issues pose quite as profound consequences to the quality of life and the creation and distribution of wealth as how we protect the natural environment. No longer a peripheral but a global concern, the environment, once almost nobody's business, has now become everybody's business. It is also the single biggest issue facing mining and mineral activities. This heightened ecological awareness and sensitivity have spawned a new commitment to restore, protect, and preserve nature. But that very commitment poses difficult socio-economic trade-offs, such as: What and how many resources can be given up to prevent and reduce pollution? What are the opportunity costs associated with meeting higher environmental standards? What problems are more important or pressing than others and should be given priority? Choices have to be made that may entail unintended consequences for other societal goals.

Jan 1, 1994

By Samuel Sigman, Martin M. Cooper

A basic ingredient for rapid tunnel excavation is material handling. In construction of tunnel projects in urban areas material handling requires additional input to maximize performance. Urban projects share the same problems experienced in all tunnel construction and they must be dealt with. Howeve.., Urban constraints add a larger dimension. APPLICATION ENGINEERING A MUST A word of caution. To achieve increasing speed of excavation in tunnels whether in Urban areas or elsewhere will require much creative thought and energy. It would be a false premise to assume that major breakthroughs will result from this conference, or shortly thereafter, or to hope that a success here or there can translate into a universal solution. The reality, as we see it is that rapid progress and great economies will accrue on any given project only if effective application engineering is carried through. By all means take advantage of past experiences but, do not at the peril of costly undertaking, blindly accept the program of a successful job elsewhere as automatically suited to your project. Tunnel construction in urban areas is at best a difficult undertaking made more difficult in this period of greater awareness of environment, of conservation and of the quality of living by sophisticated urban communities,. A construction job represents a necessary nuisance to urban communities. To minimize this nuisance many regulatory laws are adopted. These regulations can and do slow down tunnel jobs and pyramid costs.

Jan 1, 1974

By A. H. Morris, W. Harrison

1. INTRODUCTION Roadheaders have a shadowy origin - probably in Eastern Europe - but were introduced to Europe and the West by the importation of a Russian PK3 machine by the National Coal Board in 1961. A number of features rendered this type of machine an attractive tool for coal mine operators: its flexibility of operation, its combined cutting and loading ability, the opportunity it provided of making any shape of roadway, as well as its ability to cut some rocks. Encouraged and sponsored by the National Coal Board, the development of roadheaders was taken up in Great Britain, notably by Anderson Strathclyde and Dosco; in Europe, predominantly in numerical terms by Voest Alpine and Paurat. Over the 24 years since the importation of the first PK3, evolutionary development has taken place to the extent that machines are now available in many forms up to 120 tons in weight. Machine design has altered, partly as a result of increased power requirements and partly in line with the use of a ripping or a co-axial head. However, the basic concept remains: a boom containing a motor and transmission gear, with a driven cutting head at its extremity and capable of universal movement urged by hydraulic rams mounted on the boom turret and on the machine deck. Generally, the turret, hydraulic powerpack and all other necessary equipment are mounted on a chassis, which contains a discharge conveyor, the whole being carried on caterpillar tracks so that a complete machine entity is provided. Figure 1 shows how the weight, power and - non-proportionally - the cutting ability of machines have increased over the years. From

Jan 1, 1985

By Duluth Engineers' Club, Engineers' Club of Northern Minnesota

The Mesabi Range extends continuously from near Grand Rapids, on the Mississippi River, E.N.E. for a distance of about 1120 miles to near Birch Lake, where it is covered by the large gabbro flow which forms the base of the Keweenawan series. The same formation (Mesabi) appears again near Gunflint Lake on the international boundary, and shows as far east as Thunder Bay on the north shore of Lake Superior. Between Mesabi station, on the Duluth and Iron Range Railway, and Birch Lake, although considerable exploration work has been done, there is no evidence of concentration of ore in workable bodies. The Gunflint beds are thin alternating layers of chert and hematite. Alt the workable deposits at present known, on the Mesabi, lie between Mesabi station and Grand Rapids, the greater number being St. Louis County simplified geologic column is given herewith instead of the complete correlation table given by the United States Geological survey.

Jan 1, 1920

By Lee W. Abramson, James E. Crawley

Caltrans is studying alignments for a 160-kilometer-long high speed ground transportation system from Los Angeles to Bakersfield across the Tehachapi Mountains. This link is needed to connect southern California with San Francisco by a short passenger rail service. None presently exists. The system will require tunnels and viaducts along the route with sections crossing two major active fault zones. High speed ground transportation technologies are being evaluated for achieving rail speeds of between 200 and 480 kilometers per hour. This paper presents the technical requirements for tunnels along the alternative routes being considered for the project.

Jan 1, 1995

By J. D. Scott

This paper consists of a review of the development and application of spherical charge blasting at Inco Metals Company. Topics will include the Livingston Strain Equation, the field data required for its use in full scale operation, the type of ground in which mining has been carried out, explosives in use and their characteristics and finally, an overview of actual production applications. These applications include Primary Stope Mining, Secondary Mining Against Fill, Mining a Faulted Ore Zone and Drop Raise Blasting. INTRODUCTION Crater blasting in itself has been in use for over twenty years, but only recently has the technique been combined with a spherical size charge to form the Vertical Retreat Mining Method. This article endeavours to put the Livingston Strain Equation in a practical light, to describe several actual hard rock applications, and the results achieved in each case. THE LIVINGSTON STRAIN ENERGY EQUATION C.W. Livingston put forward the following equation as a standard means of determining the optimum burden required for full crater production blasting. The constant "E" is included in an attempt to recognize secondary breakage caused by strain waves.

Jan 1, 1981

By M. Saidman, R. Pizzuti, R. Hirschfeld, A. J. Desai, J. Rand

Two bedrock tunnels, 170 to 250 feet deep and with a length of about 17,000 feet each, will be used to convey cooling water from the Atlantic Ocean to the Seabrook, N.H., Nuclear Power Plant. Seismic reflection and refraction surveys were used to obtain preliminary information about overburden and bedrock conditions. A major boring program, including core orientation and water-pressure testing, was undertaken to provide detailed geologic data. The results of the geotechnical investigation were summarized in terms of rock type, frequency and character of joints, degree of weathering, modified core recovery (RQD), pressure-test results and strength and hardness. These parameters were used as a basis for evaluating the feasibility of using a tunnel-boring machine, for designing and estimating the initial support systems, and for evaluating the grouting and tunnel lining requirements.

Jan 1, 1976

By Thomas R. Kuesel

All engineering designs are based on assumptions regarding the behavior of the structure or facility being designed. These assumptions may be based more or less heavily on theory, but are credible only if verified by observations of field performance. Dr. Peck's "State-of-the-Art" paper has described the semi -empirical process of soft ground tunnel design, emphasizing the importance of records of field performance of actual projects constructed under a variety of conditions. This paper will present the principal results obtained from measurements made during construction of the soft ground tunnels for the San Francisco Bay Area Rapid Transit System. SCOPE The BART System comprises 75 route miles, including 14 miles of soft ground tunnelled subways in San Francisco, Oakland, and Berkeley. All tunnels are single-track sections, approximately 18 feet in diameter. Usually there are two parallel tunnels at the same level, but under Market Street in San Francisco there are four tunnels (two over two), and there is also a three-track section (two over one) in Broadway, Oakland.

Jan 1, 1997

By Kenneth Maser, Douglas W. Ounanian, Joseph S. Boyce

Foster-Miller Associates, Inc. (FMA), under contract to the Department of Transportation (DOT) and the Urban Mass Transit Administration (UMTA), is currently developing an Extruded Tunnel Lining System (ETLS). The ETLS would reduce ground support costs in machine bored tunneling by eliminating the need for temporary support, and by slip-forming the final concrete lining directly behind the Tunnel Boring Machine (TBM). The system can advance at variable rates, from 0.6 to 3.7 m (2 to 12 ft) per hr, by combining three systems: a very high early strength concrete, continuously produced and delivered by a concrete process system; a slipform/bulkhead system for supporting the concrete prior to strength gain and exposure; and a control system for form/bulkhead alignment and concrete process control. Large-scale tests are planned to demonstrate the system in a 3 m (10-ft) diameter steel "tunnel".

Jan 1, 1981

By Henry R. Tiedemann, Eugene H. Skinner, George E. Wickham

Improving the state-of-the-art of tunneling is a continuing challenge to those involved in underground construction. New methods and procedures are usually evolved over a relatively long period of time as compared to advancements in other types of construction. To a large extent this is probably due to the fact that tunneling deals with a material or medium - the rock structure - whose physical properties are not only extremely varied, but in many instances virtually unknown until time of penetration. This hovering of the unknown tends to make "non believers" of many and at best leads to a general reluctancy of accepting new ideas or procedures. The situation is further complicated by: 1) discrepancies in terminology and respective meanings as used by different disciplines to describe, define or evaluate pertinent factors and their relative effect on the tunneling process and 2) the fact that no two tunneling situations are identical with respect to either geological conditions or construction and contractual requirements. In spite of the above there have been many successfully completed tunnels which make it apparent that both the technical and practical expertise needed to develop or project improvements is available within the industry. It is with this in mind that the RSR concept was developed. BACKGROUND This paper presents the findings and results obtained from contin-

Jan 1, 1974

By G. D. Naugle

Deep open-pit mines invariably affect the local and regional hydrologic systems. Pit dewatering, occurring during mining operations, puts an obvious hydrologic stress on these hydrologic systems. However, post-mining hydro-logic impacts resulting from the pit refilling with ground water following the cessation of mining activity can also be significant. Prediction of the rate at which the post-mining pit will fill with ground water is a critical aspect of assessing such long-term hydrologic impacts. Numerical ground-water flow modeling prov1des a method that can be used to predict the rate at which pits will fill with ground water.

Jan 1, 1992

By Bernard Lippe

The successful construction project is one in which the component construction operations are completed within the scheduled time and cost parameters. Most construction projects, however, are subject to delays and/or disruptions which adversely affect the time (start, duration, and completion) and cost aspects of the project. DELAYS Delays fall into two categories: Compensable Delays for which the contractor is entitled to contract time extensions and additional money as compensation for the extra expenses generated by the delay or obstruction to job progress, and Non Compensable Delays, for which the contractor may or may not receive an extension of time but no additional compensation. Compensable Delays Compensable delays may take the form of holds or suspensions on all or certain segments of a project by the owner, failure of the owner or his Engineers to approve shop drawings, cuts or material samples within a reasonable period of time, failure of the Owner or his Engineer to properly coordinate the job, discovery of design deficiencies in the plans and specifications which prevent the continuation of construction until

Jan 1, 1974

By Edwin A. Blackey, Joseph G. Engels, James T. Cahill

An extensive geotechnical instrumentation program was undertaken during the construction of a 6.7 m (22 ft) inside diameter tunnel to monitor the ground-structure response and to check assumptions made for design. The tunnel was advanced through sedimentary and igneous rock using a fully shielded tunnel boring machine (TBM) with both temporary support and final lining provided by precast concrete liner plates erected in the tail section of the TBM. The parameters measured and evaluated include rock deformation, strain in the precast concrete liner, changes in tunnel cross section and groundwater response. In addition, an automated camera system is described which was mounted on the TBM to provide a continuous photographic record of the bedrock conditions exposed at the tunnel springline. The performance of various types of instrumentation equipment in an underground construction environment is also evaluated.

Jan 1, 1981

By Carlo Grandori

Foreword In loose ground and soft rock formations, mechanical tunnel boring is necessarily dependent on the adoption of shield machines and the application of adequate support or lining structures. These structures are erected either within or immediately behind the rear portion of the shield and provide the required reaction to the forward thrust. In competent rock formations where systematic support is not a requirement, hard rock tunnel boring machines generally advance by thrusting from a structure gripped against the tunnel walls. These machines may feature a more or less extended cutterhead shield or roof support, but when in weathered, fractured or otherwise weakened ground, or in fault zones filled with soft gouge, the gripper mechanism often cannot provide enough thrust reaction to advance the cutterhead. Under these conditions, early support of the arch and walls is generally required in the form of rock bolts, steel rings and laggings and some times of a primary concrete lining placed in the short section between cutterhead and grippers. Such tunnel support measures generally fail to produce an adequate increase in thrust reaction capacity, but

Jan 1, 1976

By James S. Redpath

"The ways of the world be many and most of the ways be tried, you follow in the footsteps of others till you come to the great divide". These words, written by Robert Service a long time ago, come to mind when I think of our original attitude upon entering into a contract with the International Nickel Company to sink the deepest shaft in the world outside of the Union of South Africa. This shaft was to be sunk to a depth of 7,137 feet from surface, and while it was recognized by all concerned to be a somewhat unusual undertaking in our part of the world, the fact that quite a few shafts had already been sunk to this depth in South Africa probably gave us the feeling that we were following in the footsteps of others. In retrospect, because this shaft was being sunk under entirely different conditions than those existing in South Africa, we were in fact venturing into an entirely new area of endeavour without properly recognizing this fact. It has occurred to me that others considering a similar type of job could benefit from our experience, especially in an assessment of the risks involved and how they compare to those encountered in an ordinary shaft. For comparison purposes, I would define an ordinary shaft as being sunk to a depth of 5,000 ft or less, and a deep shaft as one being sunk to a depth of between 5,000 ft and 8,000 ft. The sinking of the Creighton No. 9 Shaft has been de-

Jan 1, 1997

By A. F. McKown, P. E. Sperry, W. L. Fourney, D. E. Thompson

INTRODUCTION Underground drill and blast excavation is usually accomplished with small diameter holes loaded with high energy explosives. The detonation pressures are extremely high and an extensive amount of energy is dissipated in the process; however, very little of this energy is used to create the specified fracture planes required for excavation. The available energy is expended in producing radially outgoing stress waves, in crushing the adjacent rock, and in producing a dense, randomly oriented radial crack pattern about the holes. This causes several undesirable effects: 1. Overbreak at the perimeter, which results in more muck to remove and extra concrete or shotcrete to fill the voids. 2. Damage to or loosening of the remaining rock at the perimeter which may result in the need for additional support measures. 3. Ground vibrations and/or airblast, which could result in damage to nearby structures and complaints by people living or working in the area. Several steps may be taken to minimize these effects. Where control of the perimeter is desired, smooth blasting techniques are generally employed in which the spacing and burden of perimeter holes are reduced and lighter, decoupled charges are used. Where vibration damage to structures is feared, control is generally exercised by limiting the charge weight per delay period so that the ground vibrations at the nearest structure do not exceed a peak particle velocity of two inches per second. Where blasting complaints may be a problem, con-

Jan 1, 1979

By Larry Snyder, Levent Ozdemir, Charles Fishman, Fun-Den Wang

Tunnel Boring Machine Instrumentation A 9.17 m. diameter tunnel boring machine presently in operation in Chicago, Illinois, has been instrumented to continuously monitor and record machine thrust, torque and penetration rate during boring. A micro-processor-based data logger capable of monitoring up to 60 channels of data digitizes and converts into appropriate engineering units the signals from various transducers mounted on the machine. The output from the data logger is sent to a teleprinter, providing a permanent record of measured data. The program control enables the data logger to scan all data channels at desired time intervals. Data obtained to date have been analyzed to determine the interrelationships of the parameters measured. Penetration rate was found to increase linearly with machine thrust with a unit increase in thrust causing more than a unit increase in penetration rate. For low thrust levels corresponding to the initial stages of a boring cycle, the penetration rate was observed to behave erratically until the thrust pressure was sufficiently high for the cutters to establish full contact with the tunnel face. Torque showed a curvilinear increase with machine thrust, reaching the design rating at about 70% of maximum available thrust. No-load torque was approximately 20% of the machine's rated torque capacity. Overall, the trends observed in measured machine parameters correlated closely with those predicted from experimental and theoretical boreability studies. In summary, the instrumentation system has mett two basic goals. First, it provided extensive and accurate boring data and secondly, it has proven that an automatic data acquisition system can be installed on a TBM and can function under adverse environment.

Jan 1, 1979

By Morris Loshinsky, George Ziegler

NEW ROUTES - 63rd STREET CROSSTOWN The New Route construction along East 63rd Street in Manhattan began in 1969 with the East River tunnel connecting Manhattan and Queens. The 63rd Street Line, once in Queens, is planned to connect to another new route called the Queens By Pass or Super Express (See Exhibit 1) which would connect to the Queens Boulevard Line at Forest Hills. The purpose of the Queens By Pass was to alleviate subway congestion to and from the Borough of Queens, whose population had rapidly expanded during and after World War II. The existing Queens Boulevard subway lines (the "E" and the "F" trains) are almost filled to capacity at their terminal stations with passengers from Long Island. Passengers boarding trains enroute from the local Queens stations have difficulty boarding crowded trains, and, at times, cannot board the trains. The New Routes, thus, were to give additional train capacity into Manhattan and thereby relieve the crowded conditions along the Queens Boulevard corridor. PROFILE - METHOD OF CONSTRUCTION The portion of the New Route passing east-west under East 63rd Street on Manhattan (See Exhibit 2) had to snake beneath intersecting structures running north and south, such as the Con Rail tracks below Park Avenue and the 80 ft deep Lexington Avenue Express track structure along Lexington Avenue. Further, the Lexington Avenue Local tracks are in a separate structure which has a high profile close to the street surface. Therefore the 63rd

Jan 1, 1981