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By G Jones

The Singapore Land Transport Authority (LTA) has been procuring the expansion of their underground mass rapid transit rail network at a prodigious rate since the first line opened in 1987. Four lines (149 km) are currently operating and several more lines are at various stages of planning/construction; one of these is the Downtown line stage 2 (DTL 2).DTL 2 contract C917 was awarded in September 2009 for S$320 M. On 18 June 2013 the original contractor became insolvent, leaving the works incomplete. Following a fast-tracked tender process, McConnell Dowell was awarded the S$254 M contract on 29 August 2013 to complete the works. This contract includes two underground stations constructed by cut-and-cover methods and twin bored tunnels between the stations. Each tunnel is 1400 m long, excavated by earth pressure balanced (EPB) tunnel boring machines (TBM) at an average depth of 20 m and segment lined to 5.8 m inner diameter. The tunnel alignment is located under a busy five-lane road lined with prime residential real estate and congested with utilities.To compound the difficulty the tunnels are located within the notorious Bukit Timah Granite formation. This has a very wide range of strength, from below 1 MPa to over 300 MPa. This strength range is a consequence of six weathering grades, from soil to fresh rock, with the fresh granite causing severe abrasion problems. The various grades can occur within a very short distance of each other. Consequently, the problem of supporting a mixed face exists, particularly in the intermediate weathering grades where intact rock is encountered in the invert and corestones within a loose soil matrix in the crown, which can increase the instability by allowing the ground to flow into the TBM.The focus of this paper will be the excavation of the bored tunnels by EPB TBM used by McConnell Dowell to complete these challenging works.CITATION:Jones, G and Shepherd, J, 2014. Earth pressure balanced tunnelling in a dense urban environment, C917A, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 41–50 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By Ting Chinsu

Diaphragm wall with tie-back cable is widely used for deep excavation, especially in the area with high density of buildings. This paper presents the measured earth pressure distribution on diaphragm wall during excavation. The earth pressure cells used in field were successfully installed in deep slurry trench by a new type of simplified manipulator. The sizes of the deep excavation are 26m X 36m on plane and 9m in depth. The construction site is located between two multistorey buildings at the main business section of Beijing city. In this paper the field measurements of earth pressure distribution and the analyses based on the comparison between calculation and measurement are very valuable to improve the current calculation method for diaphragm wall design.

Jan 1, 1991

By George J. Tamara

The urban environment presents special challenges for the design and construction of earth retention systems. Complications arising from difficult subsurface conditions are compounded by the presence of urban infrastructure and existing and prior construction. The proximity of adjacent structures as well as intense prior use can cause special concerns including the potential for archeological artifacts or contaminated ground or ground water. Utilities and structures may be particularly vulnerable to the effects of ground movement, dewatering and vibrations. Difficulty of access, congestion and limited work areas may severely restrict means and methods of construction. Dewatering may be limited or prohibited because of concerns for disposal of clean or contaminated water, depletion of aquifers, drawing of contaminants to the site or dewatering induced settlements.

Jan 1, 2003

By William S. Heckman

a. When to use: high surcharges, vertical capacity required, limit noise and eliminate vibrations, low headroom, eliminate vibration induced settlements. b. Advantages: eliminates impact noise and vibrations, high section modulus if required, vertical load bearing capacity; corrosion resistant, easy to apply facing for use as a permanent wall, adapts to complex wall layouts, would allow top- down construction, very high uplift resistance. c. Disadvantages: spoil disposal, not water tight, cannot penetrate rock and most obstructions, soil can erode between the piles if surface water and ground water are not controlled, hard to install reinforcing beams over 409 long; subject to high negative skin friction loads, high grout takes in rubble and organic soils. e. Relative cost to other systems: 30% to 50% more expensive than driven soldier piles and lagging except when surcharge loads are involved, or the pile cannot be driven due to noise and vibrations. About the same cost as a sheet pile system. Very competitive if high vertical load must be supported by the wall.

Jan 1, 1997

By John T. Dickman, Ralph E. O’Dette

Chemical Abstracts Service (CAS) is in the process of evolving a computer-based information system which will process all of the material selected for abstracting in the area of chemistry and chemical engineering and its related fields such as the earth sciences and technologies. This system is already operational to some extent and is expected to be fully utilized by 1971. The objective of CAS is to make chemical and related information more readily available, more usable and more used. Chemical Abstracts handle some 5000 abstracts weekly from 13, 000 journals and patents from 25 nations. These cover all of the 80 CA subject sections which relate to chemistry and also extend into areas of interest to geologists, mineralogists, and mining engineers. In this way, CAS fulfills its objective of complete coverage of its major fields, informative abstracting, and indexing to maximum specificity. The concept of a computer-based information system is that of a single machine-language data base into which the results of intellectual analysis of the literature are entered and from which computer programs produce a variety of publications and services applicable to the needs of a wide range of users.

Jan 1, 1969

By S. Kelkar, H. Murphy, Z. Dash

Nearly 30 estimates of the minimum earth stress were obtained from hydraulic stimulation tests in 5 boreholes at depths varying from 0.6 to 4.3 km in jointed granitic rock near the Valles Caldera in New Mexico. This site is located within the transition between the Colorado Plateau and Basin and Range provinces. Stresses were determined from open hole hydraulic fracturing experiments conducted with water at pressures up to 48.3 MPa (surface). The virgin bottomhol e temperatures ranged up to 327°C. Pressure records show no evidence of rock breakdown, indicating injection into pre-existing joints. A typical pressure response consists of an early wellbore storage period followed by linear fracture flow, which then evolves into a steady pressure, fracture extension mode. Shut-in behavior is characterized by a sharp pressure drop followed by a more gradual decay. The minimum earth stress shows a general linear trend with depth, increasing with a gradient of 19 MPa/km. A low stress anomaly occurs from 2490 to 3100 m where the minimum stresses are as much as 28 MPa lower.

Jan 1, 1986

By R. Sankey, L. Gatty, F. Bizzozero, G. F. Shannon, F. Savaglio, L. McDonald

State mining regulations in Queensland stipulate that a mine be provided with an earth installed on surface and that all underground equipment that needs to be earthed should be connected via a copper conductor to this surface grounding point. The regulations further require that all exposed metal surfaces in underground substations be connected to an earth. In a study of earthing conditions at Mount Isa mine it was found that the physical anchoring of metal work at substations (with rockbolts and associated steel mesh) also provides an excellent electrical connection to the country rock. It was established that not only is the mine's earthing system grounded at numerous underground locations but also that such anchor points offer, in general, a path to ground with lower resistance than does the legally required grounding point on the surface. It is recommended that metalliferous mines should utilise a multiple-earth system and not a run earth connected to a single, above-ground earth point

May 1, 1991

By Tim O’Neil

The earthmover tire shortage has been a case of bust and boom for the tire industry. Tire producers were unwilling to invest ahead of the mining boom. In their defense, though, the metals sector of the mining industry tends to be cyclic, tire manufacturers are not prescient. Until two years ago, low tire demand depressed prices. The incentive to invest in new, big-tire capacity was almost nonexistent, according to Prashant Prabhu, president of Michelin Earthmover Tire worldwide. “There has been very poor anticipation or a miscaluation of the amplitude of the (tire) demand on the part of just about everybody,” said Prabhu. What a turnaround. The earthmover tire market has grown by 30 percent over the past two years. Now there are not enough earth-mover tires and likely won’t be for the next two years. Goodyear said it was offering customers bias-ply tires when it could not supply enough radial-ply tires. Komatsu said it lost equipment sales because it could not provide the tires that customers requested. Volvo and Caterpillar said they are delivering some vehicles without tires, either promising tires later or leaving the customers – mine operators – to find their own rubber.

Jan 1, 2006

Coal production from Coal & Allied's Hunter Valley No 1 open cut is presently hauled 10 km by road to washing and train loading facilities at Liddell. This road haul, using bottom dump trucks on a bitumen sealed road, presents some unique earthmover tyre problems. Sound tyre management has controlled one potentially serious problem, that of heat damage, implicit with such a long haul. Tread abrasion or wear is therefore the limiting tyre performance factor. Study of abrasion mechanisms and interpretation of abrasion patterns has facilitated an understanding of the wear processes involved. This understand- ing has highlighted the importance of front tyre wheel alignment. The development of irregular wear is shown to be related to the mildness of the abrasion and methods of remving irregular wear are presented. In conclusion haulage by large off highway trucks on long sealed haul roads has been eooncoically and technically successful at Hunter Valley No 1. INTRODUCTION Hunter Valley No 1 (HVl) is a major open cut coal mine, owned and operated by Coal & Allied Operations Ltd, and located in the Hunter Valley of New South Wales. Present

Jan 1, 1982

By Walter B. Hester

All persons and communities that have experienced strong-motion earthquakes are convinced of the importance and complexity of earthquake problems thatmust be solved in order to reduce the personal hazards and property losses to a reasonable minimum. It is also clear that absolute elimination of all risks is impossible. Reduction of existing hazards and precautionary measures which will minimize chances for disaster can be accomplished by realistic appraisal of the effects of recent earth- quakes on modern structures and installations. Localities that have reason to expect so-called strong- motion earthquakes can anticipate these effects by taking appropriate steps. Valid earthquake information can only be obtained from earthquakes. Each earthquake contributes to the body of knowledge by additional facts and by clarification of previous observations. Rational interpretation of the data followed by practical application of the conclusions can contribute greatly to the safety of persons and property. The general public expects the architectural and engineering profession to accept this obligation and render this service. Most earthquake hazards are man-made and arise from the imperfections of the works of man and his failure to anticipate the consequences when the natural characteristics of his environment are ignored. If it is not given to man to prevent such natural phenomena as earthquakes, it is sometimes within his power to control their destructive effects and to reduce to a minimum the toll of life and human suffering.

Jan 1, 1958

By G. Norman Owen, Roger E. Scholl

INTRODUCTION The analysis and design of underground structures to resist vibratory motion due to earthquakes has been of interest to engineers for several decades. The dynamic stability of a powerhouse cavern was considered in the 1960s (Campbell and Dodd, 1967). About the same time, the designers of the San Francisco Bay Area Rapid Transit system developed procedures for analyzing the subaqueous tunnels placed under San Francisco Bay and the tunnels excavated along the land portions of the alignment (Kuesel, 1969). Japanese designers developed fairly sophisticated procedures for analyzing subaqueous tunnels during the late 1960s and early 1970s (Kuribayashi et al., 1974). In the past decade, proposals to site important critical underground facilities in regions with moderate to high seismic activity have increased the interest in earthquake engineering of underground structures. Seismic designs or seismic studies have been conducted for rock caverns for storage of petroleum or location of power plants (Yamahara et al., 1977; Glass, 1976), buried tanks for fuels or rad¬ioactive waste (Fukushima et al., 1977; URS/Blume, 1976), tunnels for disposal of nuclear waste (Yanev and Owen, 1978; Wahi et al., 1980), and urban mass transit tunnels (Monsees and Merrit, 1984). One of the greatest drivers of the interest in seismic analysis and design of underground structures has been the proposals to dispose of high-level nuclear waste in mined repositories some 300 to 600 m (approximately 1,000 to 2,000 ft) below the ground surface. In 1979, the authors, in conjunction with Professor Tor Brekke, presented a paper on an evaluation and design procedure used in a study of a proposed nuclear waste repository (Owen, Scholl, and Brekke, 1979).

Jan 1, 1985

Tunnel damage from explosion and earthquake excitation is correlated with strain and particle motions. Critical strains and motions are then correlated with focal distance, which is so small that permanent strains are highly likely. The shaking process is then numerically modeled to investigate the effects of excitation frequency and joint orientation. The models confirm that near cavern blocks slide intermittently only at relatively high particle velocities during periods of low joint normal stress. Larger displacements occur with relatively small shear wave lengths or relatively high frequencies. Variation in joint orientation and rock mass dilation result in changes in displacement.

Jan 1, 1985

By S J. Henderson

Over much of Australia, rainfall is highly seasonal and storm-driven. Consequently, operational mines often need extensive earthworks – drains, dams and levees – for protection during the occasional large floods and for water storage against the dry times; however, it has not been appreciated that many of these earthworks will need to function after mining has finished, sometimes, beyond a normal design life for engineered structures.While a mine is operating, standards for design and maintenance are dictated by regulation and risk assessment. For dams and levees – regulated structures – the standards imposed mainly relate to life-of-mine. The levels of risk and maintenance accepted by the mine operator may not be acceptable to another landholder in perpetuity. However, the Environmental Authority cannot be surrendered unless the landholder has accepted responsibility for any unrehabilitated regulated structures (Department of Environment and Heritage Protection (DEHP), 2016).In order for a future landholder to be willing to take responsibility for a dam or levee, the structure should be of value to the business of the property. In addition, its management needs must be consistent with that business; for example, it should be maintainable using skills, equipment and materials normally available to the business.CITATION:Henderson, S J, 2016. Earthworks or landforms? Designing for lease surrender, in Proceedings Life-of-Mine 2016 Conference , pp 151–153 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Jun 28, 2016

By Hans Treichl

1. INTRODUCTION For Europe the Arlberg road tunnel signifies the elimination of the largest traffic barrier between Bucharest and Paris in the east-west transversal. Apart from that the tunnel will serve the feeder system to the two north-south links Ulm - Milano, and the Brenner motorway, and links the Inntal and the Rheintal motorways closer together.. Thus, the supraregional road system carrying traffic through the Tyrol and Vorarlberg will considerably be emproved by the Arlberg road tunnel. 2. THE PROJECT The 16.1 km contract section of expressway S 16 includes a ramp section of approximately 2.6 km, the access points at St.Anton and at Langen, and the main 13.98 km section of the road tunnel. This section cuts the link between St.Anton and Langen by 3.7 km, and saves 475 m in altitude. The Arlberg road tunnel is planned to have two tubes with two lanes each. In the first stage the southern tube was under construction. Its traffic capacity is 1,800 car units per hour. The tunnel has a cross section of 9o to 103 m2. The sloping gradients are by 1.3o and 1.67 per cent. Fresh air is supplied and used air removed through a ventilation system, fed at the portals and through two vertical ventilation shafts. One of them, at Maienwasen, is 222 m deep, its cross section 66.5 m2. The diameter in clear is 8.32 m. The vertical shaft Albona is 736 m deep, the diameter in clear is 7.37 m. The tunnels is 9,4o m wide, providing for a 7.5o m roadway plus o.95 m sidewalks on each side of it. 4.7o m above the traffic area the conduits for fresh and used air. A transverse ventilation system with reduced exhaust air has

Jan 1, 1979

By Eric P. Bregman

As part of an on-going effort to improve water quality and reduce discharge into Boston Harbor, the Massachusetts Water Resources Authority (MWRA) East Boston Branch Sewer Relief Project was designed under a Federal mandate from the United States Environmental Protection Agency (EPA) to upgrade the aging sewer system, increase system storage and greatly reduce the volume of combined sewer overflows into the Harbor. The project scope of work includes the installation of over 2 miles (11,800 linear feet) of 36-inch and 66-inch diameter sewer relief piping, twenty (20) temporary shafts and an approximate 100 foot open cut section, located within the densely populated neighborhood of East Boston, Massachusetts. This area is a former marshland backfilled in the early to mid 1800?s where busy commercial streets co-mingle with thickly settled residential houses. The subsurface conditions present within Boston?s complex geology include the presence of subsurface contamination as well as complex networks of underground utilities. Additional site limitations included low headroom, noise, and traffic restrictions. Together these limitations required the design of individual earth support systems, tailored for each shaft location. Moreover, challenging subsurface conditions identified during construction required design modifications to minimize cost and schedule impacts related to construction dewatering, treatment of contaminated groundwater, internal bracing, and utility relocations. This paper provides a case history of the Geo-structural design and performance of various earth support techniques utilized to construct jacking and receiving shafts designed to launch and receive two (2) micro-tunnel boring machines (MTBM) and to support the construction of new deep shaft structures in an urban coastal area.

By Eric P. Bregman, Franklin M. Grynkewicz, John E. Regan

"As part of an on-going effort to improve water quality and reduce discharge into Boston Harbor, the Massachusetts Water Resources Authority (MWRA) East Boston Branch Sewer Relief Project was designed under a Federal mandate from the United States Environmental Protection Agency (EPA) to upgrade the aging sewer system, increase system storage and greatly reduce the volume of combined sewer overflows into the Harbor. The project scope of work includes the installation of over 2 miles (11,800 linear feet) of 36-inch and 66-inch diameter sewer relief piping, twenty (20) temporary shafts and an approximate 100 foot open cut section, located within the densely populated neighborhood of East Boston, Massachusetts. This area is a former marshland backfilled in the early to mid 1800’s where busy commercial streets co-mingle with thickly settled residential houses.The subsurface conditions present within Boston’s complex geology include the presence of subsurface contamination as well as complex networks of underground utilities. Additional site limitations included low headroom, noise, and traffic restrictions. Together these limitations required the design of individual earth support systems, tailored for each shaft location. Moreover, challenging subsurface conditions identified during construction required design modifications to minimize cost and schedule impacts related to construction dewatering, treatment of contaminated groundwater, internal bracing, and utility relocations.This paper provides a case history of the Geo-structural design and performance of various earth support techniques utilized to construct jacking and receiving shafts designed to launch and receive two (2) micro-tunnel boring machines (MTBM) and to support the construction of new deep shaft structures in an urban coastal area."

Jan 1, 2017

By Ted Budd, Vladimir Goubanov

The East Central Interceptor Sewer, commonly known as the ECIS Project, is the largest public works construction project awarded by the City of Los Angeles. The complexity of this $240 million project, together with the challenge created by the mandated 1,000 calendar days for construction completion, make this project a major interest for the tunneling industry. This paper will describe the ECIS tunnel project, currently under construction by the Joint Venture of Kenny (Sponsor) / Shea / Traylor / Frontier-Kemper. Mining of the18.5 km (about 11 miles) long and 4.7 m (15ft-4in) diameter tunnel is underway with four Tunnel Boring Machines mining at the same time. Details on the mining machines, muck handling systems, innovative construction sequence, together with mining progress will be given.

Jan 1, 2003

By Barnes GJ

The gabbroid-hosted nickel sulphide deposits of the East Kimberley constitutes one of Australia's most prospective emerging nickel provinces. Sally Malay Nickel NL (SMN), a wholly owned subsidiary of Gindalbie Gold NL, has established the East Kimberley Nickel Project (EKNP). The EKNP project tenements cover about 2000 sq km. The tenements cover the northern potion of a corridor containing mineralised or potentially mineralised layered mafic-ultramafic intrusions which includes the Ni-Cu-Co sulphide deposits at Sally Malay and Keller Creek. The Sally Malay deposit is located 225 km south-south-west of Kununurra (Figure 1). The sealed Great Northern Highway passes 3 km to the east of the deposit.

Jan 1, 1996

By D. I. Smith

Constructing tunnels in congested urban areas requires tunnels to be placed closer together and with less cover than was previously necessary. Contract CQ031 of New York?s East Side Access project will construct four six-meter diameter bored tunnels in a three-up one-down ?T? configuration, with less than three meters of soil between the tunnels. Mixed-face rock and glacial till conditions with a high ground water table will be encountered under active railroad yards. The tunnels will also pass beneath the busiest railroad interlocking in North America with cover as shallow as three meters. This paper discusses the challenges of designing segmentally lined tunnels for these conditions.

Jan 1, 2008

Beneath some of New York?s most iconic buildings ? The Met Life Building, the Helmsley Building, the Waldorf Astoria ? crews are busily at work on the Metropolitan Transportation Authority?s long-awaited East Side Access (ESA) project. In fact, it is 14 floors beneath the famed Grand Central Station where one of the centerpieces of the project, the new Long Island Railroad (LIRR) station terminal, is being blasted and carved into shape. When completed in 2016, the $7.3-billion ESA project will increase LIRR?s capacity into Manhattan and significantly relieve congestion at Penn Station. Currently, 37 LIRR trains per rush hour roll into the crowded Penn Station where many riders must then transfer to subway trains to complete their commute. When completed, the ESA tunnels will bring an estimated 160,000 riders directly to Grand Central Station, saving those riders 30 to 40 minutes. Studies have found that more people work within walking distance of Grand Central than Penn Station. ?The benefits of the project are tremendous,? MTA Capital Construction President Michael Horodniceanu told more than 340 industry professionals attending the UCA of SME?s George A. Fox Conference in New York on Jan. 26. ?The ESA is the first expansion of the LIRR in 100 years. It will increase the East River tunnel capacity by 50 percent and will help support job growth around Grand Central.?

Jan 3, 2010