April 2008 Issue 7

The magazine for the tunnelling professional

UK focus
Hindhead project

Technology
TBM guidance

Equipment
Drill bits & buttons
www.world-tunnelling.com
CovIWT0804.indd 1

8/4/08 13:01:59

BREAKTHROUGH
SOLUTIONS

Earth Pressure Balance

Slurry Pressure Balance
Hard Rock
Pipe - Jacking
Rolling Stock

Lovat.indd 1

24/8/07 10:09:04

1
COMMENT

More skills, better efciency

contacts
Editor
george.demetri@mining-journal.com
BA (Arch) BA(Hons), DipBldgCons (RICS)

Production editor
tim.peters@mining-journal.com
Sub editors
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@mining-journal.com
karen.leverington@mining-journal.com
@mining-journal.com
Advertising production
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@mining-journal.com
Advertising manager
richard.dolan@mining-journal.com
@mining-journal.com
+44 (0)20 7216 6086
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jim.moore@mining-journal.com
jim.moore@mining-journal.com
+44 (0)20 7216 6053
World Tunnelling (ISSN 1756-4107) USPS No: 023-551
is published monthly (except January and July)
by Mining Communications Ltd, Albert House,
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Chemgrout
www.chemgrout.com

31

Dywidag-Systems
www.dsi-tunnelling.com

21

Gia Industri
www.gia.se

29

Hny
www.haeny.com

30

Herrenknecht
www.herrenknecht.com

Cov I

Lovat
www.lovat.com

Cov II

Mack Brooks
www.intertunnel.com

10

NFM
www.nfm-technologies.com

11

Robbins
www.TheRobbinsCompany.com

1 Comment
2-10 Global news

A round-up of the latest news and technology

30-31 Innovation

Martin Knights, President,

International Tunnelling and
Underground Space Association

Features
12-13 Project: ood alleviation, UK

Rodney Craig looks at a drill-and-blast scheme through varied ground

14-15 Project: Hindhead, UK

Tom Ireland and Tony Rock on the Hindhead tunnels development

17 Comment

The ITAs Martin Knights examines some issues confronting EU countries

Cov III
19

Supplies & Services

32

Taylor & Francis

www.taylorandfrancis.co.uk

20
5

Two Herrenknecht double-shield TBMs drive the

4km-long North-South Bypass Tunnels in Brisbane,
Australia. The S-375 (cover picture) and S-376
have a diameter of 12,340mm and are the largest
TBMs of this kind made by Herrenknecht.
www.herrenknecht.com

The latest equipment releases and upgrades

Robit
www.robit.

VMT
www.vmt-gmbh.de

responsibilities. Owners should understand that

efcient integrated teams ensure better quality and
more efcient resource utilisation. Why should a
contract involve so much reporting or engineering
auditing in order to achieve a common aim?
Young engineers should be given more responsibility
to keep them focused and inspired. Procedures and
contracts should reect tighter, more effective and
cooperative management using fewer
engineers. At the same time, this
scarce resource must be better trained
in order to retain it.
By these means, our industry can
encourage and keep those who
have chosen to be in underground
engineering and reward them
appropriately.

FRONT COVER

Regulars

Maschinen und Stahlbau Dresden

www.msd-dresden.de

Normet
www.normet.

WEB ADDRESS www.world-tunnelling.com

CONTENTS

advertisers
Atlas Copco
www.atlascopco.com

INCE becoming president of the International

Tunnelling and Underground Space Association,
l have been struck by the fact that
although much work is available, the resources needed
to take on that work are in short supply.
In the next ve-ten years, many of those born in the
late 1940s and early 1950s will be retiring, eliminating
at least 20% of the current professional engineering
(and tunnelling) resource. The crunch could come
when the requirement for tunnelling professionals
will coincide with projected gaps in energy and
engineering resources.
Right now in the UK and the US,
and possibly Western Europe, it is
almost impossible to recruit more
experienced tunnel engineers. One
solution is to better use the engineering talent that we do have and
supplement it with skilled labour from
the developing world.
Projects can be better delivered
by increasing teamwork, reducing
complex procurement methods
and minimising duplication of

18-21 Technical: drill bits & buttons

Veikko Kuosa of Robit examines these essential rock-drilling tools

22-25 Technology: tunnel machine guidance

26

Bill Hollinshead and Prof M Krcik discuss tunnel machines

26-29 Show preview: ConExpo 2008

Las Vegas was the venue for the trade convention that saw record visitors

April 2008
01WT0804.indd 1

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2
NEWS
US

Caterpillar acquires Lovat

TBM manufacturer Lovat, one of
the leading names in large-bore
tunnelling, has been acquired by
earth-moving equipment specialist
Caterpillar.
An announcement to this effect
was made by both companies
on April 2, although, at the time
of going to press, no nancial
details of the deal had been
made known.
The move has taken the
tunnelling world by surprise.
Illinois-based Caterpillar has
hitherto only been associated with
tunnelling projects by providing
support machines.
Caterpillar also has a global
mining division that manufactures
equipment for surface and
underground hard-rock mining.
The Lovat acquisition now means
that the company will have a very
real presence in underground
space infrastructure developments.

Caterpillar enters tunnel boring

Caterpillars sales and revenues
amounted to $44.958 billion last
year. Clearly. the company has
identied considerable market
potential in large-bore tunnelling,
particularly in the emerging
markets of China, India and Russia,
so the acquisition is well-suited to
its long-term growth strategy.
Caterpillar group president

Stu Levenick said: This acquisition

is Caterpillars entry into the rapidly
expanding tunnel-boring machine
business, and it represents an
excellent strategic t for our
companies and the customers we
serve around the world.
Toronto-based Lovat produces
around 50 TBMs per year and
employs about 400 people. Its
president, Rick Lovat, will join
Caterpillars global mining division
and be responsible for growing its
tunnel-boring business.
Mr Lovat said: We are
honoured to be part of Caterpillar.
Just like Caterpillars machines and
engines, Lovats tunnel-boring
machines have a reputation for
durability, reliability and
performance while working in
some of the most demanding
applications. Our customers should
look forward to the integration of
Lovat into Caterpillar.

Canada

Second Canada Line breakthrough

SWEET Leilani, a 440t,
Extending from
6.4m-diameter, Lovat
Waterfront Station at
mixed-face,earth-pressure
the northernmost
balanced TBM, holed
extremity of the line to
through on 2 March at the
the Olympic Village, the
site of Canada Lines
5.3m i.d. TBM-bored
proposed Waterfront
section of tunnel lies at
Station in downtown
depths of 10-30m. About
Vancouver, thereby
20,000 pre-fabricated,
completing the second of
concrete, tunnel-lining
two parallel, bored
segments have been
tunnels that form part of Sweet Leilani holed through on 2 March in Vancouver
used to construct the
the citys metro system.
4.6km of tunnel walls.
This breakthrough marks the
7km of cut and cover; 7.6km of
Geology along the alignment
completion of the TBM-bored
elevated track; and the remainder
comprises mainly weak sandstone,
section of tunnel on the 19km-long made up of an at-grade section
interspersed with cemented, sandline stretching from Waterfront to
(1.52km) and bridges.
stone pockets and consolidated
Richmond, which includes a spur
Including a relatively high
glacial deposits of silt, sand and
to Vancouver airport. Breakthrough percentage of cut and cover
clay (till).
on the rst tunnel occurred on
represents what the main
With the second (inbound)
April 7, 2007, after which the TBM contractor, InTransitBC, regarded
tunnel now excavated, the TBM
was dismantled and relocated to a
as the lower risk associated with
will be dismantled by Italian
new worksite at False Creek.
the technique as far as timescale
contractor Seli, a process
The US$1.9 billion project is
and costs are concerned. It also
expected to take around four
being constructed by numerous
allows stations to be constructed
weeks. The line is scheduled to
means: 2.3km bored by TBM;
closer to the surface.
open in November 2009.

Korea

First piece of Korean

tunnel jigsaw placed
SOUTH Koreas rst immersed
tunnel took a step closer to
fruition recently after the rst,
180m-long, reinforced-concrete
element was submerged.
The 3.2km-long tunnel forms
part of the US$5.8 billion,
8.2km-long Busan-Geoje Fixed
Link Project. Eighteen elements
will be submerged for the tunnel,
which, when opened to trafc in
2010, will be the worlds deepest,
immersed roadway at 48m below
the mean water level.
Each of the 18 parts consists of
eight, 22.5m-long concrete
segments, measuring 26.5m wide
by 9.9m high, forming two
dual-carriageway roadway bores
with a central gallery. These are
assembled with PT tendons as one
body during marine operation
oated and transported using
normal catamaran pontoons.
For the rst time, double
water-tight joints will be used at
segment junctions. Tolerances
between the elements following
connection are expected to be
+/- 40mm. At one end of the
tunnel, two wider elements with
climbing lanes will be used, each
weighing 48,000t.
Each segment is cast in full
cross-section in a purpose-built,
dry-dock facility and four are
built at a time. Following t-out
at a temporary mooring area, the
elements are towed 35km to the
alignment and immersed into a
pre-dredged trench by specialist
sub-contractor Mergor Underwater Engineering (Netherlands).
Challenges include: exposure
to strong Pacic currents; weak
subsoil, necessitating extensive
soil improvements; a short
operations window due to the
typhoon season; the seismic zone
location, and having to use the
largest-ever immersion equipment to accommodate swell waves.
Daewoo Engineering leads the
consortium of contractors, with
consultancy provided by Halcrow
working with Tunnel Engineering
Consultants of the Netherlands.

April 2008
02,04-06,08-10WT0804.indd 2

9/4/08 12:31:28

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2008-03-19 16:19:27

4
NEWS
Turkey

Norway

Siemens system
updates highway
TWENTY-NINE tunnels, totalling
around 37km in length, on a new
350km-long, four-lane highway in
Turkey are to be equipped with a
Siemens operations-management
and trafc-control system worth
US$87.5million.
The route skirts the Black Sea
coastline and links Espiye with
Sarp/Batumi at the border with
Georgia. It is claimed the improvements will make it one of the
worlds most progressive highways
in regard to trafc management.
The aim is to alleviate the trafc
problems caused by increasing
numbers of heavy, long-distance
goods vehicles.
In addition to Siemens supplying a central control station and
seven control substations, it will
also supply systems for re
protection and reghting, as well
as for power, lighting, ventilation
communication and monitoring.

Worlds deepest undersea tunnel

now open
7.8m-long Eiksund

ROAD trafc can at last travel

through the worlds deepest
undersea tunnel the 7.8km-long
Eiksund, between Eiksund and
Rjnes, on the west coast of
Norway. Norwegian minister of
transport Liv Signe Navarsete
declared the tunnel open on
February 23, following ve years
of construction.
As the latest addition to Norways
impressive list of subsea tunnels,
which total about 100km, the new
one is part of a US$190 million,
14.9km xed link, which
comprises the Ry 653 trunk road,
two other tunnels (the Helgerhorn
and Morkas on the mainland)
and a bridge.
With its lowest point at 287m
below sea level (61m below the
seabed), the tunnel will benet the

island communities of Hareid,

Hery, Sande and Ulstein, and the
mainland towns of rsta and Volda.
It will also mean that the 22,000strong, offshore community will no
longer be reliant on the ferry.
Driven mostly by drill and blast
through solid rock that was mainly
banded with augen gneiss and
some gabro intrusions, support has

been primarily by inserting rock

bolts at a rate of around 3-4 per
tunnel metre. A 70mm layer of
shotcrete was then applied.
Higher than expected water
seepage necessitated the use of
injection-grouting at some points,
with excess water evacuated by
ve pumping stations spread out
along the tunnels length.

Switzerland

Ceremony starts Ceneri adit drive

ADIT tunnelling on the Ceneri Base
Tunnel in Sigirino, Switzerland, has
begun following a cutterhead
ceremony on February 15, which
marked the start of the excavation
of the 2.4km-long access tunnel by
a 9.7m-diameter Robbins TBM.
Having previously bored a
14.6km-long headrace tunnel at
the Krahnjkar Hydroelectric
Project in Iceland, the TBM was
transported to a facility near
Milan, where it was refurbished
and its diameter altered for the
Ceneri project. Now, it will bore
through rock comprising schist,
Swiss molasse, and Ceneri orthogneiss with a UCS of 30-130MPa.
Two installation caverns, to be
excavated by drill and blast at the
end of the adit tunnel, will include
an internal, concrete batching
plant and also serve as starting
points for the excavation of the
15.4km-long Ceneri main tunnels.
Carrying out the work will be
the responsibility of the Consorzio

Cutterhead-turning ceremony
on February 15

Monte Ceneri (CMC) JV a

consortium of CSC, Lugano,
Frutiger SA, Thun, Rothpletz,
Lienhard + Cie, and Aarau.
Contracts for the main Ceneri
tunnels, which will combine both
drill-and-blast and TBM-driven
excavation, have yet to be
awarded.
The rst contract, for the northrunning main line, will include
two 8km sections of drill-and-blast
tunnels. The second contract, for

the south-running line, will

include two 1.8km sections of
drill-and-blast and two 4km
sections of TBM-driven tunnels.
Excavation of the adit tunnel
and installation caverns will take
about two years, although tunnels
are scheduled to be operational by
2019. The new tunnels are part of
AlpTransits project to provide more
efcient freight and passenger rail
routes through the Gotthard and
Ceneri mountain ranges.

Switzerland

AlpTransit makes
good progress
IN A recent communiqu
update on the current
progress of construction works
on the Gotthard and Ceneri
tunnels in Switzerland,
AlpTransit recently conrmed
that, as of March 1, a total of
108km of tunnels, galleries
and passages have been
excavated.
This means that around
70.4% of the total 153.5km
length of tunnels has been
completed.
Headquartered in Lucerne,
Switzerland, AlpTransit is a
subsidiary of Swiss Federal
Railways (SFR).
AlpTransit is constructing
the Gotthard axis of the New
Rail Link that passes through
the Alps, and comprises
base tunnels at Gotthard,
Zimmerbeg and Ceneri.

April 2008
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5
NEWS
Sweden

UK

Anna makes Malm breakthrough

Channel Tunnel line

scoops top award

BREAKTHROUGH has occurred on

one of the two bores on Malmos
US$1.58 billion Citytunnel project.
After 500 days of excavation, Anna
an 8.89m-diameter Herrenknecht
EPB TBM broke through at
Station C last month to complete
the 4.5km drive that began in
November 2006.
Johan Brantmark, assistant
project manager at subproject
Tunnels, said: Boring has been
very successful, with no major
surprises or setbacks, and we are
on time.
Anna has made several planned
stops along the way, one of
which was for three months of
maintenance at the rock cavity at
Triangeln, in addition to a break
for Christmas and other short
maintenance stops.
According to Citytunnel, the
last leg, between Triangeln and
Malm C, was the most difcult to
bore due to the sharp bend, high
water content and fractured
limestone.
Shortly to join Anna, and
currently only 500m away from
the excavation wall at Malmo C,
is Katrin an identical TBM that
has been boring the second tube

HIGH-SPEED 1 (HS1), the

UKs new railway connecting
the Channel tunnel with the
recently restored St Pancras
international terminal in
central London, has won the
accolade of Project of the
Decade at the London
Transport Awards.
Costing US$11.6 billion to
construct, the HS1 line is
109km-long and forms a main
link in the high-speed London
to Paris, and London to
Brussels rail route.
It became fully operational
in November 2007 when
it was opened by Queen
Elizabeth.
Commenting on the award,
David Begg, chair of the
Judging Panel said: There was
one project which stood out
from all the others in terms of
scale and magnitude that the
judges felt deserved a special
award. It really is the transport
project of the decade, if not of
the last generation.
At a time when Whitehall
has questioned the value for
money from transport projects,
particularly rail, this project
has restored faith in our
ability to deliver and has
enhanced the case for rail
investment.
Responsible for managing
the delivery of HS1, Rail Link
Engineering (RLE) collected the
award on behalf of London &
Continental Railways, the
company behind HS1.
RLE, a consortium of Arup,
Bechtel, Halcrow and Systra,
was responsible for the design
and project management.

and is scheduled to achieve

breakthrough in one months time.
Malms Citytunnel project
comprises 17km of railway, of
which 6km runs beneath the city

centre and the remainder on the

surface. It will connect Malm
Central Station with the resund
Bridge. The project is scheduled
for completion in 2011.

Australia

Thieves pick bits off Brisbane tunnel project

THIEVES in Brisbane have stolen
about US$80,000 worth of
specialised, tungsten-coated, steel
drill bits that were being used
on roadheader equipment to
construct the citys North South
Bypass tunnel.
About 3,000 tungsten-tipped
picks, weighing around 11t,
disappeared overnight from the
Lamington Road warehouse near

the tunnels northern portal. Ten

pallets marked Sandvik were
broken into between February 4
and February 20.
At present, police are unsure
why anyone would want so many
of the pieces, which though with
no street value, are worth around
US$27 each.
A spokesman for the tunnel
project said the items were so

specialised that they could only be

of use to someone who already
kept a roadheader at home.
Police have appealed for public
help to track down the robbers.
The 4.8km-long North South
bypass tunnel, currently under
construction, will pass under
the Bribsane River and eventually
connect Bowen Hills and
Woolloongabba.

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02,04-06,08-10WT0804.indd 5

9/4/08 12:35:24

6
NEWS
US

UK

JF Shea and Traylor

wins Cobb contract
JF SHEA and Traylor has been
awarded the US$305 million
contract to build a 8.8km-long
drainage tunnel that will serve
around 40% of Cobb county in
northeast Georgia, US.
The 8.2m-o.d South Cobb
tunnel alignment will be
located in mainly granitic rock,
at depths averaging 76m. It will
run through bedrock near
Douglas County and then be
routed east to a treatment plant
on the Chattahoochee River.
The contract will also
include four smaller tunnels,
totalling about 1.6km in length,
with diameters of 1.8-3m.
Shea Taylor JV will use a
modied and remanufactured,
Herrenknecht hard-rock, singlegripper, tunnel-boring machine
that was used previously on the
nearby Atlanta West Area CSO
Projects A and B.
The main tunnel will have a
concrete lining, and include
construction and drop shafts,
inlet structures and smaller,
connector tunnels. A lift station
will convey ows from the
tunnel to the South Cobb waterreclamation facility.
Designed to replace existing
wastewater infrastructure, the
tunnel removes the need to
replace 25km of ageing sewers
and two pumping stations.
Construction is scheduled to
begin in June and last six years.
Iceland

TBM for sale

NEXT month sees the release on to
the market of a Robbins TBM that
will be up for sale after it
completes work at the Karahnjukar
Dam Project in Iceland.
With its 7.23m machine
diameter and diameter range of
6.5-9.7m, it has a cutterhead power
of 3,000kW (10 x 300kW) and
speed of 0-8.3rpm. The back-up
power is 600kVA. Made in 2003,
the TBM weighs in at 600t.

Lovat plans October breakthrough

MORGAN Est PLC, the
contractor for the Croydon
Cable Tunnel project in
England, has announced that
a Lovat ME140SE Series
23000 TBM has commenced
work on the second phase of
the project.
Following the recent
completion of the rst drive,
the 3.6m-diameter, mixedface, earth pressure-balance
TBM was removed from
Rowdownshaft and returned to Kent
Gate Way for the second drive to

Transferring a TBM from one drive to another

on the Croydon Cable Tunnel project

Beddington via Lloyd Park.

The TBM will now have to
bore 7km through moderately

weak to
fractured
upper chalk
with int
beds.
By October,
when the TBM
breaks through
at Beddington,
it will have
excavated a
total of 9.8km of tunnel.

Singapore

and achieved another in Singapore

ANOTHER successful breakthrough that has occurred, this
time by Downer engineering with
Lovats help, has been on the C302
cable tunnel project for Powergrid
Ltd in Singapore.
A 6.14m diameter LOVAT
RME242SE Series 18500 TBM,

completed its drive on February 21

2008. The mixed face, EPB
machine had bored 2,629m of
tunnel on an alignment that
comprised multiple compound,
130m radius S-curves, achieving
production rates of up to nine
rings per shift.

Boring through the Jurong

formation, the TBM encountered
an alignment geology that
comprised sandstone, mudstone,
siltstone and limestone, with
varying degrees of unconned
compressive strengths up to 175
MPa.

Switzerland

IUT tunnel fair takes underground stage

ONE of the few, perhaps only,
tunnelling fairs to be actually held
in a tunnel, the IUT (Innovation
Underground) exhibition will be
at the Hagerbach Test Gallery
near Sargans, Switzerland, on
September 17-18. On the
following day there will be an
excursion to a tunnel.
Since 1979, the Hagerbach Test
Gallery has been conducting
research, testing and development
under real conditions in a tunnel
system that is 5.2km long. It is
being constantly developed.
This, the fth IUT, will showcase
the latest trends and developments
from companies in the tunnelling
sector.
More than 5,000m2 of exhibition
space plus an open area of
2,500m2 will be available in the
large cross-section tunnels,
arranged in a circular system to

give exhibitors
easy reach to the
stands. And, for
the rst time, the
rear tunnel
section will be
accessible by
shuttle train.
According to
the organising
committee,
a new IUT
theme stage
has been
designed, to
provide the
optimal
platform for
product
presentations,
launches and
discussions.
As you would expect from
such a high-prole event, there will

be an
extensive
seminar
programme,
based
around the
theme of
Modern
Tunnel Finishing for Road
and Rail.
Further details from www.iut.ch

April 2008
02,04-06,08-10WT0804.indd 6

9/4/08 12:35:30

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19.3.2008 11:39:32 Uhr

8
NEWS
India

Landmark assembly of Robbins double-shield

UK

Acquisition adds new

dimension to MCL
MCL, publisher of World Tunnelling/Trenchless World (WTTW),
has been acquired by Aspermont,
one of Australias fastest-growing
specialist-media companies.
In adding WTTW to its stable,
Perth-based Aspermont can boast
one of the worlds foremost
publications in tunnelling, which
uniquely combines large and
small-bore developments. MCL
also publishes Mining Journal, its
sister title Mining Magazine and
GeoDrilling International.
The combined company will
constitute a global mining and
tunnelling resource, encompassing print, online, conferencing
and other information services.
It will offer over 40 products and
employ about 140 staff.
WTTW publisher Rob Barrowman said: I am delighted by the
merger as it not only strengthens
MCL, but will also boost our editorial resource, with more focus on
Australia and Asia. It will enhance
our circulations in the region,
including China, which is experiencing huge change with massive
tunnelling and trenchless projects.

Staff of Robbins India ofce

with the 10m-diameter,
double-shield machine in
Andhra Pradesh

Anil Kamat, project manager

at Jaiprakash Associates, the
contractor for AMR said: The
assembly has gone quite smoothly,
with some minor mismatch
problems that were worked out.
Even with that, the assembly
on-site has resulted in cost savings

in terms of transportation.
Four months of round-the-clock
work was required to complete the
demanding schedule.
Built in a large launch-pit, using
gantry cranes to hoist the
components into place, machine
parts such as the cutterhead,

gripper system, forward shield,

and telescopic shield were
assembled in a concrete cradle.
The assembled TBM and back-up
then crawled forward by reacting
against invert, segment pieces,
installed progressively up to the
tunnel entrance.
When it comes to disassembling the TBMs and back-ups,
a special chamber will be
excavated using drill-and-blast,
and it will include pouredconcrete inverts and a 170-metricton gantry crane.
The project is expected to
take ve years to complete,
with the tunnel operational in
December 2012.

Thailand

Thai Govt delays mass-transit expansion

BIDDING for contracts to build
Bangkoks Purple Line mass-transit
project could be delayed from next
month, thanks to the new governments plans to expand such
projects in the capital, reports Syed
Rashid Ali.
Deputy prime minister Sahas
Banditkul said recently that a trafc
masterplan, developed by the
Trafc and Transport Policy and
Planning Ofce, would need to be
adjusted to accommodate prime
minister Samak Sundaravejs plans
to expand mass-transit works. This
could lead to a delay in the Purple
Line, but the bidding process will
not be cancelled, he said.
Bidding for a multi-billion line,
linking Bang Sue and Bang Yai (part
of the Purple Line), was planned
for next month after a public
hearing next Monday.
Mr Sahas, who oversees
transport policy, said a detailed
study of how the existing masterplan could be integrated with the
prime ministers proposals would

be conducted by various agencies.

As far as I could learn from the
state agencies, there is no difculty
in integrating the plans. The difference between them is just the
coverage of the extended routes,
which will reach into the suburban
area in eight directions, and the
inner and outer loops, he said.
However, Mr Sahas declined to
specify the framework for the study,
saying there was no need to speed
up the process and that the project
must proceed prudently.
Pranot Suriya, deputy directorgeneral of the Transport and Trafc
Policy and Planning Ofce, said his
agency may have to do another

feasibility study of investment in

the train routes if there were
adjustments to the original plan.
His ofce has already completed
one such study of investment in
10 mass-transit routes during the
Thaksin Shinawatra administration.
However, I dont think it will
take too much time if we have to
do the study again, given that both
plans share common basic details,
he said.
MRTA governor Prapat
Chongsanguan said adjustments to
accommodate the prime ministers
plans would not affect the
masterplan. It was only a matter of
more work needing to be done.
Bangkok

Photo: StockXchange

ON-SITE assembly of a massive

10m (32.8 ft), double-shield TBM
has been completed in Andhra
Pradesh, India.
A ceremony was held on March
18 to mark the ofcial launch of
the Robbins machine; the rst of
two TBMs that will bore a 43.5kmlong water tunnel for the Alimineti
Madhava Reddy (AMR) Project.
The second machine will be
assembled on-site later this year
and launched at the opposite end
of the portal the inlet end.
Previous Robbins projects have
proved that initial on-site
assembly, rather than pre-assembly
in a manufacturing facility, can
save both time and money for
the contractor.

April 2008
02,04-06,08-10WT0804.indd 8

9/4/08 12:36:25

9
NEWS
US

Russia

Obituary: Robert Jenny

ROBERT Jenny, one of the worlds
leading authorities on the
planning, design and construction
management of tunnels and
underground structures, has died,
aged 76.
He was the founder and CEO
of Jenny Engineering Corporation
(1965), based in Springeld, New
Jersey, US.
Mr Jenny is best remembered for
pioneering the use of innovative
tunnelling techniques in the
US, particularly the rst use in
the country of fully-encapsulated,
epoxy-resin, ground-support
dowels for tunnels, which was in
1970.
In 1992, he pioneered the use
of NATM in soft ground for
underground stations and tunnels
in the US.
For the Washington metro, Mr
Jenny was involved extensively in
the design, management and

Robert Jenny
construction of shafts, tunnels
and substations.
On the international scene,
Mr Jenny was responsible for the
design and management of major
tunnel projects, which included

20 22 may 2008
Lingotto Fiere, Turin, Italy

Abramovitch buys
Herrenknecht TBM

acting as consultant for the

undersea cross-over cavern in the
Channel Tunnel, as well as on
the Shanxi Wanjiazhai Yellow
River Diversion Project in
China.
He lectured widely and
co-authored two books: Tunnelling
The State of the Art and
Tunnelling The State of the
Industry.
Born in 1932, Mr Jenny served
in the Korean War with distinction
and went on to study civil
engineering at Newark College of
Engineering.
He later gained a masters
degree in civil engineering, with a
specialisation in geotechnics.
In 1993, Mr Jenny won the
Engineer of the Year accolade from
The American Society of Engineers.
He is survived by his wife,
Marceline, two children and four
grandchildren.

NEWS reaches the WT newsdesk

that Russian billionaire and Chelsea
FC owner Roman Abramovitch has
ordered a TBM from German maker
Herrenknecht in a contract valued
at US$160 million.
His Russian construction rm,
CJSC Infrastructura, is reported to
have signed the contract for the
19m-diameter machine last month.
The TBM will be used for metro
infrastructure projects in Moscow,
St Petersburg and Sochi on
Russsias Black Sea Coast.
Believed to require about two
years to build, the machine will be
the largest ever produced by
Herrenknecht and also the biggest
in the world.
The acquisition will go some
way to increasing the stature of
Abramovitchs construction
company in terms of its ability
to carry out Russian urbaninfrastructure projects.

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02,04-06,08-10WT0804.indd 9

9/4/08 16:30:17

10
NEWS
Greece

Greeces longest tunnel to open this month

The Egnatia Motorways two-way tunnel at Driskos, Ioannina, in north-western Greece (March 26, 2008)

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02,04-06,08-10WT0804.indd 10

UK

Thames Water names

Tideway manager
THAMES Water has announced the
appointment of CH2M Hill as
programme manager for its
Thames Tideway Tunnel scheme
the so-called US$4 billion supersewer that is being designed to
prevent overows from Londons
sewers entering the River Thames.
Steve Walker, major projects
director for Thames Water, said:
The Tideway Tunnel scheme is
Thames Waters biggest single
investment project by far. These
exceptional tunnels will have
enough capacity to store millions
of litres of diluted sewage and
transfer it to our Beckton sewagetreatment works.
This scheme is essential if were
to improve the quality of the river
and reduce the environmental
impact of sewage overows. We
are delighted to have CH2M Hill
on board to help us deliver a sewer

Photo: StockXchange

GREECES longest tunnel ever, at

Driskos, near Ioannina in
northwestern Greece, will open
to trafc this month.
The 4.8km-long road tunnel,
which cuts through mountains
and connects the Ioannina Plateau
with the Aracthos River valley,
has taken a total of seven years
to complete.
The twin-bore tunnel will carry
a 24.5m-wide, dual-carriageway
with two lanes, along with an
emergency lane in each direction.
It is one of a total of 76 new
tunnels being constructed on the
US$5.37 billion Egnatia Odos
a 670km-long motorway route
connecting northwest Greece with
the Turkish border.
Currently one of Europes
largest civil-engineering projects,
the tunnels will have a combined
single-bore length of 99km when
completed.

system t for the 21st Century and

beyond.
As Londons deepest ever tunnel,
lying at depths of up to 80m, the
32km-long, 7m-diameter interceptor tunnel will run from west to
east London, much of it under the
River Thames. It will also dip below
the intricate network of metro
tunnels and services making up
Londons underground infrastructure.
Work is expected to start in
2009 and be completed by 2014.

April 2008
9/4/08 12:37:04

28/02/08

9:53

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AP 200x275 UK.qxd

12
PROJECT: Flood alleviation, UK

Alleviating oods in the h

Rodney Craig looks at an interesting scheme in Bristol, UK, where a tunnel
excavated by drill and blast through much varied ground conditions will
eventually form part of a much-needed ood alleviation scheme

ESSEX Water is investing in a multimillion-pound scheme to improve

the sewer network in Bristol, England, and to reduce stormwater ooding in the
city centre.
The topography of the centre of Bristol rises
sharply to the north towards Clifton, so during
very heavy storms there is quick runoff which
overcharges the combined sewers and causes
ooding of the basements of some of the
properties in the centre.
One scheme designed to alleviate the
problem is the Bristol City Centre Flood
Alleviation Phase II project. Aimed at reducing
ooding, it will remove 57 properties from the
ooding register by April 2009. After a number
of studies, the scheme chosen was for a new
tunnel to take the excess water from the area
north to the Northern Foul Water Interceptor
Sewer.

POTENTIAL SCHEMES
Wessex Water (WW) carried out modelling and
optioneering studies to look at a number of
schemes to reduce the ooding in the area.
These included a separate scheme to remove
the water, transferring the high quantities of
water during heavy storms to other tunnels or
the construction of new tunnels for temporary
storage.
These studies led to two main schemes being
developed:
Option 1: to provide a number of large
storage chambers at strategic locations
Option 2: to transfer the water in tunnel to
other parts of the existing sewer system.
These studies showed that the two schemes
were of the same order of cost, about
US$19 million. The second option, to remove
the water to another area of the sewer system,
was the preferred option, and was approved by
the WW Board as a sustainable scheme.

Map showing the route of the drive relative

to the street locations
For a tunnel of this length and for health &
safety considerations, the minimum internal
diameter is recommended at 1.8m and so a
nominal internal diameter of 2m has been
chosen. The programme is also extremely tight
as the works have to be in operation by April
2009.

SCHEME DEVELOPMENT

TENDER PROCESS

Four years ago, Wessex Water established

Wessex Engineering and Construction Services
(WECS) to carry out its new projects. An internal
company, it turns over around 500 million of
work annually. WECS is the project manager for
the Bristol project, responsible for design and
the construction within the project budget and
programme, as approved by the Wessex Water
Board.
For the Bristol project, WECS is being advised
on the permanent works by Donaldson
Associates, and on the geological aspects of the
tunnelling by Dr Brian Hawkins of Bristol
University.
WECS and its consultants developed the
project to tender stage by studying the tunnel
scheme, taking into account criteria such as the
method of construction, health & safety,
timescale and costs. The tunnel could be
constructed by drill-and-blast methods or with a
tunnel-boring machine (TBM).
The scheme is to construct a bored tunnel of
around 800m in length, up to 70m below
ground level, through soft to very hard ground
ranging from weak, saturated clays and
mudstones to very hard sandstones with
compressive strengths up to 480Mpa. The
potential water pressure is up to six bar and
there is the likelihood of faulted ground at the
end of the tunnel, close to the reception shaft.
The tunnels internal nominal diameter is 1.5m.

WECS decided it would go out to tender only

for the tunnelling work. It would be responsible
for the surface works and its subcontractor
would be responsible for the tunnelling works.
The subcontractor would be responsible for the
works within the tunnel but the site back-up
would remove the spoil from the site: soft and
weak rock would be removed to a spoil tip and
the hard rock to recycling and reuse.
Discussions were held with six contractors on
their capabilities, their proposals for the tunnel
construction, their method of working with a
TBM and drill & blast, and their availability.
Having reviewed the submissions, WECS
decided the proposals for a TBM drive, although
having the distinct advantage of a possible early
completion, also posed potentially major risks in
successfully completing the drive under an
urban environment.
Delays in the drive could result from the very
abrasive ground conditions, with potentially 160
changes of ground condition along the drive and
the likelihood of many complete changes of face
tools in difcult conditions and under
potentially large heads of water. There was no
guarantee that the drive could be completed
without a major incident and it would be very
difcult and very expensive to remove a TBM.
WECS therefore decided that the only solution,
on the basis of risk, health & safety, programme
and cost criteria, was to opt for drill and blast.
Although slower, this posed the least risk and
the project could be completed safely and with
a realistic programme by April 2009.
The tunnel construction was let as a
subcontract to Special Engineering Services
(SES), from Nottingham, a company with
substantial experience in coal mining and
roadways, which was exible and with which
WECS could work. It was known that there were

Diagram showing the cross-section of rock strata

April 2008
12-13WT0804.indd 12

9/4/08 09:58:21

13
PROJECT: Flood alleviation, UK

e heart of Bristol
Geology
The geology was studied by Donaldson
Associates in conjunction with Dr Hawkins,
initially with a desk study followed by some
20 boreholes along the route to a maximum
depth of 93m. Geophysical downhole
surveys were carried out, as was lab testing.
These studies and site investigations were
carried out in 2005/06 at an overall cost of
US$2 million.
The tunnel alignment passes through the
Quartzitic Sandstone Group and the
Hotwells Group (Cromhall Sandstone
potential delays in the starting
date for the works with the
necessary planning, approvals and
consents. During the contract
negotiation, it was agreed that the
rst 50m of the tunnel drive
would be priced on a cost plus
basis, due to the difcult and
little-known ground conditions
with its many potential problems
and uncertainties. The remaining
750m would be on an NEC Target
Price Contract. SES employed
Parsons Brinkerhoff to design the
temporary works for the tunnel
construction.

Group) with a maximum depth of 70m. The

strata are inclined into the face along the
alignment and will pass into a fault zone
near to the reception shaft.
The ground conditions will range from
inter-bedded mudstones, siltstones,
sandstones and limestones to conglomerates, with a maximum compressive strength
of 480Mpa. The face during the site visit was
blocky, with thin horizontal clay layers
between the rock layers. There was little
water in the face.

In various locations, the shaft was enlarged to allow the

equipment to turn around

SHAFT CONSTRUCTION

The restricted working site at the launch shaft

days tunnelling jointly decided by the site team.
The tunnel drive began in September 2007.
Break-out from the shaft was excavated under a
piled canopy and 4m-long rock bolts. The rst
50m of the drive in the fractured ground was
slow and was completed by late January 2008.
The general explosive charge used is 50kg per
2m pull, in 40-45 holes drilled with a twin-boom
jumbo.
During the initial section, a blast curtain was
used to minimise any blast damage outside the
tunnel. Initially, the spoil was excavated with an
Eimco shovel and removed to the shaft by
conveyor. The spoil is now being removed by a
scooptram-type loader by GHH Fahrzeuge.
The 750m-long Target Price section of the
drive started on January 25 and weekly progress
has been in the 11-16m range. Overall progress,
including the initial 50m of the drive, to March 3
was 140m. The drive is programmed to be
completed by the end of 2008. Currently, the
site team is working ve days a week with two
11-hour shifts, with up to two pulls per day.
Blasting is allowed between 7am and 11pm.
Probing ahead is being carried out up to 20m
ahead of the face to test the water pressure and
ingress. The maximum water ow anticipated is
70 litres/s, but only low ows have been
encountered to date. During the weekend, the
invert is removed and concreted and general
maintenance carried out.
The progress is a little slower than anticipated
but it is still early in the drive. However, the
programme for the completion of the drive by
the end of 2008 is not in doubt; if necessary,
measures to improve weekly progress will be
considered in the coming months, such as
increasing the number of shifts to three eighthour shifts or by working seven days a week.

TUNNEL

University and several sensitive buildings,

including the Civil Engineering Department and
its Earthquake Table.
The nal tunnel design has a nominal internal
diameter of 2m. The choice of the nal lining
has not yet been decided and could be concrete
pipes or cast in-situ concrete. SESs choice for
the excavated tunnel is 3m high by 3.5m wide
with a at roof. For the rst 50m, the width is
increased to 4.5m to allow for plant movements
and for other logistic reasons and there are other
width increases along the route for additional
plant movements.
The Parsons Brinkerhoff design for the
temporary works uses 170mm by 150mm RSJs
(rolled steel joists) with a horizontal beam in the
crown and inclined side supports with pin joints
between the members. There are nine ground
support categories with steel support spacings
of 500-1,250mm with mesh between the
arches. The tunnel face is inspected daily and
the ground support category for the next

The specication gives a maximum vibration

restriction at the surface during blasting of
10mm/s. The route passes below Bristol

Thanks to WECS for arranging the site visit and for providing illustrations. Thanks are also due to
Donaldson Associates for supplying information and the geological prole.

The main site between the Trenchard St car park

and the ice rink is very restricted, with very little
storage capacity. The shaft is 16m long by 6m
wide and 8m in depth. The temporary works for
the shaft have been provided by 300mmdiameter steel piles backlled with concrete and
with shotcrete sprayed between the piles. The
piles were installed into the bedrock. As the
ground level and rockhead are very variable in
the area, the spacing of each pile was based on
the depth and strength of the rock found by the
previous pile. This iterative method meant that
the number of piles installed has been reduced
and their spacing increased with a saving of
some 13 piles. The piles on the ice rink side
were closer at a minimum of 0.6m centres,
while those on the car park side were spaced at
up to 3.0m centres. Ritchies, from Scotland,
carried out the pile installation.

April 2008
12-13WT0804.indd 13

9/4/08 09:58:24

14
PROJECT: Hindhead, UK

Going underground
Tom Ireland and Tony Rock of Mott MacDonald
describe the design of the Hindhead tunnel and its
innovative permanent primary lining design

LANNED since 1983, the A3 Hindhead

project, in Surrey, UK, is a 6.7km dual
carriageway trunk road that includes a
1.83km tunnel. Delivered on behalf of the UK
Department for Transport under a Highways
Agency Early Contractor Involvement (ECI) contract, the project is being constructed using the
sequential excavation method (SEM) and will
complete the dual carriageway link between
London and Portsmouth. The tunnel is due to be
opened in July 2011.
The horseshoe-shaped tunnel will be
constructed using progressive, mechanical
excavation with the aid of robotic spraying
equipment to install shotcrete close behind the
face. The tunnelling medium is a soft rock
sandstone for which there was little previous
tunnelling experience, requiring extensive
geotechnical investigations and an innovative
approach to lining design. A 240m-long portal
section though sandy material using a steel pipe
umbrella is also required.
The geology of the Hindhead area comprises
a sequence of ne grained, Lower Cretaceous
sedimentary deposits. The tunnel is within the
Hythe Beds a 90m-thick sequence within the
Lower Greensand Series formation which are
variably sorted, highly glauconitic, variably
bioturbated and cross-bedded sands and
sandstones. The Hythe Bed unit is divided into
six litho-stratigraphic subdivisions, four of which
are on the tunnel alignment.

TUNNELLING CONDITIONS
At its southern end, the tunnel passes through
what is described as medium dense, clean to
silty and clayey ne and medium sand, with
subordinate weak to strong sandstone, cherty
sandstone and chert.
The majority of the tunnel passes through the
more competent Upper Hythe C and D, and
Lower Hythe A units very weak to moderately
strong, slightly clayey, ne to medium sandstone
with occasional thin beds of clayey/silty ne
sand. Typical UCS values lie between 2 and
5MPa; the ground is heavily fractured with six
joint sets, including the sub-horizontal bedding,
with mean fracture centres varying between 190
and 815mm. The tunnel also intersects a small
number of discrete, thin, bentonitic Fullers Earth
beds, formed from air- and water-borne volcanic
ash, including crystal and lithic tuffs.
The tunnel alignment lies mostly above the
historically observed water table, with the
maximum predicted water table exceeding the
invert level in only one location by a depth of
less than 1m.

ALIGNMENT
The tunnels horizontal alignment was based on
road design considerations and environmental
constraints, resulting in a reverse curve through
the tunnel with a minimum radius of 1,050m.
Vertical alignment was determined by
geological constraints. The aim was to

minimise the length of tunnel through the sand

at the southern end to keep it above the water
table and to maximise the vertical clearance to
the Lower Hythe B material, which has
insufcient strength to carry horizontal stresses
around the tunnel opening.
The tunnel passes beneath the Devils Punch
Bowl, which provides a cover constraint to the
tunnel. Cover changes rapidly from a minimum
of 16m to a maximum of 58m within a
horizontal distance of 130m.

DESIGN
The Hindhead tunnel layout comprises twin
two-lane bores. Refer to the typical cross section
below. Each bore has two 3.65m lanes, with full
batter curbs and 1.2m wide verges on each side
of the tunnel. The verge width is sufcient to
allow for sight-lines due to the horizontal
curvature of the tunnel, to accommodate
electrical services and also to provide
wheelchair access to the cross passages and
emergency points at 100m nominal centres
along the tunnel.
The vertical trafc gauge is 5.03m with an
additional clearance of 250mm to the
equipment gauge to allow for apping tarpaulins
and other transitory gauge infringements.
A continuous drainage system is used,
located beneath the curb and verge alongside
the cable duct bank. Other services such as the
re main, high voltage cables and pump mains
are buried beneath the carriageway, with jet
fans, lighting and communication cables
contained within the crown. These requirements
result in a horseshoe-shaped tunnel with an
internal diameter of 10.6m and an excavated
diameter of 11.6m.

FIRE AND LIFE SAFETY PROVISIONS

Cut-away drawing of the tunnel to be built as part of the A3 Hindhead scheme

The tunnel has cross passages at 100m nominal

centres to allow emergency escape to the nonincident bore. Cross passages include re
hydrants, dry pipe connections, re extinguishers and emergency telephones. Emergency
points (EPs) are also provided at 100m nominal
centres located at the mid-point between cross
passages. Each EP has an emergency telephone
and re extinguisher.
A longitudinal ventilation system comprising
20 jet fans per bore is provided for smoke
control a re suppression system could not be
justied on cost benet grounds but remains a
future option.
The design team focused on minimising
whole life costs and developing the requisite
design details.

April 2008
14-15WT0804.indd 14

9/4/08 17:18:20

Excavation works at
Hindhead in Surrey

15
PROJECT: Hindhead
Support type 4 has a full face of sandy
material that extends below the tunnel, therefore
a closed invert is required. The heading must be
advanced with the bench, with the invert closed
a maximum of 6m behind the face.

DESIGN APPROACH AND

METHODOLOGY

TUNNEL EXCAVATION AND SUPPORT

The presence of sand layers, in one location up to
2m thick, led to the choice of the sequential
excavation method, where shotcrete is sprayed at
the face following each excavation advance, a
process known in the UK as sprayed concrete
lining. Standard hard rock tunnel support
techniques such as pattern bolting were not
considered suitable due to the sand layers and
the very low bond stress impacting negatively on
the effectiveness of rock reinforcement.

CONSTRUCTION SEQUENCE AND

SUPPORT TYPES
Four basic support types have been designed for
the standard tunnel cross sections, with minor
variations required at cross passage junctions
and emergency point niches. There is one main
support type for the sandstone section, with
three support types covering the section through
sand and the transition from sand to sandstone.
At the northern end of the tunnel (chainage
3120 to 4650), excavation is in rock (UHC/D,
LHA) and support type 1 is specied throughout.
The tunnel is generally excavated with a full
face heading followed at a distance by the
bench excavation. Due to the generally stable
nature of the ground and tunnel location above
the water table, a closed invert is not required
and the horseshoe-shaped primary lining is
supported on elephants feet.
In addition to the sequences and support

Design initiatives
Provision of spare HV conduit and blind
pits to allow replacement of life-expire
HV cables in routine closures
Modular hydrant connections allowing
replacement in routine closures without
disturbance of cable ducts and other
services
Relocation of in-tunnel sump to outside
the tunnel by using a directional drilled
gravity drain, allowing maintenance
access to sump without a tunnel closure

requirements for each of the support types,

contingency additional support measures have
been specied. The requirement for contingency
measures will be triggered by geological
inspection, mapping and monitoring results.
At the south end of the tunnel (chainage 2880
to 3120 (m001)), excavation is in sand (UHA/B)
and support types 2, 3 and 4 are specied. Due
to constraints on working hours, the excavation
will be carried out on dayshift only and will be
made stable using steel pipe umbrella and face
dowels. The pipe canopy comprises 12m-long,
114mm diameter tubes at 400mm centres with
an overlap of 4-5m. The advance length is a
maximum of 1m for these support types.
Support type 2 has sandy material (UHA/B) in
the heading only, with the heading elephants feet
supported on the sandstone material (UHC/D).
This means self-drilling glass-reinforced plastic
(GRP) face dowels are required in the heading
only, and the heading can advance ahead of the
bench. The face dowels are 12m long with a 4m
overlap and are installed with the same drill
jumbo used to install the pipe canopy.
Support type 3 has a full face of sandy
material, with the elephants feet of the bench
supported on the sandstone material. As the
heading elephants feet are not supported on
sound material, the heading must be advanced
with the bench, with a 2m separation provided
to maintain face stability. Face dowels are
required for both the heading and the bench.

The excavation sequences outlined above are

designed to control strains in the ground, so that
as much as possible of the ground load bearing
capacity is used and the strains are maintained
at levels that minimise yielding.
Non-alkaline accelerators are now available
with no loss in shotcrete strength with time. A
recent innovation is the use of 3-D scanning
survey equipment that provides excellent shape
control for both excavation and spraying, and
allows shotcrete-lined tunnels to be constructed without lattice girders. This technique has
been recently used successfully for the London
Heathrow Airport T5 project (Williams et al.
2004).
Historically, the inclusion of lattice girders
meant the primary lining had to be considered
temporary due to the corrosion potential of the
steel lattice girder within the lining. Spiling is
envisioned in several locations due to adverse
soil layers. This will be carried out with selfdrilling GRP dowels, again with no adverse
durability issues.
The sprayed concrete will be reinforced with
steel bres as is required for safe installation;
however, the design does not rely on the exural
capacity of the steel bres, and the lining is
designed as plain concrete. This is possible due to
the curved shape of the section with all moments
resisted by axial forces within the lining.
A secondary lining is provided to support the
proposed sheet waterproof membrane, and also
to provide re resistance to the tunnel. Made of
plain concrete, all tensile loads in the lining are
resisted by the tensile capacity of the concrete.
Fire resistance is achieved by adding 1-2kg/
m3 of polypropylene bres to the concrete mix
in order prevent explosive spalling. The precise
dosage of bres will be conrmed by re testing.

Acknowledgments
The authors wish to thank Paul Arnold of the Highways Agency for his constructive comments and
Paul Hoyland and Roger Bridge of Balfour Beatty who have provided valuable input in developing
the bored tunnel design.
References
Bieniawski, ZT 1984 Rock Mechanics Design in Mining and Tunnelling. Rotterdam: AA Balkema
British Tunnelling Society, 2006 Occupational Exposure to Nitrogen Monoxide in a Tunnel Environment. London http://www.britishtunneling.org
John, M, Mattle, B 2003 Shotcrete Lining Design: Factors of Inuence. Rapid Excavation and
Tunnelling Conference, pp726734
Williams, I, Neumann, C, Jger, J & Falkner, L 2004 Innovativer Spritzbeton-Tunelbau fr den
neuen Flughafenterminal T5 in London. In Proc. sterreichisher Tunneltag 2004 Austrian Committee
of the ITA, Salzburg, pp4162. Salzburg: Die SIGN Factory

April 2008
14-15WT0804.indd 15

9/4/08 17:18:26

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9/4/08 17:09:17

17
COMMENT: Martin Knights

Tunnelling to a better world

Martin Knights of the ITA examines some of the issues
confronting EU countries with respect to tunnelling
and the development of underground spaces

NDERGROUND infrastructure works

look set to increase in Europe over the
next ten years in new-build, refurbishment and maintenance. It is astonishing that
our industry is witnessing a huge demand for
resources and skills. All this is happening at a
time when societal constraints and inuences
are either encouraging increased use of the
underground or are inuencing how we use
this realm.
There are a number of contemporary issues
facing our industry that will involve:
Building sustainable infrastructure
Providing safe and secure infrastructure and
energy for the community
Ensuring the provision of energy efciency
Providing climate change-resistant
infrastructure.
The ability to meet these issues is affected by:
Access to skills and resources
Cost
Innovation
Inuence and communication.
Shortage of resources is a big issue for our
industry, whether its professionals or skilled
labour. This will require us to attract new
recruits, retrain people from other industries
and provide ongoing training of existing skills.
We might need to attract people from the
developing nations that are building underground infrastructure in the Far East and South
East Asia, and our current workforce will need
to be more mobile. We will also need more
collaborative working to make more efcient
use of human resources.
In the future, costs will be inuenced more
by efciencies in construction, increased
mechanisation and automation. They will also
be inuenced by the nature and method of
forming contracts, while more collaborative
working will be needed to reduce costs. And,
sooner or later, we will have to address the issue
of more standardised methods of construction
and installation.
Innovation will depend on investment by
government and private industry, and incentives
need to be available for people to spend time
and effort in innovation. We need to inspire
condence to embrace innovation. Ours is a
conservative industry, as we know. We have to

be prepared to take commercial risks to promote

the sustained use of new techniques, and we
also need clients and owners to encourage this
leap of technological faith.
Communication and inuencing opinion is
also required to raise awareness of the benets
of going underground. International Tunnelling
Association (ITA) member nations should be
doing more lobbying. We must agree on
concerted European issues, and prioritise how
we promote or address infrastructural problems
with underground solutions. So, l believe our
industry has a great deal to address.
From an ITA perspective, our strategy has
focused on these needs within the efforts
of working groups/taskforces:
WG3
maintenance and repair
WG11 immersed tunnels
WG14 mechanised tunnelling
WG 15 underground and environment
WG17 long tunnels at depth
WG18 training
WG 20 underground solutions
In addition, other groups are working on
contemporary issues. ITAs strategy is focused on:
Public outreach and inuence
Training
Facilitation of innovative ideas between
nations
Encouraging more sustainable solutions in
the use of underground technology.
My own concerns for the future use of underground infrastructure are how to improve the
use of management to reduce the risks of
underground projects, thereby lowering project
costs and safeguarding our workforce and the
public. In the past, tunnelling suffered from poor
publicity, and it is up to us to promote better
processes to manage our industry and project a
better image. Further issues include reducing the
unnecessary conservatism in our industry and
addressing the skills shortage.
A few days ago, I asked a UK transport client
with close ties to future underground projects
what he felt the tunnelling industry needed to
address to create a better future. These were:
Recruitment and training of alternative
resources
Outreach to other global resources
Exploiting technology

Documenting knowledge of scarce skills

Managing competence.

At a recent tunnelling meeting at the Westminster

parliament building in London, l asked a wellknown professor of engineering about his big
concerns for the future of our industry. His
concerns were for better use of reliable remote
sensing in geological exploration; better
prediction of ground conditions; more intelligent
monitoring of the construction and operational
behaviour of tunnel environments; reducing
conservatism in lining design; organisational
structures using the above as a smart means of
working, and more knowledge sharing through
organisations such as the ITA.
In summary, l think the focus for improvement
and innovation to help our industrys future is:
Much better knowledge sharing
Technology/automation efciencies to reduce
costs and ll resource gaps
More collaborative working relationships
Proactively managing risks
Ensuring that sustainable, environmentallyfriendly design is cost-effective.
The ITA is addressing these issues through
congress themes, working groups, taskforces,
strategy and the ITA Committee on Underground
Sub-Surface. But, l suggest that we need to be
more effective at communicating and
convincing the EU of the need to invest in
research to help resolve future issues, and make
tunnelling a logical and sustainable choice for
infrastructure.
Martin Knights is president of the International
Tunnelling Association (ITA) and executive
director of Jacobs Engineering UK

April 2008
17WT0804.indd 17

11/4/08 10:26:12

18
TECHNICAL: Drill bits & buttons

Know your bits

from your buttons

Installing tubes at the

face of the SAAS tunnel

LTHOUGH small, the bit is an essential

tool in rock and ground drilling. When it
works well, nobody notices, but woe
betide if it ever fails. The whole drilling process
might grind to a halt, which can, of course, be a
very costly process. For it is not only the cost of
the bit, but also the associated costs such as
that of the labour involved, machine hours and
the investment cost of the drill bit, to name
a few. All of this will eat into the contractors
prot.
Every driller has an opinion as to what bit
type works in particular circumstances. This
article will look at the key criteria of bit
selection for rock and ground drilling in
tunnelling applications. Rock and ground
drilling are handled separately since the
products they each require are very different
from each other.

Veikko Kuosa of Robit Rocktools outlines the basic

characteristics of these essential rock-drilling tools,
with some case studies where they have been used
known, particularly the rock hardness,
abrasiveness and its homogeneity, or lack of.
Regardless of the application, whether
production drilling or tunnelling, the same
conditions apply.
Buttons are the part of the bit that actually
breaks the rock. Typically made of tungsten
carbide, they can usually be divided into three
groups: spherical, semi-ballistic and ballistic.
Spherical buttons are probably the most
commonly used group. They do not break easily,
Two basic button types

BIT SELECTION FOR ROCK DRILLING

A button bit comprises ve basic elements:
body, face, buttons, ushing holes and
thread. When selecting the bit, the correct
combination of these elements will give the best
drilling results. Drilling conditions should be

Flat face

Drop centre

but their breaking action on the rock is slow.

Ballistic buttons are longer and sharper than
their spherical counterparts, enabling faster
drilling, although with the downside being a
greater risk of button breakage. Semi-ballistic
buttons are a compromise that aim to combine
the benets of both button types.
Face design determines the button layout and
face formation. It has the greatest inuence on
drilling performance and is thus the most
important parameter when selecting the correct
bit for the prevailing rock conditions.
Even though all manufacturers have their
own special face types, there are two basic
face types that can be dened: at face and
dropped centre.
Flat face is a general, all-round model.
Dropped centre should create a certain hole
prole against the bit face that helps to keep
the holes straighter.

April 2008
18-21WT0804.indd 18

9/4/08 12:49:44

19
TECHNICAL: Drill bits & buttons
The best button layout for the conditions is
determined by the hardness, abrasiveness, and
homogeneity of the rock. For hard rock, the rule
of thumb is to choose a bit with many small
buttons. For abrasive rock conditions, larger
gauge buttons are used to protect the bit
wearing out prematurely. In heterogeneous
rock conditions, ballistic buttons are not
recommended because of the high risk of
button breakage.
Holding the buttons in place is the bit bodys
primary task, thus the quality of the material
must be emphasised. There are two basic bit
body designs in use. The standard body can be
used in most cases, but when extra hole
straightness is required, a retrac body is used.
This is usually the case with long hole
applications, but in tunnelling the holes are
rarely longer than 6 metres.
However, in faulted rock conditions, a retrac
body can bring benets, and in tunnelling
applications too. The wide tail of the retrac bit
bears against the hole walls and helps to steer
the bit in a straighter line.
Flushing is essential as it uncovers the
underlying rock by moving the broken rock
fragments up from the hole. If ushing does
not work properly, the bit sticks in the
hole, requiring more drilling
power, which could result in rod
breakage. The bit can also heat up
excessively, leading potentially to
bit failure.
The bit is threaded on to the
rod. If the diameter of the thread is
increased in relation to the bit
diameter, there is a higher risk of
bit-body breakage due to the bits
walls being too thin. Conversely,
excessively decreasing the thread
diameter could lead to rod
breakage due to the torque
induced in the bit.
Luckily, the choice of the
correct bit-thread ratio is made by
bit manufacturers who usually
only make bits with proven
threads in their standard
ranges. Every now and then,
some manufacturers create new
thread types, but there are
some standard thread types that
are available from all manufacturers.
In tunnelling, the most typical are R32
and R35.
Now that we know the rudiments of bit
selection, things get a lot easier. However,
it is important to bear in mind that all
applications are unique and compromises
might need to be made to reach the best
bit choice. Ultimately, it is up to the driller
and his preferences.

Normal body

R-Retrac

The two basic body types

TUNNELLING UNDER HELSINKI

At street level in Fleminginkatu 36, Helsinki,
life carries on as normal, but beneath the surface
a great tunnelling project is taking place. Kalliorakennus Yhtit Oy is building an underground
carpark for SOK. The tunnelling project began in
September 2007 and should be ready by the end
of June 2008. Meanwhile, 66 000m3 of rock
will be excavated to provide
room for the cars.

Drilling and blasting in urban areas sets high

standards on drilling accuracy and loading the
explosives. The whole process has to be under
tight control. In underground applications like
tunnelling, the process causes vibration that
could be harmful for buildings.
In Helsinki, a further challenge is posed by
groundwater levels, which should not be
adversely affected by the tunnelling work. To
ensure this is so, cracks and ssures are lled
with grout, injected through the drilled holes.
Three-boom Sandvik Axera 10 with HLX5
drifters are being used for face drilling. The rock
is a fairly homogeneous, grey granite, so drill
bits with a at face and small, sharp buttons
were selected.
Robit button-bit models 35R48S2 and
38C55S, both with ballistic buttons, were used.
Robits S model features numerous smalldiameter buttons, making it a fast drill option.
And 102mm-diameter reamers are also
being used.
To extend bit life, the buttons were grinded
by Robits grinding service in Lempl. By
grinding the buttons, bit life can be three to four
times longer than without any maintanance.
According to Juha Selin, site manager of
Kalliorakennus Yhtit Oy, Robits bits have
performed as expected and have not exceeded
the budget.

Face design
determines
the button
layout and
the face
formation.
It has the
greatest
inuence on
drilling
performance

April 2008
18-21WT0804.indd 19

9/4/08 12:49:48

20
TECHNICAL: Drill bits & buttons
Two basic button types

Standard/spherical/round

Ballistic/semiballistic

CASING FOR TUBE UMBRELLAS

When drilling a tunnel in overburden or broken
rock conditions, the challenge is to stabilise
the tunnel roof so that it will not collapse. A
widely-used method for achieving this is with a
tube umbrella; a technique also known as
forepoling. Steel tubes lled with grout and
placed in an umbrella formation support the
tunnel roof, and they are installed according
to the tunnel prole. Typically, the tubes are
15m long and formed by 3m steel casings.
The most common casing sizes are 88,9/8,
114,3/10, and 139,7/10 (casing diameter/
maximum casing wall thickness). Different
countries have their own standards, and the
casing used usually depends on the engineers
who plan the tunnel. Casings are drilled in the
wall by jumbos with a basket boom to allow a
worker to set the casings in place.
Several different systems are available for
casing drilling. Some are based on eccentric and

18-21WT0804.indd 20

others on concentric rotation. In eccentric

drilling systems, there is a high risk of delay due
to jamming and hole deviation, especially
in fractured rock conditions or in overburdens
with big boulders.
With concentric drilling systems, straighter
holes are achieved with lower torque,
regardless of the ground formation. In addition,
concentric systems result in solid contact
between the ground and the casing. They are
more common in tube umbrella projects.
The main elements of a concentric casing
system are the pilot bit, ring bit and casing shoe.
Some manufacturers offer all system parts
separately. In Robits case, the casing shoe and
ring bit are pressed together during manufacture.

The main elements

of a concentric
casing system are the
pilot bit, ring bit and
casing shoe

Face drilling

The pilot bit is locked to the system by

feeding the rod and applying some rotation at
the same time. The easy, automatic connection
between the pilot bit and the ring bit is easy for
a novice to grasp initially, and allows fast
drilling for experienced users.
Casing shoes are usually welded to casings
on site. To save time, there are usually several
casing shoes welded to the casings beforehand.
Also, drill rods with pilots are ready-installed in
their place on the casings.

SAAS TUNNEL
The Saas tunnel in Switzerland is one of many
tunnel projects in that country, but it is
becoming a very challenging drilling project,
thanks to its practical importance and technical
challenges arising from ground conditions.

9/4/08 12:49:52

21
TECHNICAL: Drill bits & buttons
On the left, a top
hammer pilot bit from
two different angles
and on the right a ring
assembly (ring bit +
casing shoe) from two
different angles

The tunnel is part of a 27-year-old project

designed to alleviate the trafc problems on
the A28 road going from Landquart and leading
to the famous city of Davos in the Canton
of Grison.
As already achieved in the villages of Klosters
and Kblis, the trafc problem in Saas will be
solved by the construction of a by-pass tunnel.
Awarded the contract for the construction of
the tunnel was the joint venture ATUS (ARGE
Tunnel Umfahrung Saas), consisting of the
companies Walo Bertschinger AG, Zrich, CSC
Impresa Construzioni SA, Lugano, Rothpletz,
Lienhardt + Cie AG, Aarau and Gebr. Vetsch,
and Kblis.
The Saas Tunnel is 2,580m long, including
open-cut stretches of 130m at the Saas West
junction, as well as 15m at the Waldhof portal.
The smallest radius is 600m.
Starting at the Saas West junction, the
gradient of the tunnel is 2.6% in the direction of

The Saas tunnel in

Switzerland is one of
many tunnel projects
in that country, but it
is becoming a very
challenging drilling
project
Waldhof. The transversal slope is 6.5% on
curves and 3% along straight lines.
As a consequence of the difcult geological
conditions of 20% of the tunnel, the descending

excavation will be achieved under the

protection of tube umbrellas along a total length
of 380m, starting from the newly-built
Hexentobel bridge.
Ground conditions along this difcult section
could be described as an alternation of hard
broken rock and soft ground. Most of the tools
available for forepoling applications cannot be
used in this type of condition due to the high
drilling requirements.
While most forepoling products are made for
relatively soft ground, the Robit Casing System,
called RoX, was designed to be used from the
softest conditions to the toughest rock.
ATUS has chosen Robit, among several
suppliers, for the supply of the casing system to
drill the totality of the arches. The reinforcement
of the roof consists of 30 arches of 30 piles.
Each pile will be 14m long, with the casing
having a diameter of 114.3mm and a thickness
of 6.3mm.

GROUND CONTROL SOLUTIONS

Each tunnel has a different geology and requires specific
customized products and systems. DSI Tunneling Products and
Systems match these requirements perfectly.
Our extensive R&D activities guarantee innovative, flexible and
reliable underground support products to control every imaginable
condition. We offer a complete line of high-quality ISO 9001:2000
certified and patented products. DSI is a leading company in the
development, production and application of ground control
solutions for the tunneling market. In line with our strong service
approach, we are always committed to satisfying our customers
demands.

Rock Reinforcement
DYWIDAG THREADBAR Anchors
Rebar Rock Bolts and Spiles
IBO, IBI & DYWI Drill
Self-Drilling Bolts and Spiles
Expandable Friction Bolts
AT Power Set Self-Drilling
Bolts and Spiles
Mortar-Mixing Pumps

Local Presence Global Competence

TUNNELING SYSTEMS

www.dsi-tunneling.com

Headquarter Tunneling

Rock Support

ALWAG Tunnelausbau
Gesellschaft m.b.H.

Steel Arches and TH-Beams

Pasching/Linz, Austria
Phone +43-7229-6 10 49 0
Fax
+43-7229-6 10 49 80
E-mail: office@alwag.com

Liner Plates
Pantex Lattice Girders
AT LSC-Elements
Lining Stress Controllers
AT Casing System
AT Pipe Umbrella
Support System
AT Drainage System

Pasching
AUSTRIA

18-21WT0804.indd 21

Bristol, VA
USA

Nottingham
UNITED KINGDOM

Santiago de Chile
CHILE

Bennetts Green, NSW

AUSTRALIA

AT GRP Injection System

9/4/08 12:49:54

22
TECHNOLOGY: Tunnel machine guidance

From A to B: the art

of TBM guidance
Tunnel machine navigation systems have moved on a
bit since the days of the traditional theodolite. But
just how do they navigate in the bowels of the
earth? Bill Hollinshead reveals how it is done

OW do todays tunnelling machines do

it? TBMs and roadheaders must manipulate through questionable soil
conditions and negotiate a snaking underground
alignment of known obstacles, also hitting intermediate stations on target, to end up within
5mm of the design goal, regardless of the distances involved.
It is a complex process that begins as a
concept at the tunnel designers desk, well
before the first shaft is sunk, and ends with an
on-target hole-through celebration. Between this
austere beginning and celebratory finish is the
concerted and dedicated effort of many,
involving personnel from diverse disciplines
including mechanics, plumbers and electricians,
to name but a few.
But, maintaining line and grade is the job of
the thankless surveyor and his staff, utilising the
guidance method of choice. These guidance
tools have evolved over the years from
rudimentary theodolites and measuring tapes
used on drill and blast tunnels, through lasers
and grid targets, to todays modern electronic
guidance systems.
We marvel now how land surveyors of
yesteryear, using those primitive theodolites and
measuring tapes, could start on opposite sides of
a mountain and successfully meet in the hostile
darkness beneath the huge mass of rock. If those
surveyors were to have the capability to see into
the future, they would be astonished at the
proliferation of todays available toolkit, which
includes GPS for above-ground project setup,
north-seeking gyros for precise establishment of
direction, and the marvel of distance measurement with light beams.
And then, when the tunnel excavation begins,
the wonders of technology further provide us
with todays electronic guidance systems PPS,
TACS, VMT, ZED and others that provide
virtually hands-off, precise presentations to the
machine operator of real-time machine position
relative to design line and grade.
But, as high tech as these systems are, they all
utilise the same concepts that were fundamental
to the surveyors who met under that mountain

namely the theodolite (known today as a total

station) for measuring angles, and the equations
used in calculation of location. Those
theodolites of the past used metallic Vernier
scales to display angles. The surveyors used a
magnifying glass to enlarge the numbers
sufficiently to read them accurately. Distances
were measured with steel tapes that required the
user to manually compensate for the variation in
tape length due to temperature variations.
Todays total station measures angles
electronically with great accuracy and integrates
electronic distance measurement to remote
targets. Minor mechanical variations in
manufacture of the total station, and the impact
of atmospheric conditions on distance
measurement, are all automatically compensated for by the total station.
In addition, total stations use motorised hand
controls for aiming toward the target. And
finally, these ultra-smart total stations contain
target-seeking capability, which, when pointed
reasonably close to a target, will automatically
centre on the target and complete a full set of
angle and distance measurements to
that target.
These capabilities of
the total station enable it to be fully
computer-controlled and become
the central core of
the hands-off capability of todays
modern tunnelling machine
guidance system. Guidance is
somewhat of a misnomer, in that the
systems dont
control the
tunnelling
machine but
present the
machine operator
with a display
showing accurate
indications of the
machines realtime location relative to the design
line and grade.

Figure 1: fixed targets on the excavatng machine

Using the guidance systems

So, what is the general operating procedure to
effectively utilise these high-tech guidance
systems?
In the tunnel, a total station is mounted on a
bracket fixed to the tunnel wall. A reference
prism is mounted separately in a similar manner.
The positions of each are surveyed in by the
survey staff to determine the 3D locations of
each in the coordinate system of the project.
These stations provide the known locations from
which measurements of the tunnelling machine
position are to be made.
Under computer control, the total station
automatically measures to targets that are mounted in fixed positions on the excavating machine.
(See Figure 1) The total station measures angles
and distances to these targets as related to the
fixed total station location, whose position is
fully defined. A dual-axis electronic inclinometer
is also mounted on the tunnelling machine to

Figures 2
(above) and
3 (left): block
diagrams of a
PPS Machine
Guidance
System

April 2008
22-23WT0804.indd 22

9/4/08 11:37:48

23
TECHNOLOGY: Tunnel machine guidance
precisely measure roll and pitch.
Then, using a robust onboard computer, to
which the inclinometer and total station are
electronically interfaced, the measurements are
processed by many of the same equations
employed by those surveyors of yesteryear, to
calculate the precise location of the machine for
presentation to the operator. (Figures 2 and 3 are
block diagrams of a PPS Machine Guidance
System.)
The gold standard used to determine this
final location is the design line and grade to
which the measurements are compared. For
instance, toward this end, the PPS system uses a
customised data file, which combines design
line and grade, and which has been previously
installed in the guidance system computer at job
startup. It is this data to which the real-time total
station measurements are compared in order to
provide the current differential positioning
information to the machine operator on an at-aglance graphics-oriented display. Other useful
information is also presented on the operators
display screen. (See Figure 4.)
An ancillary, but important, capability of
todays electronic machine guidance systems is
the real-time calculation, selection and
orientation of pre-cast liner segments. This
feature combines manufactured ring geometry
and theoretical ring sequence (both stored in the
system computer) with just-mined values of
shield position, extension cylinder values and
tail clearance, to provide optimised recommendations for ring type selection and keystone
positioning. Graphical presentations of
recommended ring selection and orientation are
available for in-tunnel use. A database of the
installed ring sequence is provided for analytical
use by tunnel management.
Operation of the modern tunnelling machine
guidance system is generally hands-free.
Exceptions are the periodic relocation of the
total station and reference prism mounting
brackets to new positions immediately behind
the tunnelling machine. However, even these
events are computer-assisted to enhance
movement accuracy and minimise the time and
Figure 4: the operators display screen

Calculating segmental lining rings

The reinforcement of a tunnel with tubings can be simplified and standardised with the optional
PPS ring calculation software. Ring geometry and theoretical ring sequence are the basis for the
calculation.Based on shield position, cylinder values and tail clearance, the PPS program
chooses from pre-defined ring types the one that keeps the TBM on line with the smallest
offsets or to bring it back to
the tunnel axis. When
using universal rings, it
shows the position
(rotation) of the keystone.
This feature is a very
good example of the
integration of the guidance
system in the excavation
process. It helps the
operatorto keep on track
during standard excavation. When the machine
Software displays the best-fitting segmental ring type
stops to prepare for ring
erection, the program asks for additional geometrical values (cylinder extraction and tail
clearance). These can be provided by manual measurement or comefrom automatic systems
installed on the machine. Very quickly, the fully automated process can present the best-fitting
ring type for the present position. This allows the crew to focus on their original tasks without
distraction.
Once the ring is finished, all related data can be stored in the database. From there it is
possible to print out a ring build protocol, which is an essential part of documentation.
personnel required for the move. The necessity
for this move-up is generally determined by lineof-sight considerations (such as when
negotiating curves) and other physical
parameters.
The primary factors contributing to successful
guidance system operation are:
1) A clear optical path between the total
station and the tunnelling machinemounted targets;
2) Stable brackets for the machine-mounted
targets, as well as the tunnel wall-mounted
total station and reference prism;
3) Precise knowledge of the locations of
machine-mounted targets relative to the
machine centre line; and
4) Regular independent survey of the asmined tunnel to confirm agreement
between the guidance system and final
tunnel location.
There are many advantages to the use of an
electronic guidance system, as compared to
manual techniques such as laser and grid
targets. Among these are:
1) Reduced ongoing requirement for survey
personnel;
2) Steady consistency and high accuracy of
as-mined line and grade;
3) Reduction of reading errors;
4) High productivity due to significantly
reduced time required for ongoing survey
operations;
5) Ability for arbitrary placement of total
station, as opposed to the requirement for

a laser to be placed on a precise

alignment;
6) Automatic database archiving of as-built
tunnel information; and
7) Automatic creation of as-built ASCII files
and PDF files for external analysis of
system data.
Most of todays electronic machine guidance
systems have their genesis in a common source.
In the early 1980s, Mr Alwin Poltinger led a
group of engineers and surveyors who created a
guidance system for internal use by the
DYWIDAG Construction Company, based in
Germany. Some of the personnel from that
group went their own way to create alternative
guidance systems. With the demise of the
DYWIDAG construction activities, Mr Poltinger
continued with his guidance system, which is
now the much-respected PPS (Poltinger
Precision Systems) Machine Guidance System.
The surveyors of the past who met under that
mountain set the groundwork requirements.
Today they have been fulfilled by modern
electronic tunnel machine guidance systems
tools that are now a widely accepted technology
that adds to the high technology base of PLCs,
variable-frequency drives and real-time machine
performance data communications.
William (Bill) Hollinshead is an electronic
engineer with Precision Centerline, Inc., the
North American distributor of PPS Machine
Guidance and Control Systems, Suwanee,
Georgia, US. E-mail: bill2holl@cs.com

April 2008
22-23WT0804.indd 23

9/4/08 11:37:50

24
TECHNOLOGY: Non-circular TBMs

Non-circular, full-face TBMs

Figure 4: cross-section of 15.2m diameter

In this paper from the World Tunnel Congress in

Prague last May, Professor M Krck of the Geotechnical
Design Ofce in Bojnice, Slovak Republic, looks at
various non-circular concepts in TBM design

Figure 4: cros

APID development of full-face tunnelboring machines has resulted in the use

of very large machines that are often
more than 14m in diameter. However, only
two-thirds of those excessive cross-sections are
used efciently. Therefore, the development of
Figure
cross-section
of 11.62m-diameter
these2:machines
focuses
on excavating ideal
railway
TBM
cross-sections,
similar
to those that are typical of
the New Austrian Tunnelling Method (NATM).
The above-mentioned developments mainly take
place in countries such as Japan and Germany,
but also in Slovakia where private enterprise
plays a major role. Several concepts associated
with these machines are described below.

INTRODUCTION

figuration

Tunnel-boring machines with diameters in

excess of 14m can be found working on various
projects: in Madrid, a Herrenknecht 15.2mdiameter EPB shield; at Niagara Falls, a Robbins
14.4m-diameter, hard-rock TBM; in Switzerland,
a 14.4m-diameter Wirth machine, and in the
Netherlands, there is a 14.87m-diameter TBM
from French manufacturer NFM.
However, a disadvantage of such large tunnelboring machines for trafc tunnels, railway or
road tunnels with two-to-three lanes is that the

Fig 4: cross-section of 15.2m diameter

Fig 2: cross-section of an 11.62m-diameter

Figure 2:
cross-section of 11.62m-diameter
TBM-driven
tunnel
railway TBM
excavation in the bottom part of the prole is not
utilised and often in-lled (see g 2). This is a
consequence of TBM-driven tunnels, where the
road pavement is supported by columns or nibs
along the full length of the tunnel, similar to a
bridge deck (see g 4).
But, non-circular types of full-face, tunnelboring machines, which have cross-sections that
create the prole achieved in drill-and-blast and
NATM, solve this problem.

cutter located at the centre of the face and

featuring multiple planetary cutters at the
extremities (g 8). The orbit of the planetary
cutters can be changed by adjusting the angle of
the swing arms attached to them. Various crosssections, such as rectangles, ovals and arches,
can be created relatively easily.
Figure 9 shows the DPLEX (developing
parallel link excavation) shield method as used
in Japan by the Hitachi Company for the
construction of Subway line No. 11 in Tokyo.

CONCEPTS IN NON-CIRCULAR TBMs

FOR SOFT GROUND

For soft ground, there are two interesting shield

concepts designed for full-face tunnelling. One
is the DPLEX shield for a three-lane motorway
tunnel with an economical cross-section of
17.2m wide and a total length of 12.8 m.
The other is a quadripartite cutterhead (g 11)
that, for stability, has the face of a pre-EPB shield
Fig 5: cross-section of DOT (Double-O-Tube)
and the rotational speed of a screw conveyor.
Horizontal
configuration
against conventional excavations
SUCCESSFUL
NON-CIRCULAR
TBMs
TBM concept, combining rotational and
Figure 7:
variations The
of cross-section
Japan is well-advanced in the design of nonsliding cutter methods, is also
Horizontal configuration
circular, tunnel-boring machines. However,
interesting (g 12). The TBM is
tion of a DOT
these are mainly designed for soft, sedimentary
of the slurry-shield type.
Tube)
rock, probably due to the fact that all big
industrial cities in Japan are situated along the
SUCCESSFUL
coast,
which
is
typi
ed
by
this
type
of
ground.
NON-CIRCULAR,
Horizontal configuration
An advantage of Double-O-Tube (DOT)
HARD-ROCK TBMs
tunnel-boring machines that have circular crossThisFigure
area has
been Wirths
7: variations
of cross-section
Figure 7: varia
Figure 6: a triple-circle shield tunnelling machine
sections is that the excavated tunnel takes up
main focus for the past
excavated
and
platform by
Figure
5:two
cross-section
ofexcavated
a DOT
less space in of
terms
of both height and width
15 years and for The Robbins
Fig 6: railway
line
andrailways
platform
Figure 5: cross-section
a DOT
and it has a lower overburden compared to a
Company for the past 20
a triple-circular, (Double-O-Tube)
shield-tunnelling machine
(Double-O-Tube)
single, circular tunnel tube (see g 5). However,
years. Since 1991, Wirth has
Horizontal configuration
due to static reasons, the disadvantage is that
developed and manufactured
column support is required at the intersection of
the Continuous Miner
Figure 7: variations of cross-section
Figure 6: a triple-circle shield tunnelling machine
the twotwo
circles.
is also the case with multiMachine, which has
excavated
railways This
and a platform
circular shield machines, which haveFigure
been6: used
been
successfully
used in
a triple-circle
shield
tunnelling machine
Figure 5: cross-section of a DOT
Figure(see
8: three-part
OK
(muddy
excavatedarticulated
twoCanada.
railways and
platform soil pressure) shield
successfully for subway stations
g 6).
Its aundercutting
(Double-O-Tube)
Various cross-sectional shapes (g 7) can be
achieved with a shield machines circular disc
Fig 7: cross-section variations
Figure 8: three-part
articulated OK (muddy soil pressure) shield
Figure 7: variations
of cross-section

Figure 5: cross-section of a DOT

(Double-O-Tube)
24-25WT0804.indd 24

April 2008

Figure 6: a triple-circle shield tunnelling machine

excavated two railways and a platform

Figure 8: three-part
9/4/08 16:44:03

Fi
w

Figure 6: a triple-circle shield tunnelling machine

excavated two railways and a platform

Figure 8: three-part articulated OK (muddy soil pressure) shield

25

TECHNOLOGY: Non-circular TBMs

s for the 21st Century

Figure 7: variations of cross-section

tunnelling machine
and a platform

Fig 9:Figure
4m-wide
shield,
9: DPLEXDPLEX
shield, 4m
wide, inNarashino,
Narashino CityJapan

Figure 11: developing parallel link

Fig 8: three-part articulated
OK8:(muddy
soil pressure)
shield
comprises
four rotary-cutting
excavating 4-division
type
Figure
three-part
articulated
OK (muddy
soil pressure)
shield
heads (g 17). The front two
have the same circular shape.
Behind them are two other
cutting heads, of which the
barrel-shaped higher one
excavates the crown while the
lower one, which may be barrelor drum-shaped according to
Figure 12: combination of the rotation cutter
Figure 11: developing parallel link
and sliding
cutter methods
Fig 11 (left):
quadripartite
(right):
the nature of the rock, excavates
excavating
4-division type cutterhead. Fig 12
combination of rotation cutter and sliding cutter methods
the invert. Such a conguration
enables the excavation of a
technique distinctly increases the excavating
fully-economical cross-section.
performance per cutter.
Another advantage of the two plus two face
This development has now been applied for
TBM concept, compared to the circular one, is
the rst time to the reaming (undercutting)
that in the case of geological dislocation it can
principle. Wirths TBE 500/1440 H-HST is a
lower the upper head by means of hydraulic
reaming tunnel-boring machine, capable of
jacks (g 18). This allows access to the space
boring diameters of up to 14.4m. Used to drive
over the barrel heads without the need to make
the Uetliberg
tunnel
in Zurich,
Switzerland,
last
additional excavations.
Figure
12: combination
of the rotation
cutter
sliding
methods
year, the machineandhas
a cutter
slightly
elliptical prole
Two possible tandems can be attached
at 14.4m wide by 14.2m high.
behind the two plus two face TBM cuttingThe American tunnelling machine, a hardhead system:
rock excavator made by Robbins that belongs to
TBMs with expanding hydraulic jacks pressed
the class of machineFigure
with conventional
radial 4m wide,
against
the tunnel lining
9: DPLEX shield,
in Narashino
City
chisels, has also been used with success.
TBMs with extruded, concrete lining systems,
enabling the sort of rapid tunnelling that is
NON-CIRCULAR, HARD-ROCK TBMs
well-known, particularly in Japan.
The idea of developing technologies that would
enable us to excavate an economical prole
A TBM concept can also be used to excavate the
rapidly is based on the fact that the construction
horseshoe-shaped prole associated with NATM.
of more than 50km of motorway tunnels are
This comprises one non-circular head with two
required in Slovakia. As there is no need for an
additional, pear-shaped cutting heads (g 20) for
invert in the majority of long Slovak tunnels,
nishing and excavating the horseshoe-shaped
the horseshoe-shaped economical prole
prole. The power supply for the nishing cutting
seems reasonable and advantageous.
head is situated inside the barrel, which provides
The two plus two face TBM concept
electricity and cooling via a non-rotating shaft.

In soft rock, it is possible to use this type of

TBM with the shield and segmental lining. The
concept of TBM that has only one non-circular
head and two nishing pear-shaped cutterheads
behind, which excavate a horse-shoe shaped
prole, is well-known in the NATM sector. The
power supply to the nishing cutterhead is
inside a barrel in which electricity and cooling
is provided by means of a non-rotating shaft.
Both TBM concepts are patented.
In softer rock, it is possible to use the concept
with shield and segmental-lining system. Apart
from the use of pear-shaped cutters for the TBM
gripper, it is also possible to use nishing cutters
for a shield-type TBM. Hydraulic jacks for
pressing against the tunnel lining adjacent to the
nishing cutting heads have a telescopic design.

CONCLUSION
The economic advantages of a non-circular TBM
with a horseshoe-shaped prole is useful for
long, full-face trafc tunnels. The cost of excavating a tunnel is lower than with a circular TBM:
The cost of rock excavation is 20-30% lower
due to the smaller prole, i.e. lower costs for
electric energy and changing of cutting discs
The construction cost of lining a smaller
tunnel circumference can be 15-20% lower
Backlling and compacting of the space
beneath the road pavement or railway
increases the speed of driving
Disadvantages of the non-circular TBM are:
Higher capital cost associated with making a
more complex TBM
More rings for the tunnel lining.
For tunnels longer than 3km, these disadvantages are mitigated and the advantages of noncircular TBMs prevail.

Figure 18: 3D view of the TBM with partial section

through upper barrel-shaped cutting head

Fig 17 (left): two plus two

face TBM

Fig 18: 3D-view of TBM with

partial section through upper
barrel-shaped cutting head

Fig 20: TBM with pear-shaped

cutters for NATM prole

References
Yukihiko ISHIKAWA 1998, Attachment Type
Three-Centred Station Shield; Ing. Marin KRC K
2002, A possibility of designing TBMs for
economical cross section tunnels Geotechnics
2002 Bratislava; Hitachi Construction Machinery
Co., Ltd. 2006, Activitie 2006
Underground Space the 4th Dimension of
Metropolises Bartk, Hrdina, Romancov &
Zlmal (eds) 2007 Taylor & Francis Group,
London, ISBN 978-0-415-40807-3i

April 2008
Figure 17: profile driven by means of NATM

with the use of25

the two plus two face TBM
24-25WT0804.indd

Figure 18: 3D view of the TBM with partial section

Figure 20: profile of NATM driven with use of full-face
through upper barrel-shaped cutting head

TBM with the finishing pear-shaped cutters

9/4/08 16:44:16

26
SHOW REVIEW: ConExpo 2008

ConExpo raises the bar

The latest ConExpo show offered a number of products and services that are as
applicable to the tunnelling world as to other construction sectors

UNNY, multi-themed and gambling-mad

Las Vegas was the venue for ConExpo,
which was held between March 11-15.
Not perhaps the best place you might think for a
major trade exhibition, but the Las Vegas Convention Centre is probably as good a venue as
youll get anywhere on the planet, and probably
a lot better than most.
ConExpo is North Americas largest trade fair
of any industry, setting records for attendance,
exhibit space and exhibiting companies, and is
one of the largest shows of its kind anywhere in
the world.
In terms of exhibition space, it provides a
truly vast expanse: 211,966m2 spread over many
halls lled with every conceivable construction
product or service from over 2,182 exhibitors. It
proved an all-encompassing construction show.
Attendance gures were impressive, as
anyone who was there would have conrmed.
In just ve days, ConExpo had 144,600 visitor
registrations; a seminar programme offered 130
sessions on all aspects of construction.
Yet despite all this success, ConExpo can in
no way be regarded as a major tunnelling (or
indeed trenchless) event, despite the presence of
major players such as Atlas Copco and Sandvik.
So why go there and write a review in the rst

place? Simply because, despite the small

number of tunnelling-orientated manufacturers,
the show boasts many other companies,
products and services which, although of a
general nature, are as applicable to tunnelling as
to other construction sectors but are not
normally reviewed. So, below is a selected list
of those services and products that fall into this
category. The only downside to it all is that the
next ConExpo will be held in Las Vegas in three
years time but as the saying goes, what
happens in Vegas stays in Vegas.

ANTRAQUIP
Maryland-based Antraquip says that its rock and
concrete cutting attachments have taken the
construction industry by storm. The companys
rotary cutters, ranging from the AQ-1 to the AQ6, are designed to excavate rock and concrete
without undue noise and vibration, and can be
used with excavators ranging from 1.5 to 120
tons. The company is now offering a number of
cutting drums for tunnelling, as well as
numerous types of carbide cutter bits (picks) for
different applications. Some of the benets
claimed for the companys cutter boom
attachments include rugged gears and housing;
powerful high-torque hydraulic motors; and a

swivel mechanism that allows the cutter to be

turned at 22.5 increments without having to
remove the cutterhead from the excavator.
www.antraquip.net

ATLAS COPCO
Tunnelling acionados would have found
various items of interest that were newly
unveiled at Atlas Copcos press launch. This
included the Secoroc RC 50 (Reverse Circulation) hammer, which has been designed for 140152mm holes and built for tough conditions. Its
open standard bit shank means easy compatibility so that drillers are not tied to using
equipment from one supplier. It also has a
through-hardened centre recovery tube for a
longer service life.
Also of relevance to tunnelling is the new
The Antraquip hydraulic cutter
boom attachment

April 2008
26-29WT0804.indd 26

9/4/08 16:32:35

27
SHOW REVIEW: ConExpo 2008
Atlas Copco Dynapac
articulated ashpalt
roller
Dynapac range of
articulated asphalt
rollers. Covering the 10-13t range, the new
high-frequency (HF) tandem rollers are aimed at
large projects such as highways and airports, but
suited equally for use on both thin and thick
asphalt layers.
Atlas Copco says the new machines have
been designed to be simple to service and are
also modular so they can be supplied to suit the
particular needs of customers. They are powered
by a Cummins QSB 4.5 water-cooled turbodiesel engine with after cooler, with rated power
at 82kW or 93kW at 2200 rpm for the Dynapac
CC424HF; 93kW or 112kW for the CC524HF
and CC624HF. The new models have operating
masses ranging from 10.5t to 12.6t, with the
weight split evenly between front and rear drum
modules.
www.atlascopco.us

BRUNNER & LAY

Brunner & Lay manufactures a wide range of
tools for the tunnelling sector, supplying many
of the well-known drill rig manufacturers. The
companys range of drilling accessories have
been designed for hard-hitting rock drills and
include rock bits. Taper bits and button bits are
available in numerous diameters. Also available
are shanked rods, drifter rods, drill steels,
couplings and shanked rods.
www.brunnerlay.com

CHEMGROUT
Grouting equipment supplier ChemGrouts stand
was bristling with new developments. This
included the CG-542 Series of Rock Bolt and
Cable Grouters (pictured) that have a low prole
designed for conned spaces, such as tunnels
and mines. Hailed as being ideal for nonowable, cement grouts with water/cement
ratios as low as 0.35-0.40, the units have two
22-gallon mix tanks, a 10-gallon holding hopper
and progressive cavity pump for continuous,
non-stop pumping. A further benet is that mix
tanks have removable tops to facilitate clean-up.
An auger in the 10-gallon holding hopper
ensures that the material is kept well mixed
while awaiting to advance to the pumping stage.

Units come in air,

hydraulic, electric/
hydraulic and diesel/
hydraulic power options.
Also new from
ChemGrout is the CG-680
High Pressure Colloidal Series of skid-mounted
grout plants that can mix and pump slurries of
cement, yash, bentonite and lime our. They
come in output sizes of 10, 15, 20 and 32
gallons/min and can be powered by hydraulic,
electric/hydraulic and diesel/hydraulic options.
www.chemgrout.com

Ditch Witch JT 3020 Mach 1 directional drill rig

CON-ARCH

EQUIPOS MINEROS

Building cut and cover tunnels may be facilitated

by the Con Arch system, hailed by its maker as a
cost-effective method of designing and building
strong, reinforced concrete arch tunnels. It can
also be used for culvert and storm sewers.
An innovative and efcient forming and
concrete placement system lies at the heart of
each project. Heavy gauge re-useable steel arch
formers are bolted together in sections up to 24m
long, creating travelling formwork that is ready to
accept poured concrete and
strong enough to be
stripped and moved the
day after the concrete has
been placed. Backlling can
begin, using light equipment,
within 48 hours of concrete
placement. The nal step in the
process is to apply any required
decorative treatment to the head and wing walls.
A wide range of standard forms is stocked in
widths up to 15m, although larger spans up to
30m can be catered for using a custom steelribbed forming system. The maker claims that
using the system over conventional methods can
result in cost savings of 10-20% or more.
www.con-arch.com

Perhaps known more for its mining rigs than its

tunnelling equipment, Equipos Mineros is also a
supplier of equipment for the tunnelling sector.
From its base in Santiago in Chile, the company
has been manufacturing rock-drilling equipment
for over 32 years. Typical of its output is the EMRS27 rock-splitting drill rig (pictured) which has
diesel hydraulic tramming and is designed for
secondary reduction with a hard rock splitter.
www.equiposmineros.com

DITCH WITCH
Recently launched by Ditch Witch is the JT 3020
Mach 1 all-terrain directional drill rig. Key
features of the new machine are a Cummins
116kW turbocharged diesel engine which can
automatically increase torque, if needed, during
tough drilling operations; a heavy-duty rackand-pinion thrust drive with welded-on double
rack claimed to offer lower maintenance and
better reliability; and a well-equipped operator
station. The company claims that the heavy-duty
anchor system uses as much torque as drills
twice the size so as to anchor and hold in
virtually any drilling operation. And because
open-top vice wrenches are angled towards the
operator, a good view is afforded of the tool
joint. In driving mode, the unit measures 5.59
long x 2.03 wide x 3.02m high.
www.ditchwitch.com

FLYGT
Flygt, part of ITT Industries, manufactures
submersible dewatering pumps that can all be
used for tunnelling applications. The company
has enjoyed signicant success following the
introduction of its N-Impeller programme
introduced in the 1990s and designed primarily
to reduce clogging. The range can be introduced
in any application that requires dewatering and
this includes the heavy-duty models such as the
HS 3000 series and the HS 5100/5500 series
that has been designed to handle extremely
abrasive slurries containing sand, gravel, grit or
ash without damage.
www.ygt.com

GODWIN PUMPS
Among the products on display on the stand of
Godwin Pumps was the companys latest
launch, the new, single stage HL110M DriPrime Pump. Ideal for tunnel shaft dewatering as
well as applications in mining and quarrying,
the 100 x 75mm unit can pump maximum ows
of up to 115m3/h, passing solids of up to 19mm
in diameter and is capable of heads up to 185m.
The automatically priming pump, which can
prime from dry to 8.5m (28ft), has been

April 2008
26-29WT0804.indd 27

9/4/08 16:32:38

28
SHOW REVIEW: ConExpo 2008
Godwin HL110M DriPrime Pump

designed to run dry indenitely without damage

during intermittent ows. Several of Godwins

pumps are currently in use in a major tunnelling
project at Niagara Falls.
www.godwinpumps.com

HAAG ENGINEERING COMPANY

There has been a structural collapse in a tunnel
under construction and no one is sure why it has
happened. Or a serious re has halted the
operation of a tunnel for months. Who do you
turn to for an objective analysis of where things
have gone wrong in these situations? One
solution might be to consult Haag, an
engineering consulting rm that provides a
forensic service that determines the cause and
scope of damage. The practice performs
investigations and analyses into failures,
damages, defects, accidents and collapses, and
can provide expert witness testimony in
litigation. Specialist engineering staff provide
comprehensive, technical reports for clients,
private companies, corporations, manufacturers,
insurance companies and law rms.
www.haagengineering.com

MAIT
Mait claims that it is one of the few drill rig
manufacturers to make all the components of its
rigs, other than motors and hydraulic components. According to the companys Mariano
Antonelli, Mait is not currently focusing on
tunnel drill rigs but can manufacture them to
special order. Typical of this genre is the GEA
550J fully-hydraulic crawler drill, claimed to
offer power and versatility and dedicated to
sub-horizontal drilling. Typical applications of
the rig include jet grouting and micro-piling
(fore-poling) for pre-consolidation and support
of large diameter tunnels. One of the interesting
features of this rig is that the controls are
mounted on a fully moveable panel, allowing
operators to work from any position within a
10m radius of the rig. It comes equipped with
both electric and diesel power units.
www.mait.it

MICHELIN
Having your picture taken with the Michelin
Man was not the only attraction on the tyre

manufacturers stand at ConExpo. Also on

display was a range of the companys
workhorse tyres designed to reduce operation
costs for end users. This included the Michelin
X Quarry S Tyre, which is designed to offer
optimised, even tread wear, long life and
machine protection for haul trucks in high speed
operations. It is also claimed to allow for higher
tonne kilometres per hour than the standard
X Quarry tyre. Also on display was the
companys XDT Tyre, which is claimed to
reduce wheel spin and improve traction, thanks
to its long, even-wearing tread pattern.
The XHA Tyre is designed for a wide range of
construction equipment and can be used on
loaders, graders, dozers, scrapers and truckloading applications.
www.michelin.com

MOXY
Norway-based Moxy Trucks was represented by
US distributor Moxy Trucks of America.
Numerous new models were on display,
including the Ejector Truck range, which can be
used in restricted height applications, such as
tunnelling. Moxys ADT (Articulated Dump
Truck) range includes the MT26, which has a
pay load of 24,100 m3 and can also be tted
with an ejector for applications where the usual
tipper type of conguration cannot be
accommodated due to height restrictions. The
latest update of this vehicle seen at ConExpo
can be tted with wet disc brakes all round.
www.moxytrucks.com

QUALCOMM ENTERPRISES
Qualcomm Enterprises Services provides
wireless eet management solutions, such as the
GlobalTracs Suite, that is designed to ensure
companies get the most out of their vehicles. It
allows them to keep an eye on equipment,
where it is, how it is being used, if it is being
used correctly, for how long and if it is being
used for the purposes for which it was intended.
The system uses a variety of methods
including GPS, satellite mapping and location
updates. The OmniVision System for Transportation is designed as a mobile computing platform
for the enhancement of safety, productivity and
efciency.
www.qualcomm.com

RED ROSE USA

For situations where built-up cement needs to be
removed quickly and easily, Red Rose USA offers
Speedy-Clean, a liquid compound formulated to
dissolve built-up cement on tools and equipment
associated with the concrete ready-mix industry.
The liquid compound has been formulated to
have enough acidity to dissolve hardened
concrete, although it contains no sulphuric,
muriatic, hydrochloric or phosphoric acid. It is

also claimed to be non-corrosive, non-fuming,

non-ammable and 100% biodegradable.
Once concrete is softened by the application of the liquid, it can be washed away with
high-pressure cold water. The manufacturer
claims that the product, available both in
aerosol and large tub formats, can remove cured
cement, concrete, mortar, grout or stucco from
any surface, as well as removing old rust and
oxides. Yet it does not harm paint. It could be
useful where cement has been allowed to
harden over that shotcrete nozzle.
www.redroseusa.com

ROBIT ROCKTOOLS
There was plenty to see on the stand of this
Scandinavian drilling tools manufacturer. Robits
drill and button bits use top-quality Scandinavian steel and are exported to more than 30
countries worldwide, having been used on many
major tunnelling projects. The companys Hard
Top Series of button bits covers all the diameters
used in various top hammer drilling applications. And Robits Casing System has been
designed to be a robust and reliable solution for
major top hammer and down the hole
applications.
www.robit.

SAFETY MANAGEMENT SYSTEMS

Accidents happen. Reporting and analysing why
they happen is part of the investigation process
that could be facilitated by Airsweb software
from Safety Management Systems.
Developed by former engineers with British
Aerospace, the web-based incident and accident
reporting software provides a full range of
incident recording, investigation and analysis
tools that have been designed to manage all
aspects of an organisations safety, health and
environmental management programme.
Airsweb is claimed to monitor every incident
that occurs in real time, with the information
gathered forming the basis of future investigation; to allow companies to better understand
the causes of losses, thereby helping to ensure
that repeat events do not occur; to improve the
quality of a companys reporting while at the
same time reducing data input; and to measure
performance, forming the basis for reporting and
reviewing.
www.safety-software.com

SANDVIK
Sandvik launched numerous tunnelling-related
products at the show, and this included a new
generation of patented guide bits designed to
help improve productivity and economy. Special
guiding gauge buttons are at the heart of the
new design, enabling, the company claims, fast
and accurate rock cutting while retaining the
ability to drill good, straight holes. Efcient

April 2008
26-29WT0804.indd 28

9/4/08 16:32:39

29
SHOW REVIEW: ConExpo 2008
Sandvik guide bit
ushing capabilities
means that cuttings are
removed quickly from
the bit front helping to
reduce bit wear so all
buttons have new rock to
break at every blow of the
piston. All buttons have a
robust ballistic shape to cut
aggressively and achieve faster penetration. All this, says Sandvik, means long bit
service life, high penetration rates and high
productivity.
Also aimed at tunnelling is the RT300 range
of cemented carbide button bits that are claimed
to have up to twice the service life, higher
productivity and lower costs compared to
similar products; this, says Sandvik, can save
big money in aggressive rock formations. The
new button bits are aimed at all rock formations
but especially those where button breakage is a
problem.
Traditionally, achieving the right balance
between hardness and toughness has been a
compromise between one or the other. Sandvik
claims it has now created the optimum
formulation in its cemented carbide buttons that
can drill a wide range of rock formations, thanks

to the introduction of
XT48, a multi-purpose
hard metal for rock bits
that has increased
toughness without
compromising high wear
resistance.
www.sandvik.com

SKF
Ball bearings are one of those
products which, although perhaps not
the most exciting to look at or even write about,
are nevertheless indispensable to industry, with
tunnelling being no exception. Associated with
the manufacture of ball bearings is SKF, a
German company with a history that goes back
to 1895. The company is still going strong, and
recently supplied replacement ball bearings for
the TBM that was involved on the Big Dig in
Boston.
SKF recently launched a new, energyefcient, tapered roller bearing that is designed
to reduce friction by 30% and more. Key
benets of the new bearing design include lower
bearing temperatures, reduced risk of skidding
and smearing, higher reference speeds and full
interchangeability with standard tapered roller
bearings.
www.skf.com/trb

VERMEER
Fresh from recent acquisitions, Vermeers stand
was packed with a variety of new and existing
products reecting the various companies
Vermeer has bought. Typical of these was
equipment from the recently acquired Texasbased Horizontal Rig and Equipment (HRE), a
manufacturer of horizontal drilling rigs (HDD).
On display was the impressive 1Mlb pullback HDD rig from HRE, which will be
manufactured at the Vermeer manufacturing
plant in Pella, Iowa, along with the other two
models in the HRE range having 500,000 and
750,000lb pullback. All HREs drill rigs will now
carry the Vermeer brand and be sold through
Vermeers distribution channel.
Dave Wisniewski, senior director of
underground solutions for Vermeer, said: The
market for drill rigs of this size is robust, as gas,
oil and major water and sewer projects have a
strong global outlook. While there are
competitors in this range of drills, we feel our
global sales and service distribution network
will distinguish Vermeer in this market.
www.vermeer.com
The next ConExpo will be at the Las Vegas
Convention Centre in Las Vegas, USA, on
March 22-26 2011.
Further details: www.conexpoconagg.com

"

 



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26-29WT0804.indd 29

 


 


9/4/08 16:32:41

30
TECHNOLOGY: Innovation
Compact miner launched
SOUTH Wales-based Metal Innovations
Holdings plc has launched the Celtic Miner
1500, a small, tracked, hydraulically powered
excavator. The manufacturer says the machine
designed primarily for small seams in drift mines
is also ideal for tunnelling, thanks to its power,
size and versatility.
At 3m long and 660mm high, the Celtic
Miner 1500 can simultaneously cut and feed
coal onto an in-built conveyor. For a lower
capital investment, the unit is claimed to be able
to give smaller operations the output normally
associated with much larger mines.

The 1500 joins the ranks of other units in the

companys ranges, such as the Celtic Miner
4500 and a range of other machines, including
hydraulic power packs, tracked chassis and
conveyor systems, also developed by MI. The
company has provided bespoke engineering
solutions for the past ten years.
Managing director Gareth Thomas said the
company planned a substantial expansion of its
mining interests, in Wales and England, through
purchases and joint ventures, using its own
machinery to gain a cost-effective edge. On the
tunnelling side, it is holding talks with a leading
The Celtic Miner 1500 is ideal for tunnelling

international construction company that wants a

modied Celtic Miner 4500 to carry out
excavation trials in service tunnels for a highprole project.
www.metalinnovations.co.uk

Ultra lightweight
tablet rolled out
FOLLOWING on from last months Innovation
announcement concerning its P470 notebook
designed for rugged environments, Getac has
now announced the launch of the E100
lightweight tablet. Designed
to be light enough for eld
workers to carry their
computing requirements
on the move, the E100 is
said to be the lightest, fully
rugged tablet available,
weighing only 1.4kg.
Designed not only to
Getacs E100
is light
yet
tough
enough
for harsh conditions

High-Shear Mixers up to 2500 litres

Fully automated mixing

Grout pumps up to 200 bar

and grouting plants

Pressure and flow recording systems

Backfill systems

Compact grouting units

Packer

First choice
Hny AG Buechstrasse 20 8645 Jona / Switzerland
Tel +41 44 925 41 11 Fax +41 44 923 38 44 www.haeny.com

30-31WT0804.indd 30

9/4/08 14:51:14

31
TECHNOLOGY: Innovation
resist damage from accidents, the laptop is also
aimed for use in harsh weather conditions,
complying to MIL-STD-810F, and is also IP-54compliant.
Up to ve hours use is possible from the LiIon battery, and a second battery can further
extend life. The shock-mounted hard disc drive
is designed to be vibration- and shock-resistant
while the G-sensor prevents data loss from
sudden impact.
One of the more interesting features of the
unit is the 205mm (8.4) TFT SVGA display, with
touch screen functionality and Getacs
proprietary anti-reection technology, designed
for hassle-free data input. Even in bright
sunlight, the option of a Sunlight-Readable LCD
display can ensure continuous use under bright,
ambient lighting conditions.
The magnesium alloy case not only
contributes to the overall low weight of the E100
but is also durable and protective. There are also
sealed I/O caps and doors to prevent solid
particles and moisture such as dust, rain and
spillages from entering the unit, meaning that
the E100 remains operable at most times,
thereby helping to avoid downtime.
www.getac.com

Worlds biggest breaker

ATLAS Copcos HB 10000 ProCare is working
on the enlargement from twin-track to four-track
of the railway line from Sandvika (via Oslo City)
to the Gardemoen airport.
Expanding the existing track trunk line
required some 71,000m3 of rock to be removed
over a distance of 900m. However, blasting was
out of the question, due to nearby residential
buildings and the high costs involved in
environmental and safety aspects. The entire
project is scheduled to take 11 months and the
contractors were looking for ways to increase
the rock breaking capacity.
The solution came in the form of the HB
10000 ProCare, the worlds biggest hydraulic
breaker, which can achieve some 2,000m3 per

week, around 50% more than its little brother,

the HB 7000, a 7t class hydraulic breaker.
Another valuable asset, according to Hegna
Maskin of contractor Notodden, is the Atlas
Copco ProCare servicing contract. We now
have a clear idea of the operating cost of our
equipment and can prot from the know-how of
the Atlas Copco people who are planning and
carrying out the service and maintenance.
www.atlascopco.com

High-speed Ethernet

as the
DDW220, it is
possible to
create a
highspeed link
between two
distant Ethernet
The DDW-220 Ethernet
networks using any
line extender from
twisted pair cables or a
Westermo Data
multidrop network
Communications
covering potentially
hundreds of kilometres.
Intended for easy use, the DDW-220 is
designed for extremely harsh industrial
environments, with a metal case for robustness
and the ability to be used in operating
temperatures between -40C and -70C. The
unit is also said to be able to handle indirect
lightning strike transients, power induction and
short circuit problems.
Westermo Data Communications Ltd is a
subsidiary of Westermo Teleindustri AB of
Sweden.

UK-BASED Westermo Data Communications has

launched what it hails as an innovative new
Ethernet line extender that can establish a
reliable, high-speed, remote connection between
Ethernet networks using any existing twisted pair
copper cables. The DDW-220 combines the
functions of two Ethernet line extenders and a
four-port managed switch, enabling users to
build complete Ethernet networks.
Its ability to connect networks over distances
of up to 10km means that the DDW-220 is
suitable for applications in tunnelling, as well as
in highways, railway signalling, power stations
www.westermo.co.uk
and industrial
plants. Data
travels at speeds
from 192 Kbit/s to
5.7Mbit/s in both
directions.
Standard
Ethernet networks
are limited to
100m for point-topoint transmisCable & Rock Bolts
sions over copper
cables. For longer
Void Fillings
distances,
Waterproofing
expensive bre
optic cabling or
Shaft Sealing
radio links must
be used. However,
by employing a
line extender such

Worlds Leader in
Underground
Grouting Equipment

Atlas Copcos HB
10000 ProCare is
the worlds biggest
hydraulic breaker

see us
at MineExpo
Las Vegas
booth #1642

April 2008
30-31WT0804.indd 31

Making grouting profitable for over 45 years

www.chemgrout.com
708.354.7112
9/4/08 14:51:15

32
SUPPLIES
SERVICES
SUPPLIES&AND
SERVICES
CIVIL ENGINEERING

PIPE EQUIPMENT

RECRUITMENT

Applied Felts Limited

Castle Bank Mills
Portobello Road
Wakefield
WF1 5PS

Shaft sinking
Tunnelling /
Timber Headings
Deep Drainage
Specialist Plant
Hire

UK & OVERSEAS OPPORTUNITIES

Tel: +44 (0) 1924 200535

Fax: +44 (0) 1924 366951
email: sales@appliedfelts.co.uk
Specialist Manufacturers of Cured-In-Place
Materials for the Rehabilitation of Pipes
and Conduits

www.appliedfelts.com

SHAFTS & TUNNELS

Principal Senior & Section Engineers

(Excavated & SCL Tunnel Exp.) Surrey
Tunnel Resident Engineer & Inspectors USA
Tunnel Engineers (Immersed Tunnel Exp.) UK
Immersed Tunnel Design Engineers - UAE or UK Based
Tunnels Project Directors Hong Kong & Surrey
TBM Shift & Section Engineers - London
Tunnel Engineers, Site & Design - USA
Tunnel/Underground Structure Design Engineers
UK, Australia, USA & UAE
Tunnel Ventilation Engineers UK & USA
Tunnelling QS South East

Email careers@v-engineeringrecruitment.com
Telephone + 44 (0) 207 754 5999
www.v-engineeringrecruitment.com

32 Brunshaw Avenue, Burnley,

Lancashire, BB10 4LT
Tel/Fax: 01282 452666
Mobile: 07917 625802
E-mail: chrismarley@btinternet.com
www.chrismarleycivils.co.uk

Shaft jacking systems

Grout mixer/pumps - 200 L to 2000 L
Vent fans 500 to 1500
Locos - battery and diesel
Track and pipework
610 gauge rolling stock

tunnel shutters
Specialist Plant Asscociates
Tel: +44 (0) 1234 781882 Fax: +44 (0) 1234 781992

Email: info@specialistplant.co.uk

DRILL PIPES RODS TUBULARS

DRILLING TOOLS

The only API spec 7

approved drilling equipment
manufacturer in the UK!
COLCRETE EURODRILL

FOR SALE
JeLaDo Drilling Services
LTD & Co. KG
Graf-Edzard-Str. 7,

CUSTOM-MADE CUTTERHEADS FOR TBMs

MICROTUNNELLING AND VERTICAL OR
DIRECTIONAL DRILLING MACHINES.
BACK UP AND MUCK HAULAGE SYSTEMS.
ROLLING STOCK AND SPECIAL TUNNELLING
RELATED EQUIPMENT
PH. +39 0565 857127
FAX +39 0565 856152
sales @palmierirocktools.com
www.palmierigroup.com

HEAD OFFICE
NORTH AMERICA, AUSTRALIA
& REST OF WORLD
Contact: Jim Moore, Sales Executive
Mining Communications Ltd,
Albert House, 1 Singer Street,
London EC2A 4BQ, England.
Tel: +44 (0)20 7216 6060
Fax: +44 (0)207 216 6050
E-mail: jim.moore@mining-journal.com
SCANDINAVIA
Contact: Richard Dolan
Tel: +44 (0)20 7216 6086
Fax: +44 (0)20 7216 6050
E-mail: richard.dolan@mining-journal.com

DRILLING &
GROUTING
EQUIPMENT
Mini piling/Piling casing (up to 32")
Casing advancing systems
Reverse circulation
Rotary percussive
Water well casing
Drill rods: Friction welded up to 51/2"
Capacity up to 14" diameter
Length up to 10 metres
Grouting and bentonite
equipment
Manufacturer of spares
and accessories

ADVERTISEMENT OFFICES

Tel: +49 4943 990662 Fax: +49 4943 990664

www.hddrigs.de info@hddrigs.de

1: American Augers DD-140, 700m rods, 1200 liter pump,

reamer etc.
2: Vermeer D80x100, approx. 2000h, year 2000, 750l aplex
pump, 620m rods
3: Vermeer D50x100, approx. 4000h, year 2000, 500l kerr
pump, 500m rods
4: Huette HBR 206D, approx. 2200h, year 1998, 470m rods
We have TCI Three cone bits for all Ditch Witch terrar machines for 760

ITALY & SWITZERLAND

Contact: Fabio Potesta/Daniela Chiusa
Media Point and Communications SRL,
Corte Lambruschini
Corso Buenos Aires, 8 5 piano
Interno 7-16129 Genova, Italy.
Tel: +39 (010) 570 4948
Fax: +39 (010) 553 0088
E-mail: info@mediapointsrl.it
GERMANY & AUSTRIA
Contact: Gunter Schneider
GSM International, Postfach 20 21 06, D-41552
Kaast, Germany.
Tel: +49 2131 511801
E-mail: info@gsm-international.eu
www.gsm-international.eu
JAPAN
Contact: Kazumi Yamazaki
Accot Corporation, Yamazaki Bldg,
7-19-4 Nishiogu, Arakawa-ku.
Tokyo 116-0011, Japan.
Tel: +81 3 3800 3229
Fax: +81 3 3800 3844
E-mail: accot@ga2.so-net.ne.jp
UK
Contact: Linda Wineld
Tel: +44 (0)1268 769666
Fax: +44 (0)1268 769665
E-mail: linda.wineld@mining-journal.com

April 2008
32WT0804.indd 32

10/4/08 12:14:20

One breakthrough after another.

Innovation.

or 50 years, nobodys
broken more new
ground than Robbins.
Robbins invented the first
successful tunnel boring
machine. That was only the
beginning of a long line of
rsts: The rst Main Beam
TBMs. Hard Rock disc cutters.
Floating grippers. Double
Shield TBMs. Nineteen-inch
cutters. Wedgelock cutter
mounting. All major innovations that have driven the
industry.
And while others try to copy
these innovations, they cant
duplicate our results. Thats
because Robbins innovations
arent mere imitations. Theyre
continuous improvements in
TBM design, driven by real
challenges and lessons
learned on more than 700
projects worldwide. Learn more.

www.TheRobbinsCompany.com.

Robbins Innovations.indd 1

28/8/07 12:12:44