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3475 PDF
3475 PDF
by
R. SRINIV ASAN
H. E., A. M. T. E.
Professor of Civil Engillferillg
AND
Head of the Dept. of Civil Engineering
B. V. B. College of En/.?ineering and Technology, HUBLI.
FIRST EDITION
1958
, H - ....
"
. t
L, L
Hubli
R. SRINIVASAN
3- 10- 1957
CONTENTS
ECTION 1
CHAPTER PAGE
1. HARBOURS
II. NATURAL PHENOMENA, TIDE , WIND
AND WAVE 7
III. BREAK WATER . 17
IV. WALL BREAK WATERS. 24
V. DOCKS. ....---: 29
VI. REPAIR DOCKS. 37
VII. ENTRANCE LOCKS. 49
VIII. Q.UAYS. 56
IX. TRANSIT SHEDS AND WAREHOUSES. 61
X. }& MAINTANANCE DREDGING. 64
SECTION II
TUNNEL ENGINEERING
1. _,PENERAL ASPECTS . .
11. SOIL CLASSIFICATION AND TUNNELING
METHODS. --:- 10
III. OTHER METHODS OF TUNNELING IN
SOFT SOILS. 19
IV. COMPRESSED AIR TUNNELING IN
DIFFERENT TYPES OF SOILS 30
V. ,A'UNNELING IN ROCK. 33
V!. _sR"AFTS. ' ~ . 42
,....VI1. _;FU NEL LINING. ~ 48
VIII. ' DRAINAGE OF TUNNELS. ~ 59
IX. TUNNEL VENTILATION AND DUST
PREVENTION. ~ 61
SYLLABUS 65
INDEX 67
CHAPTER I
HARBOURS
As navigation developed, ships felt the necessity
to find shelter during their cruise and thus arose the
creation of havens, where ships could take in and
discharge, passengers and cargo, under protected
conditions. Such a place of refuge is called a Harbour.
As methods of navigation improved, these vessels
gradually increased in size, number and importance;
then arose the imperative need for providing suitable
and commodious accomodation. Harbours are
broadly classified as: (1 ) Natura! and (2) Artificial.
/ Natural harbour: Natural formations afford- \
ing safe discharge facilities for ships on sea coasts,
in the form of creeks and basins are called Natural
harbours. With the rapid development of navies
engaged either in commerce, or war, improved ac-
commodation and facilities for repairs, storage of
cargo and connected amenities had to be provided in
natural harbours.
4rtificial harbours: Where such natural
facilities are not available, countries having a sea board
had to create or construct such shelters makint use
of en ineering skill and methods and such har ours
are cal e Artificial harbours. J.'
I ..
no.o.o !;Te.6.0
Natural roadstead.
FIG. 1
Artificial roadstead.
FIG. 3
artificial roadstead could be formed by enclosing a
tract providing good anchorage, by projecting solid
walls called jetties from the shore (fig. 4).
5 C A
ROAD :H~AD
5 II 0 II. ~
Confined basin.
FIG. 5
From their utility and situation harbours are
further classified into three major types, viz,
(i) Harbours of refuge including Naval bases.
(ii) Commercial harbours, connected with ports.
(iiI ) Fishery harbours:
It is necessary to study the requirements of these
types and provide for them.
Requirements of harbour of refuge :
j (i) Ready ascessibility.
(ii) Safe and commodious anchorage.
(iii) Facilities fo~ obtaining supplies and repairs.
On dangerous coast-lines, disabled or damaged
ships, under stress of weather conditions will need
quick shelter and immediate repairs. All types of
naval craft, small and big will need refuge in an
emergency and hence such refuge harbours should
pro ide commodious accommodation. }V10dern big
ships will require a lot of elbow room for purposes of
manouvering or turning about.
HARBOUR 5
h = H {t - .02
4
y'D (1 + Vi)}
""here H is the height in feet of unrestricted wave
at the entrance mouth of width 1 feet, h the reduced
height of the diminitive wave inside the harbour at
a distance D' from the mouth and where the harbour
is L feet wide. This formula is applicable to a dis-
tance of 50 feet from the entrance and where the har-
bour is well protected by a vertical sea wall..
Tides during ebb cause scour in a narrow
entrance, likely to undermine foundations of sea
walls and this factor has also to be considered in the
design.
C HAPTER II
NATURAL PHENOMrnNA
TIDES, WIND AND WAVE
Wave moment.
FIG. 7
-1-1 E-161lT
FIG. lO(a)
PRE':55UQfc
Dl0~'Tl0"
BREAK WATERS
~~=l'==
Concrete blocks on top and frot face.
FIG. 13
e)<TIO-AIOIl
~-------.'OC o·':""·----.-,,.--__
• r E R.IO~
Mound formation.
FIG. 16
I NTtRIOR
(a)
It provides a platform for handling cargo.
It protects the top of the mound.
(b)
It reduces the mass of rubble required for
(c)
the mound in proportion to the depth at
which it is founded.
Unlike the ordinary or plain mound break water,
this type of construction makes it possible for ships
to come close to the break water wall on the inner
or harbourside for loading and unloading cargo.
Heavy concrete blocks are used on the sea face
for protection. The front batter changes from ' 2·8
to 1, abruptly to 1 to 1 in order to provide a sharp
edge to cut the waves on impact.
(ii) Mound with superstructure founded below L. W.
level:
This type of construction affords the advantage
of founding the superstructure well below the
level of disturbance, the waves having _practi~
IUL_oot\:H'bing effect at such low ve s. In deep
BREAK WATERS 21
l.It', L
~ IWPPl"R ~
~~~I~
LoooR llf:'LD tly <II""N~. '
Discharge from hopper barge.
FIG. 19 (b )
When the mound rises up sufficiently high that
hopper barges cannot be used, decked barges (fig. 20)
are resorted to. These are loaded and brought to
the site and slightly canted by flooding compart-
ments on one side, causing a tilt which dislodges the
material.
This method has the advantage of offering the
BREAK WATERS 23
opportunity for a uniform depositing, simultaneously
over a large area.
A - OMPARTMENTS CO"'~I"'ING
~TE.R &AlLAST '
~=tl A A A A :J±±
,Decked barge.
FIG. 20.
~2 ) Staging method,' A series of piles are driven
at regular intervals of 15' to 20' and connected by
longitudinal runners, struts and braces (fig. 21 ) forming
a number of parallel tracks for tipping waggons to
move on rails. These tracks are well above the high
sea level and at 25' to 35' centres. The material is
hauled on this staging and is tipped at the ends and
sides. As work in one section is completed the staging
is removed and re-erected in a forward posi tion to
continue the work. Very heavy and powerful tackle
arrangement is necessary to withdraw the staging piles
from the areas where the mound has been completed.
Cross-section of staging.
FIG. 21
(3) Low level method,' This consists in forming a
length of mound from the shore, well above the
high sea level and using this for laying tracks and
running tipping waggons on this solid break water
structure as it advances. This method naturally
restricts the scope of a multi-section attack, but has
the advantage of consolidating the mound formed, by
the traffic of loaded waggons.
C HAP T E R IV
f.2-2 TOH3-j
Horizon tal force 011 sea-wall.
FIG. 22
m. Uplifting: It. 1 due to wave action or wave
force underneath a mas. The only opposing force to
eliminate this is the weight of the masonry, which
thus is a simple case of equal and opposite forces.
IV. Fracture: This docs not result directly
from wave action. It may be caused by the dislocated
blocks, knocking against each other, and breakin~ ~
loose the joints and such failures are usually avoidec ~
by proper bonding 11) the masonry, by joggles etc ~
(see fig. 23 ) . >-
0::
~~I()
[IJ , rn :J
-
1Xl ~ "'"
..J
'I,
II,
~
~
('I')
I'-l<TF.-IUO
TB
t
~ _l!-•.~~~""'"
JUTr:- e,.o.G5 F-ILlt-O WIT-Il CONCRf-Tt-
r:-IG>1ING 50 TONS TO 100 TON:I.
1l-·- ---.4""o·.()I:-"-~·I
___.....-METHODS OF CONSTRUCTION:
_./
!.9
::
(Lu4lTtl ~ :W~ ~.
a,a\ .:d" T"" ..... "u,a t;,IU.(U)
DOCKS
,
'\
\.
I U~. '\
I ( ~ANNEi. \.
I '
I
. e, A 5 I '"
oS E- ...
-tf
. eo ... SIN
STIlAIGIlT
Q.UAY
-T-e:--"'---- -V
r---e,-Q-e--..-II--- W-
..
\.__ _ _ _ _ _ _--'-_ _ _ _-'_
O U T LYIHG
r.RI':""'~ "'6.TE-~ TO
SUt"l Te-~ 1!>.~lIi
•
f-tHQAN'f:-
yther aspects:
(1) Availability of fresh water to replace leakage
and fouled water from docks. In inland ports sepa-
rate canal from the rivers will have to be drawn for
this purpose, if alternate sources of supply are not
available. In the case of sea coast docks the sea water
could be used for cleaning and replenishing the dock.
(2) Approaches must be sheltered and of sufficient
depth. In many cases both on the open sea coast
I or in inland docks, the approach channel has to
frequently dredged (fig. 27 ).
In certain ports, docks could be approched only
at high tides as the approach channel cannot be
navigated at low tides.
Design and construction of basin or dock walls:
Design loads:
IU.TUJU.l f-lU.lNG
TO Q~~T !)UI'PII'IG .
Sliding caisson.
FIC . 33
(ii) As the water level has to be kept constant
the sides and bottom should be made impervious and
arrangements must be made to supply any loss of
water by leakage.
DOCKS 35
Ship caIsson.
FIG. 34
Sizes of dock entrances: The width of
entrances depends on the largest ship the dock has to
receive. Modern ships have beam widths upto 100'
nearly, and to accommodate the largest ship the
entrance will have to be ufficiently wide for this
purpose.
2 TON CII"'N~
1-,,'-1
REPAIR DOCKS
. + 1/
16
~AG f>oLTS f~
K eel block.
SIDE
ONTOON
Rigid type floating dock.
FIG. 38
Self docking type: "Self docking" refers to
a type of floating dock, which is divided into sections
longitudinally, anyone of which is capable of being
lifted and docked on the remainder of the dock for
purposes of, cleaning, painting or repairing. A
typical self docking dry dock, known as Bolted Sec-
tional type is illustrated in fig . 39; firstly the whole
dock (which is in three sections) is shown assembled;
secondly the centre section is shown detached and
about to be docked on the two end sections; and
44 HARBOUR AND DOCK ENGINEERING
- -- I
-~
L ____________ ..i,
... ,
1.. _____________ -'
Enlarged mid-section .
FIG. 41
of steel and provided with keel and bilge blocks to
receive the ship. The crad ic is mounted on a system
of rollers which move on iron tracks carried by longi-
tudinal timbers, supported on cross tics or beams bearing
on piles or other firm foundations. Strong cables
attached to the shore end of the cradle haul the cradle,
operated by strong mechanical winches built on shore.
The ways consist of h avy rails secured to longi-
tudinal sleepers supported on cross ties, and laid at
an inclination varying from 1 in 15 to 1 in 20. A
rocking device to receive the safety pawls under the
cradle is placed in the centre of the ways, to keep the
cradle from slipping back if the hauling cable breaks.
For dry docking the cradle is slipped down into
deep water and the ship to be docked is towed over
48 HARBOUR AND DOCK ENGINEERING
ENTRANCE LOCKS
Plan of lock.
FIG. 42
Lock foundations: Foundations have to be
carried with special care, so as to secure the Jock
against settlement. Foundations generally adopted are,
(a) on bearing piles protected by sheet piles
alround, or
(b) on hard pan.
Dim.ensions of entrances and l ocks: Depend
on the width, SIze and displacement of the longest
50 HARBOUR AND DOCK ENGINEERING
Cross-section of lock.
FIG. 43(b)
:5IL ..
Lock gates.
FIG. 45
FlO . 46
QUAYS
Quay walls.
FIG. 48
-H
t---..L!:oI:.Il....-_ _ .J....
t-----4
Combined pressure
where ,Wl = weight of 1 c.ft. of sea water.
58 HARBOUR AND DOCK ENGINEERING
COHCR~T~ 81.00:..
, 01'4 ,,",OUHD
, .
. .. .. - '..
' . .... .. .
QQCY C:cx a;r j t r-c
Solid quay wall.
FIG. 51
OM PIL ~S
PILI:.S
DRIVEf'I TO HARD :STRATA.
Transit shed.
FlO. 54
Construction requirements:
(1) Doors should be provided for ready and
rapid opening and closing (folding or
sliding doors could be employed) .
(2) C nstruction should be ligrt and _fire
resistin (as goo s are on y in transit
ana no need to store in safety for a
long time).
(3) Should have ample lighting provided by
long continued sky lights during day
time and ample artificial lights for
working at night time .
(4) Should have modern fire fighting app-
aratus.
62 HARBOUR AND DOCK ENGINEERING
Other requirements:
(1) Should be adjacent to the quay.
(2) Should have big capacity for storing
incoming and outgoing cargo at the
same time.
(3) Provision of road and rail for quick
transit of cargo.
(4) Equipment like portable cranes for
handling cargo should be adequate.
Fig. 54 shows a typical transit shed constructed
of steel and ~f large dimensions (width 180' inside).
Roadway runs through the shed; and railways lines
run on the quay and behind the shed. The maxi-
mum capacities, floor area and quay space with res-
pect to each running foot length of quay are the prime
factors to be considered. For the shed shown in the
figure we have per running foot length of quay,
Capacity of shed 5012 c. ft.
Floor area of shed 19·9 sq. yd.
Quay space 4·0 sq. yd.
Ware houses are permanent structures, usually pro-
vided on shore or directly behind transit sheds for
goods to be stored for a lengthy duration.
When such ware houses are for storing dutiable
cargo remaining under customs authority, until
cleared, they are called Bonded ware houses.
Modern ware houses are built of R.C.C. with
many floors (see fig. 55).
They include buildings, devoted to' special pur-
poses, such as grain storage, meat storage etc., special
types of construction and equipment for each type of
material will be required. Hence in the equipment,
special storing bins and spouts to empty grains at
TRANSIT SHEDS AND WAREHOUSES 63
Ware house.
FIG. 55
MAINTENANCE DREDGING
Dipper dredge.
FlO. 56
Operation: The hoist cable is released, to
enable the bucket to reach the bed when a crowding
force is applied to the stick, through the rack and
pinion forcing the teeth of the bucket to bite into the
soil. The hoist cable is slowly pulled resulting in a
cut being made in the bed. The hoisting is continued
and the bucket is hauled out of the water, the boom
B is swung round to deposit the material in the
bucket, into any scow alongside or on to any prede-
66 HARBOUR AND DOCK ENGtNEERING
Grapple dredge.
FIG. 57
boom is fixed at the required elevation by means
of a guy wire and arranged to rotate through a hori-
MAINTENANCE DREDGING 67
FIG. 59
3
:1
H ydrau lic or Suction Dredge.
FIG. 59 (b)
Sea going dredges of this type have a size varying (
from 150 ft. to 450 ft. in length and 30 ft. to 50 ft. in
width. The digging depths vary from 15 to 50 ft.
The machinery is operated either by stearn power or ,'\
electric power. The pump is a special type of centri-
fugal pump capable of handling heavy particles of
dirt and rock brought out in dredging.
This type of dredge is very effective in beds of
sand, silt, mud and clay in open water and is an exce-
llent machine to clear sand bars. If big boulders or
tree stumps are met with, they will have to be lifted
out before putting the cutter to work. Gravel and
soft rock are easily reduced by the cutter.
ECTION II
TUNNEL ENGINEERING
CHAPTER
GENERAL ASPECTS
TUlmel are underground pas age used for
transportation. They ould be used for carrying freights
and passengers, water, sewage gas te. The m thods
involved are underground operations known as Tunnel
driving and the ground surfac is not disturb d.
,)r' Advantages of tunneling : There are rnany
factors that make a tunnel more advantageous than
other means, viz.,
(i) Tunnels are more e onorni al than open
cuts beyond certain depths.
(ii ) Tunnels avoid disturbing or interfering
surface life and traffic during construction.
c onomics of tunneling : Thi s is a very
road question and in general depends on the rela-
tive cost of open c ut vs tunneling. The followin g
aspec ts of the problem are instru ctive:
(a ) Nature of soil , part icularly in deep cutting,
with the consequent side slopes and volume of xca-
vation , will greatly influenc the cost of open cuts .
A tunnel may be comparativel y cheaper and
easier.
(b) If the soi l is hard rock, the open cut cou ld
be of steep side slope, ilwolving much less volume
of excavation and may prove ;::heaper; whereas a
tunnel through the same, though may require little
or no timbering may be very difficult to blast ont.
(c) The requirements of fill in the neighbour-
hood also largely influence the choice. If a large
amount of material is needed for the nearby fill, an
open cut may be justified, though a tunnel may be
comparatively more economical.
4 TUNNEL ENGINEERING
\
~ \
\
\ T"'N G EN 1.
\
\
\ C \ HEADING . '
\ \
C'ENTI?E. LINt: OF'
TU ~N E'"
\
\
I
\
I I
r I
I
I
I
o
Centre line on curve~
FlO. 2
GENERAL ASPECTS 7
8
Arch with ~t raight sides. Horse shoe section. Circular section.
Shapes for tunnel cross-sections.
FIG. 4
~ .i iWii .w
i
J l
FIG. 5(a)
Forepoling method.
FIG. 5(b)
(2) A wooden bent properly braced is set up
a few inches from the sheeting.
(3) Small holes at close intervals are drilled
through the sheeting to facilitate sections being cut
out later. The pattern of the holes are as shown in
12 TUNNEL ENGINEERING
f---- - - - 1tJ·rf
Case method.
FIG. 7
IV. The American method: This is a method
suitable for large sized railway or highway tunnels.
The operations involved are as follows:
(1) A top drift shown by dotted line in fig. 8
is first driven and supported by 1aggings , segment
and two posts.
.
, .'.,
\ \~
'~. ~
I , / ./
~, \ " II
I. .....L ....-'?,
I
t.-V~~PO!lT -"/_j_/
I
~~ -t.. J
American method.
FIG. 8
(2) Sides of the drift are now widened and
supported on shoulder segment timbers and struts
16 TUNNEL ENGINEERING
English method.
FIG. 9
. (3) Widening of the. heading is thcll done as
111the American method and the sill piece i ' extended
right across the tunnel.
SOIL CLASSIFICATION AND TUNNELING METHODS 17
d .$l~~ C
Belgian method.
FIG. 10
Do 0 0 oQf
1--16"---1
COJ::R UGA,-CD
\ I
\ ~
\ e.d1"'IIIIf l"'~PLATt5 /
"''l" j ~~./
' ~ , ::.:..:.:::.: ......::: -,-
Tunneling with liner plates.
FlO. l2 (b)
./ fii ~
"
I
,--
I P. l
p
I---~----P
I P+l
1- - -
p
I P+z
1----
L _ ~+3'
--'-----~-------
P+3
Pressure distributi on diagram
(showing inadequate p ressure on tunnel floor and
excess air pressure on the roof.)
FIG. 17
boards are used for the face work and liner plates in
conjunction for the crown and floor, while concreting
follows as a permanent lining (fig. 19.)
,
..I
,r
r -l
,,
_L ____ _ _______ ____ _
Benching,
FIG. 23
~
fact that as the enlarging and benching work com-
mences, mucking tracks have to be shifted fre uently
from bench to bench. But the advan ages are tHat
elaborate supporting platforms are not necessary for
drilling operations, and during heading work, muck-
ing work goes on undisturbed. The main feature I
~Ii .& __
Theory of blasting and breaking,
FlO. 25
sides the "side holes", (iv) assist the break. The se-
quence of firing is denoted by these numbers, the
interval being a few seconds.
2. Centre cut 'V'-type cut pattern: In
this pattern the cut holes are a series of parallel holes
horizontally drilled and slightly inclined (fig. 27 ).
~
0 0 0
3 ~ ~
;l.
0
t I
40 2. a :.":) eDt. Q4
01 t 0
.t. 0::"" c::D 2.-
01 1 0
40 a:::> <": :1> 04
0
Z
3 . ~ ~ 3
0 0 0
SHAFTS
,,
.>------
Stepping in shafts.
FlO. 29
charge should be so controlled that the blasted pieces
weigh between 20 lb. and 200 Ibs. for easy handling.
PLAN
,"
11 Iii , 1m mel ~.
~
~
II
I'
,I
'i , ,.T,
I
1
I~I~
. I, ~ ~n
I:.:
,
SECTION
\
, 11111111 ,'lijIIlRI
'W"~
",riot<
I
,,--
I
I
Shallow shafts in soft soil.
FIG. 32
at the site. In this excavation are placed two "timber
sets" at proper interval and braced with a diagonal
piece of timber.
The sheeting consisting of Ii" to 3" thick board
is placed around the sets and kept in position by the
back filling.
The sheets are driven into the ground and
simultaneously digging below the sheets, is carried
oqt, taking care to see that the sheets are kept vertical.
After this first set of sheeting is fully driven, the
frames are properly strutted and wedged.
A slight benching or margin is given and the
second stage of excavation is commenced and com-
pleted similarly.
46 TUNNEL ENGINEERING
Soil Value of K
- - - - - - - - - - - -- -- - - - -
Damp clay. ·16
Moist sand and gravel. ·22
Wet sand. ·34
Coarse gravel. ·60
Water. 1
For deep foundation work, caissons or wells
have to he sunk in situ.
Precautions in shaft sinking work in soft soils:
1. Avoid general movement of earth behind the
. sheeting by keeping sheets tightly against the surface
of the soil.
2. Deflection of sheets should be prevented as
this will tend to cavity formation behind the sheets.
3. Top set near the ground surface should be
strongly strutted and of heavy section, (though
theoretically, such strength is not required ) to
withstand, considerable amount of surcharge due to
live loads, like cranes, material heaps and machinery
usually placed at the month of the shaft.
Protection round the shaft opening: I t is
usual to construct a 3' high wall round the edge of
the shaft opening, to form a protective fencing. This
also prevents the surface water flowing down the shaft.
CHAPTER VII
,~UNNEL LINING
T = 1)
where T = Thickness of lining in inches
and D = Diameter of tunnel in feet.
But this thickness is restricted to a mInImUm of
9", irrespective of the material used for lining.
Good hard rock is of course self supporting and
needs a nominal lining if properly scaled.
Firm soil is usually considered to exert only a
downward pressure on the arched roof and though
the sides are lined no great consideration is attached
to the side or horizontal pressures in designing. As
a long tunnel generally passes through varied geological
strata, no hard and fast rule could be prescribed. The
nature and geological structure of the soil met with
should be the primary guide in designing the lining
and method of its construction. General practices of
providing linings are indicated in (fig. 34).
-rOGGL~ DETAIL .
Ground mould.
FIG . 36
(2) Leading frame is th name applied to
the side wall form (fig. 37).
1/' /
I f
TOPlEVEL 0
, : ~: :r:~~"C
~ :::::1'~:,:~'
Leading frame.
FIG. 37
(3) Trusses are used as centres for the roof
arch (fig. 38).
1. Ground :mould: It consists of wooden frame
or pattern exactly the form and dimension of the cross-
section of the floor lining. The frame is made out of
3" thick plank to fit the floor curvature correctly.
The mould is made in two halves joined together during
54 TUNNEL ENGINEERING
Types of centres.
FIG. 38
units for the sides and the arch, one following the
other. Side wall concreting is shown in fig. 39(a ) when
from a platform (to which concrete is hoisted by a
ramp) concrete is poured down into the side forms.
As this form unit is moved forward, it is followed by
56 TUNNEL ENGINEERING
the arch form unit shown in fig. 39 (b). The arch forms
are filled by concrete placers. The form unit in this
method are of the non-telescopic type.
FIG. 39(b)
(ii) Telescoping forms: The roam ribs are
made up of sections hinged together, so that a back
unit could be collapsed and moved forward under
form units erected and in use, without disturbing,
concreting. This type is very suitable for tunnels upto
20 ft. to 25 ft. diameter. As the tunnel size increases
C' TR I!;S
SET
DRAINAGE OF TUNNELS
ORRUGATED
SH~E T ~ O OF
t
...J
UJ
Z
Z.
::J
r-
E)(A.U5TII-IG . BLOWING .
Combination of blowing and exausting.
FIG. 45
Dust prevention : The various operations in-
volved in tunnel excavation, such as drilling, blasting
and handling muck cause dust accumulation in the
tunnel atmosphere. This dust laden air constitutes
a serious health risk, unless the dust concentration is
limited. In rock tunnels particularly, this hazard is
very serious, as extended breathing of the silica dust
causes a dangerous lung decease known is "silicosis",
which often proves fatal.
In fact, state laws control tunneling practices and
are designed to safeguard workers, by permitting a
limited dust concentration inside the tunnel, which
could be safe.
Dust control ntethods: The various methods
used to minimise dust accumulation are:
64 TUNNEL ENGINEERING
(1 ) Wet drilling.
(2) Use of vacuum hood.
(3) Use of respirators.
Wet drilling: Modern drilling machines carry
arrangements by which water could be used to wet
and remove the cuttings, from the drilled holes. This
prevents dust flying, to a considerable extent.
Use of vaCUUDl hood : A hood is fitted around
the drill steel at the rock face, which is connected to
an exaust pipe, through which the drilled rock dust
is sucked and removed safely out of the tunel (Fig. 46).
Vacuum hood .
FIG. 46
Use of respirator : Well designed respirators
worn by the miners offer the best and most uptodate
protection against dust inhalation. It is a method
which is becoming increasingly popular in modern
tunneling practice.
SYLLABUS
Tunnel Engineering:
Excavation for deep trenches in waterlogged soils for pipes and
sewers. Tunneling in rock and soft soils. Shield tunneling;
use of compressed air in tunneling. Shafts and headings. Lining
of Tunnels. Drainage and ventilation of tunnels.
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I U.tliUUITY OF A.RIClklUlc~L SCI ENCES
Ui,I\ Eh_'!TY lI JIl..HY . MN 1AlOHE
AccesSlOn No.'?J,t1. ~ ...... .
D.te ...................................... .
INDEX
(Section I)
A Dredging, maintenance 64
Advantages of tidal basins 30 Dry docking construction 41
Advantages of wet docks 30 Dry docking 39
Air breakwater 9
Air compression 15 E
Artificial harbour I Entrance locks 49
Artificial roadstead 3 Entrance width of harbour 6
B
F
Barge method 22
Bonded ware house 62 Floating docks, types 42, 43
reak waters 17 - advantages and
-Classification ]7 disadvantages 46
-heap or mound 17 -design consideration of 45
-method of protection 18 -off shore type 44
-method of formation 19 - rigid type 43
-self docking type 43
C
Forces on a graving dock 39
Commercial harbour 5 Form and arrangements of
D basin and docks 30
Design and Construction of
Basin or Dockwalls 33 G
ocks 29,30 Graving or dry dock 37
Dock entrances 35
-caissons for 35 H
-ship caisson 35 Harbours
-sliding caisson 35 Height and length of waves
-sizes of 36,39 10,11,14
Dock floor design 41
Dredges, types 64 K
-dipper 65 Keel and bilge blocks 42
-grapple 66
-continuous bucket or L
ladder 66 Lift dry dock 48
-hydraulic or suction. 67
- Littoral drift 7
68 INDEX
Open berths 29 W
\,yalJ breakwater advantages
Q. and disadvantages of 26
~uays 5G - bonds in 28
~uay wall, design 56, 57, 58 --forces on 24, 25
-types and construction of Wall on concrete bag
58,59,60 foundation 27
-joints in 60 Ware houses 61 , 62
Water hammer 15
R 8
"Vater waves
Repair docks classification 37 Water action 12
Requirements of - dynamical effect of 13
commercial harbour 5 Waves and wincl 8
INDEX 69
(Section If)
A Cross-sections, shape of 9
Advantages of tunneling 3 Curve, Central line on 6
Air holding 31
Air lock 25 D
Air pressures 27 Design of thickness oflining 49
Alignment and grade 4 Ditch for drainage 60
American method of driving Drainage of tunnels 59
10,15 Drift method 34
Approach 4 Drill hole pattern 38
Army method of tunneling 14 Drill types 39
Drill supports 40
B
Dust prevention 61
Bar drill mounting 40 - Respirator 64
Belgian method of - Vacuum hood system 64
tunneling I7 - Wet drilling 64
Benching
Blowers 62 E
Bulkhead 25
English method of tunneling 16
c Economics of tunneling 3
Case method of tuneling 14-
Cast Iron lining 2:1 F
Centre Cut 39 Faces of operation 33
Cen tre drift 34 ' Fans (see blowers)
Centre line transfer 7 Fire hazaards 32
Column drill mounting 40 Fiv(; piece timber set 51
Compressed air tunneling 24 Fore poling method 11
- in clay 30 Form for concrete lining 53,54
- in gravel 30 Full face tunneling 36
- in sand 30
Compressor requirement
H
of air 26,3 I
Concrete lining form work Head frame in shafts 43
-hand placing 57 Heading and benching 36
-pumping 57 Hydraulic jacks for shield 23
70 INDEX
I Rib stiffening 19
Invert lining and mould 53 Rock tunneling methods 33
J s
Jumbos, for drills 40 Safety precautions 111
tunneling 40
L Shaft sinking in rock 42
Labour in compressed air 27,32 - in soft ground 45
Liner plate method 19,20 - raising 44
Lining of tunnels 48 -Shaft supports design of 46
-Cast iron or primary 23 Shield
-Concrete lining 52 -construction 22
-Masonry -48 -steering 24
Rules for design of thickness49 Size and shape of tunnels 8
Timber 49,50,51 Soft ground tunneling 8 to 17
Lock (see air lock) Spiles use of in fore poling 11 ,12
Steel liner plates 19
M Steel forms for lining 55,56
Man lock and material lock 26 Surveying tunnel 5
Methods of tunneling (soft
soils) 10 T
Mucking 37,42
Telescoping form 56
N Timber lining 49
Top heading 34
Needle beam method of
Tunneling methods
tunneling 13
-soft ground 14
p -R~ck 33,34
Trimsfering centre line 7
Pattern for drill holes 38
Pilot tunnel method 34 v
Plenum process (see compressed
air tunneling) 24 Vacuum hood 64
Predraining 32 Ventilation of tunnel 63
Primary lining 23
Pyramidal cut 38 w
Water removal (see
R Drainage)
Raising shafts 44 Wet drilling 64
Respirator use of 64 Well point drainage 26
r--;~~:;~~::;-l
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