Japan symposium examines role of deep underground space in urban planning

NEWS FROM COOPERATING ORGANIZATIONS.

Japan Symposium Examines Role of Deep Underground Space in Urban Planning ssues related to advanced shield tunnelling technology, geotechnical engineering, environmental protection, disaster prevention, and economics emerged as interrelated themes at the annual conference of the Japan Tunnelling Association, held March 27-29 in Tokyo. Nearly 600 Japanese tunnelling experts attended the symposium on "Development and Utilization of Subsurface Space in Urban Areas," which marked the 15th anniversary of the founding of the JTA. The meeting was also attended by Executive Council members of the International Tunnelling Association. In opening the conference, JTA President S. Asai asserted Japan's need to develop the subsurface fifty to one hundred meters below ground because the "shallow underground already is monopolized by various public structures." Mr. Asai stressed the need to study the effects of such deep subsurface use "on the ground surface, the environment, and the economy." He concluded that deep underground space must fulfill three main functions: (1) as an urban space that is badly needed in Japan; (2) as a space that must be developed to last a long time; and (3) as a development that will assure social benefits to urban citizens. ITA President Colin Kirkland remarked that "a worldwide awakening interest in environmental protection" is serving as an impetus to the development of underground space. However, he added, because "every action that we take in our environment will affect someone else's life, we must take care [in constructing civil engineering works] to avoid destroying the environment of others." Mr. Kirkland noted that Japan is in the forefront of the technology that must be developed in order to overcome the challenges posed by construction in deep underground space. He suggested that planners and engineers also must be concerned with "the excbange of information for wider opportunities, particularly with regard to the changes now occurring in Eastern Europe." To that end, he said, the ITA is interested in promoting underground space planning and use in developing countries---for ex-

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ample, through its upcoming sympesinm (to be held November 1990 in Morocco) that will be co-sponsored by the U.N. and is aimed at providing information to developing African nations. Sir Alan Muir Wood, Honorary President of the ITA, asserted that while the ITA "has been effective in wedding the common interests of those throughout the world with our interest in the subsurface," there is still much to learn about this valuable resource. In particular, "we are concerned with getting the best value---in terms of economics, social requirements, the environment-rather than simply in increasing" the amount of developed underground space. "We must learn how to combine planning with market forces" in developing subsurface space, Sir Alan concluded. The interplay of economic, social, political, and technological forces was reiterated in his presentation on the English Channel Tunnel in the fifth session of the symposium (see below). The first technical session was devoted to large underground projects in Japan using advanced technology. Among the projects discussed were: • The Trans-Tokyo Bay Highway linking Tokyo's outer and inner "loop" highways; the largest project to date to use the slurry shield tunnelling method. • Tokyo municipal subway line #12, a smaller-gauge line that will be more economical than standard larger-gauge lines.

Most of these projects involve the use of slurry shields to excavate in Tokyo's difficult soils, which consist mainly of unconsolidated layers of sand, gravel and clay. Several speakers spoke of the need to improve pressurized slurry shield machines that will operate successfully under extremely high water pressures. Environmental concerns were an important aspect of nearly all of the projects. For example, 9 km of Tokyo's central loop urban expressway (Shinkjuku mute) will be built underground in part because elevated expressway structures have been the target of environmental protests since the mid-'60s. [Interestingly, the day a t ~ r the presentation on the Trans-Tokyo Bay Highway project, which involves a

Mr. S. Asai, President ofthe Japan Tunnelling Association, welcomed conference participants at the opening session.

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* Osaka's Katafuku connecting subway line, which will cross under existing railway tracks and the Yodo River, to a depth of 24-26 m below the ground surface. • Tokyo subway line #7, a northsouth line to alleviate traffic on commuter train~ and highways; some of the 19 stations will be as deep as 40 m underground. • An underground river constructed by slurry shield 40 m beneath Tokyo's Loop Road #7, in order to alleviate frequent urban flooding. • A 7.4-kin-long section of Tokyo's Keiyo metro line; the first project in Japan to use the multi-circular face slurry shield tnnnel method (referred to as the "MF shield method").

0886-7798/90 $3.00 + .00 Pergamon Press pk

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bridge-tunnel structure, environmentalists attempted to block the project, citing concerns about potential detrimental environmental effects t h a t the project would have on Tokyo Bay--this despite the fact that planning for the project included extensive environmental impact studies which concluded that the project's impact on the Bay would be minimal.] Safety f a c t o r s ~ b o t h during and after construction--were also discussed in several presentations. In this regard, fire detection and escape facilities and provision of adequate ventilation were of particular concern and warranted special design because of the depth of the projects. Presentations on metro and

stations--were also mentioned. Finally, improvements in shield design and methodology were considered important to the ability to excavate under high ground water pressure. T. Mizutani, research coordinator for underground development for the Ministry of Construction's Public Works Research Institute, noted that in addition to technical needs, there is a need to develop master plans for underground development in order to realize harmonious underground space development in urban areas. "For promoting underground development, it is necessary not only to solve technological issues of construction, but also to adjust comprehensively various plans for underground space use and to provide relevant

JTA Executive Director G. Fukuchi, Sir Alan Muir Wood, and ITA President Colin Kirkland waited to address conference delegates at the opening ceremony.

highway projects uniformly underscored the toll that the chronic congestion on Tokyo's roads and comm u t e r rail lines takes, in the form of lost productivity and increased social stress. Between 1955 and 1986, the number of public transport users in Tokyo tripled, and a number of commuter lines now run at 250% capacity during rush hours. As the flow of people and functions into Tokyo continues, the city must look to increasing the efficiency and capacities of its road and rail networks. The second session focused on technical problems of subsurface space use. Again, speakers emphasized the need to develop advanced disaster prevention techniques, especially those related to fire prevention. Presenters cited the need for improved analytical methods to design deep underground tunnels, sophisticated geotomography through site investigations, and monitoring procedures to measure piezometric water pressure and ground deformation. Psychological aspects--for example, in terms of interior design of metro and rail

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laws and regulations" pertaining to property rights and ownership of the subsurface, he concluded. The J a p a n e s e government currently is considering several proposals to legislate these issues (see the feature section on "Japan's H e w Frontier'-Deep Underground Space" in T & U S T 5:I/2).

Presentations in session three, concerned with tunnelling under deep earth cover, concentrated on two main topics: robotization of shields (through automatic alignment control and through automatic auxiliary systems, e.g., segment conveyors); and improved shield seal technologies for tunnelling under high water pressure, in order to use deeper slurry walls. In general, the impetus to develop robotization techniques stems from a combination of three main factors: 1. The decrease in Japan's birth rate and the increase in the education level being attained, which will result in a shortage in the skilled young labor force within a generation. 2. An increased demand for high

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accuracy in directional control, and an increase in sharp curves in tunnels, requiring increased accuracy in machine operation. 3. Deterioration in the work environment as the tunnel work moves to deeper levels; therefore, the more work t h a t can be done without the presence of workers, the safer the environment will be. J a p a n ' s famed willingness to invest in "front-end" research based on developing long-range solutions to social and labor problems was evidenced in this session. H. Hagiwara, from the Civil Engineering Division of Shimizu Corporation, noted t h a t although Shimizu's automated conveyor and placement system for tunnel segments was the first of its kind, and therefore not economical, in the long r u n "it m a y help solve the shortage of young manpower in the twenty-first century." This foresightedness in developing innovative techniques with an eye toward future (rather t h a n present) returns, and a willingness to take financial risks in the interests of long-term technological and social needs, was underscored in other presentations on automated systems and shield seal designs. In the fourth session, on construction of deep inclined/vertical shafts, presentations dealt with slurry wall technology, underpinning, future possibilities for excavation, and supplementary technology (e.g., soil stabilization, preservation of the ground water environment). Session chairman H. Fujii noted that the m a x i m u m depth of slurry wall construction in J a p a n currently is 100 m; beyond that depth, shaft foundation techniques will need to be improved. At present, he said, "the pressing need is for more investigation into the technology for inclined shafts leading to the deep subsurface." For example, one presentation dealt with a system of constructing an inclined shaft in which escalators can be installed to approach underground space 100 m deep. Another examined the importance of determining the environmental effects of such construction on the surrounding ground water areas. Special consideration to protection against seismic activity in shaft design was another notable issue for deep shafts in soft ground. Y. K a y a m a described an elastoplastic analysis program developed by the Maeda Corporation for connecting the elements of a slurry wall and evaluating the entire shaft as a three-dimensional structure system. Executive Council members of the International Tunnelling Association presented papers at the fifth session

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of the symposium. In his presentation, Sir Alan Muir Wood drew on his more t h a n thirty years of involvement in the English Channel tunnel scheme. Sir Alan is in a unique position to assess the interplay of historical, political and social forces that have acted upon the project over the years by virtue of the various roles he has served in development of the Chunnel project. In 1957-58, he was a member of the Channel Tunnel Study Group, charged with comparing the various Channel crossing routes in terms of technologies and economics. Succeeding studies were undertaken in 1964-65, 1973-75, and 1981, culminating in the invitation to promoters issued in 1985, and the awarding of the project to the EuroTunneljoint venture. He is now serving as one of five members of the disputes review board for the Channel Tunnel project. Sir Alan drew upon his experience in sllmmarizing lessons for the future in the planning and execution of large-scale civil engineering works projects. While the combination of public and private interests in such projects of such size is unquestionably a necessity, to a large extent the success (or failure) of a project hinges on "how these [interests] should be optimally applied," he contended. Sir Alan advocated a thorough initial examination of the sources of both qualitative and quantitative benefits, commissioned by the government, to analyze the national (and international) benefits of any proposed major infrastructure project. To justify a large-scale project such as the Chunnel, he said, the overall benefits ultimately should be greater than the economic benefitcost. In addition, complementary projects that may need to be undertaken may require at least partial state funding, depending on whether the benefits are to the particular project are recoverable through revenue or if the period required for internal return is longer than 15-20 years. This theory may be applied to the Channel Tunnel in that the project, if it is developed properly, may well serve to encourage much-desired economic development throughout Great Britain. However, the project will optimally benefit Britain only flit feeds rail high-efficiency, highcapacity transport facilities serving major areas of industrial growth, which are removed from the direct path of the t~mnel project itself. Sir Alan noted that these factors were never examined in depth in planning studies for the English Channel study. Yet "such questions revolve around our ability to find the optimal conjunction of the private and the

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Members of the ITA Executive Council had the opportunity to visit the just-opened Keiyo subway line in Tokyo, as guests of the Japan Tunnelling Association.

public interest" and must be addressed in future studies for such mega-projects of civil engineering. A most interesting sidelight to Sir Alan's presentation was his brief discussion on the role of the engineer in such a politically sensitive project as the Channel Tunnel. "The highly political status of such a project" must be fully understood by engineers, he noted. To illustrate his point, Sir Alan displayed a time line linking the history of the Channel Tunnel project to major historical and political events in England and France. The Chunnel project served as a microcosm of how a nation's political and social history is inextricably intertwined with the fortunes of its large-scale engineering projects. No doubt a similar type of time line could be developed for the American superconducting super collider project or Denmark's Great Belt tunnel project. ITA Vice-President Z. Eisenstein presented a paper on the development of an integrated design method for shallow tunnels in soft gound. The numerical modelling method is a new approach to determining simultaneously the lining stresses and displacement associated with shallow tunnels, based on ground and support interaction. Prof. Eiseustein showed the validity and verification of the procedure by comparing calculated tunnelling performance compared to field observations done on nearly 50 tunnels worldwide. E. Broch, Immediate Past President of the ITA, spoke on uses of the subsurface in Norway, with special emphasis on hydropower plants, road tunnels, oil and gas storage, Oslo's underground water treatment system, and the Oslo metro. Norway's hard rock geology has lent

itself quite readily to development of unlined rock caverns for storage and other facilities. Former ITA Vice-President V. Roisin discussed underground space uses in Belgium. Belgium has developed metro systems in Antwerp, Brussels and Charleroi, often in mixed sedimentary soil layers under complex water table conditions. A number of road tunnels have been integrated into multi-use infrastructures. For example, the Schuman Urban Communication System in Brussels is integrated with a subway tunnel and subway station and the lower level, and two built-over tnnnels for road traffic. Future tunnelling activities for Belgium include the expansion of the three metro systems; a possible highspeed train system connecting France, Holland, Belgium and German; and an increased system of road tnnnels, including an immersed tunnel under the Scheldt River. Prof. Q. Gao of the People's Republic of China, an ITA Executive Council member, provided an overview of metro planning and construction in China, concentrating on the Shanghai and Beijing metros. He noted the importance of site monitoring to prevent ground subsidence (see Prof. Gao's paper in this issue of T&UST). ITA Executive Council member S. Kiyoyama described the present state of underground crude oil storage technology in Japan. Since the oil crisis of 1973, Japan has concentrated on stockpiling petroleum products, in addition to taking measures to conserve energy. Four methods of petroleum stockpiling are now used in Japan: 1. Aboveground steel tanks. 2. Reinforced in-ground tanks.

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3. Steel floating storage barges. 4. Underground storage in unlined rock caverns. Mr. Kiyoyama's presentation focused on general concepts of inground and underground tanks. He described the Kikuma Test Plant, built in 1982, which has demonstrated, on a practical scale, the use of the underground for oil storage. He compared the storage capacities, costs, and designs of the three commercial underground oil storage plants now being built in Japan. The significance of rock cavern construction in Japan has been demonstrated in several ways, Mr. Kiyoyama said: 1. Representatives from government, academia, and private industry is studying the development of underground storage plants. 2. Technical standards for the design and construction of underground oil storage plants were developed prior to construction of the Kikuma Plant. 3. The test plant at Kikuma has successfully demonstrated the use of the underground for oil storage. 4. The success of rock cavern construction thus far has given the impetus to developing new forms of rock caverns. The final session of the symposium, a panel discussion on existing problems, prospects, construction methodology and future problems related to subsurface space use, began with a presentation by C. Berenguier, ITA Secretary General, comparing two proposed underground roadways through Paris. Designed to alleviate traffic congestion in the French capital, both projects would be located deep underground, beneath the RER (French railway system) lines. In his summarizing comments about t,mnel design, Prof. Z. Eisenstein echoed Sir Alan Muir Wood's comments by noting that "we live in a society that is concerned with more

than technical aspects, so we must take a broader perspective" in planning civil engineering projects, particularly concerning environmental aspects. The daily concerns of the public with regard to environmental issues, Dr. Eisenstein said, are:

Japan Tunnelling Association The JTA has published its 1990 annual report, "lhmnelling Activities in Japan 1990." Topics covered in the report include: 1. The Trans-Tokyo Bay Highway.

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1. The quality of the water supply (i.e., drinking water). 2. The quality of water being drained (including rivers and lakes). 3. Air quality. "Politicians respond to these concerns and demand solutions," Dr. Eisenstein stated. Therefore, "projects are under intense public scrutiny . . . . The primary question is, 'Are we going to cbRn~e the ground to suit our technologies, or are we going to select technologies to suit the ground?' The answer depends on the circnmRtances. But I predict that the future will be less and less in favor of changing the ground, because of the environmental aspects [of engineering projects]. More and more effort will go into developing machines to deal with all types of ground conditions." In engineering, Dr. Eisenstein said, there are two major schools of design: one, involving rigorous design that uses numerical tools and analysis; and the other, "observational" method of design, based largely on the behavior of the ground that the engineer sees. "These two methods of design should go hand in hand," Dr. Eisenstein asserted. "We need a theoretical understanding of ground-tunnel interaction as a base, and also as a backdrop for evaluating data and information acquired by the observational method. The observation method is no good unless we know what we are measuring the data against. There is a pressing need to bridge the gap that sill exists in our thinking [about design] by combining both schools of thought." Closing the panel session, T. Hotta, director of Toshibima Corporation's Technological Research Institute, used Dr. Eisenstein's question, "Do we change the ground to suit the technology, or vice-versa?" as a starting point for a strong statement in favor of updated but traditional civil engineering methods. "I believe that we need to combine and/or supplement existing technologies," Mr. Hotta declared. "Current technologies are too dependent on mechanical and electrical modes. The main [tunnelling] advances haven't been in civil engineering technology, but rather in mechanical

2. The Keiyo Metro Line (Tokyo) 3. Line No. 7 of the Osaka Municipal Subway System 4. The Double-O-Tube (DOT) Shield ~l~mnelling Method 5. Automation and robotization of shield tunnelling operations.

2hYNNELL~G AND UNDERGROUND SPACE TECHNOLOGY

and electrical engineering disciplines. We have to tackle space no man has set foot on, and to do so we must go back to basics and create a dialogue with the ground... We must study soil conditions very meticulously. Mr. Hotta praised the development of geological mapping now being undertaken in Tokyo, calling it "a major basis for future technology." The map will cover the subsurface to about 100 meters depth. "I believe that map will be a valuable guideline for us working in the deep ground," he said, "just as meteorological maps provide guidance for pilots." Mr. Hotta identified four major areas of deep underground space use for future study: 1. Construction technology with regard to vertical shafts. 2. Safety issues, both during and after construction. 3. How to advance civil engineering technology by going "back to basics", e.g., by studying soil conditions. 4. Problems associated with construction under high underwater water pressure. For example, he said, achieving durability in tail seals will require "meticulous experimentation and testing on site." Mr. Hotta concluded that "a combination of mechanical, electrical improvements and careful attention to ground conditions will give us a safety margin" in attempting everdeeper excavations. Y. Nishimatsu of Tokyo University, chair of the panel discussion session, noted that in addition to incorporating comprehensive urban planning (including resolution of legal aspects) and improvement of disaster prevention measures, development of subsurface space should involve developing space under mountAina, since horizontal excavation technology already is developed and the space can be utilized in many different ways. The JTA Symposium served to point up both the promise of deep underground space use, and the technological, economic, and institutional impediments to its advancement. Clearly, the Japanese are directing major efforts toward solving both their space and technology needs.

6. Underground Crude Oil Storage Facilities. 7. Excavation of the 52.5° penstock of the Tokyo Electric Power Company's pumped storage hydroelectric power station on the Kosabi River.

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8. Construction of the Abo Tunnel through a volcanic zone. 9. The Tomei Expressway Improvement Project (Tokyo) 10. The Hirano River Under-road Regulation Pond for eliminating flood damage (part of Osaka's Urban River Emergency Improvement Project). 11. Osaka Harbor Undersea Tunnel for highway and new transport system use. 12. Construction of a new Shinkansen railway line. Copies of the report may be obtained from: Japan Tunnelling Association, Shinko Dai-ichi Bldg., 14-7 Shintomi 2-Chome Chuo-Ku, Tokyo, Japan.

STUVA The following report is excerpted from Tunnel (February 1990)]: More than 1300 participants from 13 nations met from November 27-30, 1989, in FrankfurtlMain, at the annual STUVA conference. The theme of the conference was "Tunnels and the Environment: a Challenge for Technology and the Economy." STUVA chairman Prof. Gimter Giruau noted that "Growing awareness of the environment admittedly fosters the trend to come up with tunnelling solutions, but it also increases the time required for plauning execution considerably, and ultimately, it has also made the construction of facilities for traffic and tunnelling in particular,

enormously more expensive. As a result, there is great interest in the recognitions and consequences that have resulted in various countries." Girnau noted that the problems of realisation are becoming greater for all project~ even for such environmentally compatible ones such as tunnels. Said Girnau: "It is a matter for concern when the personal benefit of individuals is often assessed more highly than the overall benefit for the community and when general assessments are placed below individual ones. If such methods of thi~klng prevail, then no preogress can be achieved." With regard to issues of financing, new ways of financing must be taken into consideration. On the one hand, stepped-up financial involvement by the Bonn Government, above all, for urban projects and for the German Federal Railway's new routes is necessary. Girnau stated that "If our cities are on the point of collapse with regard to coping with traffic, then it is ridiculous to reduce the public funds available for improving such facilities in accordance with the legislation governing the financing of urban transportation. This only means that we build less and at a slower pace where, however, more rapid realisation of public commuter transportation projects is urgently required in order to relieve the cities of private motoring. There is plenty of [urban transportation] money available--it is only being spent wrongly." On the other hand, he

asserted, new means of financing-e.g., on a private basis--should be taken into account. Conference sessions dealt with major tunnel projects in Europe; ecological aspects of tunnel planning and execution; mechanical tunnelling; tunnel linings; special tunnelling solutions; costs and follow-up costs; tlmnel operation and environmental protection; and tunnel projects in the Frankfurt-Main area. Next year's STUVA conference will be held November 15-18, 1991, in Diisseldorf. Papers from this year's conference will be published in Volume 33 of the series Research + Practice, Under-

ground Transportation and Subsurface Construction (Alba-Fachverlang, Diisseldorf). Publication is scheduled for mid- 1990. Czechoslovak Tunnelling Committee For the "Geotech 90" exhibition in Tokyo in April, the Czechoslovak Tunne|]ing Committee published a special publication profiling Czechoslovakian underground design and construction firms. The booklet lists member organizations of the Czechoslovak Tunnelling Committee and highlights the technologies currently used in underground engineering. Copies ofthe publication are available from the Czechoslovak Tnnne|llng Committee, c/o METROSTAV, Delnicka 12 17004 Prague 7, Czechoslovakia.

American Underground-Space Association 511 l l t h Avenue S. Box 320 Minneapolis, MN 55415, USA Tel. (612)339-5403 FAX (612)332-6663

Promoting the Development and Use of Underground Space The American Underground-Space Association is an open membership org~nlzation ofprofessionals w h o are involved in all aspects of underground space development and use, and who are dedicated to promoting the use of such space in North America.

AUA O F F I C E R S AND D I R E C T O R S

President Richard Harig, Senior Vice-President Parsons BrinckerhoffQuade & Douglas San Francisco, California

President-Elect Russell McFarland, Staff Nuclear Waste Technical ReviewBoard Washington, D.C.

Past President Vincent Ryan Chairman of the Board Iron Mountain Group Boston, Massachusetts

Treasurer Ray Lappegaard Vice-President J.L. Shiely Company St. Paul, Minnesota

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Executive D i r e c t o r Susan Nelson Minneapolis, Minnesota

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BOARD OF D I R E C T O R S Theodore R. Maynard Bureau of Engineering Department of Public Works Chicago, Illinois

David J. Bennett, President BRW Architects, Inc. Minneapolis, Minnesota

Lok Home, President Boretec, Incorporated Solon, Ohio

Dr. Lester Boyer Professor of Architecture Texas A & M University College Station, Texas

Dr. Thomas Iseley Louisiana Tech University Ruston, Louisiana Douglas C. Johnson, President Heavy Construction Division A1 Johnson Construction Co. Minneapolis, Minnesota

Gary Brierly, President Brierley and Lyman, Incorporated Denver, Colorado

Joseph C. Kellogg, President Kellogg Corporation Littleton, Colorado

Dr. Richard Coon, Senior Consultant CH2M HILL Bellevue, Washington

James C. Kenny Vice-President Keuny Construction Company Wheeling, Illinois

Joseph D. Guertin, Jr. Vice President and Principal Goldberg-Zoino & Associates Newton Upper Falls, MA

W.D. Wightman Vice President Underground Projects Morrison-Knudsen Company Boise, Idaho Donald Woodard Executive Director Underground Developers Association Kansas City, Missouri Euclid Worden Zeni Drilling Company Morgantown, West Virginia

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Aliva Ltd., North America Div. of Cornmerical Pantex Sika, Inc. Carlos Trav6 5437 Mahoning Avenue, Suite 22 Youngstown, OH 44515 Boretec, Inc. Lok Home, President PO Box 39306 Solon, OH 44139 CH2M Hill Dr. Richard Coon P.O.Box 91500 Bellevue, WA 98009-2050 GeoSpace Inc. Wayne R. Brusewitz Vice-President 601 South M-291 Highway Independence, MO 64050 Goldberg Zoino & Assoc. Joseph D. Guertin, Principal 320 Needham Street Upper Newton Falls, MA 02164

Granite Construction Co. David 11. Watts, CEO P.O. Box 900 Watsonville, CA 95077

Long-Airdox Company Butch Rifle, Project Engineer 227 West Maple Avenue Oak Hill, WV 25901

Grow Tunneling Henry Jacoby, Chairman 1775 Broadway New York, NY 10019

Parsons Brinckerhoff Quade & Douglas, Inc. Richard F. Harig Senior Vice President 303 Second Street Suite 700 North San Francisco, CA 94107-1317

Iron Mountain Group, Inc. Vincent J. Ryan, Chairman 77 Frsmklin Street Boston, MA 02110 Kellogg Corporation Joseph C. Kellogg, President 26 W. Dry Creek Circle Littleton, CO 80120 Kenny Construction Co. James C. Kenny Vice President PO Box 909F Wheeling, IL 60090

The Robbins Company Richard J. Robbins, President P.O. Box 97027 Kent, WA 98031 L. L. Shiely Company Ray Lappegaard, Consultant 1101 Snelling Avenue N. St. Paul, MN 55108 Underground Space Center University of Minnesota Ray Sterling, Director 790 CME 500 Pillsbury Ave. S.E. Minneapolis, MIW 55455

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CORPORATE MEMBERS Ag P r o d u c t s Terminal Co. Kyle Pattison, Vice President Route 2 Clayton, IA 52049

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A k k e r m a n Manufacturing Larry Tomforde Marketing Director Route 1, Box 10 Brownsdale, MN 55918

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C N A Consulting Engineers Charles R. Nelson, Vice President/Engineering 2800 UniversityAve. S.E. Minneapolis, MN 55414

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Gundle Tunnel L i n i n g Don Hildebrandt National Sales Manager 19103 Gundle Road Houston, TX 77073

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Haley & Aldrich Bruce Beverly, Vice-President 58 Charles St. Cambridge, MA 02141 Harza E n g i n e e r i n g Walter J. Bogdovitz, President 150 S. Wacker Drive Chicago, IL 60606

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ICOS C o r p o r a t i o n Arturo Ressi Di Cervia President 4 West 58th St. New York, NY 10019 Ilbau GmbH Bmstr. Ing. Hans Treichl Ortenburgerstr. 27 A-9800 Spittal, Austria

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Milwaukee Boiler Bill Straub, Sales and Marketing 1101 S. 41st St. Milwaukee, WI 53215

S & M C o n s t r u c t o r s Inc. Victor J. Scaravilli, President 29100 Hall Street Solon, OH 44139

Minneapolis C o m m u n i t y Development Agency Ann Calvert, Supervisor Riverfront Team 331 Second Avenue South Suite 600 Minneapolis, MN 55401

SalgadoEasternCorp. Ivar Leius, Vice President 8950 Gorman Plaza Columbia, MD 21045

Mitsubishi Heavy Industries America Eiji Ushioda, Manager, Marketing and Research 630 Fifth Avenue, Suite 3450 New York, NY 10111 M o r r i s o n - K n u d s e n Corp. James A. Lilly, Senior Deputy PO Box 7808 Boise, ID 83729

Jsvond Sddovisyrd A. M. Petrovsky Executive Vice-President 500 Sansome Street San Francisco, CA 94111

M or r i s on-K nudsen Corp., Inc. W. D. Wightman, Vice-President Underground Operations P.O. Box 7808 Boise, ID 83729

J o h n s o n Western Gunite Larry Totten, Vice-president 940 Doolittle Drive San Leandro, CA 94577

Nicon C o r p o r a t i o n Daniel Himick P.O. Box 98 Bridgeville, PA 15017

Kiewit Construction Co. L.D. Bowerman District Manager 1000 Kiewit Plaza Omaha, NE 68131

Ohbayashi-Gumi Ltd. Shigeo Kurosawa Managing Director 3, 2-Chome Kanda Tslll~sa-Cho Chiyoda-Ku Tokyo, Japan 101

L o s i n g e r USA, Inc. Anders Borg, President 10900 NE 8th Street, #500 Bellevue, WA 98004-4405

Lovat Tunnel Equipment Rick P. Lovat, Vice-president 441 Carlingview Drive Weston, Ontario M9W SG7 Canada Russell K. McFarland Nuclear Waste Technical Review Board 1111 18th St. NW, Suite 801 Washington, D.C. 20036

Peabody ABC Corporation Robert Smith, William Huffer P.O. Box 77 Warsaw, IN 46580 Perini Corporation Charles Perini, Vice President 73 Mt. Wayte Avenue Framingham, MA 01701

J.S. Redpath Scott Mclntosh 1855 W. Baseline Suite 240 Mesa, AZ 85202

Mayreder, Kraus & Co. Harald Wagner, Ph.D., PE Engineering & Consulting Sophiengutstr. 20 Linz, Austria A-4020

Rocky M o u n t a i n Consultants Don W. Deere, Principal 1960 Industrial Circle, Suite A Longmont, CO 80501

Mergentime C o r p o r a t i o n C.E. Mergentime, CEO P.O. Box 662 Flemington, N.J. 08822

Rodio, Inc. Gianfranco Di Cicco, Vice-President P.O. Box 264 Bridgeville, PA 15017

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TUNNELLINGAND UNDERGROUNDSPACE TECHNOLOGY

Sam Lira C o n s u l t a n t Company, Ltd. Yong Sun, President 831-42 Yeogsam-Dong Gangnam-Ku Seoul, Korea 135-080 S c h a u e n b u r g F l e x a d u x Corp. John KeUeher, Executive Vice-President P.O. Box 3335 Clifton, CO 81520

S. M. W. Seiko Osamu Taki, President 100 Marine Parkway, Suite 350 Redwood City, CA 94065 S.E.L.I.s.p~,. Remo Grandori, Director Viale America, 93 Roma, Italy 00144 S e t t e r L e a c h & Lindstrom Richard Vasatka, President 1011 Nicollet Mall Minneapolis, MN 55403

Shannon & Wilson, Inc. Harvey Parker Senior Vice President 400 N. 34th St., Suite 100 P.O. Box C-30313 Seattle, WA 98103 J.F. Shea Co., Inc. Peter Shea, Vice President 655 Brea Canyon Read Walnut, CA 91789 Shimizu C o r p o r a t i o n Yoshinobu Inoue General Manager Engineering Department, TechnologyDivision 15-13, Shibaura 4-Chome Minato-Ku, Tokyol08, Japan Subspace Associates Walter Rockenstein III Faegre & Benson Attorneys 2200 Norwest Center Minneapolis, MN 55402 G. T o r n o E n g i n e e r i n g , Inc. Guiseppe Creatore, President 150 Bloor Street West Toronto, Ontario Canada M6S 2X9

Volume 5, Number 3, 1990

Torno-America, Inc. John R. Godfrey, President 450 Sansome Street, #1000 San Francisco, CA 94111 Traylor Bros., Inc. Glen Traylor, Vice President 2021 Midwest Road, Suite 300 Oak Brook, IL 60521 TUMSCO, Inc. J."Tippy'CarHn, Premdent 1627 Stone Way Auburn, CA95603

Underground Developers Association Donald R. Woodard Executive Director c/o The Gamey Companies 1 337 N.W. Vivion Road UTD, Inc. Mavis Foster, CEO 8560 Cinderbed Road PO Box 8560 Newington, VA 22122

Volume 5, Number 3, 1990

Uniflyte Company Ltd. Gerry Cadorath Vice President 2150 Logan Avenue W~nnlpeg, Manitoba Canada R2R OJ2 Walsh Construction Company of Illinois Daniel Walsh, President 3710 South Western Avenue Chicago, IL 60609 Warren Consolidated Industries, Inc. R.E. Weidner Vice-President/ General Manager 4416 Louisville Road, NE Canton, OH 44705

Woodward-Clyde Consultants Dr. Ronald E. Smith, Managing Principal 1300 Piccard Drive RockviUe, MD 20850 H.B. Z a c h a r y Company Bruce B. Cloud, Sr., President P.O. Box 21130 San Antonio, TX 78221-0130 Zed I n s t r u m e n t s , Otd. Nod Clarke-Hackston, Sales Mngr. 336 Molesy Road Hersham, Surrey KT12 3PD England

Wirth GmbH Dr.-Ing. Johannes Henneke PO Box 1327/1329 D-5140 Erkelenz Federal Republic of Germany

TUNNELLING AND UNDERGROUND SPACE TECKNOLOGY 303