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By Dean Brox

Tunnel boring machines (TBMs) have been used for the construction of various tunnels for mining projects for the purpose of access, conveyance of ore and waste, drainage, exploration, water supply and water diversion. Several mining projects have seen the successful and economic beneficial use of TBMs, and there is an increasing awareness of the benefits of TBMs for mining projects. Key technical considerations for the use of TBMs for the construction of tunnels for mining projects include geological issues (rock type, rock alteration, rock strength, rock abrasivity, durability, ground water inflows), depth of cover and the potential for overstressing/rockbursts, site access and terrain, portal locations, TBM constraints, minimum tunnel size, tunnel support requirements, contractor and labor experience, and project schedule demands. TBMs offer key project schedule benefits with high rates of progress, which is a unique economic advantage recognized for mining projects where timing is of the essence in order to advance mining development and achieve early startup for operations. A thorough evaluation of the anticipated ground conditions should be performed as part of the decision to adopt a TBM for a mining project. Minimum specifications for TBMs are necessary in order to prevent the incorrect type of TBM from being used. Appropriate geotechnical investigations are necessary in order to provide key information on the anticipated subsurface conditions for careful planning and design of the proposed tunnel alignment. The overall site and geological conditions associated with some projects may suggest that it is not appropriate to use TBMs for some mining projects due to a perceived higher risk.

Jan 1, 2013

By Martin Wehrli, Oliver Schneider

"MOTIVATION Tunnel construction companies must keep costs low, finish projects in less time and still meet the high quality and safety standards. Therefore, their main goal is always to optimize the tunnel excavation process. Traditional geodetical methods are used since more than 100 years to ensure an exact breakthrough of a tunnel. Evolving sensors, sensor fusion and increasing computation resources opened new fields of application for geodetic solutions in tunneling. These solutions offer new ways to reduce costs and risks in tunneling. INTRODUCTION Nowadays in tunneling, geodetical measurement methods are not only used for guidance, but also for various other applications. This paper gives an overview about where geodetical measurements are used today and highlights their benefits for safety and costs aspects. Furthermore, advanced solutions are introduced. In progressive projects, they have already become state of the art technology and are in use daily. STANDARD GEODETICAL MEASUREMENT APPLICATIONS In drill & blast tunnel construction processes, there are many standard geodetical applications used in the different construction phases, each having different requirements regarding accuracy. In the excavation construction stage, guidance tasks and setting-out of various positions is done by the foremen. Thanks to simplified measurement tools, the foremen are enabled to carry out these measurement tasks themselves without requiring deep surveying knowledge. In contrast, deformation analysis and network measurement campaigns need sophisticated planning and a profound education in surveying. Therefore, these tasks are carried out by surveyors. Profile control and as-built documentation is required in each construction phase. Depending on the requirements of the project, this task can be carried out either by the foremen or a specialized surveyor. Table 1 provides an overview over typical surveying tasks in an underground project including information about who is doing the job and the according accuracy requirements. The listed tasks are described in more detail below."

Jan 1, 2016

By Andrea Biagi, Elisa Comis, Gianluca Bella, Enrico De Panicis, Guido Barbieri, Matteo Giani

The Sotra Link Project is a major infrastructure project in Norway involving the design, construction, financing and maintenance of several underground and surface structures between Sotra island and the city of Bergen, among them 23 tunnel portals, 12.5 km of tunnels and a 900 m long suspension bridge. This paper describes the benefits in applying a Building Information Modelling (BIM) approach to tunnelling, from Early Design to the Detail Design Phase. The BIM application to the Sotra Link Project resulted in several improvements, such as efficient handling of clashes and inconsistencies, deeper understanding of effective design choices (reduction of errors), more efficient communication between designers, enhanced control of project quantities and costs. The advantages of the BIM approach during the ongoing Construction Phase are also explained.

Jun 23, 2024

By G. Roy, C. B. Pettersson, S. Nandagiri, D. J. Ivor-Smith

The Coastal Water Authority's 2,740mm/2,590mm (108 in./102 in.) pipeline, known as the Northwest Lateral Project, will transport raw water from an existing pipeline over 14.3 km (8.9 miles) to the City of Houston's East Water Purification Plant. The new pipeline crosses under Houston Ship Channel and Greens Bayou in tunnels at approximately 30.5m (100 feet) and 25.9m (85 feet) depths, which present unique experiences in tunneling under open bodies of water in the Gulf Coast's soft ground conditions. An earth pressure balance TBM is being used for the deep tunnel sections where the ground demonstrates high overload factors and variable conditions ranging from clays to silty sands. This paper discusses the design approach for the tunnels and shafts, ground conditions, constructability, and selection of the primary lining system.

Jan 1, 1989

By Birger Schmidt

INTRODUCTION Urban tunneling in soil poses a unique set of problems to planners, designers and contractors. One of the important concerns is the impact of tunneling on the environment: not only the effects of noise, vibrations, construction traffic and surface traffic diversions, but also the effects of ground movements and dewatering on existing structures and facilities. Underpinning or other protection of structures often consume more than 10% of the total construction cost of an urban rapid transit tunnel, and another unknown percentage is expended on construction procedures designed to minimize these environmental effects. Ideally, many basic planning and design decisions should be based on reliable predictions of ground movements due to tunneling. Some of these decisions are: the choice of tunnel alignment and depth to minimize risks and effects of ground movements; selection of schemes to protect existing structures through soil improvement or underpinning, or outright acquisition and possible' demolition; relocation of utilities; selection of procedures for construction monitoring and project control; and the choice of construction and lining methods. To make rational decisions of this nature, the owner and his designers must perform analyses that will balance risks and costs of a variety of alternatives; but to make meaningful risk analyses, they must employ rational methods of predicting ground movements and their effects and must know the reliability of these predictions. Of course, the risk analyses also must consider politics, public relations, insurance and liabilities.

Jan 1, 1974

By Paul D. Tavares, John Forbes, Eric R. Drooff

As the existing major U.S. - Canada rail tunnel was too small to accommodate double-stack container cars, Canadian National Railways is constructing a new parallel tunnel with a 50% greater diameter. Starting in Sarnia, Ontario, the new shallow-cover bored tunnel runs under a large research building and several other structures in an oil refinery before travelling under the St. Clair River. Maximum predicted settlements to be caused by the 9.2 meter diameter earth pressure balance TBM in the soft St. Clair till were in excess of 100 millimeters. As such, these settlements had the potential to cause severe damage and disruption to the existing refinery. In order to reinforce the soft clays below the refinery research building and other structures, and to compensate for settlement caused by the tunnelling, the ground improvement method of Soil Fracture grouting was successfully applied for the first time in North America. This paper will describe the details of both the soil fracture grouting application and the elaborate electrolevel remote monitoring system used.

Jan 1, 1995

By Theodore Budd, Joseph A. Sopko

Ground freezing was selected to provide excavation support and ground water control for the construction of a 457 cm diameter tunnel between two underground structures for a major sewer project in Milwaukee, Wisconsin. Initial plans called for installing horizontal refrigeration pipes around the perimeter of the tunnel. Due to the possibility of difficult conditions associated with horizontal drilling, the contractor elected to drill inclined pipes from the surface. The surface location, however, crossed a city thoroughfare with an extensive system of buried utilities. This paper discusses drilling techniques and utility protection, as well as tunneling methods and production.

Jan 1, 1991

By Marco D. Boscardin, Paul A. Roy, Kevin J. DiRocco, Andy J. Miller

The North Shore Connector Project for the Port Authority of Allegheny County involves TBM mining a pair of subway tunnels through soil and rock under the Allegheny River and a narrow city street. Along the tunnel alignment are a historic building on shallow foundations and modern buildings on deep foundations, one constructed directly over the alignment during the latter phases of design. This paper provides an overview of the general site conditions, and technical basis for excavation support and tunneling decisions. Deformation limits, ground improvement, monitoring and mitigation plans, geotechnical baseline report development, and risk management will also be discussed.

Jan 1, 2007

Several major impediments threaten the successful delivery of tunnel and under-ground construction projects. In addition to technical design and construction risks associated with tunnel projects, many of which are well understood, budgetary pressures, funding constraints and the complexity of procuring, administering and executing multiple concur-rent projects in a large program could also have a catastrophic impact on the program?s objectives. Contributing factors often include poorly managed design, procurement, construction, managerial, organizational, market and stake-holder risks, as well as nonconforming inputs or outputs to the costs and schedule, or any other potential inabilities to deliver the required or desired results. A strategy to prevent ?failure? of a project requires a proactive and holistic approach to risk management. Through planning, identification, analysis, management, monitoring and control of the project?s risks (both threats and opportunities), attention to management of risk will in-crease the probability and impact of positive events and decrease the probability and impact of events adverse to a project?s objectives.

By David A. Smith

A new generation of reliable, stable, and easy to use bulk emulsions allowing application in tunneling and drift rounds has been developed. This new product group of bulk emulsions has been especially formulated for use in small-diameter holes and is a significant advancement in bulk emulsion technology. Reliable and easy-to-use bulk delivery equipment has been designed and developed to allow bulk emulsions to be used in a wide variety of shaft and tunneling applications.

Jan 1, 1987

By Håkan Stille, Jalaeddin Y. Rafi, Fredrik Johansson

"INTRODUCTIONIn tunneling projects, pre-grouting is performed with the purpose of establishing an impervious zone around the tunnel periphery. This is obtained by reducing the penetrability of the most conductive fractures in the rock mass. The main attention, besides economy of the project, is given to limiting the ingress of water into the tunnel to a certain amount during construction s well as operation period. Failure in pre-grouting process may, according to Bruce (2007), significantly affect the project in terms of safety, performance, cost and time. In this respect, determination of design parameters (pumping pressure, properties of the mix and stop criteria) affects these projects significantly. In current practices, depends on the geological conditions and requirements of the project these parameters differ widely. Weaver (1991) recommends selection of design parameters, specifically grout injection pressures, based on site specific factors and the conditions at each specific hole into which grout is to be injected (grout hole logging and water pressure test data). Houlsby (1990) correlated the allowable grouting pressure to the quality of the rock mass and the rock cover above the grouted fracture. In his methodology, grouting should be continued until the maximum pressure was attained. Later, Lombardi and Deere (1993) introduced the Grout Intensity Number (GIN), which limits the combination of injection pressure and injected grout volume in order to control the energy induced in the fracture i.e. avoid fracture jacking. Even though the GIN method was a step forward in understanding of the mechanism of the fracture deformation, there are ambiguities connected to this methodology, thus determination of the intensity number is challenging (see e.g., Rafi and Stille 2015)a.A main problem when no theoretical solution is practiced is that effects from the chosen injection pressure, such as possible increases of transmissivity and changes in total grouting time, remains hidden in the overall grouting process. The question is if a high or a low pressure should be used to fulfil the requirements of the projects at the lowest possible cost."

Jan 1, 2016

By George Anagnostou

Time-dependent ground behavior may have important implications for the construction process or the life of a tunnel. The paper gives a concise overview of the influence of time on the deformations and the stability of underground openings, including topics such as face stability in soft ground or the time-development of pressure or deformations in squeezing or swelling rock. While keeping in mind practical questions of tunnel engineering, emphasis is placed on understanding the observed time-dependency, on the underlying mechanisms (such as pore water pressure dissipation or chemical processes) as well as on the respective inherent prediction-uncertainties and design-uncertainties.

Jan 1, 2007

By Yiming Sun, John Stolz, Jakob Walter, Drew Mason

The Courthouse Commons SEM Tunnel was excavated within 6 feet of cover beneath two buildings in downtown San Diego utilizing high-precision geotechnical instrumentation. The excavated dimensions are approximately 25 feet in diameter and 328 feet in length connecting two in-service detentionlevel security buildings. Presupport includes large-diameter grouted canopy pipes and smaller pipe spiles. Initial support consists of fiber-reinforced shotcrete with lattice girders. This paper presents observed ground and structure behavior and lessons learned. During construction an unanticipated brick structure was encountered, and methods were developed to improve adhesion of shotcrete to sandy soil and to reduce rebound

Dec 1, 2022

By Gösta W. Diehl

During the past five years the use of all-hydraulic drilling equipment has increased rapidly, and we have now reached a point where the hydraulic drill has become an alternative to be seriously considered for every drilling operation. The hydraulic drills have many advantages over pneumatic drills, but they also have certain characteristics, which makes a potential user hesitate before making the switch. And when the decision to use hydraulic drills has been made, the user then faces another choice of equal difficulty: the choice between different hydraulic systems. This paper discusses some of the factors to be taken into account when considering hydraulic drilling equipment for rapid tunneling in hard to medium hard rock. THE CHOICE BETWEEN HYDRAULIC AND PNEUMATIC EQUIPMENT The choice between a hydraulic and a pneumatic drill is much more than just that: It is a choice between two different systems. The choice is usually based on the productivity, economy or ergonomy of the system. However, also other factors should be considered, such as service capabilities and training requirements. And finally the choice will be influenced by the need to acquire know-how in the new technology. Productivity If the prime consideration is to achieve the highest possible tunneling speed, then the high penetration rates of the hydraulic

Jan 1, 1979

By Mohammad R. Jafari

The Camp Dresser & McKee (CDM) has been retained by the Sacramento Regional County Sanitation District (SRCSD) to design the Mather Interceptor, a portion of the South Interceptor and Mather Interceptor program. The Mather Interceptor consists of 14,667 feet of 54 to 72 inch gravity interceptor. Approximately 90 percent of the alignment will be constructed via tunneling. Cobbles and boulders in a sand/gravel matrix dominate the ground conditions combined with seasonal perched groundwater table at some of the deeper reaches of the alignment, impacting design consideration. This paper will present the results of a comprehensive geotechnical investigation conducted for this project and in-depth technical evaluation of various trenchless techniques feasible for tunneling in the cobble and boulder laden formations of this project. This paper will also present the risks and issues of the design alternatives and selection criteria.

By William Gleason

"Speakers and attendees of the 2016 Cutting Edge Conference could not be faulted for keeping one eye on the presentations taking place at the Hyatt Regency at LAX in Los Angeles, CA on Nov. 7 and 8 and another on the results of the historic election in the United States that took place on Nov 8. While there was certainly interest in the presidential campaign, there was also a great deal of interest in Measure M on the California ballot. Measure M, which passed easily, is a half-cent sales tax increase that will fund the most ambitious transit expansion in Los Angeles County history.In the coming years, the ballot measure will transform a traffic-choked region by funding the construction of nearly a dozen new rail lines with an estimated $120 billion raised in four decades. Among the projects that could come to fruition are a twin-rail tunnels project through the Sepulveda Pass and new connections in the city.During the update on West Coast projects, Bill Hansmire summed things up with a slide asking “How much work is there on the West Coast,” and his answer was “Billions.”From Seattle, WA south to Los Angeles, there is already a lot of work for tunneling and underground construction experts, and Measure M ensures that there will be plenty of work for decades to come.Currently, The Los Angeles County Metropolitan Transportation Authority (Metro) has three rail projects underway that were funded by Measure R in 2008 — the Regional Connector, the Purple Line subway extension and the Crenshaw/LAX Line that are designed to alleviate the traffic pressure with an eye to more solutions.Measure M is the fourth sales tax increase to fund transportation in L.A. County, bringing the base sales tax rate to 9.25 percent. In some cities, which already levy their own sales tax, the rate would be higher, The Los Angeles Times reported.About 35 percent of the revenue will fund major new transit projects, such as the subway under the Sepulveda Pass, extension of the Gold Line to Claremont, extension of the Crenshaw Line to West Hollywood and acceleration of the Purple Line Subway construction along Wilshire Boulevard to finish in 2024, 10 years earlier than scheduled.About 17 percent would fund a dozen highway improvement projects, such as widening parts of I-5 in the Antelope Valley and southeastern county, adding bus lanes to the Sepulveda Pass section of the 405 freeway and adding truck-only lanes to a section of the 710 freeway."

Dec 1, 2016

By Roger L. King

Working in gassy ground conditions is an everyday occurrence for the U.S. coal mining industry. As tunneling operators begin to venture into projects that expose them to the additional hazard of potentially explosive atmospheres, lessons learned by the mining industry over years of experience should be transferred into this industry. This paper will present practices developed by the U.S. coal mining industry for dealing with the problem of excavating material in potentially explosive atmospheres. Procedures will be discussed that can be used to detect and quantify gas prior to mining that have application to the construction industry. Degasification or drainage practices, including predrainage from vertical and horizontal boreholes, will be discussed. Also, ventilation practices commonly used in the mining industry will be presented.

Jan 1, 1985

By Charles Merguerian

In medium- to high-grade metamorphic terrains such as found in New York City(NYC), rock mass texture and mineralogy are important factors in predicting TBM penetration destiny. Integration of data from over two decades of traditional field and tunnel mapping suggest that hard-rock TBM penetration in the NYC area depends upon textural, mineralogic, and structural control. The bedrock of NYC consists of many different lithologic units of varying age, composition, texture, and metamorphic grade including many varieties of intrusive rock. In addition, brittle faults of numerous orientations cut the polydeformed crystalline bedrock, producing zones of highly fractured and disturbed ground and high water inflows. Pre-bid compilation of published bedrock data, drill core analysis by geologists to establish lithologic and mineralogic trends, integrated surface geologic mapping along a proposed alignment, and targeted petrographic and geotechnical investigations to characterize the rock mass conditions together constitute an important prelude to successful subsurface bidding and tunneling. A carefully planned program of as-built geological mapping, structural analysis, fracture class mapping, and monitoring of machine performance data provide important information for adjusting to changed conditions. In complex terrains, a clear understanding of the structural geology of any proposed tunnel line is the simplest and most cost-effective method to mitigate losses encountered during TBM tunneling.

Jan 1, 2005

By W. L. Garrison

Improvements continue to be made in rapid excavation and tunneling technology. There are several ways to examine the impacts of such improvements. The most common procedure is to monitor current developments and to evaluate prospects for expansion of present types of uses. Other approaches are called for, however, if the technology might be used in ways not now imagined, if the search is for information for managers of technology development, and if the issue is that of the wise use of the technology by society. The first section of the paper will pose these matters as questions. These questions will be examined from the point of view of the processes of technology development and utilization, and then further examined against the backdrop of processes at work within the urban area. Such an examination will provide insight into the way technology developments should proceed. The final section will present some comments that may be useful to those guiding the development of the technology and to those who might provide leadership for its wise utilization. THE QUESTIONS Three questions are posed: 1. Are there uses for the technology beyond further penetrations of its present markets? 2. Can information be supplied to managers of technology development so that they may improve the assignment of priorities among development choices? 3. How can society make wiser use of the technology?

Jan 1, 1974

By Thomas P. Kwiatkowski, Joginder S. Bhore, Christopher D. Orlandi, Jose Velez

Three case histories of successful TBM tunneling for New York City Water Tunnel No. 3 are presented. The tunnels, costing about one billion dollars total, are the 5-milelong, 18'-11" OD Brooklyn Tunnel; the 5-mile long, 23'-2" OD Queens Tunnel, and the9-mile long, 12'-4" OD Manhattan Tunnel. The three tunnels are the first major tunnels constructed in New York City rock utilizing the TBM method of construction. This paper describes and compares the three tunnel projects in terms of geology, construction methods, TBM’s, rock and groundwater behavior, rates of advance and other performance data, and challenges and solutions encountered during the projects.

Jan 1, 2007