Search Documents

By Carlos Tarazaga

Progressive Design-Build (PDB) is an emerging variation of alternative delivery programs in the underground construction industry. PDB refers to the way a construction project design is developed by the Owner and the Design-Builder in a step-by-step process. According to the Design-Build Institute of America (DBIA), Progressive Design-Build allows the design and construction team to collaborate during the earliest stages of project development. This enables engagement between the three key players in a construction contract: the owner, the designer, and the contractor. Is the PDB the best alternative program delivery for large contracts? What is the perspective of the private sector? This paper will provide an overview of the different alternative delivery programs used in the underground industry, pros and cons of each of programs, and the perspective of the designers and contractors. The paper will focus on how the PDB works, reasons why owners should consider PDB for their projects, best collaboration strategies among owners, designers, and contractors to deliver a successful project, and how to manage the project risks using a PDB method.

Jun 13, 2023

By Zhenqi Cai

The ongoing Overpeck Valley Parallel Sewer Project of Bergen County Utilities Authority (BCUA), New Jersey, is a US $65 million CSO improvement program to meet a State DEP consent order by 2010. One major program component includes a total of 1.8 km (1.2 mile) long, 1,800 mm (72 in) diameter reinforced concrete pipe (RCP) installed by a Herrenknecht AVND1800AB MTBM. The alignment includes drives through 850 m (2,788 ft) of extremely soft glaciolacustrine varved clay, 980 m (3,214 ft) of loose to medium dense mixed soils containing silty sands, gravels, and boulders, and crosses under the New Jersey Turnpike, US Highway Route 46, and a CSX Railroad Intermodal Yard and a branch mainline. Two types of MTBM cutterheads are being used, one configured for the weak varved clay, and one for the mixed soil conditions. The MTBM is also equipped with a double-steering system consisting of a standard front steering joint and a second trailing steering joint to assist grade control should adequate steering not be achieved by the front primary steering in extremely weak soil conditions. This paper discusses the significant engineering aspects and challenges related to site settings, ground characterization, key MTBM features and performance, and required ground treatment.

By John Murray, Ryan Smith, Daniel Ebin, Robert Gould, Thomas Hennings

The Atlanta Plane Train Tunnel West Extension was excavated at Hartsfield-Jackson Atlanta International Airport using Sequential Excavation Methods (SEM). At its shallowest point, tunnel cover to bottom of Domestic Terminal footings was limited to 6 feet in soft ground. To mitigate risk of excessive building movement due to tunneling-related activities, the columns near the alignment were directly underpinned. Underpinning was accomplished using a combination of grouted mini-piles, installed under low headroom conditions, that supported steel framing spanning over the tunnel excavations. This paper focuses on design and construction of the underpinning system used to mitigate risk from tunneling.

Jun 13, 2023

By Andrew Cho, Changsoo (Kevin) Moon, Richard Flanagan, Brian Larsen

"INTRODUCTION Project Background The U.S. Army Corps of Engineers (USACE)/Port Authority of New York & New Jersey (PANYNJ), as part of their New York and New Jersey Harbor Deepening Project, will dredge this shipping channel to a depth of 16.5 m below mean low water (MLW). By deepening the channel, the new generation of larger, “post-panamax” container ships coming to U.S. waters as a result of the expansion of Panama Canal can be accommodated in local marine terminals, helping to retain the nearly 300,000 jobs and $12 billion in annual wages the PANYNJ provides to the region. The existing siphons are situated at a depth that could be compromised by the planned dredging of the channel (nycedc.com). The purpose of this project is to build a new 1.83 m diameter water main inside a 3.66m diameter tunnel replacing the two existing siphons in order to provide the necessary backup water supply to Staten Island across the Anchorage Channel within the Upper New York Bay from Brooklyn. The proposed tunnel is approximately 2.9 km long and at a depth of at least 26 m below MLW. The project is funded jointly by New York City’s Department of Environmental Protection (NYCDEP) and PANYNJ and is managed by New York City Economic Development Corporation (NYCEDC). The contractor of the project is Tully/OHL JV, the designer is CDM/HMM JV, and the CM is LiRo/PB JV. History of New York City’s Soft Ground Tunneling The New York City area has a relatively long history of soft ground tunneling, commencing in the late 19th century. Construction of the first Hudson River tunnel crossings was begun (but not completed) in 1874 for the Hudson & Manhattan Railroad using compressed air supplying a shield. The work continued intermittently until the project finally opened for service in 1907. These 1.72km long tunnels (maximum depths of 29 m) are still in operation and now operated as the PATH Tunnels. They are approximately 5.5m diameter utilizing cast iron segments. The river bed consisted of primarily silt with shallow rock near the New York side. Air “leaks” occurred during the compressed air excavations resulting in some serious “blows” with water and soil entering the tunnel, including one incident with 20 deaths."

Jan 1, 2016

By James G. McKelvey

Owners have seen several major tunnel projects in recent years fall victim to a general reduction in the number of bidders as well as an erratic range of pricing. It should be noted though that this is not a universal trend and some projects have seen good competitive bids. Contractual terms and conditions are an important factor in attracting good competition. The Front End documents of tunnel projects have come under increasing scrutiny as tunneling contractors in the U.S. industry are looking much more closely at their risk exposure in the contract terms and conditions. Considering the amount of tunnel construction work upcoming in North America, it is important that General and Special Conditions are put together in a way that provides a reasonable basis to execute the Contract and also provide a fair, balanced and swift way to resolve disputes.

Jan 1, 2008

By D. Lynn, D. Arthur

Infrastructures continue to age and drinking water supplies are becoming scarce in the San Fernando Valley of Los Angeles, California. Frontier-Kemper Constructors, Inc. (FKCI) was engaged by the Los Angeles Department of Water and Power (LADWP) to complete the River Supply Conduit Improvement Upper Reach—Unit 7 Project (RSC7). Two tunnel sections were bored using a 2.64 meter diameter Microtunnel Boring Machine (MTBM) and a 4.12 meter diameter Earth Pressure Balance Tunnel Boring Machine (EPBTBM) to excavate approximately 3,733 meters (3.7 km) of tunnels through highly abrasive late-Pleistocene-age Quaternary alluvial deposits (Old Alluvium) and Holocene age Young Alluvium deposits above the water table. This paper discusses the challenges encountered managing the TBM’s equipment degradation, use of soil conditioners, cutterhead wear, torque and advance rates while maintaining the necessary face-pressures and parameters to limit over excavation and ground settlement.

Jun 13, 2021

By B. Briggs

Over the past 15 years, the tunneling industry has pushed towards a higher degree of mechanization in nearly every phase of construction. The overall objective of the mechanization was to increase production and the level of safety in tunnel operations. However, the overall complexity of some systems have been a hindrance to a seamless transition to the newer technologies as increased maintenance requirements and re-training of skilled workers has altered the benefit curve for some innovations.

Jan 1, 2010

By Georgios Kalamaras, Sebastiano Pelizza, Carlo Alessio

"This article describes, through the presentation of five cases-history, technological advances that the Authors together with Tunneling Contractors devised for coping with adverse geotechnical conditions. It is believed that by introducing these new elements in a method that has proven its value in Italy and abroad for the last 40 years, the umbrella arch method, due to its versatility and simplicity, can become a universal method for conventional tunneling in very poor ground conditions. After a description of common faults and mistakes in applying the method, 5 projects are presented which demonstrate that self-drilling pipes give excellent results in terms of performance a zero volume loss, while, function of the ground conditions the various grouting mixtures used, such as expansive jet-injected cement-base grouts and bi-component resins, extend the use of the umbrella-arch in variety of grounds even in presence of water-bearing lenses. The case-histories provide successful applications in different conditions.BASIC FEATURES OF UMBRELLA ARCH METHODThe umbrella arch method provides a short support of the tunnel vault just ahead of the excavation face. The method foresees the drilling and installation of peripheral, sub-horizontal steel pipes in the ground, followed by their grouting. The umbrella arch method is also known as forepoling, steel pipe umbrella, reinforced protective umbrella or simply “umbrella”. The umbrella arch method does not have a static function because the immediate stabilization of tunnel section is entrusted to the internal shell of steel ribs and shotcrete. The “umbrella” provides a pre-support of the excavation which has to be stable for an adequate length and duration permitting the installation of the next steel rib and shotcrete under conditions of safety (Figure 1).The umbrella-arch provides pre-reinforcement of poor ground around the tunnel perimeter in a simple and flexible manner that is adaptable to different ground conditions. In fact, it is possible to vary the number and length of pipes, the distance between them, their diameter and thickness as well as the overlapping length of two succeeding umbrella arches. The versatility of the umbrella arch technique allows its application to: clay deposits, granular alluvial deposits, moraine and debris materials even when containing large blocks, heavily jointed, foliated and tectonically disturbed rock masses."

Jan 1, 2016

By Yoshihiro Kawarabata

INTRODUCTION The shield-driven method in Japan has been adopted widely in soft ground tunneling, namely, subway, water supply, sewer and utility tunnels, and recently this is an indispensable method in urban area. Since this method was started to adopt on a full scale from the beginning of 1960, construction achievements in length were about 830 km for 15 years until 1974 (1). According to the recent informations of the Japan Tunneling Association, the achievement in length under construction as of December, 1977, was about 350 km (2) and the extention of increase in shield-driven method can be guessed (Tab. 1). Tab. 1 - Achievement in Length by Shield-driven Method (As of December, 1977, Unit: m) (---): Achievement by Okumura Corporation [ ]

Jan 1, 1979

By R. Grandori, L. Pellegrini

The construction of the La Joya hydropower plant (Costa Rica) was awarded by the Spanish power company, Union Fenosa, to the Italian Joint Venture formed by the companies SELI SpA and Ghella SpA. The project, located in a mountainous region of central Costa Rica, includes a 7.9-km-long head race tunnel having an excavation diameter of 6.18 m. A double-shielded TBM was selected to perform the tunnel excavation, which involved mainly volcanic rocks in variable but generally very weak conditions. The tunnel crossed long and continuous sections in completely weathered rock masses with no residual cohesion and with high water inflows. The paper describes and analyzes: The special methods adopted to overcome these sections with the TBM includ-ing face stabilization by chemical grout and foams as well small by-pass tunnels in the crown combined with TBM advance/support The grouting design and the grouting method that was implemented to meet the waterproof design specifications and restore the original groundwater level in the mountain The additional geological investigations performed to improve the knowledge of the rock mass in front of the TBM and the outcomes of these investigations The performance of the TBM in different ground conditions and on average along the entire tunnel Finally, the author’s comment about the possibility of implementing and improving the technologies experimented with in this project in future similar applications.

Jan 1, 2007

By Akihiro Higashide, Roy H. Patten

The DOT Tunneling method combines two conventional earth pressure balance shield machines in an overlapping cylindrical arrangement. The method allows two tunnels to be driven simultaneously with mini¬mum cross sectional area. Two full size trials, one configured horizontally and one vertically stacked, were successfully completed employing the DOT method. The method was then utilized for the new transportation system. The goggle-shaped DOT machine, 9.36 m high by 15.86 m wide, is the largest earth pressure balance shield machine in the world. This paper includes a general description of the DOT tunneling method as well as a history of its development.

Jan 1, 1995

By William C. Cooley

SUMMARY A review is presented of the state of development of high pressure water jet equipment and of large impact hammers for rock tunneling. Information from the U.S.S.R. is based on published literature and three personal visits. Applicable papers which were presented at the International Symposium on Jet Cutting Technology in Coventry, England in April 1972 are reviewed. Data are presented on continuous jet systems, pulsed water cannons, and hydraulic-powered impact hammers with respect to the specific energy of rock breakage and potential application in tunneling machines. INTRODUCTION It has been estimated that the cost of underground excavation during the period 1970-1979 in 15 countries of the Organization for Economic Cooperation and Development will be over $54 billion, an increase of 104% over the period 1960-1969. It is expected that 55% of the tunneling construction will occur in hard rock (Ref. 1). Present tunneling machines are generally limited to soft and medium-hard rock. When used in hard rock, the cost of replacing mechanical cutter bits is high. Therefore there is a need for improved rock fracture methods which can be applied economically in tunneling machines for hard rock. Water jets and mechanical hammers are two

Jan 1, 1997

By Silvano Morelli, Giovanna Cassani, Renzo Bindi, Antonio Nicola

More than 70 km of main line and service tunnels have been excavated to date for crossing the Apennines between Bologna and Florence. A new design and construction approach, known as Analysis of the Controlled Deformation in Rock and Soils, (ADECO-RS), was adopted to tackle the extreme heterogeneity of the ground and the particular stress-strain conditions. The goal of this system is to obtain constant and predictable full section advance rates, even in very poor geology, with the highest possible level of safety and reliability. The execution of this gigantic project required the mobilization of 21 job-sites, with the concurrent operation of 30 excavation headings. The global production rates confirm the high quality of the design and the high level of industrialization reached during the construction stage, levels not previously obtained in similar conditions, using other approaches such as NATM.

Jan 1, 2003

By Silas Li, Michael Harris-Gifford, Jason Choi, William H. Hansmire

Twin-bore tunnels with a single track in each tunnel are currently the most common subway tunnel configuration. However, a large diameter single-bore tunnel with two tracks separated by a center wall could replace twin-bore tunnels and introduce potential benefits but require necessary modifications to the subway system. In particular, a nominal 40-foot-diameter single-bore tunnel can be considered in lieu of nominal 20-foot-diameter twin-bore tunnels. This paper discusses the benefits and modifications introduced by replacing twin-bore tunnels with a single-bore tunnel, with respect to various elements of the subway related to the tunnel, stations, track, and tunnel systems.

Dec 1, 2022

By Patrick J. Maessen, Bart H. M. Hendrix

"In the Netherlands, the Dutch Tunnel Standard has been developed for the execution of road tunnel projects. The Dutch Tunnel Standard is based on the Dutch Tunnel Law (WARVW) which sets the minimum safety standard for road tunnels in the Netherlands. Uniformity of tunnels and the uniform perception of a tunnel by its users leads to a higher safety level. Therefore, several items in the Dutch Tunnel Standard are specifically developed to ensure safety in emergency situations through the plane of human factors. Taking human factors into account is important in regular traffic situations, but in an emergency situation, this can be vital. In this paper, the development and contents of the Dutch Tunnel Standard are explained in the first part and in the second part, the systems related to human factors are described. DUTCH TUNNEL LAW AND THE NEED FOR THE DUTCH TUNNEL STANDARD In the 90’s of last century and the early 2000’s, several serious accidents occurred in tunnels in Europe. These accidents involved fire and led to many casualties. After these accidents, the European Union decided to change the regulations for tunnel safety, leading to the EU directive 2004/54/EG. The primary goal of this directive is, that casualties are minimized in case of a calamity in a tunnel (e.g. fire). In the Netherlands, the EU directive led to the development of the tunnel law and a tunnel regulation (in 2006) to prescribe the safety features required for a safe tunnel. The new Dutch tunnel law – cited in the Building Act – was meant to make tunnel design easier – but resulted at first in the opposite effect. Tunnel design in the Netherlands and design standards of Rijkswaterstaat Rijkswaterstaat – the executing organisation of the Dutch Ministry of Infrastructure and the Environment – is the owner of the tunnels in the Dutch national motorway network, thus owner of the majority of the road tunnels in the Netherlands. In the early years of tunnel building in the Dutch national highway network (approximately 1950 – 1970), Rijkswaterstaat was not only owner, but also designer of its own assets. Most Dutch tunnels are submersed tunnels, because these type of tunnels provide a cost-effective way to make river crossings. Another type of tunnel that is used, is a TBM tunnel. Because of the geological conditions in the Netherlands (merely clay/peat and sand), there are no NATM or drill-and-blast tunnels in the Netherlands. Since the last decades, land tunnels (covered roads) are becoming more common to provide for multiple use of surface space and to meet more modern environmental regulations as traffic increases near densely populated areas. Tunnel lengths in the Netherlands vary from 500 m to 1.5 km for river crossings up to 6 km for the Western Scheldt (bored) tunnel. The lengths of land tunnels vary from 500 m up to 3 km. With these increasing lengths, some safety topics and design topics arise, topics that were non-issues in the past, when tunnels were only used as river crossings."

Jan 1, 2016

By James W. Marold

Tunnel and shaft plugs have been designed to assist in construction of new and rehabilitation of existing tunnels and shafts. Tunnel plugs have been used to provide construction access for side by side tunnels, separation of raw and treated water, and to allow operation of one tunnel during construction of a nearby tunnel. Shaft plugs have been used to seal up surface openings to tunnels and to prevent seepage of water to the surface through adjacent tunnels or shafts. The design construction details of tunnel and shaft plugs are provided. Typical examples of tunnel and shaft plugs are provided.

Jan 1, 2008

By Lynn Salvati, Colin LaVassar, Loic Galisson, Joel Theodore, Lynette Sla

"Sound Transit’s University Link and Northgate Link projects will add 6.75 miles (10.9 km) of twin-bored tunnel to Seattle’s light rail system, extending the route north from downtown Seattle. The tunnels are being constructed primarily in glacial soils using pressurized-face tunnel boring machines. Cover over the tunnel alignment varied from 13 feet to over 300 feet (4–91 m). Since the tunnels are located in densely populated urban areas, controlling ground movements and monitoring settlement were essential to success of these projects. Hundreds of geotechnical instruments, including extensometers, surface settlement points, and near-surface settlement points, were used in both projects to monitor settlement. The observed data were compared to settlement predictions made prior to tunneling, and analyses performed to update empirical factors to better estimate settlements. Recommendations for designing efficient and cost-effective settlement monitoring programs are provided based on the review of the monitoring data and analyses.INTRODUCTIONThe paper includes data from Sound Transit’s University Link and Northgate Link projects. These projects will add 6.75 miles of twin-bored tunnel to Seattle’s light rail system. The tunneling for University Link will extend the light rail system from downtown Seattle to the University of Washington. Tunneling from downtown Seattle to the Capitol Hill Station was completed under the U230 contract, and tunneling from the Capitol Hill Station to the University of Washington Station was completed under the U220 contract. The Northgate Link extension will extend the light rail line north of the University of Washington, including approximately 3.5 miles (5.6 km) of twin tunnels between the University of Washington Station and the Maple Leaf Portal and two stations, U District Station and Roosevelt Station. Tunneling for the Northgate Link project is still underway as part of the N125 project. At the time of writing, tunneling from the Maple Leaf Portal to Roosevelt Station has been completed. Therefore data labeled as N125 in this paper only include the portion of the alignment from the Maple Leaf Portal to Roosevelt Station."

Jan 1, 2016

By Shawna Von Stockhausen, Hong Yang, Tung T. Vu, Derek Penrice, Kevin Huynh

"The Regional Connector Transit Corridor is a 1.9 mile long light rail transit project in downtown Los Angeles, California. The project includes approximately 4,930 feet of twin bored tunnels together with a mined crossover cavern, 3 deep stations, and other cut-and-cover structures. The bored tunnels will be excavated using an earth pressure balance tunnel boring machine through Fernando Formation (extremely weak to weak rock) and alluvium. The tunneling will be performed in close proximity to a large number of existing structures, including the existing Metro Red Line tunnels with as little as 6 feet of separation. Thus, the evaluations of the tunneling effect on these structures and the instrumentation and monitoring program is an essential part of the project design. This paper provides a very brief overview of the considerations and evaluations of the tunneling effects on the existing structures and results of evaluation obtained during the final design stage of the project. INTRODUCTION The proposed Regional Connector Transit Corridor (RCTC) project provides a 1.9 mile-long connection between the Metro Gold Line from Pasadena and East Los Angeles; and the Metro Blue Line to Long Beach and the Expo Line to Culver City. The alignment is shown in Figure 1. The Regional Connector will provide new tracks through downtown Los Angeles. The project will extend underground from the Metro Blue, Expo, Red, and Purple Lines’ 7th Street/Metro Center Station following Flower Street, curving northeast to the north of 3rd Street under the 2nd Street Tunnel. The alignment will then continue eastward under 2nd Street, turning northeast to cross under the intersection of 1st and Alameda Streets, then splitting into two branches above the ground surface, one branch extending north along Alameda Street and the other extending east along 1st Street. The project elements include 3 deep stations, a SEM cavern, segments of TBM bored tunnels, and cut-and-cover guideway structures. The bored tunnels have an excavated diameter of 20.3 feet. The subsurface conditions along the tunnel alignment generally consist of artificial fill overlaying finer-grained alluvium (dominantly medium dense to dense sandy soils), underlain by coarser-grained alluvium (a wide variety of medium dense to dense sandy and gravely soils). Below the coarser-grained alluvium is Fernando Formation, which is characterized as extremely weak to very weak sedimentary bedrock. A long stretch of the alignment will be excavated in this formation. The soil layers above the Fernando Formation are of variable thickness and spatial distribution. The geologic profile is shown in Figure 2."

Jan 1, 2016

By Greg Bold, Mahmood Khwaja, Yuannian (Jerry) Wan, Michael S. Schultz, William Simcoe

Beaver Creek Clean River Project will satisfy the consent decree requirements by capturing and treating combined sewage overflows. The project consists of, approximately, 2,700 feet of 30-inch trenchless pipe installation, a new screening/disinfecting facility, an expansion of an existing diversion structure, and a 72-inch internal diameter, 530-foot long mined tunnel. The tunnel portions are being progressed as early release packages. This paper presents the geotechnical exploration program and the subsurface conditions encountered; interpretation of the geotechnical conditions; and, approach to developing stand-alone packages for the tunnels to mitigate construction and schedule risks and continue to advance the project.

Jun 13, 2021

By Gilles Cachia, Foteini Vasilikou, Seth Pollak, Hannes Lagger

"INTRODUCTION The Shatin to Central Link (SCL) is a new rail line being constructed by the MTR Corporation for the Government of Hong Kong to cater for the growing passenger demand between the North-East New Territories and the urban areas of the city. Contract 1103, which will provide the 4 km of running tunnels between the new Hin Keng and Diamond Hill Stations, was tendered in a design-build framework and awarded to Vinci Construction Grands Projets (VCGP) in October 2012, with Arup as Vinci’s lead designer. One of the most challenging pieces of work on the contract involved the construction of 133m of SEM mined tunnel on the northern end of the project. The Northern Mined Section (NMS) is an undrained, twin-track, single bore profile, broken out through the southern pipe pile wall of the Hin Keng Station cut-and-cover box, Figure 1. The tunnel has maximum excavated dimensions of 14.5m span x 12m height, with track spacing of 6.175m. The general excavation sequence consisted of 3 stages; a 6m high top heading (73.1m2), followed by bench (27.3m2), and invert (26.7m2). A risk-based approach to the design was taken given the large variation in rock level, cover, and an active stream course above tunnel crown. Ultimately, six different temporary support types were utilized in order to optimize the construction process through continually changing ground while maintaining a safe and stable excavation. Three main support types were developed during the initial design phase, along with a “contingency” case, which utilized a partial heading excavation sequence and enhanced face support. The purpose of the contingency support type was to have a robust, engineered design available for immediate implementation should unexpected ground behavior develop, leading to the breaching of instrumentation trigger levels. This support type was never implemented on site. Drill- and-blast tunneling commenced once 6m of rock cover was verified through forward probing. A robust instrumentation and monitoring scheme provided valuable data throughout excavation and the means to carry out a geotechnical back-analysis of the ground behavior and support performance."

Jan 1, 2016