Search Documents

By Jim Finley, Adam Bedell, Eric Schrader

The CSO 52 Storage Tunnel and Pump Station project consists of 4,700 ft of hard rock tunnel, 2 intakes, and a 4 MGD wet pit pump station. During the geotechnical investigation, it was determined that the host geology contained abundant suldes. The purpose of this paper is to detail the investigation and subsequent determination that acid producing materials would affect the project during construction as well as long-term exposure of tunnel lining and permanent components during the operational life cycle of the tunnel and pump station. Details regarding the interaction between tunnel components and the acid producing material are also provided.

Jun 23, 2024

By David Kwietnewski

Roadheaders are gaining widespread acceptance in North America as a means for mechanical tunnel excavation. Until recently, almost all of the large-scale North American tunnel projects were excavated one of two ways ? the tried and true drill-and-blast method or with the use of tunnel boring machines (TBM), the hi-tech super-excavators. TBMs enjoyed fast-growing popularity worldwide as TBM manufacturers offered greater technology to meet the demand of the civil tunnel industry in the late 20th century. Recently, though, more tunnel projects, large and small, can thank the brute force of a roadheader for getting the job done.

Jan 1, 2011

By Ruben Piqueras, Juan Luis Magro, Jorge Vázquez, Santiago Martínez, Xavier Manjarín

The Parallel Thimble Shoal Tunnel project involves the construction of a bored tunnel under Thimble Shoal Channel in Chesapeake Bay (VA), between two artificial islands and parallel to the existing tube tunnel, built in the sixties. It will be the first transportation tunnel constructed in the Mid-Atlantic region using a Tunnel Boring Machine (TBM), a 44-foot-diameter Earth Pressure Balance (EPB) named "Chessie," manufactured by Herrenknecht, and which was assembled at the CBBT's southernmost island, with extremely limited room, live adjacent traffic, and difficult access. "Chessie" was successfully launched in February 2023 and this paper describes this complex and challenging process.

Jun 23, 2024

By Ben V. Petersen

Surveying is to tunneling, as a steering wheel is to a car—somewhat essential if you want to end up in the right place. The principles of tunnel surveying have remained unchanged since the first tunnels were constructed: To mathematically connect the selected start and end points of a tunnel and physically translate that alignment onto the ground. The alternative is just dead-reckoning and leaves the probably less than satisfying end results to chance. Today’s laser-guided tunnels often have to thread the needle through a maze of soil types, utilities, structural features and other underground considerations. Surveying makes it possible.

Jan 1, 2005

By David Court, Rab Brown

The paper discusses the work in progress on the construction of the extension of the High Speed Rail line from the Channel Tunnel into the centre of London UK known as the “Channel Tunnel Rail Link” (CTRL), and particularly on contract 250 which involves the construction of two 5.3Km tunnels 7.15m diameter constructed with two EPB convertible tunnelling machines underneath the densely populated area of East London. In addition the paper will look at an innovative Alliance that has been formed between the Contractors and the Client’s Engineer involved in the construction of the London Tunnel Contracts

Jan 1, 2003

By Sakir Selcuk, Brian Hamilton, Paul Zick

The 1.8 mi (2.9 km) Minneapolis-St. Paul International Airport Light Rail Transit Tunnels and Station project is comprised of the underground segments of the 11.8 mi(18.8 km) Hiawatha Light Rail Transit route in Minneapolis, Minnesota. The 21 ft 2 in(6.5 m) diameter twin tunnels were mined 65 ft beneath one of the busiest airports in the United States using an earth pressure balanced tunnel-boring machine. This paper will provide a project overview, review the major equipment selected, tunnel segment casting, and describe excavation and lining operations for the tunnels and station.

Jan 1, 2003

By Gary Jackson

Preliminary engineering for the Waller Creek Tunnel was completed in 2001, but the project was held in abeyance until the summer of 2007. This paper describes several features of the revised design, which required significant changes from the original concept. Most notable is the expected replacement of a tunnel boring machine (TBM) by conventional tunneling. The considerable influence of geological conditions on the tunnel vertical alignment is discussed, in particular the impact of the zones of Eagle Ford Shale with swelling potential. Other features which are described include the wide span tunnels and large diameter shaft requirements.

By Paul A. Roy

The North Shore Connector Project for the Port Authority of Allegheny County constructs twin Tunnel Boring Machine (TBM) tunnels through cohesive soils and rock beneath the Allegheny River and a narrow city street in Pittsburgh, PA. The tunnel alignment includes an historic building on shallow foundations, modern buildings on deep foundations, and an office building constructed directly over the alignment during the design of the tunnel sections. This paper provides an overview and update of the general site conditions, TBM tunnel design, and support of excavation for the TBM launching pit. Deformation limits, ground improvement, monitoring and mitigation plans are also discussed.

Jan 1, 2008

By Jeramy B. Decker, Paul H. Madsen

"During the excavation of the north bound tunnel of the Devil’s Slide Tunnel project, deformation (convergence) was measured after passing through Fault Zone B. The tunnel convergence was not symmetrical, but was larger on the left side of the profile. It was determined that a shear zone nearly parallel with the tunnel drive was contributing to the uneven deformation. This paper will discuss how it was determined that the shear zone existed and how multi-point borehole Extensometers (MPBX) were used to verify that a significant amount of the deformation was occurring due to movement along the shear zone as the excavation was advanced. In addition, performance of the shotcrete liner in the area of the convergence will be examined. Finally, the paper will consider the means and methods that were utilized to ultimately control and stabilize the deformation. INTRODUCTION The Devil’s Slide Tunnel Project consisted of excavating two 1,250 meter tunnels each with a profile of 80 m2 utilizing the New Austrian Tunneling Method (NATM) or otherwise known as the Sequential Excavation Method (SEM). The tunnels are part of the California Coastal Highway south of Pacifica, CA, a suburb of San Francisco. The tunnels were opened to traffic in March of 2013. Geological Setting The tunnels run north-south through the San Pedro Mountain ridge, which is part of the Santa Cruz Mountains. The tunnel lies within the San Andreas Fault system and is 7.2 km west of the surface trace of the San Andreas Fault and 2.8 km east of the surface trace of the San Gregorio Fault. The 10 km strip between these two faults is referred to as the La Honda structural and terrain block (Decker et al. 2010; Amini et al. 2005; Earth Mechanics Inc. 2003). Locally, the tunnel passes through three blocks representing different geological conditions: South Block, Central Block, and North Block (Figure 1) (Decker et al. 2010; HNTB Corporation et al. 2005). The South Block consists of Mesozoic aged granodiorite and quartz diorite. The South Block also contains many local shear zones and a low angle thrust fault (Fault A). The South Block ends at Fault B, which is the southern border of the Central Block."

Jan 1, 2016

By Yiming Sun, David Tsztoo, Rick Nolting, Adam M. Wirthlin, Rebecca Fusee

"Excavation and initial support of the New Irvington Tunnel presented significant challenges, including rapidly changing ground conditions, heavy ground loads, and squeezing. Such behaviors were anticipated from historic tunneling records of the adjacent Existing Irvington Tunnel, and extensive site investigation, but clearer understanding of their actual extent and causes has resulted from convergence measurements, observations of ground behavior, initial support monitoring and detailed geologic mapping. Time-dependent movements, documented hours to months after excavation in clay-rich rock and in moderately to intensely fractured rock, identified squeezing areas, allowed classification by currently-used predictive methods and added to the list of lessons learned in tunneling such ground. INTRODUCTION In March 2003 the San Francisco Public Utilities Commission (SFPUC) authorized funding for the $4.6 billion Water System Improvement Program (WSIP) to repair, replace, and seismically upgrade its water system. The program consists of 35 local projects located within San Francisco and 48 regional projects located in several counties from the Sierra foothills to the San Francisco Bay Area. The New Irvington Tunnel (NIT), a key component of the WSIP, is located east of Fremont in Alameda County, on the east side of San Francisco Bay. The NIT is a new 18,660 foot (5,689 m), redundant tunnel, 190 to 670 feet (58–204 m) offset from, and subparallel to the Existing Irvington Tunnel (EIT). Built between 1928 and 1932, the EIT was constructed with an unreinforced cast-in-place concrete lining and is vulnerable to damage in the event of a major earthquake along the two closest active faults. The Hayward Fault is located less than a mile west of the tunnel, and the Calaveras Fault is located half a mile east of the tunnel. Although the alignment does not intersect these faults, the shaking and sympathetic displacement along secondary faults that cross the tunnel alignment are potential hazards. The NIT provides a seismically reliable water transmission facility capable of withstanding earthquake damage and maintaining continuous water service after a major earthquake. The NIT also adds system redundancy and provides for operation flexibility of running water through both tunnels, or through one tunnel while the other is out of service for inspections and maintenance."

Jan 1, 2016

By Sigmund J. Sulinski

All Sanitary District contract documents for new tunnel construction permit the Contractor a choice of four (4) separate alternate tunnel sections. This is the result of a continuing District policy to encourage at all times the use of the most suitable construction techniques and to attract to District construction the broadest spectrum of proven capabilities. Figure 1 indicates the alternate tunnel sections allowed on District contracts as follows: 1. A horse shoe section, ribbed and lagged, and a poured reinforced concrete tunnel liner; 2. Circular section, ribbed and lagged, and a poured in place reinforced concrete tunnel liner; 3. Circular section, ribbed and lagged, and a precast reinforced concrete pipe liner grouted in place; and 4. Circular section, no temporary lining, and a precast reinforced concrete pipe liner to be jacked in place. The Sanitary District now has in operation 10,500' of 5'6" I.D. and 6,500' of 5'0" I.D. jacked tunnel. An additional 5,600' of 7'6" I.D. jacked tunnel is currently under construction.

Jan 1, 1997

By Terence G. McCusker, Bruno Dietl

The only previous attempt to use a tunnel boring machine in the rock formations encountered in New York City was unsuccessful. However, technology has been developed since then which made a new attempt a practical proposition. Nine thousand feet each of 8'6" and 11'0" diameter tunnels were driven in Manhattan schist using Jarva TBM's together with 1100 ft. of the smaller diameter driven conventionally in Inwood marble and earth. (1) The selection of tunneling method was largely based on the need to avoid community reaction and hazardous tunneling conditions where the larger diameter tunnel passed beneath residential structures in poor condition in seamy and blocky rock. Experimentation with cutters and cutter mountings indicate that good cutter life and ease of change are available. It was found practical to use unusually large muck cars for an efficient muck disposal system. Conventional tunneling was successfully executed beneath a subway station whose invert was less than seven feet above the crown of the tunnel. Attempts at chemical consolidation and dewatering were unsuccessful in the earth section which was completed under compressed air.

Jan 1, 1974

By William R. Groseclose, Kenneth D. Schoeman

The Buckskin Mountains Tunnel is a key link in the Bureau of Reclamation's Central Arizona Project. The 22-foot (6.7-m) diameter tunnel is being bored in a north-northwesterly direction through volcanic rock near Lake Havasu in western Arizona. The 6.9-mile (11-km) conveyance tunnel will carry up to 3,000 cfs (85 cu m per sec) of water through the Buckskin Mountains as part of the Granite Reef Aqueduct. The water for the project will be drawn from Lake Havasu behind Parker Dam on the Colorado River and pumped some 800 feet (244 m) above the lake to the inlet portal of the free flow tunnel where it begins its 190-mile (300-km) journey to Phoenix, Arizona, and beyond into Orme Reservoir (figure 1). Precast concrete segments are being used as a single system initial support and final lining in the tunnel being excavated by a tunnel boring machine specially designed and built for the job by The Robbins Company. J. F. Shea Company, Inc., of Walnut, California, is constructing the tunnel for the Bureau of Reclamation.

Jan 1, 1976

By Robert J. Whiteley, Colin Parker

Two major tunnel projects with a combined value of about $US700 million have been recently completed in Sydney using both soft ground and hard rock Tunnel Boring Machines. The first of these and the main entry in Australia for the Year 2000 Olympics was the New Southern Railway. This is 10 km of mainly soft ground tunnel linking the Sydney’s International Airport with the Central Business District. The second tunnel was designed to alleviate major stormwater pollution of Sydney Harbour and involved construction of the Northside Storage Tunnel. This is19 km of hard rock tunnel at depths exceeding 90 m that connects many of the northern Sydney suburbs of Sydney with the North Head Ocean Outfall. Case studies of these projects describe the use of innovative geophysical technologies comprising gravity and seismic tomographic imaging with geotechnical testing at the feasibility and design stages. This approach minimised construction and financial risk by effectively quantifying the significant geological and hydrogeological issues along these tunnel routes that exerted major controls on these projects.

Jan 1, 2001

By Scott Chesman

Increased TBM performance is leading the way for resurgence in tunneling activity in NYC. Tunnels will be excavated in the same geologic formations as previously excavated D&B tunnels whose construction records are providing valuable insight into the prediction of rock mass behavior. This report compares an eight mile stretch of NYC Water Tunnel #2 with the recently excavated eleven mile stretch of the TBM driven Water Tunnel #3. Comparisons of the type and amount of rock support installed as well as water inflows and grout quantities are made. Rock mass characteristics specific to TBM performance are also evaluated.

Jan 1, 2005

By Bernhard Leist, William D. Leech, Johann Kröyer, Holger Evers

Landsvirkjun—the national electric power company of Iceland—is building the Kárahnjúkar Hydroelectric Project in eastern Iceland. Two glacial river systems will be dammed and channeled through a series of tunnels into a 690 MW underground powerhouse. The Project has a total of 73 km of tunnels to be excavated of which mosthave been completed. From three access adits, three large diameter (7.2 m to 7.6 m),main-beam, gripper-type, Tunnel Boring Machines (TBMs) are being used to complete50-km of the waterway tunnel. Using the TBMs was a first in Iceland to excavate the complex Icelandic basalt formations, which consist of inclined layers of hard basaltic flows with weaker scoriaceous and sedimentary interbeds. Faults, fissures and dykes that frequently cross the lava flows posed both geologic and hydrogeologic difficulties to the TBM tunneling. This paper describes the extreme challenges that the men and equipment had to endure to complete the tunneling, including the harsh winter weather on the surface and the cold, abundant ground water inflows within the tunnels.

Jan 1, 2007

By Brandon Barnes, Michael Haggerty

"Around Minneapolis and Saint Paul, Minnesota, the local geology includes the St. Peter Sandstone, which is easily minable and has facilitated construction of interceptor tunnels for storm water and sanitary tunnels since the 1800s. The elevation of the geologic units allowed gravity-driven flows from the downtown areas all the way to the Mississippi River. Through many years of service, some of these tunnels have experienced degradation and require maintenance. Additionally, increased stormwater surface runoff can result in internal pressurization of the tunnels, accelerating degradation. Because structural failure or collapse of any of these interceptor tunnels would create a significant repair challenge, the city of Minneapolis has been inspecting and designating tunnels in its system for periodic review and repair. One of these, the St. Mary’s/Hiawatha tunnel, was rehabilitated using a grouting program. A hydrologic model was also used to improve understanding of pressurization events during some storms, leading to construction of a near-surface pressure dissipation chamber to provide increased hydraulic capacity. BACKGROUND The St. Mary’s/Hiawatha tunnel in Minneapolis has three segments; the first two were constructed in 1942 and the third was added in 1987 (Figure 1). Segment 1 is approximately 4,700 feet in length and outlets to the Mississippi River. Segment 2 intersects Segment 1 approximately 3,500 feet upstream of the river outlet and continues for approximately 2,500 feet in a southeasterly direction. The third and newest segment is approximately 500 feet long. There are four different cross sections of tunnel along the entire system.Originally, tunnel construction often consisted of mining the St. Peter sandstone with a pressurized water lance and constructing wood lagging support (Payne, 1967). An underdrain was generally installed below the invert during construction; this resulted in localized dewatering and provided groundwater control during construction. Non-reinforced concrete liner sections were cast in place. Often void space existed between the tunnel liner and the native sandstone bedrock. These voids, particularly in the crown, prevent direct contact between the liner and the bedrock."

Jan 1, 2016

By R. Schuerch, G. Anagnostou, R. Poggiati

"The paper presents dimensionless design diagrams for estimating the stand-up time of a tunnel face in saturated ground of medium-low permeability. The diagrams cover a wide range of ground parameters and apply to shallow tunnels (overburden less than two diameters). As the time-dependency of the face stability in water-bearing ground is associated with the consolidation process in the soil ahead of the tunnel face, the stand-up time is determined by means of hydraulic-mechanical coupled spatial stress analyses. The results presented are important for tunnel engineering practice, e.g. when estimating the feasibility of atmospheric interventions in the working chamber of a closed shield. INTRODUCTION The response of water-bearing medium-low permeability ground to tunnel excavation is time dependent. The time-dependency is due to a transient seepage flow process that is triggered by the excavation and develops slowly over the course of time. Experience shows that the short-term behavior the ground is more favorable than the long-term one: the deformations increase with time; the tunnel face may be stable initially and fail only after some time. The time over which the tunnel face remains stable is called the stand-up time. This paper investigates the time dependency of the tunnel face stability assuming that all time effects are due to consolidation rather than creep. This assumption is reasonable for shallow tunnels crossing water-bearing soils. In the problem under analysis, the unsupported tunnel face remains stable under the undrained conditions prevailing after excavation, but collapses before reaching the drained conditions prevailing at a steady state. The assessment of the stand-up time is important from an economical point of view for both mechanized and conventional tunneling through weak water-bearing ground, as a long stand-up time removes the need for face support or ground improvement works during standstills, thus saving time and money, while short stand-up times require hyperbaric interventions or the implementation of costly and time-consuming auxiliary measures."

Jan 1, 2016

"During his presentation at the 2016 George A. Fox Conference about the history of public-private-partnerships (PPP) in the tunneling and underground construction industries in New York, Vincent Tirolo, Jr., told a story about how, as a young engineer in the late 1960s, he and others pooled money to purchase a calculator for $75 that had the ability to perform sine and cosine functions. That was a big deal in those days and would make their job much easier. Oh how far things have come. Tunnel and underground construction engineers can now virtually map out and plan entire projects before the first shovel ever breaks ground. And the machines that are used to build the tunnels have advanced in ways that could not have been imagined 50 years ago.The calculator is just one example of innovation in the industry and on Jan. 26, more than 400 industry professionals attended the George A. Fox Conference at the Graduate Center of New York (CUNY) to learn more about the next innovations, new tunneling technologies and what the future might hold for the industry. The conference included sessions on contracting models, rescue and fire life safety and new technological developments as well as an international project spotlight presentation from Nasri Munfah about the Eurasia Tunnel, connecting the European and Asian sides of Istanbul, Turkey.The project, also known as the Istanbul Strait Road Tube Crossing project, was named the 2015 Major Tunneling Project of the Year by the International Tunneling and Underground Space Association.The tunnel boring work for the 3,344-m (11,000 ft) long tunnel under the Istanbul Bosphorus Strait was completed in August, heralding a new era in tunneling.Tunnel boring work was launched in April 2014 with a ceremony with then Prime Minister Recep Tayyip Erdogan in attendance. The work was completed on Aug. 22, 2015 with Prime Minister Ahmet Davutoglu participating in the ceremony."

Apr 1, 2016

By Eero Pokki

The Päijänne Tunnel is being constructed to conduct raw water from Lake Päijänne to the Helsinki Metropolitan Area. The length of the tunnel will be 120 km and the cross-sectional area is 15.5 sq m. Excavation started in 1973 and will be completed in 1982. 94 km of the tunnel have been constructed from Lake Päijänne towards Helsinki. The construction has advanced according to plan, and due to Finland's hard bedrock there have not been any great surprises. When completed, the tunnel will meet the water requirements of the Helsinki Metropolitan Area for a long time in the future because, with a free fall of 36 m, 9.6 cu m/s of water can be conducted through the tunnel from Lake Päijänne to the Helsinki Area. With pumping it will be possible to obtain a flow of 15 cu m/s, although at first the discharge will only be 5 cu m/s. The tunnel was partly taken into service as early as March 1979 when it was possible to conduct water to the municipalities north of the Helsinki Area. It is already possible now to conduct water to Helsinki, too, but from the Korpimäki pumping station onwards it must be done through the River Vantaa, which is polluted. When the tunnel is completed in 1982, good quality water can be conducted from Lake Päijänne to the Helsinki Metropolitan Area through a continuous rock tunnel. The cost estimate in 1973 was $ 88 million while it is now $ 90 million notwithstanding high inflation. AREAS NEEDED FOR CONSTRUCTION The areas needed for construction were bought through voluntary deals. Areas of 4 - 5 hectares were bought along the tunnel line at about 5 km intervals. The excavation of access tunnels was started from these places, and the crushed rock from the main tunnel was also transported there. However, it was not necessary to buy the area

Jan 1, 1979