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By Gary A. Almeraris, Thomas F. Peyton

This paper chronicles the mining of a main interceptor sewer through a residential neighborhood for the MWRA's Boston Harbor clean-up. The Wellesley Extension Sewer Tunnel consisted of 490 m (1600 ft) of rock tunnel, 107 m (35V ft) of mixed face and 336 m (1100 ft) of softground. The tunnel was located 4.6 m (15 ft) below water table and passed directly beneath six buildings with as little as 7 m (23 ft) of cover. In addition, the tunnel ran parallel to and within 4.6 m (15 ft) of an existing sewer tunnel with flows up to 187,5 million liters (50 million gal.) per day. The rock encountered by the tunnel was comprised of gramodiorite, amphibilite and diabase. The soils which passed through the tunnel face consisted of tills, sands and non-cohesive plastic silts. The techniques developed and the equipment utilized to successfully mine this complicated ground are described.

Jan 1, 1991

By Lee W. Abramson, Kenneth P. Akins

The authors have accumulated published data on residual soil and rock tunnels in the United States and have compared it to transit tunneling experience in Atlanta, Georgia, and tunnels in other soil and rock conditions. Two 6.1 meter (20 foot) diameter shield driven, compressed air tunnels were constructed for the Metropolitan Atlanta Rapid Transit Authority (MARTA) connecting the Five Points Station (central hub) with the Peachtree Center Station (first station on the north line). Because of the historic multi-story structures above the tunnels and the variety of subsurface conditions, a comprehensive ground monitoring and observation program was conducted. Conclusions are drawn regarding residual soil and rock ground response due to tunneling. Comparisons are made to ground response due to tunneling in other soil and rock conditions.

Jan 1, 1983

By Harry Sutcliffe, George B. Wallace, Madan M. Singh

INTRODUCTION Several recent estimates have predicted that the extent of underground tunneling in the future will far surpass past records. It is also emphasized that the expected increase depends largely on the cost of tunneling and hence every effort should be made to reduce this price. The largest items of expense in some tunneling programs are not related to the technical problems encountered but rather the human factors involved in contracting and executing the project. In order to examine the mutual interactions between the groups involved in tunnel programs, the Engineering Foundation sponsored a conference on "Owner-Engineer-Contractor Relations in Tunneling", July 12-16, 1971 at Deerfield, Massachusetts. The meeting was cosponsored by the Associated General Contractors of America and the Construction Division of the American Society of Civil Engineers. The seminar was attended by representatives of contractors, owners, and engineers who drafted and approved a set of recommendations based on the ideas generated during the discussions. It was also suggested that the resulting document be given as wide publicity as possible amongst the underground construction community. The First Annual Rapid Excavation and Tunneling Conference provides an excellent forum for this presentation.

Jan 1, 1997

By Eugene F. Casey, William H. Hansmire, J. Ghaboussi, Randall L. Lentell, Harvey W. Parker

INTRODUCTION Construction of a major intercepting sewer in Brooklyn, New York involved tunneling in soil over several subway lines. In two instances the clearance between the subway and sewer was sufficiently close that concern was raised about the influence of the new construction. Prior to each critical crossing, analytical studies were performed which characterized the tunneling influence. It was demonstrated that with adjustments in construction procedures the crossings could be made without affecting the integrity of the subway linings. A comprehensive program of instrumentation and full-time monitoring was undertaken to ensure that any unforeseen adverse developments during crossing would be recognized. The successful crossings were subsequently made with minimal influence. Reported herein are the special construction conditions for the two crossings, the analytical simulation of behavior, and the results of monitoring on the subway linings. SEWER TUNNEL CONSTRUCTION AND EXISTING SUBWAYS The Red Hook Intercepting Sewer is a 2600 m (8600 ft) long tunnel which is part of a major water pollution control project in New York City. For clarity of nomenclature, the sewer is termed a 'tunnel' while the rapid transit structures are termed 'subways'. For routine construction, the tunnel was mined by hand with a 3.2 m (10 ft-5 in.)

Jan 1, 1981

By Randy Fulton, Ignacy Puszkiewicz, George H. K. Schenck

Stuart Olson Construction, Inc. excavated 385m (1263 ft.) long twin tunnels with 6.25m (20.5 ft.) O.D., a portal and a cross-over for the Edmonton, "Metro". The work for Contract No. 76458, SLRT South Tunnel and Portal, in Edmonton, Alberta, Canada was performed in 1989 and 1990. NATM was specified because of the instability of glacial deposits. The contractor decided to use "two firsts" on this project: Fully mechanized NATM and a novel excavator¬mounted tunneling machine. An excavator was equipped with a cutter boom, and a loading and conveying system. This novel machine cost only about one-third of the price of a special NATM roadheader. This new combination of NATM and an excavator-mounted cutter boom offered a cost-effective alternative to shields, slurry TBMs and roadheaders for short tunnels in unstable ground. For NATM tunneling in hard rock or in mixed faces, the roadheader-type cutter boom can be replaced with an impact hammer (hydraulic breaker).

Jan 1, 1993

By Odd G. Askilsrud, Steinar Johannessen

New powerplants, tunnels and dams are currently under construction at Meraaker to triple the annual power production of a nearly 100 year old power scheme. A total of 44 km tunnels with cross sections varying from 7 m2 to 32 m2 have been excavated in hard rock formations. Ten kilometers were excavated by a High Performance Tunnel Boring Machine (HP TBM). The remaining tunnels have been completed by the drill and blast method, using modem proven equipment and procedures. This paper gives special attention to the TBM drive and equipment selection, including, planning, site organization and performance.

Jan 1, 1993

By Arun Patel, Diane Hirsch, Pamela Moran

The Metropolitan Washington Airports Authority (Authority) has undertaken a tremendous expansion of Washington Dulles International Airport in Fairfax, Virginia, including upgrading passenger transportation between concourses. The first stage of this expansion envisioned a shallow cut-and-cover pedestrian tunnel between the Main Terminal and Concourse B with associated vertical circulation structures. At the beginning of the design contract, the Authority’s consulting team of Earth Tech, formerly Kaiser Engineers, and the Dr. G. Sauer Corporation compared the cost and disruption of constructing the tunnel as a cut-and-cover structure to mining the tunnel using the New Austrian Tunneling Method (NATM). Upon review, the Authority endorsed the latter method.

Jan 1, 2003

By Claus Becker

At the RETC 1979 in Atlanta/Georgia it was reported about the beginnings of the Hydroshield system and the first site experiences. Since that time over 10 miles of tunnels in various diameters have been built with that system, and the discussion of the two most interesting projects will be the main topics of this paper. AURELIA TUNNEL, ROME In Rome, the railway system is going to be completed and modernized. Therefore, it is necessary to tunnel through the Roman hills. Part of the new railway system is the Aurelia Tunnel, located some 100 feet below the famous Via Aurelia Antigua, close to the Vatican. The double track railway tunnel has an internal diameter of 9.44 m and a length of 2.410 m. It runs through completely differing soil conditions. (Fig. 1) The first 1000 t are situated in watertight clay, the rear part in water bearing loamy, clayey sands with interlayers of loamy clays. The figure shows the soft change-over from clay to sand. The groundwater head is between [ ]

Jan 1, 1983

By Thiemo Hagedorn, Gerhard Weissbach, Ralph Bergmann, Wilhelm J. Kogelmann

The objective of this unique method is to multiply the advance rate of conventional tunneling while improving both ground control and the safety of the crew. The high advance rate is achieved by concurrent rock excavation and installation of concrete lining at fully synchronized work phases. The novel TACHUSMATIC system consists of a high-production, robotic cutter boom, an automated slip form and continuous mucking and conveying. This novel system utilizes the inherent bearing capacity of the rock that is activated by a small, initial deformation. The supporting resistance is then provided both by the rock mass itself and the pumped in concrete lining. During the hardening of the concrete, the hydraulic cylinders of the TACHUSMATIC automatically apply the appropriate support resistance, thus providing safe ground control. This novel tunneling system is practically a fully automated, fail-safe NATM that does not require highly skilled engineers and crew. The TACHUSMATIC can be used for construction of circular, rectangular and horseshoe-shaped tunnels. When equipped with the Alpine Multi-Tool Miner (MTM) systems, the machine can work in a wide range of ground and rock conditions. The use of novel, diamond-tipped cutter bits (picks) will increase hard rock cutting capabilities and will significantly reduce pick consumption. Because of its moderate cost, the novel system is an economic alternative to conventional tunneling even at short drivages. A new installation is cost-effective for tunnels longer than 750 meters (2,500 ft.) At a typical tunneling project, the cost permeter is about 25% lower than with conventional methods.

Jan 1, 2003

By Leon Maday, Robert Robinson, Judy Cochran, Don Davis

Over the past 20 years, several soft-ground tunnels have been successfully completed in the Seattle area. These tunnels were built using design-bid-build contracting methods, and have benefited from advancing technologies in exploration, design and construction methods. Owners have utilized various contractual means to share some of the risks that are inherent to tunneling projects. This has helped to foster a competitive bidding environment and to resolve issues related to unanticipated underground conditions in a fair manner. This paper presents case histories of tunnels constructed by King County and the Washington Dept. of Transportation that illustrate a common approach to design and construction issues. The common thread is successful project completion with minor cost changes under the design-bid-build contracting method. Lessons learned from these projects are being applied to the upcoming King County Brightwater Project tunnels, Sound Transit’s Light “Link” Rail tunnels and other tunnel projects.

Jan 1, 2005

By Daniel P. Farjeat, Hector A. Canseco, Juan M. Schmitter

Since the early sixties, tunneling in the soft clay of Mexico City, has been done with the aid of open face shields and recently with compressed air. The use of pressurized shafts up to 1.5 kilograms per square centimeter, (147 kilo pascals) with vertical locks to launch the shields, have been used in two cases. After advancing almost 200 meters of tunnel, the same vertical locks were transformed into horizontal locks, to continue the work. Due to the high decompression times involved, it was necessary to install long locks, using the tunnel itself as part of the system. This article describes those cases.

Jan 1, 1981

By D. A. Day, H. L. Marsh, P. J. Stephens, C. A. Wiggins

Lightweight cellular grout backfill behind pipe-in-tunnel has been gaining increased acceptance in the tunneling industry and has proved to be both practical and economical. Two successfully constructed projects, the Upper Scioto West Interceptor Sewer (USWIS), in Columbus, Ohio and the Benbrook Pipeline Tunnel Project in Fort Worth, Texas will be discussed. The projects represent two different but successful applications of lightweight cellular grout backfill. The USWIS placed the grout behind precast reinforced concrete pipe, in water bearing limestone, and in close proximity to residential water wells. The Benbrook Project placed grout behind 6,096 meters (20,000 feet) of steel pipe from just two locations, eliminating major surface disruption typically associated with the placement of pumped concrete.

Jan 1, 1999

By Russell Miller, Fun-Den Wang

High Pressure Water Jet Assisted Tunneling The high pressure water jet assisted tunneling project was conducted in a granite quarry near Skykomish, Washington, approximately 90 miles east of Seattle. A 7-ft diam tunnel boring machine was modified and equipped with high pressure water jets. The concept that tunneling rates can be improved by using high pressure water jets was validated, with an average increased advance rate of 50% to 60%. For some tests, the advance rate was more than doubled. A comprehensive economic analysis has shown that very significant savings are possible. At a 50% increase in advance rate, cost savings of 14% and 24% were projected for 10-ft and 20-ft diam tunnels respectively. These benefits were seen to be relatively insensitive to water jet equipment costs.

Jan 1, 1976

By Drupad B. Desai, C. C. Ku

INTRODUCTION The Laurens Street section of the Northwest Line of the Baltimore Region Rapid Transit System, located along Pennsylvania Avenue between Pitcher Street and North Avenue is situated in material which cannot be definitely categorized as soil or rock. However, in the area of residual soils in which these tunnels were constructed, considerable attention was required to determine the character of the ground so that the designers and the constructors could properly evaluate the behavior of the ground and plan their respective efforts accordingly. The Laurens Street sections structures consist of twin rock tunnels, station structure, traction power substation, vent shafts at both ends of the station, the midline vent shaft, and the twin mixed-face tunnels. This paper concentrates on the mixed-face tunnels which extend from Station 99+67.03 (O.B.) to Station 102+49.00 (O.B.) at the southern end of the section. Since the completion of the design of this project, the Laurens Street section has been renamed the Upton Station. (See Figures 1 and 2). SUBSURFACE INVESTIGATIONS At early stages, three preliminary studies were performed by the General Soils Consultant (Ref. 1, 2, & 3). The purpose of the first study was to ascertain the generalized geological and subsurface conditions which might be encountered in the region. No borings were performed for this study. A limited number of test borings were performed for the second study, which included subsurface data for the Northwest and South Lines of the Transit System. Three borings were

Jan 1, 1981

By Manfred Jaeger, Klaus Ertmer, Walter Dietrich, Jochen Greinacher, Wilhelm J. Kogelmann

In Europe, novel low-cost excavator-mounted Multi Tool Miner (MTM) systems, consisting of cutter head, hammer, bucket and drill attachments permit one unit to perform multiple tasks replacing several purpose-built machines. At the Weser Tunnel in Germany, cross-passages between the twin tubes were excavated in frozen ground with a remote-controlled mini-excavator equipped with a quick-change cutter head, ripper tooth and bucket. In Switzerland at the N2 interstate near Basel, W. Dietrich AG enlarged a 2-lane tunnel to three lanes with a cutter head mounted on a special excavator. Blasting and heavy hammers were not permitted due to the closeness of the “live” twin tube. At the N20 Zurich bypass, the Joint Venture of Jaeger, Frutingerand AHB excavates highway tunnels, some with extremely large cross sections, conventionally. A cutter head mounted on an excavator removes the rock shattered by blasting precisely to the pay line, thus preserving the rock’s self-supporting capacity preventing subsidence and damages to water resources and buildings on the surface under low overburden.

Jan 1, 2003

By Yoshihiro Kawarabata

INTRODUCTION With only about 30% of Japan's entire population served by sewer systems at the end of 1980, extensive sewerage construction programs have been implemented. As major sewer networks in large cities are near completion, construction of smaller sewer networks in less populated areas and branch sewers in urban areas is on the rise, where a demand for sewer tunnels of 600mm to 1500mm diameter is very heavy. The pipe jacking technique, usually employed to excavate such small diameter tunnels, therefore has become the subject of further technological development and sophistication to cope with the increasing volume of construction. At the 1979 RETC, the state of the art on the slurry shield tunneling method at that time was reported. This paper is a follow up to the last paper and discusses a newly developed boulder crushing equipment and automatic pipe jacking system for the slurry shield method and their application. Such technological advancement as high-degree mechanization and automation will significantly improve tunneling operations in response to the aging society to come. Through application of the technique on so called factory automation, this is a step towards field automation for the construction industry.

Jan 1, 1983

The 1997 Rapid Excavation and Tunneling Conference (RETC) was held at the Mirage Hotel, Las Vegas, NV. The RETC is a biennial event jointly sponsored by SME and the American Society of Civil Engineers (ASCE). Conference attendance was 573 members, nonmembers and students, an increase of seven attendees from the 1995 conference in San Francisco, CA. Exhibitors occupied 51 booths at the Las Vegas RETC. The 1997 conference encompassed 58 presentations in 15 sessions. Participants were given details on achievements and advances that have resulted in new design solutions, alternative work practices and increased productivity within the industry. The page at the end of this article tells how to get your copy of the RETC proceedings, either hardbound or on CD-ROM. Or, if you wish, for the first time a CD-ROM is available with the complete RETC proceedings from 1972 to 1997. This two-disk, archival volume has key-word search capability, is in portable file format and is compatible with PC and Macintosh platforms. RETC program sessions included design and planning, ground support, tunnel boring machine (TBM) case histories, conventional excavation, new technology, difficult ground, geotechnical, shafts and raises, future/special projects, new Austrian tunneling method, international projects, soft ground case histories and water and gas. What follows are highlights of some of the RETC presentations.

Jan 1, 1997

By Don U. Deere

The tunnel boring machine (TBM) can be a magnificent tunneling device under optimal rock conditions. Such ideal conditions would include good Rock Material Characteristics (compact, uniform; low to medium strength, hardness, and abrasiveness); good Rock Mass Characteristics (few joints and shears; unweathered); and good Geologic Environmental Characteristics (above groundwater level and moderate in-situ stress). Such idealized rock conditions would eliminate support problems, fallout at face and grippers, frequent cutter changes, and water problems. Daily advance rates of 50 m would be commonplace. Unfortunately, nature seldom provides the ideal geologic characteristics. The challenge to the geologist, machine manufacturer, and contractor is to provide equipment and procedures to best handle the adverse geologic features, once identified.

Jan 1, 1981

By John D. Smart, John W. Sager

The following paper is an evaluation of the instrumentation programs on recent Corps of Engineers tunneling projects. The authors have first-hand knowledge of the NORAD Cheyenne Mountain Complex (NCMC) Expansion Project. Information on the other projects comes from conversations with those directly involved in the instrumentation programs and from referenced reports. The specific objectives of this paper are: (1) to state the purposes of the instrumentation programs, (2) to discuss the benefits gained from the instrumentation, and (3) to present conclusions from this study that will provide guidance to those planning instrumentation on future projects. Presentation of detailed descriptions of the projects and instrumentation data is limited to that necessary to the accomplishment of the above objectives. NCMC EXPANSION PROJECT The NCMC is located at a depth of approximately 800 feet in Cheyenne Mountain near Colorado Springs, Colorado. For the current expansion project new chambers were mined to accommodate a new diesel power plant and associated cooling and air handling equipment. During 1971 some 55,000 yd3 of granite were mined through existing access tunnels for this expansion. A model of the new excavation is shown in Figure 1. The light shaded areas are new openings, and the dark areas are portions of the existing operating complex. The large chamber to the right is the power plant chamber and has a span of 67 ft, a height of 50 ft, and a length of 172 ft. The other large chamber on the lower level is the cooling tower chamber and has a span of 38 ft, a height of 45 ft and a length of 185 ft. The small chamber on the upper level has a span of 20 ft and is 27 ft high and 140 ft long. Other major excavations are the 18 ft diam air tunnel

Jan 1, 1997

By Hiroyuki Kawata, Toshiyuki Ueno, Mikio Yamazaki

INTRODUCTION For the construction of several kinds of structures which pass through under railways, we have recently developed an effective and new tunnel construction method, aiming at more secure train operation during the construction as well as the rationalization in the construction works for such structures. Most important in carrying out the construction works for the structures under railways is how to maintain the safe operation of trains. For such construction works, temporary supporting structures and supplemental works have been often applied, for which high cost and long period for the construction have been required. While, this new tunnel construction method has the feature that it is capable of constructing definitive structures for various purposes, which, at the same time, acts as the temporary supporting members for protection of railways. Therefore, this method is now drawing much attention in that higher safety of train operation, low construction cost, and shorter construction period are accomplished, minimizing the period required for slackening the train speed during the construction works.

Jan 1, 1979