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By Eugene F. Casey

An immersed tube tunnel is one which is composed of elements that are prefabricated in a dry dock or on shipways, usually away from the actual tunnel site, floated into position and then lowered into a preexcavated and graded trench below a body of water. The elements or segments are then connected to each other under water, and the entire immersed tube tunnel covered with a protective blanket. Because water is essential, this method of construction offers advantages in a relatively limited field. By the very nature of the method, lowering elements to the bottom of an underwater trench, immersed tube tunnels are primarily used for crossing bodies of water, such as rivers, bays, straits, canals, etc. Although this method of construction was first used for a subaqueous railway crossing under the Detroit River in 1906-1910 and again in 1912-1915, for a four track subway tunnel under the Harlem River in New York, the reason immersed tube tunnels construction has not been used more extensively is simply a matter of economics. Bridges, compressed air tunnels and similar structures could be constructed at a lower cost.

Jan 1, 1970

By Ian McFeat-Smith, Odd G. Askilsrud

Introduction Given the mountainous nature of the local igneous terrain, hard rock tunnelling plays an important role in the development of Hong Kong's infrastructure. In 1990, tenderers for two tunnel projects were encouraged to consider using hard rock TBMs, the territories' first. As a result the 7.5km long, 3.56m diameter Tolo Effluent Tunnel and the 5.3km long, 4.8m diameter Hong Kong Electric Cable Tunnel were excavated by hard rock TBMs. The successful completion of both projects in 1992 should make the TBM method an attractive construction alternative for planned, upcoming projects in Hong Kong. Tunnelling Conditions Tunnelling solutions are frequently adopted in Hong Kong due to the intensity of development, lack of flat landscape and proximity of mountainous terrain to the main centers of population. This is carried out primarily in granites or granitic-type rocks which surround Victoria harbour, and to a lesser extent in the outlying volcanic rocks which include extremely hard tuffs and lavas. Tunnelling will generally take place in granitic rocks, normally about 100-250 MPa in strength, and with an average joint spacing of 0.3m and a quartz content of 30-

Jan 1, 1993

By Don Phelps, Dean Brox, Peter Procter, Andy Saltis, Tom Morrison, Jeff Pringle

The Greater Vancouver Water District is currently constructing the Seymour-Capilano Water Filtration Project to enhance the quality of drinking water in the Vancouver metropolitan area. The Seymour-Capilano Water Filtration Project comprises the 1,800 million litres per day Seymour-Capilano Filtration Plant, the 1,080million litres per day Capilano Pumping Station, twin tunnels with associated shafts, and the Capilano Energy Recovery Facility. The twin tunnels will convey raw water under pressure from the Capilano Reservoir to the Seymour Filtration Plant and return treated (filtered) water for distribution. The Twin Tunnels component of the project comprises twin, 3.7 m diameter, 7.2 km TBM bored tunnels, the 180 m deep Seymour Shaft as the main launch shaft, and two 4 m diameter, 268 m deep raise bore exit shafts at Capilano. The Twin Tunnels have been planned as predominantly unlined tunnels sited at depth entirely within granitic bedrock and cross under two major buried glacial valleys of breadths in excess of 1500 metres that are filled with glacial sediments to depths up to 200 metres. The maximum overburden along the tunnel alignment is approximately 400 metres. Comprehensive site investigations and studies were completed during the detailed design stage of the project. The construction of the twin tunnels started in the fall of 2004 and is planned to be completed by mid-2008.

Jan 1, 2005

By Brent Duncan, Doug Harding, Bob Stier

The 73rd Street Tunnel Project is part of “The Tunnel and Reservoir Plan” (TARP)also known as the Deep Tunnel Project, and is located in the Village of Bedford Park, County of McCook, State of Illinois. The project consists of a ø 4.42 meter × 2,060 meter long (14´-6? bore, 6,760 foot)tunnel. The completed tunnel is used as a bypass tunnel for the McCook Cup Reservoir Project. The project was awarded to Affholder Inc. of St. Louis, in 2000. The paper describes the project in which a new, high-powered open gripper type main beam machine was used in which high advance rates have been achieved using conventional muck haulage techniques. Features of the project include the installation of rock support consisting of counter-sunk rock bolts that are required to be pull-tested for strength per project specifications. Installation and testing of the bolts are done during the boring cycle. Muck haulage was done by conventional muck car train and hoisting at the construction shaft. As the site layout did not include a tail tunnel, the trains needed to be shuttled at the shaft bottom. Even with the bolting requirements and the muck haulage without a tail tunnel, the Affholder site personnel still achieved high advance rates on the 73rd Street Project.

Jan 1, 2003

The global tunneling industry has many challenges, both technically and financially, with the latter likely to be a significant feature over the next few years. Many industries have ad-opted standard practices in order to overcome specific technical challenges, from which standard out-comes are anticipated. In tunneling, however, every project is unique so standardized practice is not easy. This requires original thinking and being open to adopting new techniques and technologies as they emerge. Sprayed waterproofing is a hot industry topic and a paper recently presented at the North American Tunneling conference not only discussed this methodology for achieving a dry tunnel but also how it can reduce build costs and construction time. Despite their being relatively few ?universal truths? throughout the tunneling industry, there is one opinion that appears to be shared by most in the sector, ?all tunnels leak.?

Jan 1, 2010

By Jamal Rostami, Ataollah Rahbar

"Uma Oya Multipurpose Development Project is under construction in Sri Lanka. This project involves 2 Rolled Concrete Core (RCC) Dams connected through a tunnel currently under construction by Drill and Blast method. The water is transferred from first diversion dam to the 2nd regulatory dam and from which, it will be transferred through a 14 km headrace tunnel to the top of a 650 m deep drop shaft that feeds the high pressure water to an underground powerhouse and turbine chamber for generation of 120 MW of electricity. The Headrace and Tailrace tunnels are being excavated by two 4.4 m diameter double shield TBMs. The headrace tunnel has already passed 5km milestone and is mined in hard rock, while the tailrace tunnel has been completed in rather weak and fractured ground. This paper will review the history of the project along with the geology of the site. The operation of TBM in headrace tunnel will be discussed in more detail, focusing on the challenges of excavating through very strong and abrasive quartzite and gneiss on this site, as well as reaches of tunnel in high inflow of water reaching 400 L/Sec. INTRODUCTION This paper aims to introduce the Uma Oya Multipurpose Development Project (UOMDP) as a hydro mechanical project in Sri Lanka, targeted generating hydro-electric power, transferring water for irrigation purposes and controlling seasonal devastating flood. This project lies in the south-eastern part of the central highland region of Sri Lanka (Figure 1). The main part of the project is located in the south-western part of the Badulla district in the province of Uva. The south-eastern end of the project site is in the central west of the Moneragala district (province of Uva). Bandarawela is the largest urban setting within the project area, located halfway between the upstream and the downstream ends of the planned hydropower plant and combination of dams, tunnels, and downstream facilities. The Multi-Purpose Project Of Uma Oya is planned to convey water from Uma Oya to Kirindi Oya Basin for hydroelectric energy generation includes Puhulpola RCC Dam on the Uma Oya river, Dyraaba RCC Dam on the Mahatotilla Oya river, a conveyance tunnel from Uma Oya to Mahatotilla Oya (L=3750m), a long feeder tunnel from Mahatotilla Oya to Kirindi Oya. The feeder (power) tunnel Lot consists of a headrace tunnel (L=15554m), the surge shaft (L=200m) and tank on the upstream of the vertical shaft, a vertical shaft with steel lining (L=650m), an underground powerhouse and a tailrace tunnel (L=3650m)."

Jan 1, 2016

By Dennis Ofiara, Paul Zick

Two 8.2 m diameter flood control tunnels are being constructed in the Taylor Shale Formation beneath San Antonio, Texas. These tunnels use precast concrete segments as final lining. This paper describes the features of the segments chosen for this project. The tunnels are being excavated with a hybrid Tunnel Boring Machine. This paper also describes the features of the TBM which make the machine compatible to the type of segments chosen.

Jan 1, 1989

By Steve Skelhorn, Dan Ifrim

"A tunnel project poses many challenges; the operation of the Tunnel Boring Machine (TBM) being one of them. Mechanized tunneling is known as a safe and effective alternative to other methods in terms of schedule and cost; however, efficiency can be severely affected by a bad TBM selection and qualification and employment of inexperienced operators. The success of a mechanized tunneling project involves a comprehensive and interdisciplinary consideration of all contributing factors such as TBM technical specification and selection, TBM design and procurement including ancillary equipment and tunnel linings. The tunnel equipment selection along with the operation can make or break the project. The objective of this paper is to address the importance of the skills and qualifications of the TBM crew with particularity to the TBM Operator. The study includes the Owner and Consultant involvement in the selection and pre-qualification of the TBM crew and specifically the TBM operator as well as the role of Contractor and TBM manufacturer in TBM operator training. This paper also analyzes the possibility of issuing a TBM operator certification, and discusses the benefits and significance of periodic training and certification programs. INTRODUCTION Training in the tunneling industry is not a new topic. The industry continues to evolve and become more complex with technology advances and expansion of mechanical tunnelling to mechanized shaft construction, large diameter drilling and mining industry applications. The need for professionals trained to operate mechanized tunnelling equipment is ever increasing, while there is a significant number of veterans who will be ageing out in the next 5 years. Consequently attracting young professional is a very important aspect of sustaining a qualified pool of professionals. For any given tunnel project, the owner and the engineer spend up to several years, studying the ground conditions during preliminary and final design. Post contract award the contractor spend additional months studying the ground again to develop the optimum means and methods for construction. All this time and money spent at the beginning of the project has the purpose of developing the optimum tunnel design, assessing the risk associated and implementing mitigation measures to reduce risks to acceptable levels. Following the tunnel design process, sophisticated TBMs are being specified and sourced to ensure the best tool for the job. The question raises here: Are there available experienced/trained professionals capable of operating these sophisticated machines?"

Jan 1, 2016

By Hongjie Yang

The No. 10 metro line of Shanghai city is 36 kilometers in length and will pass through the operating airport runway by using tunnel boring machine with earth pres-sure balance mode. Although there are examples through world that tunnels pass through airport runway and tunnelling underground is not a difficult undertaking technically, there is rare experience in China for the similar projects especially in Shanghai saturated soft soil region. Shanghai soft earth is famous for its high compressibility, high rate of water content, weakness in strength, large deformation and different characteristics in earth strata. Besides, the whole construction process will be under ultra-large airplane dynamic load on the surface ground over the tunnel, which increases the risks of construction process. This paper evaluates the feasibility of building the metro tunnel under such an extremely serious condition, especially the subsidence of ground surface caused by advancing of tunnel boring machine, which also is the most important control target for the safe operating of the runway. Furthermore, this paper discusses the effective measures to keep the settlements in the permissible level during the whole working period for the tunnel from aspects of plan, design and construction.

By Majid Sadeghi, Ali Naghi Dehghan, Kaveh Ahangari, Seyed Mahdi Pourhashemi

"Instrumentation and monitoring of ground deformations in tunneling is a principal means for selecting and controlling the excavation and support methods among those foreseen in the design, for ensuring safety during tunnel construction (including personnel safety inside the tunnel and safety of structures located at ground surface) and, finally, for ensuring construction quality management. In this paper, the effect of Hakim Tunnel excavation on the behavior of the surrounding ground was investigated based on the geotechnical instrumentation. This tunnel with 1080 m length, 18 m width and 12.6 m height is being constructed using the SEM/NATM along the Hakim Highway in Tehran. The results which are obtained from recorded displacements by geodetic pins (on the tunnel wall and roof), extensometers and settlements pins (at the ground surface) demonstrate the tunnel stability during the various stages of excavation. However, it is concluded that the rate of excavation in different sequences could have a major role on stability of tunnel. In this case the surface and underground openings were monitored as well as needed for controlling the face probably collapse. INTRODUCTION Tunneling is increasingly being used world-wide to provide the infrastructure required for sustainable urban areas. The high demand for space and the disturbance of existing infrastructures by construction measures increasingly forces future infrastructure projects to be conducted underground. One of the important purposes of tunneling projects in urban area is not only to minimize displacements but also to control them during the construction (Pourhashemi et al., 2015). Normal method of tunnel stability analysis is not able to evaluate the real rock and soil mass behavior. Hence, instrumentation is a practical method to monitor displacements, to evaluate the stability of underground openings, and also to determine the rock and soil mass properties (Dehghan et al., 2012. Dehghan, 2013). Rocks and soils are materials with properties that can change instantly and significantly from one point to the next. Some complications may often happen due to uncertainties in the loads that the new facility must withstand during construction and operation. Instrumentation and monitoring provide quantitative information on actual behavior of ground and adjacent structures. A lot of deformation monitoring studies for determining and analyzing different kinds of engineering structures such as tunnels, bridges, high-rise buildings and dams are implemented. Considering the type of the structure, its environmental"

Jan 1, 2016

In early March 2011, a 6.2 m (20.3 ft) diameter Rob-bins Double Shield tunnel boring machine (TBM) crossed the finish line in Sochi, Russia. The machine completed a 4.5-km- (2.8-mile-) long section of tunnel that will ultimately become part of the transportation infrastructure for the 2014 Winter Olympic Games. The TBM advanced through difficult ground at aver-age rates of 100 to 120 m/week (330 to 390 ftpw) for contractor OJSC Bamtonnelstroy, a division of the SK Most Company. The section of tunnel will ultimately become a service tunnel for Complex #3 - a section of Sochi?s transportation infrastructure under construction, which includes road and rail tunnels. A second, 10 m (32.8 ft) diameter Robbins Double Shield TBM is currently excavating the parallel 4.6-km- (2.9-mile-) long main railway tunnel using a continuous conveyor system for efficient muck removal. A 13.2 m (43.3 ft) diameter highway tunnel is also under construction. The 6.2 m (20.3 ft) Robbins TBM achieved high rates despite difficult conditions. The tunnels run through mixed ground including massive to completely fractured limestone with clay seams. Some sedimentary rock including sandstone and siltstone is present, along with fault zones consisting of breccias and conglomerates. In May 2010, the machine was stopped after encountering a significant fault zone consisting of broken rock and running soft ground. Field service personnel and crew successfully freed the machine by excavating a bypass tunnel around the TBM, freeing the cutterhead. Following the restart, a combination of continuous probe drilling and ground treatment with cement silicate and foam kept the machine moving forward.

Jan 1, 2011

By Gail B. Knight

INTRODUCTION In May 1984, The Canadian Pacific Railway awarded to the Joint Venture of Foundation of Canada, Ltd. of Toronto, Atlas Construction Co. of Montreal, and S. A. Healy Co. of Chicago the contract for the construction of 27,000 ft of tunnel starting from the east portal. Selkirk contractors, the Joint Venture of Foundation, Atlas and Healy, which had successfully completed for CPR in 1983 the construction of both portal structures for this tunnel, studied several different alternative proposals before presenting its bid pooling each individual company's technical resources and experiences. (Foundation had just completed in association with other companies a similar tunnel project in British Columbia, and the S. A. Healy Co. could provide its experience of more than 40 miles of tunnels excavated by full face boring machines.) Among the alternatives investigated there was a fully circular tunnel to be excavated by a 30 ft diameter TBM, a full section drill and shoot proposal, and a mixed alternative, the "key hole" proposal, consisting of a TBM driven circular top heading followed by benching to design size. Technical, geological and economical considerations determined the alternative that was eventually proposed to CPR. HISTORICAL NOTES The tunnel construction parallels an existing tunnel through the Selkirk mountains that was excavated in 1885. In order to reduce the grade to 1% on the heavily loaded west bound trains, the new tunnel was at a lower elevation and lengthened to almost 9 miles. GEOTECHNICAL INFORMATION CP Rail site investigations began in 1978. The surface rocks in the tunnel construction area are metamorphosed Cambrian and Pre-Cambrian sediments; the underlying formation contains fine and coarse grained rocks presenting different degrees of metamorphism. The

Jan 1, 1987

By Paul J. Smith, Eudomar A. Silva, Quang D. Tran, J. Milton Brooks

The Dallas Mill Creek Drainage Relief Tunnel is an 8.04 km (5 mile) tunnel that will provide 100-year flood protection for impacted neighborhoods in the east Dallas area. “Big Tex” is a main beam gripper TBM capable of changing diameters in mid-tunnel to excavate 2.83 km (9,290 ft) of 11.45 m (37.58 ft) diameter tunnel and 5.21 km (17,095 LF) of 9.93 m (32.58 ft) diameter tunnel. Construction began in April 2018 and is anticipated to be completed in 2024. This paper will discuss the challenges and lessons learned during assembly and re-assembly, start-up and mining with “Big Tex.”

Jun 13, 2021

By Moussa Wone, Martino Scialpi, Colin LaVassar, Carlton Ray

The Potomac River Tunnel (PRT) is the next major phase of the DC Clean Rivers Program. The design-build PRT project includes a 5.5-mile-long, 18-foot-internaldiameter tunnel, seven shafts, and two underground connections to existing structures. Major challenges include tunnel boring machine (TBM) excavation though mixed-face conditions within a buried paleo-channel and an approximately 1,350-foot-long rock/ soil transition zone; construction beneath the elevated Whitehurst Freeway; tunneling beneath an existing luxury residential building and existing transit tunnels with limited clearance; and complex coordination with a variety of federal, regional, and local stakeholders. This paper describes the overall project scope, geotechnical conditions along the alignment, and primary design/construction challenges and mitigations.

Jun 13, 2021

By Nader Shahcheraghi, Verya Nasri, Mehdi Bakhshi, Ali Haghighat

An accidental fire load is one of the major loads considered in design of segmental linings in transit tunnel. Typically, a two-dimensional coupled thermo-mechanical finite element analysis (FEA) is conducted. The conventional approach involves using standard fire curves (temperature-time curves) which can lead to a significant overestimation of fire load and tunnel lining thickness in metro tunnels. The focus of this paper is on the cutting-edge approach, using 3D computational fluid dynamics (CFD) analysis of real train fires in metro tunnels and coupled thermo-mechanical finite element analysis (FEA) to accurately and cost-effectively design fiber-reinforced concrete (FRC) segmental tunnel linings for large-scale metro projects.

Jun 23, 2024

By Peter Klaver

Deep tunnels have been used for decades for the temporary storage of large volumes of urban runoff, both storm water and combined sewer overflow (CSO). Tunnels are attractive because they reduce surface disruption and do double duty as storage and conveyance systems, collecting overflows from multiple locations and transporting them for treatment to various facilities. Like any hydraulic system, however, there are dynamic effects that must be fully understood during the design phase so that the final constructed product does not have unintended negative consequences. Preliminary sizing of storage tunnels is typically based on the total volume required. For example, if studies have determined that a volume of 56.8 ML (15 million gal) will provide the intended level of control, then that figure can be used, along with a preliminary idea of the desired tunnel length, to compute the required diameter. Of course, filling a long tube with water from various points along the way is not at all the same as pouring water into a bucket, and these dynamic effects require additional attention from design engineers. The rapid filling of storage tunnels can lead to the formation of bores, which are essentially moving walls of water. An open channel bore can build in height until it reaches the crown of the tunnel, at which point it becomes a pipe-filling bore. Figure 1 depicts both kinds of bores moving upwards in a rapidly filling tunnel. Bores can strike the ends of tun-nels with tremendous force, driving water and entrained air upwards into dropshafts and creating strong pressure surges in portions of the tunnel that are already filled. If the hydraulic surges are high enough to reach grade, they can cause overflows and/or damage structures at the surface. Trapped air pockets can occur through several phenomena, including the reflection of bores off dropshaft structures and the occurrence of ?premature pressurization.? The latter refers to the situation where the inflow to a tunnel is increasing more rapidly than the tunnel can convey it, such that the pipe becomes surcharged at an upstream point while points downstream are still flowing as an open channel. These air pockets are a great nuisance as they migrate toward points in the tunnel where they can rise to the surface, which are often shafts that are already filled with water (Fig. 2). The ?geyersing? that results can be hazardous and costly.

Jan 3, 2010

By D. B. Desai, J. T. Waggoner, J. S. Hill, R. R. Redd, S. J. Klein

The 13 km (8 mile) long Riverside Badlands Tunnel is planned for construction starting in 1998. Extensive geotechnical investigations indicate that the 3.7 m (12 ft) finished diameter tunnel will be excavated through soft ground, weak sedimentary rocks, and heavily fractured metamorphic rocks. Nearly 80 percent of the tunnel will be excavated beneath the groundwater level. Tunneling conditions are expected to range from raveling and over-stressed in the sedimentary rocks, to blocky and seamy/crushed with some squeezing in the metamorphic rocks. Two alluvium reaches will require dewatering. The variable and interspersed ground conditions are expected to be a key factor in selection of tunneling methods, equipment, and initial support.

Jan 1, 1997

By A. J. Stewart, R. L. Shufflebotham, D. W. Ferguson, T. L. Page

The Inter-Island Tunnel is a 7.7 kilometer (25,160 foot) long by 3.5 meter (11.5 feet) diameter concrete lined tunnel through the Cambridge formation below Boston Harbor. Constructed as part of the Boston Harbor Project, this tunnel will bring untreated wastewater from the MWRA’s South System headworks facility at Nut Island in Quincy, MA to the new Deer Island treatment plant. A myriad of problems delayed the construction of the tunnel. These problems included salt water inflows of over 22,000 liters (5,812 gallons) per minute, a major fire in the access shaft, weak rock and soil collapsing on the tunnel boring machine, and hand mining operations.

Jan 1, 1997

By John Waggoner, Steve Klein, John Townsend, Jay Arabshahi

The Riverside Badlands Tunnel is a 13 km (8 mile) long segment of the Inland Feeder Project. This 3.65 m (12 ft) finished diameter water tunnel presented many challenges that had to be overcome to take the project from concept to reality, not the least of which were the diverse ground conditions. Construction of the tunnel was carried out by a single tunnel boring machine (TBM) in one tunnel drive. The project is considered a success due to the accurate baseline established for the ground conditions; the approaches used to mitigate adverse conditions; and the appropriate use of TBM excavation methods, which achieved rapid advance rates despite the challenging ground conditions.

Jan 1, 2003

By Lyman File

This paper discusses the overall challenges to construct a two-lane highway tunnel located in southwestern Colorado on U.S. Highway 160 for the Colorado Department of Transportation by the Kiewit Western Company. The purpose of this project is to provide the excavation and temporary support for a highway tunnel 280 m (916 feet) long. The tunnel cross section is 14.3 m (47 feet) wide by 8.5 m (28 feet) high, 105 m2 (1,130 SF).Construction methods include conventional drill and blast excavation with rockbolt and shotcrete ground support. This unique tunnel is being constructed under alpine tunnelling conditions and in the immediate vicinity of active highway traffic.

Jan 1, 2003