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By Verya Nasri

This paper presents analysis of damages and rehabilitation design for three major French rail-way tunnels built in mid-19th century. The La Nerthe tunnel underwent ovalization deformation with excessive displacement at the springline, and pinching and bursting of the liner bricks at the crown due to tectonic residual stresses with very high lateral earth pressure. The Saint-Louis les Aygalades tunnel invert was subjected to undulatory deformation resulting in tracks misalignment, which was caused by non-homogeneity of mechanical and hydraulic properties of the ground. The Roches de Condrieu tunnel required widening to comply with the increase in dynamic envelope of trains due to their larger cross section and higher speed. The applied rehabilitation methods and constraints of work in these busy mainline railway tunnels have been discussed in detail.

Jan 1, 2008

By Peter S. Schneidkraut

This paper will discuss the Final Tunnel Linings which were placed in 6700m of a 2.32m inside diameter precast concrete lined interceptor sewer tunnel in Staten Island, New York. Two methods were employed to install the final tunnel linings. One method involved forming and placing a polypropylene fiber reinforced concrete cunnette invert, followed by an arch pour. The second method involved the jacking of reinforced concrete pipe into the tunnel, followed by a low density cellular concrete backfill grout. These two methods will be described and compared.

Jan 1, 1993

By Ching Wu, David A. Sutter, Peter Frobenius

The MUNI Metro Turnback (MMT) Project includes a 256 m (840 ft) twin tunnel section, which connects to the Embarcadero Station, and runs under Market Street in San Francisco. The tunnels go through a mixed face condition of fill at top and Bay Mud at bottom, and a significant number of buried timber piles. This paper presents the selection of tunneling equipment, excavation methods, excavation support and chemical grouting; specification of timber pile cutting methods; and steel lining analysis and design. This paper also reports on the initial phase of the tunnel construction.

Jan 1, 1995

By T. D. Rourke, Fred H. Kulhawy, O&apos

From mid-1976 to early 1978, a 5.64 m diameter tunnel, 2491 m long, was excavated by a modified Robbins full-face TBM under shallow cover in highly stressed sedimentary rock in Rochester, NY. In-situ stress measurements were made, and tunnel behavior was monitored with MPBXs, inclinometers, tape extensometers, and instrumented steel ribs. Detailed geologic mapping was also done. In this paper, the as-monitored tunnel behavior is described, and the TBM performance is evaluated from field records. Recommendations are also made for future tunneling in similar geologic environments.

Jan 1, 1981

By Sun Guangzhong, Liang Jinhuo

Adverse geological condition is a major factor which makes construction difficulty in tunneling. But if it is predicted and tunnel support is made efficiently in time, the above difficulty can be reduced. It is necessary to develop one or several effective and economical geological methods for prediction of tunnel geology while expensive and time-consuming instruments are used. This paper reviews and proposes several geological methods for prediction of fault, seam, contact zone, and groundwater inrush. These methods have been proved to be effective and economical in tunneling practice in China.

Jan 1, 1987

By C. P. Shen, H. C. Tsai, Bennie Chu, Y. S. Hsieh

The Pinglin tunnels are situated within the fold-and-thrust belt structural region in Taiwan, due to continent-arc collision and plate tectonic setting. The pilot tunnel TBM (§=4.8m) became stuck ten times with the standstills to date. The westbound main tunnel TBM (§=11.74m) was buried in a collapsing calamity. The main tunnel TBM shall identify and overcome the adverse geology with high volume of ground water ingress itself. This paper presents our experience and methodology through the adverse geology with Pinglin large TBM.

Jan 1, 1999

By Brian Khalighi, Massimo Franceschi, Giovanni Giacomin, Gianni Porta

Headrace Tunnels and parts of the Access Adit Tunnels of Kárahnjúkar Hydropower project, KAR-14, in Iceland will be excavated using three full-face Robbins Tunnel Boring Machines (TBM). TBM sizes range from 7.23 to 7.63 meters in diameter and the total headrace tunnel length is approximately 40 km. The crushed rock is transported on conveyor belts to disposal areas near each Adit. The estimated average excavation rate is approximately 25 meters per day per machine. Electricity will begin to flow in April 2007, and the project is scheduled for completion in 2009. This paper is divided into four sections. In the PROJECT OVERVIEW section, a short overview of the scope of the project is presented. In the GEOLOGY section, the geological condition along the tunnel drives is briefly introduced. The TBM DESIGN section discusses the various design criteria and the resulting machine specifications. The paper concludes in the TBM OPERATION section with a case history describing the tunneling operation from start-up to the time of the writing of this paper.

Jan 1, 2005

By Fulvio Tonon

And Rabcewicz said ?tunnels should be driven full face whenever possible.? ADECO, which stands for ?Analysis of Controlled Deformations in tunnels,? now allows us to fulfll Rabcewicz?s dream in any stress-strain condition. In order to achieve that dream and its consequent control over cost and schedule, however, NATM must be abandoned for the ADECO. The paper presents the basic concepts in the ADECO approach to design, construction and monitoring of tunnels together with some case histories, including: full face excavation for Cassia tunnel (width of 22 m, height of 14 m) in sands and silts under 5 m cover below an archeological area in Rome, Italy; Tartaguille tunnel (face area > 100 m2) advanced full face in highly swelling and squeezing ground under 100 m cover where NATM led to catastrophic failure, France; and 80 km of tunnels (face area > 100 m2) advanced full face in highly squeezing/swelling ground under 500 m cover for the high-speed railway line between Bologne and Florence, Italy (turnkey contract).

By D. T. Iseley, A. L. Atta-alla

INTRODUCTION The extension project of the East Line Subway of Atlanta's subway network includes the construction of two single track transit tunnels under Interstate Highway 285. The project will be in DeKalb County, Georgia. The length, width, and height of each tunnel are 54.25, 6.3, and 7.2 m (178, 21, and 23 ft) respectively. The ground cover above the tunnel crown ranges from 1.5 to 3.25 m (5 to 11 ft). A soil pillar about 5.5 m (18 ft) wide will remain between the tunnels. The construction of each tunnel includes (i) installation of 21 steel soil support pipes of 75 cm (30 in) diameter, (ii) jet grouting 15 soil cement shafts of 60 cm (24 in) diameter in the soil under the pipes, (iii) contact grouting behind the tunnel lining and between soil support pipes and pavement, (iv) excavation of soil inside the soil support arch, and (v) installation of steel pile foundation, steel sets, and permanent tunnel lining of cast-in-place concrete, all as shown on the cross section in Fig. 1. The soil profile can be described from top to bottom as cement/asphalt concrete pavement, a fill layer consisting mostly of stiff sandy silt/firm silty sand, a residual soil layer consisting mostly of silty sand/sandy silt, partially weathered rock, and solid rock.

Jan 1, 1991

By Thomas R. Kuesel

Just south of the L'Enfant Station in Seventh Street, the WMATA system splits into two branches, each comprising twin single-track soft ground tunnels. Immediately at the beginning of the section, Interstate Route 95 crosses transversely over the alignment in open cut, removing most of the cover over the tunnels. Seventh Street spans I-95 on a bridge whose abutments and pier also cross transversely over the four tunnels, with their footings as little as 7 feet above the tunnel crown (Figure 1). Soil investigations revealed that the tunnels would have to be driven through mixed face, with a clay invert and a waterlogged sand crown. Thus, there was a good chance that the roof would fall in, leaving 1-95 and the Seventh Street Bridge in a crater. Since there was no roof that could be counted on, these were figuratively (and potentially truly) Washington Metro's Topless Tunnels (Figures 2 and 3). DESIGN ALTERNATIVES Faced with this situation, the designers considered several options, including temporary detours that would permit demolition of the bridge and building tunnels under the 1-95 Freeway by cut-and-cover methods. They also investigated structural underpinning of the bridge and freeway pavement, and strengthening the bridge abutments and center pier by post-tensioning to enable them to span over any subsidence trough.

Jan 1, 1976

On Dec. 20, 2013, an 8-m (26.2-ft) diameter Robbins hybrid single shield/earth pressure balance tunnel boring machine (EPB TBM) was launched to bore the Grosvenor decline tunnel for Australia?s Anglo American coal mine. The machine was built using onsite first time assembly (OFTA) in order to fit within a tight project schedule. Assembly at the remote jobsite near Moranbah, Australia took about four-and-a-half months, and then the machine was walked down into a launch tunnel. Two decline tunnels, at grades of 1:6 and 1:8, will be used for mine access to new coal seams. The hybrid machine is tackling mixed ground conditions ranging from sand and clay to varying types of sedimentary hard rock up to 120 MPa UCS, as well as coal seams. Methane gas is expected to be present throughout the tunnel, so the machine has been designed as explosion-proof-compliant to ERZ-1. ?Grosvenor is the first underground coal mine in Queensland to use a TBM for drift construction,? said Glenn Tonkin, Grosvenor project director. ?We are proud to be pioneering this technology.? Only about 300 m (984 ft) of ground in each decline tunnel is expected to require EPB mode, while the rest of the tunnel will be bored in hard rock mode. Thus, the design was optimized toward hard rock excavation.

By J. S. Hattrup

INTRODUCTION Tunnel boring machines in non-abrasive competent rock with little or no water have set new performance standards in the driving of tunnels. However, when the machines have hit blocky or running ground, they have encountered difficulties. The success of a tunnelling machine is usually due to a thorough geological investigation which accurately describes the rock conditions, a well designed tunnel support system, and a tunnel boring machine designed to cope with these conditions. In some cases machines have had to be modified in the tunnel after the machine had commenced boring, because geological conditions were not correctly anticipated before tunnelling began. The features described herein are not a panacea for all conditons, and some of them, like an auxiliary thrust system that thrusts off a precast invert segment requires pre-planning of work on the part of the contractor. CUTTERHEAD DESIGN Figure 1 shows typical cutterheads of ten to fifteen years ago. Note the large buckets and large openings between the buckets. These large openings were considered necessary to gain easier access through the cutterhead for cutter changes. The standard cutter in those days was an 11 inch or 12 inch cutter with small bearings, and was generally a delicate tool for the duty it was to perform. These large buckets would clog up if a formation with clay seams was

Jan 1, 1981

By F. Dudouit, M. M. Mohkam, F. Renault

The Pannerdensch Kanaal Tunnel is part of Holland’s Betuweroute high speed freight railway project linking Rotterdam to inland of Europe. It comprises of twin tunnels, 1620 m long each, with 8.6 m inner diameter. The Tunnel alignment is situated mainly in sandy formations and under high hydrostatique pressure. The over burden cover varies from relatively high to very low, sometimes much smaller than the diameter. One of the special features of the Pannerdensch Kanaal Tunnel is that, over some 250 m, the twin tunnels are to be bored in a back?lled sandpit. Some 490 000cubic meter of sand has been placed and compacted by vibro-?otation to refill the sandpit. The tunneling machine is a 9.8 m slurry shield manufactured by Herrenknecht. Tunnel lining is precast concrete consisting of seven plus one key universal segments. Other than the special feature of boring through re?lled sand, constraints such a slow overburden while crossing under Pannerdensch Kanaal and some lagoons, as well as high liquifaction potential of sandy formations, render this job very unique of the type. Fine studies were conducted in heading’s stability. And, confinement pressures were determined considering different risks of liquefaction and blowout problems. Both tubes have been successfully bored. Several sections have been monitored. The results are quite interesting and in accordance with contract technical conditions.

Jan 1, 2003

By Eoin Murphy, Stephen Beauchamp, Steven Cowell

"INTRODUCTION Electrification of the heavily trafficked Manchester to Preston route by Network Rail required the rehabilitation of the Victorian era Farnworth Tunnels to accommodate 21st century high speed trains. Network Rail, J. Murphy and Sons Ltd (JMS) and OTB Engineering Ltd (OTB) collaborated closely to complete these works in close proximity to heritage infrastructure whilst maintaining a rail service on the route. This significant challenge has been mastered by a combination of detailed investigation, complex modelling, robust design, extensive monitoring, ground treatment, secant piling, sprayed concrete, steel arches and segmental lining techniques. Investigation of the “Down” Tunnel found deformation and cracking of the lining and this was reconstructed during 11 weekend possessions. The “Up” Tunnel was filled with low strength concrete and a 9m diameter open face shield was used to construct an 8m diameter segmental lined tunnel during a 23 week blockade whilst traffic was maintained in the “Down” Tunnel. ELECTRIFICATION OF THE RAILWAY The Farnworth Tunnel project is part of the UK wide £1bn Railway Upgrade Plan to provide improvements throughout the rail network which includes the Manchester to Preston route. The project also supports the UK Government commitment to build a “Northern Powerhouse” by improving links that bind northern England together and which will help it release its full potential with a more balanced, healthier economy. The majority of the current UK rail network infrastructure resulted from the rapid growth of the railways in the mid to late 19th century which means that most of the existing tunnels are over 120 years old. Over the centuries the introduction of larger rolling stock has reduced the original clearances provided in tunnels. The electrification of a route requires that any over-line structures provide clearance for Overhead Line Equipment (OLE), new rolling stock and to meet modern standards. As part of Network Rail’s current electrification programme a further 36 tunnels have been identified on routes requiring electrification. Not of all these Victorian structures will require alterations to provide OLE clearance but the condition of the existing tunnels and modern fire / waterproofing requirements may ultimately dictate the need for rehabilitation."

Jan 1, 2016

By Ingo Kaundinya

"INTRODUCTION Tunnels are important elements of the German federal road network which have to cope with an increasing traffic load especially of heavy goods vehicles. In order to ensure a high availability and safety level for these key infrastructures, big efforts are required by owners and operators in order to keep all infrastructures up to date. This mainly relates to current European regulations regarding tunnel safety (Directive 2004/54/EG) [1] and their national implementation, which must be fulfilled by many existing tunnels. In this context the German Federal Government spends more than 1.1 billion € for the structural and operational retrofitting of more than 120 existing road tunnels. As many of these projects have recently been finished or are still under progress, experiences and best practices could be reported. After the description of current requirements in national standards regarding structural fire protection, the paper gives an example for an upgrade of a tunnel’s fire protection by installing an additional fire protection system, which is a quite costly measure. Another possibility to fulfill current requirements regarding structural fire protection could be the numerical proof of sufficient bearing capacity of a structure. The influence of different fire loads and fire durations on the bearing capacity of typical road tunnel structures have been investigated in a research project funded by the German Federal Ministry of Transport (BMVI) and coordinated by the Federal Highway Research Institute (BASt). The results of this research project have been used to define a procedure how to investigate existing tunnels regarding structural fire protection. Finally, the research results have also been the basis for a current update of national standards for tunnel construction. REQUIREMENTS REGARDING STRUCTURAL FIRE PROTECTION The structural fire protection design of road tunnels is usually based on temperature-time curves of exposure to fire, for simplicity called ""fire curves"". The fire development after fire growth is illustrated with fire curves. Fire curves can be subdivided into a heating-up phase, a fully developed fire phase, and if applicable, into a cooling-off phase (cf. Figure 1). During the fully developed fire, the fire remains at a certain temperature level."

Jan 1, 2016

"The Ohio River Bridge East End Crossing Tunnel requires a 75-year service life of its cast-in-place reinforced concrete lining. This twin-tube 3-lane (each tube) highway tunnel is about 55-ft wide and 30-ft high. Since unified tunnel service life prediction methodology does not exist in the US, challenges occurred during the design-build phase of this project. These challenges include the methodologies in determining the reinforced concrete’s degradation mode, the lining’s surface chloride concentration level, the reinforcing steel’s critical chloride threshold value for corrosion, how to verify the concrete’s diffusion coefficient, and the durability impact from concrete crack width. This paper presents a methodology in verifying the proposed concrete mix can achieve the service life requirements. This methodology can be adopted for service life prediction for future tunnels to be built in the US. INTRODUCTION The Ohio River Bridge East End Crossing (ORBEE) Tunnel is part of a Public Private Partnership project, which connects transportation network between Louisville, Kentucky and southern Indiana. Located in Louisville, Kentucky, the twin-tube highway tunnel provides northbound and southbound lanes of the Kentucky approach to a new bridge across the Ohio River. Tunnel lengths are approximately 1,675-ft and 1,685 for the northbound tube and the southbound tube, respectively. Connected by two cross-passages, both tubes have a roadway width of 40-ft, for 3-lane traffic, and a vertical clearance of 26.5-ft.The tunnel was constructed by drill and blast method with shotcrete and rock dowels as initial ground supports. The final tunnel lining system includes: •,Nominal 16” cast-in-place reinforced concrete lining, with 2” and 3” concrete covers over reinforcing steel for its extrados and intrados, respectively. •,20” cast-in-place reinforced concrete invert slab, with 4” and 3” concrete covers over reinforcing steel on its top face and bottom face, respectively. •,PVC waterproofing system around tunnel perimeter, excluding invert slab. •,Perforated PVC groundwater collection pipes on both sides of the tubes and one below the invert slab of each tube."

Jan 1, 2016

By Michael V. Wolski, Ryan O. McCarter, Kenneth A. Johnson

"The Central Subway is Phase 2 of the San Francisco Municipal Transportation Agency’s (SFMTA) Third Street Light Rail project and will extend the existing Phase 1 initial operating segment from its current connection to the Embarcadero line at Fourth and King streets along Fourth Street to Market Street, under the Bay Area Rapid Transit (BART) and Muni Metro tunnels and then north beneath Stockton Street to Chinatown (Fig. 1).Total new track to be constructed as part of the Phase 2 work consists of approximately 734 m (2,410 ft) of surface track and 2,636 m (8,650 ft) of tunnels. The tunnels were constructed as twin, singletrack bores by two tunnel boring machines (TBMs) (Johnson, 2014) moving north from the southern end of the launch box under the I 80 freeway between Bryant and Harrison streets. North of Chinatown Station the TBMs continued another approximately 683 m (2,240 ft) to a retrieval shaft near Columbus Ave. at Washington Square. The project also includes five cross passages to connect the two tunnels, and three underground stations (the Yerba Buena/ Moscone Station, Union Square/Market Street Station and Chinatown Station.)Excavation of the twin tunnels was performed with two TBMs, with both TBMs driving northward from the launch box. TBM excavation was performed such that the location of the machines was staggered to separate the active excavation faces by a minimum of 91 m (300 ft) between headings. This minimum separation was maintained until the first TBM arrived at the retrieval shaft plug, at which time the separation requirement was relaxed.Excavation began with the “southbound” (SB) tunnel which will ultimately accommodate the southbound TBM light rail trains followed by the second TBM in the “northbound” (NB) tunnel. With the completion of the drives in June 2014, cross passage excavation then began and was completed in April 2015. Overall, construction of the Central Subway tunnels was a success considering the nature and complexity of the project. Additional details of the completion of the Central Subway tunnels are presented in another paper from the RETC 2015 conference (Leong et al., 2015)."

Jan 1, 2015

By William Gleason

The Dulles Corridor Metrorail Project is a $3-billion project that will link Dulles International Airport with the downtown center of Washington D.C. by way of a single seat train ride. The project is mostly above ground, but it does include two short, yet complex, tunnels through the area of Tyson?s Corner. The project is being completed in two phases. The Dulles Transit Partners (DTP), led by Bechtel, was awarded the first phase, a $1.6-bil-lion phase that includes 17 km (11 miles) of track with five stations. At Tyson?s Corner, the project includes twin 730-m- (2,400-ft-) long, 6-m- (20-ft-) diameter tunnels. Bechtel is self-performing construction for the $1.6-billion design-build job. Gall Zeidler Consultants was hired by DTP as designer for the NATM tunnel portion of Phase 1, and Beton-und-Monierbau was hired as tunnel subcontractor. Tyson?s Corner is an affluent and congested area that sits 152 m (500 ft) above sea level. To get through the area, it was decided that tunnels would be the best option with the least amount of disturbance to the surrounding areas. However, with extremely shallow groundcover above some points as well as soft soil throughout, the tunnels are also the most complex aspect of Phase 1. About 213 m (700 ft) was constructed utilizing the cut-and-cover method. The remaining 518 m (1,700 ft) is being constructed using the New Austrian Tunneling Method, which integrates the principles of the behavior of rock and soil masses under load, and monitoring the performance of underground construction during construction. ?The tunnel only falls 2 m (7 ft) from one end to the other and we pass through two soil conditions, they are both soft ground,? said Dominic Cerulli, tunnel task manager for Bechtel. ?Soft ground is very tricky because you have to close the ring in a timely manner to minimize settlements at the surface. If you don?t close the ring quickly to achieve a round structure that?s good in compression, the tunnel could start necking and squatting and the ground above it will settle. We are under major roadways, so excessive settlement would be a bad thing.?

Jan 1, 2011

By Yun Bai, Ang Chen, Xiangdong Hu, Yanfei Zhu, Gang Li

"It is well known that tunnelling involves a high degree of risk. Conventional risk management only evaluates risks and chooses mitigation measures before the start of a project. However, mitigation measures also introduce risks, which are ignored in the conventional risk control process when choosing different measures. The Multiphase Risk Management Method (MRMM) takes the risk of mitigation measures and dynamic risk control into consideration. This paper introduces this new method and provides a flow chart for better understanding. A case study of the MRMM is given based on Ningbo Metro Line 3, the first quasi rectangle shield tunnel in China. INTRODUCTION Tunnelling itself is generally complex and involves a high degree of uncertainty (Huang, 2006; Thompson and Thompson, 2006). In recent years, several metro tunnel projects in China have been involved in accidents (Wang, 2006; Gong and Zhang, 2012).As a result, Chinese tunnel engineers are paying more and more attention to risk management in tunnel projects (Xiao-lin and Ping et al., 2009; Zhong and Jia et al., 2014), and scholars around the world have put forward many management processes. Existing risk management mainly focuses on a particular stage of a tunneling project. Tunnel engineers or other project parties usually carry out risk assessment and set up schemes or choose mitigation measures before a project begins. The risk from this initial risk assessment may be defined as the initial risk (Bai and Dai et al., 2013). This kind of managing process has been widely used for its simplicity and comprehensibility. However, this static theory cannot properly reveal the dynamic character of the risk during tunnelling. In addition, to reduce the risk from unacceptable level to acceptable level also calls for optimum measures. Therefore, the multiphase risk management method was proposed (Bai and Dai et al., 2013). The purpose of this paper is to introduce and develop the MRMM, and to provide a brief flow chart to illustrate the risk management process based on it. Finally, an example of the first quasi rectangle shield tunnel in China in Ningbo Metro Line 3 is illustrated. It analyzes the initial and secondary risk and sets up a risk control system."

Jan 1, 2016

By Bo Kyung Sim, Dae Young Kim, Jae Won Lee, Ebrahim Farrokh

"The contract C931 of the downtown line 3 (DTL3) mass rapid transit system of Singapore includes half a kilometer twin tunnels running between Mattar and Macpherson stations. An EPB TBM of 6.6 m diameter was used to excavate both of these tunnels. The tunnels pass predominantly through a very stiff silty/clayey fine to coarse sand from the Old Alluvium Formation. In this paper, TBM selection procedure, TBM performance evaluation, and some of the tunneling operation challenges with the TBM in the Old Alluvium Formation are discussed. In this regard, soil conditioning trial tests were performed to resolve the clogging issue and low TBM performance. Thorough TBM operational data analysis was performed to detect high soil abrasivity, backfill grout leakage, and foam nozzle clogging. The results of some of the applied modifications are also discussed to show their effects on the TBM performance improvement. Finally, some of the challenging TBM design specifications are also discussed. INTRODUCTION Tunneling and underground construction in Singapore has been increased in the last 30 years due to the demand for public transportation systems and the limited space above the ground for the infrastructure development. Downtown Line Stage 3 (DTL3) Mass Rapid Transit (MRT) system has 21 km total route length and consists of 16 stations. DTL3 Contract C931 runs between Mattar station and MacPherson station. The construction works in this contract include twin bored tunnels of 6.6 m diameter and 450 m length and a TBM launch shaft of nearly 30 m depth. The tunnels run in urban area below Kallang Paya Lebar Expressway tunnel (KPE), Kallang River Canal, and Circuit Link. Figure 1 shows the alignment of the tunnels in between two subway stations. The tunnels were excavated by an earth pressure balance (EPB) tunnel boring machine (TBM) through the Old Alluvium (OA) formation, a challenging geological formation in the sense of its abrasivity and stiffness. The Old Alluvium Formation mostly includes stiff to very stiff clayey and silty sand. The soil is un-weathered cemented to semi-cemented dense, mainly with a low permeability coefficient of 10-7 m/s and high SPT values (almost 100). The soil is classified as “very high abrasive” according to NTNU SAT test classification (SAT value of 15 to 42). The construction of the first tunnel drive was slowed down due to a number of factors related to soil conditioning and TBM operation. In this regard, a thorough analysis of the TBM operational parameters from the excavated sections was performed to identify the problems in time to prevent unwanted construction delays in the subsequent sections. In the following sections, a brief overview of the criteria used for TBM selection is presented at first. Then, the results from the analyses and tests performed to assess soil conditioning, grout leakage, and soil abrasion are presented. The last section discusses some of the tunneling design features that challenged the TBM operation in this project."

Jan 1, 2016