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By Martino Scialpi, Miriam Piemontese, Claudio Cimiotti, Matt Kendall, Nicholas Karlin, Roberto Schuerch

The Los Angeles, California JWPCP effluent outfall tunnel will transport secondary-treated effluent from the Joint Water Pollution Control Plant in Carson to the White Point Manifold. Upon completion, through ground conditions ranging from soils to hard rock, the tunnel will be approx. 7 miles (11 km) long with a finished internal diameter of 18-ft (5.5 m). This paper will present the Tunneling Condition Assessment Report (TCAR) and Tunnel Operation Plan (TOP) developed prior to construction, as well as the actual TBM performances achieved along the northern portion of the alignment in soft ground, shallow cover, and beneath a densely urbanized area.

Jun 23, 2024

By Michael Schultz, Gregory Sanders

In 2017, the North Texas Municipal Water District (NTMWD) initiated the design of the Sister Grove Regional Water Resource Recovery Facility (SGRWRRF) to provide additional treatment capacity for future population growth within the Lavon Lake watershed. To provide a discharge location for SGRWRRF approximately 4.5 miles of 2.4- meter (96-inch) internal diameter pipeline will be constructed, including 2.3-kilometer (7,800) feet and 487-meter (1,600 foot) long tunnel segments. This paper will discuss the anticipated geology of the two tunnel segments, selection of the tunnel alignment, the anticipated initial tunnel support requirements and other aspects of the project design

Jun 13, 2021

By Wojciech Klecan

Cobb County, located on the northwest side of Atlanta, GA, is continually growing and, like many other metropolitan areas, it needs to increase the capacity of its waste water system to meet future demand. The Cobb County Water System (CCWS) is the responsible agency for water distribution, waste water collection and treatment in most areas of the county. CCWS, one of the most progressive agencies in the metro-Atlanta area, is addressing its future waste water capacity needs in the southern part of the county with the construction of the South Cobb Tunnel and Pump Station. This project consists of an 8.8-km- (5.5-mile-) long, 8.2-m- (27-ft-) diameter, tunnel boring machine (TBM) excavated waste water storage and conveyance tunnel; six tangential vortex-flow intakes ranging from 1,533 to 5,700 L/s (35 to 130 mgd) peak flow capacity, two construction shafts, six 1.8-m (6-ft) finished diameter connecting tunnels ranging in length from 6 to 975 m (20 to 3,200 ft) and a 5,700-L/s (130-mgd) wet/dry pit pump station. The pump station will have a semi-circular wet well with a dividing wall that extends almost to the top of the shaft and a spilt dry well for reliable operation. Roller gates will control the flow to the wet well from the tunnel. The pump station will have six 1,420 L/s (32.5 mgd) pumps and two sets of stair wells and elevators. With a finished diameter of 32 m (104 ft) and a depth of 62 m (204 ft), this is the largest pump station shaft constructed so far in Georgia for the dewatering of a waste water tunnel. The pump station shaft was also the highlight of the well attended and successful 2009 Shaft Design and Construction Short Course held in Atlanta, Sept. 10-11. The two-day course was sponsored by the Underground Construction Association of SME and Pennsylvania State University and concluded with a field trip to the pump station shaft. The tunnel starts south of the city of Austell and finishes at the South Cobb Water Reclamation Facility (WRF), located on the banks of the [ ] Chattahoochee River just north of Interstate 20 (Fig. 1). The South Cobb Tunnel will run 30 to 137 m (100 to 450 ft) below the surface, with an average depth of about 91 m (300 ft), through metamorphic rocks (Fig 2). The construction contract was awarded to Shea-Traylor JV with the lowest bid price of $305 million and notice-to-proceed was given on July 14, 2008. Jordan Jones & Goulding, Inc. (JJG) is the project designer and performed the geotechnical investigations. Parsons/Jacobs Associates is the construction manager. The South Cobb Tunnel is CCWS?s second deep hard rock tunnel. The 15.3-km- (9.5-mile-) long, 5.5-m- (18-ft-) diameter TBM excavated the Chattahoochee Tunnel was the first deep tunnel to be construced in Cobb County. Construction began in 2000 and the project was completed four years later. It is located about 16 km (10 miles) northeast of the South Cobb Tunnel in similar geology. It was designed by JJG to meet east Cobb?s long-term waste water capacity needs and provide flow equalization to the R.L. Sutton WRF. The Chattahoochee Tunnel was named ?Outstanding Civil Engineering Project of the Year? by the Georgia Sec-tion of the American Society of Civil Engineers in 2006.

Jan 1, 2009

By Brian Fulcher

In April 1997, Kiewit/Parsons Brinckerhoff (K/PB) completed the 7,600-m (25,000-ft) primary access tunnel for the Yucca Mountain, NV proposed high-level nuclear waste site. K/PB then began boring an exploratory east-west cross drift tunnel at the site. The 2,681-m (8,796-linear ft)East-West Cross Drift Tunnel was excavated through volcanic tuffs having zones of incompetent rock using a rebuilt Robbins 5-m (16.4-ft)hard-rock tunnel boring machine(TBM) with a special arrangement of supporting equipment. This portion of the Yucca Mountain project was completed in eight months.

Jan 1, 2000

By James A. Pappas, Francis L. Fong, Tracy K. Lundin

The impact of environmental regulations on the quality of tunnel groundwater discharges is examined in this paper. Tunnel contractors usually depend on specialty contractors or outside consultants to deal with this issue without carefully examining their activities to minimize the production of contaminants. This approach may not be adequate given increasingly more restrictive environmental requirements. This paper surveys the general practice of the tunneling industry and attempts to identify sources of contaminants which may affect the total suspended solids, oil and grease content, and pH of the discharges. Strategies for treating the discharges are included. Field data and observations from several tunneling projects are also presented.

Jan 1, 1995

By Levent Ozdemir, Roy H. Spitzer, Don W. Deere, John B. Blyler

This paper documents the construction of the Stanley Canyon Tunnel, the geologic conditions encountered, boreability of the rock, and the impacts of the conditions encountered on the construction. The 5.05 kilometer long (3.1 miles), 3.47 meter (11.4 feet) diameter, tunnel was driven through granites with a refurbished tunnel boring machine (TBM). Difficult ground conditions encountered included shear zones, high groundwater flows, and hard, tough, and strong rock. Detailed geotechnical studies during construction revealed that microscopic changes in the rock grain boundaries due to contact metamorphism, resulted in the hard boreability. Originally scheduled for five months, the tunnel construction required nearly three years, including periods of project shutdown.

Jan 1, 1995

By Jon Y. Kaneshiro, Donald W. Scapuzzi

The primary purpose of the Prototype Installation Facility (PIF) for the Superconducting Super Collider (SSC) in this conceptual design was to test the magnets and other physics equipment. PIF was located in the northwest quadrant of the SSC 54 mile (87 km) main ring and consists of the first segment of tunnels, approximately 17,060 lineal feet (5.2 km) of 12 foot inner-diameter (ID) (3.7 m) tunnel, three 250 ± foot (60 m) deep shafts, connecting tunnels, and associated niches and alcoves. PIF would be the first portion of the main ring collider tunnel to be constructed. The geology, underground excavation conditions, underground facilities, and contractual considerations are discussed.

Jan 1, 1991

By Douglas J. Pendrell, Marvin D. Simmons, E. Raymond Boc

The U. S. Army Corps of Engineers is in the early stages of design for an estimated 14 m (46 ft) diameter tunnel in northeast New Jersey. This tunnel will carry flood waters from the upper end of the Pompton River in Wayne County, to an outlet in Newark Bay, a distance of 33 km (20.5 miles). The tunnel will be constructed by a tunnel boring machine (TBM), the size of which is unprecedented at the present time. The alignment is through Triassic and Jurassic sandstones, siltstones, and shales that include three beds of basalt that range in thickness from 76 to 310 m (250 to 1020 ft).

Jan 1, 1991

By P. R. Busmann, D. J. Rogers

The Bureau of Reclamation's Syar Tunnel project included excavation of a 9.2 kilometer (5.7 mile) long, 3.6 meter (11.8 ft) diameter tunnel through gently dipping sedimentary rocks consisting of shales, siltstones, sandstones and limestone. The tunnel was supported full length with precast concrete invert segments and lightweight steel sets and lagging. Several world records for advance rate were set, including 57 meters (187 ft) in an eight hour shift and 127 meters (417 ft) in a 24 hour day. The tunneling system utilized a remanufactured and modified Robbins hardrock TBM and a 9,280 meter (30,450 ft) long, 61 centimeter (24 inch) wide, continuous conveyor system.

Jan 1, 1991

By Shulin Xu, Moreno Pescara, Nicola Avagnina, Piergiorgio Grasso

The Roreto Tunnel is a shallow, twin-bore, road tunnel on the connection between the A6 and the A21 motorway in NW Italy. The challenges faced the design and construction of this tunnel derive from 1) the presence of groundwater, both phreatic and artesian; 2) excavation in loose and/or little cohesive materials; 3) excavation in cohesive materials containing water-saturated, sand lenses; and 4) surface constraints due to the urban environment. In this paper, these problems are examined and the rationale led to the optimum design choices and construction solutions explained. The experience should be useful to others when tunneling in similar situations.

Jan 1, 2003

By Robert A. Robinson, Steven R. Thompson, Harvey W. Parker

The Mt. Baker Ridge Tunnel, under construction in Seattle, will be the world's largest-diameter soil tunnel with an inside diameter of 19.2 m (63 ft) and an effective outside diameter of about 24.4 m (80 ft). The five-lane highway tunnel will be constructed using a "stacked-drift" scheme in which an articulated or "flexible" tunnel lining consisting of 24 concrete-filled drifts is constructed to form a horizontal compression ring followed by removal of the soil core. Geotechnical factors, including variable strength hard fissured soils, high horizontal stresses, potentially unstable sands, and prior slope instabilities, significantly influenced the innovative design and construction approach.

Jan 1, 1983

By Thomas H. Hibner, Daniel Tempelis, John E. Shamma

Environmental protection of nearby resources is an issue that can not be ignored in tunnel construction. The Inland Feeder Arrowhead Tunnels Project is no exception. With keen interest from various stakeholders, Metropolitan developed a Groundwater Monitoring and Mitigation Plan. This plan provides for monitoring and management of selected water resource features within the San Bernardino National Forest along the proposed tunnel alignment. The plan specifically provides for monitoring of streams, springs, seeps, and piezometers for water temperature, pH, specific conductance, and chemical analyses, as well as flow or groundwater elevation. Metropolitan uses the data to evaluate for and manage potential impacts from groundwater ingress during construction of the Arrowhead Tunnels.

Jan 1, 2003

By Leon J. Jacobs, Kyle R. Ott

This paper discusses design and construction aspects of the tunnel, shaft and station for the Weehawken Tunnel and Bergen line Avenue Station. The project consists of a 1,269 m (4,156 ft) long existing railroad tunnel, which will be enlarged and equipped with a two-track light rail system. The project also includes construction of a deep underground station, with a large shaft connecting the surface station to the below ground station for access and ventilation purposes. Vibration and noise from blasting is a critical community issue and blasting adjacent to two 230-kV duct banks located in the tunnel invert required special blasting procedures.

Jan 1, 2003

By Gary B. Hemphill

The 345 km long Taiwan High Speed Rail Project will connect the island’s two most populated cities, Taipei and Kaohsiung. Kaohsiung is the world’s third busiest port. The 23 km of alignment on Contract C230 requires the construction of 5,879 m of shallow mined tunnels ranging from 137 m to 1,285 m in length. All nine of these tunnels are mined using NATM methodology. Two of the tunnels, T01 and T08 are in the Toukoshan Formation. This paper will discuss the mining methods, ground support design, and the instrumentation installed to monitor and verify its effectiveness in the two aforementioned tunnels.

Jan 1, 2003

By Luke Erickson

San Francisco Public Utilities Commission is planning to replace 5 miles of pipeline under San Francisco Bay. The tunnel will be constructed using an Earth Pressure Balance (EPB) TBM and will be the first TBM-driven tunnel under the Bay. The alignment passes under environmentally sensitive habitats, through interbedded layers of sands and clays, and through a buried bedrock ridge. This paper discusses the geotechnical characterization and anticipated tunneling conditions and presents the analysis of various construction methods that resulted in the selection of an EPB TBM. Considerations related to tunneling with an EPB TBM are described in detail, including ground conditioners, TBM cutterhead wear, muck control, and squeezing ground.

Jan 1, 2008

By K. Zeidler, T. Schwind

The Fort Canning Tunnel, Singapore, is an approximately 50 feet (15m) wide vehicular tunnel under shallow ground cover that has been constructed according to the principles of the NATM. Its shallow location in soft ground combined with a high groundwater elevation in close vicinity of historically important features called for special design considerations combined with a rigorous monitoring scheme. Surface, sub-surface and in-tunnel instrumentation was installed to monitor the performance of the ground and tunnel support during construction. Comparison of actual reading data with the results from the computer modeling carried out during the design phase is provided in this paper.

Jan 1, 2007

By Dan Martz, Bill Moler, David Young, Wally Chen, Matthew Crow, Steve Norris, Tolga Togan

Two 610 m (2000 ft) long tunnels were driven through water bearing silts, sands and clays beneath the Sacramento River using a 4.59 m (15.1 ft) diameter Earth Pressure Balance Tunnel Boring Machine (EPBM). Four sheet pile shored shafts were sunk with and without dewatering. The pre-cast concrete segmentally lined and grouted tunnels were driven down at 6% grades beneath the river flood protection levees, buildings, roads, a railroad and adjacent to a Freeway Viaduct. Details of the schedule, cost, shaft construction, TBM, tunnel construction, and installation methodology for the twin1.676 m (66 in) steel force main pipes and environmental constraints are provided.

Jan 1, 2007

By V. Nasri, P. Jarast, M. Bakhshi

The Montreal metro Blue Line Extension toward the northeast consists of the construction of five new underground stations. The project includes 6 kilometers of the tunnel which will be constructed using a Tunnel Boring Machine (TBM). In line with the commitment to integrating sustainability best practices, Envision verification is pursued this project. The Envision reference framework was developed to cover all the sustainable development aspects of an infrastructure project and each phase of its life cycle (planning, design, construction, operations and maintenance, and end-of-life). As a part of this endeavor, low-carbon concrete and shotcrete mixtures are proposed for the linings of TBM and SEM tunnels as well as stations and auxiliary structures. The CO2 emission of the low-carbon concrete and shotcrete mixtures were compared with their typical mixtures and the total CO2 emissions reduction related to the tunnel lining is determined. The study is of strategic significance for achieving emission reduction in the tunnel industry.

Jun 13, 2023

By Elisa Comis, Jeffrey Peterson, Yama Ebrahimi

Construction of the Northeast Boundary Tunnel (NEBT), the last leg of the Anacostia River Tunnel System on DC Water’s Clean Rivers Project, started in September 2018 and was completed in April 2021. The 26-foot-bore earth pressure balance (EPB) tunnel boring machine (TBM) mined 26,737 feet at elevations between 80 to 160 feet belowground. Approximately 55% of the tunnel was cut through lower predominantly coarse-grained facies identified as the Cretaceous Patuxent Formation (undifferentiated) (PTX), and the remainder was cut through upper predominantly overconsolidated fine-grained plastic material facies identified as the Cretaceous Patapsco/Arundel Formation (P/A). Mixed face conditions were encountered in the transition from the P/A to the PTX and vice versa. This paper reviews the performance of the TBM that mined the NEBT through several unique challenges, including 8,000 feet of tunneling under the heavily developed Rhode Island Avenue corridor, major sensitive structures, cast iron water distribution mains, and other sensitive utilities.

Dec 1, 2022

By Andy Alder

The Docklands Light Railway (DLR) Extension to Woolwich Arsenal provides a much-needed public transport link to this area of London. The project includes construction of 5.3mID running tunnels under the River Thames, in ground conditions that proved challenging for the Earth Pressure Balance Tunnel Boring Machine (TBM). The project also includes cut and cover tunnel approaches, an underground station, and an emergency shaft on the bank of the river. Major challenges have included tunneling under sensitive infrastructure, and working adjacent to existing operational railways at Woolwich Arsenal. This paper will describe the design and construction of the project and how these challenges were overcome.

Jan 1, 2008