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By David Logan, Sigurdur Finnsson

This project, which is intended to provide effective sewerage services to the Blue Mountains community, is located in the Blue Mountains National Park, about 60 km west of Sydney, Australia. The sewerage scheme consists of about 40 km of tunnels, out of which approximately 22 km have been completed. This paper describes the last major tunnelling operation on this project, the Hazelbrook to Katoomba tunnels. These tunnels, which mainly traverse the Hawkesbury Sandstone formation, are being excavated by a new 3.4 meter diameter Jarva Mk12C TBM. The mucking system consists of a continuous conveyor, which has allowed for some very impressive advance rates. The paper will consist of three main sections; the general geological conditions expected along the tunnel will be described in the first section. The second section will discuss the design and main features of the TBM, back-up system and continuous conveyor. The third section of the paper will describe the operational aspects and various performance data of the machine.

Jan 1, 1995

By Dan G. Wasyluk, Meryl J. Klassen, Tony J. Morris, Clive H. MacKay

The Rogers Pass Project in British Columbia has involved the construction of two railway tunnels totalling 16.6 km and a 345 m deep shaft. Systematic geological mapping was carried out at four headings during construction. The paper discusses the procedures used to record the geology, structure, rock mass characteristics and excavation performance. Coded data from the geological mapping and shift inspector reports was entered into a computer data base. The rock mass quality was evaluated for both the Geomechanics and Q classification systems. Continuous computer generated graphic logs were produced showing the excavated perimeter map, geological parameters, installed support and construction activities. The tunnel logs were updated on daily basis and used during construction by project staff for evaluating support requirements and monitoring excavation progress. The specific requirements, difficulties and advantages in mapping tunnels using a computer based system are compared to those of a conventionally mapped tunnel excavation with hand drafted tunnel logs.

Jan 1, 1987

By Richard Giffen, Michael Trabold, Pablo Lemus

"As part of the new 2nd Ave Subway Project, an existing tunnel constructed in the 1970’s will be connected to the new subway and used as new running tunnels. The existing tunnel had to be modified to comply with newer structural and fire life safety codes and to be connected to the new cut and cover station at 96th St. This paper will discuss the complexities of tying an existing tunnel constructed over 40 years ago into the new station and allowing for movements due to the unloading of the existing tunnel and the differential settlement of the two structures during both the construction and permanent condition. Topics that will be discussed include structural analysis, ground improvement techniques, selection of support of excavation walls, working in contaminated soil and instrumentation and monitoring of the structures. It will also cover retrofitting the tunnel to comply with updated Fire/Life/Safety requirements. PROJECT OVERVIEW The Second Avenue Subway (SAS) will be the first major expansion of New York’s subway system in over 50 years. To be constructed in four phases, it will run from 125th St. in Harlem to Hanover Square in the Financial District (see Figure 1). For most of its length, the alignment is directly under the Second Avenue roadway."

Jan 1, 2016

By S. Holtermann

Through the process of Riverbank Filtration (RBF), the Louisville Water Company plans to obtain a higher quality source of water for their B.E. Payne Water Treatment Plant (WTP) by means of four collector wells located in the alluvial aquifer along the bank of the Ohio River. The collector wells are connected to a 2,850 L/s (65 mgd) pumping station by a 2,362 m (7,750 ft) long, 3 m (10 ft) finished diameter tunnel located in limestone and shale bedrock, which is approximately 45 m (150 ft) below the surface. High tunnel boring machine (TBM) production rates were achieved in this moderately weak bedrock; most of the tunnel only required support in the crown. An unanticipated water-bearing fault and unanticipated ground behavior proved challenging and required quick thinking to minimize impacts to construction. Tunneling conditions are discussed in detail, together with the methods used for overcoming the groundwater and ground behavior challenges. The tunnel is expected to be completed in April 2009.

By D. Nebbia, R. Aliberti, F. Solesin

The launch of a Tunnel Boring Machine (TBM) is one of the most challenging activity parts of the construction of a tunnel. Challenges are coming from limited space available, learning curve, concurrence of other activities and in some cases from the geological conditions. Launching a TBM is an extraordinary and complicated operation requiring a great level of planning. The Earth Pressure Balance (EPB) TBM named “Chris” was successfully launched for the Northeast Boundary Tunnel, the largest component of the Clean Rivers Project in Washington, DC. Due to space and time constraints, the 8-meter diameter TBM was launched from a single 20-meter diameter shaft, with a 30-meter-long tail tunnel by means of umbilical connections. This paper presents the steps followed during the TBM assembly and launching to complete the excavation of the initial drive of the tunnel maintaining high level of efficiency and quality despite the space constraints. Specifically, it focuses on the methods and phases used to extract the excavated material (muck) from the TBM and from the tunnel, to supply consumables, precast rings and backfill grout. The paper presents results in terms of productivity, lesson learned and possible alternatives to be considered in similar conditions.

Jun 13, 2021

In late November 2010, a Laotian landmark was achieved for the country?s first tunnel boring machine - (TBM) driven tunnel. Italian contractor CMC di Ravenna celebrated the breakthrough of a 7.6-m- (25.1-ft-) diameter Robbins single shield TBM for a hydroelectric tunnel on the Nam Theun River. The Theun Hinboun expansion project and 5.5 km (3.4 miles) headrace tunnel will bring much needed power in-creases to Laos and Thailand. . ?Since this is the country?s first machine, it has awakened people?s curiosity and interest. We had experienced Italian and Chinese crew members, but we also trained many Lao workers during the course of the project, as this was something they had not seen before,? said Luca Barbàra, Far East Manager for CMC di Ravenna. The machine broke through on Nov. 21 into an exit shaft close to the intake structure on the river. The machine is now being disassembled and removed - CMC hopes to use it on upcoming projects in the region. Due to the current rainy season and relative low level of the tunnel, the last 100 m (330 ft) up to the intake structure will be completed using drill-and-blast after the waters recede below the tunnel invert.

Jan 1, 2011

By A. C. Lyons

The presentation describes the history, preliminary report, site investigation, including examination of old records, design of tunnel including choice of levels, alternative linings and working sites, the preliminary contract involving shaft sinking on the site of the Tower Block; design modifications, the main contract, including shaft sinking, ground treatment, compressed air installation, machine tunnelling, tunnelling enlargements for chambers, waterproofing and equipment.

Jan 1, 1981

By Steven R. Wardwell, Gerald G. Stokes

INTRODUCTION A compaction grouting program to control ground loss, and to minimize surface settlement, was developed for the West Tunnel of the Phoenix Storm Drain Tunnels. The West Tunnel was 4,200 m long, 7.56 m in excavated diameter, and was excavated with shallow cover through the central Phoenix business district. The tunnel could not have been successfully excavated without the compaction grouting program. HISTORY After heated political debate over a ten year period, the Arizona Department of Transportation (ADOT) was granted approval to build the Papago Freeway, an extension of Interstate 10, through central Phoenix. To comply with environmental constraints, a portion of the Freeway was depressed, requiring an excavation 10 meters in depth, thus intersecting surface run-off from the northern section of Phoenix. This required that ADOT and Project Design Consultant, Howard, Needles, Tammen & Bergendoff (HNTB) design a drain system to collect run-off and transport it approximately 4 kilometers to the Salt River through the City of Phoenix. Tunnels were chosen for the main discharge conduits because depth and location of the system made cut and cover construction impractical. A contract for construction of the tunnels was awarded to Shank-Artukovich-Ohbayashi (S-A-O) on May 24, 1984.

Jan 1, 1987

By A. John R. Hart

INTRODUCTION In each given set of operational criteria for tunnel design, ground conditions dictate the selection of the most appropriate construction method and tunnel lining. The designer has the responsibility to choose or restrict the choice of the tunnel lining to insure that the final solution provides a cost-effective permanent construction which will require the minimum of maintenance and endure to the benefit of future generations. This Paper deals with some of the aspects of precast concrete tunnel linings, their history and development through the years. It does not purport to be a comprehensive review of all that has ever been tried or developed but, hopefully, a starting point to encourage discussion and development for the future. BOLTED LINERS As a result of anticipating a shortage of cast iron tunnel lining in 1936 when work was proceeding on London Transport's Central Line Metro, a design for the precast reinforced concrete bolted lining was born. The design took the form of the traditional cast-iron lining but with substantial concrete stiffeners to take the shield ram forces. This new lining was used to construct some 14,000 feet of running tunnel using a ring width of 1'8" which was the standard cast-iron width of the time. (Groves, G.L., 1943)

Jan 1, 1987

By Thomas W. Traylor

Today, in Detroit, Michigan, a 14 ft. 6 in. diameter soft ground tunnel is being mined at penetration rates limited only by the logistics of liner handling and spoil removal. Soil conditions are highly variable and include clays ranging from very plastic to very hard, gravels, sands, silts and boulders. The permeable soils contain high concentrations of methane gas, compressed by groundwater levels some 40 ft. above tunnel invert. Despite these adverse conditions, mining crews frequently complete their 70 ft. production quota in six hours and go home. In one 4000 ft. reach of tunnel, progress averaged 68.9 ft. per mining shift. This paper has been written to explain this extraordinary accomplishment, and to demonstrate that truly continuous rapid excavation in difficult grounds is now limited by factors other than the excavation process itself. BACKGROUND The Detroit metropolitan area has a long and interesting history of soft ground tunneling. From 1949 to 1968 the city of Detroit alone constructed some 75 miles of soft ground tunnel. During this period the development and common usage of rotary or "wheel-type" soft ground tunneling machines was pioneered in the Detroit area. These machines are designed for, and were successful in, the cohesive or clayed soils that predominate the downtown Detroit geology.

Jan 1, 1997

By Erica McGlynn, Brian Negrea, Lance Jackson

There was no need for the people of Cleveland to ask “Where does the raw sewage go? We want to know!” because it was clear. The raw sewage was being discharged into Lake Erie during heavy rainfall events due to the outdated design of the combined sewer system. In efforts to resolve this ongoing issue for the City of Cleveland, the Northeast Ohio Regional Sewer District developed Project Clean Lake in collaboration with the US EPA. Project Clean Lake is a 25-year, $3 billion program consisting of seven large-diameter CSO storage tunnels to be constructed beneath the city’s existing infrastructure. The first four tunnels have been completed using traditional hard rock TBM excavation methods. The fifth tunnel, the Shoreline Storage Tunnel Project, presents unique challenges and complexities as it will be the first large-diameter EPB TBM to dig under the City of Cleveland. The project itself consists of one tunnel drive 14,100' (2.7 miles) in length, two pipe jacking tunnels, three large slurry wall shafts, two diversion structures, and three regulator reconstructions. Upon completion of the project, 12 permitted CSO locations along Lake Erie will be taken offline, reducing overflow volumes by approximately 350 million gallons per year. This paper will discuss the current status of construction and the chosen means and methods, including the myriad of nuanced differences between hard rock and EPB TBM tunneling methods. Particular attention will be given to the site preparation, setup, and organization; TBM assembly; and TBM launching practices.

Jun 13, 2023

By Jan M. Mutmansky

Simulation is a general term which commonly appears in the technical literature and which can have different meanings to different people. One interesting definition (9)* applicable in an engineering context is the following: "Simulation is the use of a model to study a problem." In most cases, the model referred to in the above definition is a simulation model constructed in a computer language and implemented on a computer in order to solve the problem under consideration. The application of computer simulation models to the study of problems in materials handling and earthmoving has been successful in the past. Generally speaking, this method has been used where the system to be studied has many variables and where the ability to predict the outcome of the system under different sets of conditions is difficult. The prime reason for using such a model is to evaluate the numerous likely ways of operating any particular system without the necessity of actually conducting full-scale field tests. The simulation model presented here is such an application made to the process of tunneling and, in particular, to the process of tunneling with a boring-type tunneling device. At first glance, the process of tunneling may not appear to be particularly complex and susceptible to study by a computer model. However, a close analysis of the tunneling process will reveal that it is rather complicated as a result of limitations placed upon the system by restricted space in the tunnel, geologic variations along the tunnel

Jan 1, 1972

By Terence G. McCusker, E. Roy Anderson

A four-mile length of interceptor sewer tunnel in Manhattan has finished sizes ranging from 10'6" to 14'6" horseshoe. Mixed face conditions were anticipated in three areas and encountered in five. All were short but since the tunnel lies well below the water table and failures would involve important utilities, major structures and human lives, great care had to be exercized in choosing a construc¬tion method. Chemical consolidation was selected as the best approach with compressed air working as a backup system. Initially grouting was accomplished from within the tunnel, but treatment from the surface was more successful and was later adopted. The soils consisted largely of impermeable weak silts and it was found possible to inhibit access of water to this material so that it could be controlled by breasting within the tunnel without loss of stability. It is concluded that in the interlayered permeable and impermeable soils encountered, chemical grouting would successfully stabilize the working face. INTRODUCTION An interceptor sewer is currently under construction along the entire length of the west side of Manhattan. When complete, the tunnel will intercept and divert to a treatment plant (also under construction) a daily flow in excess of 200 million gallons per day. About 9 miles of the interceptor sewer is in tunnel and the remain¬der is cut-and-cover construction. The tunnel is almost entirely in Manhattan schist but where its alignment crosses major faults at comparatively shallow depths, mixed face and earth conditions are

Jan 1, 1997

By A. C. Lyons

Foreword Sir William Halcrow and Partners are responsible for the design of the Ahmed Hamdi Tunnel as Sub-contractor to the Contractor, Osmac, a joint venture formed by the Arab Contractors, Osman Ahmed Osman and Company of Cairo, and Tarmac International of London. Throughout the paper the term "Client" refers to the Employer, the Ministry of Housing and Reconstruction, which latterly became the Ministry of Development and New Communities of the Arab Republic of Egypt. At the time of writing of this paper only a few hundred metres of the tunnel have been driven, but the design is substantially complete. Introduction The Ahmed Hamdi Tunnel, which is at present under construction, will be a two-lane tunnel crossing beneath the Suez Canal approximately 15 km north of the town of Suez at El Shallufa. It will become the first permanent connection across the Canal since 1967 and is visualised by the Egyptian Government as an early step in the development of the Sinai Desert along the eastern bank. The tunnel will carry pipelines for treated water and electric power cables to assist in this development. The tunnel, which will be 1640 m in length, is being driven through hard clay and mudstone using a tunnel shield fitted with hydraulic excavators. The primary lining is being constructed with precast, bolted reinforced concrete segments with an internal diameter of 10.4 m. The road deck structure and the walls of the air supply ducts beneath it are formed with precast, reinforced concrete units erected immediately behind the shield.

Jan 1, 1979

By S. R. Wardwell, M. J. Robison

INTRODUCTION The first phase of the Los Angeles Metro Rail Project consists of 7.1 km of subway and stations running through downtown Los Angeles from Union Station to MacArthur Park. Contract A146, Tunnels from 5th/HILL Station to 7th/Flower Station, involves tunnel construction through the heart of downtown Los Angeles. The alignment of the tunnels passes beneath twelve buildings, ranging from a 3-story below grade parking structure to numerous 12 to 14 story buildings. The soil along the alignment is alluvium, consisting of silts and clays, clean sands and gravels located above the ground water table. Because of unstable ground conditions, which led to excessive ground losses in several instances, and because of the potential for excessive building settlements, it became necessary to design and perform a program of chemical grouting. The chemical grouting program was designed such that tunneling could proceed on a one shift per day basis, with chemical grounting being performed on the remaining two shifts. Each day 21,000 to 31,000 liters of sodium silicate grout were injected through sleeveport grout pipes installed 18 m deep through the tunnel face. Tunnel advance rates of 12 m per day, 60 m per week, under full chemical grout cover were achieved. The chemical grouting program virtually eliminated both ground loss and settlement and permitted successful excavation of the tunnels. The purpose of this paper is to describe the chemical grouting program used to control ground losses and settlement on Los Angeles Metro Rail Contract A146. The paper begins with a description of

Jan 1, 1991

By Brian Fulcher, Michael Bell, Shimi Tzobery, Werner Burger, John Bednarski

The Arrowhead Tunnels Project represents the final portion of a 70 km (44-mile) long water conveyance facility that will bring up to 28 m3/sec (1,000 ft3/sec) of water into Southern California. The 13 km (8-mile) tunneling project is well underway and consists of two, 5.8 m (19-foot) diameter TBM bores through extremely variable geological conditions. The tunnels lie near the base of the San Bernardino Mountains and several significant faults including the San Andreas Fault run within one kilometer (0.6 miles) of the tunnel alignment. Numerous other significant faults cross the tunnel alignment and water pressures in the tunnel have been recorded as high as 20 bar (300 psi). This paper describes some of the problems and challenges encountered and the solutions implemented to advance the two hybrid TBMs under conditions that ranged from hard rock with no water inflows to full-face granular material under 10-bar pressure and in excess of 32 l/sec (500 gpm) inflows. Due to the range and severity of ground and water conditions actually encountered, the Owner-Contractor-Designer team eventually found that adjusting the means and methods to be more responsive—virtually on a day-by-day basis—was needed to suit the conditions

Jan 1, 2007

By J. E. Bernick, J. Davies

This paper describes the design and construction of a 22.86 m (75 ft) long jacked tunnel, which was successfully installed, despite difficult mixed face conditions at Metro-North’s Westport Station, in Connecticut in the fall of 2003. The tunnel utilized what is believed to be, the first application of a steel grillage system within the United States. This grillage was installed before the jacking started and allowed the tunnel to be jacked under four live railway tracks, which included the Acela high speed line, without affecting train operations. The clearance between the top of the tunnel and the rails was only 0.9 m (3 ft).

Jan 1, 2005

By Yiming Sun

The 5-mile long Bay Tunnel is a major water supply facility to be constructed under the San Francisco Bay and adjacent marshlands between the San Andreas Fault to the west and the Hayward Fault to the east. The tunnel will have a two-pass lining system consisting of a watertight precast concrete segmental initial lining and a welded steel pipe final lining. Considering the Bay Tunnel?s location between two major active faults, the design earthquake produces a significant peak ground acceleration estimated at approximately 0.6g. To develop a design that can achieve the seismic performance objectives, full dynamic seismic analyses were performed using site-specific earthquake time histories. The analyses considered soil-structure interaction and an evaluation of the transverse and longitudinal effects of the design earthquake. This paper describes the seismic analyses and the design measures recommended to minimize potential adverse effects of the design earthquake on the tunnel final lining.

Jan 1, 2008

By Enrique Fernández

INTRODUCTION The high speed rail link between Madrid and Asturias, in the North of Spain, has encountered in the Cantabrian range the biggest challenge of the whole line, a very deep tunnel, 25 km long through a foreseen difficult geology. This tunnel was divided in the following four lots for construction: ¦Lot 1: Pola de Gordón- Folledo. L=10,7 km ¦Lot 2: Folledo-Viadangos. L=4,166 m ¦Lot 3: Viadangos- Los Pontones. East tube. L=10,4 km ¦Lot 4: Viadangos- Los Pontones. West tube. L=10,4 km. Dragados S.A. leading a JV was contracted to design and built the Lot 2 on the captioned Pajares High Speed Railway Tunnel. The Lot 2, comprising the middle third section of the 25 km long tunnel has an additional challenge: the construction of one access from the surface to allow it own construction. Feasibility reports and preliminary design do not foresee the use of TBM due to the risk of squeezing ground at the deepest area of the tunnel. On the other hand, conventional NATM excavation of the twin tunnels and ancillary works, including access shafts were against the expected construction schedule by the client, due to the poor ground foresee at the early stage.

By Karin Bäppler

"When considering large-scale infrastructure projects worldwide special attention has to be paid to the large diameter tunnel construction projects that were successfully completed in the Southern Hemisphere. The projects that are highlighted in this paper are large-scale infrastructure projects in the sector of transport. In focus are four road tunnel projects that were constructed in Australia and New Zealand using mechanized tunnelling technology. The tunnel boring machines (TBMs) that were reliably applied to these four major projects all exceed the bore diameter of 12 meters. These TBMs are therefore in the range of large to very large diameter TBMs. The technology used demonstrates state of the art technology with tailored tunnelling technology adapted to the specific project demands. Two Double Shielded Hard Rock TBMs (Ø 12.35 meters) were used for the construction of the Clem Jones Tunnel in Brisbane crossing beneath the Brisbane River and these two machines have been reused for the excavation of a 4.3km long two-lane highway tunnel for Legacy Way in Brisbane creating a new traffic artery towards the city centre. Two EPB Shields (Ø 12.48 meters) excavated and lined the twin-tube road tunnel for the Brisbane Airport Link. Excavation diameters in excess of 14 meters, such as the Earth Pressure Balance Shield (Ø 14.41 meters) involved in the Waterview Connection Project in New Zealand, are understood in the tunnelling industry as very large diameters. The machine is customized to the requirements and subsurface conditions of Auckland. The paper spotlights the large to very large diameter TBMs that were used and focuses on the comprehensive solutions developed by the machine manufacturer to provide a system with benefits for the contractor especially for the Waterview Project. INTRODUCTION Extensive large-scale road infrastructure projects like the ones implemented in Brisbane (Australia) and currently under construction in Auckland (New Zealand) show the tendency of today’s infrastructure construction projects. Functional infrastructures need to be put in place to cope with the demand of mobility and flexibility of people living in cities and metropolises. Impact during construction work to people or environment has to be kept as low as possible to ensure the quality of life is not disrupted."

Jan 1, 2016