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By Tim Brick, Peter Jewell, Stephen Thompson, Simon Morgan

The $980m (€750m) Dublin Port Tunnel, Europe’s biggest urban highway tunnel project, was opened in December 2006. The culmination of this immense scheme is set to transform the environment, mobility and road safety of Ireland’s capital city. This paper summarizes the key aspects of a project linking both sequential and parallel construction of individual tunnels and describes various approaches to bored, mined and pre-support cut-and-cover tunneling in a wide variety of ground types and depth of cover. Examples of innovative approaches to deal with structural and geotechnical problems while maintaining full operation of both road and rail traffic and the integrity of properties in a dense urban corridor are described.

Jan 1, 2007

By S. G. Gendler

The choice of ventilation schemes in the Northern Mujsky railway tunnel and definition of the nec-essary quantities of air ensuring regulated radiation conditions in the tunnel system has been accomplished. The influence of natural draught on the stability of tunnel ventilation has been estimated. The design of a portal venti-lation gate allowing minimal influence from natural factors is described. The dependence of pressure loss in the sliding ventilation gates on their spanning value of the vehicle tunnel section has been determined. The selection of parameters for an atmospheric air heating system in winter has been carried out. The operation regimes of air heaters, dependent on the temperature of atmospheric air, have been established.

Jan 1, 2009

By Wolfgang Roth

In 1990, a residential area above the North Outfall Sewer (NOS) tunnel constructed in 1924, experienced subsidence. After sewage was diverted into the North Outfall Replacement Sewer (NORS), soil probing from within the tunnel was conducted, soil-improvement options were developed, and a preferred grouting scheme was analyzed by numerical modeling to evaluate the stability of the 80-year+ old tunnel liner under grouting-induced loading conditions. This paper discusses the initial field investigation and the development and analysis of a grouting scheme originally intended to be implemented before relining of the tunnel. The scheme was later modified, and the new liner was installed before the final probing and grouting work was done.

Jan 1, 2008

A dedicated tunnel construction version of the Caterpillar 328D LCR compact radius excavator is proving highly productive on the A9 Autoroute construction project near Visp, in Switzerland. It is the first machine of its kind to operate on a Swiss contract and uses a special dedicated front attachment designed and constructed by German Caterpillar dealer Zeppelin. The machine offers a powerful, stable and compact solution for tunneling contractors. A rear overhang of just 305 mm (12 in.) provides a tail swing radius of just 1.9 m (6.2 ft). The 328D LCR is ideal for the restricted working areas within a tunnel construction site. The machine is equipped with the wide tracks from the 330D L conventional crawler excavator, ensuring maximum stability when operating. In addition, the boom mounting has been moved further toward the center of the machine for the tunnel model, creating an increased lift capacity over the front end compared with a standard 325D L. The boom itself features a robust box section construction, with high-strength steels, additional supporting struts and reinforced bearings for maximum durability. All pins have hard-chromium plating for optimum protection against wear. Stick digging force is a powerful 134 kN, with up to 212 kN of bucket digging force available, for maximum penetration in blasted material. The 328D LCR is also equipped with a heavy-duty dozer blade as standard. This ensures outstanding stability when working and providing a useful secondary tool for clearing and leveling within the jobsite. Two 45° tilting mechanisms in the boom construction, allow the boom to be swung to 45° on either side of the machine. So the specially designed attachment linkage provides increased rollback for access to the roof of the tunnel. A Caterpillar CW45S mechanical quick-coupler allows rapid changes between specialist tunneling attachments, standard Caterpillar buckets and a range of Caterpillar work tools. The machine is powered by a Caterpillar C7 diesel engine. This six-cylinder EU Stage IIIA diesel motor [ ] offers 8 percent more power than its predecessor, with 140 kW (190 hp) available at just 1,800 rpm. Caterpillar?s ACERT combustion technology results in lower fuel consumption and reduced exhaust emissions. However, the tunnel machine is also equipped with a diesel particulate filter as standard, to further cut exhaust gases within the tunnel working. The 328D LCR is designed for use in transport tunnels of 6.8 m (22.3 ft) in height. With the tunneling boom in place, the machine has an operating weight of 42,540 kg (93,783 lbs), yet retains a transport height with the tunnel boom of just 3.9 m (12.8 ft). Transport width with 600 mm (23.6 in.) track shoes, is just 3.2 m (10.5 ft). On the A9 tunnel contract, the machine is being used by a consortium of Swiss and Austrian companies working for the canton of Valais? Routes Nationals Construction (RNC) department. The 31.8-km (19.7-mile) A9 Autoroute construction project will connect Sierre in the west and the town of Brig to the east. The tunnel that is bypassing the town of Visp is just one of a number along the mountainous route.

Jan 1, 2009

By David Belknap, Clay Haynes, David Egger

Rehabilitation challenges were met nearly two months ahead of contract schedule for the Design-Build, Fast Track Scituate Aqueduct & Tunnel project in Cranston, Rhode Island. The aqueduct and tunnel were built in the 1920s and consisted of three sections—a 2.3 m diameter reinforced concrete section that extends approximately305 m before it transitions to a horseshoe-shaped 2.3 m wide by 2.1 m high cast-in-place concrete tunnel that continues for approximately 5.3 km until it transitions back to a 2.3 m circular section that extends approximately 1.9 km to the end of this project. Major repairs were required to assure sustained operation of this water supply tunnel.

Jan 1, 2005

By Bill Tucker, Mike Black

"PROJECT OVERVIEW Crossrail, Europe’s largest construction project, will increase London’s transportation capacity by 10% when it opens in 2018. The Crossrail scheme is a combination of surface and underground railway that stretches 118km east-west through central London from Reading, Berkshire and Heathrow airport in the west to Shenfield, Essex and Abbey Wood in the London Boroughs of Greenwich and Bexley in the east. Crossrail will serve 40 stations, ten of which are new, and bring 1.5 million people within 45 minutes commuting distance of London’s key central business districts. 21km of the Crossrail route comprises twin-tunnels beneath the heart of central London. It is the central section of the route, and the challenges that had to be overcome to construct its tunnels under the historic capital that forms the subject of this paper. The route of the Crossrail tunnels can be seen in Figure 1. These tunnels weave their way through the city’s underground landscape, linking eight new underground stations which connect to the existing London Underground network, providing interchanges with nine existing lines as well as the National Rail and Docklands Light Railway networks.Crossrail began construction of enabling works in May 2009 and launched the first of eight tunnel boring machines (TBMs) in May 2012. 42km of major tunneling work was completed in May 2015, and included 11km of sprayed concrete lined tunnels at the five mined stations (Bond Street, Tottenham Court Road, Farringdon, Liverpool Street and Whitechapel) in addition to the bored tunnel sections. The remaining three sub-surface stations at Paddington, Canary Wharf and Woolwich were constructed as large open boxes prior to the TBMs passing through. Crossrail, Ltd. is a special purpose company formed by the project’s joint sponsors, Transport for London and the Department for Transport, to manage design, construction and commissioning of the project. In 2009, Crossrail engaged Bechtel Ltd. as its delivery partner and a joint venture, Transcend (comprised of CH2M, AECOM and the Nichols Group), as its programme partner. The project is being managed by an integrated programme management team which is staffed by Crossrail and its partners. The railway, when opened, will be operated by Rail for London. With tunneling completed in accordance with the project’s master control schedule, the new railway is scheduled to commence dynamic testing in late 2017, with a phased opening of the tunneled sections and stations through Central London in 2018."

Jan 1, 2016

By John Kuyt, Zili Li, Michael Mooney, Michele Mangione

"INTRODUCTIONTwin bored tunnels are commonly used for a variety of road and tunnel projects throughout the world. A major component of these twin tunnel projects is the construction of connecting cross passages that provide emergency access between tunnels and space for tunnel service equipment. Cross passages can present significant geotechnical risk and technical challenges to a project – support systems must be considered for redistributing loads around the mainline tunnel openings and supporting new loading resulting from excavation activities. Additionally, cross passages pose risks to construction schedule and cost because of their sequencing at the end of construction, so mitigation of schedule overruns can be critical. By observing field instrumentation data records from completed projects, a betterunderstanding of the force development in each temporary structure can be achieved with indication of which structures are the most critical to support ground loads.This paper discusses the data obtained during the Brisbane Airport Link construction project, a road tunnel located in Brisbane, Australia. Strain gauge instrumentation data from the precast segmental lining and propped opening steel sets is presented with relation to the construction sequence and local geology. Interpretations and conclusions based on the observed trends are proposed, with several key mechanisms affecting the loading and unloading identified.Brisbane Airport Link Project OverviewThe Brisbane Airport Link project in Brisbane, Australia, connects central Brisbane to the airport located northeast of the downtown with over 7km of twin-bore road tunnels, two lanes each, with several caverns, interchanges, and access ramps constructed along the alignment to connect to other key routes in the city. The project was executed under a Public-Private Partnership (P3) scheme, funded and operated by the consortium BrisConnections. The main contractors were a joint venture of John Holland and Theiss, while the design was carried out by Arup and Parsons Brinckerhoff.Construction of the tunnels was conducted using a combination of 17 roadheaders and two 12.5m double-shield Herrenknecht TBMs [1]. The TBMs were used in EPB-type closed mode for the initial portion of their drive, starting at the northeast end of the alignment. Tunneling started in soft ground, weathered rock, and mixed face conditions initially, progressing to competent sedimentary rocks as the drive continued. Support was accomplished using a 12.1 m diameter steel fiber reinforced concrete (SFRC) segmental lining installed behind the TBMs in a 9 segments + 1 key arrangement. The innovative design of these segments is detailed in the paper by Harding and Francis [2]. Ancillary roads and underground interchange caverns were constructed by sequential excavation techniques using roadheaders, accounting for nearly half of the total underground excavations."

Jan 1, 2016

By Günther M. Volkmann

"INTRODUCTION The construction of the BAB 44 motorway between Kassel and Herleshausen (both Germany) is an important part of the trans-European road network. After its completion, the A 44 will permit an efficient connection of the Benelux States in the West and Poland in the East. In the section between Eschenstruth and Hessisch Lichtenau the Hirschhagen Tunnel is constructed with a length of 4.1km. Most sections of the tunnel are situated in weak ground conditions. Hence a combination of face bolts with spiles (short forepoling) or pipe umbrellas (long forepoling) additionally support the tunnel heading on a regular basis This article will focus on the application of a newly developed method to connect the pipe umbrella support, which is mostly installed by conventional drilling machines nowadays. The installation method limits the outer diameter to a maximum of 168mm and a pipe wall thickness of 12.5mm because workers must be able to handle pipes and its drill steel. Typically these pipes are connected with threads that create a weak link in the support system so during the last decade alternative connection systems were developed to overcome this disadvantage. One of these alternative coupling systems is the so called Squeezed Connection, which will be explained in this article followed by a discussion of its advantages and disadvantages regarding technical specifications, construction time, and safety issues. THE HIRSCHHAGEN HIGHWAY TUNNEL The German highway A 44 directs from Aachen through the Ruhrgebiet to Kassel (all Germany) and it is extended to Herleshausen (Germany). The new section connects the A 7 to the A 4 after completion. This upgrades the east-west highway connection starting at the Benelux Union and heading to Poland so it is an important part of the trans-European road network. The newly constructed section has a total length of approximately 63 km and comprises 13 tunnels. All tunnels are constructed as double tube tunnels with 2 lanes and emergency sidewalks on both sides and 14 emergency cross passages. The Tunnel Hirschhagen starts in the north of Eschenstruth and ends near Hessisch Lichtenau (Figure 1). The length of the northern tube is 4,147 m and that one of the southern tube is 4,204 m. So it is the longest tunnel of the A 44 and the second longest highway tunnel in Germany when it is put into operation. On its alignment it crosses underground the Losse valley with the state road 7, the streetcar Kassel-Hessisch Lichtenau and the Losse stream. The cover above crown varies from 10 m to 95m and it is the lowest when crossing the Losse stream."

Jan 1, 2016

By Jozef Descour, Kazunori Nishioka, David M. Neil

Designers, engineers, and contractors are using three-dimensional seismic tomography for geotechnical site investigations and during tunnel excavation for hard rock and soft ground applications. Utilizing multiple types of seismic signals produced by a TBM, drill, or impact breaker, the reflection of different velocity features are processed into a holographic image of the actual structure to be encountered. The Mill Creek Phase 3 alignment in Cleveland, Ohio, was imaged to define existing conditions along a 1,200-ft section of a proposed 6.1-m (20-ft) diameter CSO tunnel and, specifically, a zone of expected anomalous conditions where drilling was inconclusive. In Japan, Kajima Corporation used TRT™ to image a number of tunnels including the Fujikawa and Kanaya tunnels in a combination of methods to map structural features along the alignment.

Jan 1, 2001

By Tyler A. Dawson, Ryan P. Butler, Timothy Gualandri, Jason R. Edberg

"In the early 1920’s, the City of Tulsa, Oklahoma constructed an approximately 8,238-foot long tunnel, the Tiawah Tunnel, through bedrock. Voids behind the concrete tunnel liner were detected via probe drilling in early 2000 as part of an interior visual condition assessment. In 2012 and 2015, conditions along the entire tunnel were efficiently assessed through geophysical investigation using ground penetrating radar (GPR) along the inner tunnel crown and at various select locations within the tunnel. Fifty-seven (57) potential voids, extending up to 19 inches in depth and 12 feet in width, were detected with 1,000 MHz GPR and confirmed through probe drilling with approximately 80% accuracy. GPR proved to be an efficient and reliable technology for void detection behind concrete tunnel lining. This paper highlights the geophysical investigation and how geophysical efforts were combined with other investigation efforts to definitively determine the presence of voids outside of the tunnel lining.INTRODUCTION The city of Tulsa, Oklahoma has a population of about 400,000 people. The original source of water for the city was the Arkansas River. The first pumping operation provided untreated water to homes and businesses in 1904. The residents of Tulsa found this water to be unacceptable due to the high levels of salt and gypsum present. As the city grew, land and storage/treatment facilities were acquired in order to obtain and distribute a more suitable raw water. The raw water needs for the city are currently satisfied by transport and treatment of about 100 million gallons per day (MGD) of water from surface water sources. Water is transported many miles from Spavinaw/Eucha and Oologah lakes to Yahola Lake and the Lynn Lane Reservoir (totaling over 3-billion gallon capacity). From here, the raw water is treated and transported to the various customers (City of Tulsa 2015). The Tulsa Metropolitan Utility Authority (TMUA) is responsible for the operation and maintenance of the raw water transport system."

Jan 1, 2016

By Tim Langmaid, Steve Skelhorn, Stephanie Robillard, Allen Mitchell

"The Port Mann Main Water Supply Tunnel project provides a critical water main crossing of the Fraser River for the owner, Greater Vancouver Water District (Metro Vancouver). The project consists of two 60-metre-deep slurry panel shafts and a 1-kilometre-long, 3.5-metre excavated diameter tunnel located near Vancouver, British Columbia, Canada. The initial tunnel lining is a precast concrete steel fiber reinforced gasketed segmental lining. The final lining is a 2.1-metre-diameter welded steel pipe. This paper describes the challenges encountered during tunnel construction and the solutions implemented. Key challenges include earth pressure balance tunnelling at up to 6 bar pressure—the highest to date in Canada—a water-crossing without surface access for the majority of the tunnel drive, ground freezing from a river platform for a critical TBM intervention, and boring through cobbles and boulders in dense glacial till. INTRODUCTION Metro Vancouver supplies drinking water to 18 municipalities, one electoral district and one treaty first nation, serving a population of more than 2.4 million residents. Water is collected in three mountainous watersheds to the north of the Greater Vancouver area, in southwestern British Columbia, Canada. To supply the growing demands of Metro Vancouver’s customers, treated water must be conveyed across two significant water bodies: the Burrard Inlet and the Fraser River. The existing Port Mann water main is one of several key links between the watersheds north of Vancouver and the municipalities south of the Fraser River. The Port Mann Main Water Supply Tunnel (PMMWST) is the first of a series of upgrades, to increase capacity, enhance scour protection, and improve seismic resilience. The new tunnel is 3.5 metres (11.5 ft) in diameter and 1 kilometre (0.6 mi) long. When completed, it will contain a new 2.1 metre (7 ft) diameter steel water main that will help ensure the continued, reliable delivery of drinking water to these municipalities, and will more than double the capacity of the existing 1.2 metre diameter main."

Jan 1, 2016

By Bauer, Steve, Colin Goodwin, Gerald, Randy Dempsey, Courtland

"The City of Ottawa’s Combined Sewage Storage Tunnel consists of two interconnected tunnels totaling 6.2 km with a diameter of 3m including access shafts and hydraulic structures which connect to the City’s most critical sewers. This tunnel will be built 15m to 30m below ground in the downtown core adjacent to, and crossing below, the Light Rail Tunnel, which introduces additional considerations in terms of sequencing and risk mitigation. The City embarked on a unique Procurement Process to address the risks involved with a large tunnel project and those associated with tunneling below downtown, underneath and adjacent to UNESCO World Heritage Sites, and connecting to live critical sewers. This paper describes the unique procurement approach employed and the contractual risk mitigation measures developed to provide the best value while minimizing risk. Specific features include Market Sounding, using a Fairness Commissioner, Contractor Prequalification and Risk Mitigation Measures in the Tender documents. INTRODUCTION This paper describes how the City of Ottawa (the City) and the project design team developed a strategic Procurement Process and Tender that incorporated industry best practices for technical and contractual risk management for the Combined Sewage Storage Tunnel (CSST) project. The process was unique in that, while it employed a systematic review of project risks, it also solicited input from industry, stakeholders and provincial and federal partners to develop the request for Tender for this traditional design-bid-build project. Key drivers for this approach were initiated from the City’s concerns for cost control, cost certainty and overall project risk mitigation. To address these concerns, the City implemented the risk review and mitigation process right from the project design team selection. It was critical that the project design team embraced this risk management philosophy and carried it through each phase of the project. This paper serves as an excellent resource for municipalities or other owners embarking on a similar tunnel project, on how to properly apply industry best practices and the benefits of using them."

Jan 1, 2016

By Richard Emberley, Timothy Shaw, José L. Torero, Jurij Karlovsek, Timothy Gibson

"Tunnel closures are highly undesirable and the lengthiest are generally attributed to structural failures (e.g. Mont Blanc). Although historical data shows structural failures are closely linked to fire, design parameters for tunnel safety are not well defined. Current research has focused on defining the fire heat release rate and temperature, but these parameters cannot be easily used to determined structural performance. The energy transferred to the structure, the heat flux, is required but current literature lacks these values. Full scale experiments were undertaken on passenger vehicles resulting in heat fluxes between 20-70kW/m2. Analysis shows a vehicle fire’s duration is closely linked to its mass. Further analysis shows small vehicle fires can be scaled as a function of the tunnel diameter and the characteristic height of the desired vehicle. The present work provides engineers an appropriate design methodology to undertake informed thermal-structural analysis to minimize the risk of tunnel structural failure.INTRODUCTION Quantifying the effects of a tunnel fire depends on many factors such as the type of occupants, their vehicles and spacing, ventilation conditions and the geometric shape of the tunnel (Ingason and Lonnermark 2011). For design engineers investigating the thermal-structural performance of a tunnel, these factors are typically converted into spatial and temporal temperature distributions (Usmani et al. 2001) using various design curves such as those of ISO834-1, Hydrocarbon, Rijkswaterstaat (RWS) or RABT-ZTV (Promat 2013). However, to define a temperature profile through a structural element these curves require a heat transfer model that incorporates an appropriate boundary condition. The appropriate boundary condition is the net heat flux which is the result of a complex energy balance. For use in heat transfer calculations the net heat flux must account for the tunnel geometry as well as thermal properties of a given structural element and all other surfaces and mediums affecting the transfer of heat (Torero 2014)."

Jan 1, 2016

By Britta Schoesser, Zdenek Zizka, Markus Thewes

"The support pressure of a slurry shield corresponds to the in situ earth and groundwater pressure to ensure the stability of the tunnel face. The support fluid (bentonite suspension) penetrates from the excavation chamber into the pore space and transfers the support pressure to the granular structure of the soil within this zone. At the same time, the cutting tools rotate periodically with the cutting wheel and remove the penetrated soil up to a certain cutting depth at the face. Shortly after the tool passing, the penetration process starts again. Both, the support pressure and the soil excavation, act in the same direction at the tunnel face, but they are subject to different cyclic intervals. This relationship between the time needed for the transient penetration process and the interval of the cyclic passage of the cutting tools at a local point at the face is examined and the impact onto the global face stability is discussed. INTRODUCTION Slurry shields are usually deployed for excavations in soft ground. The main application range is in non-cohesive soils (DAUB Recommendations 2010). In non-cohesive granular soils, the tunnel face stability is one of the key design issues. The slurry shields make use of pressurized bentonite suspension (slurry) to support the unstable tunnel face. To support the tunnel face effectively, the slurry pressure has not only to counter the groundwater pressure, but also has to be transferred into an effective stress to support the soil grains. In general, the pressure transfer can be achieved in two ways: (1) with a thin flexible membrane or (2) a penetration zone. The membrane (1), called filter cake, creates a thin impermeable layer from bentonite particles directly on the tunnel face, and enables a transformation of excess slurry pressure into effective stress. In case of penetration zone formation (2), the excess slurry pressure is transferred onto the soil skeleton along the entire penetration depth by shear stresses between slurry and soil grains. These theories, presently applied to assess the pressure transfer on the grains within slurry shield tunnelling, are originating from diaphragm wall technology, e.g. Müller-Kirchenbauer (1977), Kilchert and Karstedt (1984). They assume that the support pressure transfer mechanism is built-up instantaneously on the whole tunnel face and is not damaged or influenced by the interaction with excavation tools. These assumptions are valid for conditions during the excavation of diaphragm wall trenches whose bottom is excavated and the walls of the trench are supported. At the tunnel face of a slurry shield, the support suspension acts on the same area as the soil excavation. Hence, the conditions on the tunnel face are transient (time dependent) due to the time period needed for the penetration process of the slurry and the periodical damage of the pressure transfer mechanism by excavation tools (Fig. 1a)."

Jan 1, 2016

By Stefan Lorenz, Robert Galler

"The technical lifetime of underground structures does not only depend on the long-term behavior of individual support elements and material characteristics, but also on various boundary conditions, which influence the entire long-term system behavior of the structure. Thanks to the construction of second tunnel tubes and the corresponding cross passages sampling of support materials such as shotcrete, concrete of the inner lining and rock bolts including sheet membranes is possible. To evaluate the stresses and the supporting effects of the tunnel shells, flat-jack tests and different simulations were performed. With these simulations the percentage of the load bearing behavior of the shotcrete shell can be determined. From the results, conclusions for new design approaches for tunnel construction should be generated. New concepts, in which the outer lining is part of the permanent support elements can be considered. This approach would be applicable for conventional as well as mechanical tunneling. INTRODUCTION Tunnels are an indispensable part of modern transport infrastructure. As multi-generation structures their long-term preservation as well as their technical service life is of central importance. The current state of research in the field of durability of structural elements must be considered separately. In almost all areas a prediction of materials and structural components towards lifetime exists. System-wide investigations were rarely performed, so that there is no technical lifetime consideration of the outer lining in systems included. In this study the mechanical behavior of the interface connection in a double shell lining (DSL) tunnel was investigated in laboratory tests. Objective The target of this work is, at first, to create a large database with the lifetime of different structural elements and materials, which may be the basis of durability considerations of tunnels. Secondly, the goal of these investigations is to optimize tunnel designs and their dimensioning regarding to the technical lifetime. For that matter, it is necessary to analyze the selected approaches of the loss of strength and stiffness of the outer lining."

Jan 1, 2016

By Emanuele Catelli, Paolo Vicentini, Manuel Petitat, Paolo Lanfranchi

"More than 800 million tons of material will be excavated during large underground projects such as tunnels, undergrounds and power plants by 2030 in Europe only. The raw material excavated is often classified as waste, which involves environmental impact and transport issues: landfill areas, CO2 emissions and noise. But how can such massive amounts of material be transported, processed and deposited? Using the example of the AlpTransit Ceneri Base Tunnel (15.4 km), we show that suitable excavated materials can be used sustainably as a primary resource for tunnel concrete. This requires careful planning of the installations and storage areas by the client, timely building of the processing plants and other handling facilities outside the tunnel and a continuous evaluation of the raw material quality. 1. INTRODUCTION Spoil management is a central element of large construction projects. The systematic reuse of suitable excavated material not only saves natural resources, reduces transport distances and landfill volume, but can also decrease overall construction costs. Ideally, all of the concrete needed for tunnel lining can be produced with this on-site material. Such a natural resource management concept was applied for the construction of the new Gotthard Base Tunnel (L = 57 km). Spoil management concepts are, how-ever, difficult to implement and call for innovative techniques, sophisticated logistics and organization. In the context of large projects, environmentally friendly transport, processing and storage of millions of tons of excavated loose material represent another logistics challenge (Simmen & Lieb, 2010). This paper shows key factors that led to the successful completion of spoil management at the Ceneri Base Tunnel, which constitutes a part of the AlpTransit Gotthard Project (Figure 1)."

Jan 1, 2016

By Hervé Le Bissonnais, Jean-Pierre Janin, Anne Bergère, Pierre Renier

"The most important impact on the environment of a tunnel excavation is the creation of surface settlements. Nowadays, the mechanized tunneling allows minimizing the settlements, applying a confinement pressure which counterbalances the ground de-confinement. It is thus essential to determine the correct amount of confinement pressure. In this paper, the authors present a 3D numerical study simulating the EPB-TBM excavation of a water tunnel, in the Flanders clays (north of France). Firstly, a simplified 3D simulation, based on the concept of instantaneous longitudinal settlement curve, was performed to predict the surface settlements for different values of heading confinement pressures. Secondly, the same pressures were tested by the EPB-TBM in a monitoring zone. The comparison between the prediction settlements and the measurements was very satisfactory and allowed validation of the numerical approach and the choice of the optimal confinement pressure value for a sensitive area of the project. INTRODUCTION The excavation of a tunnel can create displacements of the surrounding soil which may affect existing structures and generate unacceptable dysfunction. The development of the closed shield tunneling has permitted to reduce the volume loss generated around the excavation and consequently the surface settlements. In this case, as explained by different authors (Clough et al., 1985; Kastner et al., 1996; Mair and Taylor, 1997), the ground movements are influenced by the TBM works: the heading confinement pressure, the shield overcutting and conicity, the annular void grout injection parameters, the segment concrete lining rigidity, the consolidation of the grout. Hence, in the tunnel design, it is important to take into consideration these different processes of the excavation works to simulate correctly the tunneling process."

Jan 1, 2016

By David Oliveira

"INTRODUCTIONOne of the key drivers for the selection of a mechanized tunneling method in good quality rock masses is a good excavation advance rate. In order to achieve satisfactory advance rates, a good geotechnical performance of the rock grippers in main beam open tunnel boring machines (TBM) is required, besides other factors related to ground support and the performance of the cutter head.One well known potential issue of main beam gripper TBM is associated with the bearing capacity of the tunnel side walls while crossing fault zones or poor rock masses in general. Such a mechanism is similar to that of footings on rock and perhaps the most common problem associated with gripper performance. Depending on the quality of the rock, the rock under the gripper contact may experience significant damage and crushing (Figure 1), eventually affecting the TBM advance rate due to a lack of tunnel wall reaction/support. Such a mechanism is primarily dependent on rock quality, applied loads and gripper size.In the case of large diameter TBMs (e.g., D > 12 m), a second potential failure mechanism may arise associated with the loss of confinement within a rock pillar between twin tunnels, even in good quality rock but particularly in bedded sedimentary strata. Punching of the rock pillar may develop due to excessive shear along bedding partings and sub-vertical joints (Figure 2), particularly under a low stress environment. As a result, this mechanism is dependent on both the rock pillar width between twin tunnels and stress conditions around the tunnels, in addition to the previous factors described for the first failure mechanism."

Jan 1, 2016

By Thomas F. Martin, Daniel J. Sieve

In April 1988, the joint venture of Morrison-Knudsen and Paschen Contractors (M-K/P) was the successful low bidder for the Metropolitan Water Reclamation District of Greater Chicago's (MWRD) Contract Number 73-164-2H. This project is yet another in the MWRD Tunnel and Reservoir Plan (TARP) devised to control and treat overflows from combined sanitary and stormwater flows. M-K/P's project, located along the Des Plaines River, consists of 21,569' of tunnel mined to a 35' diameter and two tunnels totaling 14,529' mined to a 12' diameter. All three tunnels will have 12" thick reinforced concrete lining. The path for combined sewer/storm waters to reach the tunnels begins at a connection structure, continues through an approach sewer, a sluice gate structure and down a vertical shaft which is topped by a backflow structure. The purpose of the backflow structure is to prevent water surging to the surface as the system fills rapidly. Backflow preventors represent a change in design after problems developed on earlier constructed portions of the T.A.R.P.. On this project, 14 drop shafts channel flows to the tunnel system. In addition to the drop shafts, contract specifications require an emergency or escape shaft be located not more than 4000 feet from the tunnel headings. Due to long reaches without drop shafts, four access shafts had to be constructed. Thus, the total shafts constructed under this contract will be eighteen plus one 30' finished diameter construction shaft located within Miller's Meadows. Figure 1 shows the overall Des Plaines River System and the M-K/P contract connection to previous and future MWRD projects.

Jan 1, 1991

By Ian McFeat-Smith, Robert J. Fowell

Roadheader machines have a specific place in modern tunnelling, not simply as a compromise between drill and blast techniques and full face machines, but as an economic and versatile form of mechanised tunnelling where the method of excavation is easily integrated with tunnelling operations. In the past, roadheaders have been subjected to misuses by engineers who failed to realise that, as in all mechanised tunnelling, a planned and systematic approach is essential if the full potential of these machines is to be gained. An increasing awareness of this, together with the introduction of the more powerful roadheader carrying their cutting potential into the hard range of rock is changing this situation and now makes the prospect of using roadheaders particularly attractive (1). The advantages gained by employing these machines can be considerable and Table 1 lists some of them. This table illustrates that from both cost, and installation points of view, the roadheader has considerable benefits over the full face machine. However, the principal advantage gained is in broken ground where heavy supports can be installed immediately at the tunnel face. In addition, access for planned maintenance and repairs to most working parts of the machine is at a premium and average machine utilisations of 40 - 60% can be expected. In comparison to drill and blast methods, up to 40% better progress can be regularly achieved, and the subsequent savings in overbreak costs alone would more than pay for the cost of a roadheader used to drive a 3km long tunnel. As with full face machines, ground disturbance is minimal and for short tunnels in urban areas a road-

Jan 1, 1979