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By Justin Carl, Aliuddin Mohammad, Gordon Evans, Steven Bealby, Carlton Ray

"The District of Columbia Water and Sewer Authority (DC Water) is implementing the $2.2-billion DC Clean Rivers Project (DCCR) to control combined sewer overflows (CSO) to the Anacostia and Potomac rivers and Rock Creek, and to provide flood relief to the Bloomingdale and LeDroit Park neighborhoods in the District of Columbia. The long-term control plan complies with the requirements of a Federal Consent Decree entered into by DC Water, the District of Columbia and the United States, as represented by the U.S. Environmental Protection Agency and the Department of Justice. The Northeast Boundary Tunnel, a design-build project, will store combined sewage and deliver it to a system of downstream tunnels and ultimately to the Blue Plains Advanced Wastewater Treatment Plant (Blue Plains), where it will be treated. In addition, the Northeast Boundary Tunnel (NEBT) is a major project associated with the mayor’s task force to alleviate extreme flood events in Bloomingdale and LeDroit Park. The Northeast Boundary Tunnel Utility Relocations (NEBTUR) design-bid-build (DBB) project is an accelerated component of the Anacostia River System, as shown in Fig. 1. During dry weather conditions, the entirety of the sewage in the combined system is conveyed to Blue Plains.During storm events, when sewer pipe capacity is exceeded, the flow, which is a mixture of sewage and stormwater runoff, overflows into receiving waters through outfalls. There are a total of 47 active CSO outfalls along district waterways.The influx of storm runoff into the combined sewer has an additional impact on the communities of Bloomingdale and LeDroit Park. The sewer system is outdated and undersized. In these neighborhoods, when the capacity of the sewer is exceeded, localized flooding occurs and backups into adjacent residences are prevalent. In any given year, there is a 50-percent chance that flooding will occur in these neighborhoods."

Jan 9, 2017

By Leo Gentile, David Selhorst

The $528 million Toledo Waterways Initiative (TWI) was implemented by the City of Toledo in 2002 and completed in August 2020. Toledo is one of many US cities required to implement a Long-Term Control Plan (LTCP) but one of few to have completed its plan. TWI consists of three storage and conveyance tunnels, four below grade storage basins ranging from 4 to 36 million gallons (MG), miles of sewer separation and interceptor improvements, green infrastructure and other appurtenant structures to dramatically reduce combined sewer overflows to the Maumee River, Ottawa River and Swan Creek. All three rivers flow into Lake Erie. The City’s 180-year history as a Midwest shipping, manufacturing and transportation hub provided design engineers and contractors no shortage of unknown underground challenges to complete the projects. The City will begin its 5-year Post-Construction Compliance Monitoring in 2021 to satisfy the final LTCP requirement. A program overview and experience from tunnel and underground basin construction in urban areas with buried active and legacy infrastructure will be discussed.

Jun 13, 2021

By A. Mei, F. Amadini, F. Cernera, D. Baliani, A. Flor, M. La Morgia, F. Sassi

The risk of TBM jamming because of squeezing rock mass or excessive caving (instability of the cavity) conditions is always a focal point while boring long and deep tunnels with shielded TBMs. Mechanized excavation provides a large amount of real-time data, for each machine’s parameters. Several analyses have been executed to assess the correlations between different sets of TBM parameters for the exploratory tunnel. Instead of analyzing the full dataset, a different approach is proposed, with data processed sequentially to simulate the real excavation situation. The probability distributions are recalculated together with their statistical parameters while advancing. This approach is extended also to the training of a Machine Learning model able to foresee the behavior at future rings based on past rings (using a Recurrent Neural Network). The predictions show a promising first step toward creating practical tools that can assist contractors and designers to correlate and predict TBM excavation data. These tools will assist to predict and quantify high risk situations that could arise during excavation.

Jun 13, 2023

By Ulrich Kappus

The purpose of the project is to divert flood flows of North Potato Creek. The project is located in the southeast corner of Tennessee near Copperhill, approximately 160 kilometers north of Atlanta, Georgia. The project consists of: a 28-meter high dam, a 90-centimeter diameter outlet conduit; an emergency spillway; and a 4.0-meter diameter hard rock trans-basin diversion tunnel. This floodwater management system was part of Cities Service Company mine safety program for the Cherokee orebody which is partially located within the stream channel. The following paper describes the entire project development from feasibility studies to design and construction management.

Jan 1, 1978

By Klaus Rabensteiner, Klaus Chmelina

"INTRODUCTION Urban tunneling is often related with special geotechnical risks. Typical causes are difficult (hydro)geological conditions, a very low overburden and the presence of critical and vulnerable (infra)structures in the influence zone of the construction (e.g. existing tunnels, roads and pavements, sewer pipes, gas and power lines, landmarked buildings, historic monuments). To manage these risks appropriately, an early detection and warning of unexpected behavior of the affected geotechnical objects ground and tunnel, as well as existing structures are mandatory. To accomplish this, the design and execution of a dense geotechnical monitoring program is of high importance. In more detail, this means specifying and performing a systematic and continuous acquisition, processing and analysis of monitoring data to support decision making. In recent years the development of new automatic sensors and (wireless) data transfer techniques and the general trend towards an automatic acquisition of monitoring data has led to an enormous increase of data production frequencies and volumes. In order to handle this data explosion efficiently, information systems and geo-databases have been developed and used successfully in many projects. They represent IT tools that support the different tasks of a given geotechnical monitoring program including data acquisition, transfer, check, processing, backup, analysis, distribution, reporting and, last but not least, alarming. Meanwhile, some tools already have developed the capability to connect to other theme-specific databases used in the project and, thus, serve as a central data management system for all kind of digital data produced. This makes possible the implementation of further useful functions and services supporting tunneling tasks such as machine control, tunnel simulation, geological prediction, process optimization, etc. where data from different engineering disciplines must be combined and processed in an integrated way. In the following chapters our aim is to describe how monitoring data management, geotechnical monitoring, alarming and reporting are organized and technically implemented at the metro project Cityringen in Copenhagen (Denmark). We want to highlight the specific role and tasks of the used tunnel information system in the project, and particularly inform on the most relevant challenges."

Jan 1, 2016

Stillwater Mining Company has an extensive history with tunnel boring machines (TBM) at the Stillwater and East Boulder underground PGM mines in Montana. The first use of a TBM was a 4 m (13 ft) diameter main beam unit at the Stillwater mine starting in 1988, where 6.4 km (4 mi) of tunnels were driven parallel to the J-M Reef orebody on four different levels. TBM?s were central to the development of the East Boulder Mine as two 4.6 m (15 ft) TBM?s drove two 5,639 m (18,500 ft) parallel tunnels to access the J-M Reef; one of these units is still in service driving a 2,591 m (8,500 ft) access West of the East Boulder mine for the Graham Creek project. For the Blitz Project, a 5.5 m (18 ft) diameter main beam unit will be utilized to drive a 6,858 m (22,500 ft) ventilation and rail haulage level East of the Stillwater mine. TBM?s have been preferred method for developing new mines and sections of the J-M reef as the geometry and geology of the Stillwater Complex allow for faster development compared to conventional methods.

Jan 1, 2012

By Valerio Violo, Antonio Raschilla, George Kafantaris

"The Cityringen project in Copenhagen, Denmark will form a new circular line in the city center and will consist of 21 new stations (17 + four transfer stations) and approximately 31 km (19 miles) of earth pressure balance (EPB) twin-bored tunnels.The new tunnels passed under the historical building of Magasin du Nord, McDonald’s and two pubs in the heart of the city with a minimum cover of about 4 m (13 ft).To minimize the movements, a complex system of compensation grouting and jet grouting soil treatment was performed. A detailed action plan between the parties involved allowed coping with the critical tunnel boring machine’s (TBM) successful passage.The Cityringen is an extension of the existing metro line underground Copenhagen and will include the City Circle Line, 15 km (9.5 miles) of twin tunnels looping around the city. The City Circle Line will form a new circular track inside the city center and will intersect the existing M1 and M2 lines at Kongens Nytorv and Frederiksberg stations, as well as suburban train services at København H, Østerport and Nørrebro. It will extend the Metro network to the Nørrebro, Østerbro areas and the central station at København H (Fig.1). The two new lines M3 and M4 will run on the same tracks, but the M3 will be a circle route running around the entire line, whereas the M4 will drive from the station to the north side of the city.The €1.5 billion design-build contract was awarded by Metroselskabet in January 2011 to the Copenhagen Metro Team (CMT), a joint venture (JV) between the Italian companies Salini, Tecnimont Civil construction and Seli SpA. Since the bankruptcy of Seli SpA and Tecnimont, Salini Impregilo now owns 100 percent of the JV shares. Seli Tunneling Denmark ApS, a subcontractor to CMT, was initially constituted as a Seli SpA subsidiary and, following the economic difficulties of Seli SpA, was acquired in 2015 by Salini Impregilo. Seli Denmark is in charge of the tunnels excavation and lining and owns the four 5.84-m (19-ft) diameter Seli/Kawasaki earth pressure balance machines."

Jan 5, 2017

By Theodore H. Budd, Douglas J. Heinz

This report concerns the successful construction of Contract No. 287 of the Northeast Side Relief Sewer System for the Metropolitan Sewerage District of the County of Milwaukee. The contract involved the construction of approximately 3316 meters (10,880 feet) of tunnel concrete lined to 1.83 meters (72 inch) internal diameter; 30.48 meters (100 feet) of 1.83 meters (72 inch) reinforced concrete pipe jacked-in-place; a river crossing of approximately 107 meters (350 feet); 197 meters (647 feet) of 1.83 meters (72 inch) reinforced concrete pipe in open-cut; several diversion and flow monitoring structures; and miscellaneous manholes and appurtenances. The contract proposal, which was extremely prescriptive, did allow alternative methods of primary support consisting of precast reinforced concrete segments, steel liner plates, steel ribs with wood lagging, and combinations thereof in designated areas. The specifications required the contractor to designate which support scheme it intended to use. The specifications also required compressed air as a means of ground water control for approximately 2316 meters (7600 feet) of tunnel. The alternative selected in the bid proposal was the support method consisting of steel ribs and wood lagging for 2263 meters (7425 feet) of tunnel and steel liner plates for the remaining section. Shaft supports, by specification, were designed to be steel liner plate with steel ribs varying in size from 4.27 meters to 6.10 meters (14 foot O.D. to 20 foot O.D. ).

Jan 1, 1983

By Henning Schwarz, Ade Ogunsola, Anas Almousa

"The Riyadh Metro, commissioned by Arriyadh Development Authority “ADA” - the executive arm of The High Commission for the Development of Arriyadh -, forms part of a new public transport-system of Saudi Arabia’s fast growing capital city. The Design & Build project consists of 176 km of Metro Line with 57 km of tunnels. Beyond the Design and Construction, an additional aim of the ADA is to introduce up-to-date methodologies and improve safety in construction projects. A systematic dilapidation survey of buildings and infrastructures was a prerequisite for designing the required instrumentation and monitoring tools. Site investigations required of existing methodologies and the use of geophysical methods for achieving reliable results. Large diameter TBM tunneling is challenging in hot weather conditions and karstic ground. The present paper shows how modern technologies for underground construction are introduced into the local industry and gives an outlook on future projects in the Kingdom of Saudi Arabia. INTRODUCTION Riyadh, the capital city of the Kingdom of Saudi Arabia, is a fast growing city with more than 5.7 million inhabitants. The growth of the city is linked to the recent history of the Kingdom, where some initial milestones from the 1950’s can be highlighted: Revenue generation from the exportation of oil from the Kingdom; downstream investment of oil revenue in the reconstruction and development of the Kingdom; a general plan for the settlement of the Bedouins; the provision of a public electricity network for the city; the opening of the Riyadh - Dammam railway corridor providing a link from the capital to the Eastern Region; the commissioning of Riyadh airport (converted to Riyadh airbase, after the opening of King Khalid International Airport in 1983); and the relocation of ministries and other central government agencies in 1955. In 1974, The High Commission for the Development of Arriyadh was established as the organizational, planning, executive and coordinating body responsible for the development of Riyadh. Arriyadh Development Authority “ADA”, established in 1983 is the High Commission’s executive, technical and administrative arm. The ADA is responsible for implementing the High Commission's organizational, planning, executive and coordinating decisions and missions. The ADA’s president is a member of the High Commission (ADA 2015). One of the remits of the ADA is the preparation and execution of a transport plan for the city of Riyadh."

Jan 1, 2016

By Fabrizio Fara

The Ship Canal Water Quality Project (SCWQP) includes a 2.7-mile long, 18'-10" internal diameter tunnel which is located inWest Seattle. Tunneling in urban areas and soft ground conditions (Till and Till-like soils in Seattle) is associated with the risk of settlements, especially in presence of groundwater above the alignment. The Designer foresaw the use of soil improvement (jet grouting) outside of the launch shaft to mitigate the risk of flowing ground and to provide a redundant sealing. The Contractor proposed and ultimately successfully executed a different approach by using a “Steel Bell System” or Pressurized Can as described in this paper.

Jun 13, 2023

By Pier Francesco Paglini, Gian Luca Menchini, Pier Francesco Boschi

"PROJECTThe “Caltanissetta” Tunnel is part of the ANAS S.p.A (National Autonomous Roads Corporation) $ 1.3 Billion Highway 640 Caltanissetta-Agrigento (Sicily, Italy) Rehabilitation Project, consisting in upgrading of 62 km (40 miles) of highway. The Italian multinational construction company Cooperativa Muratori & Cementisti di Ravenna, is the General Contractor for the design and build contract. The highway S.S. 640 starts from Porto Empedocle, to the intersection with the Motorway A 19 Catania-Palermo.The entire project, double carriageway designed for speed 70-120 km/h and maximum longitudinal slope of 4.2%, is divided into two sections. First Section: just finished and opened to traffic. Second Section: mainly involving the province of Caltanissetta, length about 28 km (18 miles), works started in 2013. This second section includes the most challenging work of all the project, the “Caltanissetta” tunnel consisting of two separate tubes, each with 3.9 km length and inside diameter of 13.50 m, in order to host 2 traffic lines and an emergency line. HORIZONTAL AND VERTICAL ALIGNMENT - GEOLOGY AND HYDROGEOLOGYThe plan alignment of “Caltanissetta” tunnel is formed by two tubes which are located at a minimum mutual distance of 22 m to a maximum of 63 m, with n. 9 pedestrian and n. 4 road cross passages; ventilation shafts are not provided. Overburden over portals area is about 5 m till a maximum of 120 m. Tunnel sections have variable longitudinal slope from 2.6% to 0.5%, transversal slope of about 3.5%. Right tube length is 3,992 m, left tube length is 3,877 m."

Jan 1, 2016

By Colin Irwin, Adrian Naranjo-Castillo, Christopher Petta, Eric Zarobila

The Shoreline Consolidation Sewer is a CSO control project in Cleveland, Ohio that requires the installation of 5,000 feet of 72-inch inside diameter pipe using microtunneling methods. After award, the contractor submitted a value engineering proposal to eliminate two deep shafts and install the tunnel in two drives instead of four. In an example of successful collaboration, owner, contractor, and engineer worked together during the initial construction stages to modify the design and update the contract documents. This paper examines the importance of exible requirements in contract documents and a collaborative environment between all parties to successfully deliver a project.

Jun 23, 2024

By T. Murt, C. Oñate

In recent years, environmental considerations have played a prominent role in underground construction projects. The management and disposal of the muck produced by an EPB TBM is an important aspect of this topic. Soil conditioners with higher biodegradability and lower eco-toxicity have been specifically developed to comply with strict regulations in several countries around the world, with the goal of reducing the environmental impact of tunneling on soil, water, and living organisms. This paper highlights innovative sustainable soil conditioners and how they differ from traditional products. Additionally, environmental considerations for TBM projects around the world and in North America will be examined.

Dec 1, 2022

By Sammie D. Guy

This paper discusses the subject of "Improving Contracting Methods" from the owners point of view, particularly the public. An overview is given of the work of the U.S. National Committee on Tunneling Technology and some apparent results of the implementation of these recommendations or lack thereof. Selected recommendations that are not being implemented are discussed as to the the desirability and the possible impact of their implementation. Impediments to acceptance of the recommendations are identified and solutions proposed. The difference in the flexibility, attitudes and approaches of owners, public, quasi-public and private, toward improving contracting methods are discussed. Particular emphasis is given to the fact that the onus to improve is on the owner because they usually develop the contractual language or at least have the final decision on its content and are or should be an equal party to the contract during its administration.

Jan 1, 1983

By Drupad B. Desai, James G. Gallanes

A key component of the Inland Feeder Project is the Riverside Badlands Tunnel, a7.9-mile stretch subjected to high internal and external hydraulic pressures passing beneath highly eroded hills in a semi rural environment. The tunnel presented significant design and management challenges to the project team. This paper describes the formula for project success used to manage the design of this complex pressure tunnel, from team member selection to the completion of all contract documents, on schedule and below budget. The project team dealt with sensitive regional and local community issues and won the trust of the community. The team included participation by senior management and recognized experts from inception to finish. The team worked diligently to build quality into design and adopted a claims avoidance approach to management and preparation of documents.

Jan 1, 1997

By Shelley M. Burg, Dennis K. Poulton, Robert B. Gordon

This project includes the excavation and concrete lining of approximately 18 900 m (62 000 ft) of 5.5 m (18 ft) finished diameter subway tunnel for the Los Angeles MTA. The project required that four soft ground headings be excavated from a single shaft located near the mid point of the tunnels. The tunnels were classified "gassy" during the excavation phase. Because of the contract schedule requirements and the limited urban work site available, many logistical problems had to be overcome during the project while excavation was accomplished at a record setting pace. Some unique project features include the muck handling system and an access shaft using a high strength tieback support system. In order to accomplish the work, an extensive effort to plan and construct the main work site was required.

Jan 1, 1995

By William Connell

NFPA 502, Standard for Road Tunnels, Bridges and Other Limited Access Highways establishes minimum fire protection and fire life safety requirements for road tunnels, bridges and other roadways where access by emergency responders is physically limited. The 2008 edition of NFPA 502 represents the Technical Committee?s consensus of current best practice for fire protection and life safety requirements for road tunnels, bridges and similarly limited access highways. Research of national and international test programs, design guidelines and regulating standards was per-formed and considered in an effort to establish a singular, comprehensive document representing a recognized base threshold of fire safety in these type facilities. This paper provides an overview of the more significant revisions including the application of fixed fire suppression systems, guidance on tenable environment, protection of structure and dangerous goods transport.

Jan 1, 2008

By Jeroen van Eldert, Daniel Johansson, Henrik Ittner, Håkan Schunnesson

"Numerous aspects of underground construction, from structural stability to construction costs, depended on the tunnel quality, including blast damage and the Excavation Damage Zone. Accurately quantifying the extent and severity of damaged rock is a problem. Recent technical developments in the field of Measurement While Drilling (MWD), including software for on-board logging and on-site analysis, have shown potential for rock-mass characterization. Ground Penetrating Radar (GPR) and P-wave velocity measurement have also improved and show similar potential. This paper explores the use of MWD, GPR and P-wave velocity measurements and uses them in techniques for excavation damage characterization and prediction. The paper is based on data collected from a small underground waste-collection site in central Stockholm, Sweden. The data is correlated against rock-mass characteristics and their responses are evaluated. Results indicate potential for excavation damage characterization for all tested techniques, which could minimize blasting damage and improve the over-all tunnel quality. 1 INTRODUCTION During underground excavation the rock mass is influenced in many ways. The Excavation Damage Zone (EDZ) is a result of these influences. The EDZ can be defined by an irreversible change in rock mass properties, for example increased permeability. EDZ is influenced by the excavation method, the rock mass properties and the in-situ stresses in the area of the tunneling. Since the 1990s research has been done on the EDZ by Emsley et al. (1997), Christiansson et al. (2005), Olsson et al. (2009), Ouchterlony et al. (2009), Ittner et al. (2014), and Siren et al. (2015). Based on past literature the EDZ have in this paper been separated in the following subzones: 1. Failure Zone or over-break is the area outside the planned tunnel profile, including the Look-Out and hole deviation. This zone consists of fracture networks (both natural and blasting-induced), that caused rock fall-outs. The extent of the over-break can be determined by volumetric scanning and photogrammetry and the half cast factor can be used as a damage indicator. 2. The Damaged Zone is split into three parts and but the quantity and depth of damage is difficult to measure. Although it can be visualized by sawing of rock slices in the tunnel wall (Olsson et al. 2009), diamond coring (DC) or P-wave velocity reduction (Jern 2001): a. Inner Damage Zone (Crush Zone): It is located directly around the drill hole, and is caused by the shock-wave energy of the detonation. The micro fractures in the Crush Zone produce a white-wash (rock dust) in the half cast. b. Transition Zone: This zone consists of micro fractures that connect and form macro fractures, both radially and parallel to the tunnel wall. The macro fractures are caused by the gas expansion during the detonation of the explosive; it increases the pressure in the (micro) fractures and creates the macro fractures. Seismic reflection, rock slicing and core drilling can be used for the examination. c. Progressing Zone: In this zone the existing radial fractures propagate due to the increase gas pressure inside these macro fractures. Examination methods are seismic reflection, rock slicing and core drilling. In addition, the Peak Particle Velocity (vibrations) could be used to estimate the depth (Tesarik et al. 2011)."

Jan 1, 2016

By Kuda R. Mutama, Allen E. Hall

A wind tunnel investigation into the fundamental characteristics of jet fan performance is described. The effects of varying fan positioning in a square tunnel cross section are reported for two fan outlet diameters and velocities. Tests were conducted, also for a jet fan placed in a flow developed by an external fan operating in the same direction as the jet fan. The position of the jet fan relative to the tunnel walls was found to affect its performance. Performance parameters were determined and used to formulate theoretical equations based on momentum and energy considerations. The results identified a range of flow ratios which can be used to design an effective jet fan ventilation system and provide a basis for the selection of jet fans for practical mining applications

Jan 1, 1997

By Richard Louis Viner, William D. Leech, Walter A. Mergelsberg

With the construction management team established and a full funding agreement secured the Washington Metropolitan Area Transit Authority (WMATA) now has the manpower and the financial resources to continue Metrorail construction into the 1990's. This paper describes WMATA's new role as construction manager after the transition from Bechtel Associates and gaining the full funding agreement with the Urban Mass Transit Administration (UMTA) and regional governments to complete 84.7 Metrorail miles (136km). The authors review the most recent station and line tunneling projects. WMATA's contractors have employed the state of the art soft ground and hard rock tunneling equipment and methods - an earth pressure balance TBM, a closed face TBM, and the New Austrian Tunneling Method (NATM). In final, the paper previews future underground work to be let under the funding agreement.

Jan 1, 1987