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By Verya Nasri, Agustin Rey

Once completed, the Montreal Réseau Express Métropolitain (REM) will be the fourth largest automated transportation system in the world. The REM represents construction costs of approximately 7.0 billion Canadian dollars. The project consists of 67 km of twin tracks over four branches connected to downtown Montreal. The project includes 26 stations with 3 underground stations in downtown Montreal. One of the underground stations was built using the NATM method with thin permanent shotcrete initial and final liners separated by a sprayed on waterproofing membrane. The 2 other underground stations were built with the cut and cover approach including one using permanent secant pile wall with permanent walers and struts as the support of excavation and the final perimeter wall of the station. The project also includes the rehabilitation and enlargement of the Mont Royal Tunnel. This 100-year-old double track tunnel is about 5 km long. The REM also consists of 3.6 km new TBM tunnel connecting downtown to the Montreal International Airport through saturated soft ground and karstic rock. By the time of RETC, the construction of REM underground structures will be completed. This paper presents the design and construction aspects of the underground structures of this mega project.

Jun 13, 2023

By B Chapman, R Nievergelt, J Hill

A major component of Sydney’s new South West Rail Link project is the Hume Highway Underpass (HHU), an 80 m long twin track mined tunnel excavated at a depth of just 5 m below the pavement of the Hume Highway; one of Australia’s busiest road corridors.In order to ensure a safe and efficient construction of the underpass without disruption to the Hume Highway traffic, design of the HHU required specific focus on the prediction and control of ground movements. This paper describes the design and construction solutions adopted in response to these challenging constraints. The paper also provides discussion on the observed behaviour of the underpass during construction and the results of a back analysis that was undertaken during construction.CITATION:Hill, J, Nievergelt, R and Chapman, B, 2014. Design and construction of Sydney’s South West Rail Link Hume Highway Underpass, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 375–386 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By Bruce N. McIver, Leo Casagrande

Similarities are noted in the practices and problems of constructing dams to impound mine tailings, fly ash, and chemical wastes. The comparison of a typical tailings dam with a conventional water-retaining earth dam shows that the former is inherently less stable and can be susceptible to cracking, liquefaction, erosion, and frost action, as illustrated by examples. Several methods are presented for building safe tailings dams using either the coarse fraction of the tailings or local soils, the important factor in each method being proper compaction of the material. The safety of existing tailings dams can be improved by flattening the overall slope, preferably by adding berms, or by decreasing the height. Where neither remedy is possible, the installation of electro-osmotic tie-backs is suggested. Dumps of mine spoil can be stabilized economically by compacting the material in layers along the toe to form a dam.

Jan 1, 1971

By Earle J. Klohn

"The design, construction and operation of tailings dams is rapidly becoming a major consideration for most new mining developments, as well as for many existing operations. In North America, under pressure from public opinion, various government agencies have in recent years enacted legislation covering the design, construction and operation of tailings dams. In British Columbia, comprehensive legislation has been passed during the past year (1971). All of these new regulations may be placed into two broad categories: regulations concerning the safety of the dam and appurtenant structures, and regulations concerning the prevention of pollution. Both types of regulation affect the design of the tailings dam facilities. Consequently, they must be considered jointly by the designer. A good tailings dam design must satisfy the basic requirements of safety, pollution control, storage capacity and economy. To achieve this, 'the design must be based on a thorough understanding of both the geotechnical problems involved and the requirements of the mining development. Obviously, this requires close cooperation between the designing geotechnical engineers and the mining operators. This paper outlines the major engineering factors that should be considered in the investigation, design, construct ion and operation of tailings dams. Basic methods of tailings dam construction are reviewed and the advantages and disadvantages of each briefly discussed. Comparisons are made between the design and construction of conventional water supply dams and tailings dams. Examples are presented of some of the problems that may arise during construction and operation of a tailings dam. The paper also explains the need for basic instrumentation of tailings dams and for carrying out simple field tests and measurements during construction and operation. Of prime importance is the downstream monitoring of surface and subsurface seepage flows. These observations are invaluable where contamination of surface and/or subsurface water may become a contentious issue at some future date. Each tailings dam design must be based on a study of the particular requirements of that project. To make a proper evaluation, adequate data must be available concerning a large number of items•, including such things as: topography, hydrology, geology, subsoil properties, seismicity, government regulations, fineness of mill grind, mill water balance, availability of suitable construction materials, volume of water to be stored behind starter dam, downstream development or liability, and many others. The large number of variables involved in such an evaluation often result in the designer considering two or more alternative designs. Selection of the final design, which is usually based on detailed cost analyses of the alternatives, must be made in close consultation with the owner."

Jan 1, 1972

By J. D. Jones

Unique aspects of tailing pond design aid reclamation facilities for three separate projects are described.

Jan 1, 1978

By J. D. Jones

The geographic occurrence of economic mineral deposits presents a variety of problems in modern tailings disposal operations. This paper presents case histories in several sectors of the mineral industry as well as the several stages of operations planning required for new designs, system expansion, reactivation of abandoned systems and upgrading to present environmental standards.

Jan 1, 1978

By Heinz Distelmeier

Short Historical Review Tunnelling in Germany is as old as it is in other industrial countries. Until the middle of this century German contractors had no chance to work continuously in this business except if they were operating internationally. Since 1960, however, tunnelling has been a growing market domestically. The reasons for this growth have been both in the growing demand of traffic routes and also in an increasing environmental consciousness, which tries to transfer any cause of disturbance underground. Tunnelling engineers of course don't complain about this trend. As almost every German city is built upon water-bearing soft ground, shields have been used soon after they were first successfully utilized in Great Britain and the United States. Until the seventies lining systems for shield tunnels were predominantly either cast iron segments or concrete segments for primary support combined with different sealing systems and a secondary concrete lining cast-in-place. Steel ribs and timber lagging for primary support has not been utilized in Germany, since the owners don't accept timber to be left in the ground. In 1973, for the first time, permanent linings were constructed with watertight segment rings of precast concrete (Fig. 1). This lining was developed as an economical solution for use with slurry shields in noncohesive, water-bearing soils that required an immediately watertight lining. Extruded linings have a similar effect, although these still need a secondary lining

Jan 1, 1987

By J. Chae, D. Pecha, R. Andrews

The Henderson/ML King CSO Project is a major combined sewer overflow (CSO)reduction project for the Department of Natural Resources and Parks of King County, Washington. The central element of the project is the 3100 lineal feet long, 14'-8"diameter 42nd Ave S Storage/Treatment Tunnel. During the course of the project, the owner and consultants evaluated numerous elements of the tunnel including the alignment, geotechnical conditions, tunnel liner, and settlement monitoring requirements. The contractor utilized innovative shaft construction methods for the tunnel portals, and adhered to strict contract requirements in successfully constructing the tunnel. This paper provides an overview of the design and construction elements of the 42nd Ave S Storage/Treatment Tunnel that led to the successful completion of the project.

Jan 1, 2005

By Q Yang

This paper describes the design and construction of three 7.2 m span access ramp-tunnels to the three level underground car park of the newly redeveloped Top Ryde City Shopping Centre in northern Sydney. The tunnels were to be excavated without significant impact on the overlying Devlin Street, one of the busiest arterial roads in the Sydney metropolitan area and a major link in the Sydney road network. The interpretation of the geological conditions indicated that the tunnels would be driven in a formation of heavily jointed, extremely weathered to fresh Triassic Ashfield shale with some structural features such as dyke, fault and shear zones identified in the available boreholes logs. Both empirical and numerical methods were used to design the tunnels and to predict the ground surface settlements. The design solution, which was influenced by the relatively small scale nature of the work and the current demands on the tunnel construction market, included presupport, initial support and permanent steel fibre reinforced shotcrete (SFRS) lining. The interactions of the driven portals with cut and cover sections and the proposed deep excavation of the new shopping centre were considered at the design development stage and in the construction phase to ensure the safety of the live road. The tunnels have been successfully constructed and are now operational.

Mar 8, 2011

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 Brian K. Ayres

Inco Limited, Ontario Division is currently in the process of decommissioning the Whistle Mine site located near Sudbury, Ontario, Canada. The most significant component of site decommissioning involved relocating approximately 6.4 million tonnes of acid-generating waste rock to the open pit from two adjacent stockpiles. An engineered cover system was designed for the backfilled pit to reduce the long-term production of acid rock drainage. Geochemical modelling was conducted to assess the effectiveness of various cover options on the longterm water quality of the backfilled pit. Results obtained from performance monitoring of cover system field trials at the site and estimated full-scale construction costs were used to select an appropriate material for the cover system barrier layer. The two-dimensional soil-atmosphere model VADOSE/W was used to develop a calibrated model of covered waste rock based on field data obtained from the cover trials, which was subsequently used to predict net percolation and oxygen ingress through various cover system alternatives for site-specific climate conditions. Erosion and landform evolution numerical modelling was completed to assist in designing the runoff management system and final landform for the pit cover system. The potential impact of various physical, chemical and biological processes on the sustainable performance of the pit cover system was also considered in the design process. This paper provides an overview of the design and construction of the backfilled pit cover system.

Apr 1, 2005

By Russel Delmar

Construction of Ontario Power Generation?s 12.8-m diameter, 10.4-km long water diversion tunnel in Niagara Falls, Ontario, is underway. The tunnel is being excavated by means of a 14.44-m diameter open gripper Tunnel Boring Machine. The tunnel lining is constructed as a two-pass system with the initial lining consisting of rock bolts, mesh, steel channels or ribs, and shotcrete, and the final lining consisting of pre-stressed cast-in-place concrete with a waterproof membrane. This paper describes salient design and construction aspects as follows: ? Regional and Site Geology ? Tunnel Layout and Design ? TBM Tunnelling and Cast-in-place Concrete Lining Construction

Jan 1, 2008

By James M. Tantalla, Dwight Metcalf, Roderic A. Ellman Jr.

"The construction of a new low head hydro-electric plant at the Cannelton Lock and Dam required the design and construction of a cofferdam to accommodate a deep excavation extending approximately 150 feet below the Ohio River levels. The new plant, which generates about 390 GWh of electricity annually, is owned by American Municipal Power (AMP). A specialist team was assembled to design and construct the cofferdam, marine dike and CB slurry wall that helped make the project successful and on time for project delivery.Because the new plant diverts water from the locks and dam through a powerhouse to generate power, it would need to be partially in the river to operate properly. To accomplish this, approximately 250,000 square feet of land was reclaimed from the river by construction of a marine dike. The dike, combined with the design and construction of a 150 foot deep cement bentonite (CB) cutoff wall enabled construction of the new plant in the dry. Extensive dewatering analyses were performed using Modflow to evaluate pumping requirements and the number of wells needed to maintain ground water at required levels within the side slopes and final subgrade. A monitoring program consisting of inclinometers, piezometers and movement monitoring points were used to monitor cofferdam stability and performance throughout construction. Detailed two and three dimensional stability analyses that included a parametric study of fluctuating river levels and slurry unit weight were performed to ensure stability and suitable low permeability of the trench during cut-off wall excavation both on land and in the marine dike. The wall was constructed with both a hydromill excavating primary panels and a clamshell following behind to construct secondary panels. Data acquisition systems onboard the excavating equipment allowed for detailed confirmation of the continuity of the wall at each interface between panels. Another challenging aspect was the CB mix design for the trench. The cofferdam required the construction of a 1,300-foot long marine dike downstream of the existing dam up to 100 feet tall founded on existing river sediment to enclose the site and cut-off the seepage into the excavation from the river. Marine dike construction utilized vibro-compaction to pre-densify granular fills placed underwater through which the CB trench extended."

Jan 1, 2016

EnergyAustralia is a state-owned corporation in the state of New South Wales, whose responsibility includes ownership and management of an electricity distribution network. Expansion of the high voltage distribution network in the Sydney central business district (CBD) includes the requirement to run an additional five 132 kV feeders over 1.7 km from south of the CBD to a new 132 kV substation in the northern section of the CBD. A driven tunnel is currently being excavated in Sydney sandstone beneath Darling Harbour to contain the new 132 kV feeders. Tunnel construction methods involve both roadheader and tunnel boring machine (TBM) excavation. This paper describes the design development of the cable tunnel, discusses the use of a geotechnical baseline report as an integral part of the contract documentation and provides an update of the current construction works.  

Jan 1, 2008

By David R. Beadman

This paper discusses how modern techniques of design and construction were used to create the deep stations for the Copenhagen Metro. The deep stations are located in small squares within the city adjacent to many old and sensitive buildings. The architectural design provides a large open atrium to allow natural light to reach the column free platforms to give the citizens of Copenhagen a feeling of safety and security and encourage them to use the Metro. The design and construction contract was undertaken using the relatively new and untried Eurocodes. The resulting stations set new standards of design for underground metros and have pushed forward the frontiers of what is appropriate construction practice to protect the existing and enhance the future environment.

Jan 1, 2000

By Adam Pickles, Duncan Nicholson, Richard E. Prust, Hoe C. Yeow

"Moorhouse is founded on what at the time of construction were the deepest base grouted piles ever installed in London, specifically designed to accommodate settlement from the proposed development of Crossrail. This paper describes design and construction issues associated with this project with special emphasis on the construction aspects of installing these piles in a heavily congested site in Central London.INTRODUCTIONConstruction of the deepest base grouted bored piles in a congested site in Central London in 2002 posed a number of design and construction problems. To add to the complication, the new structure's footprint is within the safeguarded zone of the proposed new cross London rail link, Crossrail. Therefore the piles were required to be designed to allow for the effects of construction of the proposed Crossrail's tunnels and a new station at Moorgate. The design and construction issues associated with this project are described in this paper and methods used to address such issues are presented.MOORHOUSE DEVELOPMENTThe new nineteen storey high Moorhouse building was commissioned by Moor House Limited Partnership and will form another new Central London landmark building by the British architect Foster and Partners. Two of the four facades feature complex geometry to fulfill the city's planning requirements. The building is a steel frame structure stabilised by a reinforced concrete core. Floor plates span between the core and the perimeter with two rows of internal columns.The complex geometry of the superstructure requires a diagonal ""bandolier"" to transfer floor loads to certain perimeter columns. Another salient feature of the superstructure is the ribs that are provided to act as sloping columns to carry the loads down to the foundations."

Jan 1, 2005

By W. L. Chong

For a project located in Docklands Victoria, a high-rise development was proposed where the geology comprised soils of various compositions and consistencies to approximately 50m deep before being underlain by a siltstone bedrock. Due to the structural loads and spatial constraints, the majority of the foundation piles were designed to be socketed into the siltstone. Key factors in selecting the Continuous Flight Auger (CFA) technique as an effective piling solution are explained. These factors included structural and geological considerations, piling rig capabilities, pile testing regime to verify load performance and integrity, the extensive suite of construction quality controls and instrumentation records required while also achieving an appropriate piling budget and program. This paper also described how these factors underpinned the design approach of the final piling scheme. Critical aspects considered during construction and post-construction quality and pile testing records required to meet and satisfy the strict project piling specifications are also presented. The project adopted what may be considered the “best practice” in deep CFA piling. To the author’s knowledge, this project achieved the record for the deepest CFA piles in Australia where multiple piles to 53.8m deep were constructed.

Nov 1, 2022

By Andy Alder

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

Jan 1, 2008

By Geoffrey Hughes

The Narragansett Bay Commission (NBC) is a regional sewer authority that serves ten communities in the Providence, Rhode Island metropolitan area. From 1992 to 1999, the NBC developed a comprehensive facilities plan to abate Combined Sewer Overflow (CSO) pollution in the Upper Narragansett Bay. The plan underwent many major evolutions during this period, most notably the addition of a stakeholder?s process by which NBC demonstrated a site-specific plan to control the pollutants and meet water quality standards. The favored solution consisted of deep tunnel storage with treatment at existing wastewater facilities that had been recently upgraded. In 1999, a final plan was accepted which included two tunnels, five CSO interceptors, twelve sewer separation projects, a wetland facility, and a wastewater treatment facility upgrade. The program is to be constructed over 20 years in three sequential phases (Figure 1). Phase I of the program includes a 4,963 m (16,284 ft) long, 7.9 m (26 ft) diameter, 70.1 m (230 ft) deep storage tunnel; seven drop shafts with connecting adits; ancillary facilities; and a pump station. Construction of Phase I began in 2001 and is expected to be operational by October 2008. This paper focuses on design and construction of the Fields Point Tunnel Pump Station (FPTPS)located at the south end of the main spine tunnel. A189 Ml/day (50 MGD) pump station is required to lift CSO flows from the tunnel to the Fields Point Wastewater Treatment Facility (FPWWTF). The pumps are to be housed in a 35.6 m × 18.6 m ×20.7 m (117 ft × 61 ft × 68 ft), 91.4 m (300 ft) deep cavern excavated in a complex meta-sedimentary rock of the Rhode Island Formation, and connected to the surface by 9.7 m (32 ft) and 3.4 m (11 ft) diameter shafts. Factors which influenced selection of the size, configuration and location of facilities included the preferred arrangement of pumps, critical aspects of site geology, and estimated cost. Technical and value engineering reviews also affected the final design. Following Notice to Proceed (NTP), concerns were raised by the contractor regarding constructability and design. Additional geotechnical investigation and independent engineering review were employed to validate the design assumptions. The cavern was successfully excavated and sup-ported in rock, completed on schedule and within budget in 2005. In 1992 the NBC retained Louis Berger Group (LBG) as Program Manager (PM) for the CSO Abatement Program. LBG thereafter formed a design team including: Jacobs Engineering Group(JEG) as the designer for underground structures and near surface collection facilities; Black and Veatch(B&V) to design the pumping system and associated facilities; Haley and Aldrich (H&A) to oversee the geotechnical program; and Malcolm Pirnie to design the system-wide instrumentation and control system. Construction management, resident engineering, and inspection services were provided by the joint venture Gilbane/Jacobs Associates (G/J).

Jan 1, 2008

By D. L. Petersen, C. R. Nelson, B. K. Nelson, B. D. Wagener

The Lafayette Bluff tunnel, currently under construction for the Minnesota Department of Transportation (MnDOT), will be among the widest highway tunnels in the United States. The 199-meter tunnel is being constructed in a closely jointed, variably weathered diabase rock mass. Cover above the tunnel crown ranges from 4 meters to 27 meters, and is less than the tunnel excavated width of 18.3 meters for about 60 percent of its length. These factors dictated special support and lining design, limitations on excavation sizes and required sequences for support installation. Tunnel excavation is by controlled blasting, with multiple top headings and bench. Rock support and lining consists of external portal beams, rockbolts and reinforced shotcrete. A final concrete lining provides structural support for the rock mass and the membrane waterproofing system.

Jan 1, 1991