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By Y. Z. Wang

Zhengzhou Yellow River Highway Bridge, which is under construction, has a total length of 5550 meters with bored cast-in-place concrete piles as the foundations of its piers which have a diameter of 2.20 m with a length of approximately 65 m. This paper attempts, through the introduction of the said bridge's footing pile design and construction, mainly to give an account of the following points: 1) experiment and research on deep friction pile with a large diameter, 2) calculation of vertical carrying capacity of the pile with a large diameter, 3) analy­sis of horizontal forces the footing-piles of the column-shaped piers, 4) application of normal and reverse-circulation rotary drilling technologies to the construction of bored cast-in-place concrete piles with a large diameter and 5) applying super-sonic impulse on destruction detective device to examine the quality of the pile concrete.

Jan 1, 2010

By Hemang Desai

A damaged outlet pipe beneath Lenihan Dam has restricted reservoir discharges, severely constraining the owner?s groundwater recharge program. The solution, a new outlet pipeline through the dam?s right abutment, includes an approximately12.2-m-deep (40-ft-deep) shaft and 618.7-m-long, 4.3-m-diameter (2,030-ft long, 14-ft-diameter) tunnel mined in Franciscan melange composed of hard blocks of rock and soft clayey matrix. Alternating road header with drill and blast operations and using steel ribs and shotcrete have proven a flexible combination for handling the variable ground conditions. Excavating the shaft and connecting it to the tunnel require lowering the reservoir for five months, during which time careful construction sequencing and use of a tunnel plug eliminate the risk of an uncontrolled discharge.

By Alfredo Valdivia, Hamed Nejad, Vincent Monaco, William Cao

"The East Side Access (ESA) CM005 Contract - Manhattan South Structures - consists of the installation of the waterproofing and final concrete lining for railroad tunnels, 3-Level Wye track turnout structures, segments of the Main Cavern Station, and a series of Ventilation Structures excavated beneath the existing Metro North Railroad (MNR) Grand Central Terminal. Several key team decisions made collectively by the Construction Manager (CM), Designer, and the Contractor has allowed the scheduled construction duration of 29 months to be maintained. These strategies include the use of alternate design and construction methods, including the use of pneumatically applied concrete lining and precast lining. This paper discusses these strategies, and illustrates how successful teamwork and cooperation during the execution of a large-scale construction project can lead to lowering costs, improving quality, and maintaining the overall project schedule. INTRODUCTION The East Side Access Project The Long Island Railroad (LIRR) currently transports commuters from Long Island into Manhattan, terminating at the already over congested Penn Station on the west side of Manhattan. Once completed, the ESA Project will provide LIRR commuters direct access to the east side of Manhattan underneath Grand Central Terminal. The ESA Project will help alleviate the congestion at Penn Station, which currently accommodate the NJ Transit, Amtrak, and LIRR lines; reduce travel time for LIRR passengers traveling to the east side of Manhattan and facilitate connections to the NYCT Subway System and Metro North Rail Road. The ESA Project includes building new tunnels and facilities under Manhattan and Queens. (See Figure 1).The Manhattan Alignment In the Manhattan segment of the ESA Project the excavation in hard rock of tunnels, cross passages, caverns and shafts has been completed by tunnel boring machines, drill and blast, and road header. The construction of the structural concrete final lining, interior structures and fit-out of the previously excavated caverns and tunnels are currently being performed under Contract CM005 Manhattan South Structures awarded to Michels Corporation and Contract CM006 Manhattan North Structures awarded to Frontier Kemper Constructors Inc. This paper focuses on the design and construction aspects of Contract CM005 which is the first ESA Contract in Manhattan to successfully construct concrete final linings in pre-existing excavated areas."

Jan 1, 2016

By Stephen Navin, Pablo Ferradas, Carlos Silvestri, Alexander Markov, Jon Kaneshiro

In the high Andes of Peru, two tunnels are being constructed totaling nine kilometers in length at an elevation of over 4,500 meters. The tunnels convey freezing and crystal-clear waters from rainfalls, streams, and lakes for the consumption of Lima. The drill and blast 3-meter wide by 4-meter high tunnels are being driven from both ends through folded and sheared volcanic tuff, andesite, agglomerate,and limestone, where groundwater inflow is high. This paper describes the design geological and groundwater inflow investigations and construction.

Jan 1, 1999

By K. J. Brouwer, J. P. Haile

"Construction of the first stage of the tailings disposal facility for the Montana Tunnels Project was completed in October 1986. The project is located 37 km south of Helena, Montana, and involves mining of42 million tons of weathered diatreme are at a rate or 13 500 tpd to produce a gold/silver dore, as well as lead and zinc concentrates. The tailings disposal facility for the project includes a fully drained tailings impoundment for storage of the tailings solids, and a process waterpond for storage of all decanted water prior to recyling to the mill. The over-all facility is designed to achieve the basic objectives ofminimizing seepage to the environment in the short- and longterm, and achieving a fully drained stable tailings mass suitable for immediate reclamation on completion of mining. Specific features of the design include a soil bentonite seal and drainage system within the tailings basin, a free draining embankment with a design flow-through capacity of 4000 US gpm and an ultimate height of 230 ft (70 m), and a soil bentonite lined make-up water pond with a capacity of 420 acre-feet (530 000 m'). The tailings will be discharged in a rotational sequence through multiple spigot offtakes to achieve a thin-layer low energy laminar flow. This 'sub-aerial' deposition results in higher stored densities and maximizes liquid-solid separation on the tailings beaches. The over-all design played a major role in the successful permitting of the project, and was significantly cheaper than a conventional wet disposal system, with overall unit costs for tailings disposal of less than US$0.36 per ton.This paper outlines the site characteristics and the tailings material properties and their influence on the design. Extensive use was made of naturally occurring free draining materials as well as bentonite modified soil liners within the tailings basin, embankment and retention ponds. General construction procedures for the various components are described, as well as on-going construction requirements utilizing materials from the open pit. Finally, the over-all costs and unit costs for tailings disposal are presented."

Jan 1, 1988

By Abegail Endraca, Allan Sebastian, Andrew Raine, Allan Patdu

The project involves the construction of a new aqueduct tunnel by an Earth Pressure Balance TBM tunnel for the Novaliches-Balara Aqueduct No 4 (NBAQ4) project in Metro Manila. It comprises a 7.3 km long and 3.1 m internal diameter tunnel that can deliver up to 1,000 MLD of raw water and the tunnel passes under urban residential and urban populated areas adjacent to and along Commonwealth Avenue. A new reservoir intake structure was constructed in the La Mesa reservoir by a cofferdam and the TBM breakthrough connected the reservoir to the outlet surge shaft structure and the downstream pipe network system connecting to the Balara Water Treatment Plant. The TBM incorporated a double articulated head configuration to allow tight 80 m radius curves to navigate some of the difficult alignment considerations. The alignment passed very close to some existing foundations for MRT7 and needed to clear several tight curves to remain within government land ownership. The project excavated through the local Guadalupe weak rock formations and there was minimal ground movements observed as a result of the work.

Jun 13, 2023

By A Radici, M Attwill

The Dampier Port Upgrade Project (DPU) involves an upgrade to Hamersley IronÆs Parker Point iron ore port facility at Dampier, Western Australia. The $US700 million DPU Project will increase Hamersley IronÆs shipping capacity at Dampier from 72 million tonnes per annum (Mtpa) to 116 Mtpa. The DPU Project comprises a new car dumper facility and rail spur, an upgrade to the existing stockyard and conveying system, a new screen-house and a 450 m wharf extension with two new shipping berths and a new ship-loader. This paper discusses the innovative design and construction of the new car dumper facility, which is capable of automatically unloading 240 car iron ore trains at a rate of 10 000 t/h. The facility design is unique compared to more conventional designs currently in operation, and greatly improves operation and maintenance functions.

Jan 1, 2005

By David Mast, Amanda Foote, Mina Shinouda

The Michigan DOT’s I‑75 Modernization Project, Segment 3, is a 30-year, $1.2 Billion design-build-finance-maintain project in Southeast Michigan. The scope includes building a nearly 4-mile long, 14.5-foot ID stormwater storage tunnel. The tunnel and pump station are being built concurrent with new roads and bridges, requiring multiple levels of design and construction coordination. Underground risks include the poten‑ tial for encountering granular soils, groundwater, and explosive gases. The new tunnel will be mined by a new open-face TBM and lined with a one-pass steel-fiber-reinforced precast concrete segmental lining. Shaft construction began in early 2020 and tunnel mining in July 2020.

Jun 13, 2021

By S. J. Porter, M. T. McRae

The new tunnel at Genting Sempah is part of a privately funded infrastructure projectthat involves duplicating the existing highway extending from the Gombok Toll Plaza near Kuala Lumpur to Karak, in Malaysia. The 60 km long tollway includes an 800 m long, two-lane highway tunnel with excavated dimensions of 10.5 m wide by 8 m high. The majority of the tunnel extends through slightly to moderately weathered, moderately to highly jointed quartz porphyry. Excavation of the tunnel was performed using drill and blast methods and the primary tunnel support consists of rock dowels and shotcrete except for short sections adjacent to the portals where steel sets were utilized. A portion of the tunnel encountered sheared and altered material that was successfully supported using rock dowels and shotcrete. The final lining for the tunnel consists of mesh and fiber reinforced shotcrete. The flexible nature of the primary support and shotcrete final lining resulted in considerable cost savings and expedient construction methods.

Jan 1, 1997

By Rick Ellman, Ian Chaney

"The Hampton Roads area encompassing the Norfolk, Virginia Beach and Newport News metropolitan region experiences some of the worst traffic congestion in Virginia. With continued growth of the ports and increasing demand, the Virginia Department of Transportation (VDOT) initiated the Downtown Tunnel/Midtown Tunnel/MLK Expressway Project, a complex undertaking critical to addressing the Hampton Roads area’s transportation needs. The project is a $2.1 billion Design/Build/Finance/Operate (DBFO) endeavor most notably involving the construction of a new two-lane vehicular tunnel utilizing the Immersed Tube Tunnel (ITT) method. The tunnel will pass under the Elizabeth River parallel to the existing Midtown Tunnel between Norfolk and Portsmouth, Va. It will be the largest design-build project constructed in the history of the Hampton Roads District.The New Midtown Tunnel will extend approximately 6,450 ft (1,966 m) along the north side of the existing tunnel where it ties into the existing Midtown Tunnel approaches in Norfolk and Portsmouth. It is being installed in a pre-excavated trench of which approximately 2,250 ft (686 m) required bracing on the Portsmouth side and approximately 1,000 ft (305 m) required bracing on the Norfolk side. The remaining 3,200 ft (975 m) of trench excavation was open cut dredging with laid back side slopes, optimized to reduce dredging, disposal and backfill quantities while also reducing the risk to the existing tunnel. The braced excavation portions of the tunnel alignment were divided into distinct segments which include: Portsmouth Approach Boat Section, Portsmouth Approach Cut-and-Cover Section, Portsmouth Dredge Section, Norfolk Dredge Section, Norfolk Approach Cut-and- Cover Section and the Norfolk Approach Boat Section. All “approach” excavations were performed in the dry and all “dredge” excavations were performed in the wet. Eleven ITT segments are being fabricated in the Sparrows Point Dry Dock facility in Baltimore, Md., and each 14,000 ton (12,700 tonne) segment is being towed approximately 220 mi (354 km) to the site. The ITT segments will extend under the Elizabeth River, with the deepest crossing 90 ft (27 m) at the Federal Navigation Channel. Once beyond the channel limits the ITT rises at an approximate 4.5% slope. Controlled screeding and element lowering operations will be performed primarily from floating barges."

Jan 1, 2014

By Michel Boisvert

Noranda Metallurgy is presently completing construction of the new Noranda Converter (NCV) at its Home Smelter in Rouyn-Noranda. This capital investment of CDN$56M is the continuation of the Emissions and SO2 Reduction Program that was initiated in the late 1980s with the acid plant for Reactor off-gas treatment. The Patented Noranda Converter was developed and pilot tested at the Home Smelter in the early 1990s. The project will replace the Peirce-Smith Converters and enable sulphur fixation to be 'increased from 70% to over 90% by 2002 with an accompanying reduction of dust emissions to the atmosphere. The construction site is an extension of the present Noranda Reactor area. A number of existing facilities including the acid plant and process air supply were used to minimize the capital cost of the project. This paper provides a brief history of the Noranda converting process, the Home Smelter Emissions and SO2 Reduction Program, ,project implementation and construction, a description of the different facilities, and preparation of human resources for start-up.

Jan 1, 1998

By Alain Pecker

The choice of a design concept for a bridge foundation is guided by various factors; several of these factors are indeed of technical origin, like the environmental conditions in a broad sense, but others non technical factors may also have a profound impact on the final design concept. The foundations solutions adopted for the Rion Antirion bridge are described and an attempt is made to pinpoint the major factors that have guided the final choices. The Rion Antirion bridge is exemplar in that respect: the foundation concept combines the simplicity of capacity design, the conceptual facility of construction and enhances the foundation safety. The design of these foundations was a very challenging task which required full cooperation and close interaction with all the parties involved: concessionaire, contractor, designers and design checker.

Jan 1, 2005

By Alain Pecker

The choice of a design concept for a bridge foundation is guided by various factors; several of these factors are indeed of technical origin, like the environmental conditions in a broad sense, but others non technical factors may also have a profound impact on the final design concept. The foundations solutions adopted for the Rion Antirion bridge are described and an attempt is made to pinpoint the major factors that have guided the final choices. The Rion Antirion bridge is exemplar in that respect: the foundation concept combines the simplicity of capacity design, the conceptual facility of construction and enhances the foundation safety. The design of these foundations was a very challenging task which required full cooperation and close interaction with all the parties involved: concessionaire, contractor, designers and design checker.

Jan 1, 2013

By D. Rendini, R. D. Gutridge

INTRODUCTION Gwinnett County, Georgia, is a part of the rapidly expanding metropolitan Atlanta Georgia area. Located approximately 48 km (30 miles) northeast of Atlanta, Gwinnett County has a current population in excess of 600,000 and is projected to reach a population of 1,200,000 by 2025. As a part of the County’s master plan to supply drinking water for the expanding population and to increase system reliability, the Gwinnett County Public Utilities Department undertook the Shoal Creek Raw Water Intake and Pump Station Project. Figure 1 shows a vicinity map for the project. Prior to construction of the Shoal Creek Raw Water Intake and Pump Station Project the County had a single raw water intake to feed water from Lake Sidney Lanier (Lake Lanier) into a filter plant for processing into potable water. This project together with a newly constructed water filter plant provides Gwinnett County additional capacity and system redundancy to prevent interruptions to the drinking water supply. Lake Lanier is a man made reservoir with over 800 km (500 miles) of shoreline and was constructed by the Army Corps of Engineers in the 1950s for hydro electric power generation, flood control, and navigation benefits for the Chattahoochee River. Over time, Lake Lanier has become an increasingly important source of drinking water for the metropolitan Atlanta area. This paper focuses on the primary underground construction and lake tap components of the project including a 42.7 m (140 ft) deep pump station shaft 24.4 m(80 ft) in finished diameter transitioning to a 6.1 m (20 ft) finished diameter shaft, a3.05 m (10 ft) finished diameter by 19.8 m (65 ft) deep intake shaft constructed in an average of 21.3 m (70 ft) of water, and a 190.5 m (625 ft) by 3.05 m (10 ft) finished diameter modified horseshoe tunnel connecting the two shafts. This raw water intake system, in conjunction with the incorporated pump station with 8 pumps and dual1,829 mm (72 inch) pipelines, provides a system capacity of 1,091,062 m3/day(240 MGD) to two water filter plants and is expandable by the addition of pumps to1,500,210 m3/day (330 MGD). Parsons provided design and construction management services for the project. The $29.6 million contract to construct the project was awarded to W.L. Hailey &Company. Notice to proceed was given August 6, 2001 and substantial completion was achieved on January 20, 2004. Value engineering changes adopted for the project contributed to completing the project at a final cost of $28.8 million.

Jan 1, 2005

By Patrick O. Shires, Harry W. Schnabel

With stable building sites becoming scarce in the greater San Francisco Bay Area, the new Summit Senior Care Facility is being built into the side of an unstable hillside adjacent to the San Ramon Regional Medical Center in San Ramon, California. This hillside has had a long history of instability and the site of the new Senior Care Facility required excavation into both a historic old landslide and a more recent active landslide. After a thorough geotechnical study, it was concluded that the best way to build the new facility would be to construct a tied-back retaining wall in the area of the old landslide, since it extended off-site onto two adjacent properties, and remove the active landslide and replace it with compacted fill before cutting into its toe area with an additional tied-back retaining wall. The design was further complicated by the proximity of the site to several active faults. In the area of the old landslide, the combination of an ascending slope behind the wall, landslide forces and seismic forces resulted in total design pressures between 365 to 4,575 PSF for a wall with a maximum height of 30 feet. The wall for the old landslide was constructed by first drilling and placing steel soldier piles in concrete. The tip of the soldier piles extended a minimum of 12 feet below the landslide plane that was up to 36 feet below the bottom of the wall. Permanent double corrosion protected tiebacks were then installed through the soldier beams and anchored below the slide plane. A shotcrete facing was then installed on the face of the wall. BACKGROUND The site of the Summit Senior Care Facility is located on the southwest flank of Mount Diablo adjacent to San Ramon Valley which is characterized by gently rolling hills. The San Ramon Valley Regional Medical Center, which opened in 1990, is located to the north and an existing church is located to the southwest. There are also private residences located to the southeast. The site is shown in Figure 1. Numerous faults run close to the site, the most significant of which are the Calaveras and Pleasanton faults. The site has also had a long history of slope instability and has been the subject of numerous investigations. Studies conducted in 1979 and 1984 concluded that there was a landslide in the area and recommended that a buttress shear key be constructed between the subject site and the existing church for a sewer main as well as removal and replacement of the head area of the old landslide to stabilize the hospital site. While two previous geotechnical studies in 2008 and 2016 identified slope instability, they did not recognize the genesis and limits of the old landslide on the western portion of the site or the limits of the active landslide on the eastern portion of the site.

Jan 1, 2018

By Robert B. Bittner

The Sutong Bridge across the lower Yangtze River in China will have, when completed, the longest span (1,088 m) and the highest towers (306 m) of any cable stayed span in the world. The foundations for this record setting span will also be record setting. They are located in water depths exceeding 30 m with maximum flows exceeding 3 m/sec. The soil at the site of the main pylons consists of layers of silty sands and silty clays extending to bed rock at 270 m below river elevation. This paper describes the innovative methods used by the team of foundation designers and constructors to support this record setting bridge at this very challenging site. This paper covers three specific topics related to the foundations of the Sutong Bridge: ? Design and construction of the 131 drilled shaft (2.8/2.5 m diameter and 114/117 m long) under each of the two main pylons, ? Design and construction of the scour protection for the two main pylons, ? Construction methods used to construct the waterline pile caps (113.8 m by 48.1 m by 13.3 m deep) under each pylon.

Jan 1, 2005

By Robert B. Bittner

The Sutong Bridge across the lower Yangtze River in China will have, when completed, the longest span (1,088 m) and the highest towers (306 m) of any cable stayed span in the world. The foundations for this record setting span will also be record setting. They are located in water depths exceeding 30 m with maximum flows exceeding 3 m/sec. The soil at the site of the main pylons consists of layers of silty sands and silty clays extending to bed rock at 270 m below river elevation. This paper describes the innovative methods used by the team of foundation designers and constructors to support this record setting bridge at this very challenging site. This paper covers three specific topics related to the foundations of the Sutong Bridge: ? Design and construction of the 131 drilled shaft (2.8/2.5 m diameter and 114/117 m long) under each of the two main pylons, including the post-grouting of all drilled shaft tips. ? Design and construction of the scour protection for the two main pylons, ? Construction methods used to construct the waterline pile caps (113.8 m by 48.1 m by 13.3 m deep) under each pylon.

Jan 1, 2013

By Robert B. Bittner

The Sutong Bridge across the lower Yangtze River in China will have, when completed, the longest span (1,088 m) and the highest towers (306 m) of any cable stayed span in the world. The foundations for this record setting span will also be record setting. They are located in water depths exceeding 30 m with maximum flows exceeding 3 m/sec. The soil at the site of the main pylons consists of layers of silty sands and silty clays extending to bed rock at 270 m below river elevation. This paper describes the innovative methods used by the team of foundation designers and constructors to support this record setting bridge at this very challenging site. This paper covers three specific topics related to the foundations of the Sutong Bridge: ? Design and construction of the 131 drilled shafts (2.8/2.5 m diameter and 114/117 m long) under each of the two main pylons, including the post-grouting of all drilled shaft tips. ? Design and construction of the scour protection for the two main pylons. ? Construction methods used to construct the waterline pile caps (113.8 m by 48.1 m by 13.3 m deep) under each pylon.

Jan 1, 2007

By Sivilay Sayavong, David Puller, Julian Gatward, David Hard, Martin Stanley

"AbstractThe Thames Water Tideway Tunnels programme involves the upgrade of London’s combined sewer and storm water system. The first section is the Lee Tunnel between the Beckton Sewage Treatment Works (STW) and the Abbey Mills Pumping Station. This will intercept the overflows currently discharging to the River Lee and has the capacity to store and transfer 350,000m3 of storm water and sewage. The project required 4 shafts and a 6.9km 7.2m diameter tunnel. The shafts are some of the largest ever constructed in the UK, with diaphragm walls up to 98m deep and 1800mm thick. As a result of the innovative methods of diaphragm wall design and construction adopted the 4 very large and deep shafts were able to be excavated and completed safely, with minimal water ingress and with extremely high quality.MVB, a joint venture of Morgan Sindall, Vinci Construction Grands Projets and Bachy Soletanche are delivering the £635m contract with Thames Water’s Project Management Team in a collaborative manner under an NEC contract. Mott MacDonald, Morgan Sindall UnPS & Bachy Soletanche are acting as designers.Some of the important advances in diaphragm walling made included:??Diaphragm wall design to both EC2 & EC7 taking into considering the assessment of chalk stiffness, high hoop stresses, large multiple openings and non-axisymmetric loadings.??Formation of shafts as a faceted circle from a series of overlapping panels, with primary panels up to 7.2m wide demanding concrete volumes up to 1300m3 be poured in one go. Overlapping secondary single bite panels cut into the grade C50/60 concrete.??Excavation of the full geological stratigraphy of London making bentonite management complex.??Panel verticality of 1:300 required over the full depth. The results achieved this and in many cases exceeded expectations with some panels coming in at up to 1 in 800 with the majority at 1 in 400 to 1 in 500. The project is also the first in the Soletanche Bachy Group to take data from the ultrasonic drilling monitor used to check the verticalty in electronic format in order to create 3D CAD as-built drawings.??Each diaphragm wall panel was reinforced over its full depth. Up to 18 separate pieces of reinforcing cage had to be installed in primary panels. Cages underwent a full range of temporary works designs to check that lifting, splicing and placing could all be undertaken safely. Fibreglass was used in the tunnel portals in the shafts to ease breakthroughs."

Jan 1, 2014

By Leon J. Jacobs, Kyle R. Ott

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

Jan 1, 2003