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By Thomas R. Kuesel

All engineering designs are based on assumptions regarding the behavior of the structure or facility being designed. These assumptions may be based more or less heavily on theory, but are credible only if verified by observations of field performance. Dr. Peck's "State-of-the-Art" paper has described the semi -empirical process of soft ground tunnel design, emphasizing the importance of records of field performance of actual projects constructed under a variety of conditions. This paper will present the principal results obtained from measurements made during construction of the soft ground tunnels for the San Francisco Bay Area Rapid Transit System. SCOPE The BART System comprises 75 route miles, including 14 miles of soft ground tunnelled subways in San Francisco, Oakland, and Berkeley. All tunnels are single-track sections, approximately 18 feet in diameter. Usually there are two parallel tunnels at the same level, but under Market Street in San Francisco there are four tunnels (two over two), and there is also a three-track section (two over one) in Broadway, Oakland.

Jan 1, 1997

By Neal Rackstraw, Mamo Meaza

Washington Metropolitan Transit Authority Section E8a consists principally of twin tunnels 1,713 meters (5,620 ft) long, excavated to a diameter of 6.35 meters (20.83 ft) using an open face shield, with a primary lining of four unbolted precast concrete segments expanded at the crown, and a full circle unreinforced concrete final lining with a finished tunnel diameter of 5.08 meters (16.67 ft). The tunnels, constructed in Cretaceous age sediments, are mostly in stiff to hard clay except for a few areas along the alignment that contain dense to very dense fine sand in the upper portion of the tunnel that created a mixed face condition. At two locations unexpected heavy water inflows produced very serious problems in both tunnels. Water flows in the interface area were generally more than 378.5 1pm (100 gpm) and reached as high as 2,649.5 1pm (700 gpm) in the mixed face ground. The nature of the tunnel inflows, the consequences, and the corrective measures adopted will be the subject of this paper.

Jan 1, 1991

By A. E. Hall, K. R. Mutama

The wind tunnel has been used extensively for mine ventilation research and continues to be a valuable tool. The advent of the powerful personal computer has reduced the use of wind tunnels because several flow problems car be simulated and investigated quickly. This paper describes the recent design and construction of a wind tunnel which is now being used for mine ventilation aerodynamic research and teaching purposes. The wind tunnel has a square cross section measuring 900 by 900 mm and is 8485 mm long from the entrance to where it joins the fan. The tunnel was designed as an open circuit suction type and is attached to a 7.5 kW variable pitch axial flow fan capable of producing over 6 m3/s of airflow. The entire length of the wind tunnel can be used for flow investigations and all activities are visible since the sides are made of plexiglass. Results are presented from the test program to show that even without honeycombs and screens air flow symmetry is achieved.

Jan 1, 1993

By Bob Rautenberg, Luminita Calin

The Tunnel and Reservoir Plan (TARP), commonly known as the Deep Tunnel Project, was developed by the Metropolitan Water Reclamation District of Greater Chicago as a two-phase solution to the problem of waterway pollution and basement flooding due to sewer system backups created by the combined sewer overflows. With only one contract left before completion of the Phase I tunnels—the 12.4 km(7.7 mi.) long Little Calumet leg—the pollution control phase of the 175.7 km(109.2 mi.) long system will be 93% complete, once the Torrence Avenue tunnel project comes to an end. This paper describes the Torrence Avenue tunnel project, currently under construction by the joint venture of Kenny (Sponsor) / Kiewit / Shea. Mining of the10.4 km (34,151 feet) long and 8.3 m (27'-4") diameter mainline tunnel was completed in a record thirty-one-weeks period and the concrete lining is nearing completion. Details on the complete muck handling system, numerous mining and concrete lining records will be given.

Jan 1, 2001

By Edwin F. Shorey, Richard F. Coon, Steven B. Fradkin

Crosstown Interceptor Phase IA is the first deep tunnel element of the Milwaukee Inline Project. The tunnel contract includes 6,492 meters (m) of 9.1-m-diameter tunnel, two access shafts, and partial lining for structural purposes. The work also includes grouting to be performed as directed by the engineer to provide groundwater infiltration control in lined and unlined reaches of the tunnel. This paper summarizes infiltration observations, progress of the grouting work, and its potential application to the remainder of the Milwaukee project.

Jan 1, 1987

By Davar Abi-Zadeh, Cillian Brown, Deepak Kandra

"Grout backfill strategy for a particular subsurface concrete tunnel (~4.9km long, 3.5m in diameter, carrying 20” gas pipeline) was based on achieving 1:100 slope of the fill in order to progressively fill the tunnel, in a series of 350m section. Grout rheology, particularly its non-Newtonian and thixotropic behavior, determines the final fill slope for given backfill strategy. The objective of this study was to simulate the two-phase grout mix backfill process using Computational Fluid Dynamics (CFD) and determine the slope of the fill to validate and optimize the backfill strategy. Three dimensional CFD study showed that for a 500m long tunnel section with a single injection point of grout, given its rheology, it will likely keep flowing without filling the 500m section height wise. Design optimization for filling was carried out using two dimensional studies to make the backfill process “slope independent” by incorporating a 2.5m high bulkhead at ~1,000m. INTRODUCTION As part of a gas field development a 20” onshore gas pipeline is required from the landfall site to the processing terminal some 8km inland. At the landfall site the gas pipeline is routed in a ~5km underground tunnel underneath a bay. For operational reasons and planning consents as well as to mitigate environmental impact based on an environmental impact study, once the gas pipeline and the associated services and spares have been installed, the subsurface gas tunnel will be fully grouted. There will be no permanent access to the tunnel after construction is completed and the site compounds have been reinstated once works are complete. One of the key requirements is that “full grouting of the tunnel” is desired. The grouting material used is a non-Newtonian and thixotropic fluid mixture of bentonite, cement, plasticizer, retarder/stabilizer and water. The tunnel is filled progressively in 350m sections using a combination of existing and new pipework assuming the grout rheology will yield a fill slope of 1:100 in a 350m section. The proposed grouting system used one pump at the grouting compound to pump the grout into the tunnel using the existing tunneling pipework. For the longer runs a second booster pump was used in series to pump the grout to its final discharge location. The filling process is controlled via a system of flow meters, pressure transmitters and a tunnel CCTV system."

Jan 1, 2016

By Miguel Angel Banuet Rodriquez, Hector Conceso Aragon

"Construction of the longest road tunnel in Mexico is part of Acapulco’s alternate roadway to the scenic roadway project. This article provides a brief summary regarding details of the construction since the project began. Work was done by skilled engineers and Mexican workers that includes outstanding execution of the work in an urban and tourist area. This project will have a strong impact on the steady development of the port of Acapulco.Project locationAcapulco’s Alternate Roadway Project is currently under construction in the city of Acapulco, located in the Guerrero state of Mexico. It is an 8-km (5-mile) long roadway that starts at the Icacos neighborhood, heading toward Acapulco’s airport, crossing a drill-and-blast tunnel that is 3,160 m (10,350 ft) long under Veladero Park, a mountainous area. The tunnel overburden reaches a depth of 380 m (1,250 ft) approximately at the central point of the horizontal alignment, and continues with a 4-km (2.5-mile) long elevated road to connect to the existing Viaducto Diamante toll road (Fig. 1).Tunnel construction has already been finished using two portals for drilling and blasting operations; Brisamar Portal on the west side and Cayaco Portal on the east side (Fig. 2).Geometric dataOnly two main excavation cross-sections were considered in the executive design. The first one corresponds to the running tunnel for a three-lane vehicle section, with crosssection areas between 120 and 130 m2 (1,290 and 1,400 sq ft) taking into consideration different geological and geotechnical conditions to be encountered (Fig. 3).The second one corresponds to eight emergency bays, each one 50 m (164 ft) long, laid down within the tunnel outline, located at 400 m (1,312 ft) from each one with excavation cross-sections between 156 to 169 m2 (1,680 to 1,820 sq ft), in accordance to geological and geotechnical conditions to be encountered (Fig. 4).The tunnel’s horizontal alignment is completely straight, having a small curve within the vertical alignment on Cayaco portal, because there were some differences in levels when tunnel excavation started. Tunnel slopes were designed in such a way that rainwater does not run down into the tunnel at any time."

Jan 3, 2018

By Steve Karl

"The global underground construction and tunneling industry is in pretty good shape. Billions are being spent in shoring up aging infrastructure in the United States and other places, and new underground projects are being put out for bid.With each new project, comes new equipment, technology and tunneling methods. So it is incumbent on tunneling professionals to constantly improve their knowledge of the profession. This is where spending a few days with other underground construction professionals can assist the tunneler in keeping up.Every two years, tunnelers and underground construction engineers, contractors, suppliers, designers and owners from around the world gather for the Rapid Excavation Tunneling Congress (RETC). The 2017 conference was held in June in San Diego, CA. The UCA of SME puts on the conference.This years’ RETC attracted 1,400 attendees. The accompanying sold-out exhibit totaled 188 service and equipment suppliers. In addition, the conference had the UCA of SME bookstore, where the new History of Tunneling in the United States book was introduced. And a short course on tunnel rehabilitation was featured.Technical programmingRETC 2017 featured nearly 100 technical presentations. Topics covered the breadth of the global underground construction industry. Here is a sampling of a few. The proceedings from the conference is available from SME, 303-948-4200, www.smenet.org.Accomplishing extraordinary tasks as a machine supplier for Metro Doha: The construction of the Metro Doha in the State of Qatar established a modern, safe, efficient and integrated public transportation network. Upon final completion of multiple phases, the network will comprise four metro lines with a length of 216 km (83 miles) and 100 stations. Phase one comprises 112 km (43 miles of underground tunnels (56 km or 22 miles of twin-tube tunnels). Twenty-one earth pressure balance tunnel boring machines (TBM) were deployed by the four different joint ventures. The project was initiated, managed and supervised by the owner, Transport Authority Qatar Rail.Phase two of the Doha Metro will start upon the completion of Phase One in 2019 (Qatar Vision 2030). The owner placed full faith in the manufacturer’s abilities to deliver equipment of high quality, state of the art standards within the given time frame. This paper focused on the manufacturer’s scope of delivery and on the supplier’s high standards of quality in production, logistics and services."

Jan 9, 2017

By Angus Maxwell, Jacob Grasmick

As the tunneling industry continues to adopt Tunnel 4.0, digital twins of the tunnel construction site are becoming standard requirements for tunneling projects. However, the benefits of these remain unproven to many practitioners. The paper discusses the various implementations of digitalization and describes efforts to combine all data types to analyze the relationships between influences, predictions and performance in a single digital platform. This includes data pertaining to investigations, design, construction, monitoring and post-construction asset performance and management. Based on 16 years of global tunneling projects the paper aims to quantify the tangible and intangible benefits of such systems. Using a number of real examples, the paper describes where opportunities were taken and where they went unrealized. Challenges and considerations for both procuring and developing these digital twins are also discussed.

Jun 13, 2021

By Rajat Gangrade, Haotian Zheng, Jarrett Smith, Daniele Nebbia, Mike Mooney

The application of artificial intelligence (AI) to improve tunnel boring machine (TBM) operations requires a significant amount of information to train robust performance prediction models, e.g., for tunneling-induced settlement, productivity, tool wear, etc. This paper presents the AI framework applied to the North-East Boundary Tunnel (NEBT), the largest component of the Clean Rivers Project in Washington, DC. The paper focuses on required elements for real-time AI use to estimate tunneling-induced ground and building deformation and cutter tool wear. Keys to the framework include defining the necessary quantities of data required as well as the process of windowed training, validation and model testing. To date, the models developed for ground deformation and tool wear show satisfactory performance when compared to observed field observations during tunneling.

Jun 13, 2021

By Sergio Flores, Nate Long, William Hodder, Phil Rhodes, Tim McQueary

The Surface Water Supply Project Segment B3 is a 4 miles section of tunnel that will run East- West in Houston TX, from Hopper St to I-45. The tunnel will be mined by using a 128" Dia refurbished 1987 Lovat Tunnel Boring Machine capable of operating in Open or EPB mode. The tunnel will be temporarily supported with ribs and lagging and a 96" Dia pipe will be grouted into place. All four miles of this project are within Petroleum Pipeline Easements. The project includes seven shafts, 2000' of tunnel in potentially petroleum contaminated ground, crossing the Hardy Toll d, I-45, the nion Pacic ailroad ight of Way and multiple oil and gas pipeline crossings. This paper summarizes the planning and drive performed to date.

Jun 23, 2024

By John A. Bischoff, Francis S. Kendorski

A technique that has been used for inspection and appraisal of rock tunnels is described. It enables a rapid and complete record to be made of those factors necessary for the engineering assessment of the rock conditions surrounding a tunnel. Full understanding of the regional geology, and a careful recording of data concerning the principal geological and construction factors is essential basic data for a tunneling project, whether the tunnel is under construction or is already in service. A methodical recording of data concerning general geology, shears, fracture orientations, spacing, persistence, rock classification, water condition, shear frequency, excavation method, blasting procedure, and rock stabilization and support methods, combined with a photographic record, can be completed by experienced engineers and geologists at the rate of over 1000 feet of tunnel per shift.

Jan 1, 1976

By Martin Herenknecht, Michael Knabe, Ulrich Rehm

In Switzerland at present, the longest railway tunnels in the world, the Gotthard(57 km) and the Loetschberg base tunnel (34km) are under construction. For thischallenge six high-tech HERRENKNECHT Hard Rock Tunnel Boring Machines (TBM)are applied, which have to excavate approx. 80 km at the Gotthard and 20 km at the Loetschberg Tunnels. The machines being used are of a single Gripper-TBM type, which are equipped with the latest rock support techniques, in order to optimize the quality of the working conditions for the personnel which have direct impact on the quality of the tunnels. The different requirements of the projects based on different speci?cations within the tender documents led to completely different TBM concepts which will be reviewed in detail in this paper.

Jan 1, 2003

By Shane Yanagisawa

The Mineral Creek Diversion Project is at the Asarco Ray Mine Complex, about128 km (80 miles) east of Phoenix, Arizona. The new tunnel will intercept the waters of Mineral Creek about 2,134 m (7,000 ft) upstream from an existing tunnel. The 5.74 m(18.83 ft) hard rock TBM will break into the old tunnel about 2,162 m (7,090 ft) in from the old portal after mining 3,888 m (12,753 ft). The TBM will mine through a series of igneous and metamorphic formations including volcanic tuff, soft volcanic ash, massive diabase, fractured quartzite, and schist. The TBM will hole through into the existing 4.88 m (16 ft) dia. horseshoe tunnel where the TBM will be disassembled and removed from the tunnel.

Jan 1, 2001

By Patrick J. Doig

The Lewis Street CSO Tunnel is an important element in the efforts of the Metropolitan Government of Nashville and Davidson County (Metro) to improve the treatment of waste-water in the area. The tunnel is approximately 1,675m (5,500ft) long with a finished diameter of 2,600mm(102inches). 116m (380ft) of tunnel was constructed in soil with the balance being in lime-stone rock. Excavation was with a 3,700 mm (12ft) diameter Jarva hydraulic shield in soil and a Jarva Mark 12 TBM in rock. The permanent lining of the tunnel comprised concrete pipe with steel end-rings and a vinyl liner. This paper describes the construction of the project with particular emphasis on the excavation and lining of the tunnel.

Jan 1, 1997

By Peter Dowden, Trevor Carter, Allan Moss, Bruce Downing, Richard Beddoes

Traditionally (with a few exceptions) tunnel boring machines (TBMs) have been utilized on tunnel projects where the risks associated with deep tunnels (rock burst, squeeze, etc) are low (or expected to be low). This has generally been due to the extremely adverse consequences of entrapping or damaging a TBM under such conditions; but also due to the relative difficulty of dealing with these ground conditions in the confined working area of a TBM, in comparison to a drill and blast heading. This paper review the constraints of operating a TBM in a deep tunnel and discusses related project experience, particularly recent and current experience with TBMs in the deep Alpine Base Tunnels. Potential future applications of TBMs in the development of large, deep underground mines are also discussed.

Jan 1, 2007

By Bill Cain, R. John Caulfield, D. Scott Kieffer

The East Bay Municipal Utility District is undertaking seismic upgrades of the Claremont Tunnel in the San Francisco Bay area. The tunnel carries treated water across the active Hayward Fault to supply a major metropolitan area. Studies indicate the tunnel could be severed by fault offset during a major seismic event. A design approach to achieve limited operation of the tunnel following fault displacement has been established and design details are currently being evaluated. This paper describes the project, the design approach, and summarizes significant construction constraints.

Jan 1, 2001

By Bernd Hagenah, Hans-Peter Vetsch, Eric Jones, Sean Cassady, Danielle Johnson, Petr Pospisil

There are a number of issues associated with freight trains in non-electrified tunnels that are fundamental during the planning and operation of a rail tunnel. During uphill operation, increased air temperatures at the air intake locations of diesel trains can reduce diesel motor efficiency (stalling/choking) and affect HVAC systems. Strong airflows can aggravate fire scenarios due to fanning or water-reactive cargo materials. This paper focuses on the impact of freight trains on tunnel safety concepts, strategies to overcome heat issues at locomotive air inlets and air quality in tunnels operating diesel trains.

Dec 1, 2022

By Ross Goodman, Jesse Salai

The Ohio River Tunnel Project encountered multiple unexpected geotechnical challenges such as crown and invert instability due to the overstress condition affecting the strata above, below, and in the tunnel alignment during and after TBM excavation along with the potential for methane inflow. This paper showcases how the orientation of a tunnel alignment has a significant impact on how in-situ geological stress can impact the excavation of a tunnel from the contractor’s point of view and how geological features influence gas inflow to the alignment over time.

Jun 13, 2021

By O. Tranbarger

In aging tunnels, wall and roof deterioration can eventually result in defects that must be detected and repaired to maintain safe structural conditions. In investigating tunnel defect conditions, a specialized FM radar system was developed with a programmable VHF and UHF operating sweep range for optimizing the penetration and measurement capabilities. The new FM radar technology was tested in two aging brick-lined tunnels in New York City. Test results showed that FM radar signals could penetrate eight courses of water-saturated brick and that the original steel liner outside the tunnel walls was intact.

Jan 1, 1985