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By Peter Schmäh

Pipe-jacked tunnels are considered for a large variety of applications from water and sewage, cable ducts to challenging pipeline crossings or landfall construction. In most cases, Slurry MTBMs are used to carry out these projects. Continuous further development of technological features for pipe jacking plays a key role to overcome feasibility limits and to meet increased project requirements. As tightened safety regulations in terms of accessibility and escape routes increasingly limit the options of small segment lining tunnels in the diameter range below 4 m, 13 feet, pipe jacking has partially taken over. During the last decades, a growing number of large-diameter and long-distance pipe jacking projects have been completed. Experienced contractors successfully use the technological capacity of the MTBM equipment. The machine and cutting wheel have to be designed according to the ground conditions. Bentonite lubrication and interjacking stations are key factors to keep push forces moderate. For long pipe jacking drives, a so-called push module can be installed in the machine can, to be able to switch from pipe jacking to segment lining in case the machine gets stuck. The overall aim is to provide clients and the tunnel construction industry with safe and economical solu- tions for successful project execution. This presentation will present international milestone projects and will also discuss the latest developments in automation, related opportunities and limitations, and the future of digitization and artificial intelligence in pipe jacking.

Jun 23, 2024

By Samer Sadek, Phoebe Cheng, Changmo Kwon, Myat Ohn

BART Facilities Standards (BFS) Structural Criteria is a living document that governs planning, design, and construction of all BART projects. Since its development, the document undergoes incremental changes and updates to reflect policy changes, changes in local, State, or national design codes and guidelines, advancements in engineering and technology, or based on the performance of past built infrastructure. In 2020, the BFS-Structural Criteria underwent a comprehensive update and was released with BFS version 3.2. This paper summarizes the updates to the Tunnels and Underground Structures Section of the Structural Criteria, and provides insights to the basis and logic of the requirements.

Dec 1, 2022

By Joseph A. Dos Santos

The largest TBM (Tunnel Boring Machine) tunnels are typically along modest slopes, but not always. Occasionally high slope angles are required beyond the capabilities of conventional open trough trailing conveyors. A 2019 project required a large TBM to ascend to an incline angle of 25°. A Sandwich Belt high angle conveyor could easily solve the high angle conveying problem but such a system must include all of the features of the conventional trailing conveyor, particularly the ability to extend with the TBM advance. The writer responded to the challenge and developed a TBM trailing Sandwich Belt high angle conveyor with all of the needed features. The invention (U.S.A. patents awarded October, 2021 and November, 2022) however goes beyond the 2019 project requirements and extends to any high angle incline. This writing first presents the broad Sandwich Belt high angle conveyor development, then its use in various construction and tunneling projects prior to this TBM Sandwich Belt trailing conveyor invention. Finally we present the new TBM Trailing Sandwich Belt high angle conveyor with all of its features and implications.

Jun 13, 2023

By Lukas Erkurt, Wolfgang Holzer, Stefan Auderer, Richard Gradnik

SEM/ NATM Tunnelling contracts in Austria and Germany are usually tendered applying unit price contracts. The purpose of this paper is to show how contractual problems are resolved in these countries. The focus will be put on describing the theoretical approach, several case studies will show how contractual problems were dealt with on site.

Jun 23, 2024

By Mala R. Ciancia

Planned tunnel projects with advanced geotechnical investigations are more frequently being suspended because of changes in funding, politics, or local priorities. Some of these projects are ultimately canceled, some decelerate and stall, some resume after a short pause, and some restart after being mothballed for several years. The restarted project often differs at least slightly from the predecessor project in terms of alignment and design concept. This paper describes approaches to evaluating the quality and completeness of previous geotechnical investigations for a re-activated project, considering technological advances as well as changes in regulatory requirements, contracting approach, and site conditions which may have taken place in the time since the project was suspended.

Jun 13, 2021

By Sandeep Upadhya, Marc Morgan, Baljinder Bassi, James Fletcher, Mike Deevy, Nishant Nayan

"In order to protect public safety in the event of a deliberate fire attack, underground rail authorities are increasingly considering the need to design for arson-initiated fire scenarios. Where typical design fires for modern rolling stock mean a peak fire size is reached after 12 minutes, an arson-initiated fire reaches its peak within 2-3 minutes. We present the innovations required to successfully incorporate this requirement on a recent design-build project. In stations 3D modelling is used to optimise smoke reservoir designs, smoke chimneys, station boxes and tunnel geometry to allow coordination with structural requirements. In tunnels, novel coupling of one dimensional network modelling and 3D Computational Fluid Dynamics (CFD) is used to improve assessment of complex fire scenarios. Finally, the impact on tunnel structures is assessed through comparison with standard time-temperature curves and risk of explosive spalling. INTRODUCTION An increasing regulatory environment and the appreciable influence that terrorist incidents have had on public safety policy have motivated the need to protect against large arson fires, especially in civil structures and public transport systems. With a greater reliance of a growing urban population on underground subway systems, design of such infrastructure is continually being reassessed and developed worldwide. Underground rail authorities are paying increased consideration to the design of fires - with properties beyond the upper regions of growth and intensity - amongst arson fire studies. Use of fire hardened materials on modern rolling stock means fires caused accidentally can be expected to develop relative slowly. However, recent experiments involving large initiating fires (as would result from an arson attack) have shown rapid fire growth rates and flashover leading to greater maximum heat release rates, Hadjisophocleous (2012), White (2010), and Lönnermark, et al. (2015). This paper describes the challenges and innovations required to complete a detailed design to control smoke from such aggressive super-fast growing fires. Computational modelling is used to demonstrate the required smoke control design by configuring the mechanical exhaust system combined with careful coordination with the architectural and structural design. The design objectives are to provide tenable egress paths in accordance with NFPA 130 (2014) and fire-fighting access. Finally, analysis of the design fire is used to inform the tunnel lining design, reducing the risk of explosive spalling, protecting the asset in the event of a severe fire."

Jan 1, 2016

By Gabriele Eccher, Michele Caponero, Paolo Cucino, Roberto D’Angelis

"This paper describes the optic fiber structural monitoring system implemented for Pavoncelli Bis tunnel. The paper highlights the optic fiber sensors customization capabilities, how they smoothly fit precast concrete lining processes and TBM operations, and how a lifelong service monitoring can be achieved. An overview of readings’ evolution during excavation concludes the paper.INTRODUCTIONPavoncelli Bis is a 10 km hydraulic tunnel designed to by-pass the existing Pavoncelli tunnel which experienced severe damages during the 1980 Irpino-Lucano earthquake, in south of Italy (Barla 2009). Pavoncelli Bis excavation work commenced in 1988-90, however, when excavation approached pk. 0+583 in 1992, water percolations became more and more consistent and resulted in work suspension. The tunnel was eventually sealed at pk. 0+383, leaving a flooded section between pk. 0.383 and pk. 0+583. Work resumed in 2012 where EPB-TBM excavation was adopted to cross the flooded section and to overcome complex hydro-geological conditions in various lito-types and, in particular, in the Varicolori Clay-shales area (Figure 1).Consequently, stress evolution monitoring is extremely important during construction and during the service life of tunnel lining in clay-shales and in faults areas. In particular, the paper focuses on the monitoring system proposed for the newly EPB-TBM excavated portion from pk 0+583 onwards where optic fiber sensing technology was chosen for its reading stability and reliability in presence of water and its ability to be connected in series and remotely interrogated at kilometers of distance. FBGS OPTICAL FIBER SENSOR TECHNOLOGYFiber Bragg Grating Sensors (FBGS) are gaining increasing attention in the field of experimental stress analysis. Basically, Fiber Optic Bragg Sensors are strain-measuring devices and therefore provide many of the advantages of the well-known metal foil strain gages (Kreuzer 2007).Bragg gratings are written into so called single-mode fibers. These fibers consist of a very small inner core of 4 to 9 µm diameter and an outer part (cladding) of pure glass (SiO2) of 125 µm diameter. The difference of refraction indexes between inner core and cladding causes the light to propagate only inside the small core."

Jan 1, 2016

By T. J. Fenner

Surface and underground mining operations are often hindered by unknown tunnels and stopes and the precise locations of adjacent workings. Mine safety and planning are adversely affected especially in previously undermined areas where historical records are incomplete or non-existent. The results of several Ground Penetrating Radar (GPR) studies for the detection of known mine tunnels in underground coal; salt, and gold mines are presented. A case study to locate unknown, abandoned mine workings at a surface gold mine successfully located all workings to a depth of 11 meters.

Jan 1, 1992

By James Corcoran, Richard McLane, Joseph DeMello, Eric Carlson, Hans van de Vrugt

The Los Angeles County Transportation Authority’s Purple Line Extension Phase 1 is a $3.12 billion (USD) design-build, underground heavy rail project, connecting an existing station at Wilshire Boulevard and Western Avenue and extending west 3.92 miles under Wilshire Boulevard and terminating approximately 550 feet west of Wilshire/La Cienega Station. The project alignment runs through the heart of the world famous La Brea Tar Pits and one of the world’s largest urban oil elds. This paper presents a case history of the planning, design, and construction efforts to achieve successful construction of the bored tunnels through Reach 3 of the alignment. Further, this paper outlines the proactive partnership between the owner, Los Angeles County Metro (Metro), the Design Builder, Skanska-Traylor-Shea oint enture (STS), and Southwest Geophysics who provided the geophysical services. Specically, the project included background review of historic site data (e.g., oil eld maps, building foundation plans, historic aerial photographs, etc.), geophysical demonstration testing to ascertain the capability of borehole magnetics to detect oil wells, directional drilling of thousands of feet of horizontal and vertical boreholes, collection of high resolution magnetic gradiometer data along vertically and horizontally cased boreholes as well as the collection of surface magnetometer data, discovery (“ground truthing”) of detected geophysical anomalies, and abatement of potential obstructions within the tunnel alignment.

Jun 23, 2024

By Eva K. Fernandez, Paul Y. Louie, Derek S. Adams, Renée L. Fippin

The Folsom Area Stormwater Improvement Project is part of SFPUC’s flood resilience efforts under the Sewer System Improvement Program. This 4,000-foot-long, 12-footinside- diameter tunnel will help reduce the risk of flooding in San Francisco’s low-lying Inner Mission neighborhood. The project is in a high seismic hazard zone and extends through a complex geologic corridor that includes full-face soft, compressible Bay Mud, Colma Sands, and full-face rock with several stretches of mixed-face conditions. Additional challenges include removal of 99 piles beneath an existing box sewer, tunneling under commuter rail tracks, and an underground tie-in. This paper examines these challenges and how they are being addressed.

Jun 13, 2023

By Valerio Violo, Antonio Raschillà, Livia Cicinelli

"The Cityringen project foresees the construction of a new circular metro line in and around the city center of Copenhagen. Both drives, the north and the south one, required the TBMs to be equipped in order to cope with contaminated water table and soil. The north drive mined in water contaminated with chlorinated compounds, including chloroform and vinyl chloride, while the south TBMs excavated in a highly benzene contaminated area, becoming the first TBMs to complete such a challenge. Despite the pollution and the stricter operative procedures, the production has been extremely successful with record up to 520 m in one month and 32 m in one day. 1 INTRODUCTION The Cityringen is an extension of the existing metro line. The 15 km long twin tunnels will form a new circular line with 21 new stations (17 + 4 crossovers). When finished it will interchange with the existing metro, rail and bus infrastructure at key locations around town, taking 90% of Copenhagen citizen at less the 600m from a metro station (Figure 1). The Contract has been awarded in April 2011 to the Copenhagen Metro Team (CMT), a joint venture between the Italian companies Salini Impregilo, Tecnimont and Seli SpA. Tunnels are being excavated with 4 Seli-Kawasaki EPB TBMs, two of which manufactured in Denmark by Seli Tunneling Denmark ApS, which is also operating them. At the moment this article is written 50% of the tunnels have been completed and over 40% handed over for the electromechanical works. Seli Tunnelling Denmark is a Danish company constituted in 2012 as a subsidiary of Seli SpA for this project and subsequently acquired by the Salini Impregilo Group in 2015."

Jan 1, 2016

By Desiree Willis

At 6 percent downgrade to a low point beneath California?s Sacramento River, the Lower Northwest Interceptor Sewer was a difficult project from the outset. Project owner Sacramento County Regional Sanitation District (SRC-SD) planned to excavate the V-shaped tunnel in two sections using an earth pressure balance (EPB) machine in soft ground. Muck removal, due to the steep downgrade, was a tricky proposition. ?We did look at muck cars, but determined they were not the best option due to the relatively steep slope of the tunnel alignment. The safety benefits of conveyors on this job were obvious, as there were not the potential hazards associated with muck cars traveling on an incline or derailing,? said Steve Norris, senior civil engineer for SRCSD The successful project represented one of the first instances of a conveyor system being used for a soft ground tunnel boring machine (TBM) application. Several projects in California, including a recent tunnel completed in 2009, have highlighted a growing acceptance of conveyor muck removal in a variety of ground conditions. Conveyors offer higher system availability than more common methods, such as muck cars, as they allow for continual operation of the TBM. The design of conveyor systems must, however, take into account the differences in material between soft ground and hard rock, including belt cleaning features, sealed transfer points and other elements.

Jun 1, 2010

By Carlton M. Ray, William P. Levy, Thomas Lindberg

"The District of Columbia Water and Sewer Authority (DC Water) is implementing its $2.6 billion DC Clean Rivers Project to reduce combined sewer overflows to the District’s receiving waterbodies and mitigate chronic sewer flooding in District neighborhoods. The First Street Tunnel project is a major component of the DC Clean Rivers Project, designed to mitigate sewer flooding and basement backups in the District’s historic and densely populated Bloomingdale neighborhood. Bloomingdale has been historically affected by sewer flooding and was severely impacted by four storms in the summer of 2012 that caused significant damage to homes, the environment and public property. As a result, DC Water accelerated the design and construction of the First Street Tunnel in order to mitigate the effect storms have on the undersized sewers serving the neighborhood. The infrastructure designed to mitigate flooding, including the tunnel, are located within the highly urbanized neighborhood – with some structures being less than ten feet from residents front door steps. The success of a large public works project of this magnitude and in this unique location depends on a well informed and supportive public. With the local community impacted by flooding but concerned about heavy construction impacts, this paper details the components of a successful public outreach plan and lessons learned throughout the design and construction process. Early identification of community mitigation, working cooperatively with stakeholders and frequent dissemination of accurate information required the project team to establish a culture of problem solving collaboration with the community. BACKGROUND Chronic Flooding in the Northeast Boundary Sewershed The Northeast Boundary sewershed, in which the Bloomingdale neighborhood is located, is served primarily by a combined sewer system and has a long history of chronic flooding problems during moderate to severe storm events. The sewer system that serves the Northeast Boundary drainage area was constructed by the Federal Government in the late 1800's when developed areas of the District terminated at what is now Florida Avenue. Since construction of the system, population within the sewershed area has grown at an exponential rate. In meeting the growing needs of the population, the District experienced development that transformed previously low-density rural areas into new communities. Impervious areas have increased drastically since the sewer system was constructed and consequently, the existing sewer system does not have the capacity to convey storms with return frequencies beyond the 2-year storm without flooding. As a result of the capacity limitations, many of the low-lying areas have become chronic flooding areas due to the surcharging of sewers."

Jan 1, 2016

By Doug Harding

The Metropolitan St. Louis Water District’s Project Clear is a 28-year program targeting wastewater capacity throughout St. Louis, MO. The extensive program includes the Jefferson Barracks Tunnel, running parallel to the Mississippi River at 2 m ID and 5,400 m long. A rebuilt Robbins Main Beam TBM began boring but hit challenging conditions about 2,400 m in, including water inflows. A larger 4.1 m Robbins Main Beam machine will complete the remaining 3,050 m in limestone, dolomite, and shale. The TBM will utilize a high-powered, high breakout torque cutterhead along with enhanced 360-degree probing & grouting capabilities to detect any karst formations.

Dec 1, 2022

By Jeremy Cawley, Jeff Murphy, Horry Parker, Brock Gaspar, Jake Keegan

The Lower Olentangy Tunnel project includes 47,000 cubic yards of planned ground improvement for earth pressure balance machine (EPBM) tunneling (5.2 km) and microtunneling (335 m) in glacial soils. Jet grouting started in late 2021 and will continue through 2023 to complete operations at 5 shafts, 14 safe havens, 5 watermain ground improvement zones, and a river crossing. Typical jet grout columns are installed at depths between 15–24 meters. Discrete soil-cement blocks range from 267–8,900 cubic yards in volume. This paper discusses the methodology, testing, and technical considerations associated with jet grouting operations in glacial overburden across an urban environment.

Jun 13, 2023

By Harvey Parker

"The International Tunnelling and Underground Space Association (ITA) is a nonprofit organization that represents all aspects of the tunneling and underground space industry worldwide. Next year, the ITA will be holding its annual World Tunnel Congress (WTC) in San Francisco, CA, April 22-28, 2016. The ITA’s mission is to be the leading international organization advancing the entire industry and promoting the use of tunnels and underground space through knowledge-sharing and application of technology. This article updates a series of articles about the ITA prepared in 2007 by Harvey Parker, former president of the ITA, in anticipation of the next WTC in San Francisco.ITA accomplishes its goals through a range of activities that includes organizing conferences, workshops and meetings, working group and committee studies, training, experiments and other activities. ITA is also involved in the publication of proceedings, reports, and guideline documents as well as facilitating interaction among its membership and with sister organizations and decision makers. ITA currently includes 73 member nations and several hundred affiliate members, including 15 prime sponsors and 63 supporters. ITA’s membership is comprised of member nations as well as sponsors and affiliate members.The United States has had a prominent role in ITA since its 1974 inception, when it was formed as a result of a worldwide survey conducted in the early 1970s by the Organization for Economic Cooperation and Development (OECD). Bill Lucke, from the U.S., who was in charge of tunnels for the U.S. Federal Railroad Administration, was a member of the organizing committee that created ITA and became a vice president of ITA. Jack Lemley served as president of ITA from 1983 to 1986. Dick Robbins was active in ITA and served for many years as a member of the ITA’s Executive Council and as first vice president. Harvey Parker served as president of ITA from 2004 to 2007. Amanda"

Jan 1, 2015

By R. Perlo

"INTRODUCTION Peoples’ and operators’ safety in construction are tightly linked to the engineering choices, as much as the necessity of reducing time and costs of realization. Therefore, it is of paramount importance to address them properly from the earliest stage of the design, identifying the risks connected to the work and the variability of such during the different phases of the project. Risk is often measured as the expected value of an undesirable outcome. Regarding to occupational safety and health, the risk is the likelihood that a person may be harmed of suffers adverse health effects if exposed to a hazard. This combines the probabilities of various possible events and the assessment of the corresponding harm into a single value. However, the actual occurrences are often more complex than a single binary possibility case. In a real case scenario, with several possible accidents, the total risk is the sum of the risks for each different accident, provided that the outcomes are comparable. The semi-automatic tunnel support system along with its erector machine proved to be a solution with improved structural performance, able to reduce the time and yet to deliver an enhanced, quality-aware and safer working environment for the operators. The implementation of the system provides the engineers, the contractors and the owners with an effective alternative option shortlisted in 2015 for the ITA Award for the Safety Innovation of the Year. In a market industry driven by safety and time constrains the efficiency shall be the ultimate goal, in order to provide solutions able to negotiate with the most challenging ground conditions. In this paper, the authors describe the recent developments on regard of this whole new tunnel support system, including design approach and presenting related case histories OFFSETTING THE RISKS Considering the above factors, from the manufacturers’ point of view, an effective way to limit the construction risks is to focus on the material and technological characteristics, their application and the risks related to them including any residual risks. Finally addressing the construction needs also involves time and cost-effective solutions. The path to follow is an integrated approach where the efficient management of the risk is supported by a flexible, user-friendly, and time effective product that is able to provide a safe, reliable and viable solution to address the construction requirements. Therefore, in a market sector driven by safety and time constraints, the efficiency is a key goal, in order to avoid redundancy and yet to deliver a safe working environment able to meet the construction schedule. The safety of all the parties involved is given by stable working conditions, either for the workers, or the operators and eventually the public. Therefore, the solutions provided should ‘strengthen’ the overall condition and such “to limit or to reduce the deformations within acceptable designed limits and to prevent [the tunnel] to collapse” [1: Clause 207.1.4]."

Jan 1, 2018

By Gunjan R. Bhattarai, K. Bhattarai

Applications of machine learning and robotics in the tunneling industry are still nascent. Research and development are ongoing in TBM guidance; prediction of TBM cutter wear and tunneling induced ground deformations; and robotic arms for segment installation, inspection, cleaning, and maintenance of TBM cutting tools. This paper presents a case study of geological profile reconstruction using multimodal machine learning. The results from this study can aid the development and application of multimodal AI technologies to generate data reports and geological profiles in real time, taking voice recordings, photos, or videos obtained directly from the field as inputs.

Jun 23, 2024

By Desiree Willis

One of New York City?s largest subway projects is under way 43 m (140 ft) beneath the surface of downtown Manhattan. The East Side Access project, more than 30 years in the making, was halted after a partial excavation in the 1970s due to a lack of funding. The project, once dubbed the ?Tunnel to Nowhere,? has been revitalized into a groundbreaking subway line that includes unique tunnel boring machines (TBM), construction methods and muck removal systems. Project overview The East Side Access project involves construction of a new 6.7-km (4.2-mile) subway line needed to relieve heavy traffic congestion between the boroughs of Queens and Manhattan. The line will serve approximately 160,000 commuters daily between Grand Central and Sunnyside rail stations. Manhattan and Queens will be connected under the East River by the 63rd Street tunnel, a submersed double-decker tube. The submersed tube consists of reinforced concrete sections barged in place on the riverbed. The tube contains operational subway lines on the top deck, while the bottom deck (the ?Tunnel to Nowhere?) will become operational when the East Side Access project is completed in 2013.

Jan 1, 2008

By James J. Brady, Kenneth L. Faught, Chadi El Mohtar, Chaoshi Hu

"During construction of a 9.5-ft. diameter sanitary sewer tunnel, the City of Edmonton encountered a large pocket of flowing sand that flooded their TBM and caused significant surface subsidence, stopping further tunneling by the TBM through this zone. A unique collaborative effort ensued between the authors representing the city, consulting engineers and academic researchers to develop the optimal strategy for grouting the problematic soils. The site has a layer of very find sand between 20 and 30 ft. in depth with fines contents ranging from 5% to more than 40%. The collaboration extended from requesting additional site investigation efforts to shipping samples to the UT-Austin laboratories for grout testing plus ground and grouting characterization tests resulting in field recommendations for a full scale ground improvement program. New research information on the grouting of fine sands along with a collaborative framework for the design of in-situ grouting projects are the key topics presented. INTRODUCTION Encountering a large unexpected pocket of flowing sand with an open-faced TBM while excavating a tunnel below the groundwater table is never a good thing. This was certainly true for the City of Edmonton when one of their Lovat TBM’s became inundated by flowing sand while excavating the 9.5-ft. diameter Millwoods Double Barrel Replacement Tunnel in September 2013. However, since the City of Edmonton self-performed this work, a rare situation existed where the site could be investigated objectively, without the prejudice of contending parties selectively influencing how information was gathered and presented, to accurately examine site conditions with a goal of identifying the best remediation measures."

Jan 1, 2016