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By Jamie Bonner, Ray Hutton, Taro Nonaka

The Nancy Creek Tunnel is a deep tunnel, designed to store and convey wastewater by diverting flows from trunk sewers currently at or near capacity in the northwest of the City of Atlanta. The tunnel, constructed in hard rock, has an overall length of 13,300 m (43,700 ft), and a finished diameter of 4.9 m (16 ft). The project is currently under construction by a joint venture of Obayashi/CJB for the City’s Department of Watershed Management. This paper describes the contractor’s techniques and equipment, as well as discussing challenges which were overcome. The project is scheduled to be complete in October 2005.

Jan 1, 2005

By Harry Sutcliffe

INTRODUCTION The need for discussion of Owner-Engineer-Contractor relationships in tunneling arises from the increase in costly and time-consuming litigation. The paper examines the objectives, motivations and responsibilities of each party, discusses some common causes of claims in underground work, and makes some suggestions for improvements. The viewpoint and bias are those of an engineer. If a subtitle were required for the session, "Sharing the Risk" would be appropriate. Sharing the risk is an important aspect of Owner-Engineer-Contractor relationships because when a risk is shared, all parties have an incentive to minimize it. The System It would be shortsighted not to recognize that the system is wider than the Owner, the Engineer and the Contractor. There are many outside influences which affect the day-to-day behavior of each party: Financing agencies Insurance agencies Bonding agencies OSHA and other safety legislation The Federal Power Commission The Public Utilities Commission The General Accounting Office

Jan 1, 1997

By J. Chia, M. H. Kobler, J. Cheung, M. J. Robison

INTRODUCTION The Lake Merced Transport is being constructed as part of San Francisco's Clean Water Program. The Clean Water Program, which began in the early 1970's, is designed to control wet weather, storm sewage overflows into the Pacific Ocean and San Francisco Bay. To accomplish this goal, a system of large underground storage and transport facilities, pump stations, modernized treatment plants, and outfalls is being built. By 1991, eighty percent of the system had been completed and was in operation. One of the remaining projects for the Clean Water Program is the Lake Merced Transport. The Lake Merced Transport is located in the extreme southwestern portion of San Francisco, as shown in Figure 1, Project Location. The transport will convey dry weather flow from the existing Lake Merced Pump Station to the Westside Pump Station. During wet weather, the transport will fill with sewage and runoff, with a storage capacity of 36 million liters. The Lake Merced Transport was expected to be excavated entirely within the Colma Formation, an alluvial deposit consisting of weakly cemented sand. Once excavation of the access portal at the Sloat/Great Highway parking lot began, it became evident that a portion of the tunnel would be excavated through beach/dune sand. Based upon the expectations of the Geotechnical Design Summary Report (GDSR), encountering beach/

Jan 1, 1993

By Ehsan Alavi, Brian Hagan, Glen Frank, Michael A. DiPonio, Michael Mooney, Lisa Mori

"The data from EPB cells located inside the pressurized chamber of EPB TBMs and also the data from the pressure sensors in grout lines are quite important in controlling the EPB operation. However, there have always been questions in regards to pressure distribution along the shield body. Could the pressure distribution data be used to come up with potential locations for ground loss? Does the overcut region, the space between the shield body and the maximum cut diameter, consist of broken material or EPB muck, or does that region consist primarily of void space? During free air interventions, how does pressure distribute along the TBM body? To address these questions, one of the two EPB TBMs used in the Northgate Link Light Rail project in Seattle, WA is equipped with EPB cells in front and rear body to monitor the pressure distribution along the TBM body in addition to the standard 6 EPB cells located inside the cutterhead chamber and pressure sensors located at the grout lines. This paper discusses the results of this study and weighs on the valuable data that can be collected by using the shield pressure sensors.INTRODUCTIONThe cutterhead of the TBM is normally equipped with overcutters on the cutterhead periphery which extend into the annular space beyond the diameter of the TBM shield. Thus, the overcutters serve to disturb and excavate some of the ground in the annular space which reduces friction and resistance around the TBM body. This phenomenon is necessary to help the TBM steer and navigate around curves. Additionally, the shield of an EPB TBM is also often shaped like a cone, with the diameter decreasing from the front to the tail shield. This conical shape also helps the TBM to navigate because material that is cut by the cutterhead either gets pulled into the cutterhead or it gets pushed out of the way – around the cutterhead and into the annular space. In EPB tunneling, the conditioned material from the face that does not get pulled into the cutterhead mixing chamber flows into the shield gap and pressurizes the surrounding ground. Additionally, grout can travel from the segment annulus into the shield gap. The pressure in the shield gap mainly depends on the pressure of the material at the face and the grouting pressure behind the tail shield."

Jan 1, 2016

By Desiree Willis

Disc cutters have determined excavation rates of rock tunneling projects for more than 50 years. First developed in 1956 by James S. Robbins, disc cutters (then 279 mm or 11 in. in diameter) were used to bore limestone of 190 MPa (27,500 psi) unconfined compressive strength (UCS) and were loaded with 7.12 t (15,700 lbs) each. Modern cutters have reached up to 508 mm (20 in.) in diameter and are typically loaded with up to 31.7 t (70,000 lb) to economically bore through the hardest of rock up to plus 400 MPa (60,000 psi) UCS. New developments, such as larger cutter diameters, are geared to increasing the bearing capacity and wear life of the cutting structure. This, in turn, increases cutter life, cutter load and cutter penetration. Disc cutters have also been re-designed on a small scale for use in hard-rock utility installations. Additional variables also affect the three factors, including cutter spacing on the cutterhead, cutterhead diameter and cutter materials.

Jan 1, 2007

By James R. Oehler

Progress, future challenges, and the continual search for more efficient and rapid methods of excavating underground openings and shafts were main themes at the 1983 Rapid Excavation and Tunneling Conference (RETC) held June 12-16 in Chicago, IL. The event, jointly sponsored by the Society of Mining Engineers, the American Society of Civil Engineers, the Canadian Institute of Mining and Metallurgy, and the Engineering Institute of Canada, offered a diverse program for both civil and mining engineering disciplines. Although all papers given at the three-day conference were noteworthy contributions, and each is included in the conference proceedings currently available from SME, there were a few sessions that had particular mining-related interest. Research, Acceptance Needed for Water-Jet Technology Water-jet-assisted rock excavation is seen by some as a technology moving from the prototype phase to a fully developed, accepted system within the next decade. For an industry that is traditionally fairly slow in accepting significant changes, this development appears especially noteworthy. However, speakers at the water-jet technology session generally agreed that many large US manufacturers are not viewing water-jet-assisted equipment as viable replacements for all-mechanical systems. This, they fear, may mean some US manufacturers will lose a significant share of certain equipment markets to foreign competitors who are moving aggressively ahead in this area. Despite the advantages of increased cutting rates, reduced power requirements, less dust, prolonged bit life, and reduced sparking in many cutting situations, water-jet technology applied to mining is apparently having some acceptance problems in the US. R. J. Evans, professor of industrial engineering at the University of Pittsburgh, noted that there are several perceptual barriers to water-jet coal cutting; such as uncertainties concerning the fu¬ture demand for coal and the reliability of equipment, apprehensions that jet-assisted equipment will make the mine operator dependent on specific types of hard-to-obtain equipment, and fears about accessibility of the equipment for repairs. Evans also said numerous parameters need defining before taking advantage of water-jet-assisted cutting systems in under-ground coal mining in the US. For the cutting head, information must be obtained on optimum bit geometry and spacing, and maximum and minimum torque requirements. For a complete US water-jet cutting system, Evans added, research is needed to establish optimum jet pressures, jet powers, number of jets per bit, and location of jets relative to the bit. One research project making progress towards optimizing parameters for a water-jet-assisted drag bit cutting system for coal mining was described by Levant Ozdemir, director of the Earth Me- .

Jan 8, 1983

By Gregory T. Ziegler

A complex soil profile and high water table, together with a below-grade active subway tunnel, an above-ground elevated railway line, and the heavily travelled Northern Boulevard all passing above the tunnel alignment, combined to make mining of New York?s Northern Boulevard Crossing what is widely considered to be the most challenging portion of the multi-billion-dollar East Side Access project. The Northern Boulevard Crossing is a vital link in this project which, when completed, will connect the Long Island Railroad to Grand Central Terminal in Manhattan. How the sequential excavation method (SEM) tunneling was successfully accomplished, despite the obstacles, was a textbook exercise in practical innovation coupled with close cooperation between the owner, the construction manager, Hatch Mott MacDonald, the designer, Parsons Brinckerhoff, the contractor, Schiavone-Kiewit, and spe-cialty geotechnical contractor, Moretrench.

Sep 1, 2013

By Dario DeBenedictis

The speaker intends to review the positions expressed by the Owner, Engineer and Contractor representatives, respectively, with emphasis on the legal aspects of the relationships among said parties, and particularly dealing with the preparation and interpretation of specifications generally, and changed conditions clauses particularly, and the handling of claims arising thereunder.

Jan 1, 1997

By A. Yazadni-Chamzini

Risk ranking of projects is one of the importance parts of the complicated risk management procedure. Recognizing the riskiest criteria enable the managers to plan for risk reduction. The first stage for meeting this aim is defining the risky parameters and then working to establish order between them. There are variety methods for risk ranking. The ELECTRE method is one of the best among the multi criteria decision making methods. In this paper with implementing the fuzzy ELECTRE, The risky criteria in the Tehran Subway project are being ranked. The result of this research presents damage and accident of machineries as well as the lack of labor and equipment safety is located in the first order. Collapse factors and local prices are in second rank. Also wrong design, pollution, urban facilities damageable are in third to fifth respectively. Delay and ? are located in the last positions.

Jan 1, 2012

By Larry F. Drolet

Charleston, SC is anything but boring. The city was founded in 1670 and has played a significant role throughout the history of the United States. Located along the coast of the Atlantic Ocean in the southeastern United States, Charleston was a vital city in America?s early existence. Charleston?s coastal location has helped the city become the fourth largest cargo port in the United States and earn the 2011 designation as the number one travel destination in the United States by the Conde Nast Traveler Magazine. Part of Charleston?s charm and beauty can be attributed to its historic structures and churches that line nearly every sidewalk, roadways that were laid out based on the width of horse carriages, great weather, southern hospitality and coastal living. Now imagine the challenges of installing new, or re-placing aging infrastructure, in this setting. Every shovel full of dirt, every stick of pipe and every roadway sub-surface has its own historic story to tell. For engineering minded individuals, Charleston?s infrastructure has almost as fascinating a history as its more visible surface structures. Charleston was among one of the first American cities to construct separate sanitary and storm water drainage infrastructure. This concept has roots dating back to the city?s founding and is a credit to the foresight of its founding fathers who understood the basic health differences between sanitary and storm water.

Jan 1, 2013

By Nasri Munfah, Steffen Matthei, Vojtech Gall

"Conventional tunneling as defined by ITA WG19 is also known as the New Austrian Tunneling Method (NATM) or Sequential Excavation Method (SEM) was transformed in the US to deal with challenging tunneling conditions as an alternative to the more traditional tunneling methods. It is being used more often in urban areas, under difficult ground and ground water conditions, and with limited cover. Often the tunnel is of a large and non-uniform cross section in soft soils or weak rocks. The intent of using this tunneling method is to minimize impact on traffic and utilities and reduce disruption of everyday life of people and businesses. To meet these challenges, the industry developed technical approaches and implementation techniques and established sophisticated contractual relationships and collaboration in the field among various parties for successful implementation. This paper examines the development of conventional tunneling (NATM/SEM) in the US to deal with these challenges using recent examples such as Russia Wharf in Boston, Northern Boulevard Crossing, in New York, and Chinatown Station in San Francisco. INTRODUCTION / HISTORY Conventional tunneling or NATM/SEM is a concept that is based on the understanding of the behavior of the ground as it reacts to the creation of an underground opening. In its classic form the SEM/NATM attempts to mobilize the self-supporting capability of the ground to an optimum thus achieving economy in ground support. Initially formulated for application in rock tunneling in the early 1960’s, NATM has found application in soft ground in urban tunneling in the late 60’s and has since then enjoyed a broad, international utilization in both rural and urban settings. In the US the NATM/SEM tunneling method has been used successfully to address challenging tunneling conditions in urban areas. A large number of tunnels have been built around the world using a construction approach which was loosely termed NATM. During the years of discussions and the application of NATM a variety of terms have been used for the same construction approach. These terms were primarily aimed at describing the construction approach rather than the region of its reported origin."

Jan 1, 2016

By Viggo C. Bertelsen, David G. Hammond

LOCATION AND EXTENT OF BART TUNNELS The San Francisco Bay Area Rapid Transit District (BART) during the past six years has become the Owner of 23.5 miles of single-bore tunnels. The tunneling experience gained while working closely with our Engineer and Contractors in the design and construction of these major transit facilities provides a basis for our "Owners" viewpoint. The 23.5 miles of tunnels are divided into two categories. Fifteen and one-half (15-1/2) miles of tunnels were constructed in soft ground underlaying the downtown areas of San Francisco, Oakland and Berkeley. Eight (8) miles of tunnels were built in "hard ground" in the hills separating Oakland and Berkeley from Contra Costa County and in the San Francisco hills on the Mission Line. Location of tunnels within the BART system are shown on Figure 1. The tunnels comprise 15.7% of BART's 75-mile dual track system. Their 176 million dollar costs (excluding rail, electrification or ventilation features) are 12.4% of the system's total estimated cost of $1.4 billion. The tunnels constructed in soft ground were shield and boring machine driven with ground support provided by steel liner rings. The exterior diameter is 17 foot, 6 inches in the majority of tunnels; however, on two tunnels with a 500 foot radius of curvature, the diameter was 18 feet. BART awarded 14 contracts for soft ground tunneling. The work was accomplished under free air or compressed air depending upon the ground water and soil conditions, safety requirements, and considerations for protecting adjoining property from damage either from the de-watering operations or settlements due to excavation. The tunnel bores, except on curves, were normally parallel being spaced at 32 foot centers on the Mission

Jan 1, 1997

By Jon Ike Isaacson, Michael Miller, Jarek Trela

Despite reef structures being relatively common in carbonate rocks around the world, tunneling experience in reefs is extremely rare. Impacts and risks associated with reef tunneling through these geologic features were also relatively unknown. A new reef was encountered during construction of the Lower Pogues Run Tunnel in Indianapolis, exposed over 5,000 linear feet along the alignment, resulting in adverse impacts on construction. Analysis of investigation data and construction from this encounter provide insight into the identification and characterization of reefs along tunnel alignments as well as the potential impacts on construction for future tunneling within reef structures.

Jun 23, 2024

By Jim Clark

Tunnel boring machine (TBM) tunneling is an ever-increasing prospect for underground construction, and, with each new tunnel bored, there are unknown elements. When boring through the earth, even extensive geotechnical baseline reports can miss fault lines, water inflows, squeezing ground, rock bursting and other types of extreme conditions. This article draws on the consider-able field service experience within Robbins to analyze successful methods of dealing with the most challenging conditions encountered. Many tunnel projects are located in areas with relatively poor access along the tunnel alignment and bored under extremely high overburden. These two factors often result in limited geological information. It would be reason-able to state that the deeper the tunnel, the greater the lev-el of uncertainties. When faced with these uncertainties everyone involved with the project including the owner, the contractor and the machine supplier must be prepared to tackle geological surprises. This article describes the problematic geological conditions and associated difficulties faced on three separate projects and the measures that were taken to overcome these difficulties.

By D. N. Adams, M. M. Wong, M. J. Robison

Islais Creek Contract E, a transport/storage tunnel in San Francisco, was visited on a fieldtrip during construction by delegates to the 1995 RETC. This paper is a follow-up to that fieldtrip. The project’s two tunnels are 3.7 m and 3.2 m finished diameter, 155 m and 77 m long, respectively. The contractor used 1,000 overlapping jet grout columns to pre-treat the weak Bay Mud along the tunnel alignments, then mined them with an open faced tunnel shield, eliminating the need for compressed air tunneling. This paper documents the jet grouting program and the tunneling operation used on the project.

Jan 1, 1997

By P. Schmäh

Nowadays, small diameter tunnels are increasingly considered in pipeline projects as an alternative for sensitive crossings or when soil conditions limit the use of conventional pipeline installation methods like HDD. Safety concerns play a key role, especially for inner-city installations. Pipe jacked microtunnels and small segment lining tunnels can serve as casing tunnels if access is required during construction for the change of cutting tools in challenging ground conditions or for maintenance of the pipeline in operation. Small diameter tunneling solutions offer a high degree of flexibility for alignment design in terms of geology, length and radius.

Jun 13, 2021

By Ted DePooter, Mun Wei Leong, Chad Frederick

Downtown Bellevue Tunnel (DBT) is part of Sound Transit’s $3.7 billion, 14-mile light rail transit system from downtown Seattle, across Lake Washington, to the cities of Mercer Island, Bellevue, and Redmond. The tunnel was the first Sound Transit East Link project and posed significant construction risk. This paper discusses implementation of design changes to the soft ground tunneling method, implementation of several technologies such as the use macro-synthetic fiber initial shotcrete lining, use of spray-applied waterproofing, and use of shotcrete for the final tunnel lining. These efforts allowed for significant time and cost savings to the project.

Jun 13, 2021

By Dean Brox, Jason Morrison, Peter Procter

The Galore Creek Mine project is one of the newest major mining projects underdevelopment in Canada. The project is located in a very remote area of northwester British Columbia and is being developed by Nova Gold Resources of Vancouver. The mine project comprises one of the largest and highest grade undeveloped porphyry-related gold-silver-copper deposits in North America. In order to access the mine site anew 120 km road is planned to be constructed including a 4.4 km mine access road tunnel. Glaciers with heavy snow pack cover approximately two-thirds of the tunnel alignment with a maximum cover of 1,200 m. The size of the access road tunnel is about 50 m2 and has been designed as a large single lane road tunnel to accommodate the transport of large size mining equipment for mine start up and ongoing operations. The rock conditions along the tunnel alignment comprise very strong volcanic rocks. Key services for mining operations will be incorporated into the tunnel comprising diesel and power as well as the concentrate pipeline. Structural portal canopies have been incorporated into the tunnel design due to the risk of rockfalls and avalanches in the portal areas. The mine access road tunnel is a significant and critical-path component to the overall project to provide vehicular access to allow construction of the mine site. In order to meet the expected mine start up date the construction of the tunnel works are to commence prior to any other works at the mine site and will be constructed entirely by helicopter support. Geotechnical investigations commenced in the summer of 2006 with the removal of the overburden materials at the portals to assess bedrock conditions. Tunnel construction from both portals is expected to commence in the spring of 2007. The construction of the mine project is subject to and awaiting environmental approval in the spring of 2007. The mine access road tunnel will be the longest private road tunnel in North America. The key design and constructability issues for the mine access road tunnel project are presented and discussed.

Jan 1, 2007

By T. J. Lyman, M. J. Robison, W. A. Ruemmele

INTRODUCTION The first phase of the Los Angeles Metro Rail Project consists of 7.1 km (4.4 miles) of subway and stations running through downtown Los Angeles from Union Station to MacArthur Park. Contract A171, the Wilshire/Alvarado Line, involves tunnel construction beneath 7th/Street from the 7th/Flower Station to the Wilshire/Alvarado Station. The project consists of the excavation and lininig of 3000 m (9900 ft) of twin-bore, 6.7 m (22 ft) excavated diameter, 5.5 m (18 ft) finished diameter subway tunnels. The location of the project is shown in Figure 1. The majority of the excavation passed through weak siltstone/ claystone bedrock; although, portions of each tunnel approaching the 7th/Flower Station passed through fine-grained alluvium. Both tunnels were excavated with a digger shield. The project also included the excavation and lining of 6 cross passages, 2 communication rooms and a sump, all at tunnel grade between the two bores. A program of geotechnical instrumentation and building monitoring was performed to detect and document the response of the ground and adjacent structures and facilities to tunnel excavation. The instrumentation program was also intended to provide information that would permit implementation of remedial measures, when and as required, to prevent damage to structures, facilities and utilities along the tunnel alignment. The purpose of this paper is to discuss the ground response to tunneling on Los Angeles Metro Rail Contract A171. This paper presents a description of the tunnel project, the excavation and support method used in construction, the subsurface geology, and

Jan 1, 1989

By Toshio Fujiwara, Sumikichi Ito, Masao Kitamura

The Tennohji-Benten Giant Trunk Sewer Project has been under construction since 1974 in the eastern part of Osaka, the second largest city in Japan. The entire project is divided into 7 blocks, some of which have already been completed. This 8.8-km sewer tunnel, being driven through a densely populated area, was planned to be constructed by the shield tunneling method. This paper described shield tunneling performances and ground behaviors during the construction of Blocks 2 and 3. An earth pressure shield (dia., 6,750 mm) was employed in Block 3 tunneling. The ground was generally soft and the cover over the tunnel varied from 13 m to only 4.5 m, so that a considerable amount of chemicals was injected to stabilize the ground. A hand-digging type shield (dia., 7,250 mm) was used in Block 2 tunneling under compressed air. For 85 m of the total length of 1.6 km, the soil at the face was extremely soft, and therefore, the ground freezing method was additionally employed.

Jan 1, 1981