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By Günter Strappler, Max John

When tunneling through karstic terrain, diverse and complex karst structures are to be expected. By means of drilling ahead of the face using drill jumbos, these structures can be detected to such a degree that by applying proper support measures both open karst cavities and karst holes surrounded by boulders embedded in soft rock can be mastered without causing any break-outs. Support measures such as spiles ahead of excavation, sealing off cavities, back?lling with sand, etc. have to be planned schematically and adapted to the dimensions and formations of the karst structures on site. An essential requirement for a smooth excavation procedure is the availablility of all necessary tunneling equipment for excavation by drill and blast as well as for excavation of soil, with experienced tunnel engineers being in charge of any adaptions on site.

Jan 1, 2003

By Don W. Deere

Faults under high rock cover represent some of the most severe ground conditions a Tunneler can encounter. High ground water pressures and flows are usually associated with mountain faults. Ground behavior can range from blocky ground to flowing sands and squeezing clays. Sticking a IBM within a fault zone for many weeks, with the disastrous financial consequences, is still a common occurrence. Interpreting the geology and detecting the location of a fault prior to penetrating it is a fundamental step to successful tunneling. Ground water control through predraining or pre-grouting is the second fundamental step. This paper discusses techniques applied for detecting and crossing mountainous fault zones through the use of case histories across the globe.

Jan 1, 2007

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 Greg Bold, Mahmood Khwaja, Yuannian (Jerry) Wan, Michael S. Schultz, William Simcoe

Beaver Creek Clean River Project will satisfy the consent decree requirements by capturing and treating combined sewage overflows. The project consists of, approximately, 2,700 feet of 30-inch trenchless pipe installation, a new screening/disinfecting facility, an expansion of an existing diversion structure, and a 72-inch internal diameter, 530-foot long mined tunnel. The tunnel portions are being progressed as early release packages. This paper presents the geotechnical exploration program and the subsurface conditions encountered; interpretation of the geotechnical conditions; and, approach to developing stand-alone packages for the tunnels to mitigate construction and schedule risks and continue to advance the project.

Jun 13, 2021

By G. F. Jenkins, P. S. Hobden

Toronto as a geographical area provides an exceptionally wide variety of subsoil stratiphication. Tunneling consequently required a very wide range of adaptabilities to meet its changing conditions. This discussion will provide a summary of work performed in both earth and rock formation using three of our recent works to describe a Contractor's experience. The general subsoil stratigraphy is known to consist of deposits laid down during the Illionian Glaciation followed by the Samgamon Interglacial Stage and finally the Wisconsin Glaciation. All these deposits are underlain by shale bedrock of the Dundas formation. As a whole the Dundas formation is predominantly a greyish blue, thinly bedded shale. The engineering characteristics of the shale vary considerably, however, between a blue clay (argillaceous) shale and a much lighter (in colour) silty and sometimes sandy (arenaceous) shale, and occasional limestone layers. The Illionian deposits are usually found to be layers of pebbly clay till and an overlaying layer of contorted varved-clay. These glacial deposits can be overlain by a thick layer of sandy silt to silty sand which is identified as the Samgamon Interglacial sediments. Because of the action of erosion the Wisconsin till sheets, many times separated by interstadial sands, can vary greatly in their number of layers from zero to three or more.

Jan 1, 1997

By S. G. Tough, H. J. Hignett

The Transport and Road Research Laboratory is carrying out tunneling trials at Chinnor, Oxfordshire, with a 5-m-diam, full-face tunneling machine. The work, which is for research purposes only, involves driving the tunneling machine through chalk with most of the physical characteristics of the machine and its power consumption closely monitered. At the Conference a film was shown about this work, illustrating both the tunnel construction and the research program.

Jan 1, 1974

By Morris Loshinsky, George Ziegler

NEW ROUTES - 63rd STREET CROSSTOWN The New Route construction along East 63rd Street in Manhattan began in 1969 with the East River tunnel connecting Manhattan and Queens. The 63rd Street Line, once in Queens, is planned to connect to another new route called the Queens By Pass or Super Express (See Exhibit 1) which would connect to the Queens Boulevard Line at Forest Hills. The purpose of the Queens By Pass was to alleviate subway congestion to and from the Borough of Queens, whose population had rapidly expanded during and after World War II. The existing Queens Boulevard subway lines (the "E" and the "F" trains) are almost filled to capacity at their terminal stations with passengers from Long Island. Passengers boarding trains enroute from the local Queens stations have difficulty boarding crowded trains, and, at times, cannot board the trains. The New Routes, thus, were to give additional train capacity into Manhattan and thereby relieve the crowded conditions along the Queens Boulevard corridor. PROFILE - METHOD OF CONSTRUCTION The portion of the New Route passing east-west under East 63rd Street on Manhattan (See Exhibit 2) had to snake beneath intersecting structures running north and south, such as the Con Rail tracks below Park Avenue and the 80 ft deep Lexington Avenue Express track structure along Lexington Avenue. Further, the Lexington Avenue Local tracks are in a separate structure which has a high profile close to the street surface. Therefore the 63rd

Jan 1, 1981

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 Tyler Lahti, Peter Borgacci, Mary Jane Ferraro, Prakash Nadesparan

Toronto Tunnel Partners (TTP), under contract to Metrolinx/IO, is constructing new twin rail tunnels under the Highway 401 & 409 interchange to accommodate additional tracks to support the GO Expansion program for future two-way, all-day service. The new tunnels are being constructed using the Sequential Excavation Method (SEM) and utilize a tunnel pre-support system consisting of a series of 800 mm diameter steel pipes to form a pipe canopy. The pre-support pipes were installed with an Auger Boring Machine (ABM) in four separate headings; one heading from each of the tunnel end portals, and two from a shaft in the middle of the highway. To facilitate the auger boring operation, a custom steel reaction frame was required to counteract the thrust from the ABM at the portals, and a temporary shaft structure was installed in a narrow median space of the highway. The installation of the pipe canopy had to overcome challenges including removal of obstructions, alignment issues, and controlling settlements to the highway surface. This paper discusses the purpose of the pipe canopy, design and installation of the temporary shaft and structures to support the auger boring operation, the experience of the contractor during the installation of the pipes, and brief overview of the experience tunneling below the pipes.

Jun 13, 2021

By Joshua Farmer, Mike Gianforte, Tao Jiang, William Gettings

The Two Rivers Water Reclamation Authority (TRWRA) in Monmouth County, New Jersey, is replacing its aging Pleasure Bay Interceptor (PBI) with a new 54-in interceptor in a 3,250-foot long 8 to 10-foot diameter tunnel and a new 50-mgd main pump station (MPS). A comprehensive phased geotechnical investigation was performed, including SPTs, CPTs and geophysics. A channel filled with soft marine sediments was identified. The tunnel is set in stiff to hard marine soil to enable using a less expensive open-face TBM. The thickness of tunnel cover under the channel is optimized through numerical analyses to avoid a deeper pump station yet maintaining tunnel stability with controlling seepage.

Jun 13, 2021

By Colin Lawrence

The Port of New York and New Jersey is one of the most heavily used transportation arteries in the world, handling nearly 40 per-cent of the North Atlantic shipping trade and directly providing nearly 230,000 jobs to the local economy. In 2004, $100 billion worth of consumer goods moved through the port. To accommodate future cargo volumes in the port, which are expected to double over the next decade and possibly quadruple in 40 years, deeper shipping channels are needed to provide access for a new generation of cargo mega-ships with drafts exceeding 13.7-m (45-ft) when loaded. Current channels within the harbor range in depths up to 13.7-m (45-ft), thus preventing carriers from using these larger ships, or requiring significant reductions in cargo to achieve lesser drafts to operate safely within the harbor. As part of the Harbor Deepening Project, the Anchor-age Channel would be deepened to 15.2 m (50 ft) below mean low water (MLW), for a length of 5,790 m (19,000 ft). The New York City Department of Environmental Protection (NYCDEP) owns, operates and maintains two existing water siphons in the harbor. Due to their shallow depth, both existing siphons must be relocated before dredging of the Anchorage Channel can be completed. Tom Costanzo, manager of capital programs for the Port Authority of New York and New Jersey (PANYNJ), says that ?While the re-location of the existing siphons under the Anchorage Channel is vital to the success of the deepening program, it is also a story of cooperation among key agencies at different levels of government resulting in improvements that will benefit the people of this region greatly.?

Jun 1, 2010

By Boris CARO VARGAS, Bernard Theron

"In early 2014, Nicholson Construction Company was awarded, together with its tunneling sister company Bessac, the Norris Cut Miami Tunnel Project. The 2.5-meters diameter segmental lined tunnel, 1600-meters long, is aimed to replace the existing 54” force main connecting the Waste Water Treatment Plant (WTP) on Virginia Key to Fisher Island. To overcome project challenges such as the highly permeable limestone of the Fort Thomson Karstic Formation (one of the most permeable formation in the World), the project team has developed State of the Art solutions: The TBM was launched with pipe-jacking technique for the first 70-meters and then converted to segment erection mode. It allows substantial schedule savings and drastically reduces the size of the circular launching shaft. The TBM, jointly designed and manufactured by Bessac and Herrenknecht, can convert from slurry to EPB mode within a few minutes. The cutters can be replaced by wet divers thanks to an innovative application in the TBM industry. PRESENTATION OF THE PROJECT The aim of this project is to replace the existing 54-inch force main pipeline which transmitted all sewage collected from Miami Beach, Surfside, Bal Harbour, Bay Harbor, North Bay Village and Fisher Island to the Central District Wastewater Treatment Plant (CDWWTP) to Fisher Island. The existing pipeline consisted of pre-stressed concrete cylinder pipe which is in poor condition in a number of locations and could be subject to sudden failure. An adjacent portion of this existing force main under the Government Cut (North Fisher Island) has already been replaced as part of a previous design-build contract and involved the installation of a 60-inch diameter fiberglass-reinforced mortar pipe installed inside a micro-tunneled casing."

Jan 1, 2016

By Arun Patel, Diane Hirsch, Pamela Moran

The Metropolitan Washington Airports Authority (Authority) has undertaken a tremendous expansion of Washington Dulles International Airport in Fairfax, Virginia, including upgrading passenger transportation between concourses. The first stage of this expansion envisioned a shallow cut-and-cover pedestrian tunnel between the Main Terminal and Concourse B with associated vertical circulation structures. At the beginning of the design contract, the Authority’s consulting team of Earth Tech, formerly Kaiser Engineers, and the Dr. G. Sauer Corporation compared the cost and disruption of constructing the tunnel as a cut-and-cover structure to mining the tunnel using the New Austrian Tunneling Method (NATM). Upon review, the Authority endorsed the latter method.

Jan 1, 2003

By Ravi Shah, Augusto Lucarelli, Daniele Peila

"In mechanized tunneling the annular gap between the segmental lining and the surrounding soil caused by tunnel driving, must be backfilled almost instantaneously with an adequate grouting mortar. The objective of this research is to perform a fully three dimensional modeled parametric study using FLAC 3D and evaluate the effects of backfill grouting on the tunneling performance. The research focuses on comparisons between different injection materials and state-of-the-art Bi-Component grout and their effects on the settlements on the surface. The research consists of testing a regular situation of tunnel excavation using a shielded machine with face under pressure. The tunnel dimensions and the soil properties are selected as close as possible to the reality and based on Turin Metro case. 1 INTRODUCTION Excavation of tunnels in urban areas can induce ground movements, which have negative effects on existing structures. In such scenarios, shield tunneling has become a well-accepted construction method in various ground conditions. It is characterized by relatively complex interactions between the soil, the tunnel boring machine (TBM) itself, the tunnel lining and the tail void grout. The problem to control the settlement depends on the face pressure, ground properties and back filling procedure and material of the tail void. The face pressure acts against the front to guarantee the face stability. In case of EPB TBMs the stability of the tunnel face is ensured through the excavated soil itself, which is conditioned and is maintained in compressed state within the excavation chamber. When excavating with TBMs a tail void is created between ground and the lining (Fig.1) after the TBM excavation and ring assembly that must be backfilled instantaneously by injecting the backfill material through the TBM’s tail shield. The process is of primary importance as it reduces the surface settlements and creates an immediate link between the ground and lining, sealing against ground water and leakage, reducing the differential movements between segments and providing long-term stability. The most used backfilling materials are: Inert mixtures that do not contain cement instead sometimes they are replaced by fly ash or other substitutes. A typical design of an inert mortar consists of sand, fly ash, bentonite and water. Pea gravel, which is constituted of granular materials with grain size ranging from 8 to 12 mm. This mixture is highly recommended for tunnels being constructed in rock mass with little deformation rates.Cement mortar is composed of cement, water, aggregates and sometimes bentonite. Cement controls the principle mechanical property of the mix, which can reach high values of 15-20 MPa in 28 days. The aggregates contribute towards the shear strength and reduce the pumpablity of the mix (Thewes and Budach, 2009). The reduced active systems have a cement content of 50-100 kg/m3, whereas the active system the binder component derives full hydration with cement content of over 200 kg/m3 ."

Jan 1, 2016

By G. E. McCormack

The Development of Water Gel Explosives Water gels are the most recent development in the evolution of commercial explosives. They are replacing dynamite, having proven themselves to be excellent alternatives to this standard explosive. Water gels have steadily displaced dynamite over the past two decades. In 1959, they accounted for only 1 percent of the market they share with dynamite. By 1965, the share taken by water gels had grown to 21 percent. In 1970, it was more than 40 percent, and today it is nearly 70 percent. Black powder, the first widely used explosive, revolutionized mining and quarrying in its day. However, when nitroglycerin dynamite became available about a century ago, it rapidly displaced black powder because it provided greater energy for a given weight, much higher velocity for better rock shattering performance, and water resistance for easy use in wet conditions. During the past 50 years, ammonium nitrate has played a dramatically increasing role in explosives. First, it was used as an ingredient in dynamite, and then as the main component in nitrocarbonitrate blasting agents. About a quarter of a century ago, it began to find use in a simple and inexpensive mixture with fuel oil that has revolutionized the explosives industry and today fills about 80 percent of the requirements for explosives in the U.S., and certainly the bulk of blasting requirements worldwide. Water gels and dynamites share the remaining 20 percent. Water gel explosives based on ammonium nitrate have also been developed during the past quarter century. These explosives contain

Jan 1, 1979

By John F. Shea

When Dick Robbins asked me to give a keynote address, I felt it might be in order to review some of the practices and techniques used in tunneling and work up to some of the concepts now used to mine and construct tunnels. Needless to say, there have been many changes in tunneling technology and also many changes in the Safety Codes controling them. An example of this latter change was the fact that in 1931, my father excavated the Owyhee Tunnel No.5 with gas locomotives. He was able to do it because there was no natural gas in the rock and the ventilation system was designed to free the tunnel atmosphere from powder and exhaust fumes. Today OSHA rules would never permit gas locomotives underground, although there were no incidents on this particular project. One of my first tunnels, as Project Manager, was the Clear Creek Tunnel for the Bureau of Reclamation. Our method of handling muck was the Conway Muckers. This unit was a valuable improvement to the hand mucking of previous generations. The Conway was also used in our Navajo Project, in New Mexico. Unlike the Clear Creek project, where water was one of our main problems - up to 7,200 gallons per minute, at a pressure of 395 pounds per square inch - in the Navajo Tunnel, we had a mixed face which caused a major problem with our support system. In one of the Navajo Tunnels, there was a major cave-in, when the squeezing shale came in during an attempt to strengthen the support system. Although moving shale was not a constant problem, there were areas where the shale was five to six feet above the spring line.

Jan 1, 1976

This publication is designed to be helpful in promoting health and safety in tunneling and related operations. The format has been selected and arranged to provide a condensed guide for safety personnel, inspection and investigative agencies, design and project engineers, and others responsible for the health and safety of workmen. All the precautionary measures recommended are based on actual conditions observed, from investigations of fatal or serious accidents, and from research conducted to find ways and means of alleviating hazards and unhealthful conditions. Many of the recommended rules are included in State laws and in the general safety requirements of the construction industry. Explanatory, descriptive, and qualifying information has been largely omitted in this publication to keep basic data in more useful and compact form. Included in the appendixes are special precautions for gassy (methane atmospheres) tunnels and tunnels where petroleum products are encountered.

Jan 1, 1968

By Mohammad Djavid

The one-pass tunneling pipe jacking method has often been the most schedule and cost efficient method for the pipe line installation. The main challenges in jacking pipes larger than 108 inches and for longer runs are: transportation and logistics, requiring high jacking forces, keeping line and grades, control of ground surface settlement, providing adequate external lubrication, and the potential of damaging the joints and pipe spigots. In recent years, 144" diameter pipes have been jacked for short runs of up to only 300 feet. In this article design and construction of installation of up to 1,000 linear feet run of 144-inch internal diameter, reinforced concrete pipes without intermediate jacking station in Chicago O?Hare International Airport are discussed. The article also presents discussions regarding the subsurface saturated silt formation, shallow cover, dewatering, jacking and receiving shafts, jacking forces, lubrication and settlement data.

Jan 1, 2008

The Earth?s population is approaching 6.6 billion people. More than half live in urban areas. And, as those figures continue to grow, the need to make wise use of the world?s natural resources as well as its living space will also grow. Thus, the concept of sustainable development ? meeting the needs of the current generation while preserving resources for future generations. The use of underground space is only one part of the sustainable development concept. But it is an important one. Tunnels and underground space are environmentally friendly and contribute significantly to sustainable development. But it takes years to plan and build tunnels and other underground infrastructure. And the demand for infrastructure in the world?s mega cities has grown significantly. In December, about 100 people representing several developed and developing nations spent a day at the United Nations (UN) in New York City discussing the future of underground space development throughout the world. The meeting was put on by the UN?s Department of Economic and Social Affairs and the International Tunnelling and Underground Space Association (ITA). The conference was titled ?The Use of Underground Space as an Unexpected Solution for Promoting Sustainable Development.? Its aim was to promote practical solutions to the use of underground space and tunnels as feasible alternatives to promote sustainable development throughout the world. A panel of speakers from government, academia, the UN and the ITA stressed that development is not sustainable without infrastructure. And, as the world?s population grows, there is now an urgent requirement to efficiently plan for the use of underground space to preserve it for the future benefit of mankind. The benefits of the use of underground space are many, they said. Among them: ? Tunnels channel clean water in and waste water out. This promotes health and sustainability worldwide, particularly in developing countries. ? The use of tunnels and underground space helps conserve energy and increases its efficient use ? the use of tunnels cuts commuting time and so saves energy. ? Tunnels, microtunnels and other underground structures promote the more efficient use of space in large cities ? the bulk storage of water, fuel and other goods. ? Underground structures are subject to less stress than surface structures, making them safe havens for natural and man-made hazards, including earthquakes. And, because underground structures are more durable, lifecycle costs are less than surface structures. ? Underground structures promote the multiple use of available land. Land owner-ship at several layers increases land use and provides more usable space. Han Admiraal is director of the Center for Underground Construction in the Netherlands. He said that urban planners need a new vision concerning the use of underground space. Going underground protects historical and archaeological surface facilities, he said. Underground space use can also protect populations located in adverse climates. And sensitive environmental areas on the surface can also be protected from development. In addition to the transportation of people, freight and water, underground development can also store water, as well as provide storage for waste, hazardous materials, carbon dioxide and geothermal energy. The upshot of this new awareness and vision for under-ground space is that its use should be considered before surface development, Admiraal said. And planners and developers are placing more emphasis on underground space development as part of their overall development plans for urban areas. That was not always the case, he said. In the past, underground space was not considered until after the surface space had run out, he said.

Jan 1, 2008

By C. Chope

The Minister for Roads and Traffic's opening speech highlights some of the topics to be covered in the conference with particular reference to the Channel Tunnel, the recent breakthrough of whose service tunnel marked a historic moment three and a half years after passing of the Channel Tunnel Act and which was the first example in recent years of a major transport project entirely privately funded. The Minister also mentioned the building of UK road tunnels, research and development, and the role of UK consultants in the single European market

Jun 13, 1905