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By Yves St-Amour, Vince Luongo

This paper will discuss one of the largest construction projects the City of Portland has undertaken. This phase of the Willamette River Combined Sewer Overflow (CSO)project consists of approximately 18,500 ft of tunnel in soft ground, requiring the construction of six deep shafts and jet grout ground improvement. The purpose of the project is to reduce volume of combined sewerage overflows from the drainage areas on the west side of the Willamette River. Bencor-Petrifond-Pacchiosi Joint Venture was awarded a contract to design and construct six deep circular shafts, jet grout ground improvement for three bridges and jet grout ground improvement break-in/outs for some shafts. Of the six shafts the Pumping Station Shaft was the deepest and largest, requiring a permanent ground support system with a deep jet grout ground water cut-off to 335-ft deep. The joint venture used state of the art methods and equipment to achieve its objectives and build the structures through some very difficult alluvial soils to great depths next to the Willamette River. The paper will provide a general discussion of the shaft construction and jet grout ground improvement installed for this phase of the project. It will also discuss some of the technical challenges encountered while effectively managing risk and costs, resulting in a successful project completed in a timely manner.

Jan 1, 2005

By Vince Luongo

"INTRODUCTIONThe West Side Combined Sewer Overflow (CSO) Tunnel Project is located in Portland, Oregon and is part of the Willamette River CSO Control Project. The purpose of the West Side CSO Project is to reduce the frequency and volume of combined sewage overflows from the drainage areas on the west side of the Willamette River using the West Side CSO tunnel as a combined storage and conveyance facility. The sewage is then directed to the Pump Station on Swan Island, which is located on the east side of the Willamette River. From here the combined sewage is pumped through force mains that discharge into the existing Peninsular and Portsmouth tunnels.The West Side CSO tunnel has an inside diameter of 14-feet (4.27m) and is approximately 18,150-feet (5,532m) long. The tunnel slopes at a constant down gradient of 0.0018 from south to north over the entire length of its alignment.The tunnel passes beneath six existing bridges; Hawthorne Bridge, Morrison Bridge, Burnside Bridge, Steel Bridge, Broadway Bridge and Fremont Bridge. The general tunnel alignment follows beneath the Naito Parkway starting at Clay Street Shaft and connecting three other shafts on the west side of the Willamette River, Ankeny Shaft, Upshur Shaft and Nicolai Shaft. It then passes below the Willamette River and on to Swan Island to connect with the Confluent Shaft, which will combine flows from the West Side CSO and East Side CSO (not part of this contract) and then continues to the Pump Station Shaft.The Nicolai Shaft is the primary mining shaft from which two TBM’s were launched to construct the West Side CSO tunnel. The first TBM started mining south and terminated at the Clay Street Shaft. The second TBM started mining north below the Willamette River and terminated at the Swan Island Pump Station Shaft."

Jan 1, 2006

By Jeremy Theys

The Sacramento Regional County Sanitation District (SRCSD) is improving the sewer system in the Natomas area of Sacramento, CA. The Upper Northwest Interceptor (UNWI) system is an ongoing series of tunnel pipeline projects that will provide sewer conveyance for all residents of northeast Sacramento County to the New Natomas Pumping Station, located North of downtown Sacramento, also in the city of Sacramento limits. The New Natomas Pumping Station then carries wastewater flowsto the Sacramento Regional Wastewater Treatment Plant in Elk Grove via the existing Lower Northwest Interceptor. The Joint Venture of Traylor Brothers, inc. and J.F. Shea (TSJV) were awarded the UNWI 1&2 project in late September, 2007. The planned 5.8 km (3.65 mile) construction route for UNWI 1&2 begins at the New Natomas Pump Station and runs north along the East Drainage Canal to the begin-ning of UNWI 3&4 at Bridgecross Drive. UNWI 1&2 includes approximately 5.8 km (19,240 feet) of 3.65 m (144 inch) inside diameter pipe using Earth Pressure Balance Tunneling Methods. The project also includes 16.76 m (55 feet) of 3.04 m (120-inch) diameter interceptor pipeline, twenty three access manholes spaced approximately 305 m (1,000 feet) apart along the alignment, a 2.13 m (84-inch) by 3.65 m (144-inch) transition structure, a 3.65 m (144-inch) by 3.04 m (120-inch) transition structure, and the connection of three existing sanitary sewer lines to the interceptor.

By Yukika Miyashita, Takahiro Inoue, Kenji Namikawa, Masashi Matsumoto, Junichi Koseki, Yoshihiro Terashima

"In order to construct an underground two-layer expressway branch junction structure with a height of 14.7 m and a width of 22.3 m, two shield tunnels in each layer were combined by using a non-cut-and-cover enlargement method in sedimentary soft rock. Before and during the construction work, preliminary analysis, in-situ investigations and laboratory tests were conducted to ensure the construction safety and to evaluate the deformation characteristics of sedimentary soft rock. The construction project was safely executed without any water leakage or collapse of tunnel working face. The predicted results from preliminary analysis were almost similar to the measured values. From the detailed investigation of measured results, it was confirmed that the deformation characteristic of the sedimentary soft rock was observed to a small extent as the ground deformation derived from construction work. INTRODUCTION In recent years, some newly constructed urban expressways in Japan are being planned as underground structures due to the consideration of roadside environment. The construction of such underground expressways is frequently conducted using a shield tunneling, a typical one of non-cut-and-cover methods, to prevent any adverse effect to traffic in arterial roads, operation of nearby commercial establishments, and daily lives of local residents during construction work. For underground urban expressway, the connections with existing road network on ground surface or on elevated sections are indispensable, which require the construction of an underground branch junction with large cross-section. This raises a technical difficulty regardless of the open-cut or non-open-cut construction method."

Jan 1, 2016

By K. V. Lindell

Introduction This paper describes a recent innovation in the design and construction of mine headframes. A reinforced concrete headframe was built by using sliding forms. A concrete headframe of conventional design was originally considered, but investigation of this project showed that it was doubtful if the bearing strength of the soil was sufficient to support the great weight of a structure of this type. In addition, the slope and the fractured condition of the serpentine bed-rock did not permit satisfactory piling. A conventional steel headframe with storage bins was then designed, but, due to the steel situation, delivery promises were set back many months. The concrete headframe was again investigated, and a design was adopted incorporating a circular headframe lower in height than that first considered, with skips discharging into a smaller surge bin. The upper section of the shaft collar was strengthened to result in a stable structure which would be supported by bed-rock, as well as by the concrete and steel lining of the shaft itself.

Jan 1, 1948

By Jamal Rostami, Ataollah Rahbar

"Uma Oya Multipurpose Development Project is under construction in Sri Lanka. This project involves 2 Rolled Concrete Core (RCC) Dams connected through a tunnel currently under construction by Drill and Blast method. The water is transferred from first diversion dam to the 2nd regulatory dam and from which, it will be transferred through a 14 km headrace tunnel to the top of a 650 m deep drop shaft that feeds the high pressure water to an underground powerhouse and turbine chamber for generation of 120 MW of electricity. The Headrace and Tailrace tunnels are being excavated by two 4.4 m diameter double shield TBMs. The headrace tunnel has already passed 5km milestone and is mined in hard rock, while the tailrace tunnel has been completed in rather weak and fractured ground. This paper will review the history of the project along with the geology of the site. The operation of TBM in headrace tunnel will be discussed in more detail, focusing on the challenges of excavating through very strong and abrasive quartzite and gneiss on this site, as well as reaches of tunnel in high inflow of water reaching 400 L/Sec. INTRODUCTION This paper aims to introduce the Uma Oya Multipurpose Development Project (UOMDP) as a hydro mechanical project in Sri Lanka, targeted generating hydro-electric power, transferring water for irrigation purposes and controlling seasonal devastating flood. This project lies in the south-eastern part of the central highland region of Sri Lanka (Figure 1). The main part of the project is located in the south-western part of the Badulla district in the province of Uva. The south-eastern end of the project site is in the central west of the Moneragala district (province of Uva). Bandarawela is the largest urban setting within the project area, located halfway between the upstream and the downstream ends of the planned hydropower plant and combination of dams, tunnels, and downstream facilities. The Multi-Purpose Project Of Uma Oya is planned to convey water from Uma Oya to Kirindi Oya Basin for hydroelectric energy generation includes Puhulpola RCC Dam on the Uma Oya river, Dyraaba RCC Dam on the Mahatotilla Oya river, a conveyance tunnel from Uma Oya to Mahatotilla Oya (L=3750m), a long feeder tunnel from Mahatotilla Oya to Kirindi Oya. The feeder (power) tunnel Lot consists of a headrace tunnel (L=15554m), the surge shaft (L=200m) and tank on the upstream of the vertical shaft, a vertical shaft with steel lining (L=650m), an underground powerhouse and a tailrace tunnel (L=3650m)."

Jan 1, 2016

By Peter van Dijk, Gary Almeraris, Philip Rice

This paper describes the Contractor’s value engineering design and the construction of the Interstate I-90 highway tunnel sections under the South Station railroad yard in Boston, MA for the Central Artery/Tunnel Project, using tunnel jacking and ground freezing techniques. Three tunnel box sections were constructed and installed, with typical cross-sectional dimensions of 11.6 m x 23.8 m, and respective lengths of 50.9 m, 78.7 m and 115.6 m. A 12-compartment concrete shield was built as part of the front of each multi-sectional tunnel box structure. The jacking systems employed consisted of rear and intermediate jacking stations and up to 87 individual jacks, providing a maximum total thrust capacity of 42,300 t. The tunnel alignments pass through a geologic profile consisting of historic fill, which contains remnants of old waterfront structures, building foundations and a forest of 19th century vintage timber piles, underlain by organic sediments and marine clay. Ground cover over the tunnels is in the range of 1.8–7.6 m. The groundwater table is at depths of 1.5–3 m below surface grade. The paper discusses the techniques developed and equipment used to successfully build and install these tunnel box structures with minimal impact on the commuter and long distance railroad operations directly above the tunnel alignments. Figure 1 shows the track area at the I-90 EB and WB tunnels.

Jan 1, 2001

By Arturo Ressi di Cervia

"The Construction of the Thrust Pits for Jacking of the I-90 Tunnel for the Central Artery/Tunnel Project (Part of Contract No. C09A4) in Boston MA was nominated for DFI’s 2002 Outstanding Project Award. In the judging, the project and the specialty subcontractor, Treviicos Corporation, was chosen for a Special Recognition Award. INTRODUCTIONBoston’s Big Dig, as the construction of the underground artery became known, is undoubtedly the largest urban construction project of this century.The Central Artery/Tunnel Project, or CA/T, to call it by its proper name, runs approximately eight miles through the heart of Boston, five miles of which are built underground while maintaining traffic on the elevated existing structure, while at its southern end I-90 is extended to Logan airport under active rail lines, Fort Point Channel and Boston Inner Harbor.Since the alignment of the road closely parallels the shoreline as it existed in colonial times, the cut and cover construction had to contend with substantial portions of filled ground, not to mention existing subway lines, live utilities, building foundations and, last but not least, the irritable Boston drivers and litigious adjacent property and business owners.Consequently, while it is impossible to single out the most difficult or challenging contract, the jacking of the tunnels of I-90 under the live rails of Amtrak certainly will rank high on the list.Never before, anywhere in the world, was an attempt made to jack tunnels of this size: the South Bay Interchange consists of three 78 feet (24 m) wide by 38 feet (11.6 m) high tunnels, the shortest of which is 167 feet (51 m) long. TECHNOLOGYIn order to achieve this engineering feat it was necessary to consolidate the soil under the track to prevent it from moving or settling during the jacking process. After a detailed analysis of the geological profile to be traversed it was decided that freezing was the most suitable method, since it could be applied to the full range of soils present on the proposed alignment."

Jan 3, 2003

By Dan Brown

Improvements in construction equipment and techniques in recent years have made possible the use of drilled shaft foundations in diameters and lengths not previously considered practical or feasible. Many highway bridge and other structures are now routinely founded on drilled shafts which are 2.5 m to 3.0 m (8 to 12 feet) in diameter and extending over 60 m (200 feet) in depth below grade. There are unique challenges associated with constructing such large and deep cast-in-place foundations and engineers should be aware of the special needs associated with site investigation, construction specifications, material requirements, and quality assurance. This paper outlines a number of special considerations for these foundations, along with strategies that may be employed to improve the reliability and quality of large drilled shaft foundations.

Jan 1, 2008

By Dan Brown

Improvements in construction equipment and techniques in recent years have made possible the use of drilled shaft foundations in diameters and lengths not previously considered practical or feasible. Many highway bridge and other structures are now routinely founded on drilled shafts which -are 8 to 12 feet in diameter and extending over 200 feet in depth below grade. There are unique challenges associated with constructing such large and deep cast-In-place foundations and engineers should be aware of the special needs associated with site investigation, construction specifications, material requirements, and quality assurance. This paper outlines a number of special considerations for these foundations, along with strategies that may be employed to improve the reliability and quality of large drilled shaft foundations.

May 11, 2007

By E. Mongilardi

The construction of large underground openings through cohesionless or weak cohesive soils and under the water table in particular, often requires a ground improvement to be done from the surface or ahead of the excavation face in tunnelling problems. To this purpose various injection procedures have been used in the past and new outstanding techniques have been developed recently, such as "jet-grouting", extending the feasibility range. The paper presents a review of basic principles and practical design criteria with particular reference to the newest trends of development. Case histories have been selected within the experience of specialist contractor Rodio Co. showing the variety of problems solved by manifold grouting procedures and layouts, in widely different soils ranging from the sandy-gravelly alluvia of Milan to the soft marine clays of Singapore.

Jan 1, 2010

By Rudy Scarabelli, John R. Wagner

At one time explosives were the only economical means of rock tunnel excavation. Except in relatively long tunnels in the right rock explosives are still the cheapest means of rock excavation where they can be used. Today the most economical means of rock tunnel excavation is increasingly not the choice of the contractor. A good part of our work is for public agencies in urban areas and the public today is increasingly less tolerant of the disruption caused by our efforts. Owners in many cases have to direct their engineers to write specifications which severely restrict noise and vibration levels during construction. Sometimes specifications allow drill-and-shoot for starter tunnels only or even eliminate powder by fiat. Recent advances in the use of explosives such as sequential firing have made blasting more palatable to the public but are not enough in all situations. Thus the roadheaders on construction projects. In recent work I have seen the Alpine Miners, a Paurant Miner and the Robbins Mobile Miners used in several rock formations and now believe this type of equipment has a place in the tunnel constructor's choice of equipment. Rudy and I have not attempted to present a formula for choosing the best alternative excavation method in any given case because, of course, of the variables involved. We have simply tried to describe our experiences on a particular project and hope our observations will be of some value to tunnel constructors.

Jan 1, 1987

By S. Holtermann

Through the process of Riverbank Filtration (RBF), the Louisville Water Company plans to obtain a higher quality source of water for their B.E. Payne Water Treatment Plant (WTP) by means of four collector wells located in the alluvial aquifer along the bank of the Ohio River. The collector wells are connected to a 2,850 L/s (65 mgd) pumping station by a 2,362 m (7,750 ft) long, 3 m (10 ft) finished diameter tunnel located in limestone and shale bedrock, which is approximately 45 m (150 ft) below the surface. High tunnel boring machine (TBM) production rates were achieved in this moderately weak bedrock; most of the tunnel only required support in the crown. An unanticipated water-bearing fault and unanticipated ground behavior proved challenging and required quick thinking to minimize impacts to construction. Tunneling conditions are discussed in detail, together with the methods used for overcoming the groundwater and ground behavior challenges. The tunnel is expected to be completed in April 2009.

By Yifan Ding, Shemek Oginski, Patrick Finn

The Manhattan section of the New York Water Tunnel No. 3 constructed by the Schiavone/Shea/Frontier-Kemper Joint Venture is a $668 million project. The contract includes a tunnel drive of 8.85 km (29,045 feet), tunnel lining of 14.77 km (48,468 feet)and construction of nine shafts ranging in depth from 143 m (469 feet) to 169 m(555 feet). Construction methods for excavation of the shafts are presented including raise bore, ground freezing, soil excavation, blasting, slashing, muck handling, rock support and shaft final concrete lining.

Jan 1, 2007

By Robert Walker

The win theme of this session is Unique Material Handing Systems. The theme was selected because of two major factors. 1. Accomplishments of unique character manage to attract interest regardless of their age. 2. There is much to be learned from pioneering efforts of the past as they are the stepping stones to technological development. Thus, 2-1/2 years after completion, the engineering feat of Oroville Dam still looms large let us take a close look at this project to see what made it unique. To begin with, it established a number of firsts: At 770 feet it was the highest earth fill dam in the world. At $121 million dollars, it was the largest ever United States construction project (Civil). At 80 million cubic yards it had the largest earth volume of any dam in the world. The extensive use of belt conveyors for this application had never before been tried. The use of a high capacity bucket wheel-excavator with shiftable belt conveyors had never before been utilized as a con¬tractor's tool. The principal of the "integral train" was applied most effectively whereby up to 220,000 tons of material-was transported daily some 14 miles. To achieve optimum economics a number of technical breakthroughs were necessary. The suppliers of major commercial components worked hand-in-hand with system engineers to develop new machinery necessary for the highly mobile characteristics of the systems, viz., single pulley drives delivering 2000 horsepower, 1000 horsepower right-angle shaft-mounted reducers, across the line starting of 1000 horsepower squirrel cage motors, 10 miles of steel chord conveyor belts with belt tensions up to 150,000 pounds, aircraft-type disc brakes, hydraulic take-ups, train loading at a rate of 25,000 tons per hour, automatic train indexing for rotary dumping at 10,000 tons per hour, roll-over car dumping without uncoupling cars, shifting 7500 ft. long conveyors up to 300 feet laterally without disassembly. These are some of the superlatives that have made the Oroville Dam project unique. The measure of its success is demonstrated by the results.

Jan 1, 1970

By Alejandro Sanz Garrote, Juergen Laubbichler, Fernando Triana Gracian, Paz Navarro Gancedo-Rodriguez, Andreas Feiersinger

The Combined Sewage Storage Tunnel (CSST) is part of the Ottawa River Action Plan and will greatly reduce the frequency of sewage overflows into the Ottawa River during storms. The project consists of the design and construction of two TBM tunnels running EastWest (EWT) and NorthSouth (NST) along 6.2 km in total, and multiple shafts and support buildings. Contractor Dragados Tomlinson JV (DTJV) was awarded the 169 million CAD construction contract in 2016 and the CSST will be in operation in 2020. Dr. Sauer & Partners (DSP), supported by Intecsa-Inarsa, was responsible for the detailed design of the precast concrete tunnel lining as well as the geotechnical risk management program. This paper addresses TBM selection, critical tunnel sections, geotechnical risk management and rock mass grouting as a geotechnical risk mitigation measure. Successful collaboration of Owner, Owner’s Engineer, Contractor and Contractor’s Engineer led to a safe and cost-effective design and construction

Jun 13, 2021

By Earl M. Woodward

INTRODUCTION Kerckhoff-2 is a 140 MW underground hydro-electric project designed and owned by Pacific Gas and Electric Company and constructed between May, 1980 and May, 1983 by Auburn Constructors. The project is located in the western foothills of the Central Sierra Nevada Mountains, about 30 miles northeast of Fresno, California, and develops the power potential of the lower San Joaquin River and its tributaries between the existing Kerckhoff and Millerton Lakes. The Kerckhoff-2 Project consists of project roads, adits, and access tunnels, service tunnels, power tunnels, powerhouse, tailrace tunnel surge shaft, buss shaft, intake structure, discharge structure, and switchyard. In the 1920s, the Kerckhoff 1 project, consisting of a dam, reservior, tunnel, and 34 MW powerhouse, was built in the same general area as Kerckhoff-2. The tunnel was constructed by conventional methods, and was left unlined. In time, other projects were built upstream, allowing the flow of the San Joaquin River to be regulated. The Kerckhoff 2 project is designed to harness that regulated flow, providing an additional 140,000 ON of power. Kerckhoff 2 will be the primary power plant; Kerckhoff I will produce power whenever the flow rate exceeds 4,800 cubic feet. The new power tunnel is built along the east side of the San Joaquin River between Kerckhoff and Millerton Lakes, parallel to the existing tunnel but extending approximately one mile further downstream.

Jan 1, 1983

By D. E. Piggott, B. E. Hartmann

The thought of constructing an intake shaft five miles from the shore and 142 feet below the surface of Lake Huron from the bottom up sounds like a questionable venture. Why would one want to raise a shaft from the bottom at the end of a 16 foot diameter, six mile long tunnel to within six feet of the bottom of Lake Huron? The answer lies in the fact that Lake Huron is seldom a tranquil lake. The construction period and workable days from the surface are limited. Two previous attempts to construct this intake shaft by conventional means had been thwarted by lake storms. These approaches were circular sheet-piling cofferdams with the intention of sinking a 30 foot OD, five foot wall thickness concrete casing in the center. However lake storms, particularly in the months of November and December, proved disasterous. The last attempt was halted in December 1970 when three of the seven circular cofferdams on the north side were destroyed by pounding waves. Then, due to the nature of the technical difficulties and limited construction schedule time, it seemed desirable to devise a way in which construction could proceed without being too lake-sensitive. Obviously, if men could work from the tunnel and proceed upward toward the bottom of the lake, not having to worry about the soil collapsing and bringing the lake in on their heads, the construction would be unimpeded by adverse weather. The answer to this, however, required techniques beyond the ordinary. Approximately two years previous to the start of this shaft, nine shafts had been efficiently constructed on the same project site

Jan 1, 1974

By Hendrick A. D. Kirsten, A. Clayr Alexander

Stillwater Mining Company is currently developing a second underground palladium and platinum mine approximately 21 km (13 miles) west of their existing Nye operation in the Bear tooth Mountains of southern Montana. Portals for the two access tunnels required at the new site were excavated in limestone talus to accommodate4.6 m (15 feet) diameter tunnel boring machines. A review of the technical design, field conditions and construction of the portals is presented.

Jan 1, 2001

By Charles E. Mergentime, J. Marshall Dean

Mergentime/Loram's extension of the Washington, DC Metro Subway System includes construction of dual 1,770-foot tunnels in soft ground, a crossover structure, a fan structure and pumping station, and other related work. This paper describes the overall construction requirements of the Contract, including subsurface conditions; Mergentime's value engineering of the tunneling and compressed air contract requirement; selection of the tunnel boring machine and backup equipment; installation of the compressed air plant; the manufacture, use and evaluation of the tunnel liners; and the tunneling performances during construction of the first tunnel.

Jan 1, 1985