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By Christian Maguire

The presence of hydrogen sulphide in sewerage systems leads to severe concrete corrosion. Acid causes breakdown of the concrete matrix, and attacks reinforcement. Older sewer systems under acid attack are often found to be acutely corroded, sometimes after short operational periods. Consequently secondary liners are now almost always used. Polymer concrete is extremely acid resistant and if used in segmental linings can forgo the need for a secondary lining. Combined with fibers and/or GFRP rebar Polymer Concrete can produce a very strong acid resistant lining, saving considerable time in the installation of additional liners. This paper explains the problems and advantages of using Polymer concrete in segmentaly lined wastewater tunnels, addressing areas of design, cost, and programming.

Jan 1, 2008

The purpose of the Lower Lea Valley Cable Tunnel project is to relocate the overhead power lines circuits, which currently cross the proposed site for the 2012 London Olympics in East London. This was the first contract to be awarded as an Olympic project and is on the critical path for the proposed Olympic Park as the construction of the Olympic village, stadium and other venues cannot begin until the tunnels are complete, the cables installed and the overhead power lines removed. The tunnelling works for the scheme include two parallel tunnels between Hackney and West Ham. Each tunnel is approximately 6 km in length. One tunnel is 4.15 m ID and connects the National Grid substations. The other is 2.82 m ID and connects the EDF Energy substations. The tunnels were constructed through mixed ground using four earth pressure balance tunnel boring machines. These were driven simultaneously from two drive shafts within a single site. The 12 km of main tunnels were constructed within a year from start to finish, with completion in June 2007. The shafts range between 6 m and 15 m ID. These were constructed using a combination of caisson sinking and underpinning techniques. Dewatering was adopted to suit the groundwater conditions.Other works include the design and construction of the head house buildings, cable and ventilation culverts, mechanical and electrical (M&E) installations and all associated works. In addition to the above, a further 1 km of tunnel and two shafts were added to the project scope connecting the EDF Energy tunnel to the substation at Bow. These additional works provided further challenges to the project to ensure that these works were constructed within the program constraints for the 2012 London Olympics. This involved refurbishing one of the tunnel boring machines from the main EDF Energy tunnel drives and relaunching the machine to construct the Bow tunnel. The Bow tunnel was constructed within two and a half months, with the tunnel boring machine breaking through in August, ahead of schedule. The main challenge presented by this project is the program constraints. This project outlines the requirement for team work between the client, stakeholders, contractor and designer in order to provide program certainty. A close working relationship between the contractor and the designer is required to provide value engineered, time-saving solutions to mitigate the risks associated with the design and construction program.

Jan 1, 2008

Truck fires in a tunnel can create heat release rates (HRR) significantly higher than 100 MW. Because of a fast spread of smoke and heat the self-rescuing period is shortened significantly. Furthermore, it was experienced that firefighters are not able to approach the fire because of enormous heat and radiation. As consequence, the fire may spread to adjacent vehicles, which is reported for distances of more than 50 m. Tunnels can be damaged severely by fires and the repair works causes long closing time of tunnels. In addition to direct costs for the refurbishment of the tunnel, further economic losses will occur due to the closure time. Conventional deluge systems in Japanese and Australian road tunnels have been known since the 1960s. During the last years the research work was concentrated in the development of more effective and cost-effective solutions based on water mist technology. Orientating fire tests as well as specifications of minimum requirements were carried out within the European research project UPTUN. This basic work was extended by the safety of life in tunnels (SOLIT) research project, funded by the German government. The scope of SOLIT was not only to study the effects of water mist fire suppression systems in tunnels, but also the interactions with other safety systems, such as fire detection, passive fire protection or ventilation. Furthermore, the integration of active fire suppression systems into a holistic tunnel safety system was part of the work program. Within this research project a large-scale fire test program with more than 50 fire tests, including 25 truck fires with a potential HRR of almost 200 MW, was carried out in the test tunnel of San Pedro des Anes (Spain). Furthermore, a two-week testing and training period with the Madrid Fire Brigade was carried out after the SOLIT program. Two fundamental results were achieved during the fire tests:Primarily, water mist systems are able to control the HRR of fires in tunnels, so the atmosphere will be improved significantly. Hazardous effects of toxic smoke on people will be reduced and due to the reduction of temperatures and radiation, a firefighterÆs approach is improved significantly. Furthermore, the fire spread will be hampered and the thermal load on the building structure also be reduced. Secondarily, due to positive interactions with the ventilation system, the effectiveness of a tunnel ventilation system, longitudinal as well as semi-transversal, is increased significantly. Based on the results of the SOLIT research project, a water mist system was applied into several parts of the M30 tunnels in Madrid. As a basic principle the technical equipment and the methodology of implementation comply with the UPTUN 251 guidance, recommending minimum standards for water-based fire suppression systems in tunnels.

Jan 1, 2008

By Mark Rybak

On August, 31, 2006, Tropical Storm Ernesto hit the City of Richmond, Virginia. The Battery Park area was hit particularly hard, as flooding forced an evacuation of the area. A large sinkhole collapsed a sewer line in the Battery Park area, blocking the pipe and causing more serious flooding. This case history describes the fast track design, bidding, and construction of an emergency tunnel to bypass the collapsed sewer. Innovative value engineering, tunneling and shaft sinking methods, and final lining design all contributed to the success of this project. The storm inundated Richmond, Virginia with up to twelve inches of rain in some areas causing widespread flooding and damage. One of the hardest hit areas of Richmond was Battery Park. A major trunk sewer in the Battery Park area collapsed causing local combined sewer and storm-water flooding. The collapsed sewer was an 8'-3" wide by 9'-6" high arch sewer that was constructed in the nineteen twenties and later filled over with municipal solid waste and a soil fill cap to current elevations. A sinkhole was created in the area of collapse approximately sixty feet deep and one hundred feet in diameter causing the existing arch sewer to become blocked. As a result of this blockage contaminated flood waters reached depths in low lying areas in excess of twenty five feet. [ ]

Jan 1, 2008

By R Frew, E Wong, G Ferguson

The Chang Jiang Tunnel and Bridge Project, when completed, will provide a fixed link between ShanghaiÆs rapidly developing Pudong District and Chong Ming Island, situated in the Yangtze River delta. The link includes 7.5 km of bored tunnel from the Pudong to the intermediate Changxing Island from where the link comprises viaduct and a cable stayed bridge. The bored section comprises twin 13.7 m internal diameter segmentally lined three-lane highway tunnels. At its deepest point the tunnel will be 55 m below the river. Cross passages will link the two bores for passenger evacuation. Tunnel boring commenced in October 2006 and is scheduled for completion in mid-2009. The paper describes the key features of the design and construction of the bored tunnel by two 14.53 m diameter slurry TBMs and eight cross passages using ground freezing techniques in alluvial sediments. A decision to include light rail below the road deck was taken after the completion of the detailed design. This posed a number of design challenges including passenger evacuation to the road deck, and the redesign of the low point sumps. The various options considered are discussed together with those adopted for construction.

Jan 1, 2008

By Heiner J. Sander

Stanford University operates the National Research Facility which is located at the Stanford Linear Accelerator Center (SLAC) in Menlo Park, California. In order to improve and allow for enhanced experiments, the current facilities required expansion. A1500 foot long tunnel (20 ft wide by 21 ft high) and a 220 foot long underground cavern (49 ft wide by 32 ft high) were excavated through the Ladera Sandstone formation which is an intermediate geo-material with week rock properties. The overburden between surface and crown of the structures varies from 10 to 80 feet. The underground structures were excavated according to the principles of the NATM (New Austrian Tunnel Method). This paper addresses the challenges that were encountered during the construction phase of the project and how construction issues were resolved mutually by the owner, engineer and contractor. The implementation of geotechnical instrumentation, recorded data and interpretations, soil conditions and behavior encountered during construction are also presented.

Jan 1, 2008

By M. K. McCarter

Surface mining applies to extraction of mineral resources from water and sediments of rivers, lakes, seas, and oceans; from solutions circulating through broken rock and soil; and from rock and soil excavated from the earth. Surface mining is responsible for the majority of mineral production in the United States and a substantial portion of the world?s total production. This section deals specifically with extraction methods which employ mechanical processes in a relatively dry environment to free minerals from the earth. The following section, Section 15, deals exclusively with aqueous methods. With recognition of the importance of reclamation in all activities which temporarily disturb the earth?s ecosystems, it is appropriate to classify mechanical extraction methods as either deferred reclamation or concurrent reclamation. Deferred reclamation is necessary when the shape and logistics of the excavation require that it remain open throughout the productive life of he project. Upon exhaustion of economic reserves, the opening is then reclaimed in a manner consistent with public safety, environmental acceptability, and land use policy. Methods employing deferred reclamation are commonly referred to as open pit or quarry mining. Metallic ores, industrial minerals, and coal are all extracted using open pit methods. Typical examples are provided in Chapter 14.1.

Jan 1, 2008

By Lee W. Saperstien

At the heart of the mining process are a number of basic and fundamental tasks whose regular and repeated performance constitute the mining cycle. As will be discussed presently, these tasks are the basic components of the mining system. Section 9, Production Operations, provides the mine designer and engineer with an understanding of these tasks and with sufficient design principles to allow this person to create an efficient mine system. This section is meant to be an introduction and adjunct to subsequent sections that describe specific mining systems. However, sufficient design information is included here for the independent design of mine systems that may not be described elsewhere or for subsequent verification of existing designs. For the purposes of this section, mining subsumes excavation; thus this material applies to any excavation process. Accordingly, this section is written in general enough terms to include both surface and underground mining. It may be used also for civil engineering excavations that often involve the same steps. Obviously, the actual procedures undertaken in any specific mining system will appear to be very different from those taken in any other system. This is certainly true when comparing surface with underground methods. Yet the fundamental principles are often the same. This segment is written to explicate the basics. Wherever appropriate, the section will suggest the differences between the application process to surface or to underground mining.

Jan 1, 2008

By Clif Kettle

The paper will detail the design and execution of passive and active settlement control measures, the means adopted to overcome the various physical and operational constraints, and to meet specified allowable settlement criteria. The paper will highlight the close integration between the tunnelling and geotechnical contractors, designer, and Client, and demonstrate how particular practical difficulties were overcome by both the design and the construction methods.

Jan 1, 2008

By Morteza Gharouni Nik

Flexible Dilatometer Test (FDT) is one of the in-situ test methods for determining the deformational characteristics of rock masses. In this study, several dilatometer tests have been conducted in different geotechnical phases of site investigations by means of two types of FDTs. The purpose of this paper is comparison of the performance of these two types of dilatometers and analysis of the differences in the results of the tests.

Jan 1, 2008

By W. J. Kogelmann

Roadheaders, also called Boom Miners or Boom-type Tunneling Machines have been in North America since 1968, when first introduced by Willy Kogelmann, the founder of Alpine Equipment Corp. (?Alpine?). Roadheaders were invented in Europe in the late 1940s. Machines with in-line, axial cutter heads were developed in the former Soviet Union. The British Dosco DRCL is based on the Russian PK-3 roadheader. Roadheaders with transverse ?ripper? cutter heads were invented in Hungary (1). The Austrian-made Alpine Miners of VOEST-Alpine, purchased by Sandvik AB, are based on a 1965 Hungarian license. Roadheaders are widely used in the mining and tunneling industries because they can excavate drifts, entries and tunnels with cross sections of any shape and size, can handle mixed faces, work on steep grades, and negotiate tight curves and cross-cuts. A roadheader?s only major limitation is the strength and abrasiveness of rock and minerals to be excavated. This paper covers roadheader selection criteria, improvements in reliability, attachments for flexibility (Multi-Tool Miner), and automated support systems for increased cutting time for increased shift production.

Jan 1, 2008

By Brad Murray

Evaluating the performance of a shielded tunnel boring machine (TBM) can be difficult because the ground cannot be observed directly and in relation to the TBM attitude within the excavation. It is difficult to determine whether performance problems are caused by ground loading, steering issues, fine muck packing against the shield, or migration of annular grout around the shield. The Arrowhead Tunnels Project in Southern California uses strain gauges on its shielded hard rock TBMs to detect shield strains early and correlate them with tunneling conditions, thereby increasing the chances that problems will be correctly diagnosed and addressed to optimize TBM performance. The frequent automatic measurement of shield strain has also been valuable by confirming whether remedial methods used to free the machine after stoppages are effective. This paper discusses the qualitative interpretation of characteristic strain patterns on the Arrowhead Tunnels TBM shields and discusses installation details and special considerations for setting up a strain measurement system.

Jan 1, 2008

By Albert Ruiz

South Coast Water District (District) operates the Beach Interceptor Sewer Tunnel (BIST) in South Laguna, Orange County, California between Mon-arch Beach and Aliso Beach (Figure 1). The 10,424-foot long BIST houses a 24-inch Techite gravity sewer pipeline critical to the District Sanitary Sewer Collection System that conveys 1 MGD of raw sewage to a wastewater treatment plant. The original tunnel was constructed in 1954 and the sewer line replaced in 1974. Periodic inspections by sewer pipeline maintenance crews have documented deterioration of specific intervals of the tunnel within the past few years (Sancon 2003). Rotting timber supports and rock falls in the tunnel as a result of the deterioration were endangering the sewer pipeline. A 50-foot section of the tunnel was determined to be in need of immediate repairs, which were carried out from January to August in 2007. This section was enlarged to a horseshoe shape and lined with shotcrete. The pipe was encased in concrete in the invert of the new enlarged cross section. Hatch Mott Mac-Donald (HMM) designed the emergency repairs, carried out an assessment of the rest of the tunnel alignment, and is currently developing a work plan for rehabilitating the entire tunnel.

Jan 1, 2008

By W. W. Edgerton

Construction projects may be delivered under one contract package or multiple packages divided by discipline, geographic location, or other characteristics. Dividing the construction into contract bid packages is called contract packaging, and is a vital and strategic aspect of effectively delivering tunneling projects. The process of contract packaging considers many factors, including the type of project, location, and owner?s priorities. This paper describes the key facets of the contract packaging process used recently on several tunnel projects, reports, where possible, on the success of the process, and concludes with recommendations for applying this process to achieve the right contract package.

Jan 1, 2008

By Don F. Macfarlane

This paper describes the field application of the NTH fracture classification to rock encountered in the construction of the 9.6 km long, 10m diameter, Second Manapouri Tailrace Tunnel. Excavation of the tunnel was undertaken by TBM between 1997 and 2002, in gneisses, granitic and diorite rocks. The paper outlines an adaptation of the NTH fracture classification used during the geological logging of this tunnel. The NTH fracture classification was primarily applied to assess discontinuity spacing for tunnel support requirement decision-making. The paper includes some general comparison of NTH classes with overall penetration rate.

Jan 1, 2008

By P. J. Doig

The LCLS project at SLAC will allow new insights into material properties, chemical reactions and biological processes. The project includes half a mile of new underground construction. Excavation in weathered rock is by NATM, using AM 50 roadheaders. Construction began in 2006 and is expected to be completed in 2008. This paper details the construction of the tunnels and cavern on the project.

Jan 1, 2008

By M Thomas, S Lambert

The Tugun Bypass Tunnel in Gold Coast, Australia was constructed using diaphragm walls with the top-down cut-and-cover method to allow simultaneous construction of an airport runway extension above the tunnel, whilst excavation of the tunnel continued underneath. The tunnel was built in an environment of high groundwater table and deep deposits of alluvial and estuarine soils with the toes of the walls founded in soil deposits. There was a potential risk for differential settlements to occur between the diaphragm wall panels, caused by the runway fill placed over the tunnel roof during excavation. Dewatering within the diaphragm walls was required to facilitate the construction of the tunnel. The tunnel was also built in an area where environmental considerations were of great importance. Three-dimensional numerical modelling was undertaken to predict the differential settlements of the tunnel with considerations of varying subsurface profile, staged excavation and dewatering, non- uniform surface loading and complex soil-structure interaction. Field instrumentation and monitoring was implemented to confirm numerical predictions.  

Jan 1, 2008

As part of a prefeasibility study being undertaken by Newcrest Mining Limited, the Cadia East Implementation Team has developed an access decline to the proposed underground operation. This paper describes new technologies that have been employed in this development, which include: high frequency drifters that have penetration rates one and a half times that of competitors, ensuring minimal increase in drill time, despite rounds greater than 5.5 m;automated drilling used in conjunction with laser navigation and face pattern design software, which facilitates exact positioning of hole collars, lengths and lookouts for accuracy and repeatability; andemulsion charging that reduces manual handling; has variable string loading capabilities, via its hose retraction system, for perimeter control and reduced fume characteristics. A Six Sigma improvement process was used to support the system change undertaken and demonstrated that development rates improved 60 per cent above the comparable single heading benchmark.

Jan 1, 2008

By Ray Brainard

Treated effluent from the Clean Water Coalition (CWC) member agencies is currently discharged at an annual average rate of 6,570 l/s into the Las Vegas Wash, and is increasing annually. As the effluent flow increases, the nutrient loading of the treated effluent will approach the maximum limits allowed under the current regulations. To manage this flow while maintaining water quality in Lake Mead, the CWC is implementing a 44-km-long conveyance system. This paper discusses the geological and geotechnical aspects of the 13.4-km-long tunneled section through the River Mountains and their effect on design. The tunnel alignment traverses a heterogeneous package of volcanic and sedimentary rocks exhibiting widely variable rock conditions.

Jan 1, 2008

By Alice Arana, David M. Cacoilo, Joel L. Volterra

"To make space for the new South Ferry Station in lower Manhattan, engineers and contractors carved out a new tunnel beneath three operating subway tunnels and tangentially to yet another tunnel. Creating the space required the design and construction of complex temporary excavation support and underpinning systems and the design and installation of real-time monitoring systems. Construction for the new station and tunnel was mainly cut-and cover in a mixed-face area of soil and rock approximately 2,000 linear ft long, 60 ft wide and up to 70 ft deep. Close coordination between the design/build team and the project owner, the Metropolitan Transportation Authority (MTA), was critical.With the construction of this $400 million project, the MTA and New York City Transit (NYCT) are correcting the numerous physical and operational deficiencies of the existing station and improving the lives of millions of commuters. Built in 1905, the original South Ferry Station is on the IRT Broadway–Seventh Avenue Line of the New York City Subway and is the southern terminal of the #1 subway service, which forms a loop to return uptown. The station has a sharply curved single platform on the outside of the outer track of a two track loop. This platform is short and does not allow the rear five cars of a normal 10-car subway train to load or unload. In addition, once the train stops at the station, commuters wait while retractable floor grates bridge the gap created between the platform and the subway car doors, and then they have only one exit from the station. Spray nozzles keep the tracks lubricated to reduce the train wheels’ friction caused by the tight curve. The sharp curvature of the loop and the inability to use half of the subway car doors slow train operation. With the new ADA-accessible station, 10-car trains will be able to open all doors, and additional entrances, escalators and elevators will greatly reduce travel times."

Jan 1, 2008