Search Documents

By Brian Garrod

Increasing use of pressurized-face tunnel boring machines in North America has produced a similar increase in the application of precast concrete tunnel linings. Where a pressurized TBM is needed, immediate ground support and ground water pressure resistance is also required. A segmental lining installed within the TBM tail shield provides the only available means of providing such a sealed lining. This paper addresses new developments in North America in lining applications and design. For the purposes of this paper, a precast concrete tunnel lining is defined as a tunnel lining constructed using precast concrete segments that are assembled into a lining ring. The lining rings are connected adjacent to each other to form a tunnel lining. Each segment has a sealing gasket around it so that when the lining is completed, it provides a fully waterproof lining system. The ring is erected within the tail shield of the TBM and the annular gap around the ring is filled with grout as the machine moves forward. The ring is not expanded and normally provides the finished lining of the tunnel with no requirement for a second pass lining. The TBM has a series of hydraulic rams that push on the leading edge of the segmental lining to provide the sole system of forward propulsion for the machine. The rings are tapered, being longer on one side than the other. This allows the rings to be installed either on a curve or in a straight line depending on the rotational position of the rings.

Jan 1, 2008

By Keith Schaeffer

This paper presents a history of the planning, engineering and construction completed for the railroad tunnel crossing part of the West Elizabeth Avenue Storm Drainage Project, undertaken to relieve flooding within the West Elizabeth Avenue area in Linden, NJ. The Railroad Crossing Contract is part of the larger Linden Drainage Improvements Project consisting of a new gravity storm sewer system. The improvements are required to provide additional storm drainage for the City of Linden and the Merck Pharmaceuticals manufacturing facilities in the City of Linden.

Jan 1, 2008

By Irwan S. Halim

For tunnels in horizontally bedded rock, geologic factors affect the selection and design of the initial supports, including the rock propensity toward parting along bedding and the resulting high potential for rock slabbing during excavation. To evaluate this ground behavior, numerical analyses and results with Mohr-Coulomb, Hoek-Brown, and Ubiquitous Joint constitutive models were used, using the Upper Rouge CSO tunnel in Detroit, Michigan as an example. The different rock models and other geologic considerations are shown to impact the selection of the tunnel initial support and design. This paper emphasizes the appropriate selection of an analytical model based on the site specific geology to achieve an optimum initial support design.

Jan 1, 2008

Tunnelling under squeezing ground conditions poses significant challenges. There are fundamental differences in the choice of support for mining as opposed to civil engineering. This paper reviews ground support strategies that have been used to control large deformations in mining excavations based on field data from five different mines in Australia and Canada. Recommendations are made for improved ground control strategies in squeezing rock conditions.

Jan 1, 2008

EnergyAustralia is a state-owned corporation in the state of New South Wales, whose responsibility includes ownership and management of an electricity distribution network. Expansion of the high voltage distribution network in the Sydney central business district (CBD) includes the requirement to run an additional five 132 kV feeders over 1.7 km from south of the CBD to a new 132 kV substation in the northern section of the CBD. A driven tunnel is currently being excavated in Sydney sandstone beneath Darling Harbour to contain the new 132 kV feeders. Tunnel construction methods involve both roadheader and tunnel boring machine (TBM) excavation. This paper describes the design development of the cable tunnel, discusses the use of a geotechnical baseline report as an integral part of the contract documentation and provides an update of the current construction works.  

Jan 1, 2008

By James Rowland, Richard Mainiero

When most people think of explosives transport they think of a hazardous operation. We all know that we aren’t allowed to transport explosives through tunnels and are discouraged from traveling through heavily populated areas. Popular opinion suggests that explosives transport is a very risky operation. The authors decided to look into this a little more thoroughly and found just the opposite to be true.

Jan 1, 2008

By Moussa Wone

The Washington, DC Water and Sewer Authority (WASA) has implemented facility planning for the Anacostia River Projects portion of a program to bring its Combined Sewer System (CSO) into compliance with federal water quality regulations by 2025. The program includes approximately 19 kilometers (12 miles) of deep CSO storage/conveyance and flood relief soft ground tunnels, construction, vortex drop, overflow, maintenance and air release shafts, as well as near surface diversion structures and conveyances. The Project encompasses major technical and non-technical challenges including completion under a federal consent decree schedule, construction within the confines of heavily developed urban areas, difficult ground conditions, major infrastructure crossings, and close coordination with several major public agencies. This paper discusses the planning stage considerations related to the geotechnical investigation program, discusses obstructions that influenced alignment selection, and provides two examples of preliminary estimates of settlement induced ground movement due to the tunnel and shaft construction.

Jan 1, 2008

By Minoru Kawamura, Shinya Tanaka

In Japan, a cartridged emulsion explosive is generally used for tunneling. The workers are compelled to approach the face on charging the explosives into the drill hole with the tamping rod. Therefore, the workers are exposed to the risk of the disaster with the cave-in and the falling rock. The mechanization of the tunnel work has been advancing gradually. Especially, the development of the mechanization for charging work is desired in order to avoid the risk of disaster on workers. Recently, some charging machines such as the bulk emulsion explosives have been evaluated. However, a universal method has not been established yet, because the evaluated machines were not adequately suited from the point of the regulations and the consumption style of explosives.

Jan 1, 2008

By David Young

This paper presents tunnel design considerations for the SR75/282 Transportation Corridor Project in Coronado, California. The project is managed by the City of Coronado in cooperation with Caltrans and the US Navy and may include a one-mile long twin-tunnel section with two options: a 36.5 foot diameter twin-bored tunnel or a twin cut-and-cover box. The alignment crosses the Coronado Fault, and design provisions were needed at the fault crossing to maintain life safety and prevent rapid inundation of the tunnel in the event of fault rupture. These provisions are discussed along with considerations related to liquefaction and ground shaking. The project is currently in the planning stage with construction to start around 2012.

Jan 1, 2008

By Doug Harding

The Niagara Tunnel Project (NTP) is a 10.4-km- (6.5- mile-) long, 14.4-m (47.5-ft) bored tunnel that will run under the city of Niagara Falls from the Upper Niagara River to the Sir Adam Beck power station. The completed project will enhance the capacity of the Sir Adam Beck power station by adding 500 m3 /sec (17,657 cu ft/sec) of water through the tunnel. The project uses the world?s largest hard-rock tunnel boring machine (TBM) at 14.4 m (47.5 ft) in diameter to excavate the tunnel. Features of the project include the use of a high performance (HP) main beam TBM, state-of-the-art ground support and tunnel logistics systems. A continuous conveyor is used for muck transport from the TBM to the disposal area In June 2004, the Ontario government announced that Ontario Power Generation (OPG) had been given approval to proceed with the third tunnel under the city of Niagara Falls ? the first two tunnels were constructed in the 1950s using drill-and-blast techniques. The third tunnel, appropriately named the Niagara Tunnel Project (NTP), consists of a 10.4-km- (6.5-mile-) long TBM-bored, concrete-lined tunnel with a finished diameter of 12.5 m (41.1 ft). In August 2005, OPG the selected of Strabag of Austria, one of the largest construction companies in Europe, as the contractor to build the NTP at a price of C$600 million. In September 2005, Strabag selected The Robbins Co. of Solon, OH to design, manufacture and deliver a new 14.4- m- (47.5-ft-) diameter high performance, state-of-the-art main beam hard rock TBM to be used in the excavation of the tunnel. To meet the aggressive construction schedule as requested by OPG/Strabag, the TBM needed to be sup-plied as ready-to-bore within a 12-month period after the contract was awarded to Robbins.

Jan 1, 2008

By M Grinceri

The New MetroRail City Project was completed in 2007 in Perth, Western Australia. The project included construction of two underground stations, twin bored rail tunnels of 1.4 km combined length and cut-and- cover tunnels and dive structures of about 1 km total length. It is the first major underground construction project within the Perth central business district (CBD). This paper provides an introduction to the project and describes the geology and hydrogeology of the area. Ground conditions varied significantly along the alignment from soft estuarine muds in an area of reclamation to very dense cemented sands and very stiff to hard clays. Deep foundations for the project extend down into the bedrock below the CBD, a Tertiary siltstone/sandstone. Key geotechnical hazards encountered during the project are discussed. The building protection methodology on the project is described, including damage assessment, condition surveys, monitoring and protection of key structures.

Jan 1, 2008

By James G. McKelvey

Owners have seen several major tunnel projects in recent years fall victim to a general reduction in the number of bidders as well as an erratic range of pricing. It should be noted though that this is not a universal trend and some projects have seen good competitive bids. Contractual terms and conditions are an important factor in attracting good competition. The Front End documents of tunnel projects have come under increasing scrutiny as tunneling contractors in the U.S. industry are looking much more closely at their risk exposure in the contract terms and conditions. Considering the amount of tunnel construction work upcoming in North America, it is important that General and Special Conditions are put together in a way that provides a reasonable basis to execute the Contract and also provide a fair, balanced and swift way to resolve disputes.

Jan 1, 2008

By Thomas V. Falkie

In bygone days, the mineral engineer spent most of his/her time on the technical aspects of designing, building, and managing mineral operations. In the last few decades, mostly since the 1960s, increasing amounts of engineering man power and time are spent dealing with federal, state, and local government agencies, laws, and regulations. It is not possible to plan, design, build, or operate mines, mills, smelters, or even office buildings without detailed consideration of government regulations and permitting requirements dealing with environment, worker health and safety, etc. The four chapters of this section provide an overview of the social, legal, political, environmental, and health and safety aspects of mineral enterprise. The section sets the stage for the working engineer/geologist in industry, government, consulting, or academe and points the direction for more detailed study in each of these areas.

Jan 1, 2008

By Clay Haynes

In 2005, Black & Veatch Corporation began designing a raw water conveyance system for San Luis Obispo County from Lake Nacimiento to the city of San Luis Obispo. The first element of the water transfer system will be a raw water pump station and lake tap. The wet well of the pump station will consist of a concrete lined shaft approximately 180 feet deep constructed in the very incompetent sandstone of the Vacqueros Formation. The lake will be wet tapped at approximately 172 feet below grade using a slurry earth pressure balance tunnel boring machine. The 48 to 72-inch finished diameter microtunnel will be approximately 500 feet in length. Construction is scheduled to begin in the winter of 2007.

Jan 1, 2008

By Günther M. Volkmann

Continuous developments in tunneling require knowledge transfer between designers and suppliers to optimize the application of support systems. This collaboration allows the designer access to the latest research results, technical innovations, and support specific measurement techniques as well as the supplier?s experiences on recent projects. Project specific requirements determine the information that can be used to increase support system efficiency, advance rate, degree of safety, or decrease costs. This cooperative effort results in not only an unambiguous tender document, but also an optimized design with reduced risk that is coordinated with safe and high performance construction techniques. This paper will address the benefits of an early collaboration to both the design and the specifications in the tender document by using the A3 Hindhead project (UK) as an example.

Jan 1, 2008

By I. Ocak

The modulus of elasticity of rock material (Ei) is an important rock property that is used as an input parameter in the design stage of engineering projects such as dam and tunnel constructions, mining excavations, and so forth. However, determination of the modulus of elasticity is sometimes difficult to obtain by laboratory tests because high-quality cores are required. For this reason, empirical methods for predicting the modulus of elasticity of rock material have been popular research topics in recently published literature. In this study, the relationships between the uniaxial compressive strength (UCS), unit weight (?) and modulus of elasticity for different types of rocks were analysed by using 177 data obtained from laboratory tests carried out on cores obtained from drill holes within the area of the Kadiköy-Kartal Metro line (Istanbul, Turkey). Keywords: Kadikoy?Kartal Metro, uniaxial compressive strength, unit weight, estimating the modulus of elasticity.

Jan 1, 2008

By B Besa

Australia is a world leader in the design and operation of mines accessed by the decline method. Literature indicates that a number of metalliferous underground mines using the decline system are also increasing steadily. This increase has generated a great deal of interest in underground haulage systems in future due to the huge costs involved in the development of declines. Studies have also shown that the current method of accessing orebodies by the conventional decline method has proved to be expensive, especially for narrow vein deposits. This is because decline development costs are influenced by mine planning and design parameters as well as available haulage systems that the mining engineer can choose from. The current access method suggests that more waste material is being extracted because of the size of decline openings adopted (5.5 mW and 5.5 mH). Also the conventional 1:7 decline gradient and turning radius of 20 m makes decline lengths, as well as the duration of development, excessively longer. This paper discusses results of a mine design case study with monorail technology as a method of accessing and developing the decline. The proposed system is economical, has high advance rates and offers a significant reduction in capital expenditure. The study compares costs, development metres and the duration of decline development using the monorail system with the conventional (truck haulage) access method. Results obtained indicate that the monorail technology has the potential to reduce the decline length by over 62.6 per cent and decline costs by 63 per cent for the case study. The monorail system also reduces the total capital development costs by 22 per cent for the same case study. Due to rapid development resulting from increased advance rates and the shorter decline length coupled with smaller decline openings, the time to access the deposit reduced by 71.8 per cent. This case study demonstrates that the economics of narrow vein deposits can be improved significantly by using the monorail system of decline development.

Jan 1, 2008

By F. Hassani, R. Mikaeil, B. Ferdowsi

Two analytical solutions for estimating the ovaling deformation and forces in circular tunnels are widely used in engineering practice, due to soil-structure interaction under seismic loading. This paper discusses the discrepancy between the two analytical and finite difference methods. A comparison of the two analytical methods shows that the calculated forces and displacements are identical for the condition of full-slip between the tunnel lining and ground. However, the calculated lining thrusts differ by an order of magnitude when considering no-slip between the tunnel lining and the ground. The analytical solutions are compared to numerical analyses of the no-slip condition using the finite difference method to validate which of the two methods provide the correct method. To achieve the goal, numerical modelling, field data of the Kuhin railway tunnel and Manjil earthquake characteristics are used. Numerical analysis results agree with one of the analytical solutions that provides a higher estimate of the thrust on the tunnel lining, thus highlighting the limitation of the other analytical solution.

Jan 1, 2008

By Peter de Kort

Tunnels in urban areas generally require deep excavations in soils under the groundwater table. In The Netherlands uplift loads are generally taken by piles installed into dense sand layers, which are hard to penetrate. To avoid nuisance and damage to the environment, piles often need to be installed using vibration free methods, which also have the advantage of low noise levels during installation. Drilling piles and obtaining a high uplift resistance is a contradiction in itself. Franki has adopted several installation methods based on the injection of grout during drilling and/or post grouting to overcome the difficulty of hard layers. This report presents two projects, situated in Rotterdam and Sneek, where vertical tension piles in floors, subject to high uplift loads, have been used. It also explores a project in Zeebrugge (Belgium), where tension piles are installed at an inclination of 1:1 to anchor a diaphragm wall for a quay construction. Test results presented in this report show, that vibration free and soil displacing piles can be installed in very dense sand layers and that a high uplift resistance can be achieved. It is also shown, that a variety of installation methods is available, even in limited space.

Jan 1, 2008

According to the Australian Bureau of Statistics, fatalities from road transport accidents represented an average of over 97 per cent of all transport related accidents between 1997 and 2002. With increasing traffic density, tunnels are becoming a more viable means of providing alternative travel routes to ease areas of congestion in the road transport network. However, unlike open road conditions, a fire incident in the confined space of a tunnel environment may impact upon many users that are remote from the incident location. In this context, designing for an appropriate level of safety in tunnels is therefore an important consideration for achieving consistency in the life safety measures for users of the road transport network. Unfortunately, like fire safety engineering design for buildings, there are presently no clear measures in the design processes to assess the adequacy of the design in terms of attaining the level of safety implicated in the design objectives. This is partly due to the indeterminate nature in which the design objective or the level of performance measure is stated û the intent of the objective is relatively clear but the measure of it is not. Another reason is the lack of a standardised procedure for determining the critical design variables affecting life safety. This is important to ascertain consistency in the use or adoption of the important parameters for design. This paper looks at the processes involved in the fire engineering design of road tunnels that are currently practised. A review of the design processes for fire safety in road tunnels is provided, which includes the range of fire scenarios in a tunnel environment, the traffic flow and composition, the relevant fire protection systems, the ventilation and smoke control system, the egress provisions and the benefits of incorporating fire brigade intervention. A simplified risk assessment approach is developed for a typical road tunnel to assess and evaluate the impact of a range of design parameters on life safety. Using a sensitivity technique, the important variables are then identified and means of reducing design variations associated with them are recommended. The technique may be further refined for use in the development of codes or guidelines in order to develop a suitable means of deriving more consistent design values, and hence achieve better consistency in the overall level of safety in the design.

Jan 1, 2008