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By G. Sauer

"More Skill is needed to avoid rather than to handle heavy ground loads." This finding, from a tunneling engineer of the nineteenth century, is still relevant today with all advanced sequential excavation and support methods available whether they are applied in the vertical or horizontal direction. Balanced contractual agreements and documents are important since they provide the spirit and climate at the site. This article aims to describe the means and measures for 'hand mined' shaft and tunnel support as they are available today. Some special construction elements and methods with a perspective in recent developments in order to avoid getting stuck in conservatism are presented as well. If we don't allow new methods, means and measures we may end up with the famous quote "Only women who have already proven they are able to give birth to a healthy baby are allowed to become pregnant!"

Jan 1, 2003

By Stephen Slot Odgaard, Simon D. Taylor

Phase One of Copenhagen Metro opened on October 19th, 2002 and is already a great success. 11 stations are open and Phase Two with 6 additional stations will open during 2003. Phases One and Two include 21 km dual track, whereof 10 km is in tunnel. 17 stations (six deep, three shallow, and eight above ground) will service passengers with trains running at 90 seconds intervals. This paper will discuss the various aspects of the Metro, where construction methods include TBM bored, NATM, Cut & Cover, Secant Piles and Diaphragm Walls.

Jan 1, 2003

By John Waggoner, Steve Klein, John Townsend, Jay Arabshahi

The Riverside Badlands Tunnel is a 13 km (8 mile) long segment of the Inland Feeder Project. This 3.65 m (12 ft) finished diameter water tunnel presented many challenges that had to be overcome to take the project from concept to reality, not the least of which were the diverse ground conditions. Construction of the tunnel was carried out by a single tunnel boring machine (TBM) in one tunnel drive. The project is considered a success due to the accurate baseline established for the ground conditions; the approaches used to mitigate adverse conditions; and the appropriate use of TBM excavation methods, which achieved rapid advance rates despite the challenging ground conditions.

Jan 1, 2003

By V. Labiouse, R. Gärber

The paper aims at clarifying the up-to-now misappreciated role taken by pore water on the design of deep tunnels in saturated porous media. Numerical simulations with a non-dimensional FEM-model emphasise the influence of pore water characteristics (in situ pressure and compressibility) and boundary conditions (lining permeability) on the short and long term underground-structure equilibrium states. These results cannot be achieved by means of monophasic total stress analyses. Dieser Beitrag untersucht den Einfluss des Porenwassers auf die Dimensionierung von tiefen Tunnelbauwerken in wassergesättigtem Untergrund. Numerische Simulationen mittels eines dimensionslosen FEM-Modells betonen den Einfluss der Porenwassereigenschaften (in-situ Druck und Kompressibilität) und der hydraulischen Randbedingungen (Tunnelausbaudurchlässigkeit) auf Kurz- und Langzeitverhalten des Untergrund-Ausbau Gleichgewichts. Diese Ergebnisse können nicht ermittelt werden anhand von Einphasen- und Totalspannungsmodellen. L’article s’intéresse au rôle méconnu de l’eau interstitielle dans le dimensionnement de tunnels profonds creusés dans des milieux poreux saturés. Des calculs adimensionnels par éléments finis soulignent l’influence des caractéristiques de l’eau interstitielle (pression in situ et compressibilité) ainsi que des conditions aux frontières (perméabilité du revêtement) sur les équilibres court et long terme de l’ouvrage. Ces résultats ne peuvent pas être obtenus par des calculs en contraintes totales.

Jan 1, 2003

By Joel Nonnweiler, Galen Samuelson Nagle

The Sacramento Regional County Sanitation District (SRCSD) has undertaken an interceptor expansion program to meet future wastewater needs associated with projected growth over the next 20 years. The Lower Northwest Interceptor (LNWI) will include over 17 miles (27 kilometers) of pipeline including 14 miles (23 kilometers) of dual force main ranging in size from 54- to 60-inch (137- to 152-centimeter) diameter and 3 miles (5 kilometers) of 120-inch (305-centimeter) diameter gravity pipeline. The estimated capital cost for the program is $331 million, with approximately $236 million in construction cost (as of November 2002). The project includes 4,700 feet (1,433meters) of tunnel including 2 crossings of the Sacramento River and one crossing of the Barge Canal, and 11 other smaller tunnel crossings beneath various creeks, sloughs, highways, and railroads. Preliminary design of the tunnels for the LNWI are discussed in this paper. The overall purpose of the preliminary design was to sufficiently define the project to allow planning level cost and schedule estimates to be performed. There have been changes to the project during final design including pipe sizes and configurations, tunnel and pipeline lengths and anticipated flows. This paper addresses only the preliminary design of the LNWI tunnels. Final design issues and changes made since completion of preliminary design are not addressed in this paper.

Jan 1, 2003

By S. M. Spottiswoode, Linzer. L. M.

We report on further progress in improving seismic locations by using the so-called double-difference method (Spottiswoode and Milev, 1998 and Waldhauser et al., 1999). Double-differences are obtained either using picked arrival times or various measures of time differences obtained from waveform pairs. The double-difference method provides for much improved relative locations by reducing the effect of the errors in the wave velocity of ray paths between each event and each geophone. Further improvements are obtained by using known locations, such as blasts. One of the difficult problems that we have overcome is that of finding the best “weights” for the time corrections. Experience obtained in relative moment tensor inversions by Andersen (2001) suggests that use of median corrections is both more stable and more accurate, even while the locations of the individual events is based on weighted least-squares minimization. A hybrid location program with known reference events has been developed. Tests on a synthetic data set gave relative locations that were much less widely spread than the absolute locations. The use of known event coordinates (blasts) moved the relative locations back towards the real locations. These results are confirmed in preliminary analysis of data from a mine. The absolute locations are adjusted using blast events restricted to the line of tunnel development. Inter-event distances are distributed in a power-law fashion that suggests that the relative location accuracies are improved by a factor of three or more. Nous rendons compte des progrès faits dans l’amélioration des locations de séismes en utilisant la méthode appelée de double- différence (Spottiswoode and Milev, 1998 et Waldhauser et al., 1999). On obtient les double-différences soit en utilisant des temps d’arrivée choisis soit des mesures variées de différences de temps obtenues de doublets de forme d’onde. La méthode de double-différence fournit des locations relatives très améliorées en réduisant l’effet des erreurs dans la vitesse d’onde des trajectoires de rayon entre chaque évènement et chaque géophone. D’autres améliorations sont obtenues en utilisant des locations connues, telles que les coups de mine. Un des problèmes difficiles que nous avons surmontés est celui de trouver les meilleurs coefficients de pondération pour les corrections de temps. L’expérience obtenue dans des inversions de phases tensorielles relatives par Andersen (2001) suggère que l’utilisation de corrections médianes est à la fois plus stable et plus exacte, même lorsque la location des évènements individuels est basée sur minimisation pondérée de moindres carrés. Nous avons développé un programme hybride de location avec des évènements connus pour référence. Des tests sur des données artificielles ont donné des locations relatives qui étaient beaucoup moins étendues que les locations absolues. L’utilisation de coordonnées d’évènements connus (coups de mine) a ramené les locations relatives vers les locations réelles. L’analyse préliminaire des données d’une mine a confirmé ces résultats. Les locations absolues sont ajustées en utilisant des évènements de coup de mine restreints à la ligne du développement du tunnel. Les distances entre chaque évènement sont distribuées comme par loi exponentielle ce qui suggère que les degrés d’exactitude des locations relatives sont améliorés par un facteur de trois ou plus. Wir berichten über einen weiteren Fortschritt, die seismische Positionen unter Verwendung der zu sogenannten Doppel-Unterschied-Methode (Spottiswoode und Milev, 1998 und Waldhauser et al.,1999) zu verbessern. Doppel-Unterschiede werden entweder mit ausgewählten Ankunftszeiten oder verschiedenen Messungen von Zeitunterschieden erreicht, die von den Wellenformpaaren erhalten werden. Die Doppel-Unterschied-Methode liefert viel verbesserte relative Positionen unter Verringerung der Auswirkung von Fehlern in der Wellengeschwindigkeit von Strahlengängen zwischen jedem Fall und jedem Geophon. Weitere Verbesserungen werden erreicht, indem man bekannte Positionen, wie Sprengungen verwendet. Eines der schwierigen Probleme, die wir überwunden haben, ist jenes des Findens der besten "Gewichte" für die Zeitkorrekturen. Die Erfahrung, die in den relativen Momentspannerumkehrungen von Andersen (2001) gewonnen werden bietet den Schluß an, daß der Gebrauch von mittleren Korrekturen beständiger und genauer ist, sogar wenn die Positionen der einzelnen Fälle auf der bewerteten Reduzierung der Methode der kleinsten Quadrate basiert. Ein hybrides Positionsprogramm mit bekannten Bezugsfällen ist entwickelt worden. Tests auf einem synthetischen Dataset gaben relative Positionen, die viel weniger weit gestreut waren als die absoluten Positionen. Der Gebrauch von bekannten Fallkoordinaten (Sprengungen) schob die

Jan 1, 2003

By Arthur W. Darby

Heathrow Airport is owned and operated by BAA who are engaged in a major programme of expansion. In order to link the expansion of the airport in the west with the existing central terminal area, a twin bore, 8.8m outside diameter, road tunnel,1280m long, is being constructed. The tunnel drives pass over, with limited clearances, an operating railway tunnel, and pass under, with about one diameter cover, the airport taxiways and aircraft stands. Selection of the machine was heavily influenced by the need to minimise settlement.

Jan 1, 2003

By Samara Ali-Ahmad, Keith Hanks, Cindy Pham

The City of Los Angeles will rehabilitate approximately 9 miles of its North Outfall Sewer. This sewer was constructed in the 1920s as an unreinforced concrete semi-elliptical sewer. One of the methods for rehabilitation is to approach the sewer as a pre-excavated tunnel and install pre-cast segmental liners to provide a single pass corrosion resistant, structurally self sufficient project. The estimated cost for this project is $46 million. The project has completed the pre-design study, and the design is now underway.

Jan 1, 2003

By Nai-piu Tong, Huaren Dou, Sui-shun Poon, Leslie H. Swann

This paper mainly presents geotechnical aspects of a vehicular underpass that was built across under one of the busiest highway in Hong Kong. The underpass, in a section comprising an upper arch and invert slab, is approximately 6.2 m high at crown and 15 m wide at the base level with 40 m in length. The construction inevitably requires the underpass to be built using tunneling techniques to keep the overheadroad traffic uninterrupted. The paper will describe the design of temporary support for the tunnel excavation that was provided by an arch formed with horizontal pipes, which were installed using the pipe ramming method. The pipes arch was then supported by steel ribs founded on rock or mass concrete. Permanent lining design consideration was also discussed. Results of numerical modeling of the soil-structure interaction using the 2-D computer code FLAC will be presented. The predictions have been compared to the monitored results during construction, which indicates the prediction is in reasonable agreement with the measurement in the light of ground movement. The construction challenges will also be discussed in the paper.

Jan 1, 2003

By Moto Goto

Today, Pierce-Smith converters, coupled together with various types of smelting units, are used in most of the world's smelters, However, due to the "batch" processing nature, and problems associated with fugitive emissions during the transfer of melt and blowing stages, this arrangement will unlikely be adopted in future smelters. Modern day alternative processes include the Mitsubishi Process, Outokumpu Flash Smelting and Flash Converting Process, the Noranda Process, and the Ausmelt Process, but only the Mitsubishi Process is a "truly continuous" smelting and converting operation, producing a constant flow of blister without tapping, and is economically proven by long term commercial operations. This paper reviews recent advances in modern continuous converting technologies, with a special section devoted to operation of the "first standalone Mitsubishi C-furnace" coupled together with a Noranda Reactor, at Port Kembla Copper Pty, Ltd. in Australia.

Jan 1, 2003

By Charles A. Maliszewski, James M. Galvin, Gerhard Urschitz

With obvious signs of deterioration, the double track, historically registered Bergen Tunnels as part of the commuter rail system in New Jersey waited for rehabilitation for a long time. Serious water in filtration not only caused operational and safety hazards for the electrified rail line but also deteriorated and structurally compromised the tunnel lining. An innovative rehabilitation program was developed to enlarge the tunnel and to provide a new waterproofing system and final lining. For the rock excavation and support New Austrian Tunneling Method (NATM) principles were utilized, while water tightness was achieved by installing a PVC membrane waterproofing system followed by a reinforced cast-in-place final lining. Experienced on-site supervision generated additional savings during construction by streamlining support elements based on geologic conditions encountered.

Jan 1, 2003

By D. -H. Park, G. -j. Kim, Y. -J. Park, C. -S. Hong, S. -Y. Choo

To evaluate the quantitative tunnel behavior influenced by characteristics of discontinuity, this pa-per executes the parametric study using 2 and 3-dimensional DEM analysis. First of all, this study finds that displacement and the stress of shortcrete are proportioned to frequency of joint and rockbolt axial force is adversely proportioned too. Secondly, it is found that the most sensitive in-put parameter used in Barton-Bandis(BB) model is residual friction angle. Finally, when joint sets are encountered at tunnel excavation face, to identify the most critical joint orientation is very crucial for a stability of tunnel. La thèse a pour but d’étudier les influences sur la stabilité du tunnel, au niveau du réseau de la discontinuité et de la valeur de sa nature aquis par le projet récemment exécuté en vue de mener à l’analyse quantitative de cette stabilité, en appliquant chaque différent paramètre comme la fréquence de diaclase, la constante de résistance des modèles de Barton-Bandis(BB) ainsi que la relation entre le sens d’excavation du tunnel et le réseau de diaclase en 3 dimensions. En fait, cette étude nous a montré que la fréquence de diaclase s’accroît proportionnellement au déplacement et à la contrainte du béton projeté. L’angle de friction résiduel s’est montré le plus sensible à la stabilité du tunnel parmi les modèles de BB. Aussi à travers l’analyse à 3 dimensions, il s’est vérifié que si l’angle de pente du groupe de diaclase est horizontal entre l’axe du tunnel et la direction, il donne une influence importante sur le comportement du tunnel. En particulier, l’influence était la plus importante sur un fond rocheux dont la diaclase horizontale est grande. Um das quantitative Verhalten des Tunnels zu bewerten, eroertert dieses Papier eine parametrische Studie mit Hilfe der DEM Analyse. Auch wird hier eine zweidimensionale Analyse von Ver-bindungen verschiedener Frequenzen in der Gesteinsmasse, eine sensitive Analyse von allen der im Barton-Bandis-Modell (BB) genutzten Parameter und eine Dreidimensional-Analyse mit ver-schiedenen dreidimensionalen geometrischen Veteilungen von Verbindungen ausgefuehrt. Erstens: Die Studie findet heraus, dass Vedraengung und Druck im Shortcrete proportional zur Frequenz von Verbindungen und Axialkraft der Steinbolzen antiproportinal ist. Zweitens: Es wird herausge-funden, dass die am meisten Sensitiven der im BB-Modell angewendeten Eingaben die am Ende uebriggebliebenen Reibungswinkel sind. Und schliesslich wird herausgefunden, dass wenn Ver-bindungsteile an der Tunnelaushoelungsoberflaeche ausgemacht werden, fuer die Tunnelstabiltaet die Identifikation der meist kritischen Verbindungsorientierung sehr bedeutungsvoll.

Jan 1, 2003

By P. Otto, G. Borm, Th. Dickmann, F. Amberg, R. Giese

Based on many years experience, the well proven Swiss Tunnel Seismic Prediction System TSP has been substantially augmented for online geological prognosis in underground construction. In its latest version, the Integrated Seismic Imaging System ISIS provides high resolution seismic images of the rock mass around a tunnel face via an array of standard anchor rods. These rods contain 3D-geophones at their tips and can be readily installed during excavation work. A further innovative component of the system is the newly developed high-power repetitive source for application in hard rock: a pneumatic hammer with laser triggering to be mounted on construction machinery. A user-friendly software package permits online data acquisition and processing, 3D-visualization, and a first geological interpretation. Tomographic images of compressional and shear wave velocity fields at fault zones in metamorphic rock of the Gotthard Base Tunnel in the Central Alps are presented. Das langjährig bewährte Schweizer Tunnelseismische Vorauserkundungssystem TSP wurde inzwischen wesentlich weiterentwickelt. In seiner neuen Version, dem Integrierten Seismischen Imaging System ISIS, ermöglicht es hochauflösende seismische Abbildungen des Gebirges im Vorfeld und Umfeld einer Tunnelauffahrung mit Hilfe einer Anordnung von Felsankern, die an ihren Spitzen 3-Komponenten-Geophone enthalten. Eine weitere Neuerung von ISIS ist die pneumatische Hochleistungs-Impulsquelle mit Laser-Triggering. Eine benutzerfreundliche, interaktive Software ermöglicht die online Datenerfassung und -auswertung, 3D-Visualisierung und eine erste geologische Interpretation. Tomografische Abbildungen von Kompressions- und Scherwellengeschwindigkeitsfeldern an Störungszonen in metamorphem Gestein des Gotthard-Basistunnels werden gezeigt. Basé sur de nombreuses années d’expérience, le système suisse, bien établit, de reconnaissance sismique à l’avancement des tunnels (système TSP), a été sensiblement amélioré pour obtenir une prévision géologique en temps réel durant l’avancement de travaux souterrains. Sa dernière version, le Système Intégré d’Imagerie Sismique (ISIS), fournit des images sismiques haute-résolution du massif rocheux à l’avant d’un tunnel grâce à un réseau de tiges d’ancrage standard. Ces tiges, équipées à leur extrémité de géophones 3 composantes, s’installent très aisément durant les travaux d’excavation habituels. Le élément d’innovation récente concern le nouvelle source très répétitive et de forte puissance pour les applications aux roches dures: un marteau pneumatique déclenché par un système à laser. Un ensemble de programmes informatiques convivial permet l’acquisition et le traitement en temps réel des signaux et produit une vue 3D ainsi qu’une première interprétation géologique. Nous présenterons des images de réflexion d’ondes de compression et de cisaillement ainsi que des inversions tomographiques de zones de faille dans des terrains métamorphiques obtenues à l’occasion du creusement du tunnel de base du Gothard, dans les alpes centrales.

Jan 1, 2003

By Hermann Wotruba, Lars Weitkämper

"Dry coal dressing was popular during the 1950.s and 60.s in many parts of the world. The devices mainly used were air jigs and air tables.The increase in ash and moisture content of run-of-mine coals due to the wide advanced mechanisation of mining mechanisation during and after this period led to that pneumatic devices being unable to treat run-of-mine coals with the desired efficiency. Since the 1960.s almost all new coal preparation plants have been based on wet processes that are highly efficient in terms of coal recovery and their ability to handle damp and sticky run-of-mine coals. (Frankland, 1995)However, water is becoming increasingly costly and the disposal of fine products, containing most of the water, is an environmental concern. There would be significant cost savings and a lower total energy consumption if coal could be cleaned dry. Efficient dry coal treatment would be an interesting solution in desert, arid or cold areas.In Germany one dry coal dressing plant is in operation. The process and the advantages and disadvantages are presented below.Further on new developments in the field of dry density separation of coal are reviewed and analysed. Test results of new dry coal separation methods e.g. new developed air jig and magnetic separator are reported."

Jan 1, 2003

By Farrukh M. Mazhar, Philippe P. Martin

Electrical Vertical Sounding (EVS) profiling has proven to be a valuable tool to set the alignment and guide the design of a 17 km-long, 4.7m diameter water-conveyance tunnel in the Peruvian Andes at an altitude of 4,260 m. EVS profiling helped determine where to locate boreholes, and reduce the amount of drilling to 1,200 m of vertical and inclined boreholes. EVS profiling allowed the designer to identify and verify by drilling the existence of zones with difficult tunneling conditions that were avoided by realigning the tunnel. The rock quality was checked by drilling and a combined scheme of excavation by TBM and conventional drill and blast technique was developed for the final design.

Jan 1, 2003

By F. Pinto, J. V. Lemos, A. Sousa, L. Ribeiro e Sousa

The Rossio railway tunnel was built in 1890 crossing several formations involving limestones, basalts and also sandy and clayey formations. Due to the fact that it is an old underground structure rehabilitation and repair works were performed, namely at Km 0,900 and in a zone crossed by a new tunnel from the Lisbon Metro. Reinforcement support systems were designed in the Rossio tunnel in order to prevent its stability. In this paper, repair works and anchor tests performed at km 0,900 are presented, as well as the monitoring system implemented in order to observe the structural effects induced by the construction of the works. For the interpretation of the obtained information complex 3D models was built, permitting the simulation of the sequential excavation scheme used, non-linear behaviour of the different formations, and the support systems used. Der 1890 erbaute Rossio Eisenbahntunnel durchoertert mehrere Formationen, einschliesslich einer Kalkstein-, Basalt- sowie einer sandigen und tonigen Formation. Auf Grund des Alters des unterirdischen Bauwerks wurden Instandsetzungs- und Reparaturarbeiten im Bereich km 0,900 sowie im Kreuzungsbereich mit einem neuen Tunnel der Lissabonner U-Bahn durchgeführt. Aussteifungssysteme wurden entworfen, um die Stabilität des Rossio Tunnels zu gewährleisten. Im Folgenden werden die Instandsetzungsarbeiten und Anker Tests im Bereich km 0,900 sowie das Messystem zur Ueberwachung der strukturellen Auswirkungen der Bauarbeiten dargestellt. Zur Interpretation der gewonnenen Informationen wurden komplexe 3D Modelle entwickelt, die eine Simulation des Bauablaufs und die Anwendung nichtlinearer Stoffgesetze fuer die verschiedenen Formationen und Aussteifungssysteme ermöglichten. Le Tunnel ferroviaire du Rossio a été construit en 1890, traversant des différents terrains comme des calcaires, des basaltes et aussi des formations limoneuses et sableuses. Dû à l’ancienneté de l’ouvrage, des travaux de réhabilitation et réparation ont été faits, nomment au km 0,900 et dans la zone traversée par le nouveau tunnel du Metro de Lisbonne. Des systèmes de support renforcé ont été conçus pour le Tunnel du Rossio de façon à rassurer sa stabilité. Dans ce papier, on présente les travaux de réparation et les essais d’ancrage réalisés au km 0,900, et aussi, le système d’auscultation mise au point pour l’observation des effets structuraux induits par les travaux. De façon à interpréter l’information résultant de l’observation, des modèles 3D complexes ont été utilisés, permettant la simulation de la méthode séquentielle de l’excavation, du comportement non - linéaire du terrain et, aussi les systèmes de support utilisés.

Jan 1, 2003

By D. Boldini, R. Lackner, H. A. Mang

ABSTRACT: In this paper, the strong interaction between the hardening shotcrete lining and the surrounding ground in NATM tunneling is investigated by means of axisymmetric analyses, accounting for the three-dimensional nature of the excavation process. The effect of the hydration of shotcrete on strength, stiffness, chemical shrinkage as well as microcracking and creep are accounted for. For the description of the mechanical behavior of the ground, a multi-surface plasticity model is employed. The performed analyses of the excavation process provide insight into the influence of each phenomenon accounted for in the material model for shotcrete on the response of the ground-shotcrete compound structure. ZUSAMMENFASSUNG: In diesem Beitrag soll die Interaktion zwischen dem erhärtenden Spritzbeton und dem Boden auf der Basis axisymmetrischer Berechnungen untersucht werden. Derartige Berechnungen ermöglichen die Berücksichtigung des drei-dimensionalen Charakters des Vortriebprozesses. Die Auswirkung der Hydratation auf die Entwicklung der Festigkeit, Steifigkeit und der chemischen Schwindverzerrungen, sowie das Reißen und das Kriechen des Spritzbetons wurde berücksichtigt. Das mechanische Verhalten des Bodens wurde mittels eines Mehrflächenplastizitätsmodells simuliert. Die durchgeführten Berechnungen des Vortriebprozesses geben Einblicke in die Auswirkungen der Spritzbetoneigenschaften auf das Tragverhalten des Boden-Spritzbeton-Komposits. RÉSUMÉ: La stricte interaction entre le soutènement en béton projeté durcissant et le terrain dans un tunnel creusé avec la NATM est étudiée par des analyses axisymétriques, compte tenu de la nature tridimensionnelle des processus de creusement. Les effets de l’hydratation du béton sur la résistance, la rigidité et la contraction chimique, ainsi que sur la micro-fissuration et le fluage, sont mis en compte. Pour la description du comportement mécanique du terrain on emploie un modèle de plasticité multi-surface. Les analyses conduites mettent en évidence l’influence de chaque phénomène considéré dans le modèle constitutif du béton projeté sur la réponse de la structure composite terrain-béton projeté.

Jan 1, 2003

By Jesus M. Rohena

Concrete pipes and small boxes have been installed by the jacking method. This paper will describe a recent project were large concrete boxes were installed by the jacking method. This project is in the city of Boston, MA. By now everyone in the USA knows something about this project. The project official name is The Central Artery/Tunnel Project (CA/T). This is the biggest public work project in the USA right now, with an estimated construction cost of 14 billions. The main objective of the CA/T project is to replace an existing artery built in the 1950s to increase capacity and safety. One section of the new artery will cross under several railroad tracks near the South Station. To construct the section of the new artery under these tracks, big concrete boxes were installed by the jacking method. The jacking method can be used to install pipes, small concrete boxes, and the CA/T project has demonstrated that big concrete road tunnel boxes can be installed by jacking.

Jan 1, 2003

By Michael Traylor, Michael Jatczak, Brett Robinson

The Detroit River Outfall No. 2. is an effluent water conveyance system linking the Detroit Metropolitan Wastewater Treatment Plant to the Detroit River. The 6.4m (21ft) finished diameter tunnel extends 1,890m (6,200ft) east from the bottom of a 91m(300ft) deep, 9.2m (30ft) diameter drop shaft. At the eastern terminus of the tunnel, six Riser Shafts connect the tunnel to diffuser heads on the riverbed. The tunnel runs through a highly fractured Limestone formation capable of producing high levels of groundwater in?ows and Hydrogen Sul?de gas. Control of this water and gas was a theme which ran through the entire Project’s design and construction. This paper will provide an overview of each portion of the Project’s construction, including the Entrance Shaft, Precast Concrete Segments, TBM Tunnel, Pre-Excavation Grouting Methods, and the Riser Shafts.

Jan 1, 2003

By Mohamed A. Younis, Robert J. F. Goodfellow

This paper investigates the design approaches taken and the philosophy employed during the construction of the Metropolitan Airport Commission (MAC) storm tunnels, part of the Phase 4 Segment of the MAC Trunk Storm Sewer Project at Minneapolis St.-Paul International Airport, located in Minneapolis, Minnesota. URS Corporation was retained to provide a design and Construction Management (CM)services for the MAC Trunk Storm Sewer Project. A case history of the design and construction challenges of the project is presented. The MAC storm tunnels consisted of the construction of twin 10-foot inside diameter (I.D.) tunnels within 7 feet of an existing 72-inch I.D. storm pipe at the base of a 70-foot high highway embankment. The analysis required during the design stage of the project is discussed. This analysis and our design approach provided a defensible framework and justification to make design decisions on relevant issues including: allowable spacing of new and existing structures; preferred order of construction; expected ground deformation behavior; response of lining types to adjacent construction; and effects of proposed changes to design at the submittal stage and during construction.

Jan 1, 2003