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By Harry R. Price, Bharat Doshi, Awni Qaqish, Abdul-Ghani Mekkaoui, Thaddeus Znoy, Ramesh Shukla

In 1992, a detailed inspection of the Southfield Sewer revealed a reach of approximately 0.8 kilometers in length, located directly below the freeway lanes, which was severely distressed. Failure of this section of the sewer would result in the closing of the busiest roadway in the state as well as the potential backup of sewage into homes and spilling into nearby surface waters. As such, repair of the distressed section required development of a procedure that would not jeopardize the conveyance of flow through the existing sewer nor impede travel on the overlying freeway. Based on these constraints, the DWSD and NTH team developed a repair concept that entailed the mining of a new, 3.05-meter (10-foot) diameter bypass away from the traffic lanes. The new bypass section was connected to the existing sewer, up stream and down stream of the distressed area, using a “top down” construction approach, that required only minimal freeway closures during weekend periods. This paper, prepared jointly by the Owner, Consultant and Contractor will describe existing conditions, design considerations and construction methods.

Jan 1, 2001

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 Gordon F. Revey

In underground construction and mining work, situations occasionally occur where hard rock or concrete must be excavated at locations near critical structures or utilities. Fearing damage from blasting, contractors and engineers often explore the viability of using mechanical methods or expansive concrete to facilitate the excavation work. However, for moderate to large excavations, the prolonged duration and high cost of using these methods is often impractical. In these situations, under the right conditions, controlled blasting and blast-management methods can be used to speedup the work and lessen costs. The process of determining whether or not blasting is practical is often complex, particularly when risks are high. In this paper, general methods of conducting blasting risk evaluations and outlined and considerations for blast design and risk management are reviewed. This paper also includes three blasting case histories demonstrating how these techniques were used at recent projects. In the first case, a cautious blasting program was developed to facilitate the removal of concrete and rock within a large section of an active mineshaft. The second case involved critical blasting to excavate a dry lake-tap connection between a tunnel and a shaft at the Southern Nevada Water Intake No. 2 project in Henderson, Nevada. The third case history describes how novel blasting methods were used to carefully drop a 2,721,500-kg (6,000,000-lb) concrete caisson into a1.2-m (4-ft) rock socket at the Detroit Outfall No. 2 project in Detroit, MI.

Jan 1, 2001

By G. D. Mainwaring, Weng L. W, Lam Y. K.

The first power transmission cable tunnel in Singapore was the 2.6km long undersea tunnel between Pulau Seraya and mainland Singapore, constructed in the1980s. Ten years later, similar concepts were used for the Tuas Cable Tunnel. The tunnel, which includes a 2.2km long immersed tube section, was designed to accommodate 10power circuits of 400kV and 230kV capacity. It is fully equipped with sophisticated control and communication equipment, fire suppressant and life safety systems plus a maintenance vehicle which runs on tracks through the length of the tunnel. The paper discusses the planning, design, and construction of the Tuas tunnel, and the development of these concepts for future tunnels.

Jan 1, 2001

By Edward Walter

Rock excavation for tunneling projects occurs on a regular basis in the Cleveland area. These tunnels are being constructed to increase the capacity of the sanitary sewer system. Controlled blasting must be performed to remove rock in a number of phases of the project. The rock excavation for construction of a junction chamber is just one case where blasting is the safest and most efficient method available.

Jan 1, 2001

By Isabelle Lamb, Manfred K. Lechner, Daniel N. Adams

Sydney Australia’s M5 East Motorway connects southwestern suburbs to the airport. Central to the project are twin 3.8 km roadway tunnels which are mostly driven through rock. In order to come up with the winning tender, the project team developed several unique approaches for tunnel excavation and support. The project’s flat roof with thin shotcrete lining, 20 m wide underground intersections, thixotropic-grout sheathed rockbolts and cablebolts, and new shotcrete testing methods all differ significantly from traditional concepts. This paper presents the design basis and construction methods used to achieve the 100-year design life required by the project’s owner.

Jan 1, 2001

By R. A. Gee, G. B. Ashton, S. T. Warren, P. N. Groves

Northside Storage Tunnel provides 500 megalitres (Ml) (130 million gallons) of storage capacity to capture stormwater/sewage overflows into Sydney Harbour. The6.6 m diameter TBM driven tunnel traverses Middle Harbour 85 m (280 ft) below sea level and through a sandstone/shale rock mass, highly disturbed by stress relief, 20 m(65 ft) beneath the base of the sediment filled palaeochannel. Target limits for inflow, groundwater drawdown and settlement of the valley beaches were achieved by systematic forward grouting from the TBM. Support included rockbolts, sets and shotcrete to carry rock loads, control block instability and spalling and to provide durability and serviceability. This paper describes the tunnelling and grouting works and their effectiveness.

Jan 1, 2001

By Paul C. Schmall, Thomas Tuozzolo, Arthur B. Corwin

The Lenox Avenue Reconstruction Project involved the excavation and replacement of 750 m (2,500 ft) of deteriorated subway invert concrete, 5 to 7 m (15 to20 ft) below water table in very permeable ground. The Replacement work was done over an 8 month period, while maintaining track service through this subway section. The project was dewatered with a single 125 l/s (2,000 gpm) wellpoint system,750 m (2,500 ft) in length, which was installed from inside the active tunnel structure and configured to coexist in the subway tunnel with operating trains as well as the construction activities. A thin diaphragm jet grout wall was utilized on one end of the site to cut off the flow of water across a difficult geological interface that was situated immediately below the tunnel invert. The thin diaphragm jet grout wall permitted the large 116th Street Station area to be dewatered completely with well points from outside of the excavation.

Jan 1, 2001

By Robert J. Whiteley, Colin Parker

Two major tunnel projects with a combined value of about $US700 million have been recently completed in Sydney using both soft ground and hard rock Tunnel Boring Machines. The first of these and the main entry in Australia for the Year 2000 Olympics was the New Southern Railway. This is 10 km of mainly soft ground tunnel linking the Sydney’s International Airport with the Central Business District. The second tunnel was designed to alleviate major stormwater pollution of Sydney Harbour and involved construction of the Northside Storage Tunnel. This is19 km of hard rock tunnel at depths exceeding 90 m that connects many of the northern Sydney suburbs of Sydney with the North Head Ocean Outfall. Case studies of these projects describe the use of innovative geophysical technologies comprising gravity and seismic tomographic imaging with geotechnical testing at the feasibility and design stages. This approach minimised construction and financial risk by effectively quantifying the significant geological and hydrogeological issues along these tunnel routes that exerted major controls on these projects.

Jan 1, 2001

By Alok Garg, Rajeev Kumar Dayal

The Himalayan ranges have complex geological formation induced with locked up tectonic stresses and squeezing ground conditions. High overburden, steep slopes, perennial snow, and forest cover restricts accurate prediction of geological features, resulting in surprises during excavation. The tunnel planning under high altitude, extreme climatic, and unfavorable approachability conditions requires elaborate detailing. The construction technique and working faces for excavation are influenced by site accessibility/high overburden conditions, restricting the provision of access tunnel or shaft. The paper discusses site constraints influencing construction method and working faces for 8.9 km long highway tunnel at elevation 3,000 m under 1,900 mover burden through quartz-mica-schist formation.

Jan 1, 2001

By Siegmund Babendererde, Jan O. Babendererde

Extruded Concrete Lining combines technological and financial advantages. The tunnel lining is reliably embedded in the surrounding ground as the fluid concrete is extruded at constant pressure directly behind the TBM supporting the exposed surface. Ground deformation from the TBM passage can be compensated and the ground will be pre-stressed by the extrusion process. Developments in concrete technology permit high speed tunneling by use of a slip formwork attached to the TBM. Realised projects in Milano (Italy), Lyon (France), Frankfurt (Germany) and Akima (Japan) will be demonstrated.

Jan 1, 2001

By Michael R. Walsh, John H. Wright, Eivind B. Jensen

A tunnel boring machine (TBM) was designed and built at the Cold Regions Research and Engineering Laboratory in 1992 for use in Antarctica. The TBM system was tested at the South Pole where a 120-m long tunnel was bored to prove the concept. Modifications were made to the system resulting from this work. In 1999,boring of a 600-mutilidor began as part of the new South Pole Station. Tunneler hydraulics reliability problems prevented the completion of the tunnel before the end of the short construction season. This paper discusses the design and operation of the TBM, proposed solutions to the problems encountered, and current operations of the system.

Jan 1, 2001

By Rick Wright, Gregory L. Raines

San Diego’s need to access underground space has dictated a long history of tunnel construction. The subsequent need for water, coupled with San Diego’s natural attractiveness, has led to significant population increases and the need for the construction of even more tunnels. This paper will provide a historical summary of the progression of mines, tunnels and trenchless technology construction projects that contributed to the advance of current technology, feasibility, and constructability. A bibliography of relevant reports and data is included.

Jan 1, 2001

By Robin B. Dill, Mark Pelletier, Daniel J. Dobbels, Subodh Bhaumik, Daniel J. VanRoosendaal

Although primarily cut-and-cover excavations are required for replacement of the existing elevated I-93 interstate highway through the heart of Boston for the Central Artery/Tunnel (CA/T) project, some mined tunnel construction was also undertaken. The mined tunneling conducted was the 22-m-wide northbound roadway structure which passed below a 20-m-deep operating underground subway station that was built in 1913. The innovative underpinning scheme used to support the subway station during construction resulted in the successful mining beneath the subway station with negligible vertical settlement. Two grouting galleries were carefully mined below the subway structure, and pre-grouting of the granulary, pervious glacial soils and weathered bedrock was carried out from these galleries. The reinforced concrete walls of the underpinning structure were constructed within three stacked drifts that were sequentially mined below each grouting gallery. After 11 cross adits were mined between the grouting galleries, cast-in-place post-tensioned girders that spanned between the stacked-drift walls were constructed to support the subway station. The stacked-drift walls also provided lateral support for the 22-m wide by 29-m long by13-m high opening beneath the girders.

Jan 1, 2001

By Jan L. Reichelderfer, Thomas L. Richardson

Completion of the H-3 Highway Tunnel Project was a critical element in opening this award winning project. The exploratory tunnel was completed as a maintenance tunnel and included difficult shafts extending into the main tunnel cross passages. The project also involved a major addition to the traffic operations center including a deep excavation in close proximity to the tunnel portal structures. The projects also included various completions and improvements to the main tunnels, such as paving, drainage, maintenance, and a variety of critical life-safety issues, such as radio systems, telephones, etc. The highway opened in December 1997.

Jan 1, 2001

By D La Rosa, G Power, K Riihioja

In underground mining, the often unpredictable variability in ground conditions may lead to the application of suboptimal drilling and blasting patterns, resulting in poor performance. Experience and pertinent information to develop and implement improved drilling and blasting strategies can be easily lost due to the lack of means to help engineers store, access and manage this information. The Julius Kruttschnitt Mineral Research Centre (JKMRC) through a series of industry funded applied research projects has been developing a system that can facilitate the drill and blast design, analysis, auditing, documentation and data management processes. The system is a hybrid between an information management software module called BMS (Blast Management System) and two design and analysis modules, 2DRing for underground production blasting activities and 2DFace for development blasting activities. A concise description of the software tools and its applications are given in this paper, supported by two case studies. Opportunities to further develop the software are also highlighted, they include options to integrate these tools to existing drilling and blasting automation systems and portable computing technology to facilitate the design, implementation and continuous improvement processes.

Jan 1, 2001

By John H. Raymer

The accuracy of inflow estimates depends largely on how well permeability is characterized. Permeability is best evaluated as a statistical distribution. For the Chattahoochee Tunnel, this distribution was obtained with a large number of packer tests performed in 50 boreholes along the alignment. The distribution of packer-test data may not accurately reflect permeability, however, due to the limits of the test method and the luck of the field investigation. These discrepancies may be overcome by using log-normal plots of the data to develop a permeability model that will be use din lieu of the data to calculate inflow.

Jan 1, 2001

By John Zeni

In Australia during the 1990s, Zeni Drilling took on several demanding shaft boring contracts. This paper describes the safety, operational, technical and environmental advantages derived through the implementation of mechanized boring methods for two of these projects. The paper first describes a 3-meter (10 ft) diameter access shaft blind bored from an underground location to 440 meters (1,444 ft) deep for a gold mine in Tasmania. The construction of a 5.8-meter (19 ft) diameter, 515-meter (1,690 ft)deep ventilation shaft for a longwall coal mine in New South Wales is also described.

Jan 1, 2001

By S. Suwansawat, D. J. Maconochie, C. C. Chang

This paper describes the overall delivery of the tunneling for the Mass Rapid Transit Authority of Thailand’s Chaloem Ratchamongkhon Line in Bangkok and the constraints provided by the alignment. Eight earth pressure balance tunnel boring machines were employed under two major civil works contracts to drive approximately33 kilometers of tunnel in soft saturated ground beneath the crowded streets of Bangkok. Responsibility within the contract for building damage provided an inherent control for ground movement arising form tunneling when the right of way was narrower than the influence zone. These limits affect the earth pressure balance requirements and permissible ground loss. The methods adopted to limit ground movements and deal with the various obstacles to tunneling influenced the design and operation of the machines. The challenges provided by the need to tunnel through numerous lines of piled foundations of canal bridges and overpasses crossing the alignment are described.

Jan 1, 2001

By Claus Becker

The new, 2.600 m long pipe under the river Elbe in Hamburg/Germany required for 2 traffic lanes, emergency lane and space for utilities a boring diameter of 14,20 m(46,6 ft). According the geology (glacial deposits consisting of clay, sand and marl, all containing big boulders) a Slurry-Shield with crusher was selected. With a minimum cover of 7 m and a maximum pressure of 5,6 bar extensive ground treatment was necessary to make the drive feasible. The machine contains a lot of new developments. The drive was finished in spring 2000 so all experiences can be reported. A special risk sharing contract avoided completely litigation.

Jan 1, 2001