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By Christof Metzger

This paper discusses the process utilized by the Kiewit?Bilfiger Berger Joint Venture (Contractor) to select, design, and procure the largest mixshield tunnel boring machine (TBM) ever implemented in North America. The mixshield will excavate the 8,534 linear m × 6.7 m ID (28,000 linear ft × 22 ft ID) tunnel for the City of Portland Oregon?s, Bureau of Environmental Services (Owner) East Side CSO Tunnel Project. TBM selection was conducted under a preconstruction contract in which the Contractor, Owner, Construction Management Consultant and Designer collaborated on TBM selection prior to commencement of construction. This paper focuses on TBM design considerations, including the use of one versus two machines, machine configuration,extended-wear protection, hyperbaric interventions, boulder digestion, and erection of a steel-fiber-reinforced segmental lining

By Anthony Harding

In a world of technology and electronic communication, it is easy to forget what engineers do best with a problem: sitting around a table, exchanging views and ideas with sketches and respecting everyone?s view. This was the approach adopted in the project to arrive at a solution for the cross passage opening sup-port for the Seattle University Link Extension. Schedule and space constraints usually impede concurrent cross passage excavation and tunnel boring machine (TBM) operation. And where the space is constrained, opening support solutions that maximize available cross sections are of great benefit. While there are a number of solutions that minimize space, some of these solutions can require expensive steelwork and extensive drilling and fixing. However, following a detailed round-the-table discussion of the options and constraints, it was identified that a shotcrete shell would not only limit obstruction of the space during installation, but also permit easy installation, particularly around services, and avoid costly steelwork and drilling and fixing.

By Andrew Finney

INTRODUCTION The Sacramento Regional County Sanitation District (SRCSD) serves unincorporated areas of Sacramento County, parts of the cities of Sacramento and Folsom, and the cities of Citrus Heights, West Sacramento, Rancho Cordova, and Elk Grove. SRCSD maintains 145 kilometers (km) (90 miles) of interceptors that convey a combined total of 0.6 million meters3 per day (160 million gallons per day) or more of waste-water, with additional miles of sewer interceptors that are scheduled to be built by 2020. Wastewater is conveyed to the Sacramento Regional Wastewater Treatment Plant in the southwestern portion of the County, also managed and operated by SRCSD, in interceptors with diameters as large as 3.0 m (120 inches.) As part of its overall expansion program, SRCSD has constructed a number of major interceptors over the last few years with tunneling methods due to concerns associated with either the impacts of open cut construction in an urban environment (traffic, safety, noise, environmental concerns) or the need to achieve a crossing of a stream, river, or transportation corridor. This paper focuses on a specific issue that affected construction of the Upper Northwest Interceptor (UNWI) Sections 3&4 project, located at the northern limit of the SRCSD service boundary and within the limits of the City of Sacramento. This project involved the construction of 3.2 km (2 miles) of 2.1-meter (84-inch) and 2.4 km (1.5 miles) of 1.7-meter (66-inch) diameter reinforced concrete pipe (RCP) using MTBM, EPBM, and 3.3-meter (130-inch) two-pass TBM methods. The owner elected to install the RCP using tunneling for a number of reasons including a desire to avoid traffic impacts in a dense urban corridor, to minimize disturbance to the neighborhood, and to avoid potential dewatering-induced settlement issues along the western one-third of the project. For the western portion of the alignment the 2.1-meter (84-inch) reinforced concrete interceptor pipe was to be installed using a 2.7-meter (105-inch) earth pressure balance machine (EPBM). No external dewatering of shafts or tunnels was permitted for reasons of concern about settlement, discussed previously. At the intersection of Elkhorn Boulevard and Natomas Boulevard (at the extreme northwest corner of the project) the 2.7-meter (105-inch) EPBM tunneled past a recently constructed 11-million liter (3-million gallon) water storage reservoir, passing within 3 meters (10 feet) of the tank?s shallow foundation while tunneling through clean sands with a shallow groundwater table. The paper will discuss the implemented solution to mitigate additional settlement risk that was developed as a joint collaboration between the owner, CM, designer, and contractor.

On 23rd October, 1969, 54 members of the Institute set out at an early hour from Rand Airport in two chartered Dakota aircraft for a visit to the Hendrik Verwoerd Dam site. The weather was at the start rather unpromising but after passing Bloemfontein the overcast cleared and it turned into a glorious day for a most memorable visit. The Institute is indebted to U.C-Dumez-Borie Dams Limited, the main civil engineering contractors, and Mr J. D. McNamara their executive manager, for the very excellent arrangements made for this excursion. From the time the aircraft landed till a slightly belated departure the organisation of the extensive tours arranged for the parties was quite outstanding and a matter for congratulation to all concerned. At each of the many places visited there was a senior official to give an authoritative and comprehensive description of the work under his control. In addition the guides on the buses, loaned by the Department of Water Affairs, kept up an interesting running commentary throughout the day. A further much appreciated facet was the introduction of many of the experts on the site and a brief talk by each after an excellent lunch served at the recreation club. Each visitor also received a brochure with a progress report and a detailed site plan, with various sections highlighted in colour, and obviously prepared at the cost of much time and effort. The visit included tours of the large dolerite quarry, where some 150 000 tons of rock are removed each month, the 42 in. gyratory primary crusher, the secondary crushing and screening plant, the rod mill plant for sand production, and the automated blending and concrete batching plant. The transport of mixed concrete by 'silobuses' to the 6 cu. yd buckets of four Blondin cableways, two of which are radially movable and two with buffing towers, and the placing of the concrete in the huge blocks of the wall was watched from a vantage point. The most interesting part of the visit was without a doubt the inspection of the wall itself and the explanations of the many intricasies of its design and care in construction, covering aspects such as positioning of galleys, interlocking of blocks, reinforcement, refrigeration, actual concrete placing, subsequent grouting, etc. Other points of interest were the very complicated design of the wall itself, the river diversion plans, with three stages of coffer dams, the spillways, and the very well cut penstock tunnels.

By Peter J. Nicholson

During my more than 40 years in the practice of underground construction and engineering, the industry has seen progress from the dig down to rock or hardpan or alternatively drive concrete or steel into the ground and count the blows; then you can be sure of you have a solid foundation; to the modern day, I?m willing to try anything to save money. Of course these are both exaggerations, but not gross ones. After getting bored being supervision on jobs counting blows, I struck out into the new field of ?tie-backs? as they were called in the United States, or ?ground anchors? as they were then termed in the United Kingdom. After installing some of the first permanent ground anchors for the Corps of Engineers on Lake Michigan as well as the highest loaded rock anchors of the time at two dams on the Ohio River, we were at the top of our game in the 1970?s. Subsequently in the 1980?s when my view of the future of ground anchors saw their installation becoming a commodity item, we branched out into ?Pin Piles? now known as Micro Piles, high capacity, steel tube encased, small diameter (5-12? or so), high capacity (100-500 tons) piling. Next came soil nailing, both temporary and permanent retaining walls, as at Cumberland Gap Kentucky. My next morph was into ?Cement Deep Soil Mixing? earlier on, known simply as ?soil mixing?. For this education I traveled to Japan several times and established a long-term, Joint Venture, relationship with one of the better known Japanese specialty ground modification companies. In Boston at the ?Big Dig? we established the then record size soil mixing project, 500,000 or so cubic meters of CDSM concluding in the year 2000. Since then I?ve been involved as a consultant mainly for dams and levees. Below is the story of how I came to be at this place in the road to innovation in Geotechnical processes.

By Jafar Khademi Hamidi

The Zagros long tunnel is one of the main components of Sirvan water transfer project in western Iran. It is approximately 48 km in length and consisted of two lots. The second 26 km lot of this tunnel is under construction by a 6.73 m diameter double shield (DS) TBM. The tunnel passes through several formations with wide range rock mass qualities. During the tunnel alignment, changes in rock quality were highly frequent from poor to very good. The encountered geological conditions required TBM operation to change frequently from hard rock to soft, dry to flowing, sticky to nonsticky ground (and vice versa), more often than expected. In the course of tunneling, the machine has encountered nearly many adverse geologic conditions. The most important problems have been sudden high volume water inflow into the tunnel, sticky ground, and gas seepage, all of which resulted in reduced TBM advance rates. This study will high-light two difficult ground conditions including large water ingress and sticky ground and also the related problems encountered by the TBM along 8 km of excavated tunnel. In sticky grounds, cleaning of the clogged cutter head caused many delays and contributed to additional downtime. Application of some operational modifications, including decreased TBM thrust showed satisfactory results in such cases. While reduced thrust resulted in reduced penetration rate, but the overall TBM advance was greatly improved by the increase utilization rate and elimination of down time related to cleaning of the head. To cope with high water inflow, application of preventive measures such as pre-grouting has proved to be a more efficientsolution. The sealing of ground water inflow also decreased seepage of dangerous H2S gas and other chemicals such as hydrocarbons accompanying the groundwater.

By Clara Godoy, Paulo Couceiro, Juan Navarro

The continuous automatization and digitalization of the different stages involved in any underground construction bring new possibilities to optimize the operation. One of the most important requirements for the development of these projects consist of a proper rock mass characterization for optimizing the stages of the drilling, blasting and support cycle. In the last few years the road to digitalization has gone through data science and big data, showing the importance of data gathered to describe the geological and geotechnical environment that surrounds the operations. Since rock characteristics have an important influence in the drilling response, the technological advances in the sensorization of drilling machinery such as the Measurement While Drilling system (MWD) allow to gather the necessary amount of information to be applied in data science processes to evaluate changes in the rock mass with higher resolution than conventional methods. In this paper, Machine Learning techniques have been used to combine data monitored from the drill rigwith scanner profiles of the excavated sections to develop an automatic geotechnical rock mass characterization model able to estimate potential zones of over- or under-break of the remaining rock mass in underground blasting. By comparison of scanner profiles of the excavated sections with the blasthole positions, an Excavated Mean Distance (EMD) between the contour blastholes and the excavated profile has been obtained, which may be considered as damage measure. Considering blasting factors as constant, the model combines the rotary, percussive, hydraulic flushing and the rate of advance of the drilling, and the confinement of the rock mass by depth, to detect zones with different rock properties. This provide an early information of the rock mass condition around the blastholes and the prediction of expected overbreak generated after blasting, being possible to design more efficient bastings, in which each borehole is filled with the right and necessary explosive charge. The analysis comprises data from 57 blasts (around 1700 contour blastholes) and more than 4000 excavated sections.

By Andy Alder

The aim of this paper is to provide an overview and details of good practice, from a United Kingdom perspective, in the development and implementation of major tunnel and underground infrastructure projects. In doing so, it draws on a broad base of project management theory. A central theme is that successful project delivery is dependent on detailed planning of the complete project delivery process, forming an effective team that works well together and the proper management of risk. The role of partnering in forming a strong project coalition is described. Particular emphasis is given to the integration of design and construction, and the role of the designer throughout the construction phase. The implementation of risk management in the design and construction of tunnel works is discussed, and recommendations are made on how risk, value and constructability can be integrated in project delivery. Recent practice in project procurement, particularly in the use of innovative collaborative forms of contract are described, and details of particular provisions for joint management of risk and problem resolution are provided. Finally, the relevance of the ITIG Code of Practice for Risk Management of Tunnel Works to good practice in project delivery is highlighted throughout the paper.

By Steve Kral

The former mayor of Los Angeles, CA is a believer in public transportation but thinks neither his city nor the entire country is spending enough on basic infrastructure. In fact, the United States has fallen behind most other developed nations in improving public transportation, the former mayor said. Antonio R. Villaraigosa was the keynote speaker at the North American Tunneling (NAT) conference, held June 22-25 in Los Angeles, CA. The event, held every two years, is sponsored by the Underground Construction Association of SME (UCA). This years? conference attracted 1,091 underground construction professionals from around the world. The accompanying exhibition continues to grow, attracting 142 exhibiting companies occupying 162 booths. As always at NAT, registered attendees received the proceedings volume of the conference, which contains 132 papers. The proceedings volume, including a CD of the papers, is available from SME for $149 member, $139 student member and $189 nonmember. The book can be ordered from SME, NAT item #400-4, phone 303-948-4225, 1-800-763-3132, or online at www.smenet.org/store.

By Steve Skelhorn

Over the recent years, major advances have been made in design of precast concrete segmental tunnel liner. Starting from basic, parallel sided rings, we now have state of the art, universal rings incorporating custom tapers to suit individual requirements. At planning stage, the ring diameter is normally fixed and the ring geometry is one of the first items to be assessed. Obvious factors such as TBM layout and curve radius can constrain geometry; however, there others factors that should be considered in order to optimize production. This paper takes a look at the history of the segmental rings and criteria for ring selection, including: general ring geometry;; individual segment geometry; ring taper, and ring width. This paper also explores optimization of ring with a focus on constructability.

By Tom Szaraz

Part of a major sewer expansion for the City of Columbus, Ohio. The Big Walnut Outfall Augmentation Sewer?Part II (BWOAS) consists of 13,200 feet of tunnel of 12-foot tunnel passing mainly through glacial deposits with a water head of up to 2 bar. A Lovat RME167SE was used to drive this tunnel with steel fiber reinforced precast segmental liner used for support. This paper will discuss the concepts for tunnel sup-port and TBM selection, the problems encountered with the TBM sealing systems and the solutions used to repair the machine.

By Cary Hirner

The Metropolitan Water Reclamation District of Greater Chicago (District) is in the final phase of completing the Calumet System component of the Tunnel and Reservoir Plan (TARP) by bringing the Thornton Composite Reservoir online by 2014. The Thornton Composite Reservoir will provide nearly 30 billion liters (7.9 billion gallons) of additional storage for minimization of combined sewer overflows(CSO) and flooding in the Chicago metropolitan area. The project requires that the existing 6.7 m (22 ft) diameter Thorn Creek tunnel conveying overbank flood flows is re-routed and connected to the Thornton Composite Reservoir. This paper presents the components of the Thornton Composite Reservoir and specifically the detailed evaluation of a drill-blast tunnel. Other project features include an access shaft, control gate, energy dissipating structure, bulkheads, and live tunnel connection. The construction contract will be procured in late 2009.

By Fulvio Tonon

And Rabcewicz said ?tunnels should be driven full face whenever possible.? ADECO, which stands for ?Analysis of Controlled Deformations in tunnels,? now allows us to fulfll Rabcewicz?s dream in any stress-strain condition. In order to achieve that dream and its consequent control over cost and schedule, however, NATM must be abandoned for the ADECO. The paper presents the basic concepts in the ADECO approach to design, construction and monitoring of tunnels together with some case histories, including: full face excavation for Cassia tunnel (width of 22 m, height of 14 m) in sands and silts under 5 m cover below an archeological area in Rome, Italy; Tartaguille tunnel (face area > 100 m2) advanced full face in highly swelling and squeezing ground under 100 m cover where NATM led to catastrophic failure, France; and 80 km of tunnels (face area > 100 m2) advanced full face in highly squeezing/swelling ground under 500 m cover for the high-speed railway line between Bologne and Florence, Italy (turnkey contract).

MEMBERSHIP In terms of By-laws7.7.1 members are hereby notified that the membership of the following has been cancelled and their names removed from the Membership Register: H. Digby Roberts, R. J. P. van Tonder, S. D. Williams (Members), A. I. de Klerk, M. F. Ford, A. W. Hine, H. A. Johnston, R. T. Joyner, H. D. Small, P. White (Associate Members), J. de F. Agrella, A. Leibowitz (Affiliates), J. P. M. Maidment, C. P. J. M. Steyn (Graduates), H. C. M. Fourie, B. C. P. Job, J. P. Kruger, E. C. Nicolas, A. P. Prinsloo, B. Schuitema (Students). INSTITUTE PUBLICATION Transactions of the Seventh Commonwealth Mining and Metallurgical Congress Requests are still being received by the Institute for sets of the above transactions. Members who wish to dispose of sets in good condition are requested to contact the Secretary, P.O. Box 1183, Johannesburg or 304 Kelvin House, Johannesburg. As these are for resale a price of not more than R10.00 can be offered per set of three volumes. INTERNATIONAL SOLVENT EXTRACTION CONFERENCE, 1971 The Society of Chemical Industry has agreed to sponsor an International Conference devoted to the science and technology of solvent extraction. This will be held in The Hague in the Netherlands during the week commencing 19th April, 1971. The organisation of the Conference will be in the hands of a Conference Committee under the chairmanship of Mr B. F. Warner. The emphasis of the Conference will be on technical solvent extraction of both inorganic and organic substances, including basic principles and practical applications. Sessions are envisaged covering the chemistry of solvent extraction, industrial processes and economics, the performance of contacting equipment and the underlying phenomena involved, and the response characteristics and control of such units. The Conference Committee will welcome offers of papers for presentation at the Conference. In the firts instance, intending authors should submit a preliminary title and an indication of the scope of their contribution to the Conference Secretary: Dr. C. Hanson, University of Bradford 7, U.K. It is hoped to have available in September a first circular giving further details of the Conference. Copies may be obtained from: International Solvent Extraction Conference, 1971, 14, Belgrave Square, London, S.W.1. SOUTH AFRICAN TUNNELLING CONFERENCE TO BE HELD IN 1970 A South African Tunnelling Conference, to be known as TUNCON 70, is to be held in Johannesburg during the latter half of July, 1970. South Africa, in common with other countries, has a vital and growing interest in tunnelling. Apart from the 800 kilometres of tunnel excavated annually in the gold mines, the 82 kilometre-long Orange-Fish Tunnel is being driven to carry water from the Orange River to the drier areas of the Eastern Cape Province. This and the realization that services such as water and transport are increasingly being carried underground in various parts of the world have emphasized the need for a forum at which the technology and potential of tunnelling can be discussed. TUNCON 70 is being supported by three professional engineering societies representing some 6,000 engineers, namely, the South African Institute of Mining and Metallurgy, the South African Institute of Civil Engineers and the South African Institution of Mechanical Engineers, as well as by the Geological Society of South Africa. The conference has three main purposes. Firstly, to pool and exchange expertise by authorities on tunnelling; secondly, to discuss future developments in tunnelling technology with the aim of making those concerned with long-term planning aware of the potentialities of tunnelling; thirdly, to propose standards for tunnel shapes and sizes. Adoption of standards for tunnelling equipment and accessories would be a major step forward in improving tunnelling efficiency. The five themes of the conference will be: tunnel utilisation, exploration, design, construction and standards. The conference will be held at the University of the Witwatersrand, Johannesburg, from 21st to 24th July, 1970. Arrangements will be made for visits to be paid to mines and tunnelling projects before the start of the conference. Further information is obtainable from the Organising Committee, TUNCON 70, P.O. Box 1183, Johannesburg, South Africa.

By Mokhinabonu Mardonova, Yosoon Choi

Open-source technology for supporting the Industry 4.0 has become the target of academic research in many sectors. This study reviewed the trends of open-source technology, its forms, and some industrial applications. As a case study using open-source hardware and software for the mining industry, this study proposed a low-cost environmental monitoring system for non-metallic underground mines to support mine safety and occupational health issues. The system was developed using open-source hardware, Arduino and 3D printer, to design the monitoring device. An open-source software, MIT App Inventor, was used for developing an Android application for smartphones to enable remote communication with the system. Field experiments were conducted at an underground tunnel and a non-metallic underground mining site to assess the performance of the system in both mobile and static modes, respectively. Although a few limitations related to the precision of the low-cost dust and gas sensors still exist, the findings of the experiments show that the mining industry can benefit from open-source technology deployment when considering cost factors

By T. Freeman

In the past ten years, the Geotechnical Baseline Report (GBR) has arguably become the key document for tunnel construction. This report not only allocates much of the risk involved with the work, it serves as the basis for bid preparation and is used extensively in resolving disputes during construction. This paper discusses some important issues related to the GBR and presents suggestions for improving these vital reports.

By Michael A. Piepenburg

The East Side Access (ESA) Project will extend Long Island Rail Road (LIRR) into midtown Manhattan via 11 km of tunnels, a new terminal station and associated support facilities. In addition to the hard-rock tunneling currently underway in Manhattan, soft-ground tunnels in Queens will traverse beneath Amtrak?s Sunnyside Yard and Harold Interlocking, the busiest rail interlocking in North America. This paper details ESA?s coordinated approach to interfacing with both Amtrak and LIRR with regard to the planned tunnels, shafts and related construction beneath or adjacent to the operating railroads. This interface includes integration of railroad staff, extensive presentations, reviews and agreements with the railroads regarding settlement mitigation, real-time automated geo-instrumentation monitoring, ground improvement, and geotechnical/environmental controls.

By Harry Asche

The last 12 months has seen the construction of the first Earth Pressure Balance (EPB) TBM excavated tunnel in New Zealand on the Project Hobson sewer storage tunnel for Watercare Services Limited, with the concurrent excavation of the second EPB tunnel on the Rosedale Outfall project for North Shore City Council. Together these tunnels involve a total length of 6km and follow an 8 year pause in TBM activity in Auckland. TBM performance on these two projects is thus of significant interest as there are four major tunneling projects totaling over NZ$8B being planned for Auckland, in similar ground conditions. Auckland?s bedrock is a weak sandstone/siltstone (East Coast Bays Formation), subject to infilled paleovalleys. The geology in the region has been significantly influenced by volcanic activity; 49 volcanoes are present within 20km of the city centre. The paper describes the design and construction challenges for the projects, including TBM performance, ?sticky spoil? management, and risks associated with basalt lava flows and two paleovalleys. Watercare?s Project Hobson also saw the successful implementation of a Geotechnical Baseline Report?one of the first uses of this type of document in Australasia. Rosedale Outfall is designed for high internal water pressures with varying hydraulic flows, with the risk of exfiltration explicitly addressed.

By Takuji Yamamoto

High-speed TBM excavation requires rapid ground assessment ahead of excavation, particularly in complex grounds. The Tunnel Reflector Tracing technology (TRT) developed by authors, uses seismic reflections to produce volumetric images of ground anomalies. To further minimize interruption in the TBM excavation the authors modified surveying technique switching from cable (wired) to radio (wireless) data acquisition system. This paper presents the outline of the Wireless TRT system, and compares the results for the wired and the wireless surveys. The comparison shows that the wireless system offers high precision data, is more efficient and economical and significantly less intrusive in tunneling operations.

By Gregory Yates

INTRODUCTION Project Description The Silver Line is a Bus Rapid Transit (BRT) Line and is Boston?s newest transit service. Silver Line Phase I extends along Washington Street entirely on the surface in priority bus lanes from Dudley Station in Roxbury through the South End and Chinatown neighborhoods to downtown Boston. The Phase I opened in July 2002. Silver Line Phase II consists of an underground transit tunnel from South Station to the South Boston Waterfront with underground stations at Courthouse and World Trade Center to Silver Line Way east of D Street. Phase II continues through the Ted Williams Tunnel to all the terminals at Logan Airport, and on the surface to the Boston Marine Industrial Park and City Point. Phase II opened in December 2004. Silver Line Phase III is a one mile tunnel connection to the existing Phase II tunnel in the vicinity of South Station and will eventually portal on Tremont Street just north of Marginal Road. After leaving the portal, the buses will use dedicated bus only lanes on the surface roadway network to connect to the Phase I service. Figure 1 shows the alignment of the Silver Line upon completion of the Phase III project.