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By Tyler A. Dawson, Ryan P. Butler, Timothy Gualandri, Jason R. Edberg

"In the early 1920’s, the City of Tulsa, Oklahoma constructed an approximately 8,238-foot long tunnel, the Tiawah Tunnel, through bedrock. Voids behind the concrete tunnel liner were detected via probe drilling in early 2000 as part of an interior visual condition assessment. In 2012 and 2015, conditions along the entire tunnel were efficiently assessed through geophysical investigation using ground penetrating radar (GPR) along the inner tunnel crown and at various select locations within the tunnel. Fifty-seven (57) potential voids, extending up to 19 inches in depth and 12 feet in width, were detected with 1,000 MHz GPR and confirmed through probe drilling with approximately 80% accuracy. GPR proved to be an efficient and reliable technology for void detection behind concrete tunnel lining. This paper highlights the geophysical investigation and how geophysical efforts were combined with other investigation efforts to definitively determine the presence of voids outside of the tunnel lining.INTRODUCTION The city of Tulsa, Oklahoma has a population of about 400,000 people. The original source of water for the city was the Arkansas River. The first pumping operation provided untreated water to homes and businesses in 1904. The residents of Tulsa found this water to be unacceptable due to the high levels of salt and gypsum present. As the city grew, land and storage/treatment facilities were acquired in order to obtain and distribute a more suitable raw water. The raw water needs for the city are currently satisfied by transport and treatment of about 100 million gallons per day (MGD) of water from surface water sources. Water is transported many miles from Spavinaw/Eucha and Oologah lakes to Yahola Lake and the Lynn Lane Reservoir (totaling over 3-billion gallon capacity). From here, the raw water is treated and transported to the various customers (City of Tulsa 2015). The Tulsa Metropolitan Utility Authority (TMUA) is responsible for the operation and maintenance of the raw water transport system."

Jan 1, 2016

By Karin Bäppler

"When considering large-scale infrastructure projects worldwide special attention has to be paid to the large diameter tunnel construction projects that were successfully completed in the Southern Hemisphere. The projects that are highlighted in this paper are large-scale infrastructure projects in the sector of transport. In focus are four road tunnel projects that were constructed in Australia and New Zealand using mechanized tunnelling technology. The tunnel boring machines (TBMs) that were reliably applied to these four major projects all exceed the bore diameter of 12 meters. These TBMs are therefore in the range of large to very large diameter TBMs. The technology used demonstrates state of the art technology with tailored tunnelling technology adapted to the specific project demands. Two Double Shielded Hard Rock TBMs (Ø 12.35 meters) were used for the construction of the Clem Jones Tunnel in Brisbane crossing beneath the Brisbane River and these two machines have been reused for the excavation of a 4.3km long two-lane highway tunnel for Legacy Way in Brisbane creating a new traffic artery towards the city centre. Two EPB Shields (Ø 12.48 meters) excavated and lined the twin-tube road tunnel for the Brisbane Airport Link. Excavation diameters in excess of 14 meters, such as the Earth Pressure Balance Shield (Ø 14.41 meters) involved in the Waterview Connection Project in New Zealand, are understood in the tunnelling industry as very large diameters. The machine is customized to the requirements and subsurface conditions of Auckland. The paper spotlights the large to very large diameter TBMs that were used and focuses on the comprehensive solutions developed by the machine manufacturer to provide a system with benefits for the contractor especially for the Waterview Project. INTRODUCTION Extensive large-scale road infrastructure projects like the ones implemented in Brisbane (Australia) and currently under construction in Auckland (New Zealand) show the tendency of today’s infrastructure construction projects. Functional infrastructures need to be put in place to cope with the demand of mobility and flexibility of people living in cities and metropolises. Impact during construction work to people or environment has to be kept as low as possible to ensure the quality of life is not disrupted."

Jan 1, 2016

By Martin B. Hudson, John Yao, Matthew R. Crow, Yiming Sun, John T. Waggoner, Roozbeh Geraili Mikola

"The Wilshire Grand redevelopment project in downtown Los Angeles includes construction of a new 73-story tower. Construction required excavation up to 93 feet deep (28 m). The south side of the excavation, up to 57 feet deep (17 m), required placement of shoring within about 6 to 10 feet (1.8 to 3.0 m) horizontally away from a 400-foot-long (122 m) section of one of the existing Los Angeles Metro Red Line twin subway tunnels. These tunnels were constructed using a 22-foot-diameter (6.7 m) digger shield, and were initially supported with expanded, precast concrete segments, with final cast-in-place reinforced concrete lining. The temporary shoring system for the deep excavation consisted of soldier piles generally spaced at 8 feet (2.4 m) on center with multiple levels of tieback anchors extending above the subway tunnels. The lowest level of bracing consisted of rakers supporting walers attached to the soldier beams because installation of tieback anchors at that level would conflict with the tunnels. Numerical analyses were performed to predict tunnel movement caused by the excavation and its effects on the train operations. This paper describes the numerical modeling, tunnel and geotechnical instrumentation and monitoring program, and comparison of the computed and observed tunnel responses to the deep excavation and tower construction. With increasing urban redevelopment in major cities, the project is a valuable case history for excavation adjacent to existing tunnels. INTRODUCTION The Wilshire Grand redevelopment project includes the demolition of a 16-story hotel built in the early 1950s and the construction of a new 73-story tower in downtown Los Angeles (LA) that will be the tallest building in the western United States. The project site is situated on approximately 2.7 acres (1.1 Ha) of land bounded by Figueroa Street to the east, Wilshire Boulevard to the north, Francisco Street to the west, and 7th Street to the south (see Figure 1a). The new tower is being constructed by Turner Construction for Hanjin International Corporation. Construction of the basement and foundation of the new tower required excavation up to 93 feet (28 m) deep. Shoring was designed by Cefali & Associates and installed by Malcolm Drilling Company. Along 7th Street, an excavation up to 57 feet (17 m) deep required shoring to be installed within about 6 to 10 feet (1.8 to 3.0 m) horizontally from an existing 400-foot long (122 m) section of one of the LA Metro Red Line subway tunnels (see Figure 1b). The tunnels, extending from the 7th/Metro Station to the Westlake-MacArthur Station, were constructed in the late 1980s and early 1990s with an excavated diameter of approximately 22 feet (6.7 m). They were initially supported with expanded, precast concrete segments with a final cast-in-place reinforced concrete lining. The existing hotel was demolished in 2012 and 2013, with shoring installation and excavation for the new basement occurring as the demolition occurred. At the time of writing, January 2016, the structure of the building adjacent to the tunnels is largely complete."

Jan 1, 2016

By Thomas Konstantis, Spyridon Konstantis, Panagiotis Spyridis

"Tunneling and Underground works are unequivocally subject to a diversity of inherent uncertainties associated with the geotechnical, hydro-geological and environmental regime that surrounds them. On many occasions, these uncertainties can provoke loss events of considerable consequences. The present contribution elaborates on losses that the insurance market has suffered in the recent years, following a construction failure event. These losses are being considered and analysed on a quantitative basis through evaluation of cost related data, with explicit discretization of the applied construction methodology and of the subsequent developed failure type since both of which are considered of major importance. Given the identified persistence and regularity of some loss-contributing factors, recommendations are provided on the basis of a proactive risk engineering management approach that are envisaged to reinforce the understanding of project risks and alleviate the incurred insurance cost. 1 INTRODUCTION The underground construction sector has always been a very challenging area for all involved parties, including the insurance market. Main reason for that remains the uniqueness of the uncertainties sources and the subsequent inherent risks that the tunneling and underground projects are exposed to. In many instances, these risks materialize, leading to loss events with substantially high impact on reinstatement cost and incurred delays, which depending among others on the insurance coverage will have to be bared by the Insurance market. In the recent decades and as the tunneling industry boomed and expanded with many major and significant projects undertaken around the world, the insurance market was faced with additional challenges. Increased competition during tender coupled with the scale and complexity of the projects and politically driven decision making exerted pressure on the project timelines, completion dates and budget. The pressure for on-time or even early project completion- to avoid liquidated damages or achieve bonus payments, respectively- along with cost reduction efforts and the incentive for innovative failure events. That, in turn, put additional pressure on the Insurance market which had experienced a significant amount of losses with substantial cost. One of the triggered mitigation actions was the introduction of the Code of Practice for Risk Management of Tunnel Works (ITIG, 2006 & 2012; MunichRe 2006, Wannick, 2007, Spencer, 2008, Adeyemo, 2011)."

Jan 1, 2016

By Bo Kyung Sim, Dae Young Kim, Jae Won Lee, Ebrahim Farrokh

"The contract C931 of the downtown line 3 (DTL3) mass rapid transit system of Singapore includes half a kilometer twin tunnels running between Mattar and Macpherson stations. An EPB TBM of 6.6 m diameter was used to excavate both of these tunnels. The tunnels pass predominantly through a very stiff silty/clayey fine to coarse sand from the Old Alluvium Formation. In this paper, TBM selection procedure, TBM performance evaluation, and some of the tunneling operation challenges with the TBM in the Old Alluvium Formation are discussed. In this regard, soil conditioning trial tests were performed to resolve the clogging issue and low TBM performance. Thorough TBM operational data analysis was performed to detect high soil abrasivity, backfill grout leakage, and foam nozzle clogging. The results of some of the applied modifications are also discussed to show their effects on the TBM performance improvement. Finally, some of the challenging TBM design specifications are also discussed. INTRODUCTION Tunneling and underground construction in Singapore has been increased in the last 30 years due to the demand for public transportation systems and the limited space above the ground for the infrastructure development. Downtown Line Stage 3 (DTL3) Mass Rapid Transit (MRT) system has 21 km total route length and consists of 16 stations. DTL3 Contract C931 runs between Mattar station and MacPherson station. The construction works in this contract include twin bored tunnels of 6.6 m diameter and 450 m length and a TBM launch shaft of nearly 30 m depth. The tunnels run in urban area below Kallang Paya Lebar Expressway tunnel (KPE), Kallang River Canal, and Circuit Link. Figure 1 shows the alignment of the tunnels in between two subway stations. The tunnels were excavated by an earth pressure balance (EPB) tunnel boring machine (TBM) through the Old Alluvium (OA) formation, a challenging geological formation in the sense of its abrasivity and stiffness. The Old Alluvium Formation mostly includes stiff to very stiff clayey and silty sand. The soil is un-weathered cemented to semi-cemented dense, mainly with a low permeability coefficient of 10-7 m/s and high SPT values (almost 100). The soil is classified as “very high abrasive” according to NTNU SAT test classification (SAT value of 15 to 42). The construction of the first tunnel drive was slowed down due to a number of factors related to soil conditioning and TBM operation. In this regard, a thorough analysis of the TBM operational parameters from the excavated sections was performed to identify the problems in time to prevent unwanted construction delays in the subsequent sections. In the following sections, a brief overview of the criteria used for TBM selection is presented at first. Then, the results from the analyses and tests performed to assess soil conditioning, grout leakage, and soil abrasion are presented. The last section discusses some of the tunneling design features that challenged the TBM operation in this project."

Jan 1, 2016

By Jimenez Leon, Christopher Newman, Boede Gabriel, Zacharias Agioutantis

"Ground movements due to longwall mining operations have the potential to damage the hydrological balance within as well as outside the mine permit area in the form of increased surface ponding and changes to hydrogeological properties. Recently, the Office of Surface Mining, Reclamation and Enforcement has completed a public comment period on a newly proposed rule for the protection of streams and groundwater from adverse impacts of surface and underground mining operations (80 FR 44435). With increased community and regulatory focus on mining operations and their potential to adversely affect streams and groundwater, there is now a greater need for better prediction of the possible effects mining has on both surface and sub surface bodies of water.As mining induced stress and strain within the overburden is correlated to changes in the hydrogeological properties of rock and soil, this paper investigates the evaluation of the hydrogeological system within the vicinity of an underground mining operation based on strain VALUES (calculated through a surface deformation prediction model. Through accurate modeling of the pre- and post-mining hydrogeological system, industry personnel can better depict mining induced effects on ground water flows through the overburden material aiding in the optimization underground extraction sequences while maintaining the integrity of surface and subsurface bodies of water.INTRODUCTIONThe utilization of high-recovery underground mining methods, such as longwall or high-extraction room-and-pillar operations, have the potential to cause adverse impacts to both surface and subsurface bodies of water as strata movement and deformations propagate from the mined seam through the overburden to the surface (Peng, 2008).Previous research has indicated that mining induced strains are the most damaging to surface streams (Singh, 1992) as well as greatly affecting the integrity of subsurface bodies of water and groundwater flow conditions (Booth, 1986). On the surface, adverse effects to the stream can occur due to the development of either tensile or compressive strain in the stream bed. The development of tensile cracks along the bedrock allows for a potential loss of stream flow through developed fissures. In fact, water flow in the Cataract River of Australia ceased in 1994 as a result of mining-induced strains from longwall operations in the Bulli seam 430 meters (1320 feet) below the river gorge (McNally and Evans, 2007). On the other hand, the development of compressive strains within the rock layers can cause rupturing or buckling of the stream bed, blocking stream flow and/or diverting flow into the fractures at the base (Iannacchione et al, 2010). While these localized fractures can contribute to the loss of stream flows, given time, damaged streams have the ability to self-heal through the regeneration of near-surface aquifers as well as the sealing of mining-induced fractures with rock debris, gravel, sand, clay or other soil particles carried from upstream sources and deposited in the river bed (Waddington and Kay, 2002)."

Jan 1, 2016

By Lawrence Tsang, Conrad Ng, Tim Leung, Peter Poon

"The Mined Tunnel is part of the Central-Wan Chai Bypass and Island Eastern Corridor Link (CWB), which is a strategic road along the northshore of Hong Kong Island targeted to alleviate the heavy traffic congestion. The objective of this paper is to review the performance of construction of a 160m long Mined Tunnel with a trinocular cross-section area of 460m3 and a combined span of about 50m underneath the southern approach ramp of the existing Cross Harbour Tunnel (CHT) by sequential excavation method (SEM) in hard rock. Mechanical excavation of tunnel by adopting the New Austrian Tunnelling Method (NATM), together with the application of NGI Q-system allows observational approach and optimization of temporary rock support design. Furthermore, the good performance of optimized rock support and the stability of CHT are confirmed through instrumentation monitoring review. This paper also discusses the selection of different tunnel plant and equipment to achieve the planned rates of tunnelling by mechanical excavation in competent granitic rock. INTRODUCTION The works of the CWB mainly comprise construction of 4.5km dual three-lane trunk road, of which a 3.7km section is a tunnel connecting Rumsey Street Flyover in Central to Island Eastern Corridor at North Point (see Figure 1). The Mined Tunnel runs from the ex-Public Cargo Working Area (ex-PCWA), underneath the existing CHT, and through the Causeway Bay Typhoon Shelter. The Mined Tunnel passes at an oblique angle beneath the southern portal of CHT over a length of some 50m. CHT is the primary sensitive receiver of this project and is utilized with a daily throughput of about 120,000 vehicles that far exceeds the design capacity of 78,000 vehicles per day. Hence it is necessary to choose the most appropriate tunnelling method to preserve the structural integrity of the CHT. Other sensitive receivers in the vicinity include structures to the north of the Mined Tunnel, the Royal Hong Kong Yacht Club (RHKYC); and to the south of the Mined Tunnel, the Police Officers’ Club (POC)."

Jan 1, 2016

By Nasri Munfah, Steffen Matthei, Vojtech Gall

"Conventional tunneling as defined by ITA WG19 is also known as the New Austrian Tunneling Method (NATM) or Sequential Excavation Method (SEM) was transformed in the US to deal with challenging tunneling conditions as an alternative to the more traditional tunneling methods. It is being used more often in urban areas, under difficult ground and ground water conditions, and with limited cover. Often the tunnel is of a large and non-uniform cross section in soft soils or weak rocks. The intent of using this tunneling method is to minimize impact on traffic and utilities and reduce disruption of everyday life of people and businesses. To meet these challenges, the industry developed technical approaches and implementation techniques and established sophisticated contractual relationships and collaboration in the field among various parties for successful implementation. This paper examines the development of conventional tunneling (NATM/SEM) in the US to deal with these challenges using recent examples such as Russia Wharf in Boston, Northern Boulevard Crossing, in New York, and Chinatown Station in San Francisco. INTRODUCTION / HISTORY Conventional tunneling or NATM/SEM is a concept that is based on the understanding of the behavior of the ground as it reacts to the creation of an underground opening. In its classic form the SEM/NATM attempts to mobilize the self-supporting capability of the ground to an optimum thus achieving economy in ground support. Initially formulated for application in rock tunneling in the early 1960’s, NATM has found application in soft ground in urban tunneling in the late 60’s and has since then enjoyed a broad, international utilization in both rural and urban settings. In the US the NATM/SEM tunneling method has been used successfully to address challenging tunneling conditions in urban areas. A large number of tunnels have been built around the world using a construction approach which was loosely termed NATM. During the years of discussions and the application of NATM a variety of terms have been used for the same construction approach. These terms were primarily aimed at describing the construction approach rather than the region of its reported origin."

Jan 1, 2016

By Jens Classen

"GENERAL PROJECT DATA The Sparvo Tunnel belongs to “Variante di Valico” project, a new 65 km highway link between Bologna and Florence, designed to renew the existing A1 route and to connect in a faster way Bologna and Flor-ence. It is composed of a 2,5 km twin tunnel excavated in a complex geological context, characterized by the presence of a series of surface landslides and methane gas. The gradient is 2.6 % and the minimum radius is 1’400 m. The internal diameter of the precast seg-ment lining, equivalent to the final section of the tunnel, is 13.6 m. MAIN TBM SPECIFICATIONS TBM Earth Pressure Balanced S-574 “Martina”, manufactured by Herrenknecht, has a theoretical excava-tion diameter of 15’615 mm. It is equipped with a conical shield 12.2 m long and four back-up gantries. The total length of the machine is approximately 130 m, weighing approximately 4’500 tons. The total installed power is 16’800 kW. The main drive has a diameter of 8’700 mm and has a triple axis roller type bearing equipped with a labyrinth system including 4 sealing lips. TIME SCHEDULE OF INITIAL TBM DRIVE A time schedule of the initial TBM drive is presented in the following list: •,August 25, 2011: start of the excavation of the 1st drive of the Sparvo tunnel •,October 29,2011: stop of the advance of the TBM for gear oil contamination and clogging •,October 29 to December 20, 2011: repair works on the main drive system and modifications on the conditioning system •,December 20,2011 to July 25, 2012: restart excavation of the 1st drive (north tunnel) and its breakthrough •,July 25 to November 29, 2012: 180° turning of the TBM, detailed check of the main drive seal-ing system and fixing problems on gear boxes, race ring, clamping ring and cutting wheel •,November 29,2012 to July 24, 2013: excavation of the 2nd drive (south tunnel) and its break-through •,August 2013 to July 31, 2014: disassembly of the TBM (first 4 months) and standstill of the jobsite for structural issues on precast concrete lining of the tunnel •,July 31, 2014 to March 10, 2015: inspection, dismantling and packaging of each part of the main drive (flange ring, gear box housing and main bearing). The various phases are described hereafter in detail."

Jan 1, 2016

By Edoardo Misano, Magali Schivre, Martino Semeraro, Alain Bochon

"INTRODUCTIONThe Laboratoire Souterrain de Modane (LSM) is an underground research laboratory located in the Western Alps on the French – Italian border. It is located in the middle of the 13km long Fréjus highway tunnel that links Modane (France) to Bardonecchia (Italy) in correspondence of the highest overburden of 1800m. The LSM current activity is mainly based on the investigations about the dark matter and requires very sensitive instrumentation which shall be protected from cosmic rays. To comply with the new legislation about safety in tunnels, the highway tunnels owners agreed in 2007 the construction of a parallel safety tunnel, at an average distance of 50m from the existing tunnel and the laboratory owner CNRS (Centre National de recherche scientifique) also decided to extend the existing laboratory with the construction of a new 17000 m3 cavern allowing the installation of wider and more powerful instruments that could increase chances of success of research. Preliminary studies stated that, considering both geological and functional issues, the most appropriate location for the new laboratory shall be in between the two tunnels and parallel to the existing laboratory (see Figure 1).Hence, the CNRS asked Systra, already in charge of the works supervision of the safety tunnel, to realize the design of the new cavern. The laboratory extension includes the construction of a 40 m long cavern with 300 m² cross section and two smaller tunnels connecting the safety tunnel and the existing laboratory to the new cavern. The minimum distance between the front face of the new LSM and the highway tunnel is about 25 m.The French and the Italian authorities, responsible of the exploitation of the Fréjus highway tunnel, asked the CNRS to develop an accurate study indicating that the construction of the laboratory extension would not have any negative impact on the existing structures of the highway tunnel. The main results of the developed study by Systra are summarized hereafter. The construction works should begin prior to the end of the construction works of the Fréjus safety tunnel in 2018."

Jan 1, 2016

By Yasushi Arai

"Among Tokyo Metro’s approximately 200km of subway lines, the Tozai Line that connects Chiba Prefecture and mid-Tokyo experiences congestion of up to 199% at worst and relief of this has become urgent. Therefore, as it is imperative to increase the number of trains operating in the exceptionally congested area from mid-Tokyo going east, a large-scale renovation work is planned between Iidabashi Station and Kudanshita Station that will facilitate turn-back via 3 tracks. While ensuring the safe and stable operation responsible for about 1.35 million passengers daily, this highly difficult work of inner wall demolition and reinforcement of the side walls and floor slabs will only be implemented for 3 hours during late night. This paper discusses large-scale plans to improve turn-back facilities, and the methods of construction therein as an example of operational improvement of a subway network. 1) INTRODUCTION The Tokyo Metro Tozai Line (“Tozai Line”) opened over the entire 30.8 km distance from Nakano to Nishi-funabashi on March 29, 1969. It has the longest operating length of the nine Tokyo Metro lines, and was the first subway line to extend past the borders of the Tokyo Metropolis. Through train services with two other railway companies are available from the Tozai Line. Tozai Line trains join the Sobu Line of the East Japan Railway Company (“JR East”) and the Toyo Rapid Railway Line of Toyo Rapid Railway (“TR”) from Nishi-funabashi Station, and the JR Chuo Line from Nakano Station. The line is structurally distinctive in that 51% of it was built using the open-cut method, 43% of it is elevated and the remaining 6% was built when we used the shield method for the first time 1)2)3)."

Jan 1, 2016

By Cheng Ang, Yun Bai, Zhi Liu

"This paper presents a conceptual design of an innovative tunnelling method named the Ring Pipe Jacking Method (RPJ) which is conducted by the Ring Pipe Jacking Machine (RPJM). The RPJM consists of a double ring shell which forms a ring section where small interlaced cutter heads or several micro tunnelling machines are assembled to cut soil. Similar to the conventional pipe jacking method, the RPJM also needs a thrust system, a slurry transport system, and a control system. To satisfy the need for large/super large or special section tunnels in future, the RPJM is designed to reduce sharply the excavation face to the annular section, thus enhancing the face stability. Part of the innovation is that the RPJM uses modular cutter heads or micro-TBMs which can be reused. The typical double shield shape can be easily changed by reinstalling the modular cutter heads. Modularity allows the tunnel to be cut in any cross-section shapes, ranging from a circular tunnel to a rectangular one. INTRODUCTION The demand and requirement to utilize urban underground space is rising with the rapid social development in recent years. It is necessary to reduce excavations of the urban ground surface to ensure smooth traffic in cities. Therefore the conventional open cut construction method for underground tunnels can no longer satisfy the need of practical engineering, and it is taken over by trenchless technologies .The Pipe jacking method is an important trenchless technology and is used more and more frequently to install underground pipelines, but the present pipe jacking method still has many problems. For example, it is not suitable for installing large-diameter tunnels and it also has difficulty in construction of short radius curved tunnels. This paper presents a conceptual design of an innovative pipe jacking machine named the Ring Pipe Jacking machine (RPJM) and introduces the correspondent Ring Pipe Jacking Method (RPJ) which can be applied to construct large-diameter tunnels. Furthermore, technical characteristics and superiority of the ring pipe jacking method are analyzed in this paper."

Jan 1, 2016

By Yiming Sun, David Tsztoo, Rick Nolting, Adam M. Wirthlin, Rebecca Fusee

"Excavation and initial support of the New Irvington Tunnel presented significant challenges, including rapidly changing ground conditions, heavy ground loads, and squeezing. Such behaviors were anticipated from historic tunneling records of the adjacent Existing Irvington Tunnel, and extensive site investigation, but clearer understanding of their actual extent and causes has resulted from convergence measurements, observations of ground behavior, initial support monitoring and detailed geologic mapping. Time-dependent movements, documented hours to months after excavation in clay-rich rock and in moderately to intensely fractured rock, identified squeezing areas, allowed classification by currently-used predictive methods and added to the list of lessons learned in tunneling such ground. INTRODUCTION In March 2003 the San Francisco Public Utilities Commission (SFPUC) authorized funding for the $4.6 billion Water System Improvement Program (WSIP) to repair, replace, and seismically upgrade its water system. The program consists of 35 local projects located within San Francisco and 48 regional projects located in several counties from the Sierra foothills to the San Francisco Bay Area. The New Irvington Tunnel (NIT), a key component of the WSIP, is located east of Fremont in Alameda County, on the east side of San Francisco Bay. The NIT is a new 18,660 foot (5,689 m), redundant tunnel, 190 to 670 feet (58–204 m) offset from, and subparallel to the Existing Irvington Tunnel (EIT). Built between 1928 and 1932, the EIT was constructed with an unreinforced cast-in-place concrete lining and is vulnerable to damage in the event of a major earthquake along the two closest active faults. The Hayward Fault is located less than a mile west of the tunnel, and the Calaveras Fault is located half a mile east of the tunnel. Although the alignment does not intersect these faults, the shaking and sympathetic displacement along secondary faults that cross the tunnel alignment are potential hazards. The NIT provides a seismically reliable water transmission facility capable of withstanding earthquake damage and maintaining continuous water service after a major earthquake. The NIT also adds system redundancy and provides for operation flexibility of running water through both tunnels, or through one tunnel while the other is out of service for inspections and maintenance."

Jan 1, 2016

By Pedro Alejandro Samané Tuni

El presente texto describe la metodología de investigación adecuada para la excavación subterránea a través de la clasificación geomecánica según: RMR (Bieniawski), Q (Barton), Romana, Deere y Palmstrom, quienes determinan los tipos de sostenimiento y el span de autosoporte para cada tipo de roca e influyen en el método adecuado de excavación según clasificación de excavabilidad. Sin embargo, no se encontró el método adecuado y solo se define cuál de estas clasificaciones son factibles de usar en la excavación de cada tipo de macizo rocoso.

Jan 1, 2016

By Tsunenori Shibata, Kazunori Jimbo, Kaoru Toya, Masafumi Matsumoto, Jinya Mitsui, Toshinori Tsuji

"The Toyama Line is under construction as a natural gas pipeline with a length of 102 km from Itoigawa City to Toyama City. A 2 km-long tunnel section of the pipeline that we are reporting here is being excavated in a mountain area away from an urban area. The geology under which the tunnel is constructed is collapsible fractured breccia slate and Holocene sandy soil. Other tunnels of the Hokuriku Expressway and Hokuriku Shinkansen are in service above the tunnel route. From the starting shaft on Toyama side, conventional tunneling was adopted to facilitate excavating the base rock layer and maintain enough distance from the Hokuriku Expressway tunnel. From the starting shaft on the Itoigawa side, TBM tunneling was adopted to cope with the unconsolidated soft ground for a 200 m-long section from the shaft. We will discuss the issues and countermeasures concerning the selection of a tunnel route and excavation methods, performance of both conventional and TBM tunneling, and underground connecting of these tunnels excavated by conventional (NATM) and TBM methods under a high groundwater pressure up to 1.2 MPa. INTRODUCTION AND BACKGROUND The International Petroleum Exploration Teiseki Co., Ltd. (INPEX) is constructing a high-pressure main pipeline network in the Toyama Prefecture area to promote the use and reliable supply of natural gas as shown in Figure 1. As part of the Toyama line project that has a total length of 102 km, A-1 construction, the nearest section to the tunneling starting point in Itoigawa City, where various tunnel excavation methods have been adopted to install the high-pressure pipeline 20 inches in diameter, a 2 km tunnel in the A-1 construction section discussed here is to be excavated by conventional and TBM methods in a mountain area. Based on environmental studies such as traffic jams due to frequent traffic of heavy vehicles disposing of soil, and the effects of dust, noise and vibration during construction, we selected the route to install the gas pipeline in a mountain area as shown in Figure 2, where the impact on the surrounding environment could be minimized."

Jan 1, 2016

By Markus Papst, Denise Millier, Daniel Beckers, Axel Preusse

"At an open-pit lignite extraction mine in Germany, groundwater has to be pumped over a large area, which leads to subsidence at the surface. As long as the geology of the area of influence is homogeneous, the subsidence is uniform and has marginal influence on buildings.Since the geology of many regions is characterized by faults, there are different rates of subsidence along those faults, which can lead to considerable consequences. Those different rates of subsidence on both sides of a geological fault are associated with the structure of the geology and soil mechanical properties. Horizons with various thicknesses and types of soil are affected differently by the groundwater pumping because of the offset of the faults, and thus react dissimilarly to dewatering.The smaller the grain of the geological horizon, the stronger the chance of shrinking, which leads to a stronger effect at the surface; therefore, dewatering impacts on clayey soil are different to those on sand and gravel. Regions consisting of meadows with turf inclusions are endangered as well; compared to the surrounding geology, those areas react in an entirely different way to water removal, which leads to immense differences in subsidence.The differences in area and respective subsidence impacts, as well as if it is possible to localize those areas, is an issue which needs to be analyzed. Furthermore, detailed mapping can help in the development of future forecasts about those subsidence differences and can also help with monitoring geological faults. In the context of subsurface spatial planning, this mapping has to be kept under review medium- to long-term.INTRODUCTIONThe utilization of underground mining is of increasing significance and of high interest, both for the common good and for future generations. For decades, humanity has been extracting resources from the subsurface, and salt, coal, lignite and water - just to mention a few resources - have been extracted from underground (Sailer, 2013)."

Jan 1, 2016

By Mohammad Hossein Sadaghiani

"Construction of underground structures in urban areas is a very challenging work. There are generally two methods of construction, an open cut-and-cover and underground method. To eliminate the subsurface and surface disturbance and street traffic problems, underground method is preferred. The stress redistribution caused by underground excavation induces movements and deformation in the earth mass and ultimately at the ground surface. This is more pronounced in large space excavations. Generally pre-supporting system is used to control ground deformation and thus enhance its stability. In this paper an innovative pre-supporting system is presented. Concrete Arch Pre-supporting System (CAPS) is introduced in Tehran Metro in 2002. This method has roots in construction method of an Old Iranian small water tunnels, called Quanat. CAPS is an efficient method for stabilizing large span underground spaces constructed in shallow and soft ground. In this technique underground reinforced concrete elements are constructed around the proposed underground space prior to main excavation. This method is used successfully in over 50 large span underground structures in Tehran Metro stations and road tunnel intersections. CAPS has potential to be used to pre-support the large span underground spaces at any weak ground condition in an urban area.1. INTRODUCTION Underground subway stations can be constructed either by open cut-and-cover or underground construction. Due to the presence of subsurface utilities and street traffics in urban areas, underground construction is preferred to eliminate relocation of the subsurface utilities, and other urban disturbance. Underground construction in an urban area is a very challenging effort. The complexity of the work is more pronounced in a weak and shallow ground. The stress redistribution caused by underground excavation induces deformations in the earth mass and ultimately at the ground surface causing damage to adjacent structures. The need to control ground surface settlements in urban area is widely recognized and new construction methods are continuously developed. Settlements induced by underground excavation may cause serious damages to nearby structures and subsurface underground utilities, (Sekimoto et. al. 2001). In order to improve stability of underground excavation and reduce settlements, various ground treatment techniques are presented, Johnson, et.al., (1983), Carrieri, et.al. (2002), and Ocak (2008)."

Jan 1, 2016

By Franz Wilhelmstoetter, Christian Karner

"The Confederation Line is phase one of Ottawa’s light rail transit, which consists of 13 stops and stations. The project’s center piece is a 2.5 kilometer (1.6 miles) long tunnel with three underground stations leading underneath downtown Ottawa and is constructed within feet of adjacent buildings. The downtown stations, Lyon and Parliament, are caverns approximately 16.5 m (54 ft) by 18 m (59 ft) in a horseshoe configuration constructed in rock, while the third station, Rideau, is approximately 22 m (72 ft) by 18 m (59 ft) in an oval configuration and constructed in mixed ground. The paper will discuss design decisions made early on in the project such as excavation method, unique construction sequencing, and equipment selection, and go on to include corresponding progress rates. The paper also documents design and construction challenges of large caverns in very close proximity to existing buildings and varying ground conditions. Finally, an overview of achieved construction milestones and a current construction progress will be presented. Station cavern excavation is expected to be completed in early 2016. INTRODUCTION The number of urban metro construction projects has certainly increased over the last decades. Cities are growing rapidly all over the planet and many are striving to keep up with the increased demand for public transportation. One of the most feasible types of inner-city transportation with the capacity for large quantities of passengers are metro (subway) systems. Still, large construction projects in dense urban areas often affect the city’s residents in mostly negative ways. During construction, residents face the obstacles of road closures, noise, dust, economic loss for businesses, and property value losses are common. In other words, individuals are directly affected by the way new infrastructures are planned, designed, built and operated. The tunneling industry offers unique opportunities of keeping these side effects to a minimum and possibly avoiding them all together. Although challenged by a variety of constraints (some of which will be discussed in this paper), urban tunneling applications offer a chance to keep cities environmentally, economically, socially, and culturally sound during construction."

Jan 1, 2016

By Andrew Thomson, Peter Wright

"A section of a London Underground expanded segmental lined tunnel constructed in the 1970’s progressively deteriorated after 2001, with extensive radial joint spalling and mid-segment cracking. As part of the PPP contract Tube Lines Ltd and their partners carried out various analyses of the tunnel, including analysis of laser scans of the tunnel, geotechnical testing through the tunnel walls, geotechnical desk studies, real-time monitoring and even full-scale segment testing. This paper discusses the behaviour of the tunnel lining in this setting, the causes of failure and the lessons that can be learnt from this rare example of a tunnel which was progressively failing in service. It is finally noted that a replacement tunnel lining was installed during night-time possessions and completed in 2015. INTRODUCTION In 2003, Tube Lines Ltd. was established under a Public-Private Partnership (PPP) scheme to provide maintenance services and upgrade projects for London Underground (LU). The Deep Tube Tunnel Knowledge and Inspection Programme comprised the assessment of all tunnels, shafts and other underground structures. This included a number of lengths of tunnel constructed using segmental concrete linings. First used by LU in the 1960s, the savings both in cost and speed of construction led to concrete linings replacing cast iron for new tunnel construction in all but a few cases. During the initial scoping phase of this programme, inspections identified potential issues with the expanded concrete segmental linings on the Jubilee line. The inspections found a number of segments with surface spalling (Figure 1a), which did not appear on the post-construction defect records. These were generally relatively shallow, up to 40mm deep, spread over a wide area of segment. These were different to spalls caused by handling damage, which are typically localised at segment corners. Subsequent inspections over the following years identified an increasing number of segments with these types of spalls as well as an increased incidence of longitudinal mid-segment cracking (Figure 1b). The increasing occurrence of these defects was hypothesised to be caused by tensile stresses developing in the vicinity of the joint."

Jan 1, 2016

By J. Weyer

"Colored gemstones are most often mined in small scale artisanal mining operations. Sri Lanka is well known as source for precious stones since thousands of years. Gemstones are mine in small open pits, directly in rivers (river dredging) and in underground mines. Almost all mined deposits are alluvial deposits. PRECIOUS STONES AND DEPOSITS Precious stones from Sri Lanka are well known for thousands of years. Tales and legends from Arabia, India, China and reports from discoverers like Marco Polo describe the fabulous stones from Ceylon which was the name for Sri Lanka before 1972. Already 1000 BC King Salomon got valuable gemstones from the legendary Queen of Sheba on her visit to Jerusalem. Paintings (frescoes) of the “cloud maidens” with huge gemstones can be seen at the “mirror walls” of the Sigiriya rock fortress - one of the eight World Heritages Sites of Sri Lanka.And even today some of the most valuable and most desired gemstones come from Sri Lanka. The term “Ceylon Sapphire” stands for an excellent royal blue color of high quality corundum from Sri Lanka. Reason enough to look a bit closer how these gemstones are mined. Sri Lanka has rich gemstone deposits which are mined underground, in small open pits or directly within a river. Some of the primary deposits in magmatic and metamorphic rock are also known, but most gemstones are mined in secondary alluvial deposits. Gem bearing deposits can be found in a band from NW to SE. Highly probable deposits and main mining areas can be found around Ratnapura – the city of gems, down to the coast (Matale) and up to the region around Elahera. These secondary deposits are mostly thin layers of gravel and sand, so called “illam”. The depth can vary between some dm to 10 25 m or even almost 40 m. But the average depth is about 12 m. Gemstone mining is controlled, licensed and regulated by a special authority – the National Gem and Jewelry Authority - which was founded in 1993. Another task of this authority is the promotion and development of the gemstone industry and the control of import and export of gemstones. Any violence of the NGJA law can lead to a fine or even up to 5 years imprisonment. To increase the confidence in the gemstone industry the Authority offers a unique service to foreigners. All bought gemstones can be tested free of charge in certain laboratories in Ratnapura and Colombo. So visitors can be sure they got no imitations, wrong stones or even synthetic stones or glass. It was said that detected synthetic stones will be destroyed and the seller will do all he can to replace the stone with the right stone. Otherwise he will lose his license."

Jan 1, 2016