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By W. L. Garrison

Improvements continue to be made in rapid excavation and tunneling technology. There are several ways to examine the impacts of such improvements. The most common procedure is to monitor current developments and to evaluate prospects for expansion of present types of uses. Other approaches are called for, however, if the technology might be used in ways not now imagined, if the search is for information for managers of technology development, and if the issue is that of the wise use of the technology by society. The first section of the paper will pose these matters as questions. These questions will be examined from the point of view of the processes of technology development and utilization, and then further examined against the backdrop of processes at work within the urban area. Such an examination will provide insight into the way technology developments should proceed. The final section will present some comments that may be useful to those guiding the development of the technology and to those who might provide leadership for its wise utilization. THE QUESTIONS Three questions are posed: 1. Are there uses for the technology beyond further penetrations of its present markets? 2. Can information be supplied to managers of technology development so that they may improve the assignment of priorities among development choices? 3. How can society make wiser use of the technology?

Jan 1, 1974

By John A. Dal Pino

This paper describes two independent building underpinning projects during the construction of the Los Angeles Metro Rail System. The first project involves pinpile underpinning of a building along the Red Line which is the main heavy-rail portion of the system. Vertical and inclined friction pinpiles were constructed, using drilling equipment in a low-overhead height space, to support underpinning grade beams. This underpinning permitted the demolition of the building caissons so that the subway tunnels could pass beneath the building unimpeded. One of the piles was statically tested in compression. The second project involves the use of traditional pit piers for the underpinning of historic buildings along the Pasadena Blue Line, which is one of the light-rail branches from the Red Line. The piers were designed for various loading conditions and to minimize differential settlement of adjacent foundations. The piers will be internally braced with steel struts to be designed by the contractor.

Jan 1, 1996

By Thomas P. Kwiatkowski, Joginder S. Bhore, Christopher D. Orlandi, Jose Velez

Three case histories of successful TBM tunneling for New York City Water Tunnel No. 3 are presented. The tunnels, costing about one billion dollars total, are the 5-milelong, 18'-11" OD Brooklyn Tunnel; the 5-mile long, 23'-2" OD Queens Tunnel, and the9-mile long, 12'-4" OD Manhattan Tunnel. The three tunnels are the first major tunnels constructed in New York City rock utilizing the TBM method of construction. This paper describes and compares the three tunnel projects in terms of geology, construction methods, TBM’s, rock and groundwater behavior, rates of advance and other performance data, and challenges and solutions encountered during the projects.

Jan 1, 2007

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 Jurij Karlovšek, Wolfgang Angerer, Vojtech Ernst Gall, Jacob Grasmick

The International Tunneling Association (ITA) Working Group (WG) 22 “Information Modelling in Tunneling” has developed a guideline for the implementation of Building Information Modeling (BIM) concepts for Bored Tunneling Projects. The guideline primarily covers the use of BIM during the conceptual and delivery phases of a project. It provides Owners with an introduction to BIM, an overview of the current capabilities of BIM, and a guide for implementation for a Bored Tunnel. The document will be officially published at the World Tunnel Congress (WTC) in Copenhagen in 2022. This paper describes the need for the guideline and provides a preview of its contents.

Dec 1, 2022

By Christophe Bragard, Jason Choi, William H. Hansmire

This case history provides a physical benchmark of tunneling technology progress comparing an old hand-mined tunnel to a modern 20-ft-diameter EPB TBM that mined in the same ground. This rare opportunity to see how tunnels were constructed many years ago occurred when an old 10-ft-diameter storm drain tunnel in the way of os Angeles subway construction was demolished and replaced with obas berglass pipe. Steel rib and lagging initial support was exposed showing solid-sawn 2" × 12" × 48" redwood lagging. This paper documents the as-built old tunnel, how it was successfully replaced, and some lessons learned.

Jun 23, 2024

By M. Younis, E. Comis

"The success of a tunnel project relies on many factors, but one of the most important is also the most overlooked: coordination by all parties involved during the design stages. This is particularly true of segment design and TBM design. Tunnel lining with segmental rings is usually designed according to the standards of reinforced concrete construction based on a given GBR. However, for TBM tunneling, the determination of loads during ring erection, advance of the TBM, earth pressure, and bedding of the articulated ring are all part of the tunnel lining design as well. TBM design can be heavily affected by the segment arrangement, dimension, and weight, but these are usually given as a fixed input to the TBM manufacturer—a process that can cause unnecessary complications. The authors propose that the industry evaluate the process as it stands. In order to find the optimum balance between lining design and TBM cost and operational workflow, both designs should be finalized concurrently. This requires coordination between the TBM manufacturer and segment designer from the early stages. The aim of this paper is to evaluate the influence of the segment lining design on TBM cost and performance, and to provide commentary on existing design guidelines to optimize lining and TBM procurement. INTRODUCTION The conventional project setup for tunnel lining design and the design and manufacture of the tunnel boring machine (TBM) should be coordinated in a timelier manner. It is widely acknowledged that the design of segments must consider the forces exerted by TBM rams during tunnel construction, but other inputs are most frequently provided to the TBM manufacturer as fixed parameters to design around. This paper describes other important factors in TBM design that impact not only the interaction with the segments, but also the construction of the tunnel in terms of overall production and even safety. For example, the segment width and tapering have direct influence on shield body length and thrust cylinder size. Furthermore, TBM geometry can also affect the backup (trailing gear) layout and length."

Jan 1, 2016

By M. J. DeJong, R. J. Mair, S. Ritter, G. Giardina

"For urban tunneling projects it is essential to predict and prevent building damage. Although various case studies and experiments have shown that buildings considerably modify greenfield soil movements, widely accepted damage assessment methods neglect this soil-structure interaction and simplify structures as linear elastic beams. This paper summarizes an experimental investigation of the response of more realistic structures to tunneling-induced deformations. Small scale structural models with façade openings and brittle material properties were 3D printed and tested in a geotechnical centrifuge. Soil and structure displacement data were obtained by image-based measurement. Results demonstrate that structures notably mitigate differential greenfield ground displacements. It is also shown that maximum soil settlements, horizontal soil displacements beneath the structure and structural damage in the form of cracking significantly depend on the position of the structure in the settlement profile. The results provide a basis from which to predict building settlement response with greater certainty. INTRODUCTION With continuing population growth and increasing urbanization expected in the next decades, there is an urgent need for a next generation of infrastructure. It is likely that a large part of this infrastructure will be underground. Such creation of urban underground space frequently involves the excavation of shallow tunnels in close proximity to existing structures and utilities. For example, along the Crossrail project in London more than 1,200 structures are located within a possible influence area of the tunnel construction (Torp-Petersen and Black 2001). The assessment of building damage plays a vital role throughout the planning, design and construction stage of urban tunneling projects. However, while predictions of tunneling-induced deformations in the greenfield can generally be made with some confidence, much uncertainty exists about how structures interact with ground movements arising from tunnel construction."

Jan 1, 2016

By Jozef F. Zurawski

The paper discusses design and construction of a 1.8 meter (6 ft.) diameter tunnel installed under complex geology of Staten Island, New York. Contract T-13 is a section of the Oakwood Beach Water Pollution Control Project constructed for New York City Department of Environmental Protection. A knowledge of the subsurface conditions and difficulties experienced on the adjacent contracts called for an innovative approach to handle tunneling under 12 to 17 meters (40-55 ft.) of water in the variable subsurface conditions. This paper describes tunnel design and construction utilizing continuous grouting during advancement of tunnel boring machine and installation of liner plates.

Jan 1, 1993

By Art Hamid, Manfred Wong, Carlos Jaramillo, Greg Raines, John Caulfield

"The Central Bayside System Improvement Project (CBSIP) is a critical element of the Sewer System Im-provement Program (SSIP), a 20-year, $6.9-billion investment by the San Francisco Public Utilities Commis-sion (SFPUC) to upgrade San Francisco’s 100+ years old seismically vulnerable combined sewer system. The CBSIP’s centerpiece, a proposed 10,000-foot-long (3,048-meter-long) Channel Tunnel, will provide reliable and redundant gravity conveyance and storage of combined wastewater flows from the northern and central parts of San Francisco to the Southeast Water Pollution Control Plant (SEP) while ensuring compliance with regulatory requirements for combined sewer discharges to the Bay. A tunnel with a diameter of 23 to 30 feet (7 to 9 meter) is being planned using pressurized-face tunnel boring machine technology. Project challenges include tunneling through Franciscan Bedrock, mixed ground conditions in close proximity to the Bay, connector tunnels and shafts, construction in congested urban environment, and challenging real estate issues for shaft access. BACKGROUND AND NEED FOR TUNNEL The City of San Francisco is one of the most beautiful cities in the world. About 850,000 people live in the city and many more come to work, for tourism, and for attending conferences. The SFPUC is a department of the City and County of San Francisco that provides energy, drinking water and wastewater services to San Francisco, wholesale water to three Bay Area counties, and green hydro-electrical and solar power to San Francisco municipal departments. The SFPUC wastewater system includes tunnels, large storage/transport boxes, 1000 miles of collection sewers, 28 pump stations, and three wastewater treatment plants. San Francisco’s combined sewer system collects both wastewater and stormwater in the same sewers, which is then pumped, treated to stringent state standards and discharged into the San Francisco Bay and Pacific Ocean. After decades of service, much of the sewer system is nearing end of its working life. During the 1989 Loma Prieta earthquake, damage to SFPUC water and wastewater infrastructure was extensive. The 11,200-foot-long (3,400-meter-long), 66-inch-diameter (1,676-mm-diameter) Channel Force Main, built in 1976, and a critical component of the SF wastewater system was also damaged. This force main carries 70 percent of the bayside dry weather sewage flow from the northern and central part of the city to the SEP. The force main is at the end of its life and was not constructed to the current seismic code; in addition it has no redundancy. Figure 1 shows the project background and the force main that will be provided redundancy by the new gravity tunnel."

Jan 1, 2016

By Anita Wu

"GENERAL BACKGROUND/CONTEXT The £300 million Bond Street Station Upgrade project will provide essential congestion relief and step-free access to an important interchange and destination station in the heart of the London Underground network. In 2010 London Underground (LU) let a design & build contract to Costain Laing O’Rourke (CoLOR), with the works to be completed in early 2017. CoLOR’s lead designer is Halcrow-Atkins JV (HAT). The station upgrade works comprise the following principal elements: •,A new satellite ticket hall on the North side of Oxford Street •,Two additional escalators and stairs providing congestion relief to the Jubilee line platforms •,Four lift shafts to provide step-free access between the different levels of the station •,Additional stairs to Central line platform level •,Tunnelled connection to the Crossrail station immediately to the south •,Connecting passageways, including ten connections to existing station tunnels. To achieve this, an existing property at 354-358 Oxford Street has been purchased and demolished, and the basement deepened to make provision for the new ticket hall. From this basement two circular shafts have been sunk, providing construction access for the tunnelled passages and lift and escalator shafts. The tunneling is principally in the London Clay stratum, which is widely recognized as a favorable tunneling medium, although the deepest parts of the works extend into the Lambeth Group strata which consist principally of stiff clays at this level but also contain water-bearing sands. The majority of tunneling has been carried out using mechanical excavation and sprayed concrete linings but other techniques have been used in areas where SCL is not practicable.A key challenge for design and construction of the works has been spatial constraint, in particular due to: •,The existing underground station layout •,The Limits of Deviation for the works •,The small construction site at 354-358 Oxford Street •,Overlaying Third Party assets including Listed buildings, sewers and water mains."

Jan 1, 2016

By Xuehui Zhang, Yun Bai, Qiaosong Li, Huiming Wu

"Construction activities account for a large share of the global Greenhouse Gas emission. In the past 10 years, project decision-makers and researchers have been paying more attention to the carbon emission of tunnel projects. In this paper we study the carbon emission calculation in shield tunneling. The objective of this paper is to: (1) analyze the complex variables which affect the total emission of shield tunneling; (2) develop and illustrate a new data-mining-based method to estimate the carbon emission in the construction phase; (3) assess the emission prediction reliability of a data-mining-based method—the Randomforst model, with R programming language. This study is based on a large-diameter shield tunnel built in Shanghai, China, and shows that a reliable predictive performance can be achieved with this new data-mining-based method. INTRODUCTION Climate change caused by the Greenhouse Gas (GHG) emission has been a hot topic in recent 20 years. Both governments and non-government-organizations are trying its best to control the climate change. Since the 1990s, the general consensus is that carbon emission reduction and carbon sinking (the work of capturing the emitted carbon) are two ways of mitigating the global warming effect, with the former being more exercisable. The challenge posed by global warming also motivates the project decision-makers to take measures to reduce the GHG emission. The 5th Assessment & Report on Climate Change (published by IPCC, the Intergovernmental Panel on Climate Change) suggests that building industry contributes to 5% of the total direct emission. The building industry has shown more awareness of the impact of GHG emissions with construction activities. Shield tunnels act as an important component of the infrastructure system, and have been the dominant way of utilizing the underground space, as well as a competitive alternative to passageway underneath rivers. To study the environmental effects of shield tunneling, there is a need to quantify the carbon emission of shield tunnel construction."

Jan 1, 2016

By George E. Williamson, Mikiya Higuchi, Michael T. Traylor

Extensive soil conditioning was required to allow Earth Pressure Balance(EPB) tunneling on the South Bay Ocean Outfall tunnel project in San Diego, California, near the Mexican border. This tunnel extends 19,000 feet out under the Pacific Ocean and was mined through soil formations including silts, sands, gravels, cobbles, and boulders. EPB pressures ranged from 3.0 to 7.0 bar, with the maximum pressures required when mining through the highly permeable granular formations.

Jan 1, 1999

By E. O. Mixon, Joseph P. Sehulster

This paper describes the driving of a 1421 m long by 2.74 m diameter sewer tunnel in postglacial soils of the Menomonee River Valley in Milwaukee, Wisconsin. An earth pressure balance machine was used for excavation and to install a "one pass" pre-cast concrete gasketed segmental liner. Also discussed is the use of ground freezing to stabilize the ground for the start of tunneling operations and modifications made to two structures to accommodate final tie-ins for the sewer tunnel.

Jan 1, 1989

By Steve Kral

The third edition of the Underground Construction Association of SME?s (UCA) Cut-ting Edge series of conferences focused on a challenge every underground construction and tunneling project faces: controlling ground water. The conference, held in New York City in November, is a partnership between the UCA and The North American Tunneling Journal. It featured more than 20 technical presentations by professionals from around the world. Each described specific challenges unique to their projects and the solutions employed. More than 175 professionals attended the two-day conference that included an exhibition featuring 17 companies. In addition to the technical program, the Cutting Edge conference featured a site visit to the $10.4 billion East Side Access Project. Sponsors of the meeting included Soil Freeze, Traylor Bros., Kiewit, Skanska, Moretrench, Aecom and The Robbins Co.

By F. Dahl, P. Raleigh, J. Holzhauser, B. Nilsen

Tunnel excavation using tunnel boring machines (TBMs), has become increasingly common in recent years, despite the fact that precise evaluation of certain risks have not kept pace with the use of these machines. One of the risks easily overlooked by Engineer and Contractor alike are the effects of abrasive ground on the costs and schedule of a given project. The impacts of worn and damaged TBM cutter heads have been observed on hundreds of tunnel projects around the world. It would appear that a reliable prognosis of the abrasiveness of soils on a project would be of great importance for designers, clients and contractors alike. Several well acknowledged test and prognosis methods already exist for rock, however there is only very limited knowledge available to describe the abrasiveness of soil and its impact on soft ground TBMs. This paper will examine approaches to this problem and suggest a new approach based on a current project undergoing design.

Jan 1, 2007

By Dave Ragland

The SDSU tunnel and underground station are the first of these type facilities to be constructed by the Metropolitan Transit Development Board. Because there is no previous experience, and because tunneling activities are associated with some risk, he MTDB has undertaken a very proactive and wide reaching program to identify and control risks during construction. Finally, because the tunneling activity and underground station is on the San Diego State University, MTDB is working closely with their staff to identify construction impacts and mitigation’s, and thus ensure a quality project for both agencies.

Jan 1, 2001

By Morris Loshinsky, George Ziegler

The New York City Transit System is celebrating its Diamond Jubilee this year. In 1904, 9.3 route miles of New York's first subway was placed in operation in lower Manhattan. Since that date the system has grown to 230 route miles and 458 stations (See Exhibit #1). The age of the system immediately provides a clue to the nature of our construction activity. While we must always plan for the future and expand the system in the direction of the future needs in New York, a substantial amount of time and money must be channeled towards the modernization and maintenance of the existing system which provides vital transportation for 3-1/2 million passengers a day. This paper however will be directed to our New Route's Construction and, specifically, to three rock tunnel and cut and cover sections presently under construction. Currently, New York is engaged in the construction of about 9 New Route miles of structure. Briefly, the 3 Sections we will discuss are as follows: Route 131-A Section 5A is a 4 track structure in Manhattan and includes the new Lexington Avenue Station. This 1240 foot long section is located between Park Avenue and 3rd Avenue and is a combined cut and cover and rock tunnel section under 63rd Street. Route 131-A Section 5B is an intricate 2423 foot long 4 track rock tunnel section extending from 3rd Avenue to the FDR Drive under 63rd Street in Manhattan.

Jan 1, 1979

By John L. Miles

John L. Miles (Arthur D. Little, 1nc.)—Pollack and orris" have reported measurements on electron tunneling through A1-A12O3-A1 sandwiches in which the oxide was formed by gaseous oxidation in a glow discharge. From these measurements they deduced the asymmetry of the barrier and, since this is small, conclude that the mechanism suggested by Mott19 for the growth of oxide in thin A12O3 films is inapplicable. In earlier papers20 Pollack and Morris report similar work for oxide films grown thermally. In this case they find a greater asymmetry and conclude that the Mott mechanism is valid. I would like to point out that both these conclusions are quite unjustified. Mott suggests that the growth of the oxide film on aluminum results from the passage of ions through the already present film of oxide under the action of an electric field. This field results from a constant voltage which is in effect a contact potential between metal on one side of the barrier and adsorbed oxygen ions on the other side of the barrier. The theory does not require that the oxide grown is nonuniform either in stoichiometry or structure. It does however specifically assume that the partial layer of ionized oxygen on the surface remains adsorbed on the surface of the growing oxide. In other words, the so-called "built-in field" remains in the oxide only as long as the ionized oxygen is present. When a counter electrode of aluminum is deposited on the oxide, it will react with the adsorbed oxygen on the surface of the oxide, thus forming a small additional amount of oxide. It is clear, then, that there is no requirement in the Mott theory of oxide growth which would necessitate tunneling currents through an Al-A1203-A1 sample to be different when the polarity is reversed. Neither does the theory eliminate the possibility that some additional mechanism could cause the tunneling barrier to be asymmetric and hence tunneling currents to be a function of polarity in such a sandwich. Thus these tunneling-currents measurements are not germane to the question of whether the Mott mechanism is the true method of growth of aluminum oxide films. In fact, it is not surprising that there should be a difference between the oxide properties at the two interfaces (with resulting asymmetry in the tunneling barrier) since the growth conditions and growth rates must have been quite different at these two positions. S. R. Pollack and C. E. Morris (authors' reply)— The point raised by Miles above is one has caused some confusion in the past. The following is an attempt to clarify this point. The built-in field which is responsible for the growth of the thermal oxide at low temperatures arises, according to Mott, because of the passage of electrons from the Fermi surface of the oxidizing metal to surface states introduced by the adsorbed oxygen. It is assumed that the energy of these surface states lies below the Fermi energy of the metal. Electrons therefore continue to flow from the metal to the surface until the built-in electric field raises the potential energy of the surface states to the value of the Fermi energy in the metal, at which time equilibrium is obtained between the surface states and the metal. That is in equilibrium as many excess electrons pass from the metal to the surface per unit time as vice versa. The surface of the oxide prior to deposition of a metallic counterelectrode can then be pictured as follows. The Fermi energy lies in the energy gap of the oxide and is essentially pinned at the energy of the oxygen surface states. The vacuum work function of the oxide is then given by the sum of the electron affinity of the oxide (i.e., the difference in energy between the vacuum and the conduction-band minimum) plus the energy difference between the conduction-band minimum and the Fermi energy. The deposition of a metal onto the surface of the oxide can result in a transfer of electrons across the extremely thin oxide only if there is a contact potential difference between the deposited metal and the parent metal or oxide. That is if the vacuum work function of the deposited metal differs from that of the parent metal, then charge can be redistributed across the oxide in order to equilibriate the Fermi energy across the structure. (It should be

Jan 1, 1965

By Ulf G. Gwildis

The Bright water Conveyance System includes 21 km of tunnels mined by two earth pressure balance Tunnel Boring Machines (TBMs) and two slurry TBMs. The probabilistic baseline approach defined in the Geotechnical Baseline Report (GBR) can representatively be verified by use of a comprehensive tracking system to identify face conditions that allows comparison with the baselines. The glacial geology includes a high lateral variation in soil types that, when combined with the pressurized face tunneling methods, creates challenges for documenting face conditions. Baseline tracking using spoil samples and TBM operational parameters provides information to document actual conditions and support resolution of differing site condition claims.