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By Gary English

"Tunnel safety is evolving as science, engineering and technology make advances. Applicable safety codes and standards simply do not cover all the potentials of design, construction and operation. This paper reviews a series of tunnel projects code gaps in Seattle USA that were uncovered during the design and construction of a new highway tunnel, conversion of bus tunnels to combined road and rail tunnels, new rail tunnels using TBM and NATM, conversion of a road tunnel to light rail, and retrofit of an existing road tunnel to add lanes and improve safety systems. The perspectives of the ‘fire code official’ (Authority Having Jurisdiction) on methods to identify and resolve gaps in safety code and standard regulations, while garnering the consensus of the owner, designer, and contractors are presented. Additionally, the emergency responder command perspective on safe tunnel design, tunnel rescue during construction and operational safety is explained TUNNEL SAFETY EVOLUTION The underground has become nearly the only option to provide essential transportation corridors to continue our economic growth in key global areas. Tunnels are not built on a whim. Often significant portion of a regions wealth are invested to meet current, and hopefully future transportation demands. There are more transportation tunnels being built now than at any time in the planets history. The location of these tunnels is often selected for us based upon regional demand. Most commonly under densely populated urban centers and between populations’ centers to bypass geologic conditions like mountains and water bodies. Tunnels are being built in unforgiving soils, between tectonic plates, in extremes environmental conditions and often, under the very heart of the highest density population centers on the planet. All of these locations can bring with it conditions that challenge our common assumptions about safety. These extraordinary locations and soils create risks for both those constructing the tunnel, and in design engineering to meet the ‘minimum’ requirements at the lowest costs. There is lengthy history of above ground safety. Most countries and major local jurisdictions have adopted, or created safety requirements for the construction of above ground buildings. Through decades of use, these safety requirements have evolved, changed and been expanded to cover a wide gamut of actual and potential safety risks. However, the use of the underground for tunnel transportation corridors has grown exponentially with limited attention to safety requirements."

Jan 1, 2016

By Nobuharu Isago, Atsushi Kusaka, Kosuke Kawata

"Rock tunnels suffered severe damage from recent large earthquakes in Japan, despite the empirical knowledge that tunnels tolerate earthquakes better than surface structures. Seismic design for rock tunnels have therefore become a fascinating subject for many tunnel engineers. However, even basic behavior, including deformation mode and loading magnitude for hard-rock TBM tunnels and conventional ones during earthquake, has not been fully understood due to lack of actual seismic data; while EPB and slurry TBM tunnels take account of seismic design in Japan if needed. This study conducted a dynamic measurement in an actual road tunnel constructed in rock. The strongest aftershock of “the 2011 off the Pacific coast of Tohoku Earthquake” (Mw = 7.1) occurred during the measurement, providing precious data to examine deformation mode of the tunnel. Considering the acquired data, numerical analysis was also performed to calculate loading magnitude to cause fatal fracture of tunnel lining during earthquake.INTRODUCTIONLarge earthquakes can pose serious risks even for rock tunnels, as evidenced by large earthquakes in the past. In the large earthquake in Japan in 2004 (Mw = 6.6), some tunnels suffered severe damage including collapse of their permanent lining (Mashimo 2005), even though the tunnels were constructed in ordinary ground conditions except for fault, fracture zone, portal area, etc. To mitigate such risks, mechanical behavior of tunnel lining during earthquake should be clarified; however, even basic mechanical behavior including load-bearing capacity of the tunnel lining against earthquake is not fully understood.Numerous damage modes were actually observed due to various ground conditions (eg. Wang et al. 2001; Mashimo 2005). Among them, major tunnel damage caused by earthquakes can be grouped into three main modes as shown in Figure 1, excluding extremely unusual conditions such as a tunnel located on a stratum boundary where the stratum stiffness varies significantly. TYPE-I shows flexural failure or crack by bending moment at shoulders; TYPE-II indicates compression failure or flexural compression failure at crown; and TYPE-III illustrates compression failure at sidewall, mainly observed on tunnel that was constructed using steel ribs and lagging method. These damage modes, Type-I, II and III, are predominantly caused by shearing, horizontal compressing and vertical compressing deformations of the surrounding ground, respectively (Kusaka et al. 2011; Asakura et al. 2001)."

Jan 1, 2016

By D. L. Misterek, E. J. Slebir, G. W. Ring, M. A. Laird

INTRODUCTION In 1973, the Federal Highway Administration (FHWA) initiated a 10-year program of research on tunneling technology for future highways as a part of a larger Department of Transportation effort on tunnels. The objectives of the FHWA program are to: improve tunnel design technology, reduce costs, minimize adverse environmental impact due to construction, increase the rate of construction, and assure the maintenance of a safe and attractive tunnel environment. The program is divided into four research tasks designed to solve tunneling problems identified by the engineering and field offices of the FHWA. These tasks are as follows: 1. Cut-and-Cover Tunneling 2. Site Investigations 3. Ground Movements - Prediction and Control 4. Highway Environmental Criteria for Tunnels In order to provide input into Tasks 2 and 3, the FHWA is sponsoring an investigation and testing program by the U.S. Bureau of Reclamation to instrument and monitor two sites in the second bore of the Eisenhower Memorial Tunnel located on Interstate Highway 70 at Loveland Pass approximately 97 km (60 miles) west of Denver, Colorado. The tunnel will be approximately 14.0 m (46 ft) in diameter when excavated. The study is designed to generate data on: (1) changes in the state of stress, and movements during and after tunneling, (2) tunnel lining design requirements, (3) developing a

Jan 1, 1976

By Drew Bazil, David Smith, Matteo Ferrucci, David Pittman

The Gateway program will provide additional rail capacity between New Jersey and Manhattan. This paper describes how a 70-foot-deep section of cut and cover tunnel was designed to directly support future high-rise towers. The tunnel will link previously completed tunnel sections under Hudson Yards to future tunnels under the Hudson River. The design aims to minimize constraints on future overbuild and future tunnels, while maximizing constructability within a small worksite. The tunnel will pass under the High Line elevated walkway, next to an active rail yard, and close to a subway tunnel. The design was developed by a tri-venture of WSP, STV and AECOM. WSP led the design of major underground works; STV designed utility relocations and the underpinning concept for the High Line; and AECOM designed temporary in-tunnel systems. Construction is expected to start in 2023.

Jun 13, 2023

By M. Romana

"RMR geomechanics classification is being used all over the World as a useful tool for tunnel predesign and construction. Bieniawski (1989) provided guidelines for tunnel excavation and support, according RMR numerical values; guidelines which are now included in almost all tunnelling books, regulations, and Internet portals. But in the last 25 years tunnelling techniques have changed and some of the guidelines have become obsolete.. The conditions of tunnels for the 1989 guidelines application were: horseshoe shape; 10 m width; vertical stress < 25MPa; construction by drilling and blasting. Actually a substantial number of tunnels are mechanically excavated. The tunnel themselves are now bigger: a span of 14 m. is very common for transportation tunnels. The guidelines included the following concepts: excavation method, rock bolts (20 mm diameter, fully grouted), shotcrete, steel sets. There is an increasing gap between the 1989 guidelines and the practice: in many tunnels different to-the-case excavation and support requirements are established. Bieniawski himself has published a paper (Lowson & Bieniawski, 2013) with different guidelines based in Lowson’s practice, with no explanations and/or justification.In this paper a new set of RMR tunnelling guidelines is proposed taking account of the actual industry conditions, and increased safety regulations. The 5 classes’ limit RMR:values (80,60,40,20) are no more useful actually: Values of RMR (70, 50, 30) are used in practice to define quite different tunnelling techniques. Consequently a 10 subclasses system is proposed. Each subclass covers a span of 10 RMR points. As the number of mechanically excavated tunnels has increased a new correction factor is necessary, according the excavation method.The proposed 2014 RMR guidelines are for tunnels 10 to 14 meters wide, the world practice for new roads/railways tunnels. Many tunnels for water/ services are smaller with smaller support needs. Wider than 16 m caverns are out of the RMR system.It is not possible, nor desirable, to propose only a value for support in each subclass. The new guidelines propose an interval of values for certain types of support. More pessimistic values must be chosen for wider tunnels, tunnels with lower RMR values in each class and cases when a higher safety factor is asked for. More optimist ones are chosen for narrower tunnels, and higher RMR values. Some alternatives are almost complementary, others are contradictory. Sometimes several different techniques are proposed Guidelines are not automatic options. Good engineering judgment must be used when choosing between the different alternatives. Guidelines are not mandatory suggestions."

Jan 1, 2015

By Yadong Xue, Fei Wang, Hongwei Huang, Yan Sun

"Increasing attention to subway tunnel maintenance is being paid with the high speed development of urban rail transit system in China. A novel moving tunnel inspection equipment based on machine vision is developed in this paper. High resolution image acquisition system is proposed for tunnel crack and leakage inspection. The main components of this image acquisition system includes high speed CCD cameras, linear lights and high performance computer. To inspect the crack less than 0.3mm with a 3-5km/h speed in subway tunnel, we need to consider resolution and line rate of camera, pixels of cameras, range of inspection and illumination intensity of lights simultaneously. The optimization design is proposed to make the equipment more convenient for tunnel use. Entire tunnel situation can be detected and recorded in a single inspection process. This equipment has already been verified in Shanghai subway tunnel for defects inspection.1. INTRODUCTION In China, the quantity of subway tunnel has reached a large scale in recent years. Until 2014, there had been more than 2300km of subway tunnel in China which accounted for nearly three quarters of Chinese urban railway system (Zhang Chen,2015). In some metropolises like Beijing and Shanghai, most of the metro tunnels has already run over 20 years which within maintenance phase. This has brought about plenty of inspection work and maintenance work to guarantee the tunnel under the serviceability limit states. The increase of running mileage of subway tunnels in China has been displayed in Fig 1."

Jan 1, 2016

By Charles E. Joachim

Current Army tunnel destruction criteria (1) are based on limited nuclear-explosive (NE) and high-explosive (HE) test data. The PILE DRIVER (2) and HARDHAT (3) events investigated tunnel and support system response where yields were relatively large and tunnel diameter small compared to typical underground openings and localized stress fields of low yield weapons. Some limited tunnel destruction information was obtained from underground events of the PLUMBBOB and HARDTACK II Series (4). These events used access drifts which were designed to be self closing at the weapon point. The limited NE data are augmented by HE results from the Underground Explosion Test (UET) Program, a series of model and prototype-scale experiments in granite and sandstone (5). Weapon standoff distances (charge c.g. to tunnel wall) were at or near the maximum for major damage. Limited tunnel destruction was produced by a series of hasty and deliberate tests (6) on abandoned railroad tunnels in basalt. Additional HE data were obtained from model tests at the Waterways Experiment Station (WES) (7) using 2.1 MJ (2 lb) TNT charges and tunnel diameters varying from 3 to 17 cm (1.2 to 6.6 in). Recent laboratory scale HE experiments (8) conducted at the WES under the ESSEX program investigated the effects of tunnel diameter, standoff distance, charge confinement, material strength and to a limited extent, tunnel spacing and liner strength variations on tunnel damage. This paper summarizes the analysis conducted to develop predictions for the effects of low-yield nuclear weapons against tunnels and underground openings in rock.

Jan 1, 1979

By M Hawkins

The Clem Jones Tunnel (formally known as the North-South Bypass Tunnel), a A$2.88 billion road tunnel project in Brisbane, Queensland, was successfully completed almost seven months ahead of schedule. The project included two parallel 4.7 km long road tunnels, 740 m of intermediate roadway access ramps and two auxiliary ventilation tunnels. The tunnels incorporate intelligent tunnel systems, best practice fire and life safety standards and typical civil tunnel elements.Over the duration of the project the Parsons Brinckerhoff (PB) and AECOM (formally Maunsell) design joint venture (MPB) were Lead Designers to the Leighton Contractors and Baulderstone Bilfinger Berger Joint Venture (LBBJV). Construction of the toll road commenced in September 2006 and was completed in March 2010, with the tunnel opening then. Contributing to the success of this project was the continued support the lead designers gave throughout the construction period.This paper will focus on some of the structural elements that contributed to the success of the project – in particular the cable tunnel structure, a small precast, culvert shaped element under the pavement of the mainline tunnel, and the fit-out of the Gibbon Street shaft which were designed to be constructed in a combination of precast and in situ concrete.The cable tunnel was incorporated early in the design phase and runs the length of much of the tunnel. This paper will outline the challenges faced by the designers with implementing this system which provided significant construction advantages, among which were being able to install a separate ventilation duct during construction and to start fitting out the mechanical and electrical conduits and drainage system while tunnelling was still underway.The Gibbon Street shaft had a length and width of 20 m by 40 m and an overall depth of 38 m. A 20 m high structure of precast and in situ concrete was constructed in the base to accommodate mechanical and electrical equipment and provide a take-off access for the southern ventilation tunnel. The construction purpose for this structure was to provide a junction between the tunnel boring machine (TBM) and the roadheader-style tunnels, a staging platform for commencing the roadheader tunnelling, and a platform where the TBMs could be dismantled and removed.The design was assessed and reviewed many times throughout the construction process to address the needs of each of these stages. Innovative use of precast concrete was used to minimise construction time.Additionally, the designers provided support to the construction team from the time of design completion through to the tunnel opening. This meant that the changes to the design and adjustment of construction loadings could also be assessed. The fi nal outcome resulted in an efficient construction sequence and a project that has provided an excellent outcome for the client, stakeholders and community.

Mar 8, 2011

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

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

Jan 1, 2001

By Baxter D. A

This paper, one of two written about the Queensland Railways Brunswick Street tunnels presented at the VIII Australian Tunnelling Conference, 1993, describes the design and monitoring aspects of the railway tunnels built between Central Station and Brunswick Street Station.The design was mainly influenced by the need to minimise settlement of buildings above the route. The performance of the design details and the monitoring of the tunnels are briefly described.Appendices include extensions to the work of Curtis in the analysis of circular tunnels in a viscoelastic ground.Reference: Asche, H R and Baxter, D A, 1993. Design and ground support monitoring of the Brunwick Street rail tunnels, Brisbane, VIII Australian Tunnelling Conference.

Jan 1, 1993

By J Palise

As cities become more populated and the need for tunnelling increases, we continue to dig deeper urban tunnels in more challenging ground conditions. At the same time our expectations for durability and long-term performance are increasing.It has become increasingly apparent in recent years that repairing water leaks in tunnels can be very costly and unplanned infiltration can cause undesirable outcomes for long-term maintenance costs, structural durability and environmental impacts. For this reason, tunnel constructors are investing more time and effort upfront into drainage and waterproofing systems.Tunnel membrane systems are becoming accepted as a necessary part of tunnel construction, however the knowledge surrounding selection of appropriate systems, design detailing and installation methods has not increased at the same rate. Currently Australia relies heavily on International Standards from Europe and the United States with no immediate program in place to establish our own locally relevant industry standards.This paper gives an overview of where the industry in Australasia is heading in terms of adopting relevant standards. Current basic waterproof detailing options for drained and undrained tunnels with success and failure of various methods are also addressed. Finally we look at the Brisbane Airport Link as a case study for how tunnel waterproofing contract methods, design and installation issues are being addressed in context with recent projects including the Epping to Chatswood Rail Link in Sydney, Auckland Northern Gateway Tunnel, Eastlink Tunnel in Melbourne and Sydney City West Cable Tunnel.This paper’s primary objective is to propose guidelines for how tunnel waterproofing could be implemented on large infrastructure projects in the future and to map a path for preparing and introducing a ready to use document for selecting appropriate tunnel membrane and drainage systems whilst implementing detailing methods which are appropriate for local conditions.

Mar 8, 2011

By Mahmoud Sepehrmanesh, Verya Nasri, Maziar Partovi

"This paper presents an assessment of the impact of tunneling and its associated risks on pile foundations located in the influence zone of tunneling operation. Tunneling in proximity of pile foundations introduces deformations in piles and in turn induces additional axial and bending forces. In modern mechanized tunneling, ground convergence is controlled through balancing the earth pressure at the tunnel face as well as applying pressurized bentonite through the shield. Reducing ground deformation can consequently lower the additional deformations and forces developed in the pile foundation and lessen the associated construction risk. In this paper, comprehensive detailed finite element modeling was performed to quantify the effect of the different parameters on induced forces in piles. Finite element models took into account the nonlinear behavior of soil and pile-soil interface. The modeling results are of practical importance in risk evaluation of tunneling in vicinity of pile foundations. INTRODUCTION Tunneling operation in congested urban areas becomes more frequent as demand for further utilizing underground spaces grows. In urban settings, it is not uncommon for tunnel designers to plan a tunnel route in close proximity to other structures to satisfy other competing objectives like raising the alignment to reduce excavation volume. Setting the alignment close to existing structures increases the risk involved in the project. It is the responsibility of the designer to thoroughly identify, assess, and mitigate all design risks involved. In this paper, we focus on the aspects involved in tunnel construction in proximity to existing pile foundations. Tunnel operations introduce deformation in the soil mass. Consequently, a pile located within deformation zone experiences extra forces as a result of the imposed deformation. The developed forces and bending moments can be in orders comparable with the pile capacity depending on the relative horizontal proximity of the tunnel and the relative depth of tunnel with respect to the pile length."

Jan 1, 2016

By Lianhui Jia, Yali Han

"The key technologies of a large rectangular pipe jacking machine with dimensions of 10.12m × 7.27m (width x height) include selection of rectangular cross-section cutting modes, analysis on the strength and stiffness of the rectangular shield, integrated control of electro-hydraulic proportional thrust systems and ground conditioning for excavation are presented in detail in this paper. These key technologies have been successfully applied and verified on site during tunneling, providing a new concept for the building of large rectangular traffic and pedestrian tunnels in urban areas for the future.1 INTRODUCTIONIn the past, underground tunnels were mainly used for drainage, sewage, utilities, metro tunnel, etc. and most of them had circular cross-sections. Recently, as a result of economic development, gradually accelerating urbanization process and diminishing ground space, underground tunnels have already become a new trend for urban underground space utilization. Due to the heavy traffic flow, the demands for rectangular cross-section underground tunnels, such as pedestrian underpass and road tunnel, are increasing gradually.The Rectangular pipe jacking machine (hereinafter referred to as RPJM) was firstly developed in Japan for the construction of metro station, pedestrian underpass, underwater tunnel by-passes, etc. Kazunaki Kawai et al. introduced a RPJM developed and manufactured by KOMATSU in 2002 [1]. Tosikazu Kubota et al. confirmed the rectangular tunnels’ superiority to circular tunnels with regard to larger inner cross-section and lower construction cost in their RPJM construction reports [2]. Compared to circular pipe jacking machines, a RPJM also has the merits of a higher inner tunnel space utilization ratio and is able to excavate in shallow overburden areas. As shown in Figure 1, the effective area of a rectangular tunnel is more than 20% higher than that of an equivalent circular tunnel."

Jan 1, 2016

By Michael Jatczak

The San Vicente Tunnel Project is an 11-mile water tunnel constructed for the San Diego County Water Authority. One of the many challenges of the project included tunneling a 22,000-foot single-heading tunnel on the western half of the job in varying geology using a 3.66m (12ft) diameter open shield excavator or ?digger shield.? This paper will discuss the design considerations for the temporary liner, the tunneling, and ancillary equipment. It will also highlight the challenges faced while mining this geology, explain the methods implemented to drive this section of tunnel, and discuss the experiences while performing mechanized tunneling in an extensive and varied San Diego geology.

By Ted Nye

This paper describes a number of aspects of the design and construction of a driven tunnel which forms part of the Boggo Road Busway project. The driven tunnel is 430m long with an excavated width of 15m and a full tunnel excavation height of 8m. The first section of driven tunnel was excavated under the heritage listed Boggo Road Jail for a length of 120m. The main jail buildings and perimeter walls were built in 1908 and are of brick construction. Ground cover over the tunnel beneath the jail site varied from 5.5m to 8m and as a consequence the predicted settlement values and their potential to cause damage to the buildings were critical to determining and obtaining approval for the selected tunnel alignment. The geology along the driven tunnel alignment was very variable, providing mixed face tunneling conditions and ranging from surface residual soils to high strength rock at depth. The maximum ground cover above the driven tunnel is 20m.

By E. O. Mixon, Jack D. Kennedy

INTRODUCTION This contract is the most northerly portion of the Metropolitan Sanitary District of Greater Chicago&apos;s Tunnel and Reservoir Plan. (TARP) The project begins at Addison Street in Chicago and proceeds northerly approximately ten miles to end at Wilmette Harbor and Lake Michigan. The project which consists of 2 work shafts, 32 drop shafts, 7.322 km (24,020 ft.) of 6.7 m (22 ft.) diameter circular rock tunnel, 8.458 km (27,750 ft.) of 9.2 m (30 ft.) diameter circular rock tunnel and miscellaneous rock bolting and grouting, was bid for a total cost of $63,140,480. The tunnel invert elevation varies from 65.5 m (215 ft.) to 77.4 m (254 ft.) below the ground surface, which places the tunnel in a rock formation of dolomite limestone. At the tunnel invert, the unconfined compressive strength of the limestone varies from 96 MPa (14,000 psi) to 152 MPa (22,000 psi). The 6.7 (22 ft.) diameter tunnel required the mining of 10.9 cu m. (14.2 cu yd.) of rock per lineal foot of tunnel while the 9.2 m (30 ft.) diameter tunnel required the mining of 20.1 cu m (26.3 cu yd.) of rock per lineal foot of tunnel. The total cubic meters of rock required to be excavated from both tunnels was 818,821 cu m (1,070,978 cu yd.). All of this will be mined by tunnel boring machines (TBM). These tunnels were not to be lined with concrete. The thirty two drop shafts have upper portions that are cylindrical in the overburden and rock sections. They were divided into two groups, depending on diameter, with a different construction method for each group. The first group consisted of twenty three of the

Jan 1, 1979

By M Behrens, A McPhee, B D. Hegan

This paper describes the design and construction of twin 400 m long road tunnels as part of the Northern Motorway Extension Project in Auckland, New Zealand. Construction of the tunnel civil works is now completed and installation of mechanical and electrical systems is well underway. The tunnels are expected to be open for traffic at the end of 2008. The paper will address the design aspects of the project including: tunnel alignment and cross-section, geotechnical conditions and rock support, waterproofing and concrete lining and fire and life safety. The paper will cover the bored tunnel section, the cut-and-cover tunnel section, cross passages and portal structures. The design brief included a requirement for the tunnels to be a gateway to Auckland and this required particular attention to be given to the visual appearance of the finished tunnel structure. The final arrangement of the portal structures and a requirement for recesses in the concrete lining for emergency cabinets, deluge pipework and cable runs, reflects these requirements. The tunnels were excavated by a roadheader and road planer using a heading and bench. Initial support was provided by a combination of lattice girders, cement grouted rock bolts and steel fibre reinforced shotcrete. The permanent lining consisted of installation of a drainage geotextile and waterproof membrane, followed by cast in situ unreinforced concrete. Each portal consists of a cut-and-cover section. This paper describes the tunnel construction methods, including the particular requirements for safety, the environment and community relations. The tunnel is fitted with a compartmentalised deluge system for fire fighting purposes. The tunnel control centre is incorporated into the control centre for Auckland Harbour Bridge, some 30 km from the tunnel location.

Jan 1, 2008

By N McKenzie, F Brodbeck

The North-South Bypass Tunnel is the first project to get underway as part of BrisbaneÆs transport plan, which aims to improve the urban road network. The total length to be excavated is 6.8 km, which includes 4.8 km of driven tunnel and associated road connections. Construction commenced in August 2006 with project completion targeted well before the contractual completion date of October 2010. Due to the local geology, in particular the hard Brisbane tuff and neranleigh-fernvale formation, a combination of tunnel excavation methods are used. The majority of the tunnel is excavated by two tunnel boring machines which have a rate of progress of 16 - 20 m per day in rock having a compressive strength of between 80 and 150 MPa. Ten roadheaders operate at a rate of up to 2 m per day excavating the remaining tunnels, such as ramps, access tunnels, cross passages and merges. The tunnel team are managing the challenges and complexities associated with tunnelling through the hard Brisbane rock. A major challenge arose during the planning of the initial mainline excavation underneath the Royal National Association Showground in Bowen Hills. This section contains low rock cover and historical maps indicate that the showground is located within a former topographic depression (alluvial valley), which a creek once flowed through.Due to traffic merge design requirements, both tunnel boring machine (TBM) and roadheader excavation methods were required to be used in this challenging geological profile. The answer was to stabilise the alluvium above both TBM section tunnels from the surface prior to excavation and to operate the TBM in single shield mode with immediate grouting of annular void from the tail shield. In addition, the roadheader section of tunnel required additional support by spiles and canopy tubes installed from the tunnel face.

Jan 1, 2008

By Keith Bowers, Frank Mimnagh, Eddie Woods

The CTRL London Tunnels The Channel Tunnel Rail Link (CTRL) London Tunnels comprise 36km of internal diameter bores that were driven by Earth Pressure Balance (EPB) Tunnel Boring Machines (TBMs). The tunnels were constructed between the autumn of 2002 and the spring of 2004. The permanent works also included the 1.1 km long station box at Stratford, five ventilation shafts of depths between 30 and 54 m, 29 cross passages and various large diameter sprayed concrete lined connecting tunnels. The tunnels were driven under densely populated areas of north and east London, as depicted in Figures 1 to 4. Under the parliamentary CTRL Act the project had obligations to make

Jan 1, 2005

By Josef Martinsen

This paper describes two-lane dual motorway tunnels under construction in Bergen. The tunnels are part of a by-pass motorway system throuth the most congested area of the city of Bergen. The tunnels are unique due to their length, heavy traffic, longitudinal ventilation system and the use of a tunnel boring machine, or "TBM", to excavate through hard rock. The tunnels are being built by The Norwegian Public Road Administration and the TBM was delivered by the Robbins Company. The diameter of the TBM is 7.8 m and the tunnel profile is cut by conventional drill and blasting methods in the tunnel&apos;s lower half to attain a two lane motorway tunnel. This paper also describes proposed fjord crossings along the Norwegian west coast where the TBM may be used due to its great advantages in comparison to conventional drill and blasting methods.

Jan 1, 1987