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By Sotiris Psomas, Colin M. Eddie

"Steel Fibre Reinforced Concrete (SFRC) Segmental Tunnel Linings have successfully been used for over 20 years in the UK and have been adopted in a number of high profile projects such as High Speed 1, Crossrail, Thames Tideway, as well as High Speed 2. Tunnel linings and especially SFRC design are not covered in the Eurocodes. This shortage of SFRC tunnel design rules seems to be partially addressed by several international publications. However, in the UK, the ‘design-assisted by testing’ (DAT) approach has also been adopted. The Paper discusses the UK’s best design practice and focuses on the DAT methodology as applied in the case of the 6.9km (4.3miles), 7.8m (25.6 feet) ID Lining for the £635million Lee Tunnel Project. The design approach, the full scale testing at the Building Research Establishment (BRE), and the construction innovations are presented. This experience will be transferred to the £4billion Thames Tideway Tunnel.INTRODUCTIONSteel Fibre Reinforced Concrete (SFRC) has been used for Tunnel segments for more than 20 years. The first application of SFRC in the UK was for the Heathrow Baggage tunnel (1994). Since then significant size tunnels have been designed and constructed, such as the Jubilee Line (1999) High Speed 1 (CTRL, 2006), Crossrail (2014), Lee Tunnel (2014) and the scheduled 25km Thames Tideway (‘Super Sewer’) and High Speed 2 rail tunnels. However one the main obstacles in achieving streamlined design and improving efficiency are the lack of appropriate design guidelines for SFRC tunnel segments. This issue will – to some extent – be addressed by a number of current documents on tunnel FRC design either being produced by BSi (PAS8810, expected 2016), ACI (544.R) and ITAtech (Design Guideline PCFRC, 2015) in an effort to advance the design of SFRC and take into consideration the recent developments in Steel and Macro-Synthetic FRC technology."

Jan 1, 2016

By Robinson Leon-Diaz, Alberto Jaen-Toribio, Raymond Blanchard, Mike Deevy, Miguel Fuentes-Llanos

"Tunnels designed to NFPA 502 are required to withstand the RWS time-temperature curve, more specifically prevent progressive spalling and loss of strength of steel reinforcement. Fire boards or spray-on layers can be effective, however, these solutions have capital and whole-life cost implications. The use of “fire resistant” concrete based on a suitable aggregate with polypropylene fibers has also increased in recent years. This article presents a new methodology for thermal and structural analysis of segmentally lined tunnels, which permits the analysis of project specific fire curves and an assessment of different fire protection strategies. The effectiveness of fire boards is assessed along with whether “fire resistant” concrete alone is a viable means of achieving the required protection. Finally, since NFPA 502 recommends water-based fixed fire-fighting systems for Category C and D tunnels, we discuss the question of how a fixed fire-fighting system should be addressed within the structural design. INTRODUCTION Protecting road tunnels from structural damage and collapse is a key requirement for both life safety and business continuity. Where road tunnels are part of key highway corridors, protecting business continuity is a high priority for owners, operators and the Authority Having Jurisdiction. For existing tunnels, compliance with NFPA 502 may require upgrades with either passive fire protection and/or water-based fixed firefighting systems. For new tunnels, compliance with NFPA 502 requires a combination of good practice in design and fire testing. A water-based fixed firefighting system is a Conditionally Mandatory Requirement1 for Class C and D tunnels, i.e. all tunnels greater than 300m and 1000m long respectively. The basis for fire safety design of new tunnels and assessment of existing tunnels is the worst-case fire scenario. A number of factors, including but not limited to the following, influence this design fire scenario:"

Jan 1, 2016

By W. L. Saunders

This paper deals specifically with heading-driving as distinguished from the broader term tunnel-driving. A heading is a pilot or path-finder for the main tunnel. Some headings are complete tunnels in themselves; that is, conditions at times warrant driving a heading the full diameter of the proposed tunnel. A tunnel 10 ft. in diameter might be driven to advantage through a single heading, provided the nature of the material admits, but it usually pays to drive rock tunnels of large diameter through the heading-and-bench system. Much depends upon the material, as in soft ground tunnels of much larger diameter are driven in a single heading. In mines, the tunnels, drifts, cross-cuts, adits, etc., are usually of small diameter, hence the driving of headings applies to completed tunnels in mining-work, except, of course, in cases like drainage-tunnels and main entries leading into coal-mines, where conditions call for tunnels of large diameter, approximating those driven for railway-service. In building aqueducts the tunnels are driven from 6 to 8 ft. in diameter up to 15 or 20 ft., while in railway-service the dimensions vary from 18 to 30 ft. in diameter. There is no department of rock-excavation so difficult as that of heading-driving. This work also belongs to the most expensive class in rock-excavation. A heading is driven directly in the solid. There are no lines of lesser resistance towards which to direct the energy of the blast, but the material must be blown out by main force. The completion of the heading simplifies all the rest of the work of excavation. It is easy, for instance, to enlarge a heading either from above, below or on the sides, by breaking towards the open face through holes approximately at right angles to the axis of the heading; or the enlargement sometimes takes place by holes driven outside of the heading running approximately parallel with it, the rock

Jan 1, 1910

By S. P. Polack

"INTRODUCTION The purpose of this circular is to correlate the information obtained during personal investigations at the sites of four rock tunnels in the process of construction and information obtained from the records and personal views of the constructors of two other tunnels that were not visited during the, excavation phase of construction and to present this information for the benefit of those who contemplate future construction of rock tunnels.Modern mechanized coal mining requires better, safer, properly alined haulageways and beltways; consequently, better understanding of tunneling methods by coal-mining men will be necessary. The possibility of future high-speed haulage systems utilizing rock tunnels in the more solid rock strata above or below the coal beds must not be discounted. In the past, tunnels have been driven for use in draining and unwatering inundated coal mines. At present, the need for such tunnels is very evident in some parts of the coal-mining regions, notably in the Pennsylvania anthracite fields, and studies along these lines are in progress. The average coal-mining man has little time or opportunity to visit tunnels while they are being exca-vated; therefore, it is hoped that this information will assist him in constructing tunnels safely if he is required to do so in the future.The tunnels described herein differ in size, shape, usage, and, in many instances, in their geological aspects. Full-face, heading and bench, and pilot-tunnel, and enlargement methods of excavation were utilized.The roof-support methods show diverse designs and materials of construction to suit each purpose and condition. The superiority of steel roof support over wood is demonstrated beyond doubt and is shown clearly in the photographs included in this circular.The illustrations (photographs taken by the U. S. Bureau of Mines, the U. S. Corps of Engineers, and others) show many of the necessary steps taken during the excavation and the erection of roof support in tunnels under construction."

May 1, 1950

By Gary Brierley, Lok Home

"The majority of tunnels for civil engineering applications are now being constructed using some form of mechanical excavation. Beginning in the 1960s with rock tunnel boring machines (TBM), the tunneling industry has introduced both earth pressure balance (EPB) and slurry pressure balance (SPB) soil machines; mixed soil and rock machines and a variety of different mechanical devices for the construction of small diameter tunnels. Over time, these machines have become more powerful and more adaptable to a wider variety of ground conditions; so much so that tunnels are now being constructed in ground conditions and in the vicinity of third-party impacts that would have been considered beyond the state of the art just 10 years ago. Figure 1 is an example of a mixed ground crossover TBM used successfully at Mexico City’s Túnel Emisor Poniente II.All of the above is highly advantageous for the tunneling industry, but it has also placed a much higher level of risk on the performance characteristics of the tunneling machines, on the contractors operating those TBMs and on the manufacturers of those machines. Most of the risks for a tunneling project are associated with creating the space inside of which the finished facility will be constructed. In order to create that space, the tunnel contractor must make many decisions about the best way to excavate the ground, the best way to control the ground at the face of excavation and the preferred method for supporting the ground around the tunnel in a manner that is safe for the workers and stable with respect to all of the overlying and adjacent existing structures. If it is proposed to use some form of TBM in order to build the tunnel, then the TBM becomes central to all three of these activities and becomes an integral part of managing the risks associated with these activities."

Jan 9, 2018

By Eric Reale

The New York City Department of Environmental Protection (DEP) is currently building City Water Tunnel #3 beneath the city. The purpose of this tunnel is to improve water distribution to the city and to allow the DEP to inspect the older tunnels and make the necessary repairs. These older tunnels have been in continuous operation since the early 1900's. Construction on the Third Tunnel is planned in four stages. The Nelson Street Shaft, which is the focus of this paper, is part of the second stage.

Jan 1, 1989

By Xu Feng, Han Shufeng, Zhu Bin, Wang Mingming

Due to urban subway tunnels mostly built in the cities with highly density buildings, the geological and construction conditions is complex, especially certain sections of the subway tunnel will pass through from the foundation of the overpass, therefore the stability and surface deformation control of that section’s tunnel excavation is particularly important. Taking Xi'an Metro Line Three interval tunnel as a research object, we have used FLAC3D simulation to analyze the tunnel’s surrounding soil deformation and tunnel lining stress distribution under bridge foundation with shallow buried covered excavation method. Analysis results show: (1) After the excavation of the tunnel right line, due to the bias of the upper bridge foundation the right of the tunnel showed relatively large deformation. In order to ensure the construction safety, we recommended using the grouting anchor reinforcement on the right side wall to further control the deformation zone. (2) The maximum vertical displacement of the ground occurred in the right wall of the tunnel portion which was due to the intensity of soil outside the grouting range of the arch is low, as a result the deformation is larger; this position requires special attention, strengthening the monitoring measurements of this part is necessary to avoid the large deformation and other adverse effects of the upper portion of bridge foundation. (3) The maximum vertical force area of the initial lining of the tunnel is in the middle of the side wall, while the second lining in this part of forces is smaller, thus at the beginning of the construction of the liner, attention should be paid to this area. On-site grouting or steel bracing reinforce support may be used if necessary.

Jan 1, 2015

By F. Y. Hsiao, H. C. Kao

Underground excavation in hard rock is normally stable at shallow depth except for wedge failure. However, the excavation depth is rapidly increasing recently. In high overburden stress condition, the integrity of rock would be destroyed with degrading rock strength. Therefore, understanding both the peak and the post-peak strengths of hard rock are necessary to assess the tunnel stability at depths. The characteristic of the post-peak strength is seldom studied in Taiwan in the past. Various estimation methods for the post-peak strength degradation were briefly reviewed in the paper. Based on the Geological Strength Index (GSI) system is widely used in the determination of the rock mass strength, the quantitative residual GSI system was adopted to estimate the possible strength degradation for a hydraulic tunnel in Taiwan. The Mohr-Coulomb model (no strength degradation) and the post-peak strength degradation model (strain softening model) were used to simulate the excavation of the case tunnel at different depths. The analyses demonstrate that the tunnel is in stable condition at 600m of depth. And the effect of the postpeak strength degradation on tunnel deformation is progressively significant with increasing tunnel depth. Approximate 3-5 times of increase in crown settlement and horizontal convergence would occur when post-peak strength degradation are considered at 2400m of depth. Severe tunnel deformation may endanger the tunnel stability. Modeling results reveal that the post-peak strength degradation has a great effect on tunnel stability under high overburden stress condition, which should not neglect in deep tunnel design.

Jan 1, 2015

By Clive Wilson, Bruce Hutchison, Daniel N. Adams

Two three-lane highway tunnels, 700 and 2900 m long, make up the driven tunnels portion of Melbourne City Link. Tunnel construction, using design-construct delivery, commenced in May 1996. Construction required excavation through varying rock conditions; temporary support included ground freezing, pipe-spiling, steel sets, and rock bolts. Permanent support for the tunnels required both drained and undrained tunnel cross sections using unreinforced concrete. This paper reviews the construction methods, and highlights some of the not-so-standard designs developed while construction was underway.

Jan 1, 1999

By Allan Sylvester, Paul E. Gabryszak, Diane R. Hirsch, David P. Field

With construction of the first phase of the Automated People Mover (APM) Tunnels nearing completion, this paper will address how knowledge from recent Tunnel Boring Machine (TBM) and New Austrian Tunneling Method (NATM) tunnel construction at the airport was used to refine the methodology for the next phase of tunnels currently in design. The benefits include an enhanced understanding of the ground conditions; allowing optimization of excavation sequences and support requirements; a more effective instrumentation and monitoring program; and improved construction details and related contract provisions.

Jan 1, 2007

The objectives of this paper are to introduce the International Code of Practice for Risk Management of Tunnel Works and to illustrate to the participants of the 13th Australian Tunnelling Conference 2008 how the insurance industry would like to see the future of tunnelling insurance. Tunnel construction projects have suffered large losses over the years as can be shown from various loss examples and a list of major losses over the last ten to 15 years. Since the consequences of insufficient risk control had to be borne by insurers, these losses have heightened the need for improved and adequate risk management measures so that insurance cover can also in future be provided for this hazardous industry sector. Observations are made as regards to the prevailing trends in the tunnelling industry, which contribute to the increase in risk and have adverse consequences for the insurance industry. To find a solution to this dilemma various options are examined with the suggestion of a Joint Code of Practice for Tunnel Works being agreed by all stakeholders, which would become essential to secure future insurance protection for such project work. The British Tunnelling Society has, in cooperation with the Association of British Insurers, developed such a code, which the International Tunnelling Insurance Group has now adopted for global application in international markets. The content and concept of this code is explained to establish a framework of understanding and applied risk management principles for tunnel works. This initiative also has the support of the International Tunnelling Association and the International Association of Engineering Insurers. The international application of this new code is demonstrated with a few examples, which also includes Australian projects. It is the aim that this code forms in future part of the insurance coverage for tunnelling works in order to put this risk segment on a more sustainable basis. For that reason the insurance industry is seeking the support of all stakeholders of tunnelling construction projects.

Jan 1, 2008

By Joginder S. Bhore, Francis M. Keville, David E. Puza, Roger C. Borggaard

A portion of the Massachusetts Bay Transportation Authority's Red Line Extension through Somerville, Massachusetts consists of 1,553cm (5,092 LF) of hard rock tunneling 6.7m (22 ft.) diameter horeshoe, 148m (485 LF) of mixed face tunneling, 7.2m (23 ft.) diameter circular, beneath an active railroad in a heavily commercialized business district. This paper will deal with the excavation of the mixed face area without the use of a shield. It will address the special excavation and support problems encountered during tunneling operations using the floating crown bar and modified spiling methods. Topics covered will include excavation and support methods, cement grouting, compaction grouting, and instrumentation. PROJECT DESCRIPTION The Davis Square to Porter Square Tunnels and Shafts Somerville/ Cambridge, Massachusetts is part of the Massachusetts Bay Transportation Authority's (MBTA) 5.1km (17,000 ft.) Red Line Extension. This extension runs from Harvard Square, Cambridge, to Alewife Brook Parkway, Cambridge through Somerville. This portion (MBTA Contract #091-106) required the excavation and concreting of 1,701m (5,580 LF) of single track twin tunnels consisting of 1,553m (5,092 LF) of conventional hard rock tunneling under 56 residential properties and 148m (485 LF) of mixed face tunneling beneath an active railroad in a heavily commercialized business district. The mined diameter of the mixed face tunnel is 7.16m (23.5 ft.) Access to the tunnel was via the Summer Street vent shaft, and the two Grove Street access shafts where all tunnel excavated materials were removed.

Jan 1, 1981

By Heflin. L.

The Washington Metropolitan Area Transit Authority, WMATA, has constructed over 92 revenue miles of rapid transit facilities including some 14 miles of rock tunnel and 12 miles of earth tunnel. The system map is shown in Figure 1. During construction it is not unusual for contractor to encounter ground conditions resulting in major problems and extra cost. Problems such as major rockfalls and a "stuck" boring machine in squeezing rock are not unusual. In recent years, faced with additional tunnel construction projects, the Authority has sought newer tunneling methods which might be less costly. One new method which has been tried is NATM, the New Austrian Tunnel¬ing Method. NATM, which is applicable to both soft ground, mixed face and rock tunneling, relies on miners and comparatively small machines to excavate in conventional ways, but it is unique in its methods of obtaining "stand-up" time at the excavated face and its method of using shotcrete as an initial lining, frequently with a drainage system to reduce hydro-static pressure on the final lining. Lower costs result from use of a cast-in-place concrete liner, and from a reduction in the number of work operations at the mine heading which provides better daily production. WMATA has recently completed three twin bore tunnels constructed by NATM technology. The first was the Wheaton Tunnel and Section, followed by the tail track tunnel to total some 4200 linear feet cut through jointed rock up to 270 feet below ground surface, and the last was in soft ground at Fort Totten. A

Jan 1, 1993

By A D. Campbell

The Homer Tunnel is located in a remote area of the South Island of New Zealand and carries large numbers of tourists to Milford Sound through an avalanche prone area. The tunnel is 1280 m long with a steep ten per cent unidirectional grade descending to the west. Construction of the tunnel began in the 1930s and was completed to a nominal 6 m width in 1954. In 1996, two passing bays were stripped-out to accommodate bi-directional flow of tourist coaches. During all phases of construction and widening there have been episodes of strain bursting.The condition of the tunnel and standard of internal services is below current international practice, principally in terms of; in-tunnel air quality, fire life safety, ground support, and road safety. A number of near-miss events have occurred involving coach fires on the approaches and inside the tunnel. The national road authority, NZTA, is considering a substantial investment to improve amenity and safety of the tunnel.This paper describes the rationale for the proposed upgrade works and the investigations undertaken to enable that design. A holistic approach to road tunnel safety has been adopted that balances the key interrelated safety drivers, namely; tunnel lining, traffic operations, ventilation, power supply and egress while ensuring continuity of safe access to Milford Sound.

Mar 8, 2011

By Pierre M. Matheron

TRANSMANCHE-LINK is responsible for designing, developing and implementing the project for a fixed link under the English Channel, comprising two running tunnels of diameter 7.6 metres and a service tunnel of diameter 4.8 metres. The three tunnels will all be 50 km long, with 37 km bored through chalk marl at a depth of 40 metres under the sea bed. The tunnels will be driven from both sides of the channel from intermediate addits above the coastline on either side with a 55 m access shaft at Sangatte in France and two "descenderies" or inclined tunnels addits and a shaft at Shakespeare Cliff on the English side. A total of eleven tunnel boring machines will drive the 150 km of tunnels. The major part of the tunnel linings will be built of precast reinforced concrete segments, and two plants have been specially built to produce the necessary 725,000 segments. Seven million cubic metres will be evacuated on wagons along the tunnels and then lifted by belt conveyor on the English side, and by hydraulic mucking from the bottom on the French side. Preliminary work started early in 1987 with manufacture of the first boring machines, construction of five precasting plants, boring of the Sangatte shaft in preparation of the Shakespeare Cliff entrances. The principal project dates are :

Jan 1, 1987

By Yutaka Mochida

OUTLINE Beginning in 1946, a careful geological survey was made of the Tsugaru Straits. In 1964, excavation of the exploratory tunnels were started to observe the characteristics of faults and rock formation directly, and to study construction methods of excavation and sealing water inflow. In March 1971, the investigation stages were over, and in April 1971, the construction project was authorized from the government. The geological features in the straits may be divided into three broad classes. One third consists of andesite on Honshu side. The other two thirds consists of tuff. The middle of the straits consists of tuff, so-called Kuromatsunai-layers. On Hokkaido side, it consists of tuff, called as Kunnui-layers. There are nine noteworthy faults on the route. Prior to the excavation of the main tunnel, the horizontal pilot tunnels and service tunnels are made. Exploratory borings are taken to confirm the geological conditions and the presence of gushing water. Groutings for sealing water inflow are carried out when necessary. In geologically bad conditioned sections such as disintegrated or fractured zones, special methods are applied. In geologically good zones, the tunnels are bored through using the same methods as for a mountain tunnel driving. The pilot tunnel being constructed at the sea bottom is under direct control of the Japan Railway Construction Public Corporation. The service tunnel and the main tunnel are being excavated by contractors.

Jan 1, 1981

By Chappel R. A, Fishburn B. R

The Eastern Distributor Tunnels - the first major road tunnel project in Australia - are the preferred solution to traffic congestion problems, when compared with alternatives, in this inner urban environment. This is because of the reduced impact on residential housing, the improvement of the existing environment, less restrictions on future developments, and a reduction in noise and pollution. Developments leading to a tunnelled solution, traffic needs and reasons for route location are discussed. Criteria for design of tunnel alignments and geometry are described, including the restraints imposed by surface connections on profiles and grades resulting in low rock cover at tunnel portals. The main geotechnical restraints are a major weathered dyke at the shallow large span underground fork and the weathered Ashfield Shale capping the Hawkesbury Sandstone at a portal. Rock cuttability and excavation methods are discussed. Roadheader machines are the most suitable for the varying shallow arched cross sections required and the tunnel lengths involved but the use of blasting in special situations cannot be ruled out. Initial support for the major tunnel lengths will be provided by rock reinforcement in conjunction with shotcrete. Steel ribs are proposed in areas of low cover and weak ground. Final support will comprise an insitu concrete lining. Construction concepts and special tunnelling methods required at the shallow underground forks and tunnels are described.

Jan 1, 1987

By Harry R. Price, Jerome C. Neyer

INTRODUCTION Safety must be a primary consideration in the design and construction of tunnels. Tunnel construction has historically been considered a high-risk business. During the construction of the 14.8 kilometer (9.25) mile St. Gotthard Tunnel in the Swiss Alps in the 1870s, 310 lives were lost and another 877 workers permanently disabled. In more recent days, two tunnel construction accidents in 1971, one in Michigan and one in California, claimed the lives of 38 workers. Prior to 1971, most regulations governing safety in tunnel construction were developed by the U.S. Bureau of Mines. These included a 1941 Bulletin 439, "Some Essential Safety Factors for Tunneling" and a 1968 Bulletin 644 which updated Bulletin 439. In 1970, the United States passed the Occupational Health and Safety Act (OSHA) which became effective in early 1971. That act covered all sorts of workplace activities including Tunnels and Shafts in 29 CFR 1926.800. In 1989, a revised and renamed 29 CFR 1926.800 was issued for Underground Construction. Some of the changes introduced in this rule were the outgrowth of improvements made in the California and Michigan codes after the 1971 accidents. These new regulations are the "Rules to Live By" for tunnel construction in the United States and are generally accepted as appropriate for tunnel construction throughout the world.

Jan 1, 1995

By Eugene H. Skinner

The 7-mile Flathead Tunnel, located in the central Salish Mountains of northwestern Montana, was constructed between 1966 and 1969, With the contract awarded April 19, 1966, drill and blast tunnel excavation began September 30, 1966, and was completed June 21, 1968, in 488 tunnel-driving days, Peak advance was 66 feet per day. On June 27, 1969, all tunnel concrete lining was completed. Average wall and arch concrete placing rates exceeded 1,700 cubic yards daily, with nearly half of the concrete placed during a severe winter season. Major cost savings in concrete tunnel lining were achieved through a value engineering clause in the contract. Achieving consistent results and high rates of placement in concrete lining ranked equal to ground control in overall tunnel problems. Ground control problems exceeded expectations and were of continual concern throughout excavation, One support collapse in the tunnel and one portal slide condition developed during construction. Critical surface geologic exposures were largely obscured; only a portion could be accurately projected underground, An instrumentation program to gather basic data on rock defamation near the heading face for support purposes was a pioneering effort. The Flathead Tunnel was placed in service on November 7, 1970.

Jan 1, 1974

By Elisa Comis, Barbara Bitetti, Julien Pepiot, Stefano Lione, Francesc Rich

The new Lyon-Turin railway project involves the construction of a 57 km twin-tube tunnel between France and Italy. Pini France (project leader) and Systra-SWS are the designers of Construction Site 8 (CO8). This part of the project includes the construction of the tunnel portal on the Villard-Clément platform, two 2.8 km long tubes of the base tunnel in the direction of Saint Martin la Porte, the cross-passages between tubes and the niches. This paper presents the general approach followed to design the temporary support for the base tunnel, cross-passages, and technical rooms. The design of the temporary support accounts for the variability of the ground and water conditions, the excavation attended behavior, the construction planning and the identified geological hazards that could be encountered along the alignment. Particular attention is paid to the intersections between the tunnels both in terms of numerical modelling and construction methods and phases. Two types of intersections are present in the project: the intersections between the cross-passages and the base tunnel and the intersections between the base tunnel and the niches. 3D models have been developed for the tunnel intersections.

Jun 23, 2024