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By Greg Sanders, Michael Gilbert, James G. Shaughnessy

"A new raw water intake from the South Holston River to the Kingsport water treatment plant is under construction. The exploration for the 335 meter long horseshoe shaped tunnel design took advantage of the site topography along the alignment to better define the complex geology consisting of Knox Limestone and Sevier Shale formations separated by a fault zone. To assess the geological conditions and to determine the extent of the fault zone, a 183 meter long horizontal boring and geophysical investigation was performed along a portion of the tunnel’s horizontal alignment. Explorations defined the fault zone width at approximately 5 meters and packer testing along the alignment provided a means of estimating groundwater inflows. As the tunnel excavation advances, comparisons of exploratory data versus encountered conditions will be made. This paper provides details on the geotechnical investigation, lessons learned, and the influence of the geology on the tunnel design. PROJECT OVERVIEW The Kingsport WTP is supplied with raw water via the South Holston River. The City of Kingsport (City) owns and operates the Kingsport Water Treatment Plant (WTP). The existing raw water intake system, consisting of pumps, power supply, raw water piping and appurtenant facilities has been determined to be vulnerable to failure. The original Raw Water Pump Station (RWPS) was constructed in 1928 as part of the original Kingsport WTP project. The 1928 RWPS operated until 1970 when it was replaced by the existing RWPS. This existing system still utilizes the 1928 piping and piping tunnel. Improvements to the RWPS hydraulics and capacity are required to meet the City’s future water treatment needs. The system extracts water from the South Fork of the Holsten River and coveys it via three pressure pipelines to the WTP. The conveyance piping exits the RWPS, ascends approximately 23 m up a near vertical rock outcropping then enters a 120 m long tunnel. Upon exiting the tunnel the piping continues underground to the WTP. The drill and blast tunnel is horseshoe shaped and nominally 3.3 m high by 3.3 m wide. The easternmost 62.3 m of the tunnel is without any type of support. The remainder is lined with concrete. According to the City of Kingsport, the concrete lining was installed in the 1970’s as part of upgrades to the facility. An evaluation of the current facilities concluded that the conveyance piping was in poor condition and required replacement."

Jan 1, 2016

By Gordon Clark, Basar Arioglu, Nasri Munfah, Sanja Zlatanic, Tolga Togan

"The 13.2 m (43 ft) external diameter, double deck Istanbul Strait Road Tube Crossing is one of the most challenging underwater tunnel projects in the world. Subjected to 11 bars of hydrostatic pressure, variable geology, and being in a very active seismic area, the execution of the project required innovative solutions, sophisticated construction techniques and prudent risk management approach. The 5 km (3.1 mile) tunnel consists of a 3.4-km (2.2-mile) tunnel boring machine- (TBM) bored tunnel, 1 km (0.62 mile) twin NATM tunnels and cut-and-cover sections. The project is being delivered in a build-operate-transfer (BOT) contract in a public-private partnership. The technical challenges, coupled with financial and commercial risks required the implementation of sophisticated risk management tactics including the provision of independent design verification. The project was opened to traffic on December 20, 2016, four months ahead of schedule.. This article presents the technical challenges of the project from the design, construction, and risk management aspects..Project backgroundThe $1.245 billion Istanbul Strait Road Tunnel Crossing project, dubbed the Eurasia Tunnel, is one of several major infrastructure projects being implemented in the Republic of Turkey in a public-private partnership approach. The project provides a direct and easy connection between the Anatolian (Asian) side of Istanbul and the heart of its historical district on the European side across the Bosphorus Strait which connects the Black Sea with the Sea of Marmara. The project improves connections to a wide network of motorways on both sides, increase capacity across the Bosphorus by 100,000 vehicles a day, reduces congestion and saves motorists an average of 45 minutes of commuting time in each direction bringing significant economic benefits to the city and the region. It eases traffic across the strait, reduces congestion, decreases pollutants and emission while maintaining Bosphorus. It is the most complex part of the project with the greatest challenges and risks. Part 2 is 5.4 km (3.6 miles) long consisting of 3.4 km (2.2 miles) of 13.2 m ( 43.3 ft) external diameter TBM bored tunnel under the Bosphorus Strait, 1-km (0.62-miles) of twin NATM tunnels on the Asian side, cut-and-cover transition boxes in the Asian and the European sides and depressed approaches on both sides. In addition, this segment includes the toll plazas, ventilation buildings, and the tunnel control and maintenance facilities."

Mar 1, 2017

By Aaron Evans, Chu E. Ho, Tom Richards

"This paper describes an innovative case history of using jet grouting to form a groundwater cutoff wall at the interface of a cut-and-cover construction and an existing tunnel. The design of the jet grouting layout was complicated by the presence of a left-in-place bulkhead of unknown dimensions abandoned by previous construction of the existing tunnel. Jet grouting was performed through predrilled holes within the narrow space between the existing bulkhead sheeting and tunnel structure. A systematic sequence of primary and secondary jet grout elements of varying diameters and panel lengths was executed to achieve an effective groundwater barrier. A key challenge in the jet grout design was the impact of potential deviations due to shadowing effects of the left-in-place bulkhead sheeting and pre-formed jet grout columns, as well as overbreak concrete in adjacent secant pile walls. The flexibility of the jet grouting methodology enabled a wide range of operational parameter combinations to be performed, allowing column diameters to be adjusted based on actual field installation measurements. Special precaution was exercised when grouting at critical locations to avoid over-pressurization and damage to the existing tunnel structure.IntroductionThe 96th Street Station box for the new Second Avenue Subway Line in Manhattan, New York included a transition tunnel, which connected the station to an existing tunnel built in the early 1970s (Figure 1). The new station and transition tunnel were both constructed using the cut-and-cover technique with bottom-up sequence (Aksman et al. 2012, Grigson et al. 2016). The main station structure incorporated permanent diaphragm walls for most of its length, except for the southern segment where high rock levels were encountered and the station box was constructed within temporary secant pile walls socketed into the rock. The permanent diaphragm walls were also utilized for temporary excavation support (Ho and Hu 2014). At the northern end of the site, the new transition tunnel was constructed within temporary secant pile walls that extended from the station diaphragm walls to the existing tunnel at the tie-in location. A temporary traffic deck spanning 60ft across the secant pile and diaphragm walls along the full excavated length of the site allowed traffic to continue operating at street level while construction of the station and transition tunnel progressed below grade."

Jan 1, 2016

By T. P. Meloy

In the last decade increased and prolonged interest has been displayed in the use: of tunneling or rapid excavation to solve many of the urban and industrial problems confronting our society. There has been talk and action on the interurban rapid transit systems for major cities, and even preliminary designs for a Boston to Washington interurban transit system. Much of this interest stems from the search to the solution of our increasingly complex urban problems, where the surface area must be given over more and more to the inhabitants, and the subsurface for transit, utility and other services. While tunneling is not a panacea to urban ills it holds a real solution to many existing problems. There is also, among the tunneling experts, a growing confidence that technical problems of rapid tunneling can be solved. To solve these problems, R & D money must be invested. If it is to be money invested either by private industry or governments, there must be significant returns on the investment to justify the research and development need to bring about the breakthrough that will make tunneling a major contribution to the solution of urban problems. To make these economic studies more extensive and more accurate tunneling demand figures were needed. To this end, the Organization of Economic Cooperation & Development - OCED - included in its Conference on Tunneling a section on tunneling demand. As a result of the conference the organization for Economic Cooperation and Development issued a report entitled "The Advisory Conference on Tunneling - Report on Tunneling Demand 1960-1980. " This report was presented at the OCED Conference on Rapid Excavation, held at Washington, D.C. To obtain the data in the Report, questionnaires were sent to the OCED countries and 18 replies were received from Australia, Austria, Belgium, Canada, Denmark, France, Germany, Ireland, Italy, Japan, Netherlands, Norway, Portugal, Spain, Sweden, Switzerland, United Kingdom, and the United States. While it is true, that data were missing, that sometimes the definitions were confused, and that several countries provided no cost estimates at all, in general, this report contains the most comprehensive gathering of data that ever existed in the field. All data in the OECD report is expressed in terms of meters or cubic meters, and costs are in U.S. dollars.

Jan 1, 1970

By T. S. Lovering

The Moffat tunnel passes through the continental divide about 50 miles west of Denver, Colo., on the Denver & Salt Lake R. R.: It is 16 ft. wide, 24 ft. high, and 32,383 ft. long, a distance of a little more than 6 miles. The advantages accruing from its construction may be briefly summarized as follows: The tunnel eliminates 27 miles of grade averaging more than 3.5 per cent. and actually running well over 4 per cent. in many places, and changes the steepest grade from 4.5 to 2 per cent. It reduced the peak of the railroad from 11,660 to 9249 ft. which enables one engine to pull four times as much freight as it could before the tunnel was built. If the Denver & Salt Lake R. R. completes its line, this road will shorten the distance between Denver and Salt Lake City by 200 miles and will have no steeper grades than the lines now connecting the two cities. The proposal to drive the tunnel through the divide dates back about 25 years and D. H. Moffat, who was the leading spirit in the organization of the Denver & Salt Lake R. R. spent much of his time and energy in efforts to raise money for the tunnel that bears his name. He was unsuccessful and died before the work was started. In 1920 an effort was made to obtain state legislation favoring a bond issue to finance three important railroad tunnels in Colorado but the measure was defeated, largely through the efforts of the citizens of the region near Pueblo. A few years later devastating floods caused the Pueblo voters to seek relief from the state and at this time they withdrew their objection to the tunnel bond issue. As a result, a $6,720,000 bond was issued to finance the Moffat tunnel. Construction bids were so high that the work was finally allotted on a scheme analogous to a cost-plus basis. The contract was awarded to Hitchcock and Tinckler, who are paid a fee of $140,000 for driving the tunnel. All bills are paid by the Moffat Tunnel Commission. The contract was let Sept. 19, 1923, and Hitchcock and Tinckler agreed to complete the work by July 19, 1927. In the event of finishing before this date they were to be given a bonus of $1000 a day and

Jan 1, 1928

By G Brewster

The Eagle on the Hill tunnels form part of an upgrade of Mt Barker Road, 15 km to the southeast of Adelaide. The upgrade significantly improves safety and reduces delays on this major road, which winds steeply through mountainous terrain. The twin tunnels each spanning 15 metres run in parallel for a length of 480 metres. The tunnels are excavated in slightly weathered high strength slates and very high strength quartzites of the Saddleworth Formation on the western margin of the Mount Lofty Ranges. Steeply dipping slate cleavages and the high fracture ratio result in many slope stability problems in the project area. The level of geotechnical investigation undertaken prior to the calling of tenders for the project was extensive. This included the excavation of a pilot tunnel along one of the tunnel alignments, which allowed accurate mapping and rating of the rock, resulting in an increased level of confidence during the tender process. One of the features of the winning alternative tender design was the use of canopy tubes, flexible steel ribs and shotcrete to replace up to 40 metres of deep portal cuts in unstable rock with driven tunnels. Slope stability issues were overcome with the use of rock dowels and shotcrete. The support concept allowed the safe driving of the tunnel portals with as little as two metres of overburden. The design incorporated lining drainage and criteria for fireproofing based on European experience to ensure the ability of the tunnels to remain stable in the case of a severe fire incident. The support design allowed for maximum flexibility with a range of support types able to deal with the varying ground conditions. Design development and support refinement continued throughout the tunnel construction phase with close liaison between the designer and the constructor. Monitoring and review of feedback from the construction site by the Sydney based design team was easily achieved by means of electronic transfer of photographic and survey information, telephone and fax communication and regular site visits. The contractor for this project is Macmahon Concrete Constructions Joint Venture (MCCJV) and the designer is Connell Wagner. Excavation commenced in January 1998 with tunnel breakthrough having been achieved in early-August 1998 and mid-September 1998 respectively. Concrete lining construction is scheduled for completion in April 1999.

Jan 1, 1999

By R. Lovat, J. A. Hunter

"The design, development, and verification of the Lovat 7.6metre diameter full-face tunnel-boring machine is reviewed. Programmatic and technical challenges are outlined with a review of the specifications and the design to meet these requirements. Subsystem designs are presented for the waste material removal, ventilation, cutter head, structural support, advance technique, water removal, and interfaces with the Donkin-Morien Mine. The techniques used to verify that the design meets the requirements is by testing in the Lovat factory and in the field. Certification of the machine for use in a methane environment is discussed.IntroductionStudies have concluded that the average annual worldwide tunnel construction is 500 kilometres at an estimated average co st of $3,400 U.S . per linear metre. The total market value of the tunnelling industry is estimated as approximately $1.7 billion U.S. per annum. Of this, the current market for tunnelboring machine excavation is approximately $270 million U.S. per annum worldwide with a further potential of $250 million if more contractors are convinced that Tunnel-Boring Machines (TBM) are more suitable than conventional techniques. The worldwide civil tunnelling market has the potential to double each year in the next 5 to 15 years. Growth has been identified in the energy and mineral resources sectors of the economies of many nations and a significant volume of machine tunnelling studies and trials are presently underway for the extraction of coal, uranium , heavy oil or oil sand fuels, metallic and non-metallic industrial minerals and base metal or rare earth ores. Further tunnel projects for regional transportation, waterpower, irrigation , high density urban transportation, storm water sewers and water supply purposes are continually being implemented with new concepts like military security facilities and underground storage schemes being considered.Lo vat Tunnel Equipment of Rexdale, Ontario, the only Canadian manufacturer of TBMs was incorporated in 1973 to manufacture so ft ground tunnel-boring machines to satisfy this growing market demand. Lovat has produced an average of 5 machines per annum during the period 1972 - 1982 and has established an international reputation for competitive costs, quality of construction, after-sales service, and reliability. As of June 1982 Lovat TBM's have been used to tunnel over 240 km in projects throughout the world."

Jan 1, 1984

By Joseph Goessling, Mark Kroncke, James Parkes

The I-35 Capital Expressway (CapEx) Central Drainage Tunnels will serve as a stormwater collection system for the forthcoming I-35 Capital Express Central reconstruction project through downtown Austin, Texas. The schematic level concept design included three tunnels, 10 to 14 ft ID, totaling 26,000 LF. Constructability reviews during design development indicated issues with the concept design including phasing of construction, conicts with future retaining walls, staging area concerns, and signicant mixed face tunneling. The design was updated to mitigate these risks. The revised design includes two tunnels, both 22-ft ID and totaling 33,000 LF, that will be mined almost entirely in rock.

Jun 23, 2024

By Irwan Halim, Stephane Polycarpe, Brian Hann

The Narragansett Bay Commission Phase III CSO Program includes construction of the 11,600-foot long, 30-foot ID, deep rock Pawtucket Tunnel in Rhode Island. This paper provides an overview of the Design Build Project features and highlight some of the important design considerations, features, and innovations, including geologic conditions and related TBM design, and deep shaft and tunnel segment designs. The paper provides the most recent updates on some of the project construction activities including TBM tunnel progress and retrieval schemes, tunnel pump station and deep vertical shaft liner installations, SEM construction, and microtunneling for the longest adit using Fiberglass Reinforced Polymer Mortar pipes.

Jun 23, 2024

By Karin Bäppler

Mechanized tunnelling is undoubtedly one of the most innovative disciplines in the international construction industry. Technological progress in the planning and production of most modern infrastructure is constantly striving for new records on basis of highly specialized solutions and know-how. Humans and technology have accomplished excellent achievements over the past few years in varied, difficult terrain. New length records are being set with the 64 km long Brenner Base Tunnel and the HS2 Railway system currently under construction in Europe. Cities are building ever longer and more demanding sewer tunnels. The paper highlights some of the challenges, trends and innovations of long-distance tunnelling projects.

Dec 1, 2022

By Aaron Archer, James Parkes

This paper presents design considerations for the major underground elements of the pending BCRUA Phase 2 Raw Water Delivery System Project. These elements include two Lake Taps; an 8,800 LF, minimum 10-ft OD intake tunnel; a suction chamber with 6 Pump Shafts; a 30-ft diameter, 300-ft deep Main Shaft; a 2,600 LF Transmission Tunnel with 78-inch steel liner; and a 130-ft deep shaft on the Transmission Tunnel. The tunnels and shafts will be excavated through the Glen Rose limestone. The design development included consideration for technical requirements, easements, third party commitments, previous local project experience, and constructability based on contractor outreach.

Jun 13, 2021

By Verya Nasri, Mehdi Bakhshi

The development of the Montreal metro extension Line 5 -Blue Line- toward the northeast are located between the existing Saint-Michel station and Anjou. It consists of 6-km long two-track tunnel, five new stations and six auxiliary structures. Most of the tunnel (5.5 km) will be excavated by a 9.6 m diameter shielded rock TBM and supported by a precast segmental lining system. TBM will be fitted for probing and preexcavation grouting to control water inflow into the tunnel during the excavation. This paper presents major design aspects of the TBM tunnel including alignment, geological condition, spaceproofing, precast segmental lining, and geotechnical instrumentation and monitoring.

Dec 1, 2022

By Hajime Kitamura, Nobuharu Isago, Yuta Yamanishi, Kosuke Kawata, Hiroshi Yagi, Akira Matsuoka

Mountain tunnels are generally considered to be stable during earthquakes, however, it is known that the portal areas are prone to seismic damages. Characteristics in portals such as the location of the slope, modulus of ground deformation, and the change of overburden are different for each tunnel, and damage degrees are unclear. In this study, we reproduced the seismic behavior to investigate the effect on the tunnel portal by considering some parameters above, using simple static model tests and numerical analysis. As a result, the conditions of the slope condition and minimum distance from slope was confirmed to influence on the mechanical behavior of the tunnel portal during earthquakes.

Dec 1, 2022

By Martino Scialpi, Miriam Piemontese, Claudio Cimiotti, Matt Kendall, Nicholas Karlin, Roberto Schuerch

The Los Angeles, California JWPCP effluent outfall tunnel will transport secondary-treated effluent from the Joint Water Pollution Control Plant in Carson to the White Point Manifold. Upon completion, through ground conditions ranging from soils to hard rock, the tunnel will be approx. 7 miles (11 km) long with a finished internal diameter of 18-ft (5.5 m). This paper will present the Tunneling Condition Assessment Report (TCAR) and Tunnel Operation Plan (TOP) developed prior to construction, as well as the actual TBM performances achieved along the northern portion of the alignment in soft ground, shallow cover, and beneath a densely urbanized area.

Jun 23, 2024

By Michael Schultz, Gregory Sanders

In 2017, the North Texas Municipal Water District (NTMWD) initiated the design of the Sister Grove Regional Water Resource Recovery Facility (SGRWRRF) to provide additional treatment capacity for future population growth within the Lavon Lake watershed. To provide a discharge location for SGRWRRF approximately 4.5 miles of 2.4- meter (96-inch) internal diameter pipeline will be constructed, including 2.3-kilometer (7,800) feet and 487-meter (1,600 foot) long tunnel segments. This paper will discuss the anticipated geology of the two tunnel segments, selection of the tunnel alignment, the anticipated initial tunnel support requirements and other aspects of the project design

Jun 13, 2021

By Wojciech Klecan

Cobb County, located on the northwest side of Atlanta, GA, is continually growing and, like many other metropolitan areas, it needs to increase the capacity of its waste water system to meet future demand. The Cobb County Water System (CCWS) is the responsible agency for water distribution, waste water collection and treatment in most areas of the county. CCWS, one of the most progressive agencies in the metro-Atlanta area, is addressing its future waste water capacity needs in the southern part of the county with the construction of the South Cobb Tunnel and Pump Station. This project consists of an 8.8-km- (5.5-mile-) long, 8.2-m- (27-ft-) diameter, tunnel boring machine (TBM) excavated waste water storage and conveyance tunnel; six tangential vortex-flow intakes ranging from 1,533 to 5,700 L/s (35 to 130 mgd) peak flow capacity, two construction shafts, six 1.8-m (6-ft) finished diameter connecting tunnels ranging in length from 6 to 975 m (20 to 3,200 ft) and a 5,700-L/s (130-mgd) wet/dry pit pump station. The pump station will have a semi-circular wet well with a dividing wall that extends almost to the top of the shaft and a spilt dry well for reliable operation. Roller gates will control the flow to the wet well from the tunnel. The pump station will have six 1,420 L/s (32.5 mgd) pumps and two sets of stair wells and elevators. With a finished diameter of 32 m (104 ft) and a depth of 62 m (204 ft), this is the largest pump station shaft constructed so far in Georgia for the dewatering of a waste water tunnel. The pump station shaft was also the highlight of the well attended and successful 2009 Shaft Design and Construction Short Course held in Atlanta, Sept. 10-11. The two-day course was sponsored by the Underground Construction Association of SME and Pennsylvania State University and concluded with a field trip to the pump station shaft. The tunnel starts south of the city of Austell and finishes at the South Cobb Water Reclamation Facility (WRF), located on the banks of the [ ] Chattahoochee River just north of Interstate 20 (Fig. 1). The South Cobb Tunnel will run 30 to 137 m (100 to 450 ft) below the surface, with an average depth of about 91 m (300 ft), through metamorphic rocks (Fig 2). The construction contract was awarded to Shea-Traylor JV with the lowest bid price of $305 million and notice-to-proceed was given on July 14, 2008. Jordan Jones & Goulding, Inc. (JJG) is the project designer and performed the geotechnical investigations. Parsons/Jacobs Associates is the construction manager. The South Cobb Tunnel is CCWS?s second deep hard rock tunnel. The 15.3-km- (9.5-mile-) long, 5.5-m- (18-ft-) diameter TBM excavated the Chattahoochee Tunnel was the first deep tunnel to be construced in Cobb County. Construction began in 2000 and the project was completed four years later. It is located about 16 km (10 miles) northeast of the South Cobb Tunnel in similar geology. It was designed by JJG to meet east Cobb?s long-term waste water capacity needs and provide flow equalization to the R.L. Sutton WRF. The Chattahoochee Tunnel was named ?Outstanding Civil Engineering Project of the Year? by the Georgia Sec-tion of the American Society of Civil Engineers in 2006.

Jan 1, 2009

By Brian Fulcher

In April 1997, Kiewit/Parsons Brinckerhoff (K/PB) completed the 7,600-m (25,000-ft) primary access tunnel for the Yucca Mountain, NV proposed high-level nuclear waste site. K/PB then began boring an exploratory east-west cross drift tunnel at the site. The 2,681-m (8,796-linear ft)East-West Cross Drift Tunnel was excavated through volcanic tuffs having zones of incompetent rock using a rebuilt Robbins 5-m (16.4-ft)hard-rock tunnel boring machine(TBM) with a special arrangement of supporting equipment. This portion of the Yucca Mountain project was completed in eight months.

Jan 1, 2000

By James A. Pappas, Francis L. Fong, Tracy K. Lundin

The impact of environmental regulations on the quality of tunnel groundwater discharges is examined in this paper. Tunnel contractors usually depend on specialty contractors or outside consultants to deal with this issue without carefully examining their activities to minimize the production of contaminants. This approach may not be adequate given increasingly more restrictive environmental requirements. This paper surveys the general practice of the tunneling industry and attempts to identify sources of contaminants which may affect the total suspended solids, oil and grease content, and pH of the discharges. Strategies for treating the discharges are included. Field data and observations from several tunneling projects are also presented.

Jan 1, 1995

By Levent Ozdemir, Roy H. Spitzer, Don W. Deere, John B. Blyler

This paper documents the construction of the Stanley Canyon Tunnel, the geologic conditions encountered, boreability of the rock, and the impacts of the conditions encountered on the construction. The 5.05 kilometer long (3.1 miles), 3.47 meter (11.4 feet) diameter, tunnel was driven through granites with a refurbished tunnel boring machine (TBM). Difficult ground conditions encountered included shear zones, high groundwater flows, and hard, tough, and strong rock. Detailed geotechnical studies during construction revealed that microscopic changes in the rock grain boundaries due to contact metamorphism, resulted in the hard boreability. Originally scheduled for five months, the tunnel construction required nearly three years, including periods of project shutdown.

Jan 1, 1995

By Jon Y. Kaneshiro, Donald W. Scapuzzi

The primary purpose of the Prototype Installation Facility (PIF) for the Superconducting Super Collider (SSC) in this conceptual design was to test the magnets and other physics equipment. PIF was located in the northwest quadrant of the SSC 54 mile (87 km) main ring and consists of the first segment of tunnels, approximately 17,060 lineal feet (5.2 km) of 12 foot inner-diameter (ID) (3.7 m) tunnel, three 250 ± foot (60 m) deep shafts, connecting tunnels, and associated niches and alcoves. PIF would be the first portion of the main ring collider tunnel to be constructed. The geology, underground excavation conditions, underground facilities, and contractual considerations are discussed.

Jan 1, 1991