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By Charles W. Daugherty

INTRODUCTION The Washington Metropolitan Area Transit Authority's (WMATA's) rapid transit system, Metro, ultimately will comprise 162.5 km (101 miles) of line divided among 10 routes. As shown in Figure 1, about 24 km (15 miles) of the system will consist of mined rock tunnels distributed along the A, B, C and K Routes. The structural construction contracts for all of the A, C and K Route rock tunnels are complete and trains are running in about one-third of them. A contract for construction of rock tunnel section B-9, the southernmost third of the B Route, was awarded on June 27, 1980. The final design of Sections B-10 and B-lla, the remainder of the rock tunnel portions of the B Route and the Metro system, are well advanced and should be under con¬struction by 1982. Of Metro's 87 stations, 11 will have been constructed by mining in solid rock, a not inconsiderable achievement, since each structure must be over 183 m (600 feet) long, wide enough to accommodate two trains and one or two passenger platforms, and high enough to achieve a stable arching action without encumbering columns. With the passage of years, some original priorities have been reordered, and ways have been sought to streamline and simplify this most complex of Metro structures without grossly violating the architectural standards that make it unique. This paper will summarize that search, and describe the design and construction aspects of the resulting product, the dual chamber rock tunnel station.

Jan 1, 1981

By Gerald Pinter, David Nitsche, Márton Bredács, Markus Haager, Andreas Frank

"The reliable prediction of service lifetime of tunnel constructions is of essential technical and economic interest. Polymers used for tunnel liners have to fulfill the requirement of 100 years lifetime. However, today no reliably proven test method is available which confirms such long lifetimes. The current paper introduces a recently started research project which focuses on lifetime prediction of highly flexible, very low density polyethylene (VLDPE) for tunnel geomembranes. Different PE grades in combination with different antioxidant packages are conditioned at elevated temperatures and immersed in different media. Initial results confirmed significant material aging of unstabilized resins already after exposure of up to 34 weeks, at least at the highest exposure temperature of 80 °C. To consider application relevant material properties the material characterization was done by means of tensile tests and dynamic oxidation induction temperature tests. High pressure liquid chromatography was used for further investigation of antioxidant consumption kinetics. 1. INTRODUCTION For a reliable service of modern tunnel constructions a sustainable proofing against water infiltration is essential for the lifetime of the structure. Geomembranes made of polymeric materials have been used successfully for tunnel lining since several decades. Whereas previous geomembranes usually were made of plasticized polyvinylchloride (PVC-P), due to several technical advantages today very low density polyethylene (VLDPE) has become a more and more popular material for such applications. For modern geomembranes, current guidelines expect minimum lifetimes of at least 100 years (ÖBV-Richtlinie 2012). In contrast to this requirement it must be considered that today no test methodology is available which reliably confirms such long lifetimes of polymeric materials."

Jan 1, 2016

By J. J. K. Daemen, C. Fairhurst

Two aspects of tunnel support design are considered, and for both particular attention is paid to the influence of rock failure around the tunnel on the loads developed on the supports. 1) In general it has not been possible to extend analytical methods for the study of rock failure around tunnels to three dimensions. As a consequence it was not possible to calculate either the influence of the face or the actual sequence of support loading as the face advanced. The finite element method made this extension possible. A simplified analysis of the influence of the face and of the sequence of support installation has been made. The influence of the original stress field and of the rock behaviour on the length of tunnel which can be left unsupported (related to the stand-up time) is shown. The degree to which a 2-dimensional analysis can be used to approximate the final support load is shown to be dependent upon the post-failure behaviour of the rock. 2) Tunnel support design requires a knowledge of the forces and of the -rock displacements which cause stressing and deformation of the support system. A 2-dimensional model incorporating a detailed representation of several support systems, of the rock behaviour in the broken zone and of the interaction between rock and support is given. The model allows the calculation of the stress distribution in the support. The significance of the relative stiffness of support and rock on the stresses developed in the support is shown.

Jan 1, 1997

By Steven G. Vick, Herbert H. Einstein

1. INTRODUCTION The Tunnel Cost Model (TCM) is a computer based model whose objective is to quantify the risks of hard rock tunneling in terms of cost and time to completion. The main feature of the TCM is the simulation of the tunnel construction. The simulation makes it possible to incorporate in the time and cost computations the effect of uncertainties in geologic conditions and in productivity rates and costs. The cost and time computed with the TCM will be in form of distributions that allow a quantitative risk assessment. The TCM will be useful as an estimating tool permitting the estimator to rigorously relate uncertainties of individual factors to the end result. The TCM will also make it possible to evaluate technological innovations and to identify problem areas in existing technologies. The TCM consists of three interacting submodels: the geologic submodel, the construction operations submodel and the tunnel simulator. The goal of this paper is to describe the geologic submodel, whereas the construction operations submodel and the tunnel simulator will be described in the following paper by Moavenzadeh et al. First it will be shown how interactions between the geologic submodel and other parts of the TCM will impose certain requirements on the geologic submodel. These requirements, which relate primarily to the description of geologic conditions by a set of problem-oriented parameters and the quantification of uncertainty associated with geologic conditions, will then be discussed. This is followed by the description of the special structuring techniques -- decision tree and segmentation -- that are necessary to handle the great number of

Jan 1, 1974

By Jesse L. . Jr. You

Tunnels in the granitic Climax stock at the Nevada Test Site were inspected for keyblock occurrence. Thirteen relatively large pyramidal keyblocks were located in about 230 m (750 it) of tunnel. Orientations, dimensions, joint roughness coefficients, and joint compressive strengths were measured for the faces of nine keyblocks. The measurements were used to back-analyze keyblock stability to check the validity of a numerical model for keyblock behavior. A newly developed three-dimensional numerical model correctly predicted whether or not each keyblock failed in six of eight cases. The two exceptions involved stress conditions and keyblock locations that clearly violated the assumptions that underlie the stability model. The observations also allowed the effect of tunnel orientation on keyblock occurrence to be evaluated. Of the thirteen observed keyblocks, nine large blocks were found in less than 30 m (100 ft) of the Piledriver drift (which runs N56E) while only four blocks of comparable size were observed in 200 m (656 ft) of the Spent Fuel Test--Climax drifts (N61W). The orientations of the keyblock faces were checked against known discontinuity set orientations; some of the faces correlated well with mean set orientations, whi.le other faces were fringe members of sets. Stereographic techniques were used to examine the frequency of keyblock occurrence and to determine the maximum keyblock size that could be encountered with a given combination of discontinuities. Keyblock occurrence was found to be affected by tunnel orientation in a predictable way; this can be used to guide or improve tunnel design practices.

Jan 1, 1986

By Wei Tu

A grade separation was required to allow uninterrupted traffic crossing for a busy rail spur and a county road. The grade separation was achieved by creating a 30-foot (9-meter) high embankment that incorporates two multiplate tunnels and allows the passage of a rail spur and an existing county road. The site is located in an abandoned meander channel in the floodplain of the Mississippi River, near Osceola, Arkansas, and is underlain by more than 40 feet (12 meters) of soft clay and interlayered clays, sands and silts. Without soil improvement, the post-construction settlement would exceed 3 feet, slowly crushing the proposed tunnel structure and cutting off the railroad. Preloading, combined with vertical drains, was used to accelerate the consolidation of the underlying soil layers and to reduce the post-construction settlement under working loads. Six settlement plates were installed to monitor the progress of consolidation under surcharge load. The Asaoka observational method and the hyperbolic fitting method were used to analyze the measured settlement data to predict the end of primary settlement. The in-situ consolidation coefficient, ch, was back calculated from the measured settlement data. The stress release caused by the removal of the preloading surcharge load and the tunnel installation was determined using a Plaxis 3-D finite element model. The measured and predicted settlement using Hansbo's analytical solution demonstrated reasonable agreement. Early removal of the surcharge and construction of the tunnel prior to reaching the end of primary settlement was accomplished by analyzing the post-excavation stress reduction achieved via tunnel construction.

Jan 1, 2009

By D R. Wines

The design of near-surface civil infrastructure requires detailed consideration of the geological/ geotechnical conditions, excavation geometry and sequence and ground support measures to ensure stability of the underground openings and minimal impact on overlying or adjacent infrastructure. Twin parallel road tunnels have been designed and built with connecting cross passages and a piggyback busway tunnel as part of a large infrastructure project in Australia. The tunnels were excavated in poor to fair quality rocks using road headers. Temporary ground support includes shotcrete, rock bolts and canopy tubes. Extensive numerical analyses have been performed to analyse the expected behaviour of the tunnels during excavation, including two-dimensional analyses using UDEC and three-dimensional analyses using FLAC3D. Structural defects in the rock are explicitly included in the 2D analyses to examine the potential for localised ground instability. The stress redistribution is captured by the 3D modelling with an accurate representation of the complex excavation geometry and the detailed excavation and support sequence. This paper presents the modelling methodology, numerical results and discussions on integrating both 2D and 3D analyses to achieve reasonable design.

Mar 8, 2011

By Abegail Endraca, Allan Sebastian, Andrew Raine, Allan Patdu

The project involves the construction of a new aqueduct tunnel by an Earth Pressure Balance TBM tunnel for the Novaliches-Balara Aqueduct No 4 (NBAQ4) project in Metro Manila. It comprises a 7.3 km long and 3.1 m internal diameter tunnel that can deliver up to 1,000 MLD of raw water and the tunnel passes under urban residential and urban populated areas adjacent to and along Commonwealth Avenue. A new reservoir intake structure was constructed in the La Mesa reservoir by a cofferdam and the TBM breakthrough connected the reservoir to the outlet surge shaft structure and the downstream pipe network system connecting to the Balara Water Treatment Plant. The TBM incorporated a double articulated head configuration to allow tight 80 m radius curves to navigate some of the difficult alignment considerations. The alignment passed very close to some existing foundations for MRT7 and needed to clear several tight curves to remain within government land ownership. The project excavated through the local Guadalupe weak rock formations and there was minimal ground movements observed as a result of the work.

Jun 13, 2023

By Peter B. Dowden, David T. Cass

A shield on a tunneling machine has two basic purposes. Firstly to provide temporary support in unstable ground, maintaining the integrity of the bore and protecting the operators, and secondly, in conjunction with other sealing devices, to prevent the ingress of water. In any specific tunnel, unstable ground and water may or may not occur together. Further, there are a number of different ground behaviors that may be termed unstable and these must be defined in order to determine the most suitable type of machine. Beyond the shield itself, the cutterhead and the mucking system design are critical in successfully traversing difficult geology. In any but the shortest tunnels, variations in the geological conditions and the requirement of an acceptable advance rate can impose increasing degrees of sophistication in the machine design. In this paper we will review current designs of shielded type machines and their application, and discuss new developments which blend hard and soft ground tunneling technology. We will also indicate that in some conditions, although first impressions seem to favor a shielded machine, in fact an open gripper TBM may be the wisest choice.

Jan 1, 1991

By John E. Feddcck

New York City's $360 million North River Water Pollution Control Project is part of New York State's plan to clean up the Hudson River. The project is to provide a sewage treatment facility capable of accomodating a peak waste water flow of 330 MGD which will in great measure eliminate the 192 MGD of raw sewage that N. Y. C. discharges into its surrounding waters. Eleven miles of intercepting sewer lines must be constructed along the west side of Manhattan Island to service approximately one-half of the island. The first contract award was for a 4134 ft. sewer tunnel with a finished inside dimension of 16' x 16'. This main intercepting sewer will feed a sewage treatment plant located on and adjacent to the Hudson River. The tunnel is parallel to the river and is located under 12th Avenue between 125th Street and 143rd Street. The Penn- Central Railroad tracks are above and just to one side of the tunnel location. The working tunnel diameter is 21 ft. and numerous problems of support, mining method, and ground control have been encountered. (see Dwg. 1)

Jan 1, 1970

By N. Ward

The Gualcamayo Mine is located in the Andes Mountains north of San Juan, Argentina (Fig. 1). A property of Yamana Gold Inc., it declared commercial production in July 2009 and has a total mineral reserve and resource base of approximately 88 t (3.1 million oz) of gold. Crushing operations for the openpit mine are located in a 13,500-m3 (477,000-cu ft) underground cavern with a ceiling height of 22 m (72 ft). More than 3,600 m (11,800 ft) of tunnels are used to access the cavern and convey the ore. The project as described in this paper relates to the design and construction of the main cavern, conveyor system exit tunnel, the mechanical system access tunnels and two 4.2-m- (13.7-ft-) diameter shafts (Ore Pass #1 and Ore Pass #2) (Fig. 2). Preliminary engineering for the project was performed by Hatch Chile. Rizzo Associates Argentina, S.A., a division of Paul C. Rizzo Associates, Inc. (Rizzo), was contracted to provide geomechanical and geotechnical support for the construction of the access tunnel system and geomechanical design and construction supervision for the cavern and shafts.

Jan 1, 2011

By M Fuchs

Roadheaders were introduced to mining and tunnelling in the early-1960s. Since this period their main field of application has been for roadway drivages in coal mines and for mineral production, for instance in coal, rocksalt, potash and gypsum mines. Their main field of application in tunnelling is in softer and partly friable rock formations, a suitable area for non-blasting excavation. However, in longer tunnel sections excavators with high ripping forces have replaced roadheaders in many situations. The main arguments against roadheaders have been and still are:a sharp increase in excavation cost with increasing rock strength and increasing abrasivity; and greater risks in conditions which have not been, or could not be, investigated to a sufficient extent. These arguments have, to a great extent, restricted practical roadheader application in production mining and in a lot of æstandardÆ tunnel projects. To address these limitations, factors which could make roadheaders attractive for such conditions and could overcome existing technological difficulties have been investigated. Extension of the economic field of application in hard rock was found to be the most important and the most effective step forward.

Jan 1, 2002

By SME SME

NORTH AMERICAN TUNNELING 2024 PROCEEDINGS

Jun 23, 2024

By A Dix

Fire suppression systems are but one of the many technologies currently available to manage operational tunnel risks. However, the actual reasons for their use are often shrouded in mischievous discussions of the marketing variety.The international tunnelling community still stands divided on the merits (or otherwise) of fire suppression systems. For some the debate focuses on their cost compared to the theoretical benefits they bring to human safety.Long standing concerns about their potential adverse effects in an emergency are often at odds with the experience from tunnels which use them. High installation and operational costs are cited as reasons not to use them, yet toll road operators and insurers increasingly use them as a risk mitigation strategy for toll revenue protection.Fact or fiction, myth or reality, should such systems be seriously entertained or are they just another expensive gadget in the escalating array of expensive toys for modern tunnels? Ultimately this presentation argues that they have their place as a risk mitigation measure to achieve a range of objectives. The exact circumstances for their use ultimately fashioning their design and operational characteristics. This is an abstract only. No paper was prepared for this abstract.

Mar 8, 2011

By Faruk Oksuz, Clay Haynes, David Egger

The United States Army Corps of Engineers (USACE) has committed to solve a major drainage problem in the suburban Chicago community of Griffith, Indiana. The Cady Marsh Ditch is currently undersized and on occasion spills its banks causing flooding and economic setbacks to the community. Preliminary studies have identified both tunnel and surface solutions as being attractive and viable. The USACE has decided that this project is an opportunity to use the design-build contracting approach to maximize ingenuity in project approach and to allow the market to dictate whether a surface or subsurface solution is most attractive. The tunnel would be over one-mile in length through sands, gravels and clay. Water control will be an issue during tunneling. The paper will explore the contracting approach to the project and the adaptation of Underground Technology Research Council (UTRC) guidelines for underground contracting to a design build project. The roles of Owner, Owner’s consultant, and design-build contractor will be defined as interpreted by the USACE and key contract provisions will be described and contrasted with a traditional design-bid-build approach to tunnel construction.

Jan 1, 2003

By P. R. Hanes

A description of the methods used in driving two tunnels, 2 miles long each, one a 9-ft. and the other a 19-ft. diameter section, for the Owyhee Irrigation Project, Oregon. One heading of the smaller tunnel was driven 1315 ft. in 73 shifts in one month and 10,966 ft. of this section completed in ll½ months using two shifts for eight months and three shifts the rest of the time. This is a good illustration of the proper use of a mechanical shovel and the importance of careful selection of supplernentary equipment to secure best results. Large cars, speedier and heavier locomotives, 36-in. gage track of 45-lb. rail, and a good switching method increased actual shoveling time and cut down muck removal period about 45 minutes from average. The larger tunnel, after trying out standard electric revolving shovels of both the rail mounting and caterpillar tread types, was excavated with a mechanical mucker. This is the first time that a tunnel of so large a section has been handled this way. This record work was accomplished without drill carriages.

Jan 1, 1934

By Richard Lovat

INTRODUCTION Soft ground tunnels may be above the ground water table or they may be subaqueous. The ground may be clays, silts, sands, gravels, glacial deposits, boulder tills, and any of these in any combination. Because of the relatively low strength and deformability of soils, difficulties often arise in soft ground tunnelling. These soil characteristics and resultant tunnelling difficulties, have had a direct influence on the development of "Lovat" Tunnel Boring Machines. We have been required to recognize and adapt to unusual ground conditions and to follow through with design, fabrication, and field maintenance to ensure dependable, trouble-free operation. The basic "Lovat" machine is a fully shielded, wheel-type with the cuttinghead driven by a monorace type bearing with gear drive incorporated in the bearing. Mechanical innovations have been added to the basic machine which complement the resources of manpower, equipment, and materials available to the contractor for a specific operation. FULL FACE SUPPORT The installation of hydraulically operated closure doors or flood control doors, at the cuttinghead, is one of the early "Lovat" technical innovations. Flood control doors provide full face support in running or flowing ground. In water bearing sands and silts the excavated material can

Jan 1, 1981

By Thomas F. Martin

Contract 75-124-211 extends along the Chicago River from Roosevelt Road on the south to Ogden Avenue on the north. In addition a branch tunnel runs east from approximately mid-project ending near Lake Michigan. The contract was bid on December 14, 1977 with three joint-ventures submitting bids. Of these the joint venture of J.F. Shea Co., Inc. Walnut, California, (Sponsor), Peter Kiewit Sons' Co., Omaha, Nebraska and Shea Company and Associates, Walnut, California was low with a bid of $101,976,680.00. The MSD awarded the job to the Joint-Venture on January 5, 1978 with a scheduled completion date of January 23, 1983. The project consists of the following major items of work: (1.) A 25'-0" minimum diameter Construction Shaft, 220 feet deep (2.) 13,726 Linear Feet of 30'-0" Concrete lined Tunnel in rock (3.) 6,648 Linear Feet of 13'-0" Concrete lined Tunnel in rock (4.) Seventeen concrete lined Drop Shafts varying in finished diameter from 4'-0" to 12'-0", and each approximately 250 feet deep with chambers and connections to the tunnels varying from 100 to 1300 feet in length.

Jan 1, 1979

By Ronald E. Heuer

It is not possible to accurately predict water flow into rock tunnels during construction, because all of the relevant factors cannot be accurately determined ahead of time. But an estimate is needed, because water inflow can be a major problem during construction, hence also a major concern for project design. There currently is no simple, generally accepted method of estimating inflow. This paper describes a semi-empirical method for estimating possible water inflow based on borehole water pressure test results, using correlations from previous tunnel experience. The method provides an estimate of percentages of tunnel length which will experience different intensities of long term steady state inflow, and provides an estimate of possible initial heading inflow. The method is applicable for distributed sources of water inflow due to rock mass features such as systems of joints and bedding planes, and accounts for different boundary conditions of water head and recharge. The metric system flow units used in this paper are liters per minute (L/min) and liters/minute/meter of tunnel (L/min/m), to be compatible with rock mass classification systems commonly used today.

Jan 1, 1995

By Robert N. Evans, Delon Hampton

During construction of the Washington Metropolitan Area Transit System, the hand-mining of a mixed-face condition was anticipated on a portion of tunnel located in the downtown area of Washington, D.C. The Section, consisting of two circular tubes, extends from Station 12+80, heading in a westerly direction, traverses along a curve under Lafayette Square, and ends in a northwesterly direction at Station 37+62 (see Fig. 1a). It was near the northernmost portion of the section that the mixed-face condition was encountered. Decomposed rock was first encountered in the invert at Station 31+00. From this point the rock gradually increased in height until it intersected the springline at Station 37+62, the project limit. Summarized within this paper are measurements of the soil load on a horseshoe-shaped portion of tunnel located in the mixed face condition. These measured loads are compared to the soil load on tunnels as determined by current design methods. The paper also discusses rib and surface movements associated with the post loading process. Comments will be made on how the presence of a mixed face condition might help or hender the tunnel design and construction procedures.

Jan 1, 1974