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By Viggo C. Bertelsen, David G. Hammond

LOCATION AND EXTENT OF BART TUNNELS The San Francisco Bay Area Rapid Transit District (BART) during the past six years has become the Owner of 23.5 miles of single-bore tunnels. The tunneling experience gained while working closely with our Engineer and Contractors in the design and construction of these major transit facilities provides a basis for our "Owners" viewpoint. The 23.5 miles of tunnels are divided into two categories. Fifteen and one-half (15-1/2) miles of tunnels were constructed in soft ground underlaying the downtown areas of San Francisco, Oakland and Berkeley. Eight (8) miles of tunnels were built in "hard ground" in the hills separating Oakland and Berkeley from Contra Costa County and in the San Francisco hills on the Mission Line. Location of tunnels within the BART system are shown on Figure 1. The tunnels comprise 15.7% of BART's 75-mile dual track system. Their 176 million dollar costs (excluding rail, electrification or ventilation features) are 12.4% of the system's total estimated cost of $1.4 billion. The tunnels constructed in soft ground were shield and boring machine driven with ground support provided by steel liner rings. The exterior diameter is 17 foot, 6 inches in the majority of tunnels; however, on two tunnels with a 500 foot radius of curvature, the diameter was 18 feet. BART awarded 14 contracts for soft ground tunneling. The work was accomplished under free air or compressed air depending upon the ground water and soil conditions, safety requirements, and considerations for protecting adjoining property from damage either from the de-watering operations or settlements due to excavation. The tunnel bores, except on curves, were normally parallel being spaced at 32 foot centers on the Mission

Jan 1, 1997

By Jon Ike Isaacson, Michael Miller, Jarek Trela

Despite reef structures being relatively common in carbonate rocks around the world, tunneling experience in reefs is extremely rare. Impacts and risks associated with reef tunneling through these geologic features were also relatively unknown. A new reef was encountered during construction of the Lower Pogues Run Tunnel in Indianapolis, exposed over 5,000 linear feet along the alignment, resulting in adverse impacts on construction. Analysis of investigation data and construction from this encounter provide insight into the identification and characterization of reefs along tunnel alignments as well as the potential impacts on construction for future tunneling within reef structures.

Jun 23, 2024

By Jim Clark

Tunnel boring machine (TBM) tunneling is an ever-increasing prospect for underground construction, and, with each new tunnel bored, there are unknown elements. When boring through the earth, even extensive geotechnical baseline reports can miss fault lines, water inflows, squeezing ground, rock bursting and other types of extreme conditions. This article draws on the consider-able field service experience within Robbins to analyze successful methods of dealing with the most challenging conditions encountered. Many tunnel projects are located in areas with relatively poor access along the tunnel alignment and bored under extremely high overburden. These two factors often result in limited geological information. It would be reason-able to state that the deeper the tunnel, the greater the lev-el of uncertainties. When faced with these uncertainties everyone involved with the project including the owner, the contractor and the machine supplier must be prepared to tackle geological surprises. This article describes the problematic geological conditions and associated difficulties faced on three separate projects and the measures that were taken to overcome these difficulties.

By D. N. Adams, M. M. Wong, M. J. Robison

Islais Creek Contract E, a transport/storage tunnel in San Francisco, was visited on a fieldtrip during construction by delegates to the 1995 RETC. This paper is a follow-up to that fieldtrip. The project’s two tunnels are 3.7 m and 3.2 m finished diameter, 155 m and 77 m long, respectively. The contractor used 1,000 overlapping jet grout columns to pre-treat the weak Bay Mud along the tunnel alignments, then mined them with an open faced tunnel shield, eliminating the need for compressed air tunneling. This paper documents the jet grouting program and the tunneling operation used on the project.

Jan 1, 1997

By P. Schmäh

Nowadays, small diameter tunnels are increasingly considered in pipeline projects as an alternative for sensitive crossings or when soil conditions limit the use of conventional pipeline installation methods like HDD. Safety concerns play a key role, especially for inner-city installations. Pipe jacked microtunnels and small segment lining tunnels can serve as casing tunnels if access is required during construction for the change of cutting tools in challenging ground conditions or for maintenance of the pipeline in operation. Small diameter tunneling solutions offer a high degree of flexibility for alignment design in terms of geology, length and radius.

Jun 13, 2021

By Ted DePooter, Mun Wei Leong, Chad Frederick

Downtown Bellevue Tunnel (DBT) is part of Sound Transit’s $3.7 billion, 14-mile light rail transit system from downtown Seattle, across Lake Washington, to the cities of Mercer Island, Bellevue, and Redmond. The tunnel was the first Sound Transit East Link project and posed significant construction risk. This paper discusses implementation of design changes to the soft ground tunneling method, implementation of several technologies such as the use macro-synthetic fiber initial shotcrete lining, use of spray-applied waterproofing, and use of shotcrete for the final tunnel lining. These efforts allowed for significant time and cost savings to the project.

Jun 13, 2021

By Dean Brox, Jason Morrison, Peter Procter

The Galore Creek Mine project is one of the newest major mining projects underdevelopment in Canada. The project is located in a very remote area of northwester British Columbia and is being developed by Nova Gold Resources of Vancouver. The mine project comprises one of the largest and highest grade undeveloped porphyry-related gold-silver-copper deposits in North America. In order to access the mine site anew 120 km road is planned to be constructed including a 4.4 km mine access road tunnel. Glaciers with heavy snow pack cover approximately two-thirds of the tunnel alignment with a maximum cover of 1,200 m. The size of the access road tunnel is about 50 m2 and has been designed as a large single lane road tunnel to accommodate the transport of large size mining equipment for mine start up and ongoing operations. The rock conditions along the tunnel alignment comprise very strong volcanic rocks. Key services for mining operations will be incorporated into the tunnel comprising diesel and power as well as the concentrate pipeline. Structural portal canopies have been incorporated into the tunnel design due to the risk of rockfalls and avalanches in the portal areas. The mine access road tunnel is a significant and critical-path component to the overall project to provide vehicular access to allow construction of the mine site. In order to meet the expected mine start up date the construction of the tunnel works are to commence prior to any other works at the mine site and will be constructed entirely by helicopter support. Geotechnical investigations commenced in the summer of 2006 with the removal of the overburden materials at the portals to assess bedrock conditions. Tunnel construction from both portals is expected to commence in the spring of 2007. The construction of the mine project is subject to and awaiting environmental approval in the spring of 2007. The mine access road tunnel will be the longest private road tunnel in North America. The key design and constructability issues for the mine access road tunnel project are presented and discussed.

Jan 1, 2007

By T. J. Lyman, M. J. Robison, W. A. Ruemmele

INTRODUCTION The first phase of the Los Angeles Metro Rail Project consists of 7.1 km (4.4 miles) of subway and stations running through downtown Los Angeles from Union Station to MacArthur Park. Contract A171, the Wilshire/Alvarado Line, involves tunnel construction beneath 7th/Street from the 7th/Flower Station to the Wilshire/Alvarado Station. The project consists of the excavation and lininig of 3000 m (9900 ft) of twin-bore, 6.7 m (22 ft) excavated diameter, 5.5 m (18 ft) finished diameter subway tunnels. The location of the project is shown in Figure 1. The majority of the excavation passed through weak siltstone/ claystone bedrock; although, portions of each tunnel approaching the 7th/Flower Station passed through fine-grained alluvium. Both tunnels were excavated with a digger shield. The project also included the excavation and lining of 6 cross passages, 2 communication rooms and a sump, all at tunnel grade between the two bores. A program of geotechnical instrumentation and building monitoring was performed to detect and document the response of the ground and adjacent structures and facilities to tunnel excavation. The instrumentation program was also intended to provide information that would permit implementation of remedial measures, when and as required, to prevent damage to structures, facilities and utilities along the tunnel alignment. The purpose of this paper is to discuss the ground response to tunneling on Los Angeles Metro Rail Contract A171. This paper presents a description of the tunnel project, the excavation and support method used in construction, the subsurface geology, and

Jan 1, 1989

By Behdeen Oraee

Constructing tunnels underground is generally described as a high-risk activity because conditions in the surrounding area tend to be unpredictable. This would and can create unique dangers in every situation. It is important to gain a deep understanding of the risks associated with tunneling in order to reduce the likelihood of their occurrence and severity of their consequences should they occur. For this to be achieved, different risks should first be evaluated and ranked according to their relative importance and criticality. The Amir Kabir tunnel is considered one of the most dangerous tunnels in Tehran, Iran, in terms of the risks involved in its excavation and their potential consequences. In particular, part T4 of the tunnel passes through a zone of different strata and also a compound of various soils. This paper studies part T4 of the Amir Kabir tunnel from a risk analysis and risk management point of view. In doing so, factors increasing total cost, causing delay in the project completion time, decreasing the operation rate and downgrading project quality were identified and ranked according to their importance using the aggregate primary index risk method. For this purpose, a comprehensive questionnaire was designed and completed by tunneling experts. By responding to the questionnaires, the experts determined the relative likelihood of occurrence of the studied factors and their potential consequences. As a result, the experts suggested several alternatives to reduce the risks involved in this particular study. Moreover, the experts completed new questionnaires whilst taking into account different alternatives. In the next step, the risks before and after applying the alternatives were compared. As a result of performing the said analyses, it was concluded first that the aggregate primary index risk is an effective tool in identifying the risks involved in such projects. Second, it was concluded that, by taking into account different alternatives when analyzing and ranking the risks, severity of the said risks can potentially be reduced. Also, by considering such matters when analyzing tunneling risks, the projects? efficiency can greatly increase as a result of reducing risks that threaten financial and human resources. The approach introduced in this paper, together with the methodology described, can be adopted by the mining design engineer in all similar situations. They will be of particular advantage in such methods as room and pillar mining, where the number of similar tunnels required is high.

Jan 1, 2014

By Toshio Fujiwara, Sumikichi Ito, Masao Kitamura

The Tennohji-Benten Giant Trunk Sewer Project has been under construction since 1974 in the eastern part of Osaka, the second largest city in Japan. The entire project is divided into 7 blocks, some of which have already been completed. This 8.8-km sewer tunnel, being driven through a densely populated area, was planned to be constructed by the shield tunneling method. This paper described shield tunneling performances and ground behaviors during the construction of Blocks 2 and 3. An earth pressure shield (dia., 6,750 mm) was employed in Block 3 tunneling. The ground was generally soft and the cover over the tunnel varied from 13 m to only 4.5 m, so that a considerable amount of chemicals was injected to stabilize the ground. A hand-digging type shield (dia., 7,250 mm) was used in Block 2 tunneling under compressed air. For 85 m of the total length of 1.6 km, the soil at the face was extremely soft, and therefore, the ground freezing method was additionally employed.

Jan 1, 1981

By Irene Bendanillo, Canon Cheung, Justin Lianides, Derek Penrice

The SLAC National Accelerator Laboratory’s two-mile-long particle accelerator generates the world’s brightest X-rays from its Linac Coherent Light Source (LCLS) freeelectron laser. This facility has driven groundbreaking discoveries in medicine and industry. The LCLS-II-HE project will provide a significant increase in laser energy, allowing cutting-edge research in fields including biology and environmental science. A key project component is the Low Emittance Injector Tunnel (LEIT), a 240-foot-long tunnel to be built alongside the existing accelerator and connected to it via a 30-footlong Transfer Tunnel. This paper discusses site and scientific constraints that led to the selection of the LEIT configuration: tunnels to be constructed using the sequential excavation method in mixed-face conditions comprising native rock and placed backfill, and critical design considerations including protection of overlying and adjacent historic structures and structural accommodation of near-fault seismic loading.

Jun 13, 2023

By John Rudolf

Metropolitan Washington Airport Authority is currently undertaking the first Phase of Metro?s Extension to Northern Virginia. A wide range of tunnel options was considered for the Tysons Corner segment that involves about 20,000 feet of track and four stations. After consideration of many options that involved EPBM single track tunnels, NATM tunnels and large bore tunnel concepts for the entire Tysons alignment, the design now being progressed into construction involves two 520 meter (1,700 feet) long soft ground NATM tunnels with several hundred feet of cut-and-cover construction. The paper discusses the process that led to selection of the short NATM tunnels as the most feasible of the options considered for Tysons.

Jan 1, 2008

By U. F. Beichmann

INTRODUCTION The City of Oslo together with the neighbor municipalities, Baerum and Asker, are presently building a jointly owned sewage treatment plant located on the west side of the inner Oslofjord. The project is scheduled for completion late 1981. Because the location of the treatment plant is at a distance of about 20 miles (30 km) from the city center, a discharge of more than 13 yds 3/sec (10 m3/sec.) of sewage and storm water will have to be transported over considerable distances. The topography of the area and the geological conditions early indicated that the only realistic transport method had to be through tunnels. As planning proceeded, full face tunnel boring emerged more and more as a favorable alternative to conventional drill and blast medhods. Today the scheme comprises nearly 25 miles (40 km) of tunnels being excavated by full face tunnel borers. In addition a number of access tunnels and cross cuts are to be excavated by conventional methods.

Jan 1, 1979

By R. E. Mason

Shotcrete has been used for approximately 20 years to facilitate tunnel excavation through poor ground. Early examples of such usage in North America include the recuperation of the Granduc Mines access tunnel in Northern British Columbia, and similar work performed in the Carley V. Porter and Big Walker Tunnels in the United States. Mining companies such as Craigmont Mines in B.C. and Hecla Mines have used shotcrete in their workings for the past ten years. Shotcrete is now a widely utilized fool in the mining and tunnel construction industries in North America, but the accumulated experience is too limited for many to fully appreciate the capability of shotcrete to control ground movements and to understand the limitations of this tool. It is common, for instance, to use shotcrete to "bridge the gap" between rock bolt-supported and steel-rib supported ground and to avoid the use of shotcrete in water-bearing ground. Shotcrete can, and has been, used economically and practically under most severe ground conditions.

Jan 1, 1976

By Zheng Shuangying

The vibration effect of the buried oil pipeline caused by tunneling blasting affects the pipeline safe transportation, tunnel construction schedule and its construction cost. The dynamic response characteristic of the buried pipeline under blast loads is the foundation of designing blasting scheme as well as the prerequisite to pipeline safety. Taking the blasting engineering of Xiannvyan tunnel passing through a buried oil pipeline of the high-speed railway from Xi’an to Chengdu as the background, according to the space relation between tunnel and pipeline as well as the charge structure of V-cut blasthole, the 3D non-linear dynamic finite element model of tunnel-pipeline was established in the light of the equivalent explosive. The vibration response of the ground surface over pipeline resulting from V-cut blasting was simulated by LS-DYNA finite element program. Comparing with the measured vibration velocity waveforms in site, the accuracy and reliability of the numerical model are well verified. On the base of the simulation method, the coupling dynamic response characteristic between buried oil pipelines and soil was further studied and the Von-Mises stress distribution of pipeline wall was obtained. The safety of buried oil pipeline was quantitatively analyzed through the inside stress data of pipeline given by the simulation calculation above. The analytic results show that the maximum vertical vibration velocity of pipeline on the interface between pipeline and soil is 1.62~5.07 times as large as that of soil. When the buried pipeline is located over the tunnel and 13 m (42.6 ft) away from tunnel, the maximum vertical vibration velocity of ground surface caused by V-cut blasting with charge weight 17 kg (28.6 lb) is 3.17cm/s (1.25 in/s) and the vertical peak vibration velocity of pipeline top is about four times as the ground location directly above the pipeline. Meanwhile, the peak dynamic stress of the buried pipeline caused by blasting vibration is only 2.35% of the allowable stress of steel pipeline. The maximum superimposed stress of the blasting dynamic stress and the hoop stress produced by the pipeline internal pressure is 242.56 MPa (35 180.36), which implies that the buried oil pipeline is completely safe under the conditions of the given tunnel blasting scheme.

Jan 1, 2015

By Vojtech Gall

Pre-support measures for urban tunneling have seen a substantial development in the recent past. Ground improvement techniques, pipe-arch and spiling methods now allow for non-disruptive tunneling at very shallow depths under sensitive structures, rail tracks and roadways. The paper presents experience gained on national and international projects built over the past decade that represent case histories and therefore may be used as guidance for the development of similar solutions for future tunneling projects at shallow depths. Reference projects include tunnels for the Washington, DC Metro, London Underground, Dulles Inter-national Airport, Busway tunnels in Boston and the Ft. Canning Tunnel in Singapore.

Jan 1, 2008

By David E. Thompson, Daniel J. Dobbels

INTRODUCTION The planning process for projects requiring construction of tunnels in urban environments can be highly complex and involves interaction with professionals of many disciplines. Typically the initial step in the planning process is to establish basic design criteria for the tunnel or tunnel system consistent with its intended purpose. Such criteria might include acceptable tunnel geometry, minimum and maximum slope or other associated criteria. Ideally, once the basic criteria have been established, the next step in the process might include establishing technically feasible horizontal and vertical alignment and shaft siting alternatives and developing "ball park" construction and operational cost estimates for the alternatives. Comparisons can then be made regarding the relative technical and economic merits of the alternatives and the most favorable alignment(s) are selected for further study or preliminary design. Typically the last and perhaps the most important task that is conducted during the planning stage includes identifying issues and potential problems to be addressed during the design and construction stages of the project. Many issues warrant consideration during the planning phase of a tunneling project. For the purposes of this paper, these issues can be divided into two broad categories: technical and non-technical. Important technical issues include, among others, general design criteria, geotechnical and geoenvironmental issues, and constructibility issues. Important non-technical issues include, among others, right-of-way and easement related considerations, project scheduling constraints, both short and long term environmental impacts and overall cost/benefit aspects of the project. With respect to influence on the planning process, these two groups of issues often cannot be separated completely. For urban tunneling projects, however, it is most often the case that the non-technical

Jan 1, 1991

By Michael Gay, W. H. Hansmire, G. Rippentrop, V. S. Romero

The new Tren Urbano heavy rail transit project in San Juan, Puerto Rico has one very significant part, the Río Piedras Contract, being constructed underground. This paper will give an overview of the tunneling work that started construction in1997. Design-Build procurement for tunneling is addressed. The new and modern transit system in San Juan will be 17.2 km (10.7 mi)long and have 16 stations in its first segment of construction, which is due to open in 2001. The line connects the city center district of Santurce to the outlying suburban municipality of Bayamón. All construction is being done under design-build contracts as a demonstration project funded by the Commonwealth of Puerto Rico and the Federal Transit Administration (FTA). The Río Piedras Contract is completely underground and involves practically all types of construction in soft ground. One station is built as cut-and-cover at the University of Puerto Rico. One portion has twin tunnels to be driven with an Earth Pressure Balance Machine (EPBM) and lined with one-pass precast concrete segments. Another has four short tunnel drives at a turnout that will be constructed with an initial support of shotcrete and lattice girders (i.e., the New Austrian Tunneling Method of construction). The most complex construction is the Río Piedras Station, which is being built as a stacked drift with a total of 15 individual tunnel drifts. After being sequentially excavated and concreted, they will form the arch of the 19 m (62 ft.) wide by 16 m (53 ft.) high cavern station. This structure is excavated in soil with less than 5 m (16 ft.) of cover to overlying historic buildings.

Jan 1, 1999

By Jamal Rostami, Mark Board, Clayr Alexander, Muthu Vinayak Thyagarajan

In the past several decades, many major equipment manufacturers have ventured into developing new technology for underground hard rock excavation. This includes variety of configurations for full and partial face mobile excavation units. Mining industry prefers machines that can excavate noncircular, flat invert profiles and be able to make tight turns in hard rock. The need to use disc cutters for cutting hard rock has impeded the development of such machines due to the need for gripper system or large mass of a machine to support the force requirements of the disc cutters. Most of the prior attempts have been partially successful and the operations have faced some practical limits and challenges. Among the units that have been successfully used, one can name mobile miner, which was used for rock excavation in some projects. A redesigned mobile miner, called the “Remote Vein Miner,” or RVM, has been developed by Epiroc for underground hard rock mining in Hecla’s Lucky Friday Mine. This equipment potentially opens numerous opportunities for innovation in civil tunneling projects, where the operational flexibility and accessibility of a TBM’s limited tunnel path, design of the profile, and cost are limiting factors. This paper explores the application of the RVM in tunneling projects, its advantages and possible areas of innovation in tunnel planning and design.

Jun 13, 2021

By Keh-Jian Shou

"This study adopts and analyzed a shield tunneling case in Taiwan, with a diameter from 5.25m to 6.70m and the smallest radius of curvature 100m, which was constructed in gravel formations as well as a vibration sensitive area. In this case study, a vibration monitoring plan, comprising the sensors inside the shield machine and on the surface, was proposed and performed to provide the vibration data during the construction. In this project, the major vibration reduction considerations were increasing the open ratio of the cutter head (to reduce the cutting function) and reducing the rotational speed of the cutter head. The results of the construction suggest the appropriateness of the above considerations. The findings could provide suggestions to the other similar shield tunneling cases. INTRODUCTION Underground vibrations during shield tunneling are typically isolated and absorbed by the soil. However, a portion of these vibrations may disseminate to the surface. These vibrations are considered micro-vibrations, which generally do not pose a threat to surface structures, and are thus seldom the focus of research. The present project was located in the Hsinchu Science Park where shield excavation bypassed numerous high technology manufacturing plants (e.g., wafer manufacturing plants). The vibrations generated by shield tunneling may affect the vibration-sensitive manufacturing equipment and instruments in these plants, and induce problems in manufacturing processes. Therefore, research to comprehensively understand the characteristics and potential influence of such vibrations is essential. To clarify the characteristics and potential influences of vibrations generated during shield tunneling, the vibration level in the excavation of the Taoyuan International Airport Access (TIAA) Metropolitan Rapid Transit (MRT) Project was examined, as it possesses similar excavation conditions to the present project. The parameters collected from relevant tests were provided as a reference to the firms along the excavation route of the present project to explain the effects of vibrations, and to relevant units for shield machine selection and project execution. No yield problems resulting from shield machine induced vibrations were reported by the firms, and the vibration levels measured in the present project were comparatively lower than those in the TIAA MRT Project. Because the related literature is scarce, this study aims to analyze the collected measurement data and provide suggestions on shield machine selection or designs. Such that we can more properly evaluate and control the impact of shield tunneling induced vibrations in similar projects."

Jan 1, 2016