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By Frank E. Dalton, Bart T. Lynam, Forrest C. Neil

The Tunnel and Reservoir Plan (TARP) is the largest tunneling program in the history of the metropolitan Chicago area (Figure 1). Between September 1976 and September 1977, rock tunnel contracts having an estimated cost of approximately $420 million will be advertised. During the past six months, the Metropolitan Sanitary District of Greater Chicago (MSDGC) has awarded contracts for 16.5 miles of rock tunnels in diam of from 9 ft to 30 ft having a total bid price of $120,261,750. RECENT CONTRACT AWARDS Addison-Wilmette Tunnel $63,140,480 Upper Des Plaines #20 Tunnel 35,749,664 Upper Des Plaines #21 Tunnel 21,371,607 Addison-Wilmette Tunnel The first contract was advertised in September 1975. This contract, described as the Addison-Wilmette Tunnel, runs from Wilmette Harbor at Lake Michigan under the North Shore Channel to Addison Street in the City of Chicago, a distance of 10 miles. The contract calls for constructing approximately 27,750 linear ft of 30 ft ID and 24,020 linear ft of 22 ft ID unlined rock tunnels, excavation of two construction shafts, and the excavation of 32 drop shafts of various diam. Two hundred ninety-three companies were notified of this contract being advertised, 70 companies took out contract specifications and 3 companies ultimately submitted bids. The contract was awarded to a joint venture of:

Jan 1, 1976

By Herbert E. Lindberg

Laboratory-scale intact and jointed rock masses were tested in field and laboratory experiments to investigate tunnel response in high stress environments. In most of the experiments the tunnels were modeled by a rigid-plastic foam polyurethane with a crush strength of 3.4 MPa (500 psi) and emphasis was placed on jointed rock parameters: joint sets (single set of parallel plane joints versus a double set of orthogonal parallel plane joints), joint plane angle with respect to the direct loading direction, and joint spacing. Other parameters were loading stress, loading direction, and tunnel reinforcement strength. Results show quantitatively the increase in tunnel deformation in jointed compared with intact rocks, double versus single joint sets, and large versus small angle between the joint plane normal and the loading direction. A surprising result was the decreases in tunnel deformation with increases in the number of joints across a tunnel diameter. The efficacy of scale modeling with laboratory-constructed rock was tested by modeling complex reinforced concrete and steel tunnel reinforcements in jointed rock masses and comparing the results with large scale tunnels previously fielded in highly jointed granite. Tunnel response was reproduced in surprising detail, including concrete fracture, steel liner bending and fracture, and critical load to produce these responses. The scale models also allowed sectioning of the jointed rock masses to observe gross sliding along the joints that accompanied tunnel failure.

Jan 1, 1982

By A. John R. Hart

INTRODUCTION The use of precast concrete tunnel liners as the initial and final tunnel lining for transit systems has been a major consideration of designers for over three decades. The obvious benefit of building a tunnel that requires only a single pass in constructing the structural lining can provide the opportunity of saving both time and cost. This technique has had worldwide application in transit systems in London, Munich, Hong Kong, Toronto to name a few. In the United States precast liners were evaluated for use on the BART System in San Francisco in the early 1960's but did not provide sufficient confidence in the sealing capabilities available at that time. In 1976 it was decided to call for bids on the Lexington Market Tunnels in Baltimore with a precast concrete liner alternative for one of the tunnel drives. This option was selected by the owner and UMTA to provide a study evaluation for the benefit of the industry. HISTORY In 1983 Washington Metropolitan Area Transit Authority began calling for a series of bids on soft ground tunnels on the Green Line, which included the option of using precast concrete tunnel liners first as an alternative to fabricated steel tunnel liners. Over the years following, the precast concrete tunnel liners have become known as the conventional tunnelling system and, in the last year,

Jan 1, 1989

By A Roseman, T Gruber

Traditional methods for installing gaskets for segmented bored tunnels have relied upon different bonding procedures with adhesives that carry a series of disadvantages to segment producers. Fixation of the gaskets into the concrete segment as part of the casting procedure has been developed over the last 20 years and has emerged as an economical solution to produce high-quality tunnel segments for various technical tunnel applications. This paper investigates the advantages of using anchored gaskets, the different tunnel systems that employ anchor gaskets and reviews the first anchor gasket project; the Lee Tunnel and analyses how segment production efficiencies are gained.CITATION:Gruber, T and Roseman, A, 2014. Use of anchored gaskets in segmented bored tunnels, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 253–256 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By B. Caro Vargas

The Toulon Tunnel project is a key component of the highway corridor on the French Riviera between Marseille and Nice and is a fundamental transportation infrastructure for the region. The first design studies started in the 1960s. The tunnel project is comprised of two separate tunnels: south and north. The north tunnel was built between 1992 and 2002 after 10 years of difficult construction. On March 15, 1996, for example, a collapse of the tunnel in the Marchand area generated a sinkhole in the city center, causing a 20-month delay. The south tunnel alignment runs parallel to the north tunnel below Toulon?s historical downtown at a depth of 20 to 40 m (65 to 131 ft) with some areas with less than 10 m (32 ft) of cover. The risk management program was studied to be a state of the art program in urban tunneling construction.

Jan 1, 2012

By Suresh Chikati, Gangadharan Santhanam

Twin tunnels were constructed to a length of 863m using TBM in one of the underground metro projects. The tunnels pass through complex geological conditions (soil, rock and mixed conditions). This paper presents the consideration of volume loss and the corresponding ground settlement associated with the excavation of twin TBM tunnels by analytical and numerical methods. Empirical methods were used to calculate the ground settlement induced by the excavation of twin tunnels. The ground settlement values were directly derived from the two parameters: the volume loss and trough width parameter. These parameters are calculated based on the geological conditions at the tunnel face and tunnel overburden. The finite element software, Plaxis 2D was used to model the soil parameters with appropriate geological conditions. Twin tunnel excavation is simulated in Plaxis 2D and the effect of tunnelling on the ground was simulated by percentage volume loss. The suitable line contraction value was applied to the tunnel linings to simulate the volume loss. The surface ground settlement was directly obtained from Plaxis 2D. Instrumentation arrays were proposed along the twin tunnel alignment, to provide the ground settlement monitoring data within the influence zone of tunnelling activities. The derived ground settlement values from analytical and numerical methods were compared with the actual field instrumentation and monitoring data. From the field instrumentation data, the actual volume loss values were calculated. The compatibility of ground settlement and volume loss calculated using analytical and numerical methods and those measured using field instrumentation data is discussed in this paper.

Sep 1, 2022

By K. Sakai, M. Miyaue, T. Aoki, T. Tani, S. Tanaka, N. Kudo

In the planning stage of a tunnel, due to limited available technology in the geological survey and the financial restriction, tunnel supports are often designed from unsatisfactory information, and the tunnel construction is started. Therefore, "observational construction" is carried out in the construction stage, in which the design is rationally verified and modified by observations/measurements. Moreover, the ground conditions ahead of a tunnel face must be predicted for efficient and safe tunnel construction. The authors have examined effective prediction methods to the ground conditions ahead of a tunnel face under construction of a mountain tunnel (Aoki et al., 2010) in view of the established method (Schubert et al., 1995). Though the prediction method of Schubert et al. requires the displacement in the direction of tunnel axis, it is difficult to obtain its accurate data by the electro-optical distance meter. Then, we have proposed a method that uses tilt sensors installed at the tunnel crown near the face to obtain the slight tilting information. To measure inclination of the tunnel crown, this inclinometer was originally developed as a daily management measurement, such that the geological condition and its possible change behind the face could be detected early, and a steady advance and construction safety could be ensured. This paper describes the method of forward prediction mechanism and advantages of this proposed method. It then presents the typical results of a field demonstration test at a tunnel under construction. Lastly, the predictable range from the stratum boundary at which ground stiffness changes are discussed based on the results of three-dimensional numerical analysis.

Jan 1, 2015

By Charles H. Minott, Michael J. Markow, Robert D. Wyatt, Fred Moavenzadeh

The substantial investment in tunnels anticipated in the next twenty years has focused new attention on the economics of tunnel construction itself and on some costly problems associated with underground work: the uncertain geologic conditions, the performance and adaptability of men and equipment, and the need for quicker, more efficient excavation methods. There also exists a need to develop better ways of estimating tunnel construction. Inaccuracies in current bid estimates stem from a number of causes, among them (1) the effects of geologic conditions, which are not adequately known prior to construction, (2) the dependence of actual cost on the construction method used and on the interactions among the operations occurring underground, and (3) the reliability of tunneling equipment. Inability to estimate final costs for conventional tunneling more accurately has in turn caused difficulty in gauging the costs and benefits attributable to new tunneling technologies either under development or for which R&D programs are planned. ATTRIBUTES OF THE TUNNEL COST MODEL This paper presents a computer based Tunnel Cost Model (TCM) which quantitatively assesses the uncertainties inherent in underground work, and is detailed enough to aid in preparing estimates or bids. The model employs appropriate techniques of subjective (or "degree of belief") probability and computer simulation of tunnel construction operations to estimate distributions of total tunnel

Jan 1, 1974

By L. L. Lacerda, A. J. Blair

The Wolf Creek Upper Narrows Tunnel (Upper Narrows Tunnel) is one of the first major highway tunnel in the United States implementing the use of spray-on membrane for purposes of constructing a double-shell drainage solution between an initial shotcrete lining and a final cast-in-place concrete lining (Figure 1). In the case of the Upper Narrows Tunnel the primary membrane is constructed with a spray-on product manufactured by Degussa, namely Masterseal® 340 FA (MS 340) that has been utilized previously in other tunnel projects. Shotcrete-like in application, but differing in physical properties, MS 340 is now outdated, and is succeeded by Masterseal® 345 (MS 345), a nearly identical product, with improvements in material properties. Tunnel project histories utilizing either MS 340 or MS 345 are discussed and summarized with regard to the respective motives for prompting spray-on membrane selection and the realized benefits resulting from spray-on membrane construction. With an emphasis on the Upper Narrows Tunnel, project summaries discuss details of the aspects of design for spray-on membrane construction methodology as opposed to conventional sheet membrane construction methodologies. It is anticipated that experience gained during the construction of the Upper Narrows Tunnel with respect to other tunnel projects that have utilized spray-on membrane will be of use for future tunnels employing spray-on membrane in drainage solutions.

Jan 1, 2005

By John Armstrong, Michael Savill, David Powell

Hong Kong is an intensively developed region and has the highest vehicle densities in the world. In 2000 there were 6.6 million people and 580,000 vehicles using 1,890 km of road covering the 1084 km 2 territory. The high vehicle and population densities together with the difficult terrain have seen road tunnels emerge as key components both in the current and future road transportation network. Currently there are eleven operating highway tunnels in Hong Kong, seven government owned and the remaining four “build, operate and transfer” franchises, see Figure 1. The very first tunnel was the dual two Lions Rock Tunnel completed in 1967and the latest the dual 3 lane Tai Lam Tunnel opened in mid 1998. Figure 2 shows the alignment and statistics for all 11 Hong Kong tunnels. Looking ahead, Hong Kong has embarked on the study and design of the next generation of major highways and as many as a further seven tunnels are currently under feasibility study or detailed design. This seems an opportune year to produce a broad appreciation of the fire strategy, life safety and ventilation practices in Hong Kong not only for the existing tunnels but the new standards and requirements for the next generation of Hong Kong tunnels. This paper provides an overview of the fire strategy, life safety and ventilation of Hong Kong’s existing and planned tunnels. The paper pays particular attention to the areas where the unique conditions and requirements in Hong Kong impacts on tunnel and systems design and the solutions adopted to overcome these challenges.

Jan 1, 2001

By Joseph Lynch, John DiPonio

This report refers to the Chicago Deep Tunnel Contract 13A, which was the first contract let in the City of Chicago requiring the construction of deep drop shafts for the transportation of high level sewage to the deep tunnel system. The basic contract required the contractor to construct certain drop shafts designed to deliver surface and high level sewage to the deep tunnel system approximately two hundred feet below. The design of the drop shafts was in a degree affected by their proximity to the existing deep tunnel. The tunnel, approximately three and one-half miles long, was to have five shafts dropping sewage at five locations. Four of the drops were approximately one-half mile apart and spaced from the dead end of the tunnel. One shaft divided the remaining two miles from the existing work shaft at the southeast end of the tunnel wherein a 220' deep pumping station was to be built. The existing tunnel had been built some time previously and all dewatering had stopped, allowing the tunnel and main shaft to fill with water. According to the plans, the drop shafts were all between fifty and ninety feet north or south of tunnel center line, and located in heavily built-up residential and industrial property. This then defines the problems: How do we control the water. If we excavate from the top down, how do we handle the slurry and the muck from five locations. How shall we construct the connecting tunnel between

Jan 1, 1997

By Ehsan Alavi, Brian Hagan, Colin LaVassar, Glen Frank, Derek Dugan, Rick Capka, Lisa Mori

"Tunnel face instability is one of the most common issues in EPB tunneling. The evaluation of an ideal face support pressure is a critical element in the design and construction phases of EPB tunneling. In this study, measured tunnel face pressures in three EPB tunneling projects (University Link U230 and U220 projects and the Northgate Link Extension N125 Project) for Sound Transit in Seattle, WA are compared with the calculated analytical methods. This comparison shows that the analytical methods generally overestimate the required tunnel face support. The best practice for managing the face pressure in EPB tunneling operation is discussed based on the experience gained through these projects. Furthermore, the algorithm that is developed for identifying ground loss in these projects is addressed. INTRODUCTION Earth pressure balanced tunneling relies on using muck within the chamber to support the face. Muck is pressurized by controlling the advance rate of the tunnel boring machine and the speed of the screw conveyor. Target face pressure is typically calculated by using the geotechnical assumptions in the geotechnical baseline report. The concept behind EPB tunneling is that the application of sufficient face support pressure will prevent tunnel face instability and the resultant over excavation. Tunnel face instabilities caused by a lack of sufficient face support can lead to ground loss and surface settlement (Anagnostou & Kovári 1996, Kirsch 2010). A certain support pressure must be achieved to counteract water and earth pressure with an adequate factor of safety. While the water pressure can be predicted accurately, the determination of the resultant earth pressure on the face is less precise. This becomes manifested in the relatively high partial safety factors on the earth pressure."

Jan 1, 2016

By Darrel W. Hansen

Morrow Point Dam and Power Plant are principal features of the Bureau of Reclamation's Curecanti Unit of the Colorado River Storage Project. They are under construction on the Gunnison River 20 miles east of Montrose, Colo. Johnson-MK is the prime contractor, and represents a joint venture of Al Johnson Construction Co., Minneapolis, Minn., and Morrison-Knudsen Co., Inc., Boise, Idaho. The power plant will be housed in an underground chamber in the left abutment, approximately 250 ft behind the original canyon wall. The chamber is 206 ft long and 57 ft wide. The distance from the foundation to the spring line of the roof arch varies from 51 ft in the service bay to 120 ft in the control bay. The roof arch has a rise of 16 ft. The longitudinal center line of the chamber is orientated east-west with the draft tubes discharging nearly due north. Access to the power plant chamber was possible through the cable tunnel, access tunnel, two draft tube tunnels, two penstock tunnels, exploratory tunnel, which became the ventilation tunnel, or the grouting and drainage tunnel leading to the dam. (See Fig. 1.) The shortest and fastest access was through the cable and access tunnels, and the contractor drove these two tunnels simultaneously. The cable tunnel and cable gallery excavation exposed a transverse section, at the west end of the chamber, that was 15 ft wide and extended from the crown to 5 ft below spring line. It was here that arch excavation began. The first 34 ft of advance along the arch was driven on three headings, and the muck was removed through the cable tunnel. Meanwhile, the access tunnel was completed, and a raise was driven from its crown to intersect the advancing arch excavation near the longitudinal centerline

Jan 1, 1968

The Lane Cove Tunnel (LCT) is an important infrastructure link in New South Wales (NSW) and runs from the end of the Gore Hill Freeway at Artarmon at its eastern extremity, to the end of the M2 at North Ryde at its western extremity.  The LCT is 3.6 km long and generally consists of twin two/three lane unidirectional tunnels running largely under Epping Road from just east of Mowbray Road, west to the western end of the Gore Hill Freeway. The tunnel opened in early 2007. The presentation will provide a summary of the traffic and emission modelling performed for selected representative surface road sections in the vicinity of the Lane Cove Tunnel. An assessment of the predicted impact of vehicle emissions on ambient air quality in the corridor as a result of changed traffic conditions due to the tunnel opening will be presented. The traffic modelling and emission calculations were undertaken for the following two scenarios: Year 2006 û Lane Cove Tunnel no-build option, and Year 2006 û Lane Cove Tunnel build option. Vehicle emission calculations for the four main pollutants from vehicles: CO, VOC, NOx and PM10 on the surface roads in the vicinity of the Lane Cove Tunnel were performed using the predicted daily traffic for the two cases (no-build and build). The analyses indicated that the vehicle emissions for all pollutants are expected to significantly reduce in the corridor with the building of the Lane Cove Tunnel, including the areas in the vicinity of all tunnel portals, when compared to vehicle emissions for the no-build case.  As a result of the decreased vehicle emissions on the surface roads, the study concluded that the actual ambient air quality is expected to improve in the corridor including the tunnel portal areas after the Lane Cove Tunnel opening.

Jan 1, 2008

By Julian Prada

Tunneling requirements are presenting designers with greater challenges. The design and construction of the 2000-ft long unidirectional twin highway tunnels for the approach to one of two bridges of the Louisville-Southern Indiana Ohio River Bridges (LSIORB) Project is no exception. Excavation under low cover, beneath an historic site, with each tunnel of 70-feet wide and 50-feet high dimensions will set precedents for US highway tunnel excavation size. To investigate ground conditions to supplement final design of the highway tunnels, an exploratory tunnel excavated through karstic limestone and shale will be located within the confines of the proposed final alignment. With the LSIORB Project, Jefferson County, Kentucky and Clark County, Indiana will have improved cross-river mobility between them. The Indiana Department of Transportation (INDOT) and the Kentucky Transportation Cabinet (KYTC) are developing the LSIORB Project jointly, in coordination with the Federal Highway Administration (FHWA). Section 4, one of six sections, as shown in Figure 1 is the East End Kentucky Approach and Connections to I-265. Key elements of Section 4 are the twin three-lane highway tunnels under the historic Drumanard Estate. The property is located on the north side of US Highway 42 (US 42) at the intersection with the Gene Snyder Freeway (also KY841) as shown in Figure 2. One aspect of the project consists of the excavation of an Exploratory Tunnel along the southbound alignment tunnel. At the time of preparation of this paper, KYTC has not awarded the Exploratory Tunnel Contract. This paper will focus on the planned geotechnical investigation program that will occur during excavation of the exploratory tunnel and how the design of the twin highway tunnels will incorporate the findings to achieve an innovative and efficient configuration.

Jan 1, 2008

By T Ireland, B Wright, S Weaver

All tunnels have unique characteristics that result in different fire and life safety risk. The fire safety systems for each tunnel also give different benefits at different costs. It is therefore neither pragmatic nor cost-effective to prescribe specific fire standards requirements for all tunnels. Each tunnel needs to be assessed individually but using a common process.The owner/client is normally the risk owner and needs to make the decision on what fire and life safety provisions will be provided within the tunnel. To make this decision they need to be appropriately informed. The low probability and high consequence nature of fire events creates a challenge such that traditional analysis processes, which tend to focus on a major event after it has happened, are not easily applied and do not give the best value for money. Therefore a process is required that provides the relevant information to the owner for decision-making.A quantitative risk assessment (QRA) provides a process and framework for the consideration of fire life safety risk when applied properly. This involves a risk assessment of the ‘do nothing’ option together with assessments of improvement options and their costs. It also involves consideration of benchmark safety levels for other tunnels and the open road.This paper will outline a QRA process for assessing fire and life safety risk in tunnels and how this has been used for three existing tunnels, Homer Tunnel, Lyttelton Tunnel and Mt Victoria Tunnel. Key challenges include determining an acceptable safety level, defining realistic inputs, providing sufficient complexity to get meaningful results but not so complex that transparency is lost and interpretation to enable decision-making by non-technical personnel.CITATION:Weaver, S, Wright, B and Ireland, T, 2014. A transparent and pragmatic quantitative risk assessment process for assessing fire safety in New Zealand tunnels, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 121–128 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By W Ward, J Clegg, R Barnes, T Zhong

This paper provides an overview of methods for measuring tunnel deflection and construction’s effects on the surrounding environment during and post construction. It will also review illustrative case studies from within Australia and overseas that are most relevant to local construction conditions. Systems illustrated include; vibrating wire and fibre optic strain gauges, extensometers, load cells and piezometers. A novel system using radar interferometry which requires no contact to the structure will also be investigated.In Australia, the majority of tunnelling activity occurs in urban areas (or in the case of mining in rural area) with limited seismic risk. However, the unexpected movement of tunnels is an important factor for structural engineers to monitor. During construction, monitoring is focused on the performance of the tunnelling lining, the supports under real conditions and the effects on surrounding infrastructure. After construction, monitoring will determine the effect of live traffic loads and can also evaluate the durability and any degradation of the tunnel. The aging of some tunnels or the forces subjected by nearby major construction can directly lead to a decrease in structural stability and deformation.The conventional way of inspecting and monitoring those tunnel movements is to have engineers physically enter the tunnel and carry out the measurement work. Manual techniques include tunnel wall convergence checks or total station measurement. However the associated costs are high and measurement process is difficult as some tunnel areas are inaccessible and the data collection interval is limited by the speed of the operator.Automated sensor networks utilising extensometers, fibre optics sensors or strain gauges can be used on tunnel segments or surrounding buildings. Ground settlement measurement via boreholes or hydraulic monitoring points and remote measurement of dynamic deflection can be taken using microwave interferometry.CITATION:Ward, W, Barnes, R, Zhong, T and Clegg, J, 2014. Sensors and systems for the measurement of tunnel movements during and after construction, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 209–218 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By Nobuyoshi Yabuki

Building Information Modeling is a prevailing methodology in the building industry and half (by length) of the world's shield tunnels are in Japan. Accordingly, for shield tunnels from 2005 to 2007, we developed a product model called IFC-ShieldTunnel, which is based on Industry Foundation Classes (IFC), in order to meet the future demand for such a product model. IFC-ShieldTunnel was developed by adding new elements that are specific to shield tunnels and that are not included in the original IFC. The added elements include shafts, segments (A, B, and K types), waterproofing elements, segment joint elements, and ring joint elements. Furthermore, soil layers and void elements were created. Recently, we updated the product model by re-organizing the entities and correcting errors. We deployed the updated IFCShieldTunnel model in the construction of an actual shield tunnel in Tokyo for about a year from August 2010 in order to check its feasibility. In the verification process, first, segments were modeled using Autodesk Revit Structure 2011 and property data were assigned to each segment element. Next, a mapping between the original attributes of the entities of IFC and properties of IFC-ShieldTunnel segments was developed. Using this mapping and IFC?s IfcBuildingElementProxy function, we were able to convert the IFC data from Revit Structure 2011 to IFC-ShieldTunnel automatically. Segment data were also converted from Revit Structure to Google SketchUp by IFC-ShieldTunnel. Furthermore, the construction scheduling and cost data were converted from Revit Structure to EXCEL for 4D and 5D analyses of construction. We interviewed engineers who used IFC-ShieldTunnel and received positive comments about the utilization of the product model. Overall, our test demonstrated the feasibility of IFC-ShieldTunnel. In future work, we plan to apply IFC-ShieldTunnel to more projects and test its practicality.

Aug 1, 2013

By L Cain, C Every, S Mirlatifi, J Ashley

This paper presents a geographic information system (GIS) based method for the prediction of ground movement and the associated impact on existing buildings and structures due to tunnelling in the North West Rail Link (NWRL) project. The NWRL is a priority rail infrastructure project for the New South Wales (NSW) Government and includes 15 km of twin tunnels between Bella Vista and Epping, which will be Australia’s longest rail tunnels. The NWRL tunnels will be constructed in an urban environment where the prediction of ground movements induced by tunnelling and the associated impacts to existing structures must be assessed in the early design stages of the project. An assessment process was developed using GIS able to respond to design changes.An iterative GIS analysis methodology was developed to generate ground settlement contours and identify impacted buildings and structures in response to multiple changes in tunnel alignment during design development stages. The GIS analysis undertook to rapidly provide detailed and accurate parameter information including tunnel depth from surface, tunnel separation, diameter and sample point proximity to the tunnel and assess ground movement contours along the project alignment. Determination of the ground surface settlements were based on empirical methods proposed by Peck (1969) and Mair (1993). The control parameters and the relationship between damage categories and risk classifications for impact assessment were based on Burland, Broms and de Mello (1977), Rankin (1988) and Boscardin and Cording (1989) methods.The GIS-based ground movement impact assessment approach adopted for the NWRL project demonstrates an efficient, iterative and robust approach and could provide an initial framework for other similar tunnelling projects where rapid design changes and early understanding of tunnelling impacts are required to bring greatest benefit to all stakeholders.CITATION:Mirlatifi, S, Cain, L, Ashley, J and Every, C, 2014. An iterative geographic information system based approach for the assessment of tunnelling impact to existing buildings and structures, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 647–652 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By Fred H. Lippold, Wm. H. Wolf

Methods of fair payment for excavating, supporting, and concrete lining tunnels have been sought by various owners for years. Tunneling techniques have changed with the development of equipment-from the hand-mucking operation to the machine mucker and, most recently, to machine-boring; from tunnel supports using timber sets to steel sets to rock bolts and, most recently, to shotcrete support; and from hand-placing the concrete lining using wooden forms to pumping or pneumatic placing using steel forms. As tunnel construction techniques advanced, so did methods for payment for the work performed. The recent development of tunnel-boring machines, or "moles," is precipitating another change. These changes have led to some difficulty in providing proper payment for the various items of work for different types of tunnels. As a major construction agency engaged in water-resources development in the western states, the U.S. Bureau of Reclamation has long been aware of the need for clarification of payment provisions in tunnel construction. The Bureau has some 150 miles of tunnels completed on its projects and about 50 miles of tunnels under construction. In this construction, the Bureau has benefited by the advance made by contractors in improving the techniques of tunnel excavation. To assure that the Bureau has an up-to-date approach to payment provisions, the Chief Engineer recently established a "standard" method of payment for all types of tunnels. It is believed that this new method of payment will be equitable for all contractors bidding on various types of tunnels using the diversity of methods of excavation now available to them. These payment provisions provide for different quantities for excavated tunnels using the blasting technique or using machine-boring techniques. In this way, the contractors have a choice in excavation methods and an equal opportunity to be low in their bids. We believe this will be an incentive to all contractors to be as progressive as the development of new equipment economically allows.

Jan 1, 1970