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By D. I. Smith

Constructing tunnels in congested urban areas requires tunnels to be placed closer together and with less cover than was previously necessary. Contract CQ031 of New York?s East Side Access project will construct four six-meter diameter bored tunnels in a three-up one-down ?T? configuration, with less than three meters of soil between the tunnels. Mixed-face rock and glacial till conditions with a high ground water table will be encountered under active railroad yards. The tunnels will also pass beneath the busiest railroad interlocking in North America with cover as shallow as three meters. This paper discusses the challenges of designing segmentally lined tunnels for these conditions.

Jan 1, 2008

By A. Moergeli

The Swiss are building the world’s longest tunnel, the 57-Kilometer (35-mile) long Gotthard Base Tunnel. Lot 252, Tunnel Amsteg: Two Hard Rock Tunnel Boring Machines (TBM) crossed hydro-thermally decomposed granite. While the East TBM advanced slowly but steadily, the West one got stuck for five months and had to be recovered by special means and methods. Both TBMs have finished their more than 11-Kilometer (7 miles) long drives successfully. Lot 360, Tunnel Sedrun: For the first time in tunneling, roadway support machines are used through most challenging, squeezing geology. They constantly advance in full face mode for about one Tunnelmeter/24 hours.

Jan 1, 2007

By Eddie Woods, Jon Hurt, Roger May, Paul Watson

The Channel Tunnel Rail Link (CTRL) will be Britain’s first major new railway for over a century—a high-speed line running for 109km (68 miles) between St. Pancras station in London and the Channel Tunnel. The new line has been under construction since October 1998 and the first phase will open in October 2003. The project includes22km of twin 7.15m ID TBM bored tunnels under London and the River Thames, and the 3km North Downs Tunnel, the first major NATM tunnel to be constructed in the United Kingdom since the collapse of the Heathrow Express Tunnels in 1994. This paper will discuss the design of these tunnels and describe the construction progress to date. The discussion will include details of segmental lining design, TBM specification, and sprayed concrete lining design.

Jan 1, 2003

By Junpeng L, Huiguo Q

Field instrumentation was installed to monitor ground and lining behaviour during and after construction of the Mount Shaughnessy Tunnel (Rogers Pass Short Tunnel) in Canada. The instrumentation was placed in a soft ground section of the tunnel at its crossing with the Trans Canada Highway. The tunnel was excavated through a dense bouldery soil. Presentation of the field data and inter- pretation of the tunnel performance from a geological-geotechnical point of view form the basis of this paper. The loss of ground due to the tunnel excavation was found to be exceptionally small. This has been attributed to the unusually high strength and stiffness of the host soil. Evaluation using the Boundary Element Method, together with a simplified analytical technique, were applied to assess the relevant soil parameters and their influence on the tunnel performance.

Jan 1, 1987

By Thomson S, Eisenstein Z

Field instrumentation was installed to monitor ground and lining behaviour during and after construction of the Mount Shaughnessy Tunnel (Rogers Pass Short Tunnel) in Canada. The instrumentation was placed in a soft ground section of the tunnel at its crossing with the Trans Canada Highway. The tunnel was excavated through a dense bouldery soil. Presentation of the field data and inter- pretation of the tunnel performance from a geological-geotechnical point of view form the basis of this paper. The loss of ground due to the tunnel excavation was found to be exceptionally small. This has been attributed to the unusually high strength and stiffness of the host soil. Evaluation using the Boundary Element Method, together with a simplified analytical technique, were applied to assess the relevant soil parameters and their influence on the tunnel performance.

Jan 1, 1987

By Thomas Schultheis, William Heron, Paul Watson, Colin Warren

This paper describes the geology and geotechnics associated with construction of the Thames Tunnel, part of the UK’s Channel Tunnel Rail Link (CTRL). The 2.5km long twin tunnels run beneath the river Thames at depths of up to 40m and are currently under construction. They pass through varying geology comprising alluvium, terrace gravels and chalk with flints and are currently being bored using Herrenknecht mixshield slurry tunnel boring machines (TBM’s). This paper outlines the lithology and engineering properties of each geological formation and describes the geotechnical processes, potential hazards and difficulties experienced in the works. A summary is given into the extent of the investigative work in terms of route selection, tunnel design, TBM optimisation and further details are provided on the geotechnical aspects associated with the construction of the tunnel approach structures and the tunnels.

Jan 1, 2003

By Jeff Hammer, John McGregor

"The Twin Tunnels, originally constructed in 1964, have become a major choking point for trafficheading up to and returning from the Colorado high country along the I-70 corridor. To increase traffic flow, the Colorado Department of Transportation undertook the first widening of the East Bound Tunnel in 2013. After the successful completion of that project, CDOT began the widening of the West Bound Tunnel in 2014. Both projects had a limited schedule for tunnel construction of just nine months. The innovative blasting and demolition of the existing tunnel lining was a crucial component to the success of both projects. During the construction of the West Bound project in 2014 a large amount of surface bench blasting using conventional methods ran concurrently to the West Bound tunnel excavation to allow for enough room for the new tunnel portals."

Jan 1, 2016

By Todd Wanless

This paper addresses the challenges experienced by the designer and three government agencies during implementation of major improvements for the Turkey Creek Tunnel in Kansas City, Kansas. The tunnel serves as a vital stormwater conveyance system for upstream flood control. Major structural deficiencies were identified within the tunnel including complete loss of sidewall and invert. Without immediate attention, complete loss of the tunnel arch could lead to blockage and extensive remedial repairs under difficult conditions. Considering that tunnel flows must be maintained during construction, a phased design and construction process has been implemented to expedite stabilization of the erosion cavities followed by tunnel liner repairs.

Jan 1, 2008

By R K. Dayal

Many transport tunnels show distress after few decades of construction. Owing to exorbitant cost of replacement, rehabilitation of tunnels has become inevitable and rapidly gaining attention/significance worldwide. This paper discusses the detailed planning and design of remedial measures for repairs and rehabilitation of the twin tube highway tunnel in India, at an elevation of 2200 m constructed approximately 38 years ago. The tunnel length is 2547 m having 30 m2 cross-sectional area of each tube. The tunnel is lined in stretches, totalling 60 per cent lined and the remaining portions are unlined. The tunnel has developed acute problems of rock falls, water leakage, distressed pavement and icicle formation resulting in slow movement of vehicular traffic which has also increased. Suffocation inside the tunnel caused deaths due to inadequate natural ventilation, hence artificial ventilation was deemed necessary and was provided in the restricted 28.5 m2 cross-sectional area of tunnel. The paper would be useful for planners, designers and construction engineers for setting future trends.

Jan 1, 1999

By Howard A. Jongedyk, Jerry Wachtel

Advancements in tunneling technology and underground construction, plus rapidly rising costs of land, and a higher priority being placed on urban esthetics, make tunnels a more attractive option for certain portions of the highway construction program. Recent emphasis placed on fuel conservation reinforces the need for tunnels as a means of shortcutting circuitous routings designed to avoid potentially undesirable environmental impacts on any given area. Larger and more complex tunnels which have been constructed in recent years attest to this greater interest. More than 100 major highway tunnels are in operation in the United States. Highway tunnels commonly have much higher initial cost compared to surface routes. Where extensive cut and cover is involved, temporary disruption of the surface area may prove costly. In exchange for these costs, certain environmental advantages result. The purpose of this paper is to discuss some of the environmental advantages of highway tunnels and some of the unsolved problems related to obtaining maximum use of highway tunnels and research underway to help solve these problems.

Jan 1, 1974

By M Thomas, S Lambert

The Tugun Bypass Tunnel in Gold Coast, Australia was constructed using diaphragm walls with the top-down cut-and-cover method to allow simultaneous construction of an airport runway extension above the tunnel, whilst excavation of the tunnel continued underneath. The tunnel was built in an environment of high groundwater table and deep deposits of alluvial and estuarine soils with the toes of the walls founded in soil deposits. There was a potential risk for differential settlements to occur between the diaphragm wall panels, caused by the runway fill placed over the tunnel roof during excavation. Dewatering within the diaphragm walls was required to facilitate the construction of the tunnel. The tunnel was also built in an area where environmental considerations were of great importance. Three-dimensional numerical modelling was undertaken to predict the differential settlements of the tunnel with considerations of varying subsurface profile, staged excavation and dewatering, non- uniform surface loading and complex soil-structure interaction. Field instrumentation and monitoring was implemented to confirm numerical predictions.  

Jan 1, 2008

By R Lau

In recently completed road tunnel projects in Queensland, such as the Airport Link and the Clem7 tunnels, there is a smoke duct running along the roof of the carriageways to extract smoke in case of fire. In New South Wales, no road tunnels have a smoke duct. In the Melbourne City Link tunnels, there is a small smoke duct running along the roof. All of the tunnels are safe as claimed by the designers and authorities. However, there is significant cost associated with providing a full size smoke duct compared with no smoke duct. This paper is going to present a comparison of the road tunnel safety with a smoke duct and those without one from a risk perspective. It further discusses the cost-effectiveness of such provisions and whether similar levels of safety could be achieved without a smoke duct.CITATION:Lau, R, 2014. Smoke duct or no smoke duct for road tunnels, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 83–86 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By Russel Delmar

Construction of Ontario Power Generation?s 12.8-m diameter, 10.4-km long water diversion tunnel in Niagara Falls, Ontario, is underway. The tunnel is being excavated by means of a 14.44-m diameter open gripper Tunnel Boring Machine. The tunnel lining is constructed as a two-pass system with the initial lining consisting of rock bolts, mesh, steel channels or ribs, and shotcrete, and the final lining consisting of pre-stressed cast-in-place concrete with a waterproof membrane. This paper describes salient design and construction aspects as follows: ? Regional and Site Geology ? Tunnel Layout and Design ? TBM Tunnelling and Cast-in-place Concrete Lining Construction

Jan 1, 2008

By Dan Currie, Tom Lamb, J. Coady Marsh, Gary Landry

"This paper describes the Cape Breton Development Corporation's experience with the Lovat M-300 tunnel-boring machine at the Donkin-Morien Mine. Between January 3 and December 21, 1984, the 7.6 m (25 It) diameter TBM advanced 3350 m (10 990 ft) . The authors will describe experiences with the machine and highlight the implications of tunnelling machines to underground coal mine development in Canada. IntroductionThe Cape Breton Development Corporation (CBDC) has recently completed the drivage of a 7.6 m (25 ft) diameter tunnel, 3.5 km (2.2 miles) in length , to access the Harbour Coal Seam at the Donkin-Morien Project. The tunnel was successfully driven with the first Canadian rock tunnel-boring machine (RTBM or TBM), designed and built by Lovat Tunnel Equipment, Inc. The initial mine development consists of the drivage of two tunnels to the first major coal seam. Future plans are proposed for the development of a 4 million tonne-per-year mine (Marsh et al., 1983, Gillman, 1982), which will require the drivage of a further two tunnels and could access up to four coal seams. The tunnel cross-sectional areas were designed to provide sufficient ventilation area and access for a production of 4 million tonnes per year."

Jan 1, 1986

By T. J. Jr. Corwin

This paper will cover the problems confronting an owner when planning and estimating the cost of a proposed tunnel. Three factors are known: the length, size and the time allocated for the completion of the work. In general the difficulties encountered when driving a tunnel in California are the greatest at the lower elevations and in the Coast Range and are minimal in the Sierra Nevada mountains particularly in granitic formation. The writer will discuss the experience gained from observing the driving of about 120 miles of tunnel in California as well as the repairs of some tunnels. SIZE OF TUNNELS It is known that a small tunnel may be more costly to drive than one of somewhat larger dimensions. This fact was found to be true when a tunnel about 4,000 feet long was constructed to eliminate 7 miles of canal. The formation was lava so it was anticipated the ground would be self supporting because of the small bore. Actually the tunnel required support for most of its length and working conditions were poor. It became apparent that a larger size could have been driven at no additional cost and probably in less time. On another unlined tunnel, to be driven in granitic formation, the contractor was given the option of using

Jan 1, 1974

By Stig Eriksson

In Switzerland two major railway systems as shown below in Figure 1 has recently been completed or is under construction: ¦Lötschberg, south of Bern which was commissioned in 2007 ¦Gotthard, south of Zurich which is scheduled to be commissioned in 2016The aim is to increase the transport capacity of the railway system and to transfer more transport of goods to the railway by offering transport of trailers and lorries on the new railway systems. It will have a positive environmental impact but also improve the congested traffic situation of the highways in north-south directionThe Gotthard tunnel is totally 57 km (35 mile) long and the Lötschberg tunnel is 35 km (22 mile) long. Both tunnel systems consist of two parallel single track tunnels connected with cross tunnels at every 333 m (1 093 ft). Additionally there are cross-over tunnels and caverns for installations and operation. In the Lötschberg tunnel, the majority of the excavation has been by Drill & Blast and in Gotthard tunnel the major part is being excavated by TBM.

By Mohammad Irshad, Larry H. Heflin

INTRODUCTION The planned 166 kilometer (103 mile) Metro rapid rail transit system in Washington, D.C. is being designed and constructed by the Washington Metropolitan Area Transit Authority. At the present time, 112.6 kilometers (70 miles) of this system is in operation and contains 21 route-kilometers (13 miles) of rock tunneling, and 14.5 route-kilometers (9 miles) of soft ground tunneling. An additional 2.4 kilometers (1.5 miles) of single track tunnels in rock are planned and 6 additional contracts will consist of some 8 kilometers (5 miles) of twin tunnel, resulting in 16 additional linear kilometers (10 miles) of single track tunnel in soft ground. The Authority plans, upon its evaluation and the recommendation of the General Engineering Consultant, to include an alternative design incorporating the convergence confinement method of construction known as the New Austrian Tunneling Method (NATM), for Sections E-5, E-6e and E-8a of the E-Route. The Metro system is constructed in a variety of geological conditions and crosses the boundary of two major geographic provinces. Rock tunneling is to the west of this "fall-line" boundary, soft ground tunneling to the east. The soft ground tunneling portions of Metro construction lie in the coastal plain which consist of a

Jan 1, 1987

By C. J. Kirkland

25th Julius Wernher memorial lecture given at Tunnelling '91, sixth international tunnelling symposium held in London, 14-18 April 1991. The title gives the lecturer a chance to share some of the lessons he has learnt in a lifetime of tunnelling and particularly in the last six years of his involvement with the Channel Tunnel and the International Tunnelling Association. These included: the difficulties of split contracts but the problems arising with Eurotunnel over the need to create a single owner to whom the banks could lend; the peripatetic nature of tunnellers who built London's underground in the 1960s and returned to build the Channel Tunnel from Egypt, Singapore, Hong Kong and Australia; the increasing requirement for strategic planning resulting in tunnels between European countries and the need for engineers to deal with decision-makers; EU work on harmonising regulations so that there need no longer be, for example, arguments over which regulations should be followed for temporary electrical equipment in the section of the UK tunnel that is technically in France; the huge improvements in safety standards and attitudes; the enormous increase in the scale of undertakings and individual contracts, with an accompanying change in attitudes to logistics; technological advances to cater for the high performance now required of equipment; and the rising importance of environmental issues. The lecturer also briefly touches on the work of the International Tunnelling Association

Jun 13, 1905

By David T. Swanson

The term "pressure tunnel" in the broad sense includes all hollow spaces, aligned along an axis and surrounded by rock, which are suitable for pressurization. In particular, this category includes: • horizontal or slightly inclined water pressure tunnels; • vertical or inclined pressure shafts; • pressure chambers or shafts of surge chambers; and, • compressed air storage tunnels. The main problems in the design and construction of pressure tunnels result less from their length or size than from the requirement for watertightness and, dependent upon this, reliability in operation and economy in construction. Where the lack of sufficient overburden does not permit the rock to accept the internal pressure in the tunnel, or where this pressure is so high that the watertightness is in doubt although the stability of the tunnel shell is not in question, a pressure tunnel must nevertheless be reinforced. Surge chambers, pressure tunnels and tailraces which are subjected to relatively low internal pressure, usually not much in excess of 1.5 MN/m2, are eminently suitable for construction in post-tensioned concrete. Pressure shafts, which as a consequence of the high water head are subject to a considerable maximum service pressure, are usually lined with a steel tube, a considerable proportion of the internal pressure being transmitted to the rock by backing concrete. TYPES OF LINING FOR PRESSURE TUNNELS In general, the type of lining will depend upon the nature of the rock. As a result, pressure tunnels usually are not uniform in con-

Jan 1, 1981

By Harold G. Arthur

INTRODUCTION Stillwater Tunnel construction is scheduled to start in the spring of 1973. The tunnel will be the site of an extensive program in rapid excavation research. This paper presents a progress report regarding our plans and relates the tentative decisions which have been made on how to carry out the research effort. The details are subject to revision as more input is obtained from other Government agencies interested in tunnel construction and from experts in industry and educational institutions. The objective of the research program is to bring about faster, less costly tunnel construction. This objective will be pursued through the development, improvement, and evaluation of various construction systems and investigative techniques. The need for this kind of program was recognized by the National Research Council, in its authoritative report "Rapid Excavation - Significance, Needs, Opportunities." (1) The Council advocated a federally funded $200 million, 10-year program to help meet the $69 billion market it expects in underground excavation between 1970 and 1990. The significance of tunnel construction to Reclamation is made clear by statistics of its tunneling experience and outlook. Reclamation has constructed 174 water conveyance tunnels totaling over 190 miles, Six tunnels are presently under construction which have a combined length of about 27 miles. There are on the books nine authorized, but unfunded tunnel projects totaling another 70 miles in length. Many more miles of tunnels are included in programs in various stages of investigation.

Jan 1, 1997