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By Herbert H. Einstein

Swelling ground is one of the most feared problem in tunneling. Although usually not causing sudden failures during construction, the very large and long- lasting deformations give contractors and designers the impression of facing an inevitable phenomenon against which there is no technical defense. Examples are concrete liners of up to 1 m that have been cracked or crushed, tunnel inverts that are heaving at a rate of 0.1 m per week during construction and continue to heave during decades. This author (Einstein (1979). Einstein et al. (1972) (1975)) and others (Huller (19761, Grob (1972) (1976). Golta (1967), tienke (19761, Krause (1976). Lee et al. (1976)) have described many cases of swelling tunnels that illustrate the significance and magnitude of the problem. This paper intends to show that tunnels in swelling rock can be built to perform satisfactorily. . For this purpose the tunnel builder needs to know how to determine the existence and specific behavior of swelling ground, how to select appropriate structural characteristics of the tunnel and predict its performance under the specific ground conditions, and finally how to construct the tunnel such that the anticipated performance will be achieved. This concept of a design-construction procedure is the same as that for tunneling in general; it is mentioned here for NO reasons: 1. To point out that design and construction cannot and should not be separated. The way in which the tunnel will be built has to be an integral part of the design. 2. This paper will be structured corresponding to the procedural concept.

Jan 1, 1981

By Philippe Dumont

?Lay out of the tunnel section ?General ?Geology ?Tunnels methods ?Stations constraints ?Impacts on tunnels ?Design ?Programs

By William F. Daly, William H. Hansmire

Installation of initial tunnel support is often the most uncertain element of work in the design of, and a contractor bidding on, construction of a rock tunnel. The risks the construction contractor and owner assume are delineated to a great extent in the technical specifications portion of the contract documents. It is intended that this paper identify current practices for specifying initial tunnel support and the impacts each case has on the assignment of risks associated with providing the initial tunnel support. Examples of recently completed tunnel designs are given.

Jan 1, 1985

By Gungor Tuncer, Ali Kahriman, Abdulkadir Karadogan, Simav Bargu, Savas Gorgun, Derya Kucukbrtem, Esat Tansev

Although many research studies had been carried out in the past in order to eliminate environmental issues produced from blasting unfortunately a general approach or formula has not been established yet because of the complexity of the matter. In addition to the wave and ground motion characteristics, the complexity of blasting parameters and site factors restrict the developing of a general criterion. So experimental site-specific studies should be still done in order to predict and control blasting effects.

Jan 1, 2002

By Steve Klein

The Transbay Downtown Extension (DTX) in San Francisco involves the construction of a large-span tunnel with a width ranging from 43 to over 60 feet. The tunnel will be excavated using the New Austrian Tunneling Method (NATM), also known as the Sequential Excavation Method (SEM), in highly fractured and sheared rock. This paper discusses the FLAC (Fast Lagrangian Analysis of Continua) analyses that were completed for conceptual design of the tunnel support system and to develop surface settlement estimates for the evaluation of measures to protect existing buildings located above the tunnel from damage.

Jan 1, 2008

By Joshua Hoffman, Braden Lusk, Kyle Perry

This study explores how different geometries affect the shock tunnel’s performance and is broken down into three phases. Phase 1: Open arena testing in which theoretical energies produced by the detonation of small (<1.0 kg) charges are compared to actual experimental values. Phase 2: Shock Tunnel testing in which realized energies are experimentally recorded for the UK and S&T shock tunnels. Phase 3: Analysis of the data to begin building a pressure-forecasting tool for the UK shock tunnel given the explosive characteristics, sample size and desired pressure and impulse.

Jan 1, 2009

By Zvonimir Ester

The course of motorway tunnel under construction was set only 2 m away from the main motorway. The thickness of the tunnel overburden rock was 9 m. During the tunnel construction the traffic on the motorway was not supposed to be interrupted. The tunneling was carried out by NATM with classical drilling of blastholes and by blasting.

Jan 1, 1998

By D Lees, D Gilchrist

Sydney has hundreds of kilometres of sewer tunnels. Many of these are over 50 years old and some have been in service for more than 100 years. The tunnels are predominantly constructed in Hawkesbury Sandstone and many are unlined.Principles have been developed over many years for the safety factor required in designing and constructing new tunnels but these do not necessarily relate to the operation and maintenance of existing tunnels, and in particular those that do not necessarily require personnel access for anything other than regular inspections.Assessment of the stability of these established tunnels needs to take account of their size, their age, their function, and their method of construction, as well as the geology in which they are situated and any support measures which have been installed. More importantly a stability review needs to take account of the consequences of a collapse, with regard to the inspection process, carrying out of any required repairs and the long-term performance of the tunnel.This paper is based upon the authors’ experiences inspecting and reviewing more than 200 km of tunnel in the last ten years. It will show some of the procedures and methods adopted by Sydney Water, how these can be presented as an acceptable procedure in line with other safety standards, and how they might be adopted for other similar historic rock tunnels.CITATION:Gilchrist, D and Lees, D, 2014. The development of a procedure for the inspection of unlined rock service tunnels, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 543–552 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By Doug Harding

The Niagara Tunnel Project (NTP) is a 10.4-km- (6.5- mile-) long, 14.4-m (47.5-ft) bored tunnel that will run under the city of Niagara Falls from the Upper Niagara River to the Sir Adam Beck power station. The completed project will enhance the capacity of the Sir Adam Beck power station by adding 500 m3 /sec (17,657 cu ft/sec) of water through the tunnel. The project uses the world?s largest hard-rock tunnel boring machine (TBM) at 14.4 m (47.5 ft) in diameter to excavate the tunnel. Features of the project include the use of a high performance (HP) main beam TBM, state-of-the-art ground support and tunnel logistics systems. A continuous conveyor is used for muck transport from the TBM to the disposal area In June 2004, the Ontario government announced that Ontario Power Generation (OPG) had been given approval to proceed with the third tunnel under the city of Niagara Falls ? the first two tunnels were constructed in the 1950s using drill-and-blast techniques. The third tunnel, appropriately named the Niagara Tunnel Project (NTP), consists of a 10.4-km- (6.5-mile-) long TBM-bored, concrete-lined tunnel with a finished diameter of 12.5 m (41.1 ft). In August 2005, OPG the selected of Strabag of Austria, one of the largest construction companies in Europe, as the contractor to build the NTP at a price of C$600 million. In September 2005, Strabag selected The Robbins Co. of Solon, OH to design, manufacture and deliver a new 14.4- m- (47.5-ft-) diameter high performance, state-of-the-art main beam hard rock TBM to be used in the excavation of the tunnel. To meet the aggressive construction schedule as requested by OPG/Strabag, the TBM needed to be sup-plied as ready-to-bore within a 12-month period after the contract was awarded to Robbins.

Jan 1, 2008

By Stephen J. Klein, Fernando Orduz, Randall J. Essex

INTRODUCTION The Keystone Tunnel project consists of widening an existing 7.3 m-wide (24 ft) highway tunnel to a width of 13.7 m (45 ft) to provide a three-lane, two-directional highway tunnel. The 13.7 m-wide tunnel was excavated in a staged drill-and-blast sequence through foliated schist, and was supported using pattern rock reinforcement and shotcrete. Notable project features are: the low vertical cover over the tunnel is less than the span of the opening; the project is the second instance where the Federal Highway Administration (FHWA) has accepted rock reinforcement as a permanent support element; and the project is the first instance where the FHWA is accepting shotcrete as the final interior surface of the tunnel. This paper covers the design and construction phases of the project. PROJECT DESCRIPTION The South Dakota Department of Transportation (SDDOT) retained Woodward-Clyde Consultants (WCC) to evaluate the feasibility, prepare construction plans and specifications, and provide construction management services for the widening of the Keystone Tunnel. The tunnel is located in the Black Hills National Forest area of South Dakota near the southwest corner of the state. The Keystone Tunnel is on U.S. Highway 16A, about 0.8 km (1/2 mile) north of Keystone which is approximately 32 km (20 miles) south of Rapid City (Figure 1). Highway 16A serves as an important transportation link between Rapid City and the Mount Rushmore National Monument which is located about 2 miles west of Keystone. The road through the tunnel consisted of two lanes about 7.3 m (24 ft) wide, and is being widened [ ]

Jan 1, 1989

By J. Chae, D. Pecha, R. Andrews

The Henderson/ML King CSO Project is a major combined sewer overflow (CSO)reduction project for the Department of Natural Resources and Parks of King County, Washington. The central element of the project is the 3100 lineal feet long, 14&apos;-8"diameter 42nd Ave S Storage/Treatment Tunnel. During the course of the project, the owner and consultants evaluated numerous elements of the tunnel including the alignment, geotechnical conditions, tunnel liner, and settlement monitoring requirements. The contractor utilized innovative shaft construction methods for the tunnel portals, and adhered to strict contract requirements in successfully constructing the tunnel. This paper provides an overview of the design and construction elements of the 42nd Ave S Storage/Treatment Tunnel that led to the successful completion of the project.

Jan 1, 2005

By L. H. McGuire, L. B. Berger

"During the period October 31 to November 4, 1944, tests were conducted by the Bureau of Mines in the Cascade Tunnel of the Great Northern Railway Cc. to determine the effects upon the tunnel atmosphere of the use of a Diesel freight locomotive through the tunnel. These tests were conducted at the request of the company to ascertain whether undesirable conditions might be caused by the discharge of Diesel engine exhaust gas in the tunnel, which was constructed for an electric haulage system and is not provided with equipment for mechanical ventilation. The use of Diesel locomotives on the division that includes the Cascade Tunnel was under consideration as a means of augmenting haulage facilities for the abnormal freight tonnage that must be handled during wartime.As the Bureau of Mines has received requests for information on the extent of contamination of the air of railroad tunnels by Diesel locomotives, this report was prepared to make available for general information the data obtained during the tests in the Cascade Tunnel. As the test locomotive is of a type used on other railroads, and as the bore and grade of the tunnel and the tonnages moved are comparable to such factors on other roads, the data should be sufficiently representative to be of general interest. The exceptional length of the Cascade Tunnel made it an excellent location for obtaining information on the composition of the tunnel air and on the movement of air induced in the tunnel by the passage of trains.The writers are indebted to C. O. Jenks, vice president of the Great Northern Railway Co., who arranged for the tests, and to the following personnel of the railroad who cooperated in the conduct of the tests: I. E. Clary, superintendent, Spokane Division, J. L. Robson, superintendent of motive power, oil and gas equipment, J. F. N. Gaynor, superintendent of electric operations, William Lowney, master mechanic, Spokane Division, and D. F. Marston and Verne Nelson, assistant superintendents of electric operations.The Cascade Tunnel is on the Spokane Division of the Great Northern Railway and pierces the Cascade Mountains some 49 miles west of Wenatchee, Wash. The west end of this division is electrified from Appleyard Station, 2 miles east of Wenatchee, to Skykomish, Wash., a distance of 73 miles. Until the described tests, only electric haulage had been employed through the tunnel since it was first opened to traffic in January 1929.The Cascade is the longest railroad tunnel in the United States - 7.79 miles. The tunnel is single-track, perfectly straight, concrete-lined, and is on an essentially uniform grade of 1.56 percent, ascending from west to east. The cross-sectional area of the tunnel is 314 square feet, the dimensions being shown in figure 1. Elevation of the east portal is 2,880 feet and of the west portal, 2,240 feet."

Jun 1, 1946

By I. J. Duckworth

Due to improved, stringent safety regulations, many modern road tunnels are statistically safer, per kilometer, than above ground roadways. However, the public perception and reaction in the event of a serious tunnel fire is very different to that associated with a surface incident. Vehicle fires in road and rail tunnels are recognized to represent an immediate and extreme danger to the patrons of those systems. Unlike workers in the mining and civil construction industries, the general public are neither trained nor equipped to fight fires or evacuate under deteriorating smoke conditions. Accordingly, for the majority of modern transportation tunnels the ventilation infrastructure is sized on the requirement to control the combustion products from worst-case fire scenarios and to provide a tenable evacuation route for the tunnel users. It is common for these same emergency ventilation systems to be employed, often in a reduced capacity, for other operating modes such as the dilution of pollutants during congested traffic conditions. This is one of the fundamental differences to mine ventilation, where primary ventilation systems are not typically sized based on fire scenarios. This paper presents an overview of the subject of fires in vehicular tunnels. This includes a brief history of major transportation tunnel fires followed by a discussion on the resulting legislation and standards that govern the design and operation of tunnel emergency ventilation systems. A summary is provided on the common criteria, theory, and design techniques that are employed during tunnel emergency ventilation systems design. Information is provided on fire detection and suppression, with a discussion on the growing acceptance of wet suppression as a means to mitigate major fires in road tunnels worldwide.

Jan 1, 2009

By Jeffrey Peterson, John Beesley, Martino Scialpi, John Cassidy

The DC Clean Rivers Project is DC Water's ongoing program to capture and treat combined sewer overflows (CSOs) during rainfall before they reach the District waterways. The Anacostia River system was designed to reduce CSOs into the Anacostia River and includes the Blue Plains Tunnel, Anacostia River Tunnel, First Street Tunnel, and Northeast Boundary Tunnel. A portion of the Anacostia River system was commissioned in March 2018 and the final component, the Northeast Boundary Tunnel, was placed in operation on September 15, 2023. This paper provides a summary of the experience gained during construction of this +$2.9 billion project, an overview of the system performance since its activation in 2018, and a look-ahead to the next phase of the DC Clean Rivers program: the Potomac River Tunnel.

Jun 23, 2024

By E Kabwe, E Chanda, M Karakus, S Akdag

The Convergence Confinement Method (CCM) is one of the frequently used methods that considers the ground response to the advancing tunnel face. The CCM analytical solutions represent stress relaxation on circular tunnel walls in a rock/soil media. The CCM analytical solutions is based on circular tunnel geometry and consider a hydrostatic stress field in a homogeneous isotropic rock mass condition. However, noncircular tunnel geometries, non-hydrostatic stress field, staged excavation process in a discontinuous anisotropic non-linear rock mass conditions are usually ignored in these analytical solutions. In this paper, we investigate the performance of the existing CCM analytical solutions developed for elastic and elastoplastic ground behaviour for circular tunnels. For this purpose, a finite difference analysis is conducted to compare the analytical results with the results obtained from Finite Difference Method (FDM) for a chosen rock mass condition. Results obtained from the investigation shows that floor, crown and wall displacement are 30%, 10% and 23% more, respectively, in a horse-shoe relative to a circular tunnel. This indicates that the application of analytical formulation tailored for circular tunnels would lead to inaccurate quantification of wall convergence in horseshoe-shaped tunnels. CITATION:Kabwe, E, Karakus, M, Chanda, E and Akdag, S, 2018. Investigating the tunnel closure using convergence confinement method and 2D plane strain finite difference analysis, in Proceedings The Fourth Australasian Ground Control in Mining Conference (AusRock), pp 152–159 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Nov 30, 2018

By Paul M. Godlewski, Gerry Millar, Harvey W. Parker

Recently, over 70 railroad tunnels in the western USA have been enlarged and rehabilitated "live track," utilizing modern excavation and lining methods, in most cases to clear the larger double-stack container cars. This paper presents the general conditions of the tunnels and the technical aspects and costs of the rehabilitation of approximately 40 kilometers of tunnels, which range in length from a few hundred meters to 13 kilometers. Concrete-lined tunnels were rehabilitated by grouting and rock bolting, while unlined or timber-supported tunnels were relined with shotcrete and rock bolts. High output lining methods were required because of limited track time. Enlargement has been accomplished primarily by carving notches out of the concrete linings with a roadheader, or occasionally with saws. Unlined tunnels were enlarged by drill-and-blast or roadheader excavation.

Jan 1, 1991

By Louis Huber

THE Liberty tunnels extend through a very steep hill in Pittsburgh (locally called Mount Washington) for a distance of slightly over a mile. The two tunnels parallel each other and are 59 ft. apart, center to center (Fig. 1). They are for vehicular traffic, and in each there is ample space for two lines of vehicles. Northbound traffic, towards downtown Pitts- FIG. 1.-NORTH PORTAL OF LIBERTY TUNNELS. NOTE THE WINDBREAK AT END OF EAST TUNNEL. burgh, is confined to the east tunnel and southbound traffic to the west tunnel. The South Hills residential district is separated from downtown Pittsburgh by Mount Washington, a steeply rising escarpment south of and adjacent to the Monongahela River. The Mount Washington district immediately south of the Monongahela River has been reached, for many

Jan 1, 1927

By Louis Huber

THE Liberty tunnels extend through a very steep hill in Pittsburgh (locally called Mount Washington) for a distance of slightly over a mile. The two tunnels parallel each other and are 59 ft. apart, center to center (Fig. 1). They are for vehicular traffic, and in each there is ample space for two lines of vehicles. Northbound traffic, towards downtown Pitts- FIG. I.-NORTH PORTAL OF LIBERTY TUNNELS. NOTE THE WINDBREAK AT END OFEAST TUNNEL. burgh, is confined to the east tunnel and southbound traffic to the west tunnel. The South Hills residential district is separated from downtown Pittsburgh by Mount Washington, a steeply rising escarpment south of and adjacent to the Monongahela River. The Mount Washington district immediately south of the Monongahela River has been reached, for many

Jan 1, 1927

By L. Z. Wojno

Tunnels in South African gold mines are developed at depths down to 3 600 m below surface where the virgin rock stress approaches 100 MPa and, on occasions, through rock where the field stresses exceed 150 MPa. In addition, many tunnels are subjected to increases in field stress of over 50 MPa during their useful lifetime. As a consequence, the walls of most tunnels are fractured causing the rock to dilate into the tunnel. Quantitative data on the extent of this fractured zone are presented. The function of support in these circumstances is to reinforce and maintain the integrity of the fractured rock. In 80 per cent of the 800 km of tunnels developed annually, the support methods used are capable of maintaining the stability of the tunnels. However, the remaining 20 per cent of tunnels is subjected to severer conditions where dilation in excess of 250 mm occurs and/or where the probability of strong seismic ground motion is high. In these tunnels, additional support is required. The type and pattern of support for both normal and severe conditions is described. In spite of the improved support used, damage to tunnels may occur. To minimize this damage, the concept of a rock reinforcing tendon that will yield and do work, when subjected to quasi-static or rapid deformation, has been put forward. Specifications for such a tendon are presented and the development of certain yielding tendons are described.

Jan 1, 1987

By S.H. Ash, P.S. Miller

Extensive and diversified resources justify large populations and great industries. To carry on the business of commerce and meet the demands of large populations, the utilization of tunnels in some form for transportation purposes constitutes an important link in modern civilization. The driving of tunnels has been appropriated by the tunneling branch of the heavy-construction industry, and the progressive steps taken by modern tunnel builders were not even dreamed of 50 years ago. Great strides have been made toward more rapid progress in tunneling in the United States during the past I0 years. Tunneling consists of a definite cycle of operations developed from ideas that are crystallized and translated into action programs through various engineering phases that begin with the first preliminary survey and do not end until the job is completed. Once the line of the bore is established and a time set for the completion of the work, the face must advance according to estimates prepared before the work commences. This schedule must be followed in regular sequence from the moment the drills start against a new face of rock until they are ready again to drill the Succdeding face, constituting a round. Mining is largely tunneling carried on under conditions often more inherently hazardous than actual tunnel construction, but for various reasons" tunne1ing is more hazardous than mining in any branch of the mineral industry. On the other hand, obstacles are sometimes encountered in heavy-construction tunneling projects that when met in mining enterprises do not offer comparable tasks to avoid or overcome them. One is the existence of water under high pressures. In mining enterprises, various alternatives offer a solution in driving a tunnel, even to the extent of its discontinuance or the abandonment of the mine, but a "construction" tunnel usually must go forward because some important project depends largely if not entirely upon it. This paper describes an unusual method of driving a water-supply tunnel through rock carrying water under pressures and conditions that did not permit the use of ordinary tunneling methods. The Delaware Aqueduct The new Delaware aqueduct is a Manhattan project of some magnitude; when regular it will contain what probably will be, for some time to come, the longest tunnel in the world. Various features in its construction are currently described in the trade journals of the construction industry, and informative engineering details are given in the Delaware Water Supply News, published twice a month by the Board of Water Supply of the City of New York. Work was begun on this project on March 24, 1937. The tunnel will convey water from reservoirs at the headwaters of the Delaware River to the City of New York.

Jan 1, 1943