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By Harry R. Asche, Manfred K. Lechner

The Cross City Tunnel comprises 2km of a new underground traffic route in Sydney, Australia. The route is very complex, involving some six separate tunnels and three underground Y-junctions. For almost 200m the six tunnels run parallel at different level sunder William Street, Sydney. Almost all of the route runs adjacent to the City Business District of Sydney and adjacent to or below many major buildings and services. The planning and design of this project is described. The geometric arrangement is achieved with a strong dependence on 3D road design packages. Road alignment constraints include land acquisition and proximity to existing tunnels and basements as well as maintaining separation from the other tunnels in the scheme. Geotechnical and hydrogeological studies are described. Findings discussed include the high horizontal stress field in the Sydney area and investigation of incised palaeochannels on the route. Methods of design for the tunnels and Y-junctions are described, as well as methods of settlement prediction for the buildings and services. The latter includes the settlement assessment for more than 200 buildings, many in excess of 20 storeys, as well as services including all of the city railway lines in Sydney.

Jan 1, 2003

By R Frew, E Wong, G Ferguson

The Chang Jiang Tunnel and Bridge Project, when completed, will provide a fixed link between ShanghaiÆs rapidly developing Pudong District and Chong Ming Island, situated in the Yangtze River delta. The link includes 7.5 km of bored tunnel from the Pudong to the intermediate Changxing Island from where the link comprises viaduct and a cable stayed bridge. The bored section comprises twin 13.7 m internal diameter segmentally lined three-lane highway tunnels. At its deepest point the tunnel will be 55 m below the river. Cross passages will link the two bores for passenger evacuation. Tunnel boring commenced in October 2006 and is scheduled for completion in mid-2009. The paper describes the key features of the design and construction of the bored tunnel by two 14.53 m diameter slurry TBMs and eight cross passages using ground freezing techniques in alluvial sediments. A decision to include light rail below the road deck was taken after the completion of the detailed design. This posed a number of design challenges including passenger evacuation to the road deck, and the redesign of the low point sumps. The various options considered are discussed together with those adopted for construction.

Jan 1, 2008

By Russell K. McFarland, Gloria T. Saxton

Introduction The March 1969 issue of Civil Engineering contained on article entitled "BART" Subway Construction: Planning and Costs" authoried by Thomas R. Kuesel. This article describes in some detail the innovations developed in planning and management to undertake the design and construction of the BART Project. This 75 mile long system contained 17 miles of urban tunnels and 13 subsurface stations. Within this article Mr. Kuesel very nicely listed the cost of the 70,000 linearfeet of bored tunnel, 23,380 linearfeet of cut and cover tunnel, and the costs of the thirteen underground stations. Ten years subsequent to the publishing of Mr. Kuesels article, it is very sobering to realize that San Francisco obtained a bargain of a magnitude that we are just beginning to realize. Table 1 is a listing of tunneled line sections taken from the paper. The average cost shown in this figure, including sections constructed under compressed air is $1,620 per foot of tunnel, with bid dates ranging from June 1966 thru October 1968. This average cost translated to about $16 million per double track mile of twin tunnel system.

Jan 1, 1979

For the first time in its history, the George A. Fox Conference let its focus venture away from the friendly confines of the East Coast of the United States to spend part of the one-day conference looking at projects from around the globe. With a record-setting attendance of 377 people, the conference, titled ?Tunneling: An international perspective,? opened with a keynote speech from special guest In-Mo Lee, professor, Korea University in Seoul, South Korea. He is also the president of the ITA-AITES. In a sweeping presentation, Lee walked the packed audience through some of the most fascinating and challenging projects in his home country. Among the projects he spoke about were Korea?s longest railway tunnel, the Solahn Tunnel and the Inje Tunnel, a freeway tunnel that is 11.94 km (7.4 miles) long.

Jan 1, 2012

By M. Hakala, P. Tolppanen

A method to predict stress-induced failures around excavations based on the mapped geological and rock mechanical information is studied. Totally of 7 km of newly excavated tunnels are mapped in the Inmet’s Pyhäsalmi mine in Finland at depth between 1000 - 1440 m from which the results and conclusions from the firstly mapped 1.7 km of tunnels are reported. The main rock type at the site is very hard volcanite having uniaxial compressive strength of 230 MPa in median and GSI-value 72 - 80. The maximum in situ stress around the tunnels is 65 - 85 MPa. The prediction of observed stress failures was preceded by comparing elastic 3-D simulation results of tunnels with three statistical yield criteria. Read’s or Hoek & Brown’s yielding criteria are found the most relevant, though, the effect of anisotropy was found to be significant. The most important parameters having a correlation with stress failures are the tunnel orientation and the foliation of rock. Also, the rock type and its strength, tunnel shape and the geological anomalies have their effects. Further, a delay time on mapping was found to clearly diminishing of the most violent failures. Une méthode de prédiction des contraintes à la rupture autour d'excavation, établie sur la base de cartographie géologique et d'information sur la mécanique des roches, à été étudiée. Au total, 7 km d'un tunnel nouvellement percé à une profondeur de 1000 à 1400 m ont été cartographiés dans la mine de Inmet’s Pyhäsalmi en Finlande. La roche principale du site est une vulcanite dur ayant une résistance à la compression uniaxiale de 230 MPa (valeur moyenne) et une valeur GSI de 72 - 80. La contrainte in situ maximale autour du tunnel se situe entre 65 et 85 MPa. La prédiction des contraintes à la rupture observées a été évaluée en comparant les résultats d'une simulation 3D d'un tunnel avec trois critères de limite d'élasticité statistiques. Le critère de limite d'élasticité de Read ou de Hoek & Brown’s se trouvent être les plus important, même si les effets de l'anisotropie sont significatifs. Les paramètres les plus importants ayant une corrélation avec la rupture sont l'orientation du tunnel et la foliation de la roche. De plus, le type de roche et sa résistance à la compression, la forme du tunnel et les anomalies géologiques ont aussi leur importance. Finalement, un délai dans la cartographie résulte en une diminution nette des ruptures violentes. Basierend auf kartierten geologischen und felsmechanischen Informationen, wird eine Methode untersucht, um spannngsbedingtes Versagen um Ausbrüche herum vorherzusagen. Insgesamt werden 7 km neu ausgebrochenen Tunnels in einer Tiefe zwischen 1000 und 1400 m in der Inmet Pyhäsalmin Mine in Finnland kartiert. Das hauptsächlich vorkommende Gestein ist sehr hart und vulkanischen Ursprungs mit einer mittleren einachsialen Druckfestigkeit von 230 MPa (Medianwert) und einem GSI-Wert von 72-80. Die maximale In-situ-Spannung im Tunnel beträgt 65-85 MPa. Die Vorhersage von beobachteten Spannungsversagen werden weitergeführt indem man elastische 3-D-Simulationsergebnisse von Tunneln mit drei statistischen Fliesskriterien vergleicht. Read's oder Hoek's Fliesskriteria werden dabei als die relevantesten Kriterien angesehen, obwohl auch der Effekt der Anisotropie als wesentlich erachtet wird. Die wichtigsten Parameter für eine Korrelation von Spannungsversagen sind die Orientierung des Tunnels und die Schieferung der Gesteinsschichten. Desweiteren haben Gesteinsart, Tunnelprofil und geologische Anomalien ihren Einfluss. Ausserdem zeigt sich, dass eine Verzögerung bei der Kartierung die ausgeprägtesten Versagen deutlich verringern.

Jan 1, 2003

By L. Maday, V. J. Perrone, M. B. Gilbert

INTRODUCTION The Brightwater conveyance system project in King County, Washington consists of constructing about 21 km (13 mile) of effluent and combined influent and effluent tunnels. The influent tunnels will collect sanitary sewerage from the service area and convey it to the new wastewater treatment plant (WTP) site at Route 9 in Woodinville, Snohomish County, Washington. The effluent tunnels will convey treated effluent from the WTP to an outfall at Puget Sound. The tunnels will be constructed primarily under residential areas, busy suburban roads and state highways. This 21 Km (13-mile) soft ground tunneling project faced many design challenges because of the geologic and hydrostatic conditions, long tunnel reaches, and large overburden depths. Boring depths typically varied from 45.7 M (150 ft) to 114 M(375 ft) with a maximum depth of 185.6 M (566 ft) deep. Conventional empirical methods for non-mountain terrain based on a 1:1 ratio of drilled footage per foot of tunnel bore (National Research Council, 1984) for evenly spaced borings provided a good start for the Phase 1 explorations. However a continuation of this approach with closer spacing was deemed inadequate by the geotechnical team for efficiently allocating geotechnical exploration resources for the final design. This paper presents a rational approach that was used to evaluate the value of a particular geotechnical exploration boring, pump test or other in-situ test. The method of analysis, which was initially developed for rock tunnels (Einstein et al., 1978), was modified for the Brightwater project. The method considers the potential construction cost risks resulting from variable geologic conditions, the cost and reliability of the geotechnical exploration and the earned value (cost risk reduction) of performing the geotechnical exploration. PROJECT DESCRIPTION In total the land portion of the conveyance system will include approximately21 Km (13 miles) of tunnels ranging in size from 3.0 to 5.2 M (10 to 17 ft) minimum inside diameter with overburden depths of 30.0 to 168 M (100 to 550 ft) and

Jan 1, 2005

By Bob Rautenberg

The Construction of Tunnel and Edison Force Mains contract involves the installation of two new force mains to provide a redundant means for sewage conveyance from Middlesex County Utility Authority?s (MCUA) Edison Pump Station on the northern shore of the Raritan River to the Central Wastewater Treatment Plant on the southern shore. The force mains will be installed in a 1,192 m (3,910 lineal foot) long tunnel with a 4.09 m (13'-5') inside diameter, fully gasketed precast concrete segmental lining, which is to be tunneled underneath the Raritan River utilizing an Earth Pressure Balance TBM. The tunnel is anticipated to encounter flowing soils near and beneath the river. Two new 60-inch diameter Centrifugal Cast Fiberglass Reinforced Polymer Mortar force mains will be installed within the tunnel leaving an open utility corridor above the force mains for future consideration. The project also includes the design and construction of two slurry wall shafts with associated piping. The paper will provide an overview of design and provide a case history of the construction of the tunnel and highlights of the construction methods implemented to date.

By Alberto Tarsitani

The existing Rome-Florence railroad capacity is inadequate for the traffic volume. To increase this capacity and to reduce the traveling time the Italian National Railroad Administration has decided to provide an additional 400% of rail capacity. This new rail line will be known as the Direttissima Roma-Florence line. It is planned to operate the trains on this connection at speeds of 250 km per hr. Table 1 lists the main design characteristics. [TABLE 1. Design Characteristics Design speed250 km per hr Maximum inclination80 00 (0.8%) Minimum curve radius3000 m Minimum vertical curve radius30,000 m Maximum superelevation in curve 425 mm Type of rail60 kg per m welded] The new rail line will be connected to the existing one by means of high speed switches called "interconnections" so that parts of the new line can be used also by local trains. Construction works for this new line have been divided by the railroad administration into eight sections. Five of these have already been committed to joint ventures. Castiglione Tunnel is a part of the fifth section, 42 km in length, which has been awarded to Consorzio Ferrofir which is a joint venture composed of the construction firms of Astaldi - Di Penta - Lodigiani - Sogene.

Jan 1, 1974

By Don F. Macfarlane

This paper describes the field application of the NTH fracture classification to rock encountered in the construction of the 9.6 km long, 10m diameter, Second Manapouri Tailrace Tunnel. Excavation of the tunnel was undertaken by TBM between 1997 and 2002, in gneisses, granitic and diorite rocks. The paper outlines an adaptation of the NTH fracture classification used during the geological logging of this tunnel. The NTH fracture classification was primarily applied to assess discontinuity spacing for tunnel support requirement decision-making. The paper includes some general comparison of NTH classes with overall penetration rate.

Jan 1, 2008

By Lee W. Abramson

Performing risk analyses on tunnel projects has become common place and on many projects it is required from an owner or regulatory perspective. After the project is planned, designed and constructed, the data concerning identified risks, assumptions, costs, probabilities and mitigations is generally long forgotten and buried in some file somewhere. A study was performed comparing predicted risks versus actual events on several recently constructed tunnel projects. Probabilities and costs for selectively common risks on tunnel projects have been studied and re-evaluated. Conclusions are presented that can guide future projects and the veracity of the tunnel risk analyses performed.

By Richard A. Forth

During the construction of the Island Line (ISL) in Hong Kong between 1982 and 1986 piled foundations of a building were encountered in a tunnel drive. As the tunnel alignment could not be changed work was temporarily suspended whilst grouting took place beneath the pile cap. The tips of the piles were then cut off. The normal precast concrete lining segments were replaced by the "stiffer" spheroidal graphite iron segments and tunnelling resumed. Settlement of the building was found to be under 10 mm due to the tunnel drive and no damage was reported to the building.

Jan 1, 2002

By Paul Hewitt, Tim Smirnoff

Design and construction of the Epping to Chatswood Rail Line tunnels in Sydney, Australia required an innovative approach to define hydrogeological properties of the Sydney Hawkesbury Sandstone and provided an insight into the hydraulic behaviour of fractured sedimentary rocks. To meet restrictive water inflow and infiltration criteria both the pre-treatment of zones of fractured or highly jointed rock, and waterproofing using an interior spray on membrane for the finished drained tunnels and stations was required. Methods typically used to address the interaction of groundwater and tunnels in the Sydney Basin are demonstrated by case histories from major design-build tunnel projects.

Jan 1, 2005

By Peter McDonald

In 1994 the world's largest underwater tunnel was constructed to link Canada and the U.S.A. This new tunnel was large enough to accommodate double-decker railway cars. The construction of an unplanned Retrieval Shaft was required to allow removal and servicing of the Cutterhead of the Tunnel Boring Machine before it passed under the St. Clair River. This paper, which is a revision of that published in Canadian Tunnelling, has been modified here to emphasize construction considerations and describes the evolution of the design and construction of this "Rescue Shaft" under extreme schedule pressure, and changed ground conditions..

Jan 1, 1997

By Luisa Alfieri, Giorgio Fantauzzi, Sergio Notarianni, Spencer Cavagnet, Alessandro Damiani

"The new tunnels of the Copenhagen ""Cityringen"" will be excavated, at Kongens Nytorv square, crossing over the existing M1 and M2 metro lines. After the crossing, the tunnels will underpass the historical building of the Magasin du Nord and adjacent masonry buildings, with a minimum tunnel cover of about 4.5 m. The tunnels have an internal diameter of 4.9m and are being excavated through earth pressure balanced Tunnel Boring Machines in mixed face.The Magasin du Nord estate is characterized by a very complex structure, with different blocks built in different times. An assessment of the condition of the building and its sensitivity to tunnellinginduced ground movements has been conducted through a fully coupled soil-structure interaction analysis; based on the results of this analysis, mitigation measures have been designed.INTRODUCTIONThe Copenhagen Metro Cityringen is expected to be running in July 2019 and will consist of two single tracks in a twin tunnels, each approximately 16 km in length, for transporting up to 243,000 passengers on an average work day. The Cityringen includes 17 underground stations with island platforms, 4 crossover facilities and 3 construction and ventilation shafts. The tunnels is being excavated using earth pressure balanced Tunnel Boring Machines and have an internal diameter of 4.90 m.The intersection with the existing M1 and M2 metro-line will take place at Kongens Nytorv and at Frederiksberg. According to the design alignment, in Kongens Nytorv the new tunnels will pass over the existing M1 and M2 ones; as a result of this, the tunnels will underpass the historical building of the Magasin du Nord and the adjacent masonry building hosting a Mc Donald’s with a minimum cover of about 4.5m.In the framework of Risk Assessment for sensitive buildings, the effects of tunneling-induced ground movements on the Estates ØS0437 (McDonald’s building), ØS0428 (Magasin du Nord) and ØS0004 (Hviids Vinstue) were evaluated. To achieve this goal a fully coupled soil-structure interaction has been considered and the entire excavation process has been reproduced in a 3D model where the abovementioned buildings have been modeled. In this way, a risk assessment analysis was performed evaluating directly the effects of the excavation in terms of settlements and variations of the internal forces as far as the excavation process proceeds. In figure 1, a picture of the construction of Kongens Nytorv station, with Magasin du Nord and Mc Donald’s building on the background, is presented."

Jan 1, 2016

By Tom Szaraz

Part of a major sewer expansion for the City of Columbus, Ohio. The Big Walnut Outfall Augmentation Sewer?Part II (BWOAS) consists of 13,200 feet of tunnel of 12-foot tunnel passing mainly through glacial deposits with a water head of up to 2 bar. A Lovat RME167SE was used to drive this tunnel with steel fiber reinforced precast segmental liner used for support. This paper will discuss the concepts for tunnel sup-port and TBM selection, the problems encountered with the TBM sealing systems and the solutions used to repair the machine.

By Jamal Rostami, Ataollah Rahbar, Jürgen Paulzen

"Uma Oya Multipurpose Development Project is located in South West Sri Lanka. This project, among many components, involves a 14 km headrace tunnel in very hard and abrasive igneous rocks. The tunnel is under construction by a 4.4 m diameter double shield TBM. The headrace tunnel has already reached 5km milestone and has passed through some reaches of tunnel in very strong intact rocks with no joints. Low penetration at high thrust load has caused frequent stoppages for cutter change leading to low utilization and advance rates due to low cutter life. The original machine was dressed with 27, each 432 mm (17 inch) diameter, 19 mm (3/4 inch) tipped disc cutters. However, various cutter diameters of 432-457 mm (17-18 inch) and cutter tip widths 13 to 19 mm (0.5-0.75 in), have been tried to see if cutter life and penetration rates could be increased. This paper will review the history of the project, the geology of the site, along with TBM performance and cutter life. It will focus on frequency of different cutter failures encountered in various ground conditions. Also, results of using variation of cutter diameter and tip width to cope with the hard rock conditions and their results in increasing machine productivity will be discussed. This allows for better understanding of parameters controlling disc wear/life and leads to better cutter management for more efficient operation of hard rock TBMs in similar conditions. INTRODUCTION The Uma Oya Multipurpose Development Project (UOMDP) lies in the south-eastern part of the central highland region of Sri Lanka. The Multi-Purpose Project Of Uma Oya is planned to convey water from Uma Oya to Kirindi Oya Basin for hydroelectric energy generation includes Puhulpola RCC Dam on the Uma Oya river, Dyraaba RCC Dam on the Mahatotilla Oya river, a conveyance tunnel from Uma Oya to Mahatotilla Oya (L=3750m), a long feeder tunnel from Mahatotilla Oya to Kirindi Oya river. The feeder (or power) tunnel Lot consists of a 15554 m long headrace tunnel (HRT), the surge shaft and tank on the upstream of the vertical shaft, a 650 m vertical shaft with steel lining, and an underground powerhouse and a 3650m tailrace tunnel (TRT)."

Jan 1, 2016

By John H. N. Yen, James M. Marquardt, Larry H. Heflin

INTRODUCTION On February 17, 1995, WMATA Contractor J.F. Shea holed through the last segment of rock tunnels of the planned 103-Mile Rapid Transit System for the Washington Metropolitan Area Transit Authority. Through the joined efforts and cooperation between the owner and the contractor, the project was completed on time and within budget. The Glenmont extension is on schedule to open in Mid-1998. The complete 103-mile system is scheduled to open in 2001. WMATA’s earlier 19 miles of rock tunnels had been done since 1976 ? By drill and blast with heavy horseshoe steel sets, sets with shotcreting over wire-fabric by TBM and NATM. All rock tunnels were primarily in metamorphic gneiss and schist, part of an east coast lithology that outcrops in a band running from below Richmond, Va. To above New York City. The 5,400 ft. long twin six meter tunnels of the Glenmont line had been earlier de-signed in 1979 by URS of NYC using Jenny Engineering of Pittsburgh, Pa., as a tunnel design specialist sub consultant. Jenny had provided two alternative designs, one conventional drill and blast horseshoe and one for Tunnel Boring Machine. Funding considerations had put the design on the shelf and it was clear that the state of the art had led to improved design methods in the intervening years. Before URS was tasked to update their design in1992, the Authority reviewed its earlier hard-rock experiences in light of the funding mandate to complete each segment on a limited budget and an expedited schedule. Many factors considered and many opinions were in leading to a final decision to drop the earlier designs and redesign for a single designated means of tunneling. That method was the New Austrian Tunneling Method. The NATM had been used earlier on WMATA for both soft-ground and rock tunnels. In the public’s eyes the NATM had become inextricably linked with the use of PVC’s and filter material enveloping or partially enveloping the underground structures to give the holy grail of tunnels, a water-tight structure. Although this link of waterproofing methods with excavation and support methods was essentially severed, a general feeling of their interdependence no doubt helped lead to acceptance of the NATM decision because of the waterproofing design that accompanied it. The Authority decided to drop the TBM and conventional options and provide bid documents for NATM only. URS asked LAW Engineering of Atlanta to provide the NATM design of the tunnels and associated shafts.

Jan 1, 1997

By Elisabeth Tønnesen, Lloyd Tunbridge

"SUMMARY Injection grouting in rock around tunnels is used to reduce or stop water inflow. Little is known about the distribution of pressure within the rock mass during and after grouting. Instrumentation was developed to record pressure at the back of the packers inside the rock mass during injection grouting in order to improve our understanding of the process. Using this equipment measurements inside multiple injection holes during injection pumping have been made during several rounds of injection grouting in a tunnel. The data has been compared to the data recorded on the grout pumping rig and analysed to gain an understanding of the behaviour of grout injection process in the rock mass. The initial results are reported in this paper. INTRODUCTION Construction of a tunnel in soil or rock below the ground water table frequently results in the flow of ground water into the tunnel if the ground is permeable or fractures conductive. The injection of cement or chemical based grouts is frequently used during tunnel construction to reduce flow of water into a tunnel. Significant water flow into a tunnel is undesirable for several reasons: • there is a high cost in pumping out water over the lifetime of a tunnel; • drips and flows of water have to be diverted from the roadway or track; • where freezing conditions occur there is the possibility of ice build up and; • ground water levels may be changed possibly affecting surface water such as causing drainage of lakes and ponds, and changes in vegetation. Grout injection is most effectively done ahead of excavation to ensure that the grout penetrates the ground. Where heavy flows of water already occur into a tunnel the grout may be washed out before it sets. Normal practice in ground where water flows are encountered is to inject grout in a number of long holes ahead of the face with outer holes forming a ring around the proposed tunnel excavation – eventually forming a shield of grouted rock around the final tunnel, Figure 1. The holes may be sealed off a couple of metres into the rock with an expandable rubber plug around a pipe through which the grout can be injected, Figure 2. A one-way valve in the plug stops the grout from flowing back out of the hole when pumping stops and avoids grout flowing out through neighbouring holes. The rubber packer with a one-way valve permanently installed in the injection hole precludes the measurement of pressure down the hole when pumping is stopped."

Jan 1, 2016

By Christian Maguire

Tunnel contracts in New York have in recent years had few bidders with the bids received being much higher than anticipated. Since 9/11, security has become a key issue in planning key infrastructure projects in New York. This is especially true in the case of large water supply tunnels. Striking the right balance between cost and security was the major factor in determining the best configurationfor the Kensico-City Tunnel. This paper outlines the efforts made to determine realistic probable bid costs for the tunnel contracts, and the innovative approaches taken to deal with security issues.

By Gunther Riedmuller, Johann Golser, Peter Schubert

The paper deals with the experience of the authors to cope with tunnel projects in heterogenous and weak rocks. The procedures applied to the investigation of such areas, the geotechnical assessment, the choice of tunnelling methods, the preparation of contract documents and the main features of NATM tunnelling to adapt to these conditions are outlined.

Jan 1, 1993