Search Documents

By Renato Macciotta

The argillaceous formation known as the Opalinus Clay is host to the Mont Terri Underground Research Laboratory. The URL was developed to investigate the hydrogeological, geochemical and geotechnical properties of the formation. Underground excavations at the site are characterized by non-elastic and time-dependent deformations. Excavations trending perpendicular to the strike of the bedding presented relatively minor deformations, however, tunnels parallel to the strike of the bedding showed much larger non-elastic deformations. This paper presents an analysis of the measured response of a tunnel trending parallel to the strike of the bedding in Opalinus Clay. The measured convergence is compared to tunnel experience in weak rocks to assess the tunnel stability.

Jun 1, 2012

By David Mast, Amanda Foote, Mina Shinouda

The Michigan DOT’s I‑75 Modernization Project, Segment 3, is a 30-year, $1.2 Billion design-build-finance-maintain project in Southeast Michigan. The scope includes building a nearly 4-mile long, 14.5-foot ID stormwater storage tunnel. The tunnel and pump station are being built concurrent with new roads and bridges, requiring multiple levels of design and construction coordination. Underground risks include the poten‑ tial for encountering granular soils, groundwater, and explosive gases. The new tunnel will be mined by a new open-face TBM and lined with a one-pass steel-fiber-reinforced precast concrete segmental lining. Shaft construction began in early 2020 and tunnel mining in July 2020.

Jun 13, 2021

By Anna Eleria, Joseph Welna, Jim Herber, Nathan Campeau

Constructed by stonemasons over 120 years ago, a portion of the Trout Brook Storm Sewer Interceptor (TBI) owned and operated by the Capitol Region Watershed District in Saint Paul, Minnesota, needed rehabilitation. A routine inspection of the 10-foot limestone block tunnel revealed degraded and missing mortar between the blocks, allowing significant infiltration and soil migration through the tunnel joints. Conditions, including damaged and missing blocks, were considerably worse in a 250-foot-long segment beneath a busy mainline railroad corridor. Barr’s solution included tuck-pointing to repair the mortar joints, shotcrete overlay, and construction of a hybrid cast-in-place/shotcrete “tunnel within a tunnel” to support the mainline railroad loads.

Jun 13, 2021

By Jorge Ferrero, Andreas Raedle, Uhland Konrad, Michael Dutton, Keivan Pak Iman, Walter Trisi

Strabag, in partnership with Arup, is constructing the Advance Tunnel for the Scarborough Subway Extension (ATSSE); a project by Metrolinx and Infrastructure Ontario (Sponsors). The 10.7 m internal diameter single bore tunnel represents a significant departure from the traditional arrangement of twin subway tunnels in North America. ATSSE is the first-time steel fibers are used to solely reinforce a tunnel of this size in Eastern Canada. This paper discusses the challenges with design and acceptance of SFRC segments and the state-of-the-art numerical models employed to check the joint performance. The advance procurement approach for TBM and PCTL’s procurement to accelerate the project schedule is also presented.

Jun 13, 2023

By Devan Naik, Matthew Stokes, Andy Nigro

This paper describes the surgical removal of a 24 ft dia. Slurry Shield TBM entombed beneath one of the country’s busiest commuter rail interlockings, the Harold Interlocking in Queens, NY, and the construction of the interface to a cut/cover tunnel which extended the mined tunnel section. A sophisticated SOE was built around the TBM to support active track loads within 8ft. of the excavation. Once the TBM head and guts were removed, a full round CIP lining was installed connecting the existing precast tunnel liner to the C/C tunnel under construction. All this construction was done on a narrow island of land without road access nestled between 7 mainline LIRR/Amtrak rail lines.

Jun 13, 2021

By Wern-ping Chen, Joseph Pratt, Thomas G. Brueckner, Tracy K. Lundin

To address and mitigate discharges from combined sewer overflows in the Providence, Rhode Island area, the Narragansett Bay Commission completed a comprehensive Combined Sewer Overflow (CSO) Facilities Plan in 1993 which included a series of deep rock tunnels. Since completion of preliminary design of the program in 1994, the program has been reconfigured in response to the Environmental Protection Agency’s (EPA’s) new CSO policy. The currently proposed system consists of a deep rock tunnel with two tunnel stubs which will provide230,000 cu m (62 million gallons) of storage at depths of up to 90 m (300 ft). This paper discusses the revised 5 km (3 mile) long deep tunnel system.

Jan 1, 1999

By W. D. Presley, T. R. Harrell

This paper will be a case history of the shaft and tunnel concrete lining techniques used at the Rocky Mountain Pumped Storage Project located in northwest Georgia. Emphasis will be placed on the shaft lining techniques with only a brief description of the tunnel concrete lining techniques. The 10.67 meter (35 foot) diameter shaft and tunnel concrete linings are 0.61 meter (2 foot) nominal thickness with a single row of reinforcing bars. The tunnel was placed in 18.29 meter (60 foot) lengths with bulkheaded end sections. The 172.72 meter (566.68 foot) vertical shaft was placed in 3.05 meter (10 foot) high sections using jump forming techniques.

Jan 1, 1985

By Mary-Lee Athorn, David A. Barratt

An opportunity to compare the performance of different tunnel boring machines (TBMs) operating in similar rock conditions occurred during the construction of a major water scheme in the UK. The principal objectives of this study were: (i) To collate, analyse and present the data available for the four TBM drives of the Kielder Aquaduct Scheme in terms of the tunnelling system performance and the downtime experienced, particularly where these were influenced or controlled by geotechnical parameters. (ii) To isolate the major sources of machine downtime and highlight those aspects of the tunnelling system that critically affect tunnelling progress rates (iii) To determine, by statistical techniques, relations between TBM performance and rock properties.

Jan 1, 1986

By E. B. Johnson, G. Kjerbol, L. J. Holloway

The Mount Baker Ridge Tunnel is a major improvement of Interstate Route 90 in the State of Washington. The total length of planned underground construction is about 3,400 feet (1,040 m) of which 1,332 feet (406 m) will be constructed by a stacked-drift tunneling method. Sized for vehicular traffic on two levels, the net interior diameter will be 63 feet (19.2 m) requiring an exterior diameter of about 80 feet (24.4 m). The material to be excavated is predominantly stiff clay, and this will be the largest-diameter tunnel ever attempted in soft ground. A construction contract for the stacked-drift tunnel was awarded in late 1982.

Jan 1, 1983

By Murray Malott

The Sheppard Subway extension is currently being constructed in Toronto, Canada for the Toronto Transit Commission (TTC). McNally International Inc., in a joint venture with PCL and the Foundation Company of Canada were awarded the Twin Tunnels contract of the Sheppard extension. The Twin Tunnels project is approximately 4.4 km in length and consists of two separate twin bore drives each 3.3 km and 650 m in length and approximately 400 m of cut and cover construction. This paper presents a case history of the construction of the soft ground tunnels through the complex Toronto glacial deposits using two 5.9 m outside diameter Lovat earth pressure balance (EPB) tunnel boring machines.

Jan 1, 1999

The King River Power Development on the West Coast of Tasmania has involved the storage of the waters of the King River in the new Lake Burbury and their diversion through a 7 km tunnel to a 144 MW power station. The last kilometre of this tunnel descends through 160 m under a ridge before emerging from the bank of the King River at the power station site. The decreasing cover over the tunnel as it approaches the power station meant that a steel lining was required in the last few hundred metres of the tunnel. This paper describes the geotechnical investigations which were carried out to establish the necessary length of the steel lining.

Jan 1, 1993

By Louis W. 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, toward downtown Pitts- 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 U JSger

The Westerschelde tunnel will be the first permanent road link between the Dutch regions of South Beveland and South Flanders. Two tunnel tubes, each 6.6 km long, will be driven using the shield tunnelling method. The difficult ground conditions and a water pressure of up to 6.5 bar make great demands on the design. This paper describes the problems and their solutions.

Jan 1, 1999

By J. Koinig, K. Mussger, St. Reischl

Jet grouting is a viable supplementary measure for NATM tunneling in special softground conditions. In particular it is used as a type of forepoling to maintain face stability and to provide initial support for large openings until the shotcrete lining reaches sufficient strength. For this purpose cement grout is injected under high pressure through horizontal pipes outside of the tunnel perimeter and thoroughly mixed with the soil producing 1 to 3-foot diameter cylindrical beams. Excavation of the tunnel then proceeds beneath this umbrella of 40 to 50 foot long beams. Design and construction experiences from recent projects are presented for tunnels diameters between 30 and 50 feet in fill and alluvial and colluvial deposits.

Jan 1, 1987

By Daniel J. Dobbels, Eric R. Drooff, James R. Wheeler

Construction of Boston’s C11A1 Section of the Central Artery (I-93)/Tunnel(I-90) Project beneath the existing MBTA Red Line Subway at South Station required excavation to depths in excess of 33.5 m (110 ft) through permeable sand and gravel subject to almost 27.4 m (90 ft) of hydrostatic groundwater pressure. As tacked drift tunnel underpinning system was designed to provide positive support to the active station prior to mainline tunnel construction. As part of this system, a permeation grouting program was developed to facilitate tunnel excavation. This paper describes the design and implementation of the grouting program, in sit testing, and the overall performance of the grouted soil mass.

Jan 1, 1999

By Tim Brick, Peter Jewell, Stephen Thompson, Simon Morgan

The $980m (€750m) Dublin Port Tunnel, Europe’s biggest urban highway tunnel project, was opened in December 2006. The culmination of this immense scheme is set to transform the environment, mobility and road safety of Ireland’s capital city. This paper summarizes the key aspects of a project linking both sequential and parallel construction of individual tunnels and describes various approaches to bored, mined and pre-support cut-and-cover tunneling in a wide variety of ground types and depth of cover. Examples of innovative approaches to deal with structural and geotechnical problems while maintaining full operation of both road and rail traffic and the integrity of properties in a dense urban corridor are described.

Jan 1, 2007

By S. G. Gendler

The choice of ventilation schemes in the Northern Mujsky railway tunnel and definition of the nec-essary quantities of air ensuring regulated radiation conditions in the tunnel system has been accomplished. The influence of natural draught on the stability of tunnel ventilation has been estimated. The design of a portal venti-lation gate allowing minimal influence from natural factors is described. The dependence of pressure loss in the sliding ventilation gates on their spanning value of the vehicle tunnel section has been determined. The selection of parameters for an atmospheric air heating system in winter has been carried out. The operation regimes of air heaters, dependent on the temperature of atmospheric air, have been established.

Jan 1, 2009

By Wolfgang Roth

In 1990, a residential area above the North Outfall Sewer (NOS) tunnel constructed in 1924, experienced subsidence. After sewage was diverted into the North Outfall Replacement Sewer (NORS), soil probing from within the tunnel was conducted, soil-improvement options were developed, and a preferred grouting scheme was analyzed by numerical modeling to evaluate the stability of the 80-year+ old tunnel liner under grouting-induced loading conditions. This paper discusses the initial field investigation and the development and analysis of a grouting scheme originally intended to be implemented before relining of the tunnel. The scheme was later modified, and the new liner was installed before the final probing and grouting work was done.

Jan 1, 2008

A dedicated tunnel construction version of the Caterpillar 328D LCR compact radius excavator is proving highly productive on the A9 Autoroute construction project near Visp, in Switzerland. It is the first machine of its kind to operate on a Swiss contract and uses a special dedicated front attachment designed and constructed by German Caterpillar dealer Zeppelin. The machine offers a powerful, stable and compact solution for tunneling contractors. A rear overhang of just 305 mm (12 in.) provides a tail swing radius of just 1.9 m (6.2 ft). The 328D LCR is ideal for the restricted working areas within a tunnel construction site. The machine is equipped with the wide tracks from the 330D L conventional crawler excavator, ensuring maximum stability when operating. In addition, the boom mounting has been moved further toward the center of the machine for the tunnel model, creating an increased lift capacity over the front end compared with a standard 325D L. The boom itself features a robust box section construction, with high-strength steels, additional supporting struts and reinforced bearings for maximum durability. All pins have hard-chromium plating for optimum protection against wear. Stick digging force is a powerful 134 kN, with up to 212 kN of bucket digging force available, for maximum penetration in blasted material. The 328D LCR is also equipped with a heavy-duty dozer blade as standard. This ensures outstanding stability when working and providing a useful secondary tool for clearing and leveling within the jobsite. Two 45° tilting mechanisms in the boom construction, allow the boom to be swung to 45° on either side of the machine. So the specially designed attachment linkage provides increased rollback for access to the roof of the tunnel. A Caterpillar CW45S mechanical quick-coupler allows rapid changes between specialist tunneling attachments, standard Caterpillar buckets and a range of Caterpillar work tools. The machine is powered by a Caterpillar C7 diesel engine. This six-cylinder EU Stage IIIA diesel motor [ ] offers 8 percent more power than its predecessor, with 140 kW (190 hp) available at just 1,800 rpm. Caterpillar?s ACERT combustion technology results in lower fuel consumption and reduced exhaust emissions. However, the tunnel machine is also equipped with a diesel particulate filter as standard, to further cut exhaust gases within the tunnel working. The 328D LCR is designed for use in transport tunnels of 6.8 m (22.3 ft) in height. With the tunneling boom in place, the machine has an operating weight of 42,540 kg (93,783 lbs), yet retains a transport height with the tunnel boom of just 3.9 m (12.8 ft). Transport width with 600 mm (23.6 in.) track shoes, is just 3.2 m (10.5 ft). On the A9 tunnel contract, the machine is being used by a consortium of Swiss and Austrian companies working for the canton of Valais? Routes Nationals Construction (RNC) department. The 31.8-km (19.7-mile) A9 Autoroute construction project will connect Sierre in the west and the town of Brig to the east. The tunnel that is bypassing the town of Visp is just one of a number along the mountainous route.

Jan 1, 2009

By David Belknap, Clay Haynes, David Egger

Rehabilitation challenges were met nearly two months ahead of contract schedule for the Design-Build, Fast Track Scituate Aqueduct & Tunnel project in Cranston, Rhode Island. The aqueduct and tunnel were built in the 1920s and consisted of three sections—a 2.3 m diameter reinforced concrete section that extends approximately305 m before it transitions to a horseshoe-shaped 2.3 m wide by 2.1 m high cast-in-place concrete tunnel that continues for approximately 5.3 km until it transitions back to a 2.3 m circular section that extends approximately 1.9 km to the end of this project. Major repairs were required to assure sustained operation of this water supply tunnel.

Jan 1, 2005