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By Thomas F. Martin, Daniel J. Sieve

In April 1988, the joint venture of Morrison-Knudsen and Paschen Contractors (M-K/P) was the successful low bidder for the Metropolitan Water Reclamation District of Greater Chicago's (MWRD) Contract Number 73-164-2H. This project is yet another in the MWRD Tunnel and Reservoir Plan (TARP) devised to control and treat overflows from combined sanitary and stormwater flows. M-K/P's project, located along the Des Plaines River, consists of 21,569' of tunnel mined to a 35' diameter and two tunnels totaling 14,529' mined to a 12' diameter. All three tunnels will have 12" thick reinforced concrete lining. The path for combined sewer/storm waters to reach the tunnels begins at a connection structure, continues through an approach sewer, a sluice gate structure and down a vertical shaft which is topped by a backflow structure. The purpose of the backflow structure is to prevent water surging to the surface as the system fills rapidly. Backflow preventors represent a change in design after problems developed on earlier constructed portions of the T.A.R.P.. On this project, 14 drop shafts channel flows to the tunnel system. In addition to the drop shafts, contract specifications require an emergency or escape shaft be located not more than 4000 feet from the tunnel headings. Due to long reaches without drop shafts, four access shafts had to be constructed. Thus, the total shafts constructed under this contract will be eighteen plus one 30' finished diameter construction shaft located within Miller's Meadows. Figure 1 shows the overall Des Plaines River System and the M-K/P contract connection to previous and future MWRD projects.

Jan 1, 1991

By Ian McFeat-Smith, Robert J. Fowell

Roadheader machines have a specific place in modern tunnelling, not simply as a compromise between drill and blast techniques and full face machines, but as an economic and versatile form of mechanised tunnelling where the method of excavation is easily integrated with tunnelling operations. In the past, roadheaders have been subjected to misuses by engineers who failed to realise that, as in all mechanised tunnelling, a planned and systematic approach is essential if the full potential of these machines is to be gained. An increasing awareness of this, together with the introduction of the more powerful roadheader carrying their cutting potential into the hard range of rock is changing this situation and now makes the prospect of using roadheaders particularly attractive (1). The advantages gained by employing these machines can be considerable and Table 1 lists some of them. This table illustrates that from both cost, and installation points of view, the roadheader has considerable benefits over the full face machine. However, the principal advantage gained is in broken ground where heavy supports can be installed immediately at the tunnel face. In addition, access for planned maintenance and repairs to most working parts of the machine is at a premium and average machine utilisations of 40 - 60% can be expected. In comparison to drill and blast methods, up to 40% better progress can be regularly achieved, and the subsequent savings in overbreak costs alone would more than pay for the cost of a roadheader used to drive a 3km long tunnel. As with full face machines, ground disturbance is minimal and for short tunnels in urban areas a road-

Jan 1, 1979

By Stephen G. Tough, Ted M. Noskiewicz

INTRODUCTION For many years, in Europe and in North America, pre-formed metallic and concrete segmental linings in tunnels have been used extensively as temporary and permanent ground support systems. In the United Kingdom the use of cast iron as a means of ground support in mining shafts dates from the first decade of the 19th century. Although at that time wood tubbing was extensively employed, cast iron was used in shafts at Wallsend and Percy Main collieries in the North East of England. The original form of cast iron tubbing consisted of cylinders which were lowered bodily into the pit and were built from the bottom up, but subsequently they were subdivided into segments which involved the making of vertical as well as horizontal joints. Principally, the practice of providing immediate pre-formed support developed because of the incompetent state of the surrounding ground and, although this still remains the over-riding consideration nowadays, several other factors are examined before finally deciding what type of lining to use. Other branches of sub-terranean technology such as tunnel thrusting or immersed tubes (both of which involve pre-formed linings) can provide alternative solutions to problems hitherto thought better solved by bored tunnelling methods. However, this paper will confine itself to those linings developed for the more traditional tunnelling methods. Usually the shape of segmentally lined tunnels is circular because this profile is the most suitable for bad ground and many tunnelling machines. This does not always lead to the most economic use of space within the tunnel and horseshoe or elliptical linings are sometimes used in suitable ground. The number of segments

Jan 1, 1974

By Gerald Zink

The object of underground excavation--apart from mining-- is to create an opening to serve as a part of some useful structure. The value of the opening lies in its conformity to the design configuration and its stability during the planned life of the structure. The wire saw could be used to excavate openings of high value at a cost competitive with present methods. First, a discussion of present methods will be used to explain where wire sawing fits in and how it should be applied. PRESENT EXCAVATION METHODS Tunnel Boring A recent advance in tunneling technology is the use of mechanical boring machines. There are many ways that a boring machine can reduce the cost of a tunnel or increase its value. I will mention a few of the advantages that have been demonstrated in tunneling projects. A tunnel can be bored without overbreak, allowing concrete lining to be poured to the design thickness without waste. Boring creates a minimum of disturbance to the tunnel wall, preserving the natural strength of the rock and reducing the amount of support which must be installed to maintain stability. A boring machine maintains the tunnel at its full dimensions and proper shape, and it leaves no rock projecting from the wall which must be trimmed off. The use of boring machines is presently limited to openings of uniform cross section and great length. If the previously mentioned attributes of mechanical boring could be applied to excavation of a wide variety of chambers and passages, then a corresponding decrease in cost and gain in value would be possible for chambers.

Jan 1, 1974

By Chikaosa Tanimoto

INTRODUCTION The committee on Rock Mechanics, Japanese Society for Civil Engineers, has been discussing 'soft rock engineering in Japan' and presented several papers concerning dam, tunnel, bridge and slope constructions to International Symposium on Weak Rock, Tokyo 1981. This is the summarized paper based on References of Okamoto et a1 (1981), Iida et a1 (1981), Working Group on Tunneling-JSCE (1981), Working Group on Bridge Foundations-JSCE (1951) and Kikuchi et a1 (1981), which can convey general view on engineering experiences with weak rocks in Japan. From the point of view to the origin and/or distinctive physical properties, weak rocks in Japan may be classified into (1) sedimentary, (2) weathered, (3) low welded-pyroclastic and (4) fractured ones. Their typical characteristics are summarized in the following section. Concerning dam foundations on soft rock, several hundreds have already been constructed and, at present, nearly one hundred are under construction or at planning stage. These dams, almost without exception, have some problems such as site selection, material selection for fill-type and concrete dams, design of dam and its foundation, and construction procedures, requiring special ingeneous and cautious measures to cope with the local geotechnical difficult situations. In tunneling, for the decade of 1970s, the number of tunnels in soft rock either completed or under construction was at least 160, including Seikan Tunnel of 53.9 km long, Nakayama Tunnel of 14.8 km long and so on. Most of these tunnels are distributed in the northern half of Mainland, consisting of a basement of Paleozoic strata and Plutonic rocks, overlayed by Neogene Tertiary formations which include large

Jan 1, 1982

By E Claridge

There are a number of major infrastructure tunnelling projects currently underway or proposed in New Zealand, including construction of new road and rail facilities and the refurbishment of existing road tunnels. These new projects have triggered a rethink of traditional practices in underground fire and life safety and local regulation.While there is a current surge in activity, tunnels have been a signifi cant part of New Zealand’s transport infrastructure for over a century. Despite this background, the new projects commonly face challenges that are symptoms of a national regulatory environment that has aspects that are inappropriate for underground environments. There are inconsistencies in local regional regulation and an absence of national guidance and standards relating to tunnel design. Historically, New Zealand has looked across the Tasman for guidance. Although recent overseas tunnel designs present learning opportunities, the adoption of international best practice and standards may not necessarily address local expectations or needs.This paper explores a number of specific matters affecting the design of road and rail tunnels in the New Zealand context, namely; the Building Regulations and associated local consenting processes and parties, and the responsibilities and needs of the New Zealand Fire Service.The discussion highlights the importance of a collaborative approach involving the designer, asset owner, regulators, emergency services, and other parties, and ensuring up-front clarity in design responsibility and ownership of residual risk.

Mar 8, 2011

By Q Yang

This paper describes the design and construction of three 7.2 m span access ramp-tunnels to the three level underground car park of the newly redeveloped Top Ryde City Shopping Centre in northern Sydney. The tunnels were to be excavated without significant impact on the overlying Devlin Street, one of the busiest arterial roads in the Sydney metropolitan area and a major link in the Sydney road network. The interpretation of the geological conditions indicated that the tunnels would be driven in a formation of heavily jointed, extremely weathered to fresh Triassic Ashfield shale with some structural features such as dyke, fault and shear zones identified in the available boreholes logs. Both empirical and numerical methods were used to design the tunnels and to predict the ground surface settlements. The design solution, which was influenced by the relatively small scale nature of the work and the current demands on the tunnel construction market, included presupport, initial support and permanent steel fibre reinforced shotcrete (SFRS) lining. The interactions of the driven portals with cut and cover sections and the proposed deep excavation of the new shopping centre were considered at the design development stage and in the construction phase to ensure the safety of the live road. The tunnels have been successfully constructed and are now operational.

Mar 8, 2011

By E P. O’Dwyer

Segment and gasket lining in tunnel boring machine (TBM) tunnels; and sheet membrane lining systems in driven tunnels are robust waterproofing systems each with a proven history of performance in Australia and further afield. Where an interface between these two systems occurs, the potential for costly failures is vastly increased and additional attention to detail is required in design, planning and construction. TBM cross-passages represent the most common occurrence of this interface, with steel compression flanges and neoprene gaskets being the typical means of connecting the waterproofing systems. There is a large variance in both detailing these flanges and associated outcomes, which makes this an area where there is room for improvement within the industry.The paper will look to tease out the various issues associated with this interface and how they can be dealt with efficiently with appropriate design measures, robust planning and carefully controlled construction methods.The paper will also look to review the new technologies and systems currently being put forward as potential alternatives, including an epoxy tape system, which has recently been successfully trialled on a project in Europe under high-pressure head.CITATION:O’Dwyer, E P, 2014. The challenge of waterproofing cross passages in segmentally lined tunnel boring machine tunnels, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 315–322 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

By George Joseph Malina

Contractor chose and Owner allowed concrete to be placed using the arch first principle while excavating the 35'-3" O.D. rock tunnel. The contract included excavating and lining 26,000 L.F. of rock tunnel to 33'-I.D. Concrete was placed at a rate of 90LF per working day using a movable bridge to allow batching, mixing and pumping of concrete adjacent to the tunnel form.

Jan 1, 1981

By C. M. Lundell, F. S. Kendorski, R. D. Prager

The criteria for the design of the shaft/tunnel system excavation at the Rocky Mountain Project was to provide a stable opening during and after construction to receive the concrete lining and to minimize the disturbance of the surrounding rock mass so that the rock mass resists the displacement of the tunnel mining upon internal pressurization. This paper will summarize the geotechnical design of the shaft, elbow, tunnel, bifurcations, and penstocks

Jan 1, 1986

By William S. Butcher

Research and development of tunneling technology is rapidly taking its rightful place as an important ingredient in the Nation's research and development strategy. The state of technology in tunneling is very important to the Federal Government. Through its support, both direct and indirect, of a wide range of public works, our government, using the taxpayer's money, is the biggest buyer of tunnels. So that this money is spent wisely and efficiently, it is important that potential developments in tunneling technology that promise lower cost tunnels be pursued, if the cost of reaching the goals is commensurate with the prospective benefits. For too many years, the Federal Government's activities in the tunneling technology field were fragmented. Recently, specific coordination efforts have been initiated. It may surprise some to realize that the total Federal expenditure on excavation technology research and development, which is largely devoted to underground excavation, is growing by leaps and bounds. In fiscal year 1971 alone, approximately $19 million were expended by Federal agencies. This current fiscal year (FY 1972) that amount will increase to $24 million. It would appear that next year we will exceed the 1972 expenditure by 52 percent to bring the total FY 1973 expenditure up to $36 million. As most of this money is devoted to underground excavation, it is clear that the Federal Government

Jan 1, 1997

By F. J. Klingler, K. M. Swaffar, M. M. Rabbaig

The Detroit Water and Sewerage Department has undertaken a $1.2 billion effort to capture and treat combined sewage overflows from various outfalls along the Detroit and Rouge Rivers in Detroit, Michigan. This program is planned to include a 455,000 m3 (120 million gallon) storage and treatment tunnel which will capture overflows from 19 outfalls along the Rouge River. The tunnel is currently in the conceptual design phase, with the bid date planned for mid-year in 2001,and completion planned for August 2005. The total design and construction cost is currently estimated to be approximately $450 million. Current concepts are for the storage and transport tunnel will be 6.1 m (20feet) in finished diameter, with a total alignment length of approximately 12,200 m(40,000 feet). The main tunnel will extend through the Traverse and Antrim Shalerock formations, while approximately 5,500 m (18,000 feet) of various diameter connecting tunnel will extend through both rock and soft ground. The project will include a total of 10 drop shafts, 13 riser shafts, various connecting structures, and a 455,000 m3/day (20 mgd) pumping station. This paper will present a discussion of the design philosophy, subsurface conditions, the various planned components, and the expected design and construction considerations for the proposed Upper Rouge Combined Sewage Overflow Tunnel.

Jan 1, 1999

By A Garg

Squeezing can occur both in hard rock and in jointed rock mass as a result of over stressing. It is related to time dependent shearing, ie shear creep and is associated with the volumetric expansion (dilation) and radial inward displacement of the tunnel surface. While planning a tunnel in hard rock under a high cover of the order of 2 km it is desirable to identify the potential squeezing ground conditions and to select appropriate excavation technique and the support measures. There are several solutions to counter balance the squeezing ground viz over excavation of tunnel profile, assessing appropriate excavation technique, provision of a ductile primary support and time for providing tunnel lining. Low drivage rates and high cost due to support failures requiring rectification arising out of poor anticipation of tunnel closures and support pressures are major problems associated with tunnelling under squeezing ground conditions. Under squeezing ground conditions, the deformation will be gradual, therefore, in order to absorb deformations yielding supports are quite useful as primary support which provide a reliable low initial support pressure and permit uniform stress relief of the surrounding rock along with preventing rock from ravelling. The paper discusses the various factors which influence the selection of appropriate excavation technique and support measures in hard rock under squeezing ground conditions.

Jan 1, 1999

Hong Kong continues to display a remarkable enthusiasm for undertaking ambitious tunnelling schemes despite apparent recessions in the Asian economy. This paper provides an outline of tunnel projects currently under construction, those recently tendered and a glimpse of the extent of forthcoming projects which, according to Government sources, carry a price tag of HK$ 200B. Committed works will cost about HK$ 15B and involve a variety of TBM and drill and blast tunnels. These include the recently tendered works for KCRCÆs West Rail and MTRCÆs Tseung Kwan O railway extension, together with five no retendered TBM drives for the Strategic Sewage Disposal Scheme (SSDS) following forfeiture of the works by the Campenon Bernard-Maeda JV in mid-1997. The JV claimed unreasonable specifications leading to unacceptable levels of water inflow and dangerous working conditions. Key technical issues that are now arising in Hong Kong are:the general use of design and build contracts for bored tunnel contracts;a trend to accept TBM options for relatively short drives in urban areas;the use of æfixed-priceÆ contracts which in the current competitive market, can encourage tenderers to take contractors to take very high risks; andthe difficulty of predicting and managing water inflows in rock tunnels.This paper also includes a new empirical method of predicting water inflows in rock tunnels, and makes recommendations for managing these on-site.

Jan 1, 1999

By Gary S. Brierley, Tracy J. Lyman

INTRODUCTION Geotechnical engineers play a major role in tunnel design primarily because tunnels are constructed entirely within the ground. In general, this role can be divided into two major tasks: subsurface investigations and project design. Under subsurface investigations, it is necessary for the geotechnical engineer to accurately describe the ground in which the project will be built. Under project design, it is necessary for the geotechnical engineer to work together with other members of the design team to make certain that the tunnel fulfills its intended purpose at least cost. Given in the paper are the authors' opinions about what constitutes an adequate scope of services for these two tasks on a tunneling project. SUBSURFACE INVESTIGATIONS o Background Study All subsurface exploration programs for tunnels begin with a thorough investigation of background information about the proposed site. Such background information includes geologic, reports topographic maps, aerial photography, and case history reports of other nearby tunnels. Once completed, it is necessary to study the background information so that the proper scope and magnitude of subsurface exploration work is performed in a manner that provides maximum input to a knowledge of those intact and rock mass properties that are important for an understanding of the entire ground mass. The blind application of field and laboratory techniques, no matter how sophisticated, is wasteful and potentially

Jan 1, 1989

By D. U. Deere, T. R. Harrell

Factors such as rock cover, rock type and rock quality can exert a dominate influence on the behavior of a concrete tunnel lining. This paper will present and discuss the investigation, evaluation and use of such factors at the Rocky Mountain Pumped Storage Project in the design of the 10.67m (35 foot) diameter concrete tunnel lining. A plane strain, finite element analysis was performed on the concrete/rock system. The finite element model consisted of a concrete lining zone and three (3) rock zones; a highly destressed rock zone, a transitional rock zone and an intact rock zone. Zones were differentiated from one another by varying the modulus for each zone. Results of this study yielded a concrete lining strain from radial expansion which was used in the crack control calculations for the concrete tunnel lining. After the tunnel excavation was performed, plate jacking tests and additional seismic surveys were run on the tunnel walls. This testing served to confirm the rock modulus values used in the preliminary analysis. However, results were observed which indicated that a two zone rock model would more accurately represent in-situ rock conditions than the three-zone rock model used in the preliminary analysis. This revision to the concrete/rock model was made and a final concrete tunnel lining analysis was performed.

Jan 1, 1986

By Rory P. A. Ball, Mark Briggs, Martin Dix

"Tunnel professionals should inform project stakeholders on the reality that tunnel projects are not 100 percent devoid of the need for excavations or public inconveniences during both design and construction phases. Competing stakeholder objectives to limit these disruptions must be weighed against the need to mitigate risks and to produce a constructible, operable and maintainable end product. Perhaps the approach we should take with stakeholders, also known as Authorities Having Jurisdiction (AHJs), is sharing memorable case studies that bring to life the potential risks so often buried within lengthy risk registers. This paper provides a sobering case study describing what can occur if the presence and/or location of utilities and other obstructions are not fully understood due to restrictions placed on exploration or mining operations. In this instance, the Microtunnel Tunnel Boring Machine (MTBM) encountered a buried concrete structure, followed by rows of abandoned wood piles, before finally colliding with an active high-pressure gas main under a bustling coastal highway. Multiple stakeholders imposed tight logistical and other work restrictions, compounding the difficulties experienced during the drive. However, the difficulties were effectively managed through the project team’s proactive collaboration and communication with everyone involved. INTRODUCTION Some of the most important decisions that influence the ultimate success or failure of a project may not be made by design engineers. Instead, these decisions are often made by project stakeholders and third-party agencies. Tasked with protecting the best interests of their users, these agencies are cautious of potential impacts associated with project construction and subsequent use. Unfortunately, actions required (or restricted) by stakeholders often result in unwanted ripple effects that negatively affect the very users they are trying to protect. For example, a mandate limiting a shaft site to an unreasonable size may be intended to reduce local business impacts, but may actually increase impacts as more supply and truck hauling is required."

Jan 1, 2016

By Vinton A. Garbesi

The construction involved in the Washington Metropolitan Area Transit Authority (WMATA), Contract No. lK0011 (K-1), encompassed some 2,621 meters of single track parallel tube rapid transit tunnels, 335 meters of cut-cover subway station and appurtenant ventilation structures at each end, and a fan shaft at approximately the mid point of the tunnels. The construction contract was awarded June 7, 1974 to a Joint Venture consisting of Intercounty Construction Corporation, Hyattsville, Maryland, and S $ M Constructors, Inc., Solon, Ohio. The former being responsible for performing the cut and cover construction, and the latter being charged with constructing the running tunnels and fan shaft at their mid point. (See Fig. 1) The problems of mining and supporting, the 183 meters of twin tunnels just east of Court House Square Station, by unique mixed face and soft ground mining methods is the main subject of this report, although a general review of the tunnels in their entirety, as well as the geology encountered in the excavations, is presented to give a better overall setting for the problems encountered. GEOLOGIC SETTING The tunnels for the K-1 contract are located in three general types of material; the first being fractured and metamorphosed ignious rock (quartz-hornblende-biotite gneiss), the transition zone between weathered and competent rock, and in ground consisting of the weathered

Jan 1, 1979

By V. Nasri, S. Rashidi

The Baltimore Red Line Project is a proposed 22.7-km (14.1-mile) long east-west light rail transit (LRT) line envisioned to connect the areas of Woodlawn, Edmondson Village, West Baltimore, downtown Baltimore, Inner Harbor East, Fells Point, Canton and the Johns Hopkins Bayview Medical Center Campus. The Red Line LRT System has two tunnel segments - the Cooks Lane Tunnel (CLT) and the Downtown Tunnel (DTT). The CLT segment is roughly 1,920-m (6,300-ft) long. It commences at the west portal located at the highway ramp for I 70 (to be removed) and terminates at the east portal that is at the intersection of Edmondson Avenue (U.S. Route 40) and Glen Allen Drive. This segment of the project consists of the following construction components: approximately 1,458 m (4,786 ft) of tunnels, 143 m (469 ft) of cut-and-cover tunnel, and 318 m (1,045 ft) of retained cut (U) section. The approximate horizontal alignment for the Red Line LRT Project is shown in Fig. 1.

Jan 1, 2014

By Carlos Álvarez, Sergio Sánchez, Michael Mains, Giuseppe Gaspari

Extensive record of tunnels excavated with SEM (sequential excavation method) in swelling grounds exists in literature: global experiences include successful tunnelling both through clayey and rock masses with time dependant deformation. However, TBM (tunnel boring machine) use in swelling conditions with high water pressures (EPB, earth pressure balance, machines or slurry shields) is much less documented, considering the lower expected impact due to the limited stress relief and operations under saturated conditions. This paper summarizes a number of studies conducted as part of the risk assessment and detailed design of a large diameter TBM tunnel in variable and challenging geological conditions. The tunnel alignment is driven through mixed face conditions including swelling soils and clayey soft rocks, prone to intense time-dependent deformations. The paper also describes the approach adopted for the design of pre-cast segmental lining subject to both swelling actions and high seismic loads, due to the regional active tectonic faults. The design of this lining included a detailed parametric study performed to handle the existing uncertainties related with ground characterization, potential deconnement and complex geological congurations.

Jun 23, 2024