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By M. Wittke

"In the course of the extension of the railway network in Israel, currently the two 4.6 km long tubes of the Gilon Tunnels on the line from Akko to Carmiel are being constructed. The tunnels run through the limestones of the Bina- and Yirka-formations, which locally are karstified. The maximum overburden amounts to 160 m.The limestones are mostly horizontally bedded and vertically jointed. Occasionally also inclined joints exist. The tunnels cross various fault zones, which mostly strike at an acute angle to the tunnel axis and are steeply inclined. The karstic cavities which were encountered during tunneling have partially been filled by clay. In the vicinity of the fault zones, the rock has often been strongly jointed and weathered respectively. The two single-track tubes have a cross section with vertical walls and an open invert. The tubes are connected by cross cuts with a spacing of approx. 250 m.During the tender phase, WBI has elaborated the tender design for a joint venture of a Chinese and an Israeli construction company. After the joint venture had been awarded the contract, the preliminary and the detailed design have been elaborated by WBI and the construction works have been guided. On the basis of the geological description, rock mechanical models have been elaborated, followed by stability analyses on the basis of the Finite Element method. The tunnels have been excavated according to the shotcrete method. The support in most areas only consisted of a very thin shotcrete lining and radial bolts in the area of the roof. Depending on the degree of jointing and weathering, locally advancing support by means of spiles has been applied.The internal lining of reinforced concrete has been constructed in parallel to the heading of the tubes. Mucking and delivery of materials was carried out through the cross cuts.The breakthrough was achieved in April 2014 and thus within schedule. The predicted distribution of the excavation and support classes along the tunnel has been in good agreement with reality."

Jan 1, 2015

By Z. Eisenstein, H. K. Heinz, F. M. Kuwajima

Due to its complex rheological behaviour, shotcrete induces a ground-structure interaction that differs significantly from other types of tunnel linings. For the same reason, the instrumentation of shotcrete linings presents special problems, particularly when it comes to estimating the stresses transferred to the lining during construction. The shotcrete characteristics which affect the stress distribution are initially discussed. Measurements obtained in a recent soft ground tunnel are also presented. The conclusions are aimed at introducing practical recommendations for the design of tunnels where shotcrete is used as initial and/or final support.

Jan 1, 1991

By Thomas A. Lang, Kanwarjit S. Chawla, Francis S. Kendorski

Unlined water tunnels have often been used as pressure conduits for hydroelectric projects. However, fallouts of rock in such tunnels are not uncommon and in many cases have been attributed to erosion of shears and seams. A case history of such a fallout is described. An appraisal of the conditions pertaining to the fallout led to the conclusion that rapid changes in the water pressure in the tunnel resulting from operating conditions were significant factors in initiating the fallout. Other factors that contributed to the fallout are also described.

Jan 1, 1976

By Ernest Selig, John Dunnicliff, Delon Hampton

This paper provides a summary of a two-day conference held in New Orleans in March 1980, entitled "Tunnel Instrumentation: Benefits and Implementation." The conference addressed two major questions: First, what are the benefits of using instrumentation during tunnel construction? Second, what contractual relations should be established for conducting instrumentation programs during tunnel construction? Each session consisted of brief formal presentations and extensive panel discussions with participation from attendees. Attendees included owners, designers, contractors, and instrumentation specialists. This paper presents a consensus of views expressed during the conference.

Jan 1, 1981

By Arthur W. Darby

Heathrow Airport is owned and operated by BAA who are engaged in a major programme of expansion. In order to link the expansion of the airport in the west with the existing central terminal area, a twin bore, 8.8m outside diameter, road tunnel,1280m long, is being constructed. The tunnel drives pass over, with limited clearances, an operating railway tunnel, and pass under, with about one diameter cover, the airport taxiways and aircraft stands. Selection of the machine was heavily influenced by the need to minimise settlement.

Jan 1, 2003

The Prospect to Pipehead Tunnel is a component of the Sydney Water Board's multi-million dollar Drinking Water Quality Program to improve the quality of Sydney's potable water supply to meet revised national health guidelines. The tunnel project involves the construction of seven kilometres of 3.9 metre diameter machine bored tunnel which is to be lined with a three-metre diameter steel liner. The paper describes the fully integrated planning and design approach and management technique used to enable this major project to proceed to meet the requirements of a tight construction program.

Jan 1, 1993

By Ali Nasirian Ph. D., Gabriel Carvajal

To facilitate the safer and more secure transportation of inmates from San Diego Central Jail to the new San Diego Courthouse, the County of San Diego committed to building a new transfer facility as part of the downtown developments. The transfer facility includes a three-story underground structure adjacent and connected to the Central Jail and a 60-ft deep, 23-ft diameter, 320-ft long tunnel. The tunnel starts at County Jail, passes underneath Western Regional Detention Facility (Old Jail) and, ultimately, connects to the State Courthouse. Condon-Johnson & Associates, Inc. (CJA) was selected to install the temporary shoring shaft for the underground structure as well as three arrays of canopy pipes to support the tunnel’s Sequential Excavation Method (SEM) construction. CJA installed the rectangular 56-ft deep access shaft shoring with three levels of bracing, and a combination of secant piles, soldier piles, and timber lagging. The shoring also included a sliding bridge at top to provide access for trucks to enter and exit from county jail during the duration of construction. Following shoring and shaft excavation, CJA installed and grouted 7-5/8” dia. canopy pipes in 3 reaches, parallel to the longitudinal design line of tunnel with a slight lookout angle. CJA installed 24 each canopy pipes, 99-ft from face of shaft at reach 1, 21 each, 80-ft length canopy pipes at reach 2, and 21 each, 75-ft length pipes at reach 3. CJA confirmed canopy pipe alignment via Inertial Sensing Gyro. To mitigate the possibility of settlements caused by the tunneling operation underneath Old Jail strip footing and grade beams, CJA also performed void fill grouting. Sleeve port grout pipes (SPGP’s) were installed inside the Old Jail basement and grouted with the use of packers as the tunneling operation passed underneath the Old Jail. In detailing various aspects of the construction, this paper aims to magnify the innovative solutions for shoring, canopy pipe installation and void fill grouting challenges as well as the state of the art quality control measures undertaken by CJA.

Oct 1, 2022

By Pawan Bharadwaj, Wim Mulder, Thomas Tscharner, Guy Drijkoningen, Rob Jenneskens

"The Earth’s properties, composition and structure ahead of a tunnel boring machine (TBM) should be mapped for hazard assessment during excavation. We study the use of seismic-exploration techniques for this purpose. We focus on a seismic system for soft soils, where shear waves are better and easier to interpret than compressional waves, as has been shown over the last decade. The system is intended to be deployed on the machine’s cutter head, with a few seismic sources and sufficiently many seismic sensors to tackle spatial variability and noise characteristics. An important property of the newly developed system is its ability to process data with very little human interaction. Images need to be available in near real time, without human interactions slowing down the imaging process. This can be achieved by employing Full Waveform Inversion, which minimizes the difference between modeled and observed data. Because this method may suffer from local minima in the cost function if the data lack low-frequency information, we employ a dedicated seismic source that can generate sufficiently low frequencies for the relevant length scales. With data acquired in a number of field settings that mimic realistic TBM configurations, we show that the designed seismic system can successfully look ahead of the TBM and offers a valuable capability to support decision-making during tunnel excavation. INTRODUCTION While excavating a tunnel with a Tunnel Boring Machine (TBM), the geology and the ground conditions along the planned tunnel trajectory need to be investigated in order to safely and efficiently carry out the underground operations. This entails detecting the occurrence of boulders, foundations, pipes and faults, necessary to prevent hazards and time-consuming delays in the tunnel boring operations. In order to facilitate ground prediction ahead of a TBM, techniques as used in seismic exploration can be deployed. Two components common to seismic-exploration techniques are data acquisition and processing, the latter including inversion. We will discuss each of these for the application to tunnel excavation with TBM, in particular for soft soils."

Jan 1, 2016

By Edward Jacobsen, Patrick J. Lydon

"The ongoing expansion of the Oak Creek Power Plant in Oak Creek, Wisc., includes a tunnel bored in rock that connects to four vertical intake shafts approximately 1.5 miles (2.4 km) offshore in Lake Michigan. In 2004, Case Foundation Company was awarded a lump sum contract to install these intake shafts. In spite of delays that shortened the May to September construction season by up to 50%, four shafts and liner assemblies were drilled in 2005 and 2006. The shafts were connected to the tunnel in 2007 by mining upward to reach the lower portion of each liner and then removing its internal bulkheads so that lake water fl owed into the tunnel. The project is one of the largest private construction projects ever undertaken in Wisconsin. The expansion adds 1,230 megawatts of generation. In addition to the tunnel and offshore work, there will be 16 miles (26 km) of railroad track and 6 million cubic yards (4,600,000 m3) of earth work. The 27 ft (8.2 m) diameter tunnel, drilled some 150 ft (46 m) below the surface of Lake Michigan, originates onshore at a pump house. A structural slurry wall was constructed as the foundation for the pump house. The tunnel passes to the south near the current water intake before bearing east toward the new offshore intake shafts, which are 12 ft (3.6 m) diameter by 108 ft (33 m) long steel liner assemblies. These were grouted in place from approximately 3 ft (1 m) above the crown of the intake tunnel and then to 20 ft (6 m) below the lake bottom.Site GeologyOffshore. The plant site is north of the Racine-Milwaukee county line in an area affected by glacial activity. The soil conditions encountered at each shaft location were consistent, with noticeable variations occurring in the top of rock elevations that sloped downward from the innermost to the outermost shaft."

Jan 1, 2008

By James Parkes

"The proposed Baltimore Red Line light rail system includes a 3.4 mile downtown tunnel (DTT) with five underground stations. The design of the underground stations involved overcoming several challenges, including limited right-of-way, high groundwater and uplift pressures, and metamorphic rock within the station depths. An innovative design was developed to maximize the internal station space while minimizing cost. The station designs use slurry walls for temporary and permanent support and groundwater control. Depths within rock are supported with cast-in-place concrete walls, the thickness of which are minimized through the use of permanent rock anchors for support of the rock mass and slurry wall toes. Permanent tiedown anchors are used for uplift resistance, which minimizes the station depths, volume of rock excavation, and the volume of deadweight concrete. Design considerations regarding individual elements and overall integration of the slurry walls, CIP walls, and multiple anchor types are presented.INTRODUCTION The Baltimore Red Line (BRL) project is a proposed light rail transit line for the Maryland Transit Administration (MTA) that runs east to west through Baltimore City and County. The project includes the Downtown Tunnel (DTT) consisting of 3.0 miles of twin running tunnels, two portals, five underground stations, and a pedestrian tunnel, as shown in Figure 1. The tunnels have an outside diameter of 21.8 feet and are designed to be mined using pressurized face tunnel boring machines (TBMs). The stations, portals, and the pedestrian tunnel are designed as cut-and-cover structures using slurry walls (concrete diaphragm walls) for both temporary support of excavation (SOE) and permanent structural walls. The dimensions of the five underground stations are summarized in Table 1. Design challenges included limited right-of-way (ROW), challenging soils conditions, strong metamorphic rock within the station depths, and high groundwater conditions. The final station designs included innovative use of slurry walls, tieback anchors, rock anchors, and tiedown anchors."

Jan 1, 2016

By J. Edberg

"This article details the use of an alternative testing method to the 2004 "Post-Tensioning Institute (PTI) Recommendations for Prestressed Rock and Soil Anchors" manual’s recommendations for temporary and permanent rock anchors for applications in shafts and tunnels. This method was developed and used for the Black River Tunnel (BRT) project in Lorain, OH as a means to reduce testing time of rock bolts during shaft construction while maintaining a similar level of quality control and assurance. The following sections will detail the project background, subsurface characteristics, shaft construction, the 2004 PTI testing method and associated difficulties, the alternative testing method and conclusions reached.Project backgroundThe city of Lorain is located in north central Ohio on the south shore of Lake Erie, approximately 40 km (25 miles) west of Cleveland and 119 km (74 miles) east of Toledo. The city chose to build a large-diameter storage tunnel and pump station to meet its requirements to reduce sanitary sewer overflows to the nearby Black River. NTH Consultants Ltd. (NTH) was retained by the city’s prime consultant, Malcolm Pirnie Inc. (now the water division of Arcadis), to perform a geotechnical investigation, develop design and construction bid documents for the tunnel and shaft liner systems and ultimately provide oversight assistance during the construction phase of the project.The BRT is an approximately 1,700-m (5,560-ft) long, 7-m (23-ft) diameter rock tunnel to be lined with a 5.8-m (19-ft) inside diameter secondary concrete lining (Fig. 1). The tunnel is designed to accept flow at a new drop shaft (Shaft 3) located on the west side of the Black River, across from the city of Lorain Black River waste water treatment plant (BRWWTP). The tunnel will be dewatered at the south end by a large diameter pump station (Shaft 1) located in the existing Lorain Port Authority Public Boat Launch. Flow from the new pump station will be discharged into an existing shallow interceptor sewer and directed back to the BRWWTP."

Jan 1, 2014

Soil improvement technologies have been widely employed over the recent decades to overcome tunnelling problems in difficult grounds, their range of application growing proportionally to the technological development. The constant advancement in the different mechanical (flexible and more powerful equipment) and electronic (enhanced reliability and direct quality control) aspects of these technologies, fostered the confidence of engineers and tunnellers and, ultimately, allowed the entire tunnel industry to approach difficult excavations in a safer and cost effective manner.This paper outlines the main features of commercially available soil improvement techniques, with particular emphasis on permeation grouting and jet grouting. These two technologies, developed concurrently in Europe and Japan, and there customarily adopted in the design of underground structures, have known extensive and extreme applications worldwide in recent years. Case histories and current practice of soil improvement techniques, as they apply to tunnelling, are also rendered.

Jan 1, 1999

By Gary S. Brierley, Ronald E. Romley, Alan L. Howard

The Price Road Drain Tunnel in Tempe, Arizona is part of the drainage system constructed in conjunction with the Outer Loop Highway in metropolitan Phoenix. The Outer Loop Project is a part of a much larger expressway system that includes other large drainage tunnels such as the Papago Freeway Drain Tunnels. Large diameter downhole inspection borings were utilized to obtain subsurface data for the design of these tunnels. Subsurface data obtained from the large diameter borings resulted in the development of empirical parameters that were successfully incorporated into the Geotechnical Design Summary Report and which satisfactorily predicted ground behavior, formed the basis for improved geotechnical design criteria, and facilitated the cost effective assessment of third party risk. The purpose of this paper is to describe the subsurface exploration program performed for this project and to explain the methods used to evaluate underground construction procedures.

Jan 1, 1991

By Robert Rautenberg, Ted Budd

The paper will discuss the successful construction of the largest dollar value ($194.5 million, U.S.) TARP (Tunnel and Reservoir Plan) project built to date for the Metropolitan Water Reclamation District of Greater Chicago. The mining and lining of the 18.5km (11.54 miles) tunnels will be emphasized. The tunnels were driven utilizing three TBMs ranging in size from 9.85m (32.33 ft) to 3.70m (12.16 ft) in diameter. The operations surrounding the 11,546m (37,876 ft) long 9.85m (32.33 ft) diameter tunnel will be highlighted. A total system concept was utilized to attain mining rates up to 29.3m (96 ft) per shift and lining productions of 58.5m (192 ft) per day. The reliability of these systems was instrumental in the completion of the project more than a year ahead of schedule.

Jan 1, 1995

By Gregg E. Korbin, Robin B. Dill, Corey T. Dare, Tor L. Brekke, Larry R. Myer

A study was conducted to develop a fundamental understanding of the relationship between the size of an advancing tunnel face, the rate of excavation, and stand-up time in squeezing ground. Stand-up time is defined as the time elapsed after excavation that an unsupported tunnel face will remain stable. Squeezing ground is argillaceous rock or soil that exhibits pronounced time dependence of deformation and strength properties in-situ. A case history study documented the nature, causes, and solutions of several cases of stand-up time problems observed in the field. Then, in the laboratory, a series of physical model tests were performed in which model tunnel size, face advance rate, material properties, and pressure (representing overburden pressure) were varied. Stand-up time was found to increase as advance rate was increased or tunnel size decreased. In addition, an influence of advance rate on the definition of stability ratios was established.

Jan 1, 1981

By Kenneth Maser, Douglas W. Ounanian, Joseph S. Boyce

Foster-Miller Associates, Inc. (FMA), under contract to the Department of Transportation (DOT) and the Urban Mass Transit Administration (UMTA), is currently developing an Extruded Tunnel Lining System (ETLS). The ETLS would reduce ground support costs in machine bored tunneling by eliminating the need for temporary support, and by slip-forming the final concrete lining directly behind the Tunnel Boring Machine (TBM). The system can advance at variable rates, from 0.6 to 3.7 m (2 to 12 ft) per hr, by combining three systems: a very high early strength concrete, continuously produced and delivered by a concrete process system; a slipform/bulkhead system for supporting the concrete prior to strength gain and exposure; and a control system for form/bulkhead alignment and concrete process control. Large-scale tests are planned to demonstrate the system in a 3 m (10-ft) diameter steel "tunnel".

Jan 1, 1981

By Inoue T, Takahashi N

To construct the accessing railroad line to the northern portal of Seikan Undersea Tunnel, nine tunnels amounting 7.4km in their total length were excavated through soft mudstones of young- er tertiary era with use of smaller-sized mechanic al excavators. Rocks were classified in four classes to which the tunnel support was designed respectively. Of several combinations of driving equipments stu- died comparatively, the method using the mechani- cal excavators was estimated to be the best choi- ce. The efficiency of the excavator was traced in every construction section and the data colle- cted was reviewed numerically. The result showed that the efficiency of the excavator dropped wh- ere the rocks were as hard as over 200kg/crif for compressive strength. And a few technigues in tunnelling i.e. contr- olling dusts in shotcreting, lattice arch, evaluati- ng measured deformations were tested and review- ed too.

Jan 1, 1987

At Yucca Mountain, USA, a tunnel is being built according to nuclear quality standards. It has proved possible to meet very high quality demands while at the same time achieving high advance rates. To be able to do this, routines on how to record and store quality related information have been established. This has meant that a new philosophy has entered the tunnelling industry. Especially for nuclear waste projects, of which Yucca Mountain is one of the first ones to be built, the experiences made and the quality assurance program established will be of great importance for future projects. The paper gives examples of what the Nuclear Quality Assurance system has meant in practice for the tunnelling at Yucca Mountain. And, it also explains why a non-grouted bolt, Super Swellex-, was chosen for long-term reinforcement in the tunnels which might host nuclear waste for thousands of years.

Jan 1, 1999

The Channel Tunnel is an outstanding example of an undersea tunnel and its design illustrates most of the unique features of this type of tunnel. The marine site investigation was partic- ularly vulnerable to adverse weather conditions. To minimise this interference the time the drilling vessel was required to remain on station was kept to a minimum by expediting the drilling and the insitu tests as far as was practicable. To avoid additional unforeseen costs the contract documents were framed to take particular account of marine practice. The limited access at the coast line meant that for economy, maximum tunnel advance rates had to be attained. Ground excavation, handling and disposal methods and the provision of the lining were optimised and equipment specified in detail to ensure that no one com- ponent was delayed by a lack of capacity or mechanical failure in any other.

Jan 1, 1976

By David Van Horsen

Operation and maintenance of California?s water tunnels is an important factor and vital link in California?s infrastructure. These tunnels are owned and operated by a variety of large and small private and public water and power utility companies, municipal agencies, and irrigation districts. Visionary pioneers such as Michael O?Shaughnessy (San Francisco Hetch Hetchy Water Supply System), William Mulholland (Los Angeles Department of Water and Power and Metropolitan Water District of Southern California?s Colorado River Aqueduct), and John Eastwood (Southern California Edison Big Creek Hydroelectric Project) built large and small water supply, irrigation and hydroelectric tunnels, which have supplied environmentally friendly-water supply, renewable electricity, and uninterrupted service to a burgeoning population and economy. This paper introduces these pioneers and describes several case histories and lessons learned during condition assessment and rehabilitation of tunnels providing enlightenment of California?s vital water projects.

Jan 1, 2008