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By Russell K. McFarland, Eugene L. Foster

INTRODUCTION The U. S. Department of Transportation has underway an important new program which will have a major impact on rapid excavation technology. The Transportation Tunneling Program, as it is called, is a coordinated, multi-modal research and development effort. Its goals, if realized, will significantly improve our ability to build the underground structures needed for transportation. This, in turn, will improve transport efficiency, environmental impact, and the energy consumption associated with the movement of people and goods. Tunneling technology research and development had its beginning at the Department of Transportation in the Office of High Speed Ground Transportation (OHSGT). The OHSGT developed and implemented a program in 1965 to provide the technology for underground construction needed to support future high speed ground transportation. In 1967, when the OHSGT was transferred from the Department of Commerce to the Federal Railroad Administration (FRA), the program accompanied that office. The thrust of the FRA program has been cost reduction through the development of new materials, innovative designs, and better construction methods. During the late 1960's and early 1970's, other developments were underway which would influence the future of tunneling research at the Department of Transportation. An ad hoc

Jan 1, 1974

By Howard L. Hartman

In 1969, the OECD conducted a survey internationally to determine the status and needs for research and development in the field of tunneling. The findings also have some validity for underground excavation in general and for underground mining per se. Of the 17 countries responding to the survey, the U.S. leads in the level of support: $21.8 million and 720 man-years of effort over the last ten-year period. The total volume of R/D for the 17 countries was estimated to be $86 million and 5800 man-years. Performance of research was primarily by government agencies and public utilities (70%); the balance was conducted by private organizations and universities (15% each). In the categories of R/D subjects surveyed, three--Wk mechanics, soil mechanics, and geological exploration--outstripped all the rest in priority of effort to date. Ground support, equipment development, excavation, and environmental control received intermediate attention. The subject areas in which the least R/D effort has been expended are materials handling and systems evaluation. For the future, those R/D areas rated the most crucial to achieve technological progress in tunneling were excavation, ground support, and materials handling. The survey findings of tunneling activity indicated (1) a disturbingly low level of R/D activity in the private sector, (2) the necessity for a reordering of priorities in directing research efforts in the future, and (3) a lack of recognition to date of the importance of systems evaluation in R/D activities.

Jan 1, 1970

By Steven I. Majtenyi

There is a growing interest among transportation planners to make more use of the subsurface to preserve the landscape and make transportation more efficient and economical. At the present time, utilization of the underground for transportation facilities is severely restrained by the adverse environmental impact and high construction costs. However, recent studies performed by the United States Department of Transportation indicate that, in spite of such problems, the volume of underground construction has significantly increased during recent years and projections point to continuation of these trends(1). It is estimated that the total volume of transportation tunnel construction will exceed $4 billion in this decade. This level of Investment justifies a significant research program. Due to the common interest in transportation tunnels and to the similarities of problems encountered during their construction, the tunneling research activities of the Federal Highway Administration (FHWA) are closely coordinated with the programs other agencies of the U. S. Department of Transportation DOT); specifically, the Federal Railroad Administration (PRA) and the Urban mass Transportation Administration (UMTA). The FHWA is responsive to the particular needs of these agencies but will benefit from the research results obtained also. In 1971, the Office of Secretary, DOT, initiated plans for an overall coordination of the DOT, FICA, UMTA, and FHWA tunneling research activities. The objectives of this effort have been to reduce tunneling costs by 30% and to increase the rate of excavation by 200% within 10 years. This coordinated program was developed and promoted during 1972 and 1973 by Dr. Eugene L. Foster, at that

Jan 1, 1974

By D. P. Richards

Tunneling in carbonate sedimentary rocks such as lime stones and dolomites can be difficult when solution channels or voids are anticipated. Addressing the risk aspects associated with these formations can be done effectively through the Geotechnical Baseline Report (GBR) by properly characterizing the ground and ensuring that the Owner?s and the Contractor?s interests are represented and protected. This paper presents a review of tunneling difficulties in these rocks and includes a review of site investigations, geologic characterization, and presentation in the GBR. Key construction issues are also discussed, including appropriate excavation technology, mechanisms of face support and groundwater control, and quantifying grout takes.

By David J. Hatem

Tunnels and underground projects are inherently more risky than vertical projects, which typically utilize more conventional design and construction approaches and are undertaken in the context of relatively ascertained and defined conditions. On tunnel and under-ground projects, there are a host of special risk factors, including unknowns and uncertainties as to the physical and behavioral characteristics of the ground, the inextricable interdependence and necessary interaction of design decisions and construction means and methods with those ground conditions as well as the manner in which risks are allocated among project participants for un-anticipated subsurface conditions. Public-private partnerships (PPP) projects, in their own respects (and independent of any major subsurface component), pose significant risk for all private sector participants. The main driver of owners to procure projects using PPP is financial, as often all, or substantially all, of the design and construction risk are transferred to the private sector consortium, including the design-build (D-B) team. For a concerning number of those public owners, that risk transfer regime includes rather onerous and aggressive contractual terms that allocate to the private sector participants substantially all risks associated with the encountering of unanticipated subsurface conditions. These aggressive risk allocation provisions, while directly impacting project participants upstream of the consulting engineer, have an indirect and corresponding risk intensifying effect upon consulting engineer professional liability exposure. There are many factors that result in increased professional liability exposure for consulting engineers involved in PPP projects. The more prominent and prevalent of those factors fall into the following categories:

By Michael J. Robison, Wojciech F. Klecan, Robert L. Horner

Since 1928, nearly 64 km (40 mi) of tunnel have been excavated within the relatively soft Cooper Group, more commonly known as the “Cooper Marl,” for water supply and transporting wastewater in the Charleston area. The majority of these tunnels are unlined and still in operation, while others collapsed shortly after excavating. Tunnel behavior and support requirements vary considerably in this material due to differences in geotechnical properties. The 4.8 km (3 mi) long, 2.4 m (8 ft) diameter Bushy Park Water Tunnel, completed in 1997 for Charleston’s Commissioners of Public Works(CPW), required no ground support. By comparison, the 1.6 km (1 mi) long, 2.4 m (8 ft)diameter Harbor Wastewater Replacement Tunnel now under construction needs continuous support close to the advancing face, despite being located in the same geological formation. Case histories and general guidelines for designing tunnels in the Cooper Marl are presented.

Jan 1, 2001

By Donald G. Wieland, James H. Meinholz

INTRODUCTION The Milwaukee, Wisconsin Metropolitan Area provides an ideal opportunity to review the advancement of the art and science of mixed face tunneling in the past 65 years. Although there were earlier tunnel projects in the Milwaukee area, by other agencies, the majority of those driven in the Twentieth Century have been done under contract with the Milwaukee Metropolitan Sewerage District through the agency of the Sewerage Commission of the City of Milwaukee and the Metropolitan Sewerage Commission of the County of Milwaukee. Legal Description of District The Milwaukee Metropolitan Sewerage District was created by the Wisconsin Legislature in 1921 together with the Metropolitan Sewerage Commission of the County of Milwaukee. This concept of subregional wastewater control was an outgrowth of an investigation and report from a commission appointed by the Common Council of the City of Milwaukee in 1909 to study final sewage disposal for the City. In 1911 that Commission, comprised of J. W. Alvord, George C. Whipple and Harrison P. Eddy, recommended that the City construct a water filtration plant, construct a Menomonee River flushing works, expand the intercepting sewer system and, after a thorough study of the then existing and developing methods of sewage treatment, construct a sewage treatment plant. In response to those recommendations, the Wisconsin Legislature, in Chapter 608 of the Laws of 1913, created the Sewerage Commission of the City of Milwaukee. Recognizing that the improvement of surface water quality would require action on a watershed basis, the Legislature, in Chapters 554 and 590. of the Laws of 1921, created the

Jan 1, 1979

By Jamie Bonner, Ray Hutton, Taro Nonaka

The Nancy Creek Tunnel is a deep tunnel, designed to store and convey wastewater by diverting flows from trunk sewers currently at or near capacity in the northwest of the City of Atlanta. The tunnel, constructed in hard rock, has an overall length of 13,300 m (43,700 ft), and a finished diameter of 4.9 m (16 ft). The project is currently under construction by a joint venture of Obayashi/CJB for the City’s Department of Watershed Management. This paper describes the contractor’s techniques and equipment, as well as discussing challenges which were overcome. The project is scheduled to be complete in October 2005.

Jan 1, 2005

By Harry Sutcliffe

INTRODUCTION The need for discussion of Owner-Engineer-Contractor relationships in tunneling arises from the increase in costly and time-consuming litigation. The paper examines the objectives, motivations and responsibilities of each party, discusses some common causes of claims in underground work, and makes some suggestions for improvements. The viewpoint and bias are those of an engineer. If a subtitle were required for the session, "Sharing the Risk" would be appropriate. Sharing the risk is an important aspect of Owner-Engineer-Contractor relationships because when a risk is shared, all parties have an incentive to minimize it. The System It would be shortsighted not to recognize that the system is wider than the Owner, the Engineer and the Contractor. There are many outside influences which affect the day-to-day behavior of each party: Financing agencies Insurance agencies Bonding agencies OSHA and other safety legislation The Federal Power Commission The Public Utilities Commission The General Accounting Office

Jan 1, 1997

By J. Chia, M. H. Kobler, J. Cheung, M. J. Robison

INTRODUCTION The Lake Merced Transport is being constructed as part of San Francisco's Clean Water Program. The Clean Water Program, which began in the early 1970's, is designed to control wet weather, storm sewage overflows into the Pacific Ocean and San Francisco Bay. To accomplish this goal, a system of large underground storage and transport facilities, pump stations, modernized treatment plants, and outfalls is being built. By 1991, eighty percent of the system had been completed and was in operation. One of the remaining projects for the Clean Water Program is the Lake Merced Transport. The Lake Merced Transport is located in the extreme southwestern portion of San Francisco, as shown in Figure 1, Project Location. The transport will convey dry weather flow from the existing Lake Merced Pump Station to the Westside Pump Station. During wet weather, the transport will fill with sewage and runoff, with a storage capacity of 36 million liters. The Lake Merced Transport was expected to be excavated entirely within the Colma Formation, an alluvial deposit consisting of weakly cemented sand. Once excavation of the access portal at the Sloat/Great Highway parking lot began, it became evident that a portion of the tunnel would be excavated through beach/dune sand. Based upon the expectations of the Geotechnical Design Summary Report (GDSR), encountering beach/

Jan 1, 1993

By Ehsan Alavi, Brian Hagan, Glen Frank, Michael A. DiPonio, Michael Mooney, Lisa Mori

"The data from EPB cells located inside the pressurized chamber of EPB TBMs and also the data from the pressure sensors in grout lines are quite important in controlling the EPB operation. However, there have always been questions in regards to pressure distribution along the shield body. Could the pressure distribution data be used to come up with potential locations for ground loss? Does the overcut region, the space between the shield body and the maximum cut diameter, consist of broken material or EPB muck, or does that region consist primarily of void space? During free air interventions, how does pressure distribute along the TBM body? To address these questions, one of the two EPB TBMs used in the Northgate Link Light Rail project in Seattle, WA is equipped with EPB cells in front and rear body to monitor the pressure distribution along the TBM body in addition to the standard 6 EPB cells located inside the cutterhead chamber and pressure sensors located at the grout lines. This paper discusses the results of this study and weighs on the valuable data that can be collected by using the shield pressure sensors.INTRODUCTIONThe cutterhead of the TBM is normally equipped with overcutters on the cutterhead periphery which extend into the annular space beyond the diameter of the TBM shield. Thus, the overcutters serve to disturb and excavate some of the ground in the annular space which reduces friction and resistance around the TBM body. This phenomenon is necessary to help the TBM steer and navigate around curves. Additionally, the shield of an EPB TBM is also often shaped like a cone, with the diameter decreasing from the front to the tail shield. This conical shape also helps the TBM to navigate because material that is cut by the cutterhead either gets pulled into the cutterhead or it gets pushed out of the way – around the cutterhead and into the annular space. In EPB tunneling, the conditioned material from the face that does not get pulled into the cutterhead mixing chamber flows into the shield gap and pressurizes the surrounding ground. Additionally, grout can travel from the segment annulus into the shield gap. The pressure in the shield gap mainly depends on the pressure of the material at the face and the grouting pressure behind the tail shield."

Jan 1, 2016

By Desiree Willis

Disc cutters have determined excavation rates of rock tunneling projects for more than 50 years. First developed in 1956 by James S. Robbins, disc cutters (then 279 mm or 11 in. in diameter) were used to bore limestone of 190 MPa (27,500 psi) unconfined compressive strength (UCS) and were loaded with 7.12 t (15,700 lbs) each. Modern cutters have reached up to 508 mm (20 in.) in diameter and are typically loaded with up to 31.7 t (70,000 lb) to economically bore through the hardest of rock up to plus 400 MPa (60,000 psi) UCS. New developments, such as larger cutter diameters, are geared to increasing the bearing capacity and wear life of the cutting structure. This, in turn, increases cutter life, cutter load and cutter penetration. Disc cutters have also been re-designed on a small scale for use in hard-rock utility installations. Additional variables also affect the three factors, including cutter spacing on the cutterhead, cutterhead diameter and cutter materials.

Jan 1, 2007

By James R. Oehler

Progress, future challenges, and the continual search for more efficient and rapid methods of excavating underground openings and shafts were main themes at the 1983 Rapid Excavation and Tunneling Conference (RETC) held June 12-16 in Chicago, IL. The event, jointly sponsored by the Society of Mining Engineers, the American Society of Civil Engineers, the Canadian Institute of Mining and Metallurgy, and the Engineering Institute of Canada, offered a diverse program for both civil and mining engineering disciplines. Although all papers given at the three-day conference were noteworthy contributions, and each is included in the conference proceedings currently available from SME, there were a few sessions that had particular mining-related interest. Research, Acceptance Needed for Water-Jet Technology Water-jet-assisted rock excavation is seen by some as a technology moving from the prototype phase to a fully developed, accepted system within the next decade. For an industry that is traditionally fairly slow in accepting significant changes, this development appears especially noteworthy. However, speakers at the water-jet technology session generally agreed that many large US manufacturers are not viewing water-jet-assisted equipment as viable replacements for all-mechanical systems. This, they fear, may mean some US manufacturers will lose a significant share of certain equipment markets to foreign competitors who are moving aggressively ahead in this area. Despite the advantages of increased cutting rates, reduced power requirements, less dust, prolonged bit life, and reduced sparking in many cutting situations, water-jet technology applied to mining is apparently having some acceptance problems in the US. R. J. Evans, professor of industrial engineering at the University of Pittsburgh, noted that there are several perceptual barriers to water-jet coal cutting; such as uncertainties concerning the fu¬ture demand for coal and the reliability of equipment, apprehensions that jet-assisted equipment will make the mine operator dependent on specific types of hard-to-obtain equipment, and fears about accessibility of the equipment for repairs. Evans also said numerous parameters need defining before taking advantage of water-jet-assisted cutting systems in under-ground coal mining in the US. For the cutting head, information must be obtained on optimum bit geometry and spacing, and maximum and minimum torque requirements. For a complete US water-jet cutting system, Evans added, research is needed to establish optimum jet pressures, jet powers, number of jets per bit, and location of jets relative to the bit. One research project making progress towards optimizing parameters for a water-jet-assisted drag bit cutting system for coal mining was described by Levant Ozdemir, director of the Earth Me- .

Jan 8, 1983

By Gregory T. Ziegler

A complex soil profile and high water table, together with a below-grade active subway tunnel, an above-ground elevated railway line, and the heavily travelled Northern Boulevard all passing above the tunnel alignment, combined to make mining of New York?s Northern Boulevard Crossing what is widely considered to be the most challenging portion of the multi-billion-dollar East Side Access project. The Northern Boulevard Crossing is a vital link in this project which, when completed, will connect the Long Island Railroad to Grand Central Terminal in Manhattan. How the sequential excavation method (SEM) tunneling was successfully accomplished, despite the obstacles, was a textbook exercise in practical innovation coupled with close cooperation between the owner, the construction manager, Hatch Mott MacDonald, the designer, Parsons Brinckerhoff, the contractor, Schiavone-Kiewit, and spe-cialty geotechnical contractor, Moretrench.

Sep 1, 2013

By Dario DeBenedictis

The speaker intends to review the positions expressed by the Owner, Engineer and Contractor representatives, respectively, with emphasis on the legal aspects of the relationships among said parties, and particularly dealing with the preparation and interpretation of specifications generally, and changed conditions clauses particularly, and the handling of claims arising thereunder.

Jan 1, 1997

By Eduardo Berger

This paper describes a mechanized loading system, the HYDRODOSE, which allows the use of pumpable emulsions in underground mining. It also describes a pumpable emulsion explosive for small diameter holes, HYDROMITE PDB. Included are test results carried out in two Chilean underground mines.

Jan 1, 1991

By Ron Tluczek

[Power Point Presentation]

Jan 1, 2006

By A. Yazadni-Chamzini

Risk ranking of projects is one of the importance parts of the complicated risk management procedure. Recognizing the riskiest criteria enable the managers to plan for risk reduction. The first stage for meeting this aim is defining the risky parameters and then working to establish order between them. There are variety methods for risk ranking. The ELECTRE method is one of the best among the multi criteria decision making methods. In this paper with implementing the fuzzy ELECTRE, The risky criteria in the Tehran Subway project are being ranked. The result of this research presents damage and accident of machineries as well as the lack of labor and equipment safety is located in the first order. Collapse factors and local prices are in second rank. Also wrong design, pollution, urban facilities damageable are in third to fifth respectively. Delay and ? are located in the last positions.

Jan 1, 2012

By Larry F. Drolet

Charleston, SC is anything but boring. The city was founded in 1670 and has played a significant role throughout the history of the United States. Located along the coast of the Atlantic Ocean in the southeastern United States, Charleston was a vital city in America?s early existence. Charleston?s coastal location has helped the city become the fourth largest cargo port in the United States and earn the 2011 designation as the number one travel destination in the United States by the Conde Nast Traveler Magazine. Part of Charleston?s charm and beauty can be attributed to its historic structures and churches that line nearly every sidewalk, roadways that were laid out based on the width of horse carriages, great weather, southern hospitality and coastal living. Now imagine the challenges of installing new, or re-placing aging infrastructure, in this setting. Every shovel full of dirt, every stick of pipe and every roadway sub-surface has its own historic story to tell. For engineering minded individuals, Charleston?s infrastructure has almost as fascinating a history as its more visible surface structures. Charleston was among one of the first American cities to construct separate sanitary and storm water drainage infrastructure. This concept has roots dating back to the city?s founding and is a credit to the foresight of its founding fathers who understood the basic health differences between sanitary and storm water.

Jan 1, 2013

By Nasri Munfah, Steffen Matthei, Vojtech Gall

"Conventional tunneling as defined by ITA WG19 is also known as the New Austrian Tunneling Method (NATM) or Sequential Excavation Method (SEM) was transformed in the US to deal with challenging tunneling conditions as an alternative to the more traditional tunneling methods. It is being used more often in urban areas, under difficult ground and ground water conditions, and with limited cover. Often the tunnel is of a large and non-uniform cross section in soft soils or weak rocks. The intent of using this tunneling method is to minimize impact on traffic and utilities and reduce disruption of everyday life of people and businesses. To meet these challenges, the industry developed technical approaches and implementation techniques and established sophisticated contractual relationships and collaboration in the field among various parties for successful implementation. This paper examines the development of conventional tunneling (NATM/SEM) in the US to deal with these challenges using recent examples such as Russia Wharf in Boston, Northern Boulevard Crossing, in New York, and Chinatown Station in San Francisco. INTRODUCTION / HISTORY Conventional tunneling or NATM/SEM is a concept that is based on the understanding of the behavior of the ground as it reacts to the creation of an underground opening. In its classic form the SEM/NATM attempts to mobilize the self-supporting capability of the ground to an optimum thus achieving economy in ground support. Initially formulated for application in rock tunneling in the early 1960’s, NATM has found application in soft ground in urban tunneling in the late 60’s and has since then enjoyed a broad, international utilization in both rural and urban settings. In the US the NATM/SEM tunneling method has been used successfully to address challenging tunneling conditions in urban areas. A large number of tunnels have been built around the world using a construction approach which was loosely termed NATM. During the years of discussions and the application of NATM a variety of terms have been used for the same construction approach. These terms were primarily aimed at describing the construction approach rather than the region of its reported origin."

Jan 1, 2016