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By W. Setzepfandt, J. Henneke

PREFACE Debris disposal can very often be a severe problem and major restriction on tunnel boring projects, especially for small diameter tunnels and in underground mines. Hydraulic transport could provide a suitable solution. Investigations have therefore been made in connection with a full-scale project of 4.8 km length and 2,3 m diameter, to obtain the required technical and economical data for planning an optimized transport system, e.g. for a tunnel boring drivage of 6 - 7 m diameter in underground coal mines. INTRODUCTION The Radau-Tunnel, chosen for the investigations, has been designed for transferring flood peaks between the rivers Radau and Grosse Romke in the Harz-Mountain of Lower Saxony. A DEMAG TVM 20/23 H tunnel boring machine was used to drive the tunnel on a rising gradient of 0,53 %. The rock consisted of shale and hornblende (55 %), granite (15 %), diabase (15 %), chert (8 %) and gabbro (7 %). The project has been sponsored by the Federal Ministry of Research and Technology.

Jan 1, 1981

By Ali Hafiz, Aidin Golrokh, Tom Iseley, Kaz Tabrizi, Saleh Behbahani

In the USA many highway tunnels were built during the 1930s through 1960s. This indicates that these tunnels have exceeded their intended design service life. Based on the initial tunnel inventory conducted jointly by the Federal Highway Administration (FHWA) and the Federal Transit Administration (FTA), more than 526 highway tunnels have been identified in the USA. For understanding the condition of the tunnels and risks associated with deteriorating conditions, comprehensive condition assessments are necessary to mitigate risk and remediate works as required. Monitoring the condition and rate of deterioration of tunnels is vital for timely tunnel maintenance and rehabilitation to avoid sudden tunnel collapse. This session will explain the necessary steps for tunnel inspection and review some of the state of the practice information on tunnel inspection techniques.

Jun 13, 2023

By Jorge Martinez

The Muck Valley Hydroelectric Project in Northeastern California required construction of a 3.65 meter tunnel through 6,623 meters of mixed volcanic flow deposits within a critical time frame. As Engineer and Construction Manager for the Project, Morrison-Knudsen Engineers invited bids for both Drill and Blast as well as Tunnel Boring Machine methods, selecting a contractor proposing a TBM designed and built specifically for this project which could excavate a wide variety of materials and maintain acceptable progress rates to complete the work within schedule. Tunnel lining as required included shotcrete with metal fibers and full circle concrete.

Jan 1, 1989

By Luiz Roberto Amaral, Peter Frobenius

Construction of the first phase of the Sao Paulo Metro, the North-South Line, will be completed late in 1974. The downtown section of this line consists of 2.2 miles of 19.6-foot diameter soft ground tunnels and 3 subway stations. The entire tunnel - station package was let to one contractor. A plan and profile of the tunnels and stations is shown on Figure 1. Passage of the tunnels under Boa Vista Street in the Sao Paulo Financial District was one of the major challenges. The street is only 50 feet wide from building line to building line and flanked by 10 to 20 story buildings. The tunnels pass within 4 feet of adjacent footings. Further south, the tunnels run 13 feet below the flat foundations of the Caixa Economica, a massive 11 to 14 story building. Surface settlement had to he limited to less than .07 feet/tunnel and good face control and grouting procedures were essential. For this reason, full face cutting wheel tunneling machines were selected to drive the tunnels south of the Access Shaft Prestes Maia which included Boa Vista Street and the Caixa Economica. The tunnels north of the Access Shaft Prestes Maia were driven under a fairly wide Avenue and greater settlements were permitted. Open face shields were selected to drive these tunnels. Most of the work has now been completed and analyzed. Here are some of the results - Careful planning and execution of tunneling procedures kept surface settlement over the tunnels below a magnitude of .05 feet, allowing tunneling adjacent

Jan 1, 1974

By Alok Garg, Rajeev Kumar Dayal

The Himalayan ranges have complex geological formation induced with locked up tectonic stresses and squeezing ground conditions. High overburden, steep slopes, perennial snow, and forest cover restricts accurate prediction of geological features, resulting in surprises during excavation. The tunnel planning under high altitude, extreme climatic, and unfavorable approachability conditions requires elaborate detailing. The construction technique and working faces for excavation are influenced by site accessibility/high overburden conditions, restricting the provision of access tunnel or shaft. The paper discusses site constraints influencing construction method and working faces for 8.9 km long highway tunnel at elevation 3,000 m under 1,900 mover burden through quartz-mica-schist formation.

Jan 1, 2001

By Brent K. Nelson, D. Lee Petersen, Charles R. Nelson

INTRODUCTION Tunnels are commonly constructed in the very weak St. Peter sandstone in the Twin Cities area of Minnesota. Historically, core recovery in this weak sandstone was very small in the critical weaker strata resulting in little preconstruction information on the ground conditions. Improved core recovery techniques have been utilized for recent projects, allowing rock quality rating methods to be developed for the recovered core. Down-the-hole tests, and the use of combination ratings between different types of core data provide for more detailed characterization of ground conditions. THE ST. PETER SANDSTONE The 45 m thick St. Peter is an unusually pure quartz sandstone. It underlies all the Twin Cities area, except where it has been eroded by the present day Mississippi River or by pre-glacial rivers. It forms conspicuous steep bluffs along the Mississippi River where the upper Platteville limestone formation protects it from erosion. Where the Platteville formation is missing, the sandstone slopes are often more gentle. Natural case hardening of the exposed sandstone bluffs often forms a resistant crust and reduces sloughing. This case-hardened surface is not representative of the sandstone back from the bluff.

Jan 1, 1987

By James J. Brady, James S. Lewis, Robert B. Gordon, Jimmy W. Honeycutt

INTRODUCTION Tunnel construction has always been an extremely high risk form of contracting primarily due to the inaccessability of information concerning the ground conditions to be encountered during excavation. We certainly make every effort to overcome this problem through borings, geological research, site visits, etc.; but at best owners, engineers and contractors alike are only able to interpolate a relatively small amount of factual data from isolated sections of the project into a forecast of ground conditions for the entire project. In essence this becomes an "educated guessing game" with risk to reward ratios (and subsequently the bid price) in direct relationship to the contractor's confidence in the quality of the guess. In many instances it is economically or physically infeasible to obtain information and of course the total picture is never known until the project is complete. This problem effects the contract format as well as price. The contractor's ability to handle unforseen problems on the project become extremely important as to the project's overall success. The following pages contain an actual case history of a project which affords an excellent example of the entire spectrum of situations resulting from tunnel construction in difficult ground conditions.

Jan 1, 1983

By Charles H. Minott, Michael J. Markow, Robert D. Wyatt, Fred Moavenzadeh

The substantial investment in tunnels anticipated in the next twenty years has focused new attention on the economics of tunnel construction itself and on some costly problems associated with underground work: the uncertain geologic conditions, the performance and adaptability of men and equipment, and the need for quicker, more efficient excavation methods. There also exists a need to develop better ways of estimating tunnel construction. Inaccuracies in current bid estimates stem from a number of causes, among them (1) the effects of geologic conditions, which are not adequately known prior to construction, (2) the dependence of actual cost on the construction method used and on the interactions among the operations occurring underground, and (3) the reliability of tunneling equipment. Inability to estimate final costs for conventional tunneling more accurately has in turn caused difficulty in gauging the costs and benefits attributable to new tunneling technologies either under development or for which R&D programs are planned. ATTRIBUTES OF THE TUNNEL COST MODEL This paper presents a computer based Tunnel Cost Model (TCM) which quantitatively assesses the uncertainties inherent in underground work, and is detailed enough to aid in preparing estimates or bids. The model employs appropriate techniques of subjective (or "degree of belief") probability and computer simulation of tunnel construction operations to estimate distributions of total tunnel

Jan 1, 1974

By Nobuharu Isago, Atsushi Kusaka, Kosuke Kawata

"Rock tunnels suffered severe damage from recent large earthquakes in Japan, despite the empirical knowledge that tunnels tolerate earthquakes better than surface structures. Seismic design for rock tunnels have therefore become a fascinating subject for many tunnel engineers. However, even basic behavior, including deformation mode and loading magnitude for hard-rock TBM tunnels and conventional ones during earthquake, has not been fully understood due to lack of actual seismic data; while EPB and slurry TBM tunnels take account of seismic design in Japan if needed. This study conducted a dynamic measurement in an actual road tunnel constructed in rock. The strongest aftershock of “the 2011 off the Pacific coast of Tohoku Earthquake” (Mw = 7.1) occurred during the measurement, providing precious data to examine deformation mode of the tunnel. Considering the acquired data, numerical analysis was also performed to calculate loading magnitude to cause fatal fracture of tunnel lining during earthquake.INTRODUCTIONLarge earthquakes can pose serious risks even for rock tunnels, as evidenced by large earthquakes in the past. In the large earthquake in Japan in 2004 (Mw = 6.6), some tunnels suffered severe damage including collapse of their permanent lining (Mashimo 2005), even though the tunnels were constructed in ordinary ground conditions except for fault, fracture zone, portal area, etc. To mitigate such risks, mechanical behavior of tunnel lining during earthquake should be clarified; however, even basic mechanical behavior including load-bearing capacity of the tunnel lining against earthquake is not fully understood.Numerous damage modes were actually observed due to various ground conditions (eg. Wang et al. 2001; Mashimo 2005). Among them, major tunnel damage caused by earthquakes can be grouped into three main modes as shown in Figure 1, excluding extremely unusual conditions such as a tunnel located on a stratum boundary where the stratum stiffness varies significantly. TYPE-I shows flexural failure or crack by bending moment at shoulders; TYPE-II indicates compression failure or flexural compression failure at crown; and TYPE-III illustrates compression failure at sidewall, mainly observed on tunnel that was constructed using steel ribs and lagging method. These damage modes, Type-I, II and III, are predominantly caused by shearing, horizontal compressing and vertical compressing deformations of the surrounding ground, respectively (Kusaka et al. 2011; Asakura et al. 2001)."

Jan 1, 2016

By Thomas Schwind, Benedikt Grau, Angelos Gakis

"In Crossrail’s Farringdon station, compensation grouting was successfully utilized to mitigate the surface settlements induced by the tunneling works. The main focus of this study was the platform tunnels, which were approximately 300m long each and were enlarged to platform size using sequential excavation method (SEM) from the existing TBM running tunnels, initially supported using sprayed concrete linings. The rear grouting injections were carried out at a typical distance of minimum 5m above the completed, fully strengthened shotcrete lining hence inducing some additional stresses. In-tunnel monitoring using surveying targets was performed systematically to ensure that no excessive distortion of the initial shotcrete lining occurred. 3D finite element analyses were utilized to back calculate the actual “effective” pressure that was imposed on the completed shotcrete rings against the additional measured in-tunnel displacements due to the compensation grouting episodes. Additionally an assessment of the theoretical, “maximum” allowable grouting pressures that would lead to overstressing of the lining is presented. INTRODUCTION As part of the back analysis performed for the SEM tunnels in Farringdon station, an investigation of the effect of compensation grouting on the two constructed platform tunnels was undertaken. The platform tunnels were 10.6m high by 11.4m wide and approximately 300m long each. They were enlarged to their final shape from the existing TBM tunnels using SCL methods. This study utilized 2D and 3D finite element (FE) analyses in order to back calculate the observed tunnel crown displacement, assessing the equivalent grouting pressures during the rear injection episodes of the concurrent grouting operations. The results provide a useful reference for the order of magnitude of the grouting pressure load cases that can be applied in the numerical simulation of similar cases. Part of the results presented in this paper, were derived by the second author as part of his Master of Science thesis in Technical University of Graz."

Jan 1, 2016

By Michael Schultz, Gregory Sanders

The City of New Haven is proposing to construct Downtown Storm Sewer Infrastructure Improvement project to mitigate on-going stormwater flooding in the Long Wharf District. The proposed project includes a 200 cubic feet per second (cfs) stormwater pump station; and a 914 meter (3,000 linear feet) long tunnel segment with an internal diameter of 2.1 meters (84-inches). The tunnel alignment will cross under the Long Warf railyard and then continue parallel to the Vison Trail Route. This paper presents the local geology and subsurface conditions, as well as discusses the major project challenges and risks including construction in soft marine soils and encountering remnants of the former wharf.

Jun 13, 2021

By Jim Finley, Adam Bedell, Eric Schrader

The CSO 52 Storage Tunnel and Pump Station project consists of 4,700 ft of hard rock tunnel, 2 intakes, and a 4 MGD wet pit pump station. During the geotechnical investigation, it was determined that the host geology contained abundant suldes. The purpose of this paper is to detail the investigation and subsequent determination that acid producing materials would affect the project during construction as well as long-term exposure of tunnel lining and permanent components during the operational life cycle of the tunnel and pump station. Details regarding the interaction between tunnel components and the acid producing material are also provided.

Jun 23, 2024

By Ching Wu, David A. Sutter, Peter Frobenius

The MUNI Metro Turnback (MMT) Project includes a 256 m (840 ft) twin tunnel section, which connects to the Embarcadero Station, and runs under Market Street in San Francisco. The tunnels go through a mixed face condition of fill at top and Bay Mud at bottom, and a significant number of buried timber piles. This paper presents the selection of tunneling equipment, excavation methods, excavation support and chemical grouting; specification of timber pile cutting methods; and steel lining analysis and design. This paper also reports on the initial phase of the tunnel construction.

Jan 1, 1995

By I. W. Farmer, R. E. Finky

Design of structures in rock based on ultimate limit states or strength criteria is unrealistic. The fracture process which inevitably occurs in rock around an underground structure is an energy release phenomenon. The development of fractures and associated displacements around a structure may therefore be more logically described using strain energy concepts and design may sensibly be based on serviceability limit states.

Jan 1, 1986

By Charles E. Joachim

Current Army tunnel destruction criteria (1) are based on limited nuclear-explosive (NE) and high-explosive (HE) test data. The PILE DRIVER (2) and HARDHAT (3) events investigated tunnel and support system response where yields were relatively large and tunnel diameter small compared to typical underground openings and localized stress fields of low yield weapons. Some limited tunnel destruction information was obtained from underground events of the PLUMBBOB and HARDTACK II Series (4). These events used access drifts which were designed to be self closing at the weapon point. The limited NE data are augmented by HE results from the Underground Explosion Test (UET) Program, a series of model and prototype-scale experiments in granite and sandstone (5). Weapon standoff distances (charge c.g. to tunnel wall) were at or near the maximum for major damage. Limited tunnel destruction was produced by a series of hasty and deliberate tests (6) on abandoned railroad tunnels in basalt. Additional HE data were obtained from model tests at the Waterways Experiment Station (WES) (7) using 2.1 MJ (2 lb) TNT charges and tunnel diameters varying from 3 to 17 cm (1.2 to 6.6 in). Recent laboratory scale HE experiments (8) conducted at the WES under the ESSEX program investigated the effects of tunnel diameter, standoff distance, charge confinement, material strength and to a limited extent, tunnel spacing and liner strength variations on tunnel damage. This paper summarizes the analysis conducted to develop predictions for the effects of low-yield nuclear weapons against tunnels and underground openings in rock.

Jan 1, 1979

By Gary Brieley

Until well into the 20th century, most construction work was performed under the auspices of a master builder or in a manner that would be described today as design-build. In addition, many civil engineers served as ?interns? under the tutelage of a master builder in order to learn how to design and construct a certain type of structure. This was certainly the case for tunneling projects with various individuals having been identified as tunneling experts as a result of successfully completed projects The master builder approach began to change in the early 1900s to a model that would be referred to today as design-bid-build. A design-bid-build approach to project procurement gives the owner more control over the final product and al-lows the contractor to know exactly what is expected of them before the work is constructed. As a result of this transition in project procurement, civil engineering schools placed a greater emphasis on the training of ?design? professionals. This article will document how the training of tunnel design professionals progressed within the United States. Although it is difficult to generalize about the hundreds of tunnels that were constructed in the first four decades of the 20th century, there is one project that stands out as having resulted in a university program related directly to tunneling and that is the Chicago Subway. During a visit to the United States in 1938, Dr. Karl Terzaghi met a student named Ralph Peck who was then studying at Harvard University in a pro-gram established by Arthur Casagrande. Shortly thereafter, Terzaghi traveled to Chicago for a lecture and was asked to consult on the Chicago subway project that was then under construction. The Chicago subway was being constructed in clay, and the owners were worried about possible settlements to nearby buildings. Terzaghi asked Peck to serve as his field engineer for that project. Thus was established one of the most productive relationships in the history of civil engineering in the United States. Peck, who would become Dr. Peck, moved to Chicago in 1939 to participate in an extensive research project that con-tinued until subway construction was halted in 1941 because of World War II. During that time, the cost of subway construction in Chicago was reduced substantially as a result of Peck?s observations and Terzaghi?s recommendations. In fact, it was reported that subway construction in Chicago cost less than one-half of similar projects in London even though the clay in London is considerably stiffer compared to Chicago. Upon the completion of his work on the Chicago Subway, Peck accepted a professorship with the University of Illinois in Champaign/Urbana.

Jun 1, 2010

By Elisa Comis, Barbara Bitetti, Julien Pepiot, Stefano Lione, Francesc Rich

The new Lyon-Turin railway project involves the construction of a 57 km twin-tube tunnel between France and Italy. Pini France (project leader) and Systra-SWS are the designers of Construction Site 8 (CO8). This part of the project includes the construction of the tunnel portal on the Villard-Clément platform, two 2.8 km long tubes of the base tunnel in the direction of Saint Martin la Porte, the cross-passages between tubes and the niches. This paper presents the general approach followed to design the temporary support for the base tunnel, cross-passages, and technical rooms. The design of the temporary support accounts for the variability of the ground and water conditions, the excavation attended behavior, the construction planning and the identified geological hazards that could be encountered along the alignment. Particular attention is paid to the intersections between the tunnels both in terms of numerical modelling and construction methods and phases. Two types of intersections are present in the project: the intersections between the cross-passages and the base tunnel and the intersections between the base tunnel and the niches. 3D models have been developed for the tunnel intersections.

Jun 23, 2024

By Thomas H. Holley

This presentation will describe the underground excavation at the Bad Creek Pump Storage project. It consists of approximately 3,650 m of various size tunnels ranging from 4.2 m to 9.0 m finished diameter, a powerhouse cavern 45 m high by 135 m long by 22.5 m wide, and 422 m of 9 m diameter shaft. A total of 350,000 m of rock will be excavated, hauled, and placed in a submerged wier. Temporary rock support consisting of shotcrete and/or rockbolts is installed as required.

Jan 1, 1987

By D. J. Duck

INTRODUCTION Construction of the 3,600,000 kilowatt Third Powerplant at Grand Coulee Dam started in late summer 1967 approximately one year after authorization by Congress. The project was made possible by a treaty with Canada providing for cooperative development of the Columbia River which was signed in 1961 and ratified in 1964. Description of the Work The existing Grand Coulee power complex consisted of a dam and two powerplants with a switchyard serving each plant, one on each bank of the river. See Fig. 1. The switching facilities were connected to transformers at the powerplants by overhead 230-kilovolt and 115-kilovolt tie circuit conductors. [ ]

Jan 1, 1997

By Mike S. Ness, Allan G. Provost

High speed drilling, mucking, and hauling equipment was used in driving approximately 2.16 km(7100 ft) of lower power tunnel in quartz diorite for the Tyee Lake Hydroelectric Project near Wrangell, Alaska. The .91 m(36 in.) guage rail mounted equipment included a Tamrock 2-boom electric/hydraulic drill jumbo, a Haggl and 8HR mucker , and 3 Hagglund 115C shuttle cars. Several other innovative techniques allowed maximum advance rates of up to 17.5 m/day(57ft/day) in the 3 m(10ft) horseshoe section. Average tunnel advance was approximately 11 m(day(35.4 ft/day). The primary difficulties preventing full utilization of the equipment potential were the operators' "learning curve", the need for complete retraining of all personnel in the new methods, and minor sections of faulted ground.

Jan 1, 1983