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By Marini David, Pigorini Andrea, Fuoco Stefano, Zurlo Raffaele

"The excavation of a tunnel in highly weathered and strongly fractured rock masses due to tectonic actions is still a challenge. In order to maintain reasonable productivity, excavation through a wide zone of highly tectonized rock mass requires a detailed, integrated study of the construction solutions and a monitoring system to minimize the process time and to optimize the adopted consolidation measures in accordance with a predefined matrix of possible support systems. This paper summarizes some interesting data acquired during the excavation of the Brenner Railway Base Tunnel system between Italy and Austria. The Brenner Base Tunnel (BBT) runs through the fault line between the European and the African tectonic plate. This big fault zone is called “Periadriatic Line.” In particular, data acquired in the exploratory-service tunnel have been analyzed. Furthermore, the base concepts for defining the consolidation and support solutions adopted for the excavation of the exploratory tunnel are described. INTRODUCTION The Brenner Railway Base Tunnel (BBT) is a system of underground structures and tunnels that is designed to connect Italy and Austria using new railway standards. It is based on high speed (HS) concepts and applies the European Standards for Interoperability (TSI). The railway includes twin tunnels for a total length of about 55.0 Km without considering the connection tunnels to the existing underground railway in Innsbruck. Including the latter, the total length of the tunnel system reaches 64 Km, and is among the longest tunnels in the world. The Italian section passes through the so-called ""Periadriatic Line,"" which is an important tectonic structure generated by the collision between the European and the African tectonic plates. Despite the extensive investigations carried out (boreholes down to 700 meter depth), significant geological and mechanical uncertainties inside the Periadriatic formations remained unsolved. In order to elevate the level of confidence and observe the behavior of the rock mass at a representative scale, the BBT Authority decided to excavate in advance the service tunnel, which has taken the function of an exploratory tunnel. The data and observations collected during its excavation would provide important insights for the design of the main tunnels."

Jan 1, 2016

By Camilo Quintero, Frank Cesario, John Kinnear, Brian Boye

In this paper, an innovative approach was adopted to automatically calculate the effects of tunnel induced settlement on buildings and utilities. The approach resulted in increased output quality, consistency, reduced time, cost savings and a greater ability to respond quickly to design changes. The techniques described have been applied to the Fairbank Silverthorn Storm Trunk Sewer System project, located within the City of Toronto. The automation allowed a very large area of topography, tunnels (6 km), buildings (9000) and utilities (over 1000) to be rapidly evaluated. Visualization of the settlements and impacts also allowed the project design team to optimize the system design to mitigate the settlement impacts.

Jun 13, 2021

By Jurij Karlovšek, Marko Žibert, Scott Keniston

"SUMMARY The importance of information management was recognised in surface construction industry decades ago, and has increasingly being recognised through formal process and laws. Around the world, these laws and codes of practice are currently being drafted and enacted, to reflect the development of software tools and corresponding increasing adoption by industry. This paper deals with specifics of implementing information modelling in tunnelling business utilising BIM (Building Information Modelling) technology developed for buildings as well as similar technology developed for mining industry. Although BIM is recognized initially as a 3D digital representation of physical and functional characteristics of a facility, the real benefits come when complex capability through construction sequencing and even detailed programming (4D) and cost capabilities (5D) are included. INFORMATION MODELLING The Architecture, Engineering and Construction (AEC) industry requires the production of design and construction information, which involves the input from several teams. The tasks allocated to each team need to be carried out in a particular order and coordinated in order to benefit all those involved and the project itself; this is known as “collaborative working”. To ensure the quality, and guarantee that information can be used without change or interpretation, working processes and standards needs to be agreed upon or else it will hinder collaboration and have a negative impact on project delivery. Case studies show that the additional capital delivery costs due to uncoordinated, inaccurate and ambiguous information amounts to 20-25%. The solution to overcome these problems and improve collaborative working in a project is the adoption of BIM. It is a modern approach to the design, documentation, delivery, and life cycle management through the use of project information databases coupled with object-based parametric modelling. BIM requires traditional practices shifting from simple drafting to using 3D native models for building design environment. Additionally, it requires that models are equipped with information that has been traditionally decoupled in a text or other kinds of documents. The goal is not in creating a 3D graphic representation of design intent; rather, it is a comprehensive information management tool based on the simulation of design and construction build around a central repository."

Jan 1, 2016

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 John Kinneen, Sunghoon Choi, Arne Fareth, Edward S. Barboe, Kyle R. Ott

A new water treatment plant is to be constructed for a portion of the water supply system of New York City. The project includes construction of new water conveyance tunnels crossing perpendicular and sub-parallel to the existing pressurized water tunnel at two locations. A study was conducted to evaluate the impact of new tunnel construction on stability of the existing tunnel and hydrojacking potential in the surrounding rock mass. This paper introduces a practical approach to evaluate tunnel interaction, expressed in terms of rock-liner interaction, stress-induced stability and hydrojacking failures. A simple method to evaluate hydraulic and mechanical properties of concrete liners and jointed rock mass is also presented.

Jan 1, 2007

By Peter Chou, Pooyan Asadollahi, Danny Lin

To maintain flexibility and ductility of tunnels crossing active faults, various mitigation measures are being utilized depending on fault offset movements and seismic design criteria. Examples of those approaches are simple bell and spigot joint, articulated joint, and complex deformable longitudinal bolt and spring joint system with seismic isolation washer. This paper presents a summary of tunnel fault crossing mitigation approaches and design considerations using previous relevant experiences in California as well as case histories from Japan, Taiwan, Turkey, Greece, and Italy found in literatures. Comparisons are made between large and small diameter tunnels, transportation, and utility tunnels, as well as bored, mined and cut-and-cover tunnels. Recent innovations, such as Japanese and Italian techniques, for tunnels crossing active faults are also discussed.

Jun 13, 2021

By Björn Johansson

"SUMMARY Every tunnel designer has to consider the power of water ingress when designing a new tunnel. Either you choose solutions with simple methods to divert the ingress water or a robust system with the intention that it will give gain on low maintenance costs and a long lifetime. This article describes a new method to divert ingress water in a robust way and more economical than traditional concrete lined tunnels. This system is based on a bolt grid suspending a water tight membrane, which is reinforced and covered with sprayed concrete. The method has been in limited use in Sweden since 2005 and with continuous improvement, still going on, it is now applied for the large project “Stockholm Bypass”, a 21km long highway project. TUNNEL MAINTENANCE RELATED TO WATER INGRESS The Swedish Transport Administration maintain approximately 190 various tunnels that is constructed by a number of different methods, (Swedish Transport Adm 2015). Commonly the ground conditions are good and fairly low ground support is needed. Contrary water and winter conditions can be sever, which gives high impact onto the tunnel design and in particular methods to protect against “frost and water ingress”. During a tunnels lifetime it is common that maintenance related to water ingress occurs several times and sometimes frequent occasions every year. Such maintenance costs and consequences of lost open time for the tunnel can rapidly become higher than the initial cost of the tunnel. Thereby it is obvious that spending time during design to evaluate requirements for a suitable system against water ingress is preferred. Icicles Icicles are formed when water is below freezing degrees and drips or run from an ingress point. At very cold conditions also water flows running at high velocity freeze into ice and a rapid growth can appear. If the integrity of the tunnel traffic area is interfered by icicles they urgently have to be removed before they cause an accident. Typically the tunnel or a part of the tunnel must be closed to do such maintenance. TUNNELS FROST AND WATER INGRESS PROTECTION IN SWEDEN In Sweden methods to perform “frost and water ingress protection” are primary developed for drill and blast tunnels as it is most common tunneling method. The foundation Swedish Rock Engineering Research has done a comprehensive report SveBeFo Rapport 77 that describes water and frost prevention in Swedish tunnels up to year 2005. Below is only slight description of those various methods. Lately some more attention is paid to concrete lined tunnels made by TBM since TBMs successfully built water tight tunnels in City Tunnel (Malmö) and Hallandsås Project. When environmental demands require maintained ground water levels, water tight tunnels made by pressurized concrete lining becomes more economical and on the same time also becomes protected from icicles and water drips."

Jan 1, 2016

By P. F. R. Altounyan, I. W. Farmer

Groundwater freezing was used to stabilise 8m thick beds of saturated and weakly cemented sands at a depth of 170m, during driving of twin 1 in 4,5.2m o.d. circular drifts from the surface to the Coal Measures through 600m of Permo-Triassic strata. Instrumentation was installed during erection of the lining in frozen and unfrozen ground to measure ground and groundwater pressures on the lining and ground temperatures up to lm into the frozen ground. Observations showed that following thawing, effective lining stresses in the frozen zone were low, indicating minimum strata disturbance during freezing and subsequent machine excavation. Groundwater pressures were lower than expected.

Jan 1, 1981

By Ali Kazmi, Wern-ping N. Chen

A load rating procedure was performed to evaluate safe load capacity of the Port of Miami Tunnel (POMT), FDOT Tunnel No. 871071 SR 887. The rating procedure performed on a total of eleven stations beneath roadways and with fill depth less than the tunnel exterior diameter (42 ft). Calculations on tunnel sections passing beneath roadways were performed to evaluate the structural response of the sections subject to moving vehicular loads, dead load, and earth pressures. Ratings were performed in accordance with AASHTO and FDOT guidelines. The procedure considered two types of vehicles (HL-93 and FL-120) and two rating levels (Design level and Permit level). As part of HL-93 vehicle, Tandem load was also considered for rating, separately. For HL-93 and HL-93 Tandem, inventory and operating level ratings were performed. The results show rating factors are high. The minimum rating factor is 16.8 using Inventory truck HL-93. For Permit level using FDOT FL-120 truck the minimum rating factor is 6.9. As can be seen, rating factors are higher than comparable analysis for bridges. This paper explains how the procedure can be implemented for tunnels and evaluates the rating results.

Dec 1, 2022

By Thomas Konstantis, Spyridon Konstantis, Panagiotis Spyridis

"Tunneling and Underground works are unequivocally subject to a diversity of inherent uncertainties associated with the geotechnical, hydro-geological and environmental regime that surrounds them. On many occasions, these uncertainties can provoke loss events of considerable consequences. The present contribution elaborates on losses that the insurance market has suffered in the recent years, following a construction failure event. These losses are being considered and analysed on a quantitative basis through evaluation of cost related data, with explicit discretization of the applied construction methodology and of the subsequent developed failure type since both of which are considered of major importance. Given the identified persistence and regularity of some loss-contributing factors, recommendations are provided on the basis of a proactive risk engineering management approach that are envisaged to reinforce the understanding of project risks and alleviate the incurred insurance cost. 1 INTRODUCTION The underground construction sector has always been a very challenging area for all involved parties, including the insurance market. Main reason for that remains the uniqueness of the uncertainties sources and the subsequent inherent risks that the tunneling and underground projects are exposed to. In many instances, these risks materialize, leading to loss events with substantially high impact on reinstatement cost and incurred delays, which depending among others on the insurance coverage will have to be bared by the Insurance market. In the recent decades and as the tunneling industry boomed and expanded with many major and significant projects undertaken around the world, the insurance market was faced with additional challenges. Increased competition during tender coupled with the scale and complexity of the projects and politically driven decision making exerted pressure on the project timelines, completion dates and budget. The pressure for on-time or even early project completion- to avoid liquidated damages or achieve bonus payments, respectively- along with cost reduction efforts and the incentive for innovative failure events. That, in turn, put additional pressure on the Insurance market which had experienced a significant amount of losses with substantial cost. One of the triggered mitigation actions was the introduction of the Code of Practice for Risk Management of Tunnel Works (ITIG, 2006 & 2012; MunichRe 2006, Wannick, 2007, Spencer, 2008, Adeyemo, 2011)."

Jan 1, 2016

By S. Klein, M. McLeod, K. Johnson

The East Bay Municipal Utility District (EBMUD) delivers water to the San Francisco Bay Area through an aqueduct system extending from the Sierra Nevada Mountains to the East Bay. This aqueduct system, the Mokelumne Aqueducts, are comprised of three 82-mile long steel pipelines. The portion of the aqueducts crossing the Sacramento-San Joaquin River Delta is recognized to be vulnerable to seismic and flooding hazards. Previous studies evaluated alternatives for mitigating these hazards and increasing the reliability of the aqueducts for the next 100 years. The preferred solution involves construction of a 16.5-mile tunnel across the Delta and re-routing the existing aqueducts through this tunnel

Dec 1, 2022

By Ronald E. Triplett, George K. Burke, Bernard H. Voor

To accommodate larger double-stack rail cars through a tunnel, the existing active tracks were to be lowered. The tunnel is an elliptical, horseshoe-shape with concrete base support, removal of which would jeopardize the tunnel integrity, particularly since the soils beneath part of the tunnel floor included soft, saturated silt overlying rock. Grouted bar anchors combined with a SuperJet soilcrete strut replaced the existing support in situ prior to floor lowering. Close cooperation and detailed timely engineering support provided a quality project. Project design and construction, ground improvement methods, and the performance of the work are described.

Jan 1, 2001

By Trenton Cohen, Joseph McDivitt, Shimi Tzobery, Joseph Sinacori, Scott Zylstra

The 2-mile Beach Interceptor Sewer Tunnel was constructed in 1954 to then-current mining and construction standards. Due to its lifespan and deteriorating condition it is now being stabilized and rehabilitated using conventional excavation and ground support. At its southern end, below the prestigious Three Arch Bay community, the original tunnel alignment passes under a historic landslide where the tunnel was sand-backfilled and capped by bulkheads in 1957 due to severe and caving ground conditions. Video footage of the existing 21- inch clay pipe showed that the pipe is severely damaged, which could potentially cause a catastrophic pipeline failure and sewage spill into the Pacific Ocean. This paper summarizes the thorough investigation and design process, tunnel realignment construction and monitoring, and the notable cooperation between all parties to overcome the project risks.

Dec 1, 2022

By Gary English

"Tunnel safety is evolving as science, engineering and technology make advances. Applicable safety codes and standards simply do not cover all the potentials of design, construction and operation. This paper reviews a series of tunnel projects code gaps in Seattle USA that were uncovered during the design and construction of a new highway tunnel, conversion of bus tunnels to combined road and rail tunnels, new rail tunnels using TBM and NATM, conversion of a road tunnel to light rail, and retrofit of an existing road tunnel to add lanes and improve safety systems. The perspectives of the ‘fire code official’ (Authority Having Jurisdiction) on methods to identify and resolve gaps in safety code and standard regulations, while garnering the consensus of the owner, designer, and contractors are presented. Additionally, the emergency responder command perspective on safe tunnel design, tunnel rescue during construction and operational safety is explained TUNNEL SAFETY EVOLUTION The underground has become nearly the only option to provide essential transportation corridors to continue our economic growth in key global areas. Tunnels are not built on a whim. Often significant portion of a regions wealth are invested to meet current, and hopefully future transportation demands. There are more transportation tunnels being built now than at any time in the planets history. The location of these tunnels is often selected for us based upon regional demand. Most commonly under densely populated urban centers and between populations’ centers to bypass geologic conditions like mountains and water bodies. Tunnels are being built in unforgiving soils, between tectonic plates, in extremes environmental conditions and often, under the very heart of the highest density population centers on the planet. All of these locations can bring with it conditions that challenge our common assumptions about safety. These extraordinary locations and soils create risks for both those constructing the tunnel, and in design engineering to meet the ‘minimum’ requirements at the lowest costs. There is lengthy history of above ground safety. Most countries and major local jurisdictions have adopted, or created safety requirements for the construction of above ground buildings. Through decades of use, these safety requirements have evolved, changed and been expanded to cover a wide gamut of actual and potential safety risks. However, the use of the underground for tunnel transportation corridors has grown exponentially with limited attention to safety requirements."

Jan 1, 2016

By Pafos Busch, Martin Fischer, Johannes Jaeger

The Spitzenberg Tunnel is a 600 m (1,970 ft) long twin tube motorway tunnel on Germany’s Autobahn A44 between Kassel and Eisenach. Since flexibility was considered to be very important in the continuously changing geological conditions, NATM was chosen as the construction method. When passing an old quarry with only 1,80 m (6 ft) of overburden, the excavation works became extraordinarily challenging. This paper not only describes the special methods, like double sidewall drifts and pipe umbrellas applied in this zone but also highlights the cooperation between the parties involved, which in combination made the project a joint success.

Jun 13, 2021

By J. J. K. Daemen, C. Fairhurst

Two aspects of tunnel support design are considered, and for both particular attention is paid to the influence of rock failure around the tunnel on the loads developed on the supports. 1) In general it has not been possible to extend analytical methods for the study of rock failure around tunnels to three dimensions. As a consequence it was not possible to calculate either the influence of the face or the actual sequence of support loading as the face advanced. The finite element method made this extension possible. A simplified analysis of the influence of the face and of the sequence of support installation has been made. The influence of the original stress field and of the rock behaviour on the length of tunnel which can be left unsupported (related to the stand-up time) is shown. The degree to which a 2-dimensional analysis can be used to approximate the final support load is shown to be dependent upon the post-failure behaviour of the rock. 2) Tunnel support design requires a knowledge of the forces and of the -rock displacements which cause stressing and deformation of the support system. A 2-dimensional model incorporating a detailed representation of several support systems, of the rock behaviour in the broken zone and of the interaction between rock and support is given. The model allows the calculation of the stress distribution in the support. The significance of the relative stiffness of support and rock on the stresses developed in the support is shown.

Jan 1, 1997

By Brian Gettinger, Jared Barber, Richard Weatherly, Shannon Dunne, Jeff Masek, Chuck Wolf, Fazle Rabbi, Jack Canfield

During Hurricane Harvey over 60% of the 39 WWTPs, including the low-lying 25 MGD Sims North WWTP, and one third of the 382 lift stations owned and operated by the City of Houston were flooded resulting in extensive facility damage, loss of service and uncontrolled release of untreated wastewater into bayous and creeks. In response, the City has embarked on an effort to improve system resiliency by consolidating at-risk facilities with a network of deep sewer tunnels. These tunnels will provide secondary benefits to the collection system of augmenting the capacity of the existing 6,000 miles of sewer mains and lowering the collection system profile in poor performing areas. Investigations on the cost to mitigate the flood damages by raising the liquid stream processes at the Sims North WWTP is estimated at nearly $450 million. Instead of spending $450 million to raise the plant, the funds will be directed to providing a more robust and resilient wastewater system for the Sims basin area of Houston. The backbone of this new system is a 4.5-mile-long, 110 inch diameter deep gravity sewer tunnel that will convert a system heavily reliant on distributed lift stations to a majority gravity system with a deep consolidated lift station at the Sims South WWTP. This will also allow the City to address the flood prone infrastructure at Sims North and consolidate its operations into a single permitted outfall for this collection system. This approach is the outcome of a team effort focused on maximizing system resiliency and sustainability for the next 100 years. By thinking outside the box, the City of Houston will not only mitigate the flooding risk at Sims North WWTP, but also solve regulatory and operational challenges throughout the sewershed and deliver a winwin on multiple levels.

Jun 13, 2021

By John F. Shea

When tunnel boring machines were first developed, the J. F. Shea Company elected not to use them until some of the bugs were worked out. When we did take the plunge, we learned a great many lessons in tunneling; amongst others, that tunneling with a TBM is more an art than a science. One of the most important factors that contributes to a successful TBM tunnel is the geology. A machine can be designed to handle almost any type of ground; however, if the ground is not uniform, compromises in design must be made to enable the machine to handle the various ground conditions. Even when the geologic formations are well defined, it is still impossible to predict how the formations will react when it is penetrated by a tunnel. This is where the design and performance of a tunnel boring machine runs into trouble. When the reactions are adverse, the contractor is left with three alternatives; park or pull the machine and drive conventional, fight through the formation with no changes, or modify the machine. We have made all three of these choices. The first, on the Tonner Tunnel in Southern California, we encountered an extremely tough sandstone where progress was measured in inches per day. Ultimately, we pulled the machine and drove conventional tunnel. The second, on the Vat Tunnel in Central Utah, another element was added to the geology - water, which we encountered in excess of 1,000 gpm at the heading. It was impossible to adapt the machine to handle this much water, so we have been carrying out a program of grouting ahead of the machine and then driving tunnel with the tunnel boring machine.

Jan 1, 1981

By A. Ayoubian, V. Nasri

This Tunnel Connection project will include construction of two short tunnels to connect the existing subway tunnels (Red and Blue lines) in the northern loop area of downtown Chicago through a new station. The Southeast Tunnel will connect the Red Line to the new station below the intersection of State and Washington Streets and the Northwest Tunnel will connect the Blue Line to the new station below the intersection of Dearborn and Randolph Streets. The connection tunnels are located in a very dense urban area of downtown Chicago and under several important historical buildings. Both tunnels are curved at the intersections and located at a depth of about 7.5 m below ground surface in saturated soft clay with an average undrained shear strength of approximately 25 kPa. The design calls for minimizing surface disruption and ground displacement while maintaining normal operation of the existing subways during the construction of the connections tunnels. This paper presents mining and cut and cover tunneling alternatives for the project.

Jan 1, 2007

By Edward S. Plotkin

The tunneling construction industry faces a new challenge in endeavoring to comply with the multitude of regulations and standards of the Occupational Safety and Health Administration and to work following accepted and experienced tunneling practices. Tunnel inspections appear to be gaining in priority. The national OSHA inspection activities reported for the year 1976 in the construction industry are as follows: 989 Inspections 45 As result of Accidents 186 As result of Complaints 605 General 153 Follow Up 34% Were found to be in compliance 714 Citations were Issued 1,825 Violations were found (201 of which were serious; 1573 were non-serious; 51 were imminent danger. There were no recorded failures to abate a violation in our industry.) The five general priorities by which a company would be scheduled for an inspection in descending order are: imminent danger situations, reports of fatal accidents or catastrophies, inspections in response to valid employee C( taints, inspections of work places covered by National Emphasis Program NEP, (OSHA's NEP has been designed to impact on any industry having a very high injury or illness rate) and finally random inspections of work places covered by OSHA. The following criteria in selecting companies for random inspections is used by OSHA.

Jan 1, 1979