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By Neil J. Dahmen, Howard J. Handewith

INTRODUCTION Tunneling machines were introduced into civil con¬struction in the 1800s, but their practical applications were not realized fully until the 1950s. As of 1977, tunneling machines were being used on most tunneling projects of substantial size. As in civil construction, the mining applications of tunneling machines have included long drives such as tunneling for long ore-body develop¬ment drifts, long haulage tunnels, longwall access drifts, and long crosscut developments. Tunneling machines ranging from 1.75-m (5.7-ft) to more than I1.0-m (36-ft) diam are available from several manufacturers; machines for mining applications generally have ranged between 1.75 and 6.0-m (5.7¬and 20.0-ft) diam. Tunneling machines usually operate at or near horizontal grades and are supported by a rail-haulage backup system. However, declines and inclines have been made using alternative backup equip¬ment. Either circular or shaped tunnels may be bored, depending upon the particular equipment used. Using tunneling machines to bore openings through rock offers several advantages over the use of the drilling and blasting technique. These advantages include a rapid advance, continuous operation, uniformity of the opening size, smooth walls, and safe working conditions. Compared to drilling and blasting, boring reduces the disturbance of adjacent rock, thereby reducing the ground-support requirements and the exposure to water inflows. The smooth walls provide natural arching and present minimum resistance to the flow of air. A tunneling machine should be considered a spe¬cialized mining tool that is well-suited to certain mining applications. Properly applied and sustained, a tunnel¬ing machine contributes to realizing substantial econo¬mies in the development of underground mines. All costs herein are expressed in 1977 US dollars, unless otherwise noted. The mention of trade names and manufacturers is not intended to imply an endorse¬ment of any specific equipment. TYPES OF TUNNELING MACHINES As listed in Table 1, five principal types of tunneling machines were being manufactured in 1977. Each type of machine offers a special solution to a specific mining problem. Although each of these types of machines is described herein, most of this chapter is devoted to the full-face rotary rock-tunneling machine that has demon¬strated the greatest production in both civil construction and mining applications. Full-Face Rotary Rock-Tunneling Machines As shown in Fig. 1, a full-face rotary rock-tunneling machine consists of a rotating head that is fitted with rock-cutting tools and is forced into the tunnel face. This head is supported by a bearing on a structural support member that, in turn, is held in place by a hydraulically positioned wall-gripping mechanism. Both torque and thrust are reacted from the cutterhead, through the structural support and gripper mechanism, and to the tunnel wall. The rock cuttings fall to the invert at the tunnel face, and they are removed by means of cutterhead buckets or scoops that transfer the cuttings to a conveyor belt. After advancing the cutter¬head through a preset boring stroke, the tunneling machine is advanced by hydraulically pulling the gripper mechanism in from the tunnel walls, stroking forward, and resetting the gripper to the new forward position on the wall; the machine then is set for the next advance stroke. Full-face machines cut only circular openings. Ma¬chines with diameters as small as 1.8 m (6 ft) and as large as 6.1 m (20 ft) have been used in mining applica¬tions, excavating rock with unconfined compressive strengths in excess of 276 000 kPa (40,000 psi). Although special machines have been designed to turn on a radius of 30 m (100 ft) in both horizontal and vertical directions, the conveyors and backup sup¬port equipment generally limit tunneling machines to turns with a radius of more than 60 m (200 ft). The full-face rotary rock-tunneling machines have provided the fastest and most reliable production of any mining method or machine. These machines can be equipped to place any of a variety of ground-support systems, and they can be provided as "open" machines, as shown in Fig. 1, or as "shielded" machines, as shown in Fig. 2. The open machines have the advantage of allowing the ground to be supported as near to the tunnel face as possible. The shielded machines have been designed principally to allow placing precast con¬crete segments. The shielded machines completely pro¬tect the equipment and personnel at the heading, but they are economically limited to permanent long-life haulageways where full lining is required. Partial-Face Rotary Rock-Tunneling Machines As shown in Fig. 3, the partial-face rotary tunneling machine is equipped with a cutterhead that rotates slowly at about 0.21 rad/s (2.0 rpm). The single-disk cutterhead produces the tunnel section shown in Fig. 4 by means of an oscillating motion. These machines work on the undercutting principle, and they are avail¬able in spring-line dimensional increments of 0.1 m (0.32 ft) from 1.5 to 2.1 m (5.0 to 7.0 ft); the vertical dimensions are 2.4 to 3.2 m (8.0 to 10.5 ft), respec¬tively. Depending upon the tunnel width, the cutterhead disk may be fitted with from 8 to 16 drag-bit cutters. Penetration is achieved by means of hydraulic rams that force the tungsten-carbide bits into the rock mass. The operation is cyclic, with cutting occurring only on the upstroke. On the downstroke, the rotating cutter¬head draws the fallen muck from the invert into the panzer-type conveyor for rearward transfer. This feature allows time to either reposition ore cars or to exit the tunnel with muck trains while the machine is cutting, as shown in Fig. 5. Boom-Type Rotary Excavators The boom-type rotary-excavator tunneling machines commonly are known as boom-type continuous miners

Jan 1, 1982

By Terry M. Tilley, Gregory P. Sherry

Purpose This is a unique project because the mining and tunneling industries have become highly mechanized and cannot normally accommodate a project where surface disturbance must be minimized or eliminated when there is less than 10 feet of ground cover. More traditional less mechanized methods must be employed and the skills and techniques for accomplishing the work have become all but non-existent. Therefore, this article highlights those areas of specialized skills and techniques. Methods The article will describe the design approach, the method(s) of ground support selected, the method(s) of excavation selected, the planning, scheduling and materials selection process. In addition, the article will describe the actual production characteristics and the results of the project. This approach will concentrate on productivities, adaptations to actual conditions and the quality of the end product. The design approach basically was to insure that the temporary support methods were adequate for the excavation and shoring stage of the project. The final concrete liner was designed using conventional structural design methods with the goal of constructing a tunnel that will last 100 years. The methods of support were spiling and variations of spiling in order to provide advance temporary ground support. In this project spiling is steel channel cantilevered and driven into the ground ahead of the working tunnel face which supports the ground allowing the face muck to be removed with overhead protection’. Conclusion This will be a discussion of the applicability of the methods. The actual performance of the excavation and shoring methods will also be evaluated. The final concrete liner completion results, the actual production rates and the conformance with budget and schedule will be addressed.

Jan 1, 2005

By Michael Gay, W. H. Hansmire, G. Rippentrop, V. S. Romero

The new Tren Urbano heavy rail transit project in San Juan, Puerto Rico has one very significant part, the Río Piedras Contract, being constructed underground. This paper will give an overview of the tunneling work that started construction in1997. Design-Build procurement for tunneling is addressed. The new and modern transit system in San Juan will be 17.2 km (10.7 mi)long and have 16 stations in its first segment of construction, which is due to open in 2001. The line connects the city center district of Santurce to the outlying suburban municipality of Bayamón. All construction is being done under design-build contracts as a demonstration project funded by the Commonwealth of Puerto Rico and the Federal Transit Administration (FTA). The Río Piedras Contract is completely underground and involves practically all types of construction in soft ground. One station is built as cut-and-cover at the University of Puerto Rico. One portion has twin tunnels to be driven with an Earth Pressure Balance Machine (EPBM) and lined with one-pass precast concrete segments. Another has four short tunnel drives at a turnout that will be constructed with an initial support of shotcrete and lattice girders (i.e., the New Austrian Tunneling Method of construction). The most complex construction is the Río Piedras Station, which is being built as a stacked drift with a total of 15 individual tunnel drifts. After being sequentially excavated and concreted, they will form the arch of the 19 m (62 ft.) wide by 16 m (53 ft.) high cavern station. This structure is excavated in soil with less than 5 m (16 ft.) of cover to overlying historic buildings.

Jan 1, 1999

By Saied S. Navid, Michael A. Piepenburg, Richard F. Escandon, Robert C. Lindsay

INTRODUCTION Phase I of the Los Angeles Metro Rail Project, known as MOS-1 (Minimum Operable Segment-1), is the first phase of the 27 km± (17 mi) subway starter line. MOS-1 is currently under construction and involves approximately 6.4 km (4.4 mi) of subway, five stations, yards and shops routed through the downtown area of Los Angeles. The project will form the initial heavy rail backbone of a more extensive light and heavy rail transit system planned for the greater Los Angeles area in the future. Construction Contract A-171 is one of 4 tunnel contracts within MOS-1 and involves construction of twin tunnels running from the downtown metropolitan area west to MacArthur Park. The heavily populated and developed downtown area, potentially gassy ground conditions, and the possibility of undocumented abandoned oil wells in seismically active southern California made the design and construction of Contract A-171 a uniquely interesting project. This paper summarizes the construction history to date (December, 1988) including design geotechnical considerations, tunnel support design, as-built geologic conditions, shield tunneling performance through soft ground, and ground response. The findings presented herein may aid in the design and construction

Jan 1, 1989

By Francis B. Gularte, James E. Monsees, John-Paul Whyte, Gary E. Taylor

In a short section of the Los Angeles Metro Rail system approximately 222.5 m (730 ft) of 6.4 m (21 ft) diameter twin-tube tunnels separated by a 1.8 m (6 ft) narrow pillar were designed to pass under a major eight lane freeway and a metropolitan intersection with only 3.7 m (12 ft) to 5.8 m (19 ft) of loose fill and alluvium cover. The design considerations and the chemical grouting program used to stabilize the alluvial materials is discussed. Also included is a discussion of the novel shield used for tunnel excavation and the effects of the subsequent fire.

Jan 1, 1991

By Robert Vergie

Like most of you, I would rather work on a job than talk about it. But it is fruitful to spend some time taking stock of important developments in the heavy construction field. One of the strongest recent movements affecting the industry has been the push for safety. I regret that it is a recent development. Not that builders were against safety. Too often though, it was easier to continue with dangerous old work methods than to try something new. Too often, it was easier for equipment manufacturers to build production tools with little consideration for worker safety. And too often, accidents and gruesome disasters occurred. The ultimate result of on-the-job injuries in construction and other industries was the Federal Government's Occupational Safety and Health Act of 1970. Individual states were required either to accept OSHA or pass updated regulations at least as stringent as the Federal requirements. These new rules must be strictly obeyed -- not just because they carry civil and criminal sanctions -- but because they correct unsafe conditions and reduce hazardous acts. Though some OSHA measures have been criticized as superfluous, most of them do in fact save lives and limbs. Equally important, the tunneler who follows the new safety regulations can be fairly certain of an efficient, uninterrupted operation. Regulations do sometimes bring rewards.

Jan 1, 1974

By Anita Wu

"GENERAL BACKGROUND/CONTEXT The £300 million Bond Street Station Upgrade project will provide essential congestion relief and step-free access to an important interchange and destination station in the heart of the London Underground network. In 2010 London Underground (LU) let a design & build contract to Costain Laing O’Rourke (CoLOR), with the works to be completed in early 2017. CoLOR’s lead designer is Halcrow-Atkins JV (HAT). The station upgrade works comprise the following principal elements: •,A new satellite ticket hall on the North side of Oxford Street •,Two additional escalators and stairs providing congestion relief to the Jubilee line platforms •,Four lift shafts to provide step-free access between the different levels of the station •,Additional stairs to Central line platform level •,Tunnelled connection to the Crossrail station immediately to the south •,Connecting passageways, including ten connections to existing station tunnels. To achieve this, an existing property at 354-358 Oxford Street has been purchased and demolished, and the basement deepened to make provision for the new ticket hall. From this basement two circular shafts have been sunk, providing construction access for the tunnelled passages and lift and escalator shafts. The tunneling is principally in the London Clay stratum, which is widely recognized as a favorable tunneling medium, although the deepest parts of the works extend into the Lambeth Group strata which consist principally of stiff clays at this level but also contain water-bearing sands. The majority of tunneling has been carried out using mechanical excavation and sprayed concrete linings but other techniques have been used in areas where SCL is not practicable.A key challenge for design and construction of the works has been spatial constraint, in particular due to: •,The existing underground station layout •,The Limits of Deviation for the works •,The small construction site at 354-358 Oxford Street •,Overlaying Third Party assets including Listed buildings, sewers and water mains."

Jan 1, 2016

By William Gleason

"The city of Denver, CO has experienced extreme growth in the past decade, with the population of the city topping more than 700,000 people in 2018. The current storm water drainage system was put in place in the early 1900s and has not been able to keep up with the growth of the city.When it rains north and east of the city, the runoff goes toward the South Platte River. With the dense population and sometimes severe thunderstorms in the summer, the city has experienced significant flooding that not only endangers lives of residents, but some of the storms have caused millions of dollars of property damage.The Platte to Park Hill Project is a $298-million nearterm, four-phase solution to the flooding that includes the Globeville landing outfall; an open drainage project in the Cole neighborhood in north Denver; an area for temporary water detention and another temporary water detention in Park Hill.The largest and most complex phase of the project is the Globeville landing outfall — a $70-million box culvert project that includes a pair of 157-m (515-ft) long, 243-cm (96-in.) diameter storm water tunnels that pass beneath a busy rail yard with 17 tracks for the Union Pacific Railroad (UPRR) and two Regional Transportation District (RTD) commuter rail tracks. The tunnels, which were installed parallel to a pair of existing 243-cm (96-in.) tunnels, were designed by Brierley & Associates as a client of Merrick & Company for the City & County of Denver, and Bradshaw Construction constructed the one-pass tunnels.From the start, it was evident that the tunneling portion of the project would be the most challenging because of the rail yards.“It’s a little bit more complicated because the railroads have such tight restrictions for settlement,” said Rebecca Brock, Brierley’s project manager. “We had a lot of meetings with Union Pacific and RTD to figure out what are prescribed versus tolerable settlements.”“The portion extending beyond the UPRR under the RTD rails was challenging, as RTD is new to tunnel installations under its tracks,” said Lester Bradshaw, president of Bradshaw Construction. “The RTD tracks employed a unique foundation of continuous concrete with integral raised concrete ties on rubber bushings. Minimizing settlement to these tracks was a critical requirement.”"

Jan 9, 2018

By William Hodder, Ehsan Alavi, Nader Ghasempour, Daniel Cressman

The Don River & Central Waterfront Coxwell Sanitary Bypass Tunnel (CBT) Project in Toronto will extend approximately 10.5 km from Ashbridges Bay Treatment Plant west under Lake Shore Boulevard, north under Bayview Avenue and east through the Don River park area to the Coxwell Ravine Park. The tunnel is currently being mined by using a shielded dual-mode tunnel boring machine (open and close) capable of operating in EPB mode and lined by using a precast concrete segmental tunnel linear with an internal diameter of 6,300 mm and external diameter of 6,900 mm. The CBT is expected to be excavated mainly through shale bedrock of the Georgian Bay Formation, at approximately 50 meters deep. The tunnel crosses a buried bedrock valley in two locations, in the southern portion of the alignment, adjacent to the Don River, and at the northern portion of the alignment approaching the CX-1 shaft. In these two locations, the bedrock cover is expected to be less than 6 meters. The risk of encountering weathered bedrock, significant ground water inflows or surficial soil deposits through these buried valleys was identified during the design phase. The contract required the TBM to be designed with the ability to probe drill ahead of the TBM and convert to EPB mode if necessary, to cross this area. This paper will discuss the additional exploration that was performed by the contractor to identify the extent of this buried valley, the plan going into the zone of potential weathered shale, and the actual conditions encountered.

Jun 13, 2021

By Joel Nonnweiler, Rafael Castro, Ross Webb

The three thousand foot long 66-inch diameter Folsom East Interceptor Section2B was completed accident free, on time and under budget with no measurable surface settlement. The tunnel passed through nested cobbles, highly abrasive sands and gravels, and abandoned mine workings with less than five-feet of cover at times. Preventing settlement was critical since the tunnel passed under a heavily traveled state highway. A pilot project to test microtunneling and pipejacking methods in the same ground conditions abandoned both drives before completing the planned drive lengths. This paper discusses performance of the conventional tunneling method selected to excavate the ground and the effectiveness of the ground modification techniques employed.

Jan 1, 2001

By R. Grandori, L. Pellegrini

The construction of the La Joya hydropower plant (Costa Rica) was awarded by the Spanish power company, Union Fenosa, to the Italian Joint Venture formed by the companies SELI SpA and Ghella SpA. The project, located in a mountainous region of central Costa Rica, includes a 7.9-km-long head race tunnel having an excavation diameter of 6.18 m. A double-shielded TBM was selected to perform the tunnel excavation, which involved mainly volcanic rocks in variable but generally very weak conditions. The tunnel crossed long and continuous sections in completely weathered rock masses with no residual cohesion and with high water inflows. The paper describes and analyzes: The special methods adopted to overcome these sections with the TBM includ-ing face stabilization by chemical grout and foams as well small by-pass tunnels in the crown combined with TBM advance/support The grouting design and the grouting method that was implemented to meet the waterproof design specifications and restore the original groundwater level in the mountain The additional geological investigations performed to improve the knowledge of the rock mass in front of the TBM and the outcomes of these investigations The performance of the TBM in different ground conditions and on average along the entire tunnel Finally, the author’s comment about the possibility of implementing and improving the technologies experimented with in this project in future similar applications.

Jan 1, 2007

By Günter Strappler, Max John

When tunneling through karstic terrain, diverse and complex karst structures are to be expected. By means of drilling ahead of the face using drill jumbos, these structures can be detected to such a degree that by applying proper support measures both open karst cavities and karst holes surrounded by boulders embedded in soft rock can be mastered without causing any break-outs. Support measures such as spiles ahead of excavation, sealing off cavities, back?lling with sand, etc. have to be planned schematically and adapted to the dimensions and formations of the karst structures on site. An essential requirement for a smooth excavation procedure is the availablility of all necessary tunneling equipment for excavation by drill and blast as well as for excavation of soil, with experienced tunnel engineers being in charge of any adaptions on site.

Jan 1, 2003

By Don W. Deere

Faults under high rock cover represent some of the most severe ground conditions a Tunneler can encounter. High ground water pressures and flows are usually associated with mountain faults. Ground behavior can range from blocky ground to flowing sands and squeezing clays. Sticking a IBM within a fault zone for many weeks, with the disastrous financial consequences, is still a common occurrence. Interpreting the geology and detecting the location of a fault prior to penetrating it is a fundamental step to successful tunneling. Ground water control through predraining or pre-grouting is the second fundamental step. This paper discusses techniques applied for detecting and crossing mountainous fault zones through the use of case histories across the globe.

Jan 1, 2007

By Jon Ike Isaacson, Michael Miller, Jarek Trela

Despite reef structures being relatively common in carbonate rocks around the world, tunneling experience in reefs is extremely rare. Impacts and risks associated with reef tunneling through these geologic features were also relatively unknown. A new reef was encountered during construction of the Lower Pogues Run Tunnel in Indianapolis, exposed over 5,000 linear feet along the alignment, resulting in adverse impacts on construction. Analysis of investigation data and construction from this encounter provide insight into the identification and characterization of reefs along tunnel alignments as well as the potential impacts on construction for future tunneling within reef structures.

Jun 23, 2024

By Greg Bold, Mahmood Khwaja, Yuannian (Jerry) Wan, Michael S. Schultz, William Simcoe

Beaver Creek Clean River Project will satisfy the consent decree requirements by capturing and treating combined sewage overflows. The project consists of, approximately, 2,700 feet of 30-inch trenchless pipe installation, a new screening/disinfecting facility, an expansion of an existing diversion structure, and a 72-inch internal diameter, 530-foot long mined tunnel. The tunnel portions are being progressed as early release packages. This paper presents the geotechnical exploration program and the subsurface conditions encountered; interpretation of the geotechnical conditions; and, approach to developing stand-alone packages for the tunnels to mitigate construction and schedule risks and continue to advance the project.

Jun 13, 2021

By G. F. Jenkins, P. S. Hobden

Toronto as a geographical area provides an exceptionally wide variety of subsoil stratiphication. Tunneling consequently required a very wide range of adaptabilities to meet its changing conditions. This discussion will provide a summary of work performed in both earth and rock formation using three of our recent works to describe a Contractor's experience. The general subsoil stratigraphy is known to consist of deposits laid down during the Illionian Glaciation followed by the Samgamon Interglacial Stage and finally the Wisconsin Glaciation. All these deposits are underlain by shale bedrock of the Dundas formation. As a whole the Dundas formation is predominantly a greyish blue, thinly bedded shale. The engineering characteristics of the shale vary considerably, however, between a blue clay (argillaceous) shale and a much lighter (in colour) silty and sometimes sandy (arenaceous) shale, and occasional limestone layers. The Illionian deposits are usually found to be layers of pebbly clay till and an overlaying layer of contorted varved-clay. These glacial deposits can be overlain by a thick layer of sandy silt to silty sand which is identified as the Samgamon Interglacial sediments. Because of the action of erosion the Wisconsin till sheets, many times separated by interstadial sands, can vary greatly in their number of layers from zero to three or more.

Jan 1, 1997

By S. G. Tough, H. J. Hignett

The Transport and Road Research Laboratory is carrying out tunneling trials at Chinnor, Oxfordshire, with a 5-m-diam, full-face tunneling machine. The work, which is for research purposes only, involves driving the tunneling machine through chalk with most of the physical characteristics of the machine and its power consumption closely monitered. At the Conference a film was shown about this work, illustrating both the tunnel construction and the research program.

Jan 1, 1974

By Morris Loshinsky, George Ziegler

NEW ROUTES - 63rd STREET CROSSTOWN The New Route construction along East 63rd Street in Manhattan began in 1969 with the East River tunnel connecting Manhattan and Queens. The 63rd Street Line, once in Queens, is planned to connect to another new route called the Queens By Pass or Super Express (See Exhibit 1) which would connect to the Queens Boulevard Line at Forest Hills. The purpose of the Queens By Pass was to alleviate subway congestion to and from the Borough of Queens, whose population had rapidly expanded during and after World War II. The existing Queens Boulevard subway lines (the "E" and the "F" trains) are almost filled to capacity at their terminal stations with passengers from Long Island. Passengers boarding trains enroute from the local Queens stations have difficulty boarding crowded trains, and, at times, cannot board the trains. The New Routes, thus, were to give additional train capacity into Manhattan and thereby relieve the crowded conditions along the Queens Boulevard corridor. PROFILE - METHOD OF CONSTRUCTION The portion of the New Route passing east-west under East 63rd Street on Manhattan (See Exhibit 2) had to snake beneath intersecting structures running north and south, such as the Con Rail tracks below Park Avenue and the 80 ft deep Lexington Avenue Express track structure along Lexington Avenue. Further, the Lexington Avenue Local tracks are in a separate structure which has a high profile close to the street surface. Therefore the 63rd

Jan 1, 1981

By Dean Brox, Jason Morrison, Peter Procter

The Galore Creek Mine project is one of the newest major mining projects underdevelopment in Canada. The project is located in a very remote area of northwester British Columbia and is being developed by Nova Gold Resources of Vancouver. The mine project comprises one of the largest and highest grade undeveloped porphyry-related gold-silver-copper deposits in North America. In order to access the mine site anew 120 km road is planned to be constructed including a 4.4 km mine access road tunnel. Glaciers with heavy snow pack cover approximately two-thirds of the tunnel alignment with a maximum cover of 1,200 m. The size of the access road tunnel is about 50 m2 and has been designed as a large single lane road tunnel to accommodate the transport of large size mining equipment for mine start up and ongoing operations. The rock conditions along the tunnel alignment comprise very strong volcanic rocks. Key services for mining operations will be incorporated into the tunnel comprising diesel and power as well as the concentrate pipeline. Structural portal canopies have been incorporated into the tunnel design due to the risk of rockfalls and avalanches in the portal areas. The mine access road tunnel is a significant and critical-path component to the overall project to provide vehicular access to allow construction of the mine site. In order to meet the expected mine start up date the construction of the tunnel works are to commence prior to any other works at the mine site and will be constructed entirely by helicopter support. Geotechnical investigations commenced in the summer of 2006 with the removal of the overburden materials at the portals to assess bedrock conditions. Tunnel construction from both portals is expected to commence in the spring of 2007. The construction of the mine project is subject to and awaiting environmental approval in the spring of 2007. The mine access road tunnel will be the longest private road tunnel in North America. The key design and constructability issues for the mine access road tunnel project are presented and discussed.

Jan 1, 2007

By Tyler Lahti, Peter Borgacci, Mary Jane Ferraro, Prakash Nadesparan

Toronto Tunnel Partners (TTP), under contract to Metrolinx/IO, is constructing new twin rail tunnels under the Highway 401 & 409 interchange to accommodate additional tracks to support the GO Expansion program for future two-way, all-day service. The new tunnels are being constructed using the Sequential Excavation Method (SEM) and utilize a tunnel pre-support system consisting of a series of 800 mm diameter steel pipes to form a pipe canopy. The pre-support pipes were installed with an Auger Boring Machine (ABM) in four separate headings; one heading from each of the tunnel end portals, and two from a shaft in the middle of the highway. To facilitate the auger boring operation, a custom steel reaction frame was required to counteract the thrust from the ABM at the portals, and a temporary shaft structure was installed in a narrow median space of the highway. The installation of the pipe canopy had to overcome challenges including removal of obstructions, alignment issues, and controlling settlements to the highway surface. This paper discusses the purpose of the pipe canopy, design and installation of the temporary shaft and structures to support the auger boring operation, the experience of the contractor during the installation of the pipes, and brief overview of the experience tunneling below the pipes.

Jun 13, 2021