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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 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 D Maconochie, S Pradhan, M Reed

The Waterview Connection will provide a high-quality strategic alternative to State Highway One and complete Auckland’s Western Ring Route connecting State Highways 20 and 16. The project includes twin three-lane motorway tunnels 2.4 km long and 13.1 m internal diameter (ID). The tunnel construction started in November 2013 using the tenth largest earth pressure balance (EPB) tunnel boring machine (TBM) in the world. The tunnels will pass beneath urban and greenfield areas as well as a major local arterial road. The project is being delivered by an alliance of constructors, designers and the New Zealand Transport Agency. This paper describes some of the key innovative and cost saving design solutions that have been achieved through collaboration in the alliance environment with the construction team, owner’s verifier, the segmental lining precast suballiance and the M&E suballiance for the underground works. The key design elements of the tunnel comprise a three-lane roadway, invert culvert and backfill, precast segmental lining, sixteen mined cross passages including a low point sump cross passage and steel segments for opening to the cross passages. This paper reviews interdisciplinary design integration and the economies achieved in the permanent works tunnel lining design, including reduction in lining thickness and optimising reinforcement, cross passage separation of 150 m, efficient design of the invert culvert and backfill design, main drainage pipe and low point sump. The paper also describes the attributes of the TBM and the invert culvert construction methodology.CITATION:Pradhan, S, Maconochie, D and Reed, M, 2014. Tunnel design in an alliance for Waterview Connection, New Zealand, in Proceedings 15th Australasian Tunnelling Conference 2014 , pp 425–430 (The Australasian Institute of Mining and Metallurgy: Melbourne).

Sep 17, 2014

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 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 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 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 T Isaksson, J Anderson

The procurement process for underground construction contracts, in particular those contacts involving tunnel boring machines (TBMs), is subject to many complex and inter-related variables, including national and local politics, public policy, community involvement and media attention û as well as strict environmental and legal requirements. Other restrictions include the time available to adequately investigate geotechnical conditions and viable technical options to determine the best construction methodologies û including selection of tunnel boring machine characteristics and, those construction means and methods suitable for the specific geotechnical and environmental conditions. The latter are, most often, quite imperfectly understood. æGetting it rightÆ implies that an optimal configuration û of machine type, characteristics and associated methodologies û can be found and successfully implemented for a particular project. æFrom the beginningÆ implies that the lack of time issue can be successfully resolved. Within an international context this paper highlights a number of issues of concern which relate to tunnel procurement systems and the ways in which certain key processes are managed during planning, design and construction. The authors argue that there is considerable room for improvement in the way tunnelling projects are undertaken and an approach is discussed which has the potential for substantial gains in cost and schedule and reduction of risk. Savings, however, may only be fully realised if the new methods can be fully implemented by all parties involved. This, we believe, will require the rejection of ætraditionalÆ forms of management and procurement with associated changes in the roles and responsibilities of owner, engineer and contractor. Additionally, risk identification, assessment and mitigation are essential cost and schedule control process which have, to this point, been underutilised by the underground construction industry.

Jan 1, 1999

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 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 W. L. Saunders

(Wilkes-Barre Meeting, June, 1911.) I. INTRODUCTION. IT is now generally admitted by experts that at least so far as rapid progress is concerned the Alpine system of tunnel-driving is superior to any other. This is perhaps natural in view of the record of experience in driving tunnels through the Alps. These great mountain-chains cannot be treated in the ordinary way by shaft-sinking and driving headings, thus multiplying the points of attack. The work must be done from the ends only, hence speed in driving is of the utmost importance; and, as necessity is the mother of invention, the concentration of effort to make progress has resulted in an organization and in mechanical appliances that have produced results so much in excess of the usual practice, even in America, that a discussion of the subject in detail should be of much value to the engineer and contractor. The first Alpine tunnel was the Mont Cenis, length 7.5 miles, driven with a progress that averaged about 7.75 ft. per day. Next came the Saint Gothard, 9.5 miles long, 18 ft. per day; Arlberg, 6.5 miles long, 27.25 ft. per day; Simplon, 12.25 miles long, 36 ft. per day. The figures represent progress when driving from two headings, so that by dividing them in two we get the daily single-heading progress. The latest of the Alpine tunnels is the Loetschberg, now being driven. In this work the world's record has been beaten by a single day's record in one heading of 36 ft. and by an average daily record in. one heading of 29.5 feet. The Alpine range forms a natural barrier between a large section of northern and southern Europe. This range extends from the southeast of France to the frontier of Hungary, between Italy and the plains of southern Germany. The contour

Jul 1, 1911

By Robert G. Pinkerton

Boyles Bros. Drilling Co. and Gibbons and Reed Company, both of Salt Lake City, Utah, have successfully combined into two joint ventures on the San Juan-Chama project of the U. S. Bureau of Reclamation. The Azotea Tunnel is 12.7 miles in length; the inlet portal is on the Navajo River in Archileta County, Colorado, and the outlet portal is in New Mexico, about 10 miles south of the state border. The Oso Tunnel lies immediately to the north of the Azotea Tunnel and discharges water directly into it. We are presently driving both tunnels with mechanical boring machines from their portals at the Navajo River. Both tunnels are circular, fully concrete lined. The Azotea Tunnel has a finished diameter of 10 ft. 11 inches while the Oso Tunnel is 8 ft 7 inches in diameter. Both tunnels are supported with circular, structural steel rings as required by ground conditions. In good ground rock bolts and steel roof plates are used.

Jan 1, 1967

By Scott Stephenson

Making a tunnel through solid rock can sometimes be a dangerous task. Many things must be considered in order to complete such a task safely, and efficiently. Prior to starting things must be known such as, the type of rock, the purpose for the tunnel, the destination point, then angle of decent (or ascent). Once these things are known, the method to proceed must be considered. Factors such as cost, feasibility, and time to completion must be taken into account.

Jan 1, 2009

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 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 Ravi Shah, Augusto Lucarelli, Daniele Peila

"In mechanized tunneling the annular gap between the segmental lining and the surrounding soil caused by tunnel driving, must be backfilled almost instantaneously with an adequate grouting mortar. The objective of this research is to perform a fully three dimensional modeled parametric study using FLAC 3D and evaluate the effects of backfill grouting on the tunneling performance. The research focuses on comparisons between different injection materials and state-of-the-art Bi-Component grout and their effects on the settlements on the surface. The research consists of testing a regular situation of tunnel excavation using a shielded machine with face under pressure. The tunnel dimensions and the soil properties are selected as close as possible to the reality and based on Turin Metro case. 1 INTRODUCTION Excavation of tunnels in urban areas can induce ground movements, which have negative effects on existing structures. In such scenarios, shield tunneling has become a well-accepted construction method in various ground conditions. It is characterized by relatively complex interactions between the soil, the tunnel boring machine (TBM) itself, the tunnel lining and the tail void grout. The problem to control the settlement depends on the face pressure, ground properties and back filling procedure and material of the tail void. The face pressure acts against the front to guarantee the face stability. In case of EPB TBMs the stability of the tunnel face is ensured through the excavated soil itself, which is conditioned and is maintained in compressed state within the excavation chamber. When excavating with TBMs a tail void is created between ground and the lining (Fig.1) after the TBM excavation and ring assembly that must be backfilled instantaneously by injecting the backfill material through the TBM’s tail shield. The process is of primary importance as it reduces the surface settlements and creates an immediate link between the ground and lining, sealing against ground water and leakage, reducing the differential movements between segments and providing long-term stability. The most used backfilling materials are: Inert mixtures that do not contain cement instead sometimes they are replaced by fly ash or other substitutes. A typical design of an inert mortar consists of sand, fly ash, bentonite and water. Pea gravel, which is constituted of granular materials with grain size ranging from 8 to 12 mm. This mixture is highly recommended for tunnels being constructed in rock mass with little deformation rates.Cement mortar is composed of cement, water, aggregates and sometimes bentonite. Cement controls the principle mechanical property of the mix, which can reach high values of 15-20 MPa in 28 days. The aggregates contribute towards the shear strength and reduce the pumpablity of the mix (Thewes and Budach, 2009). The reduced active systems have a cement content of 50-100 kg/m3, whereas the active system the binder component derives full hydration with cement content of over 200 kg/m3 ."

Jan 1, 2016

This publication is designed to be helpful in promoting health and safety in tunneling and related operations. The format has been selected and arranged to provide a condensed guide for safety personnel, inspection and investigative agencies, design and project engineers, and others responsible for the health and safety of workmen. All the precautionary measures recommended are based on actual conditions observed, from investigations of fatal or serious accidents, and from research conducted to find ways and means of alleviating hazards and unhealthful conditions. Many of the recommended rules are included in State laws and in the general safety requirements of the construction industry. Explanatory, descriptive, and qualifying information has been largely omitted in this publication to keep basic data in more useful and compact form. Included in the appendixes are special precautions for gassy (methane atmospheres) tunnels and tunnels where petroleum products are encountered.

Jan 1, 1968