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Boring of a 7.5Km long tunnel under the city of Stockholm commenced in January, 1987. The 3.5m diameter tunnel will pass under the buildings and as no ground settlement is allowed, the regulation for water leakage into the tunnel is very strict. Probe drilling will be carried out continuously ahead of the boring and when water is encountered the rock has to be grouted before passing with the TBM. The tunnelling system enables probe drilling to be carried out during boring with the TBM. This has earlier been a capacity reducing factor as the whole operation has been stopped during probe drilling. The project is using a new generation TBM especially developed for hard rock formations which require higher thrust per cutter to get a high penetration rate.

Jan 1, 1987

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

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

Jun 13, 2023

By Sami Kara, Yunseok Park, Seung-Joong Lee, Namsun Hwang, Michael Laing

This study conducts a comparative analysis of construction efficiency. In the first part we compared electronic and non-electric initiation systems, focusing on tunnel contour holes. Field blasting operations were executed across a variety of delays to identify the optimal delay time. This delay for the in-situ rock mass was determined through regression analysis of blasting vibration in contour holes and for overbreak/underbreak. The blasting results with the electronic initiation system using the obtained optimal delay, applied to contour holes, were compared with the results of the non-electric initiation system. The overbreak and underbreak decreased by an average of 2.7 cm and 5.8 cm respectively, by using the electronic initiation system. Moreover, the vibration reduction rate in contour holes region was reduced by 11.9% based on the blasting vibration estimation equation proposed by the Ministry of Land, Infrastructure, and Transport (MOLIT). Underground construction projects have become increasing popular as cities grow in both size and density. This growth severely limits the amount of useable space for new project on the surface, resulting in the decision to build them underground. This new policy however brings into focus the challenge of managing and reducing blasting related vibration due to the proximity of these projects to sensitive structures, utilities and foundations often present in urban environments. For this purpose, we have been required to manage the vibration by reducing the quantity of explosives used per round. Inspired by surface blasting techniques, we applied a decking mode to address and work around this challenge. We present in this paper the first attempt to blast a tunnel face using a decking method and reduce the charging per hole from 6 kg to 3 kg per hole and keep the same advance rate for this tunnel. The results are presented in the third part of this paper. In the second part we present the results of the decking mode in shaft. The use of the electronic initiation system in tunnel construction provides the users an effective tool to improve the overbreak/underbreak and keep the vibration at a low level with a large gain on the overall project schedule and budget. This what we want to demonstrate in this paper.

Jan 21, 2025

By Nobuharu Isago, Atsushi Kusaka, Kosuke Kawata

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

Jan 1, 2016

By Thomas Schwind, Benedikt Grau, Angelos Gakis

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

Jan 1, 2016

By Michael Schultz, Gregory Sanders

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

Jun 13, 2021

By Jim Finley, Adam Bedell, Eric Schrader

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

Jun 23, 2024

By 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 R Witt, M Lowing

Tanking of tunnels is now often specified when inflows exceed as little as 1 L/s/km with a unit distance of 100 m. To demonstrate inflows over a 100 m segment of a tunnel are less than 0.1 L/s with a standard error of 0.01 L/s by timed, gravity filled, volume measurement up and downstream of the segment, the measuring cylinder volume (L) must exceed 10 Q, where Q is the flow in L/s, and the number measurements taken and averaged must exceed 20 . If a standard error of 0.02 L/s is acceptable then 5Q2 measurements must be taken and averaged. If gravity filling is not possible then the number, n, of repeat pumped container measurement required is given by: where: is the 100 m section leakage is the volume filling time is the standard error of volume measurementZ is the standard normal variateK is a coefficient dependent on physical measurement conditions Based on analysis of field data an indicative coefficient of variation of volume measurement is ~0.05.

Jan 1, 2008

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 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 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 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 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