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By William I. Gardner

Optimum design of a structure obviously requires a thorough knowledge of the materials to be utilized in its construction. When the structure is a tunnel, a most important element in its design and construction is the geology. As a tunnel may be many miles in length and at depths of hundreds or thousands of feet, we face a real problem to meet the needs of the designer and builder. How can we determine the properties of our construction materials in this situation? Engineering geology has had a formidable challenge to meet the requirements of conventional excavation methods; the advent of machine methods for rapid excavation compounds the requirements for more detailed and more precise geological knowledge of the tunnel site. This chapter will discuss the means now at our disposal to meet the challenge to produce the required data on the tunnel site in the preconstruction stage. Our considerations will be directed towards construction of a free-flow tunnel, primarily in fractured rock formations, without any requirements for the rock mechanics type of in-situ tests that might be made for a pressure tunnel or for a large opening for an underground power plant. In essence the investigation must determine: (1) The geologic conditions affecting the type of construction equipment and excavation method of the rock to be broken and removed. (2) The quantities of water and gas to be encountered. (3) The strength and stability of the material surrounding the bore and its need for support and lining. GEOLOGICAL FACTORS AFFECTING TUNNEL DESIGN AND CONSTRUCTION The engineer or contractor may classify the rock as either competent or incompetent or more pointedly as "good" or "bad" ground. The geologist may bestow a precise petrographic name upon the rock, such as granodiorite or indurated tuff breccia or name the formation, as Mancos shale, for

Jan 1, 1970

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 A. A. Mathews

During the past year (1967-68), there have been many instances of either partial or complete failure of a tunnel-support system. It looks like the art is in a pretty sad state, but as long as we permit the field of tunnel design to remain basically an art, that's about what we can expect. The application of scientific principles to tunnel design involves much more than assigning values to a series of factors in an equation. I am reminded of the case where the engineer calculated that steel ribs with struts were required to support a horseshoe-shaped tunnel in firm ground. The contractor had driven several hundred feet without installing the struts when the engineer visited the job. When he was informed that the struts had been left out, he fled the tunnel in alarm. As one authority has so aptly put it, "There is far too much calculating and too little observing." Initially, one might think of a tunnel support as a structural member, such as a strut or arch which is installed in order to support some definite load. Similarly, a tunnel lining might be considered as a treatment of the interior surface of the tunnel in order to produce desired aesthetic, hydraulic, or architectural results, or to serve a protective function. Actually, many linings, such as a concrete lining, serve a dual purpose and support a load as well as satisfy other requirements. Not too many years ago a tunnel, during the driving or excavating stage, was considered to be either supported or unsupported. In recent years, however, several techniques have been developed, which by helping the tunnel to support itself, permit the elimination of separate structural support. Since these techniques in many cases actually become a substitute for the conventional types of supports and linings, a state-of-the-art review would hardly be complete without including them for consideration. Thus, for the purpose of this discussion, we shall define tunnel supports as any system or technique which effectively maintains the integrity of the tunnel opening. In their chapters, both Jacobs (No. 6) and Lippold (No. 7) pointed out how support systems have advanced from timber supports to steel supports

Jan 1, 1970

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 John F. Shea

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

Jan 1, 1981

By Franklin T. Matthias

No one involved in the contruction business wants litigation, except maybe some lawyers. Contractors rarely resort to litigation unless they have sustained econmic wounds that are serious or mortal. The major cause of serious contractor losses occur because of sub-surface conditions which cannot be defined with certainty in any practicable way except as shown during construction and prove during construction to be substantially worse and more expensive to cope with than anticipated during bidding. Building, Dam and Highway contractors are generally close in their estimates of cost after they get foundations excavated and are building above ground. Their main risk in bidding is the cost of getting out of the ground compared to their estimate. So maybe 10%, 20% or even 30% of their project represent high risk underground work. The tunneling and underground contractor is dealing with high risk work for virtually 100% of his project. He appreciates this risk and is willing to assume it up to a bearable limit. His costs are highly sensitive to relatively small variations of the ground in underground work. His work is unique in other respects. As contrasted with other types of construction where loads develop as construction progresses and do not reach ultimate until the project becomes operative, tunnel and underground construction requires the immediate structural support of ultimate loads that are there when he digs or very soon thereafter. He must put in enough support

Jan 1, 1974

By Ted DePooter, Mun Wei Leong, Chad Frederick

Downtown Bellevue Tunnel (DBT) is part of Sound Transit’s $3.7 billion, 14-mile light rail transit system from downtown Seattle, across Lake Washington, to the cities of Mercer Island, Bellevue, and Redmond. The tunnel was the first Sound Transit East Link project and posed significant construction risk. This paper discusses implementation of design changes to the soft ground tunneling method, implementation of several technologies such as the use macro-synthetic fiber initial shotcrete lining, use of spray-applied waterproofing, and use of shotcrete for the final tunnel lining. These efforts allowed for significant time and cost savings to the project.

Jun 13, 2021

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 Irene Bendanillo, Canon Cheung, Justin Lianides, Derek Penrice

The SLAC National Accelerator Laboratory’s two-mile-long particle accelerator generates the world’s brightest X-rays from its Linac Coherent Light Source (LCLS) freeelectron laser. This facility has driven groundbreaking discoveries in medicine and industry. The LCLS-II-HE project will provide a significant increase in laser energy, allowing cutting-edge research in fields including biology and environmental science. A key project component is the Low Emittance Injector Tunnel (LEIT), a 240-foot-long tunnel to be built alongside the existing accelerator and connected to it via a 30-footlong Transfer Tunnel. This paper discusses site and scientific constraints that led to the selection of the LEIT configuration: tunnels to be constructed using the sequential excavation method in mixed-face conditions comprising native rock and placed backfill, and critical design considerations including protection of overlying and adjacent historic structures and structural accommodation of near-fault seismic loading.

Jun 13, 2023

By S. Suwansawat, D. J. Maconochie, C. C. Chang

This paper describes the overall delivery of the tunneling for the Mass Rapid Transit Authority of Thailand’s Chaloem Ratchamongkhon Line in Bangkok and the constraints provided by the alignment. Eight earth pressure balance tunnel boring machines were employed under two major civil works contracts to drive approximately33 kilometers of tunnel in soft saturated ground beneath the crowded streets of Bangkok. Responsibility within the contract for building damage provided an inherent control for ground movement arising form tunneling when the right of way was narrower than the influence zone. These limits affect the earth pressure balance requirements and permissible ground loss. The methods adopted to limit ground movements and deal with the various obstacles to tunneling influenced the design and operation of the machines. The challenges provided by the need to tunnel through numerous lines of piled foundations of canal bridges and overpasses crossing the alignment are described.

Jan 1, 2001

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 D. Lynn, D. Arthur

Infrastructures continue to age and drinking water supplies are becoming scarce in the San Fernando Valley of Los Angeles, California. Frontier-Kemper Constructors, Inc. (FKCI) was engaged by the Los Angeles Department of Water and Power (LADWP) to complete the River Supply Conduit Improvement Upper Reach—Unit 7 Project (RSC7). Two tunnel sections were bored using a 2.64 meter diameter Microtunnel Boring Machine (MTBM) and a 4.12 meter diameter Earth Pressure Balance Tunnel Boring Machine (EPBTBM) to excavate approximately 3,733 meters (3.7 km) of tunnels through highly abrasive late-Pleistocene-age Quaternary alluvial deposits (Old Alluvium) and Holocene age Young Alluvium deposits above the water table. This paper discusses the challenges encountered managing the TBM’s equipment degradation, use of soil conditioners, cutterhead wear, torque and advance rates while maintaining the necessary face-pressures and parameters to limit over excavation and ground settlement.

Jun 13, 2021

By Brenda Myers-Bohlke, Tor L. Brekke

INTRODUCTION In recent years several cities in the Eastern United States have constructed subway systems in deeply weathered igneous and metamorphic rocks. Portions of these transit tunnels and shafts have penetrated zones of saprolite. The purpose of this paper is to define saprolite and discuss saprolite behavior in terms of construction and design of tunnels and shafts. Saprolites are products of in situ weathering of rock, with properties intermediate between those of soil and rock. A well-developed weathering profile can be divided into zones of residual soil, saprolite, transition zone materials, weathered rock, and fresh rock. Saprolites are distinguished by a high degree of weathering and by retention of parent rock textures and discontinuities. These structures persist as relict features because of iso-volumetric weathering (Cleaves, 1974) and formation of intergranular bonds that give cohesion to the saprolitic material. As saprolite continues to weather, the bonds are broken, causing the saprolite to decompose and disintegrate into a true residual soil mass without relict structure. Saprolites may form from igneous, metamorphic or sedimentary rocks, but are most easily recognized when derived from igneous and metamorphic rocks because of their inherent structures. The physical characteristics and properties of residual material vary as a function of mineralogic composition, structure, and discontinuities of its parent rock.

Jan 1, 1985

By H. S. Venkatesh, G. Gopinath, R. Balachander, G. C. Naveen

Punatsangchu Hydroelectric Project Authority is constructing 1020 MW underground hydroelectric project in Bhutan. The project envisages construction of concrete dam, Desilting Chamber, Head Race Tunnel, Power House Complex and Tail Race Tunnel. Tunneling is one of the major activity in any underground projects as they are driven for multiple activities. By and large the tunnels are a major part of connecting networks from surface to caverns/underground working sites. Many tunnels in hydropower project are part of water conducting systems and one such important tunnel is the Tail Race Tunnel in this project and had to be excavated in thinly foliated rockmass conditions by D&B method.

Feb 1, 2020

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 T. L. Johnston

MUCH has been said and written about deep mine shafts and deep drill holes as man in his search for mineral wealth digs deeper into the earth's crust. Each year some new extra depth is heralded as a record, but with unlimited possibilities of going still deeper. In contrast to "digging deep," "mining high" is limited by the height of the mountains (Mt. Everest being the maximum with its 29,000-ft. elevation) and also by the extent of human endurance. An ex- ample of what might be called near- stratosphere mining in what is probably the highest mine worked by compressed air in the world is seen in a recent project in the Andes mountains of southwestern Bolivia.

Jan 1, 1939

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 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