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

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

Jan 1, 1997

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

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

Jun 13, 2021

By John F. Shea

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

Jan 1, 1981

By A. Ayoubian, V. Nasri

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

Jan 1, 2007

By Edward S. Plotkin

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

Jan 1, 1979

By Larry F. Drolet

Charleston, SC is anything but boring. The city was founded in 1670 and has played a significant role throughout the history of the United States. Located along the coast of the Atlantic Ocean in the southeastern United States, Charleston was a vital city in America?s early existence. Charleston?s coastal location has helped the city become the fourth largest cargo port in the United States and earn the 2011 designation as the number one travel destination in the United States by the Conde Nast Traveler Magazine. Part of Charleston?s charm and beauty can be attributed to its historic structures and churches that line nearly every sidewalk, roadways that were laid out based on the width of horse carriages, great weather, southern hospitality and coastal living. Now imagine the challenges of installing new, or re-placing aging infrastructure, in this setting. Every shovel full of dirt, every stick of pipe and every roadway sub-surface has its own historic story to tell. For engineering minded individuals, Charleston?s infrastructure has almost as fascinating a history as its more visible surface structures. Charleston was among one of the first American cities to construct separate sanitary and storm water drainage infrastructure. This concept has roots dating back to the city?s founding and is a credit to the foresight of its founding fathers who understood the basic health differences between sanitary and storm water.

Jan 1, 2013

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 W. W. Roberts

Key elements to the successful excavation and support of the Forest Glen Station and Tunnels for the Washington Area Metropolitan Transit Authority are discussed. Excavations encompassed a twin-vault station; 2339.3 m (7675 feet) of conventional drill and shoot tunnel; and 810.8 m (2660 feet) of mixed faced tunnel. The use of dewatering, boom type continuous miner and shotcrete in the mixed faced tunnel, along with hydraulic drills, bolts, and shotcrete in the rock tunnels and station proved to be effective methods.

Jan 1, 1983

By D. Olsen, S. Cole, J. Strid, G. Colzani

This paper focuses on the underground tunnel work at the Hollywood Water Quality Improvement Project (HWQIP) in Los Angeles, CA. The HWQIP is being constructed to provide a water distribution system to bypass the existing Hollywood Reservoir System, which supplies drinking water for 500,000 people. The major project features include, a 2.9-meter diameter 1,829 meter long bypass tunnel, a 1.8-meterdiameter 366 meter long utility tunnel, 3 jack and bore tunnels, two 136 million liters underground circumferentially wrapped pre-stressed concrete water storage tanks, associated piping, and mechanical facilities. The physical project location coupled with strong community involvement and stringent environmental concerns was a considerable driving force for this project located in the Cahuenga Pass area of the Hollywood Hills north of Los Angeles, CA.

Jan 1, 2001

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 Moussa Wone

The Washington, DC Water and Sewer Authority (WASA) has implemented facility planning for the Anacostia River Projects portion of a program to bring its Combined Sewer System (CSO) into compliance with federal water quality regulations by 2025. The program includes approximately 19 kilometers (12 miles) of deep CSO storage/conveyance and flood relief soft ground tunnels, construction, vortex drop, overflow, maintenance and air release shafts, as well as near surface diversion structures and conveyances. The Project encompasses major technical and non-technical challenges including completion under a federal consent decree schedule, construction within the confines of heavily developed urban areas, difficult ground conditions, major infrastructure crossings, and close coordination with several major public agencies. This paper discusses the planning stage considerations related to the geotechnical investigation program, discusses obstructions that influenced alignment selection, and provides two examples of preliminary estimates of settlement induced ground movement due to the tunnel and shaft construction.

Jan 1, 2008

By John McDonald, Peter C. Raleigh, Christopher Dishlip

This paper will discuss how the construction management team and the contractor working together on the City of Los Angeles, North East Interceptor Sewer project, managed information on a daily basis. Data was synthesized from various sources including: inspection, survey, instrumentation, laboratory and the tunnel boring machine data logger systems to produce state-of-the-art reports and graphics which will become industry standard. Special emphasis is placed on how the data is managed and interpreted in a clear and objective manner, permitting the tunneling processes to be carefully monitored and suggesting appropriate action to be taken by the construction management team and contractor.

Jan 1, 2005

By A. C. Beaulieu

CITY OF EDMONTON Rate of Growth The City of Edmonton has been classed by some economists as being the most progressive City in Canada since the early 50's. The high rise buildings that are changing Edmonton's skyline, the rapidly expanding sewer and water network, and the proposed rapid transit system all indicate the requirements of an ever expanding City. Edmonton, the core of Canada's Energy Empire is the country's seventh largest metropolitan area. Bisected by the 22 mile long park of its magnificent river valley, it sits in the midst of the 50,000 sq miles of riches that have created it. Underneath the City, however, extending down for thousands of feet and encircling it for a radius of scores of miles, lies a fabulous store of petroleum wealth. By the early 1940's, based upon the needs of the farming areas, accompanied by some small exploitation of coal and timber, Edmonton grew to 100,000 people. Then in a short space of 20 years Edmonton shot up to be a city of 450,000. Figure 1 (Slide No. 1) indicates the population growth in the City of Edmonton and the Census Metropolitan Area from 1906 to 1971.

Jan 1, 1997

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 Peter Campi, Harry R. Asche, Ian P. Callow, Edmund G. Taylor, P. Scott Smith

The US$1,850 million EastLink project is a 39km tollway and includes twin 3-lane,1.5km long, undrained driven tunnels. The hard rock tunnels are being built to avoid passing the motorway through the Mullum Mullum Valley and so to help preserve the unique flora and fauna in the area. This paper describes several of the key issues in the tunnel design and construction, including: the integration of the temporary support design with the Contractor’s tunnel excavation and support procedures, including sharing of responsibility between the Designer and Contractor for support type selection and the production of a project specific rock mass classification system to enable more objective determination of ground conditions. detailed hydrogeological assessments during the design and construction phases to allow confirmation of design loads for the tunnel lining design and the various suite of waterproofing tools in order to meet the project inflow requirements. development of a pre-cast invert solution to the main tunnel secondary lining to enable faster lining construction and to minimize risks to the tunnel membrane associated with fixing reinforcement and construction traffic.

Jan 1, 2007

By Robert D. Talvensaari

It is indeed an honor for White Pine, as a member of the copper mining industry, to participate in this Rapid Excavation Conference. Although our presentation, as the title indicates, is not a success story, we foresee, through our experience, future application of boring machines and rapid excavation equipment in the hard rock mining industry. One might ask what a copper mining company would be doing with boring machines and why the gamble on a high-cost, capital investment for a relatively untried application. Perhaps a little background on the White Pine mine and its geology will explain our daring and speculative motives. THE WHITE PINE MINE The White Pine Copper Company, a wholly-owned subsidiary of Copper Range Company, operates a mine, mill and smelter at White Pine, Michigan in the western Upper Peninsula approximately 6 miles due south of Lake Superior. We employ approximately 3,000 people from the surrounding area and mine approximately 25,500 tons of low grade (1%) copper ore per day. The orebody is contained within several distinct sedimentary horizons that comprise the lower 20 feet of a Precambrian formation known as the Nonesuch Shale. Numerous articles and reports have described many aspects of the White Pine operation and the geology. I will brief you only on that criteria which precipitated our interest in rapid excavation equipment and techniques, specifically, boring machines. Mineralogical and optical studies have demonstrated that the siltstones, sandstone and shale beds all contain relatively barren and discrete particles of quartz (25%), feldspar and mica, bonded with

Jan 1, 1974

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 Shawna Von Stockhausen, Hong Yang, Tung T. Vu, Derek Penrice, Kevin Huynh

"The Regional Connector Transit Corridor is a 1.9 mile long light rail transit project in downtown Los Angeles, California. The project includes approximately 4,930 feet of twin bored tunnels together with a mined crossover cavern, 3 deep stations, and other cut-and-cover structures. The bored tunnels will be excavated using an earth pressure balance tunnel boring machine through Fernando Formation (extremely weak to weak rock) and alluvium. The tunneling will be performed in close proximity to a large number of existing structures, including the existing Metro Red Line tunnels with as little as 6 feet of separation. Thus, the evaluations of the tunneling effect on these structures and the instrumentation and monitoring program is an essential part of the project design. This paper provides a very brief overview of the considerations and evaluations of the tunneling effects on the existing structures and results of evaluation obtained during the final design stage of the project. INTRODUCTION The proposed Regional Connector Transit Corridor (RCTC) project provides a 1.9 mile-long connection between the Metro Gold Line from Pasadena and East Los Angeles; and the Metro Blue Line to Long Beach and the Expo Line to Culver City. The alignment is shown in Figure 1. The Regional Connector will provide new tracks through downtown Los Angeles. The project will extend underground from the Metro Blue, Expo, Red, and Purple Lines’ 7th Street/Metro Center Station following Flower Street, curving northeast to the north of 3rd Street under the 2nd Street Tunnel. The alignment will then continue eastward under 2nd Street, turning northeast to cross under the intersection of 1st and Alameda Streets, then splitting into two branches above the ground surface, one branch extending north along Alameda Street and the other extending east along 1st Street. The project elements include 3 deep stations, a SEM cavern, segments of TBM bored tunnels, and cut-and-cover guideway structures. The bored tunnels have an excavated diameter of 20.3 feet. The subsurface conditions along the tunnel alignment generally consist of artificial fill overlaying finer-grained alluvium (dominantly medium dense to dense sandy soils), underlain by coarser-grained alluvium (a wide variety of medium dense to dense sandy and gravely soils). Below the coarser-grained alluvium is Fernando Formation, which is characterized as extremely weak to very weak sedimentary bedrock. A long stretch of the alignment will be excavated in this formation. The soil layers above the Fernando Formation are of variable thickness and spatial distribution. The geologic profile is shown in Figure 2."

Jan 1, 2016