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By Gail B. Knight

INTRODUCTION In May 1984, The Canadian Pacific Railway awarded to the Joint Venture of Foundation of Canada, Ltd. of Toronto, Atlas Construction Co. of Montreal, and S. A. Healy Co. of Chicago the contract for the construction of 27,000 ft of tunnel starting from the east portal. Selkirk contractors, the Joint Venture of Foundation, Atlas and Healy, which had successfully completed for CPR in 1983 the construction of both portal structures for this tunnel, studied several different alternative proposals before presenting its bid pooling each individual company's technical resources and experiences. (Foundation had just completed in association with other companies a similar tunnel project in British Columbia, and the S. A. Healy Co. could provide its experience of more than 40 miles of tunnels excavated by full face boring machines.) Among the alternatives investigated there was a fully circular tunnel to be excavated by a 30 ft diameter TBM, a full section drill and shoot proposal, and a mixed alternative, the "key hole" proposal, consisting of a TBM driven circular top heading followed by benching to design size. Technical, geological and economical considerations determined the alternative that was eventually proposed to CPR. HISTORICAL NOTES The tunnel construction parallels an existing tunnel through the Selkirk mountains that was excavated in 1885. In order to reduce the grade to 1% on the heavily loaded west bound trains, the new tunnel was at a lower elevation and lengthened to almost 9 miles. GEOTECHNICAL INFORMATION CP Rail site investigations began in 1978. The surface rocks in the tunnel construction area are metamorphosed Cambrian and Pre-Cambrian sediments; the underlying formation contains fine and coarse grained rocks presenting different degrees of metamorphism. The

Jan 1, 1987

By Francesco Chiappalone, Franco Gasperin, Fabrizio Fara

This document describes the challenging task of mining through tiebacks using a 21'-8" diameter Tunnel Boring Machine (TBM) as part of the Ship Canal Water Quality Project. The mining operation involves navigating through 17 tie-backs that are evenly spaced at 8-foot intervals, with many intersecting the full face of the cutterhead. Detailed analysis and review of TBM parameters specific to this area have been conducted to ensure operational efficiency and safety. Hyperbaric interventions have been planned and coordinated, encompassing pre-mining preparations, continuous monitoring and adjustments during the mining process, as well as post-mining measures. The document highlights the complexity and importance of strategic planning and execution to successfully overcome the tie-back intersections during the mining operation.

Jun 23, 2024

By Bo Kyung Sim, Dae Young Kim, Jae Won Lee, Ebrahim Farrokh

"The contract C931 of the downtown line 3 (DTL3) mass rapid transit system of Singapore includes half a kilometer twin tunnels running between Mattar and Macpherson stations. An EPB TBM of 6.6 m diameter was used to excavate both of these tunnels. The tunnels pass predominantly through a very stiff silty/clayey fine to coarse sand from the Old Alluvium Formation. In this paper, TBM selection procedure, TBM performance evaluation, and some of the tunneling operation challenges with the TBM in the Old Alluvium Formation are discussed. In this regard, soil conditioning trial tests were performed to resolve the clogging issue and low TBM performance. Thorough TBM operational data analysis was performed to detect high soil abrasivity, backfill grout leakage, and foam nozzle clogging. The results of some of the applied modifications are also discussed to show their effects on the TBM performance improvement. Finally, some of the challenging TBM design specifications are also discussed. INTRODUCTION Tunneling and underground construction in Singapore has been increased in the last 30 years due to the demand for public transportation systems and the limited space above the ground for the infrastructure development. Downtown Line Stage 3 (DTL3) Mass Rapid Transit (MRT) system has 21 km total route length and consists of 16 stations. DTL3 Contract C931 runs between Mattar station and MacPherson station. The construction works in this contract include twin bored tunnels of 6.6 m diameter and 450 m length and a TBM launch shaft of nearly 30 m depth. The tunnels run in urban area below Kallang Paya Lebar Expressway tunnel (KPE), Kallang River Canal, and Circuit Link. Figure 1 shows the alignment of the tunnels in between two subway stations. The tunnels were excavated by an earth pressure balance (EPB) tunnel boring machine (TBM) through the Old Alluvium (OA) formation, a challenging geological formation in the sense of its abrasivity and stiffness. The Old Alluvium Formation mostly includes stiff to very stiff clayey and silty sand. The soil is un-weathered cemented to semi-cemented dense, mainly with a low permeability coefficient of 10-7 m/s and high SPT values (almost 100). The soil is classified as “very high abrasive” according to NTNU SAT test classification (SAT value of 15 to 42). The construction of the first tunnel drive was slowed down due to a number of factors related to soil conditioning and TBM operation. In this regard, a thorough analysis of the TBM operational parameters from the excavated sections was performed to identify the problems in time to prevent unwanted construction delays in the subsequent sections. In the following sections, a brief overview of the criteria used for TBM selection is presented at first. Then, the results from the analyses and tests performed to assess soil conditioning, grout leakage, and soil abrasion are presented. The last section discusses some of the tunneling design features that challenged the TBM operation in this project."

Jan 1, 2016

By Tim Avery, Steve Klein, Mark Schmoll

Tunnel boring machine (TBM) performance in hard rock is highly dependent on the geologic conditions, including the type of rock and hysical properties like the rock strength, hardness, and the spacing of the fractures. This paper examines TBM performance relative to the geologic conditions and rock mass properties at four recent TBM-bored tunnels in California.

Jan 1, 1995

By Lance Rasband, Richard Hanke, John Starcevich

"The 17.4 meter (57 ft) diameter tunnel boring machine (TBM), the world’s largest at the time of her launch in 2012, locally referred to as “Bertha,” is stuck. Incapacitated due to mechanical failure approximately 36 meters (120 ft) beneath downtown Seattle, situated precariously between the deteriorating Alaskan Way Viaduct and the failing Seattle Seawall. Accessing Bertha with a vertical shaft provides the best approach to address all facets needed for repairs and will allow the full removal of Bertha’s cutter head and related inner workings. Limited area above the tunnel alignment and the physical restrictions of existing infrastructure, create significant challenges for the design of an otherwise symmetrical shaft, requiring special attention to design and layout. Consequently, the access/recovery shaft design required a combination of 3m, 2.5m, 2.2m, 1.5m and 1m diameter unreinforced drilled secant piles coupled with various ground improvement techniques and dewatering, to fully satisfy the shoring design requirements. This paper will describe the shaft installation procedures, equipment used and pitfalls encountered while undertaking access shaft construction of this magnitude.INTRODUCTIONTunneling on Seattle’s SR99 tunnel project began in July of 2013. After slowly mining through a 4.5 m (14.76 ft) thick fiber-reinforced concrete headwall and the first of three stabilized “safe havens,” Bertha would proceed along the proposed alignment through 122 meters (400 ft) of jet grout improved soil at a rate of slightly over 1.6 m (5.25 ft) per day. Once past the improved area, it was planned that “Bertha” – would be moving at a rate of about 11 m (36 ft) per day. By the end of October 2013, Bertha had mined roughly 131 m, (430 ft) averaging 1.4 m (4.6 ft) per day and had begun mining within native soils. By December 2013, tunneling had reached the 244 m mark and Bertha was averaging 3.6 m (11.8 ft) per day, achieving as much as 12.8 m (42 ft) of progress on given days. Unfortunately, on December 6th, 2013, Bertha began to stumble and all progress quickly came to a halt.It was initially reported that an obstruction had stopped Bertha in her tracks. The preliminary investigation involved installation of 10 deep dewatering wells to reduce the hydrostatic pressure around the TBM, and allow visual inspection of the cutter head from within the TBM, and also to investigate for the presence of obstructions at the face of the cutter head. During this inspection, fragments of steel pipe were discovered entangled in the cutter head. The fragments were apparently from an abandoned 254 mm (10 in.) diameter monitoring well casing, previously installed by WSDOT to monitor ground water conditions for the design and planning of this tunnel project. After the steel was removed from the cutter head and cleared from Bertha’s path, tunneling resumed. It was then discovered that Bertha was only able to generate a slow crawl."

Jan 1, 2016

By Devan Naik, Matthew Stokes, Andy Nigro

This paper describes the surgical removal of a 24 ft dia. Slurry Shield TBM entombed beneath one of the country’s busiest commuter rail interlockings, the Harold Interlocking in Queens, NY, and the construction of the interface to a cut/cover tunnel which extended the mined tunnel section. A sophisticated SOE was built around the TBM to support active track loads within 8ft. of the excavation. Once the TBM head and guts were removed, a full round CIP lining was installed connecting the existing precast tunnel liner to the C/C tunnel under construction. All this construction was done on a narrow island of land without road access nestled between 7 mainline LIRR/Amtrak rail lines.

Jun 13, 2021

By Dan Swidrak, Bill Zietlow

Halfway through a 17,770-ft long stormwater tunnel, an 11-ft diameter TBM encountered a karst void below the Mississippi River in Missouri, resulting in significant inflow. It was decided that the TBM could not safely advance without external intervention. Low-mobility grout was pumped from the surface. A rescue shaft was constructed and a conventional tunnel with spiling support was mined back to the machine. The TBM was removed and a 14-ft diameter TBM equipped with probing drills was relaunched. Probing from the new TBM encountered one additional karst feature but the machine advanced after grouting and successfully completed the tunnel.

Jun 23, 2024

By Hee-Young Chung, In-Mo Lee, Jeongjun Park, Hangseok Choi, Seok-Won Lee

"When using a Tunnel Boring Machine (TBM) during tunneling work, unexpected ground conditions can be encountered that are not predicted in the design stage. These reduce the stability of tunnels, and can result in considerable economic losses. This paper analyzes the potential risk events that may occur due to risky ground conditions. A resistivity survey is utilized to predict the risky ground conditions ahead of the tunnel face during construction. The potential risk events are evaluated considering both the occurrence probability and the impact. A TBM risk management system that can suggest proper solution methods for potential risk events is also developed. Multi-Criterion Decision Making (MCDM) is utilized to determine the optimal solution method to handle risk events. Lastly, an actual construction site, at which a risk event occurred during tunnel construction, is analyzed utilizing the Earth Pressure Balance (EPB) Shield TBM, to verify the efficacy of the proposed system.INTRODUCTION The Tunnel Boring Machine (TBM) method has been widely adopted in numerous tunneling projects because, as a mechanized tunneling method, it is also environmentally friendly, exhibiting minimal noise and vibration when compared with conventional tunneling method. In addition, it provides considerable economic benefits that allow for a high advance rate for long drives during construction. However, the TBM method has a limitation, as it is unable to deal with unexpected situations during construction, as the system is not capable of moving backwards. This leads to delays or even stoppages, and a corresponding increase in construction costs due to the need to arrange for alternative equipment and solutions. It is essential to retain systematic management in order to prevent or deal with unforeseen consequences such as the collapse of a tunnel face, ground surface upheaval or settlement, and construction delay due to water leakage during construction. Therefore, a systematic risk management system that is applicable during the construction stage of the TBM tunnel should be developed, taking into account the predicted risky ground conditions ahead of the tunnel face in advance."

Jan 1, 2016

By John Newby, Ulf Gwildis, Ken Massé, Guillaume Roux

How to connect an effluent conveyance tunnel to riser shaft and diffuser arms of an outfall system is dictated by the ground conditions, which ideally include rock or soil strata of low permeability. Where such favorable conditions are beyond reach, both the complexity of designing and the risk of constructing this crucial system connection increase disproportionally. This paper describes the considerations that went into the approach of connecting a 5-m-diameter TBM drive with the in-river riser shaft of the Annacis Island WWTP New Outfall System in the highly permeable Fraser River sands at hydrostatic pressures exceeding 3 bar.

Jun 23, 2024

By Priscilla P. Nelson, Steven D. Glaser, Thomas D. Rourke, O&apos

Construction records from six projects which employed full-face TBMs to drive 18 km of tunnel in sedimentary rock have been analyzed. More than twenty individual causes of delay could be identified. Delay causes are characterized on the basis of frequency and duration of incidents. Average utilization and downtime distributions are presented for each project, and frequency distributions of downtime per shift are discussed.

Jan 1, 1985

By Robert Marks, Enrico Dal Negro, Richard Schulkins

"In July 2012 construction started on the Grosvenor project, a five million tonne per annum underground longwall mine planned for Moranbah in Central Queensland. Grosvenor is located immediately to the south of the existing Moranbah North mine which has been in operation since 1998. EPBM technology is being used for the first time in Australia for excavation of a coal drift. The TBM was used to build two drifts on the project, one for the coal conveyor which will transport to surface, and another for people and equipment to access the underground once the mine’s operational (as shown in figure 1). The TBM will pass beneath a steel archway roof that has been installed at the drift’s entrance and begin drilling into the ground to build the seven metre diameter tunnel, descending at an angle of one in eight until it reaches the depth of the coal seam approximately 160 metres below.INTRODUCTION AND BACKGROUND The first TBM used in a coal mine was in 1962, a Wohlmyer, in Westerholt, Germany. A further 75 km of tunnels were excavated in coalmines within Germany between 1971 to 1983. This paper will review the Grosvenor Mine project (Grosvenor) owned by Anglo American Metallurgical Coal (Met Coal) includes the construction of a new underground coal mine and surface facilities on the northern boundary of the town of Moranbah in the Central Queensland Bowen Basin coal precinct. The contract to undertake the underground development works was awarded to Redpath in 2012. The scope of the Grosvenor Project was to construct temporary office and workshop facilities, install 2 portal arches, backfill boxcuts and infrastructure, excavate by EPBM method 967 m of 1:6 gradient Conveyor Drift and 1,258 m of 1:8 gradient Transport Drift, development of 2,520 m of pit bottom area roadways and development of 10,550 m of the first longwall tailgate. In the following figures 2 and 3, is possible to see the aerial view of the job-site."

Jan 1, 2016

By Ron Allum, Ed VanDerPas

The application of high speed tunneling in a deep underground copper mine is essential for an ambitious expansion project at Magma Copper Company's San Manuel Mine. At stake is the future of over 1,300 employees at the largest producing full gravity block caving copper mine in the world. A joint venture of Frontier-Kemper Constructor's Inc. and Deilmann Haniel GmbH is helping create that future through the successful application of tunnel boring technology. This paper examines the details required to assemble, deploy and operate a 4.62 m open main beam tunnel boring machine (TBM) in a 1048 m deep operating mine accessible only by shaft.

Jan 1, 1995

By Joseph A. Dos Santos

The largest TBM (Tunnel Boring Machine) tunnels are typically along modest slopes, but not always. Occasionally high slope angles are required beyond the capabilities of conventional open trough trailing conveyors. A 2019 project required a large TBM to ascend to an incline angle of 25°. A Sandwich Belt high angle conveyor could easily solve the high angle conveying problem but such a system must include all of the features of the conventional trailing conveyor, particularly the ability to extend with the TBM advance. The writer responded to the challenge and developed a TBM trailing Sandwich Belt high angle conveyor with all of the needed features. The invention (U.S.A. patents awarded October, 2021 and November, 2022) however goes beyond the 2019 project requirements and extends to any high angle incline. This writing first presents the broad Sandwich Belt high angle conveyor development, then its use in various construction and tunneling projects prior to this TBM Sandwich Belt trailing conveyor invention. Finally we present the new TBM Trailing Sandwich Belt high angle conveyor with all of its features and implications.

Jun 13, 2023

By H Vigil, G. Peach

Long tunnels with only one access shaft pose many program problems for logistics, combine these with the requirement to drive directly out under the seabed for 10.2 km, and the program issues become even more challenging. The Musaimeer outfall tunnel was one such tunnel and to meet and eventually improve on the planned completion date required a complex and extensive management of all tunnel logistics required to support consistent tunneling for a two-year period. This technical paper will discuss the management issues and solutions implemented to meet the challenges of the Outfall tunnel construction.

Dec 1, 2022

By H. Vigil Fernandez, G. Peach

The Musaimeer pump station and outfall project located in Doha Qatar, was designed to collect and manage ground and stormwater and then discharge the treated waters offshore. The project constructed a long outfall tunnel using an EPB TBM with segmental lining, each tunnel ring being 1.35 m in length with an internal diameter of 3.7 m.. The diffuser structure was a 6-arm structure, measuring 294m by 40 m connected to a central manifold in turn connected to the TBM constructed tunnel via a riser shaft drilled from an off-shore barge. This technical paper will discuss the planning, methodology and construction practices employed to connect the TBM tunnel to the diffuser structure 10.2 km offshore.

Jun 13, 2023

By Serge Moalli

The Ashlu Creek Hydro-electric project, located north of Squamish, BC, at the confluence of Ashlu Creek and the Squamish River, comprises a 49 MW run-of-river project and features a 4.08 m diameter, 4.4 km power tunnel and a 128 m deep drop shaft. The Ashlu Creek Hydro-electric project is being developed by Innergex under Ashlu Creek Investments Limited. Site civil works are being completed by Ledcor CMI of Vancouver with tunnel construction by Frontier Kemper Constructors ULC under a lump sum design-build contract. Site works got underway in September 2006 with the construction of the tunnel portal and laydown area. These site works required rock slope stabilization over a 50 m rock slope to secure the laydown area as well as the construction of a tail track muck tipping station and structural wall to facilitate TBM excavation and spoil removal. Starter tunnel construction commenced in early 2007 and TBM tunneling started in the late spring of 2007 and is planned to continue until early 2009. The power tunnel is being excavated using a 1,200 kW Wirth open-type hard rock TBM dressed with 31?17' cutters. The TBM featured two fixed mounted rock bolt drills behind the finger shield: these were removed and replaced with jacklegs to improve access. A probe drill at the end of the main beam is also present. The geology along the 4.4 km power tunnel comprises very strong and generally massive granitic bedrock with rock strength greater than 225 MPa. A unique feature of the project is that no subsurface investigations have been completed for the tunnel however extensive bedrock outcrops are present along the Ashlu Creek valley. A historical quarry exists approximately mid-way along the tunnel alignment that has exposed good quality granitic bedrock. TBM tunneling to date has achieved advance rates of 10?20 m/day with a maximum of 23 m and has encountered all of the anticipated six major fault zones where the installation of various standard high capacity tunnel support was successful to facilitate TBM advance through these sections.

By Jeff Reid, Mohamed Maghari, Nicholas Joens

The Burnaby Mountain Tunnel was an integral part of the Trans Mountain Expansion Project. General Contractor, Kiewit Ledcor TMEP Partnership (KLTP), contracted with McNally Construction to build an underground tunnel between the Burnaby and Westridge Marine terminals under Burnaby Mountain. The pipeline was constructed within a 2.6-kilometre tunnel, eliminating the need to run the pipeline over the mountain and minimizing community impacts. The complexities of this Project led to multiple innovations, including the design of a Tunnel Boring Machine (TBM) capable of excavating through mixed-faced conditions concurrently thus allowing the Project team to complete the tunnel with limited geotechnical information.

Jun 23, 2024

By James P. Morris, William H. Hansmire

The U. S. Department of Energy's (DOE) Yucca Mountain Project (YMP) is a scientific endeavor to determine the suitability of Yucca Mountain for the first long term, high level nuclear waste repository in the United States. The status of this long-term project from the construction perspective is described. A key element is construction of the Exploratory Studies Facility (ESF), which is being excavated with a 7.6 m (25 ft) diameter tunnel boring machine (TBM). Development of the ESF may include the excavation of over 15 km (9.3 mi) of tunnel varying in size from 3 to 7.6 m (10 to 25 ft). Prior to construction, extensive constructibility reviews were an interactive part of the final design. The intent was to establish a constructible design that met the long-term stability requirements for radiological safety of a future repository while maintaining flexibility for the scientific investigations and acceptable tunneling productivity.

Jan 1, 1995

By Zamel G. I, Zenari L. P

Technological developments in modem Tunnel Boring Machines (TBMs) and associated back-up equipment are offering significant alternatives for mining operators to consider, in the selection of equipment for coal mine development drifts, roadways, longwall gate roads as well as metalliferous mining declines and development drives.Greater flexibility in handling variable ground conditions, muck disposal and radius of turn as well as advance rates, are just some of the areas where modem TBMs can accomplish the flexibility that mine operators require to achieve cost-effective developments.Compact TBMs are achieving this acceptance because of the fundamental design of a shielded machine containing electrics and hydraulics within the forward shell, ability to achieve tight radius of curvature and grades, and ability to provide highly flexible support systems to meet all possible ground conditions.However, a single TBM design will not suit all mine developments, as each development method - while having common goals with all mine developments - will also require certain unique criteria to be fulfilled.

Jan 1, 1993

By John W. Leonard

The typical tunnel boring machine in use on today's tunnel project uses 15'2-inch diameter cutters at a nominal load of 45 kips per cutter. The cutterhead rotates at a speed of 120 over D revolutions per minute where D is the cutterhead diameter in feet. The typical machine operates about 50 percent of the time. Delivery of a new machine takes 12 to 15 months. The TBM is a specialized tool and not applicable to all jobs. There is a range of job conditions that limit the economic use of a TBM. The machine should provide a thrust per cutter at least twice the compressive strength of rock in psi and up to three times the rock strength is required if in "granitic rocks." The rock strength in psi must be at least three times the cover above the tunnel in feet or the machine may stick. For example, 2,500 feet of cover requires at least 7,500 psi rock to avoid problems. When the RQD's over a significant distance of the project are less than 50, the TBM becomes support-bound. When a large percentage of the time is spent waiting while the ground is supported, the TBM cannot perform well (See Figure 1). This problem increased inversely with tunnel diameter. We are finding that increasing the RPM's does not significantly increase progress. The increased RPM results in a substantial decrease in cutter penetration. The explanation for this decrease appears to be vibration, cutterhead drag, or lack of stiffness in the cutterhead (See Figure 2).

Jan 1, 1981