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By Joshua Farmer, Mike Gianforte, Tao Jiang, William Gettings

The Two Rivers Water Reclamation Authority (TRWRA) in Monmouth County, New Jersey, is replacing its aging Pleasure Bay Interceptor (PBI) with a new 54-in interceptor in a 3,250-foot long 8 to 10-foot diameter tunnel and a new 50-mgd main pump station (MPS). A comprehensive phased geotechnical investigation was performed, including SPTs, CPTs and geophysics. A channel filled with soft marine sediments was identified. The tunnel is set in stiff to hard marine soil to enable using a less expensive open-face TBM. The thickness of tunnel cover under the channel is optimized through numerical analyses to avoid a deeper pump station yet maintaining tunnel stability with controlling seepage.

Jun 13, 2021

By Colin Lawrence

The Port of New York and New Jersey is one of the most heavily used transportation arteries in the world, handling nearly 40 per-cent of the North Atlantic shipping trade and directly providing nearly 230,000 jobs to the local economy. In 2004, $100 billion worth of consumer goods moved through the port. To accommodate future cargo volumes in the port, which are expected to double over the next decade and possibly quadruple in 40 years, deeper shipping channels are needed to provide access for a new generation of cargo mega-ships with drafts exceeding 13.7-m (45-ft) when loaded. Current channels within the harbor range in depths up to 13.7-m (45-ft), thus preventing carriers from using these larger ships, or requiring significant reductions in cargo to achieve lesser drafts to operate safely within the harbor. As part of the Harbor Deepening Project, the Anchor-age Channel would be deepened to 15.2 m (50 ft) below mean low water (MLW), for a length of 5,790 m (19,000 ft). The New York City Department of Environmental Protection (NYCDEP) owns, operates and maintains two existing water siphons in the harbor. Due to their shallow depth, both existing siphons must be relocated before dredging of the Anchorage Channel can be completed. Tom Costanzo, manager of capital programs for the Port Authority of New York and New Jersey (PANYNJ), says that ?While the re-location of the existing siphons under the Anchorage Channel is vital to the success of the deepening program, it is also a story of cooperation among key agencies at different levels of government resulting in improvements that will benefit the people of this region greatly.?

Jun 1, 2010

By Boris CARO VARGAS, Bernard Theron

"In early 2014, Nicholson Construction Company was awarded, together with its tunneling sister company Bessac, the Norris Cut Miami Tunnel Project. The 2.5-meters diameter segmental lined tunnel, 1600-meters long, is aimed to replace the existing 54” force main connecting the Waste Water Treatment Plant (WTP) on Virginia Key to Fisher Island. To overcome project challenges such as the highly permeable limestone of the Fort Thomson Karstic Formation (one of the most permeable formation in the World), the project team has developed State of the Art solutions: The TBM was launched with pipe-jacking technique for the first 70-meters and then converted to segment erection mode. It allows substantial schedule savings and drastically reduces the size of the circular launching shaft. The TBM, jointly designed and manufactured by Bessac and Herrenknecht, can convert from slurry to EPB mode within a few minutes. The cutters can be replaced by wet divers thanks to an innovative application in the TBM industry. PRESENTATION OF THE PROJECT The aim of this project is to replace the existing 54-inch force main pipeline which transmitted all sewage collected from Miami Beach, Surfside, Bal Harbour, Bay Harbor, North Bay Village and Fisher Island to the Central District Wastewater Treatment Plant (CDWWTP) to Fisher Island. The existing pipeline consisted of pre-stressed concrete cylinder pipe which is in poor condition in a number of locations and could be subject to sudden failure. An adjacent portion of this existing force main under the Government Cut (North Fisher Island) has already been replaced as part of a previous design-build contract and involved the installation of a 60-inch diameter fiberglass-reinforced mortar pipe installed inside a micro-tunneled casing."

Jan 1, 2016

By Arun Patel, Diane Hirsch, Pamela Moran

The Metropolitan Washington Airports Authority (Authority) has undertaken a tremendous expansion of Washington Dulles International Airport in Fairfax, Virginia, including upgrading passenger transportation between concourses. The first stage of this expansion envisioned a shallow cut-and-cover pedestrian tunnel between the Main Terminal and Concourse B with associated vertical circulation structures. At the beginning of the design contract, the Authority’s consulting team of Earth Tech, formerly Kaiser Engineers, and the Dr. G. Sauer Corporation compared the cost and disruption of constructing the tunnel as a cut-and-cover structure to mining the tunnel using the New Austrian Tunneling Method (NATM). Upon review, the Authority endorsed the latter method.

Jan 1, 2003

By Ravi Shah, Augusto Lucarelli, Daniele Peila

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

Jan 1, 2016

By G. E. McCormack

The Development of Water Gel Explosives Water gels are the most recent development in the evolution of commercial explosives. They are replacing dynamite, having proven themselves to be excellent alternatives to this standard explosive. Water gels have steadily displaced dynamite over the past two decades. In 1959, they accounted for only 1 percent of the market they share with dynamite. By 1965, the share taken by water gels had grown to 21 percent. In 1970, it was more than 40 percent, and today it is nearly 70 percent. Black powder, the first widely used explosive, revolutionized mining and quarrying in its day. However, when nitroglycerin dynamite became available about a century ago, it rapidly displaced black powder because it provided greater energy for a given weight, much higher velocity for better rock shattering performance, and water resistance for easy use in wet conditions. During the past 50 years, ammonium nitrate has played a dramatically increasing role in explosives. First, it was used as an ingredient in dynamite, and then as the main component in nitrocarbonitrate blasting agents. About a quarter of a century ago, it began to find use in a simple and inexpensive mixture with fuel oil that has revolutionized the explosives industry and today fills about 80 percent of the requirements for explosives in the U.S., and certainly the bulk of blasting requirements worldwide. Water gels and dynamites share the remaining 20 percent. Water gel explosives based on ammonium nitrate have also been developed during the past quarter century. These explosives contain

Jan 1, 1979

By John F. Shea

When Dick Robbins asked me to give a keynote address, I felt it might be in order to review some of the practices and techniques used in tunneling and work up to some of the concepts now used to mine and construct tunnels. Needless to say, there have been many changes in tunneling technology and also many changes in the Safety Codes controling them. An example of this latter change was the fact that in 1931, my father excavated the Owyhee Tunnel No.5 with gas locomotives. He was able to do it because there was no natural gas in the rock and the ventilation system was designed to free the tunnel atmosphere from powder and exhaust fumes. Today OSHA rules would never permit gas locomotives underground, although there were no incidents on this particular project. One of my first tunnels, as Project Manager, was the Clear Creek Tunnel for the Bureau of Reclamation. Our method of handling muck was the Conway Muckers. This unit was a valuable improvement to the hand mucking of previous generations. The Conway was also used in our Navajo Project, in New Mexico. Unlike the Clear Creek project, where water was one of our main problems - up to 7,200 gallons per minute, at a pressure of 395 pounds per square inch - in the Navajo Tunnel, we had a mixed face which caused a major problem with our support system. In one of the Navajo Tunnels, there was a major cave-in, when the squeezing shale came in during an attempt to strengthen the support system. Although moving shale was not a constant problem, there were areas where the shale was five to six feet above the spring line.

Jan 1, 1976

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

Jan 1, 1968

By Mohammad Djavid

The one-pass tunneling pipe jacking method has often been the most schedule and cost efficient method for the pipe line installation. The main challenges in jacking pipes larger than 108 inches and for longer runs are: transportation and logistics, requiring high jacking forces, keeping line and grades, control of ground surface settlement, providing adequate external lubrication, and the potential of damaging the joints and pipe spigots. In recent years, 144" diameter pipes have been jacked for short runs of up to only 300 feet. In this article design and construction of installation of up to 1,000 linear feet run of 144-inch internal diameter, reinforced concrete pipes without intermediate jacking station in Chicago O?Hare International Airport are discussed. The article also presents discussions regarding the subsurface saturated silt formation, shallow cover, dewatering, jacking and receiving shafts, jacking forces, lubrication and settlement data.

Jan 1, 2008

The Earth?s population is approaching 6.6 billion people. More than half live in urban areas. And, as those figures continue to grow, the need to make wise use of the world?s natural resources as well as its living space will also grow. Thus, the concept of sustainable development ? meeting the needs of the current generation while preserving resources for future generations. The use of underground space is only one part of the sustainable development concept. But it is an important one. Tunnels and underground space are environmentally friendly and contribute significantly to sustainable development. But it takes years to plan and build tunnels and other underground infrastructure. And the demand for infrastructure in the world?s mega cities has grown significantly. In December, about 100 people representing several developed and developing nations spent a day at the United Nations (UN) in New York City discussing the future of underground space development throughout the world. The meeting was put on by the UN?s Department of Economic and Social Affairs and the International Tunnelling and Underground Space Association (ITA). The conference was titled ?The Use of Underground Space as an Unexpected Solution for Promoting Sustainable Development.? Its aim was to promote practical solutions to the use of underground space and tunnels as feasible alternatives to promote sustainable development throughout the world. A panel of speakers from government, academia, the UN and the ITA stressed that development is not sustainable without infrastructure. And, as the world?s population grows, there is now an urgent requirement to efficiently plan for the use of underground space to preserve it for the future benefit of mankind. The benefits of the use of underground space are many, they said. Among them: ? Tunnels channel clean water in and waste water out. This promotes health and sustainability worldwide, particularly in developing countries. ? The use of tunnels and underground space helps conserve energy and increases its efficient use ? the use of tunnels cuts commuting time and so saves energy. ? Tunnels, microtunnels and other underground structures promote the more efficient use of space in large cities ? the bulk storage of water, fuel and other goods. ? Underground structures are subject to less stress than surface structures, making them safe havens for natural and man-made hazards, including earthquakes. And, because underground structures are more durable, lifecycle costs are less than surface structures. ? Underground structures promote the multiple use of available land. Land owner-ship at several layers increases land use and provides more usable space. Han Admiraal is director of the Center for Underground Construction in the Netherlands. He said that urban planners need a new vision concerning the use of underground space. Going underground protects historical and archaeological surface facilities, he said. Underground space use can also protect populations located in adverse climates. And sensitive environmental areas on the surface can also be protected from development. In addition to the transportation of people, freight and water, underground development can also store water, as well as provide storage for waste, hazardous materials, carbon dioxide and geothermal energy. The upshot of this new awareness and vision for under-ground space is that its use should be considered before surface development, Admiraal said. And planners and developers are placing more emphasis on underground space development as part of their overall development plans for urban areas. That was not always the case, he said. In the past, underground space was not considered until after the surface space had run out, he said.

Jan 1, 2008

By C. Chope

The Minister for Roads and Traffic's opening speech highlights some of the topics to be covered in the conference with particular reference to the Channel Tunnel, the recent breakthrough of whose service tunnel marked a historic moment three and a half years after passing of the Channel Tunnel Act and which was the first example in recent years of a major transport project entirely privately funded. The Minister also mentioned the building of UK road tunnels, research and development, and the role of UK consultants in the single European market

Jun 13, 1905

By G. E. Pearse

Reports, discussions, a written contribution and two written replies are presented from 11 sessions on: Safety and compressed air; Ground movements; Geotechnical; Channel Tunnel (2 sessions); Machines; Case histories; Transport tunnels; Case studies; Site investigation; and Undersea tunnels

Jun 13, 1905

By J. Temporal

An introduction to the conference material in this issue is given together with the issue contents list, closing remarks by its chairman Dr. J. Temporal, the list of contributors and their companies, and the information that the 26th Sir Julius Wernher memorial lecture had had to be presented by the lecturer's wife, M. Biggart, in his absence due to site problems on the Storebaelt project

Jun 16, 1905

By G. E. Pearse, comp.

Questions from the conference delegates and replies by the papers' authors are summarised for sessions on hydropower, metro/rail and water/waste tunnels, tunnel-boring machines, environmental issues, research and case histories, design, and tunnel machinery, with reference to papers on tunnels in Lesotho, Nova Scotia, Italy, UK, Sweden, Kenya, Massachusetts, Germany, Norway, Taiwan, Switzerland, Greece, Malaysia, Australia and Texas.

Dec 1, 1994

By M. P. O'Reilly

A personal overview and assessment is given of the 42 papers delivered over the three days of the symposium. As well as 18 from the UK there were presentations from 16 other countries; 20 were on rock tunnels, 13 on soft ground and 3 on both; there were 17 case histories and 16 discussions of tunnelling machines but, for the first time in the conference series, almost no papers on tunnelling for mining purposes. Some projects, such as the Lesotho Highlands Water Project and the London Ring Main, attracted a number of papers addressing their different aspects

Jun 16, 1905

By Gunther Riedmuller, Johann Golser, Peter Schubert

The paper deals with the experience of the authors to cope with tunnel projects in heterogenous and weak rocks. The procedures applied to the investigation of such areas, the geotechnical assessment, the choice of tunnelling methods, the preparation of contract documents and the main features of NATM tunnelling to adapt to these conditions are outlined.

Jan 1, 1993

The need for a carefully prepared set of special conditions, to be used with general conditions of contract or, alternatively, a purpose written contract for adoption in tunnelling work in Australia is discussed. Recent decisions on the proprietor's liability for tender information and arbitrator's power to award interest are examined. A new clause for inclusion in contracts specifically giving arbitrators power to award interest is suggested. Similarly, a new clause covering delays due to environmental disputes is suggested, particularly for marine outfall tunnels. An alternative method for the settlement of disputes by negotiation is suggested for consideration and contracts and contract administration are discussed as the possible weak point in the construction process. At the conference it is intended to present a method or process to be used in contract administration which should reduce disputes, result in a better quality and efficiency of administration and ultimately in better contracts'.

Jan 1, 1981

By A Quigley

The Northside Storage Tunnel Project in Sydney includes over 20 km of TBM driven tunnels, over 3 km of declines and major caverns and pump rooms. The paper describes methods used for design on the project. Emphasis is given to the refinement of the use of empirical rock mass classifications, and to the use of discontinuum numerical methods.The use of empirical rock mass classifications in Sydney sandstone has usually led to conservative design because the systems are based on a random orientation of joints in the rockmass. Because the joint sets are usually oriented in a way that is beneficial for tunnelling, limits must be placed on the parameters used in the classifications system. The paper discusses these limits and the derivation of the parameters.The use of numerical methods in Sydney sandstone is discussed. Continuum methods have their uses, but discontinuum methods are preferred. The use of UDEC has been validated against a previous project, the New Southern Railway. Recommendations are given for UDEC models.

Jan 1, 1999

By A Kindred

The Bogong Hydropower Development is a 140 MW high head power project currently under construction in Northern Victoria. The project is the final link in the Kiewa hydroelectricity scheme, which was originally constructed in the 1950s. Due to its location in the Alpine National Park, the waterway for the Bogong project must be located entirely underground. A series of shafts and tunnels is being constructed to transfer the water from the headworks at McKay Creek to the new power station located on the shores of Lake Guy in Bogong village. The difference in elevation between the headworks and the power station is greater than 420 m, which poses particular issues for the design and construction of the waterway. The purpose of this paper is to describe the design and construction planning aspects of the tunnelling and shaft excavation and lining works for the waterway. The tunnelling works includes 5.7 km of hard rock tunnel boring machine (TBM) driven tunnel, 1.1 km of drill and blast tunnel and two deep shafts. The tunnels and shafts are lined with a mixture of permanent rock bolts and shotcrete, concrete lining and steel lining. The viability of the Bogong Hydropower Development relies heavily on the ability of the TBM to excavate at high speed through the East Kiewa Grandiorites. Particular attention was given during the construction planning stage to understanding the excavation characteristics of this material, and designing a suitable hard rock TBM that would be capable of meeting the program requirements of the project.

Jan 1, 2008

By David Court, Rab Brown

The paper discusses the work in progress on the construction of the extension of the High Speed Rail line from the Channel Tunnel into the centre of London UK known as the “Channel Tunnel Rail Link” (CTRL), and particularly on contract 250 which involves the construction of two 5.3Km tunnels 7.15m diameter constructed with two EPB convertible tunnelling machines underneath the densely populated area of East London. In addition the paper will look at an innovative Alliance that has been formed between the Contractors and the Client’s Engineer involved in the construction of the London Tunnel Contracts

Jan 1, 2003