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By Takefumi Takuma, Masashi Nagano, Yuichi Matsuoka

Pressed-in sheet pile bulkheads were built as part of an environmental cleanup known as the Gowanus Canal Environmental Remediation Project in Brooklyn, New York. These pressed-in piles minimized the potential settlement and displacement along the existing canal frontage and nearby buildings. The sheet piles were fully interlocked to be impervious, which was verified with non-declutching sensors. The soil conditions consisted of a top layer of contaminated soft sediment with debris and underlying sand and gravel layers with equivalent N-values ranging from 20 to 100. Coated Z-shaped sheet piles in lengths of up to 70 feet were installed.

Oct 31, 2023

By Pawan L. Sethi

Design and construction of deep foundations and basements is increasingly becoming more complex, as the density and frequency of urban development increases. This growth brings various associated challenges in the form of design considerations and construction challenges. This paper discusses some of the challenges routinely encountered as well as some specific complications in this area, based on author’s experience gained through exposure as specialist contractor (designer), consultant and specialist consultant, along with some information on how these challenges were overcome. The paper highlights some of the key aspects of design coordination and importance of having an awareness of the overall perspective. Examples will be used to illustrate practical problems and the approaches used to respond.

Nov 1, 2022

By James F. Fraser

Construction of a major linear project in any environment is difficult, at best. Construction of a major linear project which includes major subway elements, both cut and cover and tunneling, in the center of an urban environment, approaches the impossible. I believe such a project would be impossible for a private company or a privately owned utility for a variety of reasons. The major two reasons are the funding necessary for such massive projects and the myriad of individual interests associated with private ownership of land. Such projects are possible in the public sector only because the need for the project... as is the case with mass transportation in Atlanta. . .overrides the profit motive. Without the profit motive, private companies, whether utilities or not, are precluded from practical interest in the development of any project. While it is safe to conclude that a profit-oriented business would have no practical interest in developing such massive projects as may include major tunnels, it would be useful, I think, to compare some of the significant differences between private profit-oriented businesses, and an agency, or Authority, such as MARTA, in building a major linear project. SLIDE 1. Comparison of a Private Company and a Public Agency [Item Private Company Public Agency Simplified To make a profit To provide a pre Purpose scribed service]

Jan 1, 1979

By Patrick B. Kenny

Generally speaking, it is safe to address this conference as a conclave of Engineers, Owners' Agents, Governmental Representatives, and Contractors. As a group, we have assembled here to learn of our compatriots engaged in similiar underground operations throughout the United States and the World. We are here to learn of improved methods, higher technology, and better management. Through the acquisition of this knowledge, we each hope we can improve our own particular services, products and projects. This session is dedicated to a discussion of "Costs". The most apparent reason for a discussion of costs at this level is to expose subjects affecting costs and propose methods to reduce them. From that premise a contractor can identify three areas of discussion: design considerations, contract considerations, and governmental considerations. A fourth area of consideration is an introspective view of the contractor's role in the design construct process. Unnecessary costs and risks attributable to these areas are contributing excessively to ever increasing project and system costs. DESIGN CONSIDERATIONS On April 20, 1977 the Metropolitan Sanitary District of Greater Chicago accepted proposals for the Tunnel and Reservoir Plan on Contract A and Contract B. This letting called for construction of over 33 km (21 miles) of the Mainstream Tunnel bored at 9.75 m (32 ft) to 10.67 m (35 ft.) in diameter. Also included were all the appurtenant collecting and regulating structures. The proposal allowed the

Jan 1, 1979

By S. Babendererde

The twenty-ninth Sir Julius Wernher memorial lecture of the IMM, presented at Tunnelling '97, London, 2-4 September 1997. The tunnelling industry is well prepared to face the challenge from the population explosion in urban areas in the near future. Many well-established yet redundant concepts are still impeding progress, however, including the prediction of excessive surface ground settlements. The correct selection of TBM can minimise these, and ground deformations can be avoided completely if the appropriate techniques are applied. Advanced techniques have been used in the Tokyo Bay Crossing, where the tunnel lining was installed by robots. Other advanced techniques include the use of a sliding slip form to give temporary support to an extruded tunnel lining, the chemical processing of ground by polymers during earth-pressure balanced tunnelling and the use of electronic monitoring and steering devices in TBMs. There will be challenges to tunnelling in urban environments, as open cut techniques will no longer be tolerated. Two examples of mined stations are briefly discussed

Jun 19, 1905

For the past five years the University of Queenslandhas, through its various workshops, been preaching to Australia that there was a potentially hazardous situation from earthquakes for urban Australia. A few people outside The University accepted this, but largely the warnings fell on deaf ears.The 1989 Newcastle earthquake changed that per-ception. The most important lessons to emerge from Newcastle were (i)the realization that in continental areas small earthquakes cause widespread damage:(ii)the local geology of an area is of great importance in the damage done by an earthquake.These two factors clearly indicate that, in the future, we must take far greater account of the "Urban Geology" of an area. This paper discusses the need for urban geology and its impact on seismic risk and compares that with the traditional methods of assessing seismic risk.

Jan 1, 1990

By Karen C. Armfield, Gisele R. Passalacqua, Joanna Smith

New York City is an urban environment with a history spanning over 200 years. The coastline of New York has changed over the years. In the East River, old bulkhead and remnant of relieving platforms together with variable bedrock elevations pose challenges in the design and construction of deep foundations. This paper presents a Case History of high capacity deep foundations along the Franklin D. Roosevelt (FDR) Drive on the Upper East Side in New York City. The project consists of a ramp that overpasses the FDR Drive allowing heavy trucks to access the Marine Transfer Station (MTS) facility built over the East River. Large diameter drilled shafts and mini-piles socketed to bedrock were designed and constructed. Remnant of old bulkhead was encountered at the site and a Ground Penetrating Radar (GPR) investigation was completed during the subsurface investigation phase of the design. This paper discusses details of the subsurface investigation program and design methodology of the high capacity drilled shafts and mini-piles. It also describes construction methods and results of Osterberg Load tests documenting the field values of skin friction through the rock socket. Other construction challenges include construction and drilling rock sockets for drilled shafts over sloping bedrock. 1. INTRODUCTION New York City is a renowned urban city that always calls for the most delicate, yet complex, and robust superstructures and most importantly substructure designs. The historic preservation of this large 200 years old city of 319 square miles is ever changing. Shorelines are often extended to accommodate new infrastructure and very often many miscellaneous structures are discovered below the ground surface. The East 91st Street Ramp was constructed to provide access to the East 91st Street Marine Transfer Station over FDR Drive and York Avenue. Another alternative ramp will be relocated to the South Bound (SD) of the FDR Drive at 92nd Street. A subsurface exploration program was completed in accordance with the New York City Department of Design and Construction (NYCDDC) general requirements, Section 4.5, to perform subsurface investigation along the FDR Drive in Manhattan, New York.

Jan 1, 2019

By Grant R. J. Bearss

Due to environmental concerns in urban construction, many typically simple projects become very complex or feasibly impossible. The introduction of relatively new concepts has redefined "impossible", again simplifying these projects and making them "possible". Case Study One covers the use of Pressed-in Tubular Piles on portions of the Long Island Expressway in Queens, New York. Innovations in the design, material and installation method solved many typically inherent problems on projects of this type and resulted in cantilevered walls that supported a 35ft (10.668m) excavation. Design predictions and actual measured deflections of this wall were within millimeters. Case Study Two covers the use of Pressed-in Tubular Piles on portions of the Hodogaya Bypass in Yokohama, Japan. Innovations in equipment development allowed for a cantilevered retaining wall to be constructed without affecting the adjacent right-of-way, dramatic reduction of the overall construction duration and installation of tubular piles in soils with SPT N values greater than 160.

Jan 1, 2002

By G. R. Guillet

THE LATE Dr. D. F. Hewitt, Ontario's foremost authority on industrial minerals, was the first to point out the importance of urban minerals when he produced figures (Hewitt 1968) to prove that the Toronto-Hamilton area was Ontario's second largest mining camp in 1966 (Fig . 1). In that year, the value of mineral production within a 60-mile radius of downtown Toronto exceeded individually that of Steep Rock, Kirkland Lake, Timmins, Manitouwadge and Elliott Lake. Only the nickel and precious-metal production of Sudbury .surpassed in value that of Toronto's pits and quarries. Although that position was unchanged for some years during the early sixties, it was admittedly an unusual situation: gold was still pegged at an artificially low value; uranium was stagnant; and Texasgulf had not entered the scene. However, the point had dramatically been made. The combined value of production from hundreds of sand and gravel pits and dozens of limestone and shale quarries was of formidable proportions. The mining industry of the urban fringe could not be denied. Construction aggregates, cement, building stone and bricks were fueling an apparently insatiable appetite for urban expansion and redevelopment.

Jan 1, 1978

By Robert R. Munro

Traditional aggregate sources, that is the riverbeds, the alluvial fans, located relatively close to the developing urban centers are being foreclosed to mining. As the sand and gravel reserves are depleted, those production plants are unable to secure additional adjacent reserves and are being forced to close down. The sand and gravel industry, in many respects, is its own worst enemy. We promote development, we promote the paving of streets, the building of houses, and industrial and commercial centers, and because of economics, we tend to favor those developments located close to our operations. Thus, we encourage development by our neighbors who soon become our detractors. In general, urban development is not compatible with sand and gravel mining. The neighbors don't like the view of the pits or the quarries, they complain about the "dust", about noise, about trucking . . . in general, the neighbors are not happy being close to an aggregate source.

Jan 1, 1984

By Robert R. Munro

Introduction Traditional aggregate sources - riverbeds and alluvial fans - located close to developing urban centers are being foreclosed to mining. As sand and gravel reserves are depleted, nearby production plants cannot secure additional, adjacent reserves and are being forced to close down. The sand and gravel industry, in many respects, is its own worst enemy. It promotes development, street paving, home building, and industrial and commercial centers. Economics make us favor developments close to our operations. Thus, we encourage development by our neighbors, who soon become our detractors. Current Aggregate Mining Problems Urban development is not compatible with sand and gravel mining. Neighbors dislike the view of pits and quarries, and they complain about dust, noise, and trucking. In general, the neighbors are not happy being close to an aggregate source. This is reflected in land use or zoning laws. In most localities, mining requires a special-use permit. Public hearings are required before a legislative body. If a large group of opponents show up, legislators will often deny the land use. Urban areas are seeing traditional close-in sand and gravel sites becoming no longer available for industry. A parallel situation is also developing in most urban areas. That is, the not-in-my-backyard attitude toward landfills. As urban areas mature; a significant amount of change takes place in the physical makeup of a city. Streets and parking lots deteriorate and need repaving. Curbs and gutters need to be relocated. This necessitates a place to dispose of excess, or old, paving and structural material. Since landfills have become at least as difficult to permit as sand and gravel sites, they are becoming remote from urban areas. A significant portion of the structural material that needs to be disposed of is concrete and asphalt. This material is heavier than other materials. Thus, the cost of moving a large volume of very heavy material to a landfill becomes very expensive. In California, dump truck transportation is regulated by the State Public Utilities Commission through minimum rate tariffs. A rule of thumb for estimating the cost of such transportation is once the material is loaded, the extra kilometer (mile) costs $0.09/t ($0.08 per st). Thus, to haul an 18-t (20-st) road an extra 32 km (20 miles) will cost about $32. Because of its remote location, the cost of hauling aggregates to the point of use in an urban area becomes excessive - about the same as hauling the material to a landfill. Here is a classic example for synergism. If we could save the transportation cost of heavy demolition material by disposing it relatively close to the central city (its source), and at the same time provide an aggregate source close to the central city (its point of use), two difficult economic situations can be solved. Thus, the develop¬ment of recycling concrete and asphalt. Mining Concrete and Asphalt There are two methods of mining concrete and asphalt. The first is to pick up the old pavement in pieces. Thin, cracked pavement can usually be lifted from the grade with a front-end loader. It will break up into manageable-sized pieces. With heavier pavement, it is sometimes necessary to intentionally break it up with a stomper or heavy ripper. The pieces are loaded into heavy dump trucks and shipped to the crushing site. Again, a front-end

Jan 7, 1984

By J. A. McCamley

Gypsum scrap generated from wallboard manufacturing, construction and deconstruction activities in North America, Europe and Japan is a recognized environmental problem. Landfill disposal of this gypsum scrap is problematic, with deposits often creating hydrogen sulphide emissions and metallic sulphide groundwater leachates. Of these regions, Europe is the most advanced in dealing with the issue having enacted legislation, which will come into effect in July 2005 that will strongly encourage gypsum recycling throughout the EU. An estimated 10% to 17% of all gypsum used in the wallboard industry becomes recyclable scrap, which represents approximately 1% of the total waste stream in North America. In the United States, 2.5 to 4.5 Mt of gypsum scrap is generated each year; the volume is similar in Europe (the percentage of total tonnage is less because of the higher use of brick and concrete). The Greater Vancouver region of British Columbia has banned gypsum from its landfills, and as a result, all gypsum scrap is now recycled. New West Gypsum Recycling, a Canadian firm, uses its proprietary technology to process large quantities of gypsum scrap that is reincorporated into new wallboard, at percentages ranging up to 25%. The operation of New West Gypsum Recycling Inc. of Langley, Vancouver is examined as a case study and recommendations are provided as to how other urban regions can implement similar gypsum scrap recycling programs.

Jan 1, 2004

By Robert C. Freas

The Northeastern United States is the most highly urbanized region in North America. It is also an area with a tremendous appetite for stone products. Within this context limestone has truely become an "urban ore". Its uses extend from traditional aggregate markets to lawn and garden, archetectual, chemical, agricultural, industrial, and environmental applications. This paper looks at both the occurance and uses of limestone in the northeast, and briefly examines changing patterns in consumptive use.

Jan 1, 1985

By M. Rice, M. Stanley, J. Marlow

Arizona construction aggregate industry remains in the crosshairs of public debate, caught between the need for aggregate-based building materials and alternative, high-value land-uses. To better manage lands and improve land-use decisions, the Arizona State Land Department has need for a system to assess potential aggregate resources on State Trust lands, and assign dollar values accordingly. Thereafter aggregate values can be compared to residential, commercial, agricultural, recreational, and habitat values -- in a determination of highest and best land-use.

Jan 1, 2002

By Gordon C. Petersen, Gary A. Almeraris

This paper describes the controlled blasting techniques required to mine a rock tunnel section of a main interceptor located in the Boston Metropolitan area. The 3m (10 ft) x 2.8m (9.25 ft) horseshoe shaped tunnel was driven 490m (1600 ft) by conventional drill and blast methods. The geology varied round by round and consisted of five highly faulted and jointed igneous rock types. The tunnel intersected numerous slickenslides and open mud seams which hampered both drilling and loading operations. Smooth blasting wee critical in order to keep overbreak tc a minimum in this extremely hard but blocky ground.

Jan 1, 1991

By Art Hamid, Manfred Wong, Carlos Jaramillo, Greg Raines, John Caulfield

"The Central Bayside System Improvement Project (CBSIP) is a critical element of the Sewer System Im-provement Program (SSIP), a 20-year, $6.9-billion investment by the San Francisco Public Utilities Commis-sion (SFPUC) to upgrade San Francisco’s 100+ years old seismically vulnerable combined sewer system. The CBSIP’s centerpiece, a proposed 10,000-foot-long (3,048-meter-long) Channel Tunnel, will provide reliable and redundant gravity conveyance and storage of combined wastewater flows from the northern and central parts of San Francisco to the Southeast Water Pollution Control Plant (SEP) while ensuring compliance with regulatory requirements for combined sewer discharges to the Bay. A tunnel with a diameter of 23 to 30 feet (7 to 9 meter) is being planned using pressurized-face tunnel boring machine technology. Project challenges include tunneling through Franciscan Bedrock, mixed ground conditions in close proximity to the Bay, connector tunnels and shafts, construction in congested urban environment, and challenging real estate issues for shaft access. BACKGROUND AND NEED FOR TUNNEL The City of San Francisco is one of the most beautiful cities in the world. About 850,000 people live in the city and many more come to work, for tourism, and for attending conferences. The SFPUC is a department of the City and County of San Francisco that provides energy, drinking water and wastewater services to San Francisco, wholesale water to three Bay Area counties, and green hydro-electrical and solar power to San Francisco municipal departments. The SFPUC wastewater system includes tunnels, large storage/transport boxes, 1000 miles of collection sewers, 28 pump stations, and three wastewater treatment plants. San Francisco’s combined sewer system collects both wastewater and stormwater in the same sewers, which is then pumped, treated to stringent state standards and discharged into the San Francisco Bay and Pacific Ocean. After decades of service, much of the sewer system is nearing end of its working life. During the 1989 Loma Prieta earthquake, damage to SFPUC water and wastewater infrastructure was extensive. The 11,200-foot-long (3,400-meter-long), 66-inch-diameter (1,676-mm-diameter) Channel Force Main, built in 1976, and a critical component of the SF wastewater system was also damaged. This force main carries 70 percent of the bayside dry weather sewage flow from the northern and central part of the city to the SEP. The force main is at the end of its life and was not constructed to the current seismic code; in addition it has no redundancy. Figure 1 shows the project background and the force main that will be provided redundancy by the new gravity tunnel."

Jan 1, 2016

By Erich J. Jacob

In the past 15 years the enforced improvement of the public traffic systems caused a boom in urban tunnel construction. In 1961 the City of Paris started to build the Express-Metro. Of the 47 km long double-track line crossing the city center, nearly 45 km are in operation since 1971. Still missing is here only an about 2.6 km long connecting stretch, which is under construction now. From 1963 to 1969 the 21.8 km long Victoria Line was built in London as extension of the existing network,. A little later, in the years 1965 to 1973, the City of Hamburg supplemented its subway network by the construction of a 16.8 km long line between the Boroughs of Billstedt and Stellingen. Also in 1965 the City o Munich started to build a subway system of 54 km f length. Thereof a stretch of 16.2 km could be taken into operation in 1972 shortly before the Olympic Games. These are only some of the better known projectsas examples of the activities in European cities. In nearly all cities with more than about ½ million inhabitants subsurface traffic lines were begun or supplemented. Furthermore, numerous undercuts or other subsurface structures were built. The Ij Tunnel in Amsterdam and the new Elbe Tunnel in Hamburg may be mentioned, both structures finding international attention.

Jan 1, 1976

By U Rehm

The biggest hard rock double-shield tunnel boring machine (TBM) in the world, with a diameter of 12.4 m, is currently excavating the North-South Bypass, which includes a crossing under the Brisbane River, Brisbane, Australia, to relieve the often congested road traffic in the city centre. Ten years ago a 10.7 m Mixshield giant helped to handle the Olympic Games in Sydney linking the airport with the city centre for an improved transportation of fascinated visitors. In Shanghai, currently the biggest TBM in the world with 15.43 m diameter presents excellent performance rates; and in Paris a convertible Mixshield could be quickly changed from earth pressure balanced (EPB) to slurry type in order to handle the very heterogeneous ground conditions. In Madrid a 15.2 m EPB giant finished its tunnel job four months ahead of schedule. Large-scale TBMs have proved their economic and innovative potential to create the current and future underground architecture of mega-cities. TBM technology has made further large innovative steps in the last decade. State-of-the-art is a TBM for very heterogeneous ground conditions comprising hard and soft rock with additional high groundwater pressure. The machine concept is adapted to the various ground conditions and allows for a quick and flexible application. Ground treatment by means of additives developed to a helpful tool in this connection. To meet the special challenges of urban tunnel projects of nowadays it is of very high importance, beside applying highest developed technology of TBM, to have a comprehensive technical support during the project phase and to develop positive relationships between all participants of the project which last longer than only for one project.

Jan 1, 2008

By Keith Bowers, Frank Mimnagh, Eddie Woods

The CTRL London Tunnels The Channel Tunnel Rail Link (CTRL) London Tunnels comprise 36km of internal diameter bores that were driven by Earth Pressure Balance (EPB) Tunnel Boring Machines (TBMs). The tunnels were constructed between the autumn of 2002 and the spring of 2004. The permanent works also included the 1.1 km long station box at Stratford, five ventilation shafts of depths between 30 and 54 m, 29 cross passages and various large diameter sprayed concrete lined connecting tunnels. The tunnels were driven under densely populated areas of north and east London, as depicted in Figures 1 to 4. Under the parliamentary CTRL Act the project had obligations to make

Jan 1, 2005

By A. F. Lucas

EACH day, the fact becomes more evident that the ever-growing demand for oil is farther outstripping production, regardless of the increase in output throughout the past twenty years. The development of known oil fields and the prospecting for new ones along present lines are not resulting, in, and cannot bring forth, supplies large enough adequately to meet the oil needs of the country. The usual methods of prospecting-for new supplies are insufficient to meet the exigencies of the situation which threatens, in the not distant future, to reach a critical stage. Were it not that within the last two years new and prolific oil fields have been discovered in northern Louisiana, central Texas, and California, this crisis would undoubtedly be now at our door. Stocks are being exhausted in spite of the rapid growth of imports. The time is therefore fast approaching when some radical departures must be made in the method of prospecting and developing old and new fields in order to increase our oil supplies. Methods and chances, that have seemed unwarranted will not only be given serious consideration, but, according to the results promised, will be put to the test. Meanwhile, however, nearly all the oil fields are responding to the stimulus of higher prices, whereby enormously growing capital is attracted to this important industry, both here and abroad; the increase in our petroleum production at the present time is due to this circumstance. Yet, although a most active search is being made for possible sources of additional supply, one section of our country is not yielding the results that, in my opinion, it is capable of producing: I allude to the coastal dome belt of Texas, Louisiana, and Mexico. The United States Geological Survey has estimated that three-fourths of a billion barrels are available in the ground in the Coastal Plain of the two states just mentioned. Numerous papers have been written on the subject of the salt domes of the Coastal Plain and more or less attractive theories have been advocated by leading geologists to account for their origin and the presence of the oil, sulfur, and salt associated in them. However, owing in part to the generally monotonously level country in which the coastal

Jan 9, 1920