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By Rudy Scarabelli, John R. Wagner

At one time explosives were the only economical means of rock tunnel excavation. Except in relatively long tunnels in the right rock explosives are still the cheapest means of rock excavation where they can be used. Today the most economical means of rock tunnel excavation is increasingly not the choice of the contractor. A good part of our work is for public agencies in urban areas and the public today is increasingly less tolerant of the disruption caused by our efforts. Owners in many cases have to direct their engineers to write specifications which severely restrict noise and vibration levels during construction. Sometimes specifications allow drill-and-shoot for starter tunnels only or even eliminate powder by fiat. Recent advances in the use of explosives such as sequential firing have made blasting more palatable to the public but are not enough in all situations. Thus the roadheaders on construction projects. In recent work I have seen the Alpine Miners, a Paurant Miner and the Robbins Mobile Miners used in several rock formations and now believe this type of equipment has a place in the tunnel constructor's choice of equipment. Rudy and I have not attempted to present a formula for choosing the best alternative excavation method in any given case because, of course, of the variables involved. We have simply tried to describe our experiences on a particular project and hope our observations will be of some value to tunnel constructors.

Jan 1, 1987

By S. Holtermann

Through the process of Riverbank Filtration (RBF), the Louisville Water Company plans to obtain a higher quality source of water for their B.E. Payne Water Treatment Plant (WTP) by means of four collector wells located in the alluvial aquifer along the bank of the Ohio River. The collector wells are connected to a 2,850 L/s (65 mgd) pumping station by a 2,362 m (7,750 ft) long, 3 m (10 ft) finished diameter tunnel located in limestone and shale bedrock, which is approximately 45 m (150 ft) below the surface. High tunnel boring machine (TBM) production rates were achieved in this moderately weak bedrock; most of the tunnel only required support in the crown. An unanticipated water-bearing fault and unanticipated ground behavior proved challenging and required quick thinking to minimize impacts to construction. Tunneling conditions are discussed in detail, together with the methods used for overcoming the groundwater and ground behavior challenges. The tunnel is expected to be completed in April 2009.

By Yifan Ding, Shemek Oginski, Patrick Finn

The Manhattan section of the New York Water Tunnel No. 3 constructed by the Schiavone/Shea/Frontier-Kemper Joint Venture is a $668 million project. The contract includes a tunnel drive of 8.85 km (29,045 feet), tunnel lining of 14.77 km (48,468 feet)and construction of nine shafts ranging in depth from 143 m (469 feet) to 169 m(555 feet). Construction methods for excavation of the shafts are presented including raise bore, ground freezing, soil excavation, blasting, slashing, muck handling, rock support and shaft final concrete lining.

Jan 1, 2007

By Alejandro Sanz Garrote, Juergen Laubbichler, Fernando Triana Gracian, Paz Navarro Gancedo-Rodriguez, Andreas Feiersinger

The Combined Sewage Storage Tunnel (CSST) is part of the Ottawa River Action Plan and will greatly reduce the frequency of sewage overflows into the Ottawa River during storms. The project consists of the design and construction of two TBM tunnels running EastWest (EWT) and NorthSouth (NST) along 6.2 km in total, and multiple shafts and support buildings. Contractor Dragados Tomlinson JV (DTJV) was awarded the 169 million CAD construction contract in 2016 and the CSST will be in operation in 2020. Dr. Sauer & Partners (DSP), supported by Intecsa-Inarsa, was responsible for the detailed design of the precast concrete tunnel lining as well as the geotechnical risk management program. This paper addresses TBM selection, critical tunnel sections, geotechnical risk management and rock mass grouting as a geotechnical risk mitigation measure. Successful collaboration of Owner, Owner’s Engineer, Contractor and Contractor’s Engineer led to a safe and cost-effective design and construction

Jun 13, 2021

By Earl M. Woodward

INTRODUCTION Kerckhoff-2 is a 140 MW underground hydro-electric project designed and owned by Pacific Gas and Electric Company and constructed between May, 1980 and May, 1983 by Auburn Constructors. The project is located in the western foothills of the Central Sierra Nevada Mountains, about 30 miles northeast of Fresno, California, and develops the power potential of the lower San Joaquin River and its tributaries between the existing Kerckhoff and Millerton Lakes. The Kerckhoff-2 Project consists of project roads, adits, and access tunnels, service tunnels, power tunnels, powerhouse, tailrace tunnel surge shaft, buss shaft, intake structure, discharge structure, and switchyard. In the 1920s, the Kerckhoff 1 project, consisting of a dam, reservior, tunnel, and 34 MW powerhouse, was built in the same general area as Kerckhoff-2. The tunnel was constructed by conventional methods, and was left unlined. In time, other projects were built upstream, allowing the flow of the San Joaquin River to be regulated. The Kerckhoff 2 project is designed to harness that regulated flow, providing an additional 140,000 ON of power. Kerckhoff 2 will be the primary power plant; Kerckhoff I will produce power whenever the flow rate exceeds 4,800 cubic feet. The new power tunnel is built along the east side of the San Joaquin River between Kerckhoff and Millerton Lakes, parallel to the existing tunnel but extending approximately one mile further downstream.

Jan 1, 1983

By D. A. Bruce

The paper describes the construction of 5 plugs to resist high water heads at depth within the South Deep Gold Mine, Randfontein, South Africa. A total of 20 segments were involved to create these plugs, which were 7.5 m long at the 58 Level and 6.25 m long at the50 Level. Emphasis is placed on the QA/QC and verification methods, which were developed and governed all phases of the work, from initial rock preparation and pregrouting through to the final grout tightening of the rock/plug interface and the surrounding rock. This paper is one in a series of papers detailing other aspects of the project, which was constructed largely between May 2001 and August 2003.

Jan 1, 2006

By M. D. Khattar

The paper describes the salient construction features of the Pile foundation work for the Railway viaducts in Algeria. Six viaducts were constructed for execution of the Railway line between Aintemouchent and Benisaf in Algeria. The work was executed by the Indian Railway Construction Company Limited of India (IRCON) for the Algerian National Railways (S.N.T.F.). These six viaducts had multiple spans of 36M resting on hollow piers of heights upto 69M. Most of the piers were founded on piles of 1 and 1.2M dia bored piles going upto 22M deep through cal­careous rocks and were designed for Railway loading in seismically active area. The work involved 356 piles & constituted a very important aspect of the whole work. The concrete in the piles was made with sulphate resistant cement and the integrity of the concrete was tested with Sonic method so as to ensure the quality. The piles were driven with the help of a hydraulic oscillator and the concrete was laid with a tremie pipe. Problems as encountered during execution have been explained.

Jan 1, 1989

By Hendrick A. D. Kirsten, A. Clayr Alexander

Stillwater Mining Company is currently developing a second underground palladium and platinum mine approximately 21 km (13 miles) west of their existing Nye operation in the Bear tooth Mountains of southern Montana. Portals for the two access tunnels required at the new site were excavated in limestone talus to accommodate4.6 m (15 feet) diameter tunnel boring machines. A review of the technical design, field conditions and construction of the portals is presented.

Jan 1, 2001

By Bali. D. D., S. Chattopadhyay

"The planning and construction of prime coking coal beneficiation plants in the nationalized mines in India are reviewed. Flow schemes, construction practice, materials consumption, and costs are detailed.Medium-capacity beneficiation plants with multiple loops are recommended under Indian conditions.IntroductionThe reserve of high-grade and easily washed metallurgical coal in India are quite limited. Prime coking coal constitutes approximately 22% of the total resources and occurs exclusively in the Jharia coalfield in the state of Bihar. Bharat Coking Coal Limited (a subsidiary of Coal India Limited (CIL) the nationalized mining sector of India) owns 80% of the Jharia collieries. The development of Jharia coalfield in the pre-nationalized period before 1971 has been characterized by a large number of small mines with primitive mining methods and low productivity. The production of prime coking coal to meet the demand of the steel industry in India has to increase from the existing level of 11.1 million tonnes to 43.4 million tonnes per annum by 2000 AD, thereby producing 5.61 million tonnes and 22.7 million tonnes of clean coal respectively. An ambitious program has been undertaken for development of bigger mines with an average production of 1 to 3 million tonnes per annum. With the fast dwindling reserves of good quality coking coal, more inferior grade coal seams, having difficult washing characteristics, are now being mined. All the coal from the future mines will have to be beneficiated to make it suitable for consumption of steel plants; the following washeries are being planned for construction by 2000 AD:"

Jan 1, 1986

The principal dirnensions of the chimney were fixed as follows: Height from formation to coping, 328 ft. 8 in.; inside diameter concrete shell, 13 ft. Gin.; inside diameter of the 4~-in. brick lining. 11 ft. (j in. ; shell thickness above flue inlet at a point 39 ft. above formation, 1 ft. 8in.; shell thickness at coping, 6 in. That is, the inside of chimney is cylindrical, wldst the outside is gradually stepped inwards with of 1 in. and less until the shell is 6 in. thick only at the top. With these dimensions in mind, it will be seen that some close thought was necessary to ensure a satisfactory of fonn which could be kept rigid and plumb to a height and at the same time provide safe working conditions for the labourers employed.FOUNDATIONSThe spread base of the chimney is 45 ft. in diameter, and foundations were carried down to a depth of 8 ft. 6 in. below natural surface into good hard clay which was known to be the best foundation obtainable in the vicinity being capable of withstanding, when dry, a load of 3 tons to 4 tons per square foot, whereas dead load is 1A tons per square foot and the maximum load expeeted under the most severe wind condition is 2 tons per square foot to ensure the foundation being kept dry and unaffected by ground water, the site was surrounded by a ring drain at a distance of six feet from edge of concrete foundation and at a minimum depth of one foot below bottom of concrete. Open-jointed pipes were laid in the bottom ofthe drain and graded to a pipe drain with outfall clear of the site.

Jan 1, 1924

By Kazuo Magata, Hirohiko Fujita, Masazumi Tashiro, Yoshiaki Sato, Yoshio Shinoda

The Shinkansen of the Japanese National Railways (JNR) presently in operation between Tokyo and Hakata, approximately 1,000 km, was constructed at three stages: between Tokyo and Shin-Osaka opening in 1964, Shin-Osaka and Okayama in 1972 and Okayama and Hakata in 1975. Works on the extension of 400 km from Okayama to Hakata were launched in March 1970. As construction of the undersea Shin-Kanmon Tunnel on the extension was the toughest task, requiring many, many months, the work was undertaken earlier than any other works on the extension. It was brought to its completion in June 1974 at the cost of about 22, 000 million yen. The Shin-Kanmon Tunnel is the third undersea tunnel constructed to connect the main island of Honshu and Kyushu across the Kanmon Straits. (Table 1)

Jan 1, 1976

By Tom B. Corry

INTRODUCTION Located approximately 48 km (30 miles) south of Dallas, Texas, use to be the site of the Superconducting Super Collider. For those of you unfamiliar with the project, this was a multi-billion dollar project taken on by the U.S. Government for the further advancement of technology, medicine, and science. Major components of the project consisted of a Linear Accelerator known as the LINAC; three accelerating rings known as the Low Energy Boosters (LEB), Medium Energy Booster (MEB) and the High Energy Booster (HEB); the East and West Campuses where the Inner Reactor Halls would have been located; and the 87 km (54 mile) main collider tunnel. Unfortunately, this all came to an end on December 6, 1993, with the termination of the project due to the Government's cancellation of funds. This paper will deal with the two of the underground contracts before the termination. These two contracts were the 1122 contract which ran from N25 to N40 and the 1130 contract which ran from N40 to N55. (See figure 1) The 1122 contract was awarded to us in July of 1992 and consisted of the excavation and support of six (6) shaft varying in diameter from 5.5 m (18 feet) to 8 m (26 feet) and ranging from 39.6 m (130 feet) to 61 m (200 feet) deep and the driving of approximately 13,100 m (.43,000 If.) of main collider tunnel. Our second contract, the 1130, was almost identical to our first

Jan 1, 1995

By Glen D. Frank, Jeremy P. Theys, Mina M. Shinouda, Gary W. Gilbert

PURPOSE OF THE PROJECT The Big Walnut Augmentation Rickenbacker Interceptor project began in 1995with the preparation of the Scope of Services for the design of the Rickenbacker Interceptor, with service to and around the Rickenbacker Air Force base. The air base was soon to be placed under civilian control through a Port Authority, with an expected influx of businesses and services, requiring increased sanitary service capability. Due to political differences regarding annexation and other issues, the project was placed on hold. In mid 1996 the Scope of Services was rewritten with more emphasis on a tunneling option, but still only addressing the air base and surrounding tributary are a sanitary service requirements. The consultant selection process began in late 1996 with the Request for Statements of Qualifications issued in December. Three firms were selected to furnish proposals based on the revised Scope of Services that now included requirements for hydraulic modeling of the service areas and the Big Walnut Outfall (BWO) and an expanded soil investigation requirement. All three firms were requested to make presentations to the selection committee, with the committee selecting URS Greiner for further consideration and negotiation. A contract was entered into in August of 1997with URS Greiner. The major sub-consultants were Lachel and Associates, Inc., H.R.Gray and Associates and Solar Testing Laboratories, Inc. The project began with geological investigations, preliminary soil borings, well investigations, tributary area evaluations, hydraulic modeling of the BWO system and research into other projects planned for the Rickenbacker airport and surrounding area. The hydraulic modeling of the BWO and the proposed Rickenbacker Interceptor confirmed that the BWO suffered wet weather surcharging and would require augmentation to properly convey the future flows to the Southerly Wastewater Treatment Plant(SWWTP). The project scope expanded to include evaluation of both the Rickenbacker Interceptor and the Big Walnut Augmentation projects. Both projects previously identified in the Capital Improvements Program. The work on the expanded scope for the Big Walnut Augmentation and the Rickenbacker Interceptor began with the evaluation of a parallel 2.75 meter (108") diameter augmentation sewer from SWWTP to S.R. 317and Parsons Avenue, then continuing east along S.R. 317 as the Rickenbacker Interceptor. The parallel 2.75 meter (108") sewer had been planned for in the design of

Jan 1, 2007

The paper, one of two papers on the Queensland Railways Brunswick Street tunnels presented at the VIII Australian Tunnelling conference, describes documentation, tendering and construction aspects.Tender documents were written to reduce the risk taken by the contractor. Details of tenders received are analysed and the changing industrial situation at that time described.Construction aspects covered include mobilisation, major equipment, tunnelling equipment and manning. Program and progress are reported including industrial relations and advance rates for Mitsui-Miike S-200 and S-65 roadheaders. Cycle times and performance in terms of cutting rate and pick wear are provided for the roadheaders.

Jan 1, 1993

By Clayton Williams, Dale M. Hata, Glenn M. Boyce

The Upper Llagas Creek Flood Protection Project in Northern California encompasses portions of the communities of Morgan Hill and Gilroy, and unincorporated areas of Santa Clara County. The project provides for flood protection improvements along Llagas Creek and two of its tributaries, West Little Llagas Creek and East Little Llagas Creek. Llagas Creek is one of the tributaries of the Pajaro River and drains a watershed of approximately 104 square miles. The river system has a history of flooding the watershed communities, and the project’s goal is to provide 100-year flood protection by creating a bypass infrastructure, including channels, cut-and-cover culverts, and a tunnel. The project has been divided into several phases. This paper describes Phase 2A, which consists of approximately 2,150 linear feet of lined horseshoe-shaped bypass tunnel measuring 14 feet wide by 12 feet high. The bypass tunnel was sequentially excavated using a combination of roadheader and controlled blasting through colluvium and weathered to fresh greenstone. The tunnel was mined near residences, requiring strict noise and vibration controls. Phase 2A also includes the construction of twin bypass concrete culverts, portal shoring, and dewatering systems. It features the use of a Design Review Board and partnering for project delivery. This case study discusses the bypass tunnel design, progress of tunnel construction, plans to complete the work, construction risks, and the software and procedural tools being used to manage the project, including ProjectWise construction management software.

Jun 13, 2023

By Zephaniah Varley, Satoshi Akai, Richard Sage, Steve Redmond, Mike Murray, Rohit Shetty, Gerald Skalla

One would be hard pressed to find another project as complex as this one given its configuration, the variety of issues to address and the required construction techniques. Contract C710 is currently under construction as part of Sound Transit’s Link Light Rail, connecting downtown Seattle with Sea-Tac Airport. The paper describes the construction-to-date of the deep mined station under Beacon Hill using the Sequential Excavation Method (SEM). This deep “binocular” station is being mined through some of the most challenging soft ground conditions in the USA. The excavated volume of the station is approximately 60,000 cy (46,000 m3) and the station comprises a variety of geometries and cross sections ranging from 235 sf (22 m2) up to 1,670 sf (155 m2). This underground complex includes platform, concourse, cross-passage and emergency ventilation tunnels together with station egress and ventilation shafts. Various excavation sequences are in use for the different tunnels including the twin-sidewall drifts for the impressive45 ft (13.7 m) wide by 42 ft ( 12.8 m) high concourse cross adits. This station has two train platforms approximately 165 feet (50m) below the surface. This station, constructed in highly variable glacial deposits including water bearing sands and silts approximately 50 ft below multiple perched water tables in an urban setting, creates a very unique and challenging situation. The ground is being managed with various types of ground improvements such as jet grouting and vacuum assisted deep dewatering wells from the surface, and from underground by use of “SEM Tool-box Items” such as barrel vault canopy, grouted pipe and rebar spiling, chemical grout,

Jan 1, 2007

By Shemek Oginski

The 5 km (16,194 lf) of 6.1m (20 ft) diameter TBM driven tunnel built by the J.F.Shea Co. will serve as sewage overflow storage. The TBM tunnel and four connecting tunnels excavated by drill and blast methods in hard granite will remain unlined. Based on the Geotechnical Baseline Report (GBR), the Contract documents provided a design with no required pattern of rock bolts, no probing, no pre-excavation or consolidation grouting, and lastly, no final lining of the tunnels was deemed necessary. This paper will provide a general overview of these topics with the emphasis on the actual ground conditions encountered versus the projected conditions provided in the GBR and how the GBR reflected the design of the project. Proposed modifications to the temporary and permanent ground support will be presented and the necessity of probing and pre-excavation grouting will be evaluated.

Jan 1, 2005

By Vijayakumar Viramuthu, Martin Heinrich

Tower of Lot L, L1 & M, Kuala Lumpur City Centre when completed would stand 700 m tall. This Mega tall Skyscraper would merely be less than 500 m away from the world tallest Twin Tower, the Petronas Twin Tower. From June 2018 to February 2020 BAUER (MALAYSIA) SDN. BHD. constructed 225 nos bored piles with diameters of 2.0 m and 2.5 m for this tower. To comply with the depth requirement of the initial design and the need to have the pile toe 2.0 m above competent bedrock, the drilling equipment was required to be able to achieve a maximum drilling depth of 150 m. Actual piles constructed on site were deeper than 120 m. These dimensions caused superlative challenges which included but were not limited to controlling the open borehole stability over time with polymer, installing 70 t heavy steel cages and pouring up to 550 m³ concrete continuously in conjunction with installation of 88 t heavy kingposts into workable fresh concrete. The piling works were executed with one BAUER BG 48 and one BG 72, the biggest drilling rig globally available.

May 1, 2022

By Dan A. Brown

The foundations at the Huey P. Long Bridge in New Orleans presented special challenges for construction due to the requirements for very deep drilled shafts in the Mississippi River beneath the existing bridge structure. Drilled shafts were constructed to depths of approximately 200ft in alluvial soils using a rotator system with full-length segmental casing, and base grouted to improve axial resistance. This paper describes the design and construction of the work platform to provide access to the restricted-access site beneath the existing bridge, the approach used to construct the drilled shafts, and the results of a load test program to verify the axial resistance.

Jan 1, 2010

By Don Hickey

The MTA in conjunction with LIRR, are in the process of expanding one of the largest commuter railroads in the country, with over 260,000 passengers a day. The LIRR, which provides 700 passenger trains every 24 hours, can?t continue on the present growth course as a joint tenant in Penn Station with Amtrak and NJT. For this reason, in conjunction with the fact that over 53% of LIRR?s current riders into Penn Station are ultimately bound for the East Side of Manhattan opening, have created the need for the expansion of the LIRR. The complete expansion will cost approximately 6.3 billion dollars and all of the contracts are to be completed by 2013.