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By Yukika Miyashita, Takahiro Inoue, Kenji Namikawa, Masashi Matsumoto, Junichi Koseki, Yoshihiro Terashima

"In order to construct an underground two-layer expressway branch junction structure with a height of 14.7 m and a width of 22.3 m, two shield tunnels in each layer were combined by using a non-cut-and-cover enlargement method in sedimentary soft rock. Before and during the construction work, preliminary analysis, in-situ investigations and laboratory tests were conducted to ensure the construction safety and to evaluate the deformation characteristics of sedimentary soft rock. The construction project was safely executed without any water leakage or collapse of tunnel working face. The predicted results from preliminary analysis were almost similar to the measured values. From the detailed investigation of measured results, it was confirmed that the deformation characteristic of the sedimentary soft rock was observed to a small extent as the ground deformation derived from construction work. INTRODUCTION In recent years, some newly constructed urban expressways in Japan are being planned as underground structures due to the consideration of roadside environment. The construction of such underground expressways is frequently conducted using a shield tunneling, a typical one of non-cut-and-cover methods, to prevent any adverse effect to traffic in arterial roads, operation of nearby commercial establishments, and daily lives of local residents during construction work. For underground urban expressway, the connections with existing road network on ground surface or on elevated sections are indispensable, which require the construction of an underground branch junction with large cross-section. This raises a technical difficulty regardless of the open-cut or non-open-cut construction method."

Jan 1, 2016

By D. K. ] [Gupta

The Foundations of the Shear keys and alround cut off for Power House -IV of the Western Yamuna Canal Hydroelectric Project at Bhudkalan, Haryana were to be laid at a depth of 26M below the N.S.L and 24.4M below ground water table. The foundation of the drainage sump was to be laid at still higher depth, Viz 29.OM below N.S.L. The Sub soil at the site consisted of Gravel with some amount of sand. The laying of the foundation at such a great depth, at a large depth below the ground water table and that too under such difficult sub-soil conditions encountered a large no of Geotechnical problems-viz excessive seepage, side slope sloughing and sand boiling during excavation. Under the circumstances at the site, the modified foundation construction procedure i.e a battery of M. S. Troughs was placed in flowing water conditions and concreted thereafter, resulting in a sizable cut in dewatering and reducing a significant amount of time and cost of construction affecting a saving of crores of rupees at the state exchequer. Sheet Piling was used to prevent side sloughing in the foundation pit.

Jan 1, 1996

By Jamal Rostami, Ataollah Rahbar

"Uma Oya Multipurpose Development Project is under construction in Sri Lanka. This project involves 2 Rolled Concrete Core (RCC) Dams connected through a tunnel currently under construction by Drill and Blast method. The water is transferred from first diversion dam to the 2nd regulatory dam and from which, it will be transferred through a 14 km headrace tunnel to the top of a 650 m deep drop shaft that feeds the high pressure water to an underground powerhouse and turbine chamber for generation of 120 MW of electricity. The Headrace and Tailrace tunnels are being excavated by two 4.4 m diameter double shield TBMs. The headrace tunnel has already passed 5km milestone and is mined in hard rock, while the tailrace tunnel has been completed in rather weak and fractured ground. This paper will review the history of the project along with the geology of the site. The operation of TBM in headrace tunnel will be discussed in more detail, focusing on the challenges of excavating through very strong and abrasive quartzite and gneiss on this site, as well as reaches of tunnel in high inflow of water reaching 400 L/Sec. INTRODUCTION This paper aims to introduce the Uma Oya Multipurpose Development Project (UOMDP) as a hydro mechanical project in Sri Lanka, targeted generating hydro-electric power, transferring water for irrigation purposes and controlling seasonal devastating flood. This project lies in the south-eastern part of the central highland region of Sri Lanka (Figure 1). The main part of the project is located in the south-western part of the Badulla district in the province of Uva. The south-eastern end of the project site is in the central west of the Moneragala district (province of Uva). Bandarawela is the largest urban setting within the project area, located halfway between the upstream and the downstream ends of the planned hydropower plant and combination of dams, tunnels, and downstream facilities. The Multi-Purpose Project Of Uma Oya is planned to convey water from Uma Oya to Kirindi Oya Basin for hydroelectric energy generation includes Puhulpola RCC Dam on the Uma Oya river, Dyraaba RCC Dam on the Mahatotilla Oya river, a conveyance tunnel from Uma Oya to Mahatotilla Oya (L=3750m), a long feeder tunnel from Mahatotilla Oya to Kirindi Oya. The feeder (power) tunnel Lot consists of a headrace tunnel (L=15554m), the surge shaft (L=200m) and tank on the upstream of the vertical shaft, a vertical shaft with steel lining (L=650m), an underground powerhouse and a tailrace tunnel (L=3650m)."

Jan 1, 2016

By R. Radhakrishnan, C. Gunasekaran

"Calicut Bypass Phase-II project included construction of 7 m high embankment over soft compressible clays up to 18 m in thickness. Approx 1.5 km length of road out of a total 5 km length consisted of abandoned paddy fields which were low lying, waterlogged and marshy in nature. On the basis of excellent results achieved in earlier phases of the by-pass construction, ground improvement work by installing pre-fabricated vertical drains (PVD) was undertaken to stabilize the embankment foundation along the weak clay areas prior to road pavement construction to avoid large post construction settlement as well as to improve the lateral stability during and after embankment construction. This project perhaps stands out as one of the highway projects completed within a very short time period of total 18 months including four month long heavy monsoon period, when embankment construction was not possible and construction of two bridges across rivers. All activities including the ground improvement had to be programmed and completed within the shortest time period possible. The paper discusses details of the extensive ground improvement and soil instrumentation carried out for the project and will illustrate how careful planning and execution can reduce the period required for highway projects involving ground improvement.INTRODUCTIONPhase-II construction of Calicut by-pass was undertaken on a priority basis by the State of Kerala in 2014. The main contract was awarded to M/S ULCCS Ltd, Kozhikode, Kerala and the ground improvement work was awarded to M/S Geo-Enviro Engineers P Ltd, as specialist agency to design and execute the work.Soil investigation carried out confirmed thick soft clay deposits below GL in three areas along the road alignment totaling approx 1.5 km in length. These areas were low lying, waterlogged and marshy in nature. Highway embankment had to be constructed up to 7 m in height above existing GL to form the proposed road alignment along these areas. On the basis of excellent results achieved in earlier phases of the by-pass construction using pre-fabricated vertical drains or PVD (R. Radhakrishnan, 2006), ground improvement using PVD had been included in the contract to stabilize the embankment foundation along the weak clay areas prior to highway embankment construction to avoid large post construction settlement as well as to improve lateral stability during its construction."

Jan 1, 2015

By Peter van Dijk, Gary Almeraris, Philip Rice

This paper describes the Contractor’s value engineering design and the construction of the Interstate I-90 highway tunnel sections under the South Station railroad yard in Boston, MA for the Central Artery/Tunnel Project, using tunnel jacking and ground freezing techniques. Three tunnel box sections were constructed and installed, with typical cross-sectional dimensions of 11.6 m x 23.8 m, and respective lengths of 50.9 m, 78.7 m and 115.6 m. A 12-compartment concrete shield was built as part of the front of each multi-sectional tunnel box structure. The jacking systems employed consisted of rear and intermediate jacking stations and up to 87 individual jacks, providing a maximum total thrust capacity of 42,300 t. The tunnel alignments pass through a geologic profile consisting of historic fill, which contains remnants of old waterfront structures, building foundations and a forest of 19th century vintage timber piles, underlain by organic sediments and marine clay. Ground cover over the tunnels is in the range of 1.8–7.6 m. The groundwater table is at depths of 1.5–3 m below surface grade. The paper discusses the techniques developed and equipment used to successfully build and install these tunnel box structures with minimal impact on the commuter and long distance railroad operations directly above the tunnel alignments. Figure 1 shows the track area at the I-90 EB and WB tunnels.

Jan 1, 2001

By Daniel L. Hanson

This paper presents case histories of the construction of four large diameter circular shafts using reinforced concrete ring beams as the primary internal support system. The case histories pertain to concrete ring beam systems which have been successfully used in shafts up to 130 feet in diameter and 75 feet deep. Soldier pile and lagging, and driven steel piling earth retaining systems using ring beams, are discussed together with the cost savings associated with using concrete ring beams. Soil conditions encountered at the case history sites are discussed together with the development of design criteria for each shaft. Instrumentation data obtained at one site are also presented.

Jan 1, 1987

By Dan Brown

Improvements in construction equipment and techniques in recent years have made possible the use of drilled shaft foundations in diameters and lengths not previously considered practical or feasible. Many highway bridge and other structures are now routinely founded on drilled shafts which are 2.5 m to 3.0 m (8 to 12 feet) in diameter and extending over 60 m (200 feet) in depth below grade. There are unique challenges associated with constructing such large and deep cast-in-place foundations and engineers should be aware of the special needs associated with site investigation, construction specifications, material requirements, and quality assurance. This paper outlines a number of special considerations for these foundations, along with strategies that may be employed to improve the reliability and quality of large drilled shaft foundations.

Jan 1, 2008

By Dan Brown

Improvements in construction equipment and techniques in recent years have made possible the use of drilled shaft foundations in diameters and lengths not previously considered practical or feasible. Many highway bridge and other structures are now routinely founded on drilled shafts which -are 8 to 12 feet in diameter and extending over 200 feet in depth below grade. There are unique challenges associated with constructing such large and deep cast-In-place foundations and engineers should be aware of the special needs associated with site investigation, construction specifications, material requirements, and quality assurance. This paper outlines a number of special considerations for these foundations, along with strategies that may be employed to improve the reliability and quality of large drilled shaft foundations.

May 11, 2007

By Dan Brown

Improvements in construction equipment and techniques in recent years have made possible the use of drilled shaft foundations in diameters and lengths not previously considered practical or feasible. Many highway bridge and other structures are now routinely founded on drilled shafts which are 8 to 12 feet in diameter and extending over 200 feet in depth below grade. There are unique challenges associated with constructing such large and deep cast-in-place foundations and engineers should be aware of the special needs associated with site investigation, construction specifications, material requirements, and quality assurance. This paper outlines a number of special considerations for these foundations, along with strategies that may be employed to improve the reliability and quality of large drilled shaft foundations.

Jan 1, 2013

By E. Mongilardi

The construction of large underground openings through cohesionless or weak cohesive soils and under the water table in particular, often requires a ground improvement to be done from the surface or ahead of the excavation face in tunnelling problems. To this purpose various injection procedures have been used in the past and new outstanding techniques have been developed recently, such as "jet-grouting", extending the feasibility range. The paper presents a review of basic principles and practical design criteria with particular reference to the newest trends of development. Case histories have been selected within the experience of specialist contractor Rodio Co. showing the variety of problems solved by manifold grouting procedures and layouts, in widely different soils ranging from the sandy-gravelly alluvia of Milan to the soft marine clays of Singapore.

Jan 1, 2010

By Nancy C. Shaver, Alan Tapp

Leach pads of 272,000 tonnes (300,000 st) and 910,000 tonnes (1,000,000 st) with associated operating ponds have recently been constructed on sidehill locations with up to 20 percent slopes. The larger pad was designed in anticipation of ore heights up to 30 meters (100 feet). This paper describes site investigations and civil engineering design as well as construction experience associated with development of these pads. The leach pads were underlain by a double liner system consisting of 2 mm (80- mil) HDPE over compacted fine-grained tailings, with an intermediate leak detection layer. Both sand and geotextile drainage layers were used. Pad slopes were limited by the factor of safety against sliding on the HDPE liner. The sites for the facilities had been substantially disturbed by prior mining and construction activities. Natural conditions included peat layers and locally swampy ground. Site preparation included french drains to lower the water table and stripping of unsuitable subgrade materials.

Jan 1, 1987

By Shigenori Horikawa, Nobutaka Tanaka, Toshiro Hara, Kengo Yamamoto

"The CDM-LODIC method(Low Displacement and Control method), a modified the CDM(Cement Deep Mixing) method, reduces the ground displacement through the removal of in-situ soil equivalent to the amount of slurry injection using the continuous auger flight attached on the shaft above the conventional the CDM mixing tool. The reduction of ground displacement minimizes the impact on adjacent buildings and other infrastructures. Since the development of the CDM-LODIC in 1985, this method has been used for more than 900 projects with total volume of improved soils exceeding 5.3 million yd3 (7 million m3). The ground displacement that could be caused by deep soil mixing is controlled by balancing the volume of discharged soil and the volume of slurry injected for soil mixing. This paper presents the ground improvement work for the Sanriku Coast Expressway Project using the CDM-LODIC method to 1) control the ground displacement during ground improvement to minimize the impact to existing buildings and facilities and 2) utilize low height CDM-LODIC equipment to avoid potential damage to critical facilities in the vicinity of ground improvement area and avoid interference on the normal operation of the Ishinomaki Red Cross Hospital.INTRODUCTIONSanriku Coast Expressway is a reconstructed highway, which is part of an early restoration program to recover from the Eastern Japan Earthquake of March 11, 2011. This highway extends 223 mile (359 km) and connects the Pacific Coast regions of three prefecture of North Eastern Japan as shown in Figure 1. Along a section between Yamoto - Ishinomaki road, the highway was expanded from two lanes to four lanes to mitigate traffic congestion for the adjacent city center and hospital and to serve as an efficient transportation route for emergency or disaster relief needs as shown in Figure 2. Deep mixing ground improvement with an area replacement ratio of 50% was designed to provide settlement control under the new fill embankment of the expanded highway as shown in Figure 3. The original CDM treatment layout using 5.2ft (1.6 m) diameter columns is shown in Figure 4."

Jan 1, 2015

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. E. Piggott, B. E. Hartmann

The thought of constructing an intake shaft five miles from the shore and 142 feet below the surface of Lake Huron from the bottom up sounds like a questionable venture. Why would one want to raise a shaft from the bottom at the end of a 16 foot diameter, six mile long tunnel to within six feet of the bottom of Lake Huron? The answer lies in the fact that Lake Huron is seldom a tranquil lake. The construction period and workable days from the surface are limited. Two previous attempts to construct this intake shaft by conventional means had been thwarted by lake storms. These approaches were circular sheet-piling cofferdams with the intention of sinking a 30 foot OD, five foot wall thickness concrete casing in the center. However lake storms, particularly in the months of November and December, proved disasterous. The last attempt was halted in December 1970 when three of the seven circular cofferdams on the north side were destroyed by pounding waves. Then, due to the nature of the technical difficulties and limited construction schedule time, it seemed desirable to devise a way in which construction could proceed without being too lake-sensitive. Obviously, if men could work from the tunnel and proceed upward toward the bottom of the lake, not having to worry about the soil collapsing and bringing the lake in on their heads, the construction would be unimpeded by adverse weather. The answer to this, however, required techniques beyond the ordinary. Approximately two years previous to the start of this shaft, nine shafts had been efficiently constructed on the same project site

Jan 1, 1974

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

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 J. A. MacLellan

"CONSTRUCI'ION OF SHERRITT'S CONCENTRATORSSherritt Gordon is operating two mills north of the 56th parallel, and is presently engaged in building a third. The author was closely involved in the design and construction of all three of these concentrators.The Lynn mill is the oldest of these three concentrators-it is a 4,000 ton per day nickel-copper plant built in 1953. The Fox mill is a 3,000 ton per day copper-zinc concentrator built in 1970. The Ruttan mill will be a 10,000 ton per day copper-zinc plant scheduled to go on line in July 1973.LYNN MILL The Lynn mill including the crushing, concentrating, drying and load out plant is about 69,700 square feet or 17.4 square feet per ton per day. '!his plant was originally built in 1927 at Sherridon, 150 miles south of Lynn Lake, as a 2,000 ton per day copper-zinc plant. In 1952 the plant was moved by tractor train to Lynn Lake. The whole plant was re-oriented within the original perimeter walls as a 2,000 ton per day nickel-copper plant. This plant was expanded to 4,000 tons per day by the addition of t1-Jo rod mills and a 5-1/2 short head crusher in 1959.The Sherridon mill processed its last ore in Sherridon in September 1951 and the first load of nickel concentrate was loaded at Lynn Lake on November 9, 1953 when the railroad arrived at Lynn Lake.The site for the Lynn Lake mill was cleared of overburden in the summer of 1952 and foundations for structural steel and SO!l8 equipment foundations were poured the late summer and fall of 1952 • Steel was erected from January to June 1953. Most of the equipment came in from January to March of 1953 by tractor sleighs. Sane sleighs upset but no equipment was lest through the ice."

Jan 1, 1972

By R. C. Hopper, A. A. Mathews, T. A. Lang

DESCRIPTION OF PROJECT The Straight Creek Tunnel site is located approximately sixty (60) miles west of Denver, Colorado, on Interstate Route 70 in the vicinity of Loveland Pass, in the Rocky Mountains. The ultimate project will consist of dual two-lane vehicular tunnels with a building at each portal to house mechanical ventilation equipment and other installations. The tunnels run virtually east-west on an ascending 1.64 percent grade for a distance of approximately 8,900 feet, and will pass beneath the Continental Divide at an elevation of about 11,000 feet above sea level. The maximum cover is 1,450 feet and each tunnel is approximately 48 feet wide by 50 feet high as excavated. The work now under construction consists of the North Tunnel, which initially will have two-way traffic. Ultimately it will be the west bound lanes for Interstate 70. The completion of the North Tunnel will be the fulfillment of a long felt need for better communication through the high Rocky Mountains of central Colorado and is a vital link in Interstate Route 70. The early planning for a vehicular tunnel through the Continental Divide began in the late 1930's and between November, 1941 and May, 1943 an exploratory pioneer tunnel

Jan 1, 1997

By Ricky Chipka, Roshan Thapa, Richard Yovichin, Greg Rogoff, Patrick Niemuth

A 4.5-mile-long, 96-inch-diameter outfall pipeline was constructed between North Texas Municipal Water District’s proposed Sister Grove Regional Water Resource Recovery Facility and the Stiff Creek Discharge Structure. Two TBM-mined tunnel segments were excavated for the outfall pipeline through rock and mixed-face conditions within the Austin Chalk Formation. The TBM mining performance was tracked in detail and evaluated during mining. This paper discusses the TBM configuration, TBM utilization, advance rates, and challenges of both tunnel segments.

Jun 13, 2023