Search Documents

By Francis B. Gularte

The Dalles Dam is located 192 miles upstream from the Columbia River?s mouth. As part of an effort to increase survival rates for young salmon migrating downstream to the Pacific Ocean, a river spillwall was constructed to guide the young salmon into the thalway and out of the reach of predators. The spillwall consisted of 43 large precast concrete cells constructed onsite. The 120-ton cells are positioned on the bedrock riverbed to form the 830-foot-long spillwall. Large capacity post-tensioned strand anchors extend through ducts in the precast units, anchoring the wall to the basalt. One hundred seventy-eight tie-down anchors consisting of 30, 32, or 40 strands were installed and post-tensioned to secure the cells. The logistic and technical challenges presented by positioning, installing, and stressing the precast cells in the tailrace of a large dam required a high level of cooperation and planning between the owner, general contractor, subcontractors, and suppliers in order to finish the project within the allotted in-water work windows to minimize impacts on seasonal salmon migration.

Jan 1, 2010

By Vincent Tirolo

The proposed Second Avenue Subway is a new two-track subway line running from 125th Street and Park Avenue at the north, east along 125th Street to Second Avenue and south along Second Avenue to the Financial District in lower Manhattan, NY with 16 new stations and 13.6 km (8.5 miles) of track. The project has been broken into four construction phases. The initial Phase 1 operating segment includes three new stations (96th, 86th and 72nd Street stations) with a connection to the existing Broadway line at the 63rd Street Station at Lexington Avenue. Rehabilitation of the 63rd Street Station is also included in the scope of Phase 1. Subsequent phases extend service north and west to 125th Street (Phase 2), south to Houston Street (Phase 3) and finally to Hanover Square (Phase 4). The DMJM Harris/Arup Joint Venture (DHAJV) prepared the Contract Documents MTA for Phase 1. Parsons Brinckerhoff is providing the MTA with construction inspection services for Contract C-26002. In April 2007, NYCT awarded first Phase 1 for $337 million to S3 Tunnel Constructors, a tri-venture comprised of Skanska USA Civil, Schiavone and Shea. Contract C26002 is for the construction of the tunnel boring ma-chine (TBM) launch box and the mining of the TBM tunnels from 92nd Street to 63rd Street. The major part of the contract is to construct a shaft, commonly referred to as the launch box, from East 92nd Street to East 95th Street having dimensions of 244-m- (800-ft-) long by 18.9-m- (62-ft-) wide and a depth of 19.8 m (65 ft), including more than 91,000 m3 (119,000 cu yd) of soil and rock contained within its walls. The launch box will ultimately become the southern half of the 96th Street Station. The focus here is geological conditions at the launch box and existing structures along the launch box. These geologic conditions and existing structures had a major influence on the selection and design of the support of excavation system (SOE), the SOE bracing system, construction staging, the ground movements, dewatering and other challenges of constructing the launch box (Fig. 1).

Jan 1, 2013

By Brian Wilson, Megan Atkinson, Richard Diggle, Nathan Sweeney

"Ruskin Dam, located near Mission, British Columbia, was constructed in 1929 and 1930 and comprises of a concrete gravity dam structure founded on bedrock. At the right abutment, which consists mostly of dense to very dense sands and silt, the dam abuts against overburden soils, and connects to a cutoff wall system consisting of sloping concrete slabs. Significant seepage and piping issues were encountered during first filling of the reservoir in 1930. In 2012, BC Hydro, the owner of the dam, awarded a contract for the construction of seepage control measures at the right abutment, including construction of a plastic concrete cut-off wall extending upstream of the dam, a plastic concrete seepage training wall extending downstream of the dam, tie-in of the new cutoff wall to the dam, consisting of jet grouting of the soils adjacent to the dam to allow for the construction of the special cutoff connecting the cutoff wall to the dam, and construction of additional jet-grouting ground improvement downstream of the dam.Integral to the upgrade was the requirement for the special tie-in cutoff wall, consisting of a highly flexible, impermeable membrane to connect the concrete dam to the new, 1 m thick plastic concrete cutoff wall. The tie-in extends vertically into bedrock through the dam and jet grout columns constructed adjacent and beneath the overhanging portion of the dam at the right abutment. The membrane is required to survive the anticipated earthquake induced deformation between the dam and the abutment soils.This paper describes the processes used to develop a material suitable to meet the specified flexibility and permeability criteria, as well as the innovative construction techniques utilized to construct the slot and place the bituminous material within it. The final dimensions of the slot were in the order of 7 m long by 25 m deep by 0.17 m wide. The bituminous material was placed under a head of water which was required to maintain stability of the slot, and was placed at temperatures in excess of 120 degrees Celsius."

Jan 1, 2017

By Erwin K. Roesner

The difficulties encountered while sinking deep shafts for Potash Mines in southern Saskatchewan have been the subject of several papers in the past. Geological and hydrological conditions of the strata overlying the potash deposits require special techniques for ground and water control during shaft sinking. The easily soluble potash ore requires the lining of these shafts to be virtually watertight to assure long term and safe operation. This paper describes the construction of the most recently completed potash shaft for the Potash Corporation of Saskatchewan. The shaft was designed and constructed by Thyssen Mining Construction of Canada Ltd. and it is located near Lanigan, approximately 110 km east of Saskatoon.

Jan 1, 1980

By N Wharmby

In recent years in New Zealand there have been a number of tunnelling and deep directionally drilled pipelines projects that have required access shafts. Often these shafts are in urban environmentswhere vibration and high noise levels are not tolerable. There are a number of methodologies that can be adopted dependent upon the shaft plan area, depth and geology.This paper will describe some different methodologies that can be adopted that use piling methods such as large diameter piles, and secant piles. The paper will use case studies to highlight:· construction methodology,· specific methodology issues and constraints,· lessons learnt, and· recommended specifications.The development of piling technologies in New Zealand has enabled the development of cost effective solutions for the construction of deep shafts in sensitive urban environments.

Mar 8, 2011

By Mirko Martini, Marcelo Benaglia, Andrea Codalli

Riachuelo Lot 3 forms part of a sanitation programme being implemented in Argentina to relieve the Riachuelo river basin from its current contamination. The programme, by far the most important in its kind in the country during the last decades, will expand the sewage capacity of Buenos Aires and will benefit an area of 4.3 millions inhabitants by intercepting a number of waste water discharges and conveying them to a new treatment plant prior to final discharge into the Rio de la Plata. The project foresees amongst other works the construction of an onshore 48 m deep shaft at the outlet of the treatment plant plus a 4,3 m inner diameter outfall tunnel of 12 km length. The last 1.5 km of the alignment is fitted with 34 vertical risers jacked from inside the tunnel to allow the discharge and dilution of the treated effluent into the Rio de la Plata. This paper describes the peculiarities and challenges, both in terms of design and in terms of construction, of the outfall tunnel, which was entirely bored under the Rio de la Plata using a 5.2 m cut diameter Tunnel Boring Machine (TBM). On one hand, the tunnel segmental lining was designed to work in tension during the system flow rate peaks while on the other the tunnel excavation faced a variety of complex conditions, such as crossing water bearing permeable soft ground formations and advancing at face pressures in excess of 3,5 bars for the entire route.

Jun 13, 2021

By Francesco Chiappalone, Marco Invernizzi, Franco Gasperin, Brad Yoder, Fabrizio Fara

The Ship Canal Water Quality Project includes a 2.7-mile, 18-ft and 10-in internal-diameter tunnel that extends from Ballard to Wallingford, two popular neighborhoods in the West of Seattle. During the TBM Main drive a 12' × 12' boulder with variable strength up to 47,000psi was encountered resulting on signicant damages to the Cutter ead. The rst part of this paper describes the design and construction of an underground recess in front of the TBM to create a safe working environment for the TBM repairs. The second part describes an injection campaign performed to seal an unforeseen water inow appeared during the excavation of the 11 Avenue Diversion Structure.

Jun 23, 2024

By Satoshi Honda, Mitsuru Shimizu, Tatsuji Nagao, Motoaki Kurisu, Hirokazu Izumi, Toshinori Takahashi, Hiroyuki Itoi

"1. INTRODUCTION Grade separation of roads and railway tracks is an effective method for solving traffic-related issues in cities. However, in urban areas where the existing traffic infrastructure is already overcrowded, construction of new roads often faces problems especially in the proximity of existing structures. This paper summarizes the construction plan and results of new road tunnel construction in the proximity of the piers of elevated tracks on the Tokaido Shinkansen railway.2. SUMMARY OF CONSTRUCTION AND ISSUES Auxiliary Route No. 26 as specified in the Tokyo urban plan is a project by the Tokyo Metropolitan Government, covering the construction of a new road with a total length of 22.3 km currently on the way to completion. In Shinagawa Ward, Tokyo, Auxiliary Route No. 26 is designed to cross the railway tracks of the Yokosuka Line and the Tokaido Shinkansen Line, so for this project, the East Japan Railway Company (JR East) was commissioned to design and build a road crossing under the railway tracks (Sumiyoshi Underpass). Figures 1 through 3 show a sketch of the Sumiyoshi Underpass. The Sumiyoshi Underpass was planned as a two-lane tunnel for vehicles, which was to cross under the railway tracks of the Yokosuka Line and the Tokaido Shinkansen Line at an angle of 70 degrees. The structure concerned is a single-story single-span box culvert structure with the following dimensions: 11.5 m wide, 7.7 m high and 31.6 m long. The Tokaido Shinkansen Line tracks were constructed on a girder-type elevated bridge built in the 1960s, and the foundation piles of the piers (P7 and P8) in the proximity of this crossing box culvert of RC structure were constructed using an earth drill method. The crossing structure for this project is located extremely close to the piers of the Tokaido Shinkansen railway tracks, with a minimal separation of 0.4 m, and the most significant issue of this project was construction in a manner that would not obstruct the normal operations of the Tokaido Shinkansen (Figure 4). Initially, we considered installing a temporary earth retaining structure in the proximity of the piers, cutting the ground and building an RC box, but concluded that it would be very difficult to apply this method because of probable excessive displacements in the Shinkansen railway piers. That is why we decided on the use of a non-open cut method in order to minimize the impact on the piers."

Jan 1, 2016

By H. Mori

Construction of cast-in-place piles with enlarged bases has become popular in the cities in Japan facing to the sea coast, where the subground soil is soft alluvium deposited to depths often exceeding 30 m. The groundwater table is a few meters below the ground surface. Skin friction of piles may become negative due to ground subsidence or reduced due to liquefaction of loose sand during an earthquake. To support highrise buildings, depths of bearing strata to which piles are embedded often exceed 50 m. Due to such geotechnical conditions, methods and equipment to build cast-in-place concrete piles mainly built by the reverse circulation method have been developed since the 1970s. In the first half of this paper, the authors review the cur-rent practise of building cast-in-place piles with enlarged bases. Then they introduce the TFP system developed in recent years, and discuss about the procedures to control and monitor enlarging of bases.

Jan 1, 1989

By Jim W. Rosteck, Anthony Del Vescovo

In December of 1992, the City of New York, Department of Environmental Protection, solicited bids for Contract 543B. The low bidder was a joint venture of Schiavone Construction Co., Inc. and the J. F. Shea Co., Inc. When completed, the project provides a 4.88 meter diameter water tunnel 8,840 meters long. This paper presents a case history of the equipment and construction methods utilized for this, the first portion of the New York City Water Tunnel constructed by use of a tunnel boring machine.

Jan 1, 1997

By Richard E. Lounsbury

Coal mine refuse handling traditionally has been the redheaded stepchild of the industry - a problem to be ignored as much as possible. During the past few years, however, mining companies have become more aware of the potential water pollution problem associated with refuse handling and storage. Planning for refuse disposal increasingly emphasizes protection of the environment as well as economics of refuse handling. Coal companies are responding to the environmental control needs by devising new systems and adapting well-known techniques to refuse handling systems. Monterey Coal Company has operated a non-polluting refuse disposal system at its No. 1 Mine for over two years. The purpose of this paper is to describe the design considerations given to the planning of that system and the operational experience gained during its construction

Jan 1, 1973

By John J. Moore

This paper discusses the application of a video technique to construct stability diagrams for the combustion synthesis of ceramic-metal composites. Several model exothermic combustion synthesis reactions have been used to investigate the effect of the reaction parameters, eg. stoichiometry, green density, etc, on the stability of the propagating combustion reaction front and subsequent product morphology. The effect of varying the reactants and their stoichiometry to provide a range of reactant and product species ie. solids, liquids and gases, in the synthesis of both dense and expanded (foamed) ceramic and ceramic-metal composites was also investigated with respect to their corresponding combustion front stabilities.

Jan 1, 1993

By Edward Jacobsen

The Oak Creek Power Plant in Oak Creek, Wisconsin is currently undertaking an expansion project. In order to supply cooling water to this facility, a 27' (8.2m) diameter tunnel will be bored, in rock; to connect to 4 vertical Intake shafts located approximately 1.5 miles (2.4km) offshore in Lake Michigan. In 2004, Case Foundation Company was awarded a lump sum contract to Install these intake shafts. When complete, the plant is expected to circulate upward of 2 billion gallons per day (7.5 billion liters) through this system. Two shafts were drilled in a (shortened) construction season in 2005 and the remaining 2 shafts and 4 liner assemblies were completed in 2006. Future connection to the tunnel, in 2007, will be accomplished by mining upward to reach the lower portion of each liner and then removing its internal bulkheads to permit the flow of the lake water into the tunnel.

May 11, 2007

By Ehsan Alavi, Eren Kusdogan

The City of Toronto’s Coxwell Bypass Tunnel is currently being constructed by North Tunnel Constructors ULC, a joint venture of Jay Dee Canada, C&M McNally Tunnel Constructors and Michels Canada. This project includes construction of approximately 10.5 km of 6.3 meter finished diameter rock tunnel, five 20 meter diameter storage shafts and eleven tunnel connection drop shafts, along with associated deaeration and adit tunnels. This paper describes progress on the project to date and reviews the risk mitigation measures utilized on the project to move the project forward through tough geological conditions during shaft excavation and tunneling phase of the project.

Jun 13, 2023

By Y. W. Mou

In order to improve the construction of pile foundations and deep foundations of largo sizes, the paper deals with the method of installing square or rectangular bored-piles for annular foundation as well as large-sized hollow or solid foundation.

Jan 1, 2010

By A. R. Jambekar

City of Bombay has been developed out of former 7 islands. Landmass of 434 sq.km. of Bombay, started looking inadequate for further growth and expansion of Bombay City. In order to develope twin city of New Bombay, State Government formed fully owned Company "City and Industrial Development Corporation of Maharashtra Limited", (CIDCO) in 1971 and entrusted it with planning and development including social and physical infrastructure of New Bombay.Hence, Trans - Thane Creek area is being planned and developed, to serve as counter-magnet to Bombay. Area of 343 sq.km located on the main land, is fast developing into a satellite community, for India's overcrowded financial capital. Thane Creek, running in almost North-South direction, separates Bombay City from main land and posed a significant barrier, to further expansion of city's sprawling suburbs, until, it was bridged for the first time in 1972. On the basis of traffic study, CIDCO decided to construct an additional road link across Thane creek to cope up with future projected traffic. This bridge will connect Airoli in New Bombay and Eastern Express highway near Mulund. Bridging the vast, exposed tidal Thane Creek, have always posed challenging conditions, during constructions of these bridges. In this paper, case history of deep open foundations provided for Airoli Bridge is presented.

Jan 1, 1996

By Yves St-Amour, Vince Luongo

This paper will discuss one of the largest construction projects the City of Portland has undertaken. This phase of the Willamette River Combined Sewer Overflow (CSO)project consists of approximately 18,500 ft of tunnel in soft ground, requiring the construction of six deep shafts and jet grout ground improvement. The purpose of the project is to reduce volume of combined sewerage overflows from the drainage areas on the west side of the Willamette River. Bencor-Petrifond-Pacchiosi Joint Venture was awarded a contract to design and construct six deep circular shafts, jet grout ground improvement for three bridges and jet grout ground improvement break-in/outs for some shafts. Of the six shafts the Pumping Station Shaft was the deepest and largest, requiring a permanent ground support system with a deep jet grout ground water cut-off to 335-ft deep. The joint venture used state of the art methods and equipment to achieve its objectives and build the structures through some very difficult alluvial soils to great depths next to the Willamette River. The paper will provide a general discussion of the shaft construction and jet grout ground improvement installed for this phase of the project. It will also discuss some of the technical challenges encountered while effectively managing risk and costs, resulting in a successful project completed in a timely manner.

Jan 1, 2005

By Vince Luongo

"INTRODUCTIONThe West Side Combined Sewer Overflow (CSO) Tunnel Project is located in Portland, Oregon and is part of the Willamette River CSO Control Project. The purpose of the West Side CSO Project is to reduce the frequency and volume of combined sewage overflows from the drainage areas on the west side of the Willamette River using the West Side CSO tunnel as a combined storage and conveyance facility. The sewage is then directed to the Pump Station on Swan Island, which is located on the east side of the Willamette River. From here the combined sewage is pumped through force mains that discharge into the existing Peninsular and Portsmouth tunnels.The West Side CSO tunnel has an inside diameter of 14-feet (4.27m) and is approximately 18,150-feet (5,532m) long. The tunnel slopes at a constant down gradient of 0.0018 from south to north over the entire length of its alignment.The tunnel passes beneath six existing bridges; Hawthorne Bridge, Morrison Bridge, Burnside Bridge, Steel Bridge, Broadway Bridge and Fremont Bridge. The general tunnel alignment follows beneath the Naito Parkway starting at Clay Street Shaft and connecting three other shafts on the west side of the Willamette River, Ankeny Shaft, Upshur Shaft and Nicolai Shaft. It then passes below the Willamette River and on to Swan Island to connect with the Confluent Shaft, which will combine flows from the West Side CSO and East Side CSO (not part of this contract) and then continues to the Pump Station Shaft.The Nicolai Shaft is the primary mining shaft from which two TBM’s were launched to construct the West Side CSO tunnel. The first TBM started mining south and terminated at the Clay Street Shaft. The second TBM started mining north below the Willamette River and terminated at the Swan Island Pump Station Shaft."

Jan 1, 2006

By Jeremy Theys

The Sacramento Regional County Sanitation District (SRCSD) is improving the sewer system in the Natomas area of Sacramento, CA. The Upper Northwest Interceptor (UNWI) system is an ongoing series of tunnel pipeline projects that will provide sewer conveyance for all residents of northeast Sacramento County to the New Natomas Pumping Station, located North of downtown Sacramento, also in the city of Sacramento limits. The New Natomas Pumping Station then carries wastewater flowsto the Sacramento Regional Wastewater Treatment Plant in Elk Grove via the existing Lower Northwest Interceptor. The Joint Venture of Traylor Brothers, inc. and J.F. Shea (TSJV) were awarded the UNWI 1&2 project in late September, 2007. The planned 5.8 km (3.65 mile) construction route for UNWI 1&2 begins at the New Natomas Pump Station and runs north along the East Drainage Canal to the begin-ning of UNWI 3&4 at Bridgecross Drive. UNWI 1&2 includes approximately 5.8 km (19,240 feet) of 3.65 m (144 inch) inside diameter pipe using Earth Pressure Balance Tunneling Methods. The project also includes 16.76 m (55 feet) of 3.04 m (120-inch) diameter interceptor pipeline, twenty three access manholes spaced approximately 305 m (1,000 feet) apart along the alignment, a 2.13 m (84-inch) by 3.65 m (144-inch) transition structure, a 3.65 m (144-inch) by 3.04 m (120-inch) transition structure, and the connection of three existing sanitary sewer lines to the interceptor.

By Geoffrey D. Collins

This paper deals with the construction of the Effluent Outfall Diffusers which form part of the outfall for the Deer Island sewage project. The work was executed 15 km out to sea in Massachusetts Bay and required the drilling, installation, grouting and accurate determination of the actual position of 55 riser shafts in 33.5 m deep water. Although not strictly a "foundation", the contractor's approach to the installation of the diffusers was a logical development from many marine foundation projects executed by the Contracting companies over the last decades. The only previous application of this design of outfall had been in Australia where offshore oil drilling techniques had been adapted for use in riser installation.

Jan 1, 1994