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By Verya Nasri, James Sullivan, Alex Varas

"INTRODUCTION Many major cities in the United States have a combined storm water and sanitary sewer network. Regular rainfall overwhelms the system capacity and results in millions of cubic meters of untreated sewage being dumped into local waterways. One legally mandated solution includes several kilometers of large diameter shallow or deep rock or soil tunnels, a pump station as well as associated collection sewers, diversion structures and drop shafts. In this paper, the basis for design of different system elements including the drop shafts and pump station is explained in detail. Common construction methods used for different type of shafts including tangential vortex and baffle plunge, and also pump station alternatives comprising cavern or various shaft configurations are discussed. DIFFERENT TYPES OF PUMP STATIONS The dewatering pump station serves as the heart of any deep CSO tunnel system and is critical to the goal of reducing CSOs by providing a controlled release of the stored tunnel volume to the wastewater treatment plant. As the major mechanical component of the project, the station will require the greatest attention by operations and maintenance staff. Designing a durable and easily operated pump station requires addressing some major challenges, including the following: • Longevity – equipment, materials of construction, and station environment • Controlling odors • Safety for operators and maintenance personnel • Easy access to equipment • Protection from hydraulic surges Location. Owners face a fundamental decision relative to the location of the pump station, which will affect how these challenges are addressed. The pump station can be built within the tunnel launch shaft or within its own dedicated shaft. This decision is driven by cost and schedule. Use of the tunnel launch shaft may provide owners cost saving opportunities by not having to construct a separate pump station shaft. However, this will likely extend the pump station construction as much as two years until the tunneling has been completed. Furthermore, delays to the tunneling operation would delay the pump station construction work, potentially leading to delay claims. For this reason, it has been more common to utilize a separate pump station shaft on recent CSO tunnel projects (Nasri et al. 2015)."

Jan 1, 2016

By Alfredo Valdivia, Jesus Schabib, Vojtech Gall, William Cao, Curt Cicileo, Andrew J. Thompson

"The East Side Access Project (ESA) involves the construction of geometrically complex underground structures including a large number of caverns and bifurcations. Initially conceived as dual lined structures with either traditional concrete or shotcrete final linings (SFL), construction economy, advances in concrete placement technology and scheduling among others led to a wide use of what is referred to as freeform or pneumatically applied concrete (PAC) for the construction of tunnel final linings. PAC is a method of applying concrete without using formwork, where a wet mix concrete is pneumatically installed to encase reinforcement to full lining thickness. PAC has been widely adopted at ESA well beyond initial expectations. The paper addresses the design and construction aspects of the PAC method and contrasts it to traditional SFL lining placement. The experience made provides guidance for future PAC and SFL applications. THE EAST SIDE ACCESS PROJECT AND USE OF FREEFORM CONCRETE The Long Island Rail Road (LIRR) currently transports commuters from Long Island into Manhattan, terminating at the already congested Penn Station on the west side of Manhattan. Once completed, the ESA Project will provide LIRR commuters direct access to the east side of Manhattan underneath Grand Central Terminal. The ESA Project will help alleviate the congestion at Penn Station, which currently accommodates New Jersey Transit, Amtrak, and LIRR lines; reduce travel time for LIRR passengers traveling to the east side of Manhattan and facilitate connections to the New York City Transit (NYCT) Subway System and Metro North Rail Road. The construction includes mining and lining of new tunnels and facilities under Manhattan and Queens. The tunnels run from Queen’s Sunny Side Yard through the existing 63rd St. Tunnel, underneath Manhattan’s Park Avenue until termination at 37th Street. Differing types of tunneling methods and final lining systems are being used depending on the ground conditions, geometry and size of the excavation, site constraints and functional requirements. Mining of the Queens segment of the ESA Project involved soft ground tunneling by pressurized face tunnel boring machines, cut and cover construction, and conventional tunneling. The Manhattan segment of the ESA Project involves mining in hard rock by tunnel boring machines, drill and blast, and road header."

Jan 1, 2016

By N. Ward

The Gualcamayo Mine is located in the Andes Mountains north of San Juan, Argentina (Fig. 1). A property of Yamana Gold Inc., it declared commercial production in July 2009 and has a total mineral reserve and resource base of approximately 88 t (3.1 million oz) of gold. Crushing operations for the openpit mine are located in a 13,500-m3 (477,000-cu ft) underground cavern with a ceiling height of 22 m (72 ft). More than 3,600 m (11,800 ft) of tunnels are used to access the cavern and convey the ore. The project as described in this paper relates to the design and construction of the main cavern, conveyor system exit tunnel, the mechanical system access tunnels and two 4.2-m- (13.7-ft-) diameter shafts (Ore Pass #1 and Ore Pass #2) (Fig. 2). Preliminary engineering for the project was performed by Hatch Chile. Rizzo Associates Argentina, S.A., a division of Paul C. Rizzo Associates, Inc. (Rizzo), was contracted to provide geomechanical and geotechnical support for the construction of the access tunnel system and geomechanical design and construction supervision for the cavern and shafts.

Jan 1, 2011

By N. Ward

The Gualcamayo Mine is located in the Andes Mountains north of San Juan, Argentina (Figure 1). A property of Yamana Gold Inc, it declared commercial production in July 2009 and has a total mineral reserve and resource base of approximately 88,000 kg of gold. Crushing operations for the open-pit mine are located in a 13,500 m3 underground cavern with a ceiling height of 22 m. More than 3,600 m of tunnels are used to access the cavern and convey the ore. The Project as described in this paper relates to the design and construction of the Main Cavern, Conveyor System Exit Tunnel, the Mechanical System Access Tunnels, and two 4.20 m diameter shafts (Ore Pass #1 and Ore Pass #2) as shown in Figure 2. [ ] Preliminary engineering for the Project was performed by Hatch Chile. Rizzo Associates Argentina, S.A., a division of Paul C. Rizzo Associates, Inc (Rizzo) was contracted to provide geomechanical and geotechnical support for the construction of the access tunnel system and geomechanical design and construction supervision for the cavern and shafts.

Jan 1, 2011

By Ritika Kundu, Moussa Wone, Amanda M. Morgan, Tatiana K. Proctor

The Piney Branch CSO 049 Storage Tunnel (PBST) will be the last major project for the DC Clean Rivers Program. The project includes construction of a 2,200-foot-long, 18-foot-internal-diameter storage tunnel; two connections to combined sewer infrastructure; and two shafts. Major challenges include excavation underneath an existing live outfall that must remain in service; excavation of the tunnel through several areas of low rock cover and mixed-face conditions; and negotiations with a variety of federal, regional, and local stakeholders to address project impacts. This paper describes the overall project scope; geotechnical conditions along the alignment; design and construction challenges; and construction procurement.

Jun 23, 2024

By Moussa Wone, Martino Scialpi, Colin LaVassar, Carlton Ray

The Potomac River Tunnel (PRT) is the next major phase of the DC Clean Rivers Program. The design-build PRT project includes a 5.5-mile-long, 18-foot-internaldiameter tunnel, seven shafts, and two underground connections to existing structures. Major challenges include tunnel boring machine (TBM) excavation though mixed-face conditions within a buried paleo-channel and an approximately 1,350-foot-long rock/ soil transition zone; construction beneath the elevated Whitehurst Freeway; tunneling beneath an existing luxury residential building and existing transit tunnels with limited clearance; and complex coordination with a variety of federal, regional, and local stakeholders. This paper describes the overall project scope, geotechnical conditions along the alignment, and primary design/construction challenges and mitigations.

Jun 13, 2021

By Christopher Nelsen, Daniel Dobbels, R. Zachary Hollenbeck

Recent major floods have inundated Historic Ellicott City, Maryland, resulting in loss of life and property damage. Howard County, Maryland, has developed the Ellicott City Safe and Sound Plan to mitigate the risk of flash flooding in the Historic District, including a proposed stormwater conveyance tunnel. Challenges to overcome include thick zones of saprolite along the alignment, multiple near-surface structures, and minimal rock cover under an active railroad, while minimizing impacts to the public and historic structures. The project will also pursue recognition through the ISI Envision verification process.

Dec 1, 2022

By Todd Kilduff, Michael Tinney

The North Temple Tunnel pedestrian underpass in Salt Lake City, UT was built using a pipe canopy method that met significant challenges in potentially running ground conditions. Kilduff Underground Engineering (KUE) was the designer for the 20-foot-diameter SEM tunnel, Design-Build contract. Geotechnical data indicated ground conditions consisted of loose silty gravel for the majority of the face overlying soft to medium stiff clays in the tunnel invert. KUE designed a pipe canopy as pre-support to stabilize cohesionless gravels in the crown, a shotcrete initial liner with lattice girders to minimize disturbance of the finer-grained materials in the invert and a final liner with waterproofing system. The project was presented with a few unique challenges, primarily from the adverse ground conditions, but was successfully completed safely and schedule

Dec 1, 2022

By Michael Rehbock-Sander

The Gotthard Base Tunnel (GBT) is 57 km (35 miles) long and consists of two par-allel single-track tubes with an ex-cavation diameter ranging from 8.8 to 9.5 m (28.8 to 31.2 ft). These are interlinked by cross-passages every 312 m (1,000 ft). Two multifunction stations (MFS) are located in the sections Sedrun and Faido, at one-third and two-thirds of the entire tunnel length (Fig. 1). These will be used for the diversion of trains to the other main tube via tunnel crossovers, for the housing of tech-nical infrastructure and equipment and for potential emergency stops. To reduce construction time, the GBT was divided into five sections and was excavated from several sites simultaneously. The tunnel was excavated from the two portals, Erstfeld in the north and Bodio in the south, and also from three intermediate attacks, with their corresponding access tunnels, in Amsteg and Faido and two vertical 800-m (2,624-ft) deep shafts in Sedrun.

Jan 1, 2012

By Lindsey Schneider, Steve Kirk, Michael Miglioretti, Jeffrey P. Kolzow, Kyle White

The US17 Spring/Fishburne Drainage Improvements Project utilizes a stormwater conveyance tunnel system of approximately 8,250 LF. The tunnel system includes two intersecting tunnels of differing diameter at a 40-degree angle. The intersection was constructed in soft-ground conditions. This paper discusses the design, geotechnical concerns, initial ground support, and final lining construction. The tunnels utilized two soft-ground TBMs excavated at 15 ft and 11 ft with ribs & lagging initial support. The final lining consisted of unreinforced and reinforced cast-in-place concrete with polymer fibers. Concrete final lining was successfully completed in March 2020.

Jun 13, 2021

By Victor Despointes, Stephane Polycarpe, Kathryn Kelly, Chris Feeney, Brian Hann, Vojtech Ernst Gall

The Pawtucket Tunnel is a 2.2-mi, 30.2-ft diameter CSO storage tunnel in Rhode Island. The primary tunnel is built using a dual-mode open-EPB TBM capable of sealing the face within 120 seconds to manage poor ground and water ingress which is launched from within a SEM starter tunnel. The main tunnel connects to four adits along its alignment, three of which are SEM tunnels and one being a MTBM tunnel. This contribution describes the selection process, potential risks, and requirements for the TBM, as well as the design of the main tunnel, the adits, and the adit-bored tunnel connections.

Jun 13, 2023

By Keith Jones, Martin Knights, Timothy Watson

In 1996 a KBR (Brown and Root) led international JV was appointed to design and supervise an underground and surface package. The design of 6 km of tunnels, plus enlargements, deep shafts in glacial and sandstone deposits for the conversion of the existing LEP underground laboratory at CERN, Geneva adjacent to the Jura Mountains/Lake Geneva had to be undertaken in an operational environment and in conjunction with other underground constructions associated with the US$3bn refurbishment.

Jan 1, 2003

By C. W. Nelson, A. G. Moody

This paper describes the design, equipment selection and onshore fabrication of the largest facilities module ever installed in a single lift in the Gulf of Mexico. Measuring 35.5 x 70.1 x 21.3 m (110 x 230 x 70 ft), the three operating level structure houses Frasch process sulfur mining equipment and weighed nearly 49 million N (5500 tons) during lift. An operating weight of over 74 million N (8300 st) combines with bridge reactions acting on the in-place module and results in a total operating vertical load on the supporting platform deck of about 107 million N (12,000 tons). A Vierendeel truss structural system was selected for framing the module to allow maximum equipment access and routing flexibility for complex, insulated large diameter process piping. Research and finite element analysis of crimp plate siding behavior in shear was carried out during selection of siding type for the module. An interactive design sequence was carried out that incorporated in-place operational criteria, onshore fabrication considerations, complex process equipment requirements, plus load-out, ocean transport and offshore lift analyses. Project schedule dictated that design, procurement and fabrication be fast-tracked with parallel activities accelerated to the maximum extent possible. Design and construction of this largest and most complex module was done concurrently with 52 other components of the project including jackets, decks, process and living quarters modules as well as two 122 x 22 m (400 x 72 ft) sulfur tankers. Total tonnage of steel structures for the project exceeded 90.7 kt (100,000 st). The 5 kt (5500 st) mining module proved the viability and costeffectiveness of larger modules than commonly used in Gulf of Mexico waters. This technical advance can be matched with economic opportunity for other large-scale offshore installations.

Jan 1, 1994

By J. F. Able, F. Djahanguiri

The US Bureau of Mines conducted research on underground stope leaching of metalliferous ores. Leaching underground would minimize the environmental impact of ore processing on the surface and would maximize minable reserves. An important aspect of this process is the minimization of pregnant solution losses and groundwater contamination by leach solutions. Bulkhead design and construction are important issues for solution control and stope-leaching economics. A reinforced-concrete bulkhead was designed, constructed and tested for solution control in an underground mine near Idaho Springs, CO. This paper presents the bulkhead-design methodology and construction procedure.

Jan 1, 1998

By F. Djahanguiri

The U.S. Bureau of Mines is conducting research on underground stope leaching of metalliferous ores to minimize the environmental impact of ore processing on the surface and to maximize minable reserves. An aspect of this research is to minimize pregnant solution losses and/or groundwater contamination by leach solutions. Bulkhead design and construction are important issues for solution control and stope leaching economics. A reinforced concrete bulkhead was designed, constructed, and tested for solution control in an underground mine near Idaho Springs, CO. This paper presents the bulkhead design methodology and construction procedure.

Jan 1, 1995

By F. Djahanguiri

The US Bureau of Mines con¬ducted research on underground stope leaching of metalliferous ores. Leaching underground would minimize the environmental impact of ore processing on the surface and would maximize minable reserves. An important aspect of this process is the minimization of pregnant solution losses and groundwater contamination by leach solutions. Bulkhead design and construction are important issues for solution control and stope-leaching economics. A reinforced-concrete bulkhead was designed, constructed and tested for solution control in an underground mine near Idaho Springs, CO. This paper presents the bulkhead-design methodology and construction procedure.

Jan 1, 1997

By Verya Nasri

This paper will present the design and construction of a deep underground station of the Réseau Express Métropolitain (REM) project; the Édouard Montpetit station. The Édouard-Monpetit station is an interchange station that will connect the deeply sitting REM tracks to the existing metro station of the same name located closer to the surface. Édouard-Montpetit station is expected to be the deepest in North America, surpassing the famous Forest Glen Station. The various challenges and solutions put forth for the successful completion of this underground work are presented to serve as a valuable example for future deep excavation performed in urban area, in the close vicinity of highly sensitive structures.

Jun 13, 2021

By Edwin Itzig-Heine, Daniel Traylor, Bernard Tarralle, Michael McKenna

This paper discusses the challenges associated with the design and construction of a dual-cell, “figure eight” shaped shaft in saturated, soft ground for the Northeast Interceptor Sewer project in Los Angeles. The shaft will be excavated to a depth of41 m and used to launch two EPB TBMs. The specifications required concrete diaphragm walls, embedded below the shaft invert, and a grout curtain beneath the wall. To control water pressure and basal stability without a grout curtain, wall panels were embedded deeper than required into a stiff, cohesive deposit. Details of wall panel excavation using a Hydrofraise are presented.

Jan 1, 2003

By Robin B. Dill, Mark Pelletier, Daniel J. Dobbels, Subodh Bhaumik, Daniel J. VanRoosendaal

Although primarily cut-and-cover excavations are required for replacement of the existing elevated I-93 interstate highway through the heart of Boston for the Central Artery/Tunnel (CA/T) project, some mined tunnel construction was also undertaken. The mined tunneling conducted was the 22-m-wide northbound roadway structure which passed below a 20-m-deep operating underground subway station that was built in 1913. The innovative underpinning scheme used to support the subway station during construction resulted in the successful mining beneath the subway station with negligible vertical settlement. Two grouting galleries were carefully mined below the subway structure, and pre-grouting of the granulary, pervious glacial soils and weathered bedrock was carried out from these galleries. The reinforced concrete walls of the underpinning structure were constructed within three stacked drifts that were sequentially mined below each grouting gallery. After 11 cross adits were mined between the grouting galleries, cast-in-place post-tensioned girders that spanned between the stacked-drift walls were constructed to support the subway station. The stacked-drift walls also provided lateral support for the 22-m wide by 29-m long by13-m high opening beneath the girders.

Jan 1, 2001

By Ulises Deveze T.

The coal company Minerales Monclova, S.A. (MIMOSA), the owner of the Mimosa R Line, is a subsidiary company of Altos Hornos de Mexico, S.A., the largest steel plant in Mexico with an annual capacity of 2.5 million metric tons of steel ingots. The raw material's which are used in the steel plant are provided by the following companies: La Perla Minas de Fierro, S.A., iron ore; Cia. Minera de Guadalupe, S.A., Cia. Carbonera La Sauceda, S.A. Cia. Minera La Florida, S.A., and Minerales Monclova, S.A., which provide the coal used for coke, and altogether constitute the industrial group AHMSA. The coal property of Minerales Monclova, S.A. is located in the Sabinas coal area in the northwestern part of the Sabinas basin.

Jan 1, 1974