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By Verya Nasri, Agustin Rey

Once completed, the Montreal Réseau Express Métropolitain (REM) will be the fourth largest automated transportation system in the world. The REM represents construction costs of approximately 7.0 billion Canadian dollars. The project consists of 67 km of twin tracks over four branches connected to downtown Montreal. The project includes 26 stations with 3 underground stations in downtown Montreal. One of the underground stations was built using the NATM method with thin permanent shotcrete initial and final liners separated by a sprayed on waterproofing membrane. The 2 other underground stations were built with the cut and cover approach including one using permanent secant pile wall with permanent walers and struts as the support of excavation and the final perimeter wall of the station. The project also includes the rehabilitation and enlargement of the Mont Royal Tunnel. This 100-year-old double track tunnel is about 5 km long. The REM also consists of 3.6 km new TBM tunnel connecting downtown to the Montreal International Airport through saturated soft ground and karstic rock. By the time of RETC, the construction of REM underground structures will be completed. This paper presents the design and construction aspects of the underground structures of this mega project.

Jun 13, 2023

By Safdar A. Gill

The technique of installing small diameter caissons (drilled piers) through soft clays and water bearing ganular soil is well established for constructing building foundations. Over the past few years, the method has been utilized for constructing a large number of shafts extending into rock for the Chicago's Deep Tunnel Project. This paper will discuss design considerations for obtaining the most economic ground support system, the impact of construction procedures on the support and lateral pressures for design. Construction procedures will be described along with performance of the shafts.

Jan 1, 1981

By Heinz Distelmeier

Short Historical Review Tunnelling in Germany is as old as it is in other industrial countries. Until the middle of this century German contractors had no chance to work continuously in this business except if they were operating internationally. Since 1960, however, tunnelling has been a growing market domestically. The reasons for this growth have been both in the growing demand of traffic routes and also in an increasing environmental consciousness, which tries to transfer any cause of disturbance underground. Tunnelling engineers of course don't complain about this trend. As almost every German city is built upon water-bearing soft ground, shields have been used soon after they were first successfully utilized in Great Britain and the United States. Until the seventies lining systems for shield tunnels were predominantly either cast iron segments or concrete segments for primary support combined with different sealing systems and a secondary concrete lining cast-in-place. Steel ribs and timber lagging for primary support has not been utilized in Germany, since the owners don't accept timber to be left in the ground. In 1973, for the first time, permanent linings were constructed with watertight segment rings of precast concrete (Fig. 1). This lining was developed as an economical solution for use with slurry shields in noncohesive, water-bearing soils that required an immediately watertight lining. Extruded linings have a similar effect, although these still need a secondary lining

Jan 1, 1987

By J. Chae, D. Pecha, R. Andrews

The Henderson/ML King CSO Project is a major combined sewer overflow (CSO)reduction project for the Department of Natural Resources and Parks of King County, Washington. The central element of the project is the 3100 lineal feet long, 14'-8"diameter 42nd Ave S Storage/Treatment Tunnel. During the course of the project, the owner and consultants evaluated numerous elements of the tunnel including the alignment, geotechnical conditions, tunnel liner, and settlement monitoring requirements. The contractor utilized innovative shaft construction methods for the tunnel portals, and adhered to strict contract requirements in successfully constructing the tunnel. This paper provides an overview of the design and construction elements of the 42nd Ave S Storage/Treatment Tunnel that led to the successful completion of the project.

Jan 1, 2005

By A. C. Lyons

Foreword Sir William Halcrow and Partners are responsible for the design of the Ahmed Hamdi Tunnel as Sub-contractor to the Contractor, Osmac, a joint venture formed by the Arab Contractors, Osman Ahmed Osman and Company of Cairo, and Tarmac International of London. Throughout the paper the term "Client" refers to the Employer, the Ministry of Housing and Reconstruction, which latterly became the Ministry of Development and New Communities of the Arab Republic of Egypt. At the time of writing of this paper only a few hundred metres of the tunnel have been driven, but the design is substantially complete. Introduction The Ahmed Hamdi Tunnel, which is at present under construction, will be a two-lane tunnel crossing beneath the Suez Canal approximately 15 km north of the town of Suez at El Shallufa. It will become the first permanent connection across the Canal since 1967 and is visualised by the Egyptian Government as an early step in the development of the Sinai Desert along the eastern bank. The tunnel will carry pipelines for treated water and electric power cables to assist in this development. The tunnel, which will be 1640 m in length, is being driven through hard clay and mudstone using a tunnel shield fitted with hydraulic excavators. The primary lining is being constructed with precast, bolted reinforced concrete segments with an internal diameter of 10.4 m. The road deck structure and the walls of the air supply ducts beneath it are formed with precast, reinforced concrete units erected immediately behind the shield.

Jan 1, 1979

By Russel Delmar

Construction of Ontario Power Generation?s 12.8-m diameter, 10.4-km long water diversion tunnel in Niagara Falls, Ontario, is underway. The tunnel is being excavated by means of a 14.44-m diameter open gripper Tunnel Boring Machine. The tunnel lining is constructed as a two-pass system with the initial lining consisting of rock bolts, mesh, steel channels or ribs, and shotcrete, and the final lining consisting of pre-stressed cast-in-place concrete with a waterproof membrane. This paper describes salient design and construction aspects as follows: ? Regional and Site Geology ? Tunnel Layout and Design ? TBM Tunnelling and Cast-in-place Concrete Lining Construction

Jan 1, 2008

By Andy Alder

The Docklands Light Railway (DLR) Extension to Woolwich Arsenal provides a much-needed public transport link to this area of London. The project includes construction of 5.3mID running tunnels under the River Thames, in ground conditions that proved challenging for the Earth Pressure Balance Tunnel Boring Machine (TBM). The project also includes cut and cover tunnel approaches, an underground station, and an emergency shaft on the bank of the river. Major challenges have included tunneling under sensitive infrastructure, and working adjacent to existing operational railways at Woolwich Arsenal. This paper will describe the design and construction of the project and how these challenges were overcome.

Jan 1, 2008

By J. Peshel

This paper presents a regulatory perspective of the design and construction of the Exploratory Shaft Facility which may become part of the future high-level waste repository. Site characterization concerns and long-term waste isolation concerns require the consideration of various shaft design and construction aspects quite different from that of conventional shaft sinking.

Jan 1, 1989

By Geoffrey Hughes

The Narragansett Bay Commission (NBC) is a regional sewer authority that serves ten communities in the Providence, Rhode Island metropolitan area. From 1992 to 1999, the NBC developed a comprehensive facilities plan to abate Combined Sewer Overflow (CSO) pollution in the Upper Narragansett Bay. The plan underwent many major evolutions during this period, most notably the addition of a stakeholder?s process by which NBC demonstrated a site-specific plan to control the pollutants and meet water quality standards. The favored solution consisted of deep tunnel storage with treatment at existing wastewater facilities that had been recently upgraded. In 1999, a final plan was accepted which included two tunnels, five CSO interceptors, twelve sewer separation projects, a wetland facility, and a wastewater treatment facility upgrade. The program is to be constructed over 20 years in three sequential phases (Figure 1). Phase I of the program includes a 4,963 m (16,284 ft) long, 7.9 m (26 ft) diameter, 70.1 m (230 ft) deep storage tunnel; seven drop shafts with connecting adits; ancillary facilities; and a pump station. Construction of Phase I began in 2001 and is expected to be operational by October 2008. This paper focuses on design and construction of the Fields Point Tunnel Pump Station (FPTPS)located at the south end of the main spine tunnel. A189 Ml/day (50 MGD) pump station is required to lift CSO flows from the tunnel to the Fields Point Wastewater Treatment Facility (FPWWTF). The pumps are to be housed in a 35.6 m × 18.6 m ×20.7 m (117 ft × 61 ft × 68 ft), 91.4 m (300 ft) deep cavern excavated in a complex meta-sedimentary rock of the Rhode Island Formation, and connected to the surface by 9.7 m (32 ft) and 3.4 m (11 ft) diameter shafts. Factors which influenced selection of the size, configuration and location of facilities included the preferred arrangement of pumps, critical aspects of site geology, and estimated cost. Technical and value engineering reviews also affected the final design. Following Notice to Proceed (NTP), concerns were raised by the contractor regarding constructability and design. Additional geotechnical investigation and independent engineering review were employed to validate the design assumptions. The cavern was successfully excavated and sup-ported in rock, completed on schedule and within budget in 2005. In 1992 the NBC retained Louis Berger Group (LBG) as Program Manager (PM) for the CSO Abatement Program. LBG thereafter formed a design team including: Jacobs Engineering Group(JEG) as the designer for underground structures and near surface collection facilities; Black and Veatch(B&V) to design the pumping system and associated facilities; Haley and Aldrich (H&A) to oversee the geotechnical program; and Malcolm Pirnie to design the system-wide instrumentation and control system. Construction management, resident engineering, and inspection services were provided by the joint venture Gilbane/Jacobs Associates (G/J).

Jan 1, 2008

By Stephen J. Klein, Fernando Orduz, Randall J. Essex

INTRODUCTION The Keystone Tunnel project consists of widening an existing 7.3 m-wide (24 ft) highway tunnel to a width of 13.7 m (45 ft) to provide a three-lane, two-directional highway tunnel. The 13.7 m-wide tunnel was excavated in a staged drill-and-blast sequence through foliated schist, and was supported using pattern rock reinforcement and shotcrete. Notable project features are: the low vertical cover over the tunnel is less than the span of the opening; the project is the second instance where the Federal Highway Administration (FHWA) has accepted rock reinforcement as a permanent support element; and the project is the first instance where the FHWA is accepting shotcrete as the final interior surface of the tunnel. This paper covers the design and construction phases of the project. PROJECT DESCRIPTION The South Dakota Department of Transportation (SDDOT) retained Woodward-Clyde Consultants (WCC) to evaluate the feasibility, prepare construction plans and specifications, and provide construction management services for the widening of the Keystone Tunnel. The tunnel is located in the Black Hills National Forest area of South Dakota near the southwest corner of the state. The Keystone Tunnel is on U.S. Highway 16A, about 0.8 km (1/2 mile) north of Keystone which is approximately 32 km (20 miles) south of Rapid City (Figure 1). Highway 16A serves as an important transportation link between Rapid City and the Mount Rushmore National Monument which is located about 2 miles west of Keystone. The road through the tunnel consisted of two lanes about 7.3 m (24 ft) wide, and is being widened [ ]

Jan 1, 1989

By D. L. Petersen, C. R. Nelson, B. K. Nelson, B. D. Wagener

The Lafayette Bluff tunnel, currently under construction for the Minnesota Department of Transportation (MnDOT), will be among the widest highway tunnels in the United States. The 199-meter tunnel is being constructed in a closely jointed, variably weathered diabase rock mass. Cover above the tunnel crown ranges from 4 meters to 27 meters, and is less than the tunnel excavated width of 18.3 meters for about 60 percent of its length. These factors dictated special support and lining design, limitations on excavation sizes and required sequences for support installation. Tunnel excavation is by controlled blasting, with multiple top headings and bench. Rock support and lining consists of external portal beams, rockbolts and reinforced shotcrete. A final concrete lining provides structural support for the rock mass and the membrane waterproofing system.

Jan 1, 1991

By Hemang Desai

A damaged outlet pipe beneath Lenihan Dam has restricted reservoir discharges, severely constraining the owner?s groundwater recharge program. The solution, a new outlet pipeline through the dam?s right abutment, includes an approximately12.2-m-deep (40-ft-deep) shaft and 618.7-m-long, 4.3-m-diameter (2,030-ft long, 14-ft-diameter) tunnel mined in Franciscan melange composed of hard blocks of rock and soft clayey matrix. Alternating road header with drill and blast operations and using steel ribs and shotcrete have proven a flexible combination for handling the variable ground conditions. Excavating the shaft and connecting it to the tunnel require lowering the reservoir for five months, during which time careful construction sequencing and use of a tunnel plug eliminate the risk of an uncontrolled discharge.

By Alfredo Valdivia, Hamed Nejad, Vincent Monaco, William Cao

"The East Side Access (ESA) CM005 Contract - Manhattan South Structures - consists of the installation of the waterproofing and final concrete lining for railroad tunnels, 3-Level Wye track turnout structures, segments of the Main Cavern Station, and a series of Ventilation Structures excavated beneath the existing Metro North Railroad (MNR) Grand Central Terminal. Several key team decisions made collectively by the Construction Manager (CM), Designer, and the Contractor has allowed the scheduled construction duration of 29 months to be maintained. These strategies include the use of alternate design and construction methods, including the use of pneumatically applied concrete lining and precast lining. This paper discusses these strategies, and illustrates how successful teamwork and cooperation during the execution of a large-scale construction project can lead to lowering costs, improving quality, and maintaining the overall project schedule. INTRODUCTION The East Side Access Project The Long Island Railroad (LIRR) currently transports commuters from Long Island into Manhattan, terminating at the already over 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 accommodate the NJ Transit, Amtrak, and LIRR lines; reduce travel time for LIRR passengers traveling to the east side of Manhattan and facilitate connections to the NYCT Subway System and Metro North Rail Road. The ESA Project includes building new tunnels and facilities under Manhattan and Queens. (See Figure 1).The Manhattan Alignment In the Manhattan segment of the ESA Project the excavation in hard rock of tunnels, cross passages, caverns and shafts has been completed by tunnel boring machines, drill and blast, and road header. The construction of the structural concrete final lining, interior structures and fit-out of the previously excavated caverns and tunnels are currently being performed under Contract CM005 Manhattan South Structures awarded to Michels Corporation and Contract CM006 Manhattan North Structures awarded to Frontier Kemper Constructors Inc. This paper focuses on the design and construction aspects of Contract CM005 which is the first ESA Contract in Manhattan to successfully construct concrete final linings in pre-existing excavated areas."

Jan 1, 2016

By Stephen Navin, Pablo Ferradas, Carlos Silvestri, Alexander Markov, Jon Kaneshiro

In the high Andes of Peru, two tunnels are being constructed totaling nine kilometers in length at an elevation of over 4,500 meters. The tunnels convey freezing and crystal-clear waters from rainfalls, streams, and lakes for the consumption of Lima. The drill and blast 3-meter wide by 4-meter high tunnels are being driven from both ends through folded and sheared volcanic tuff, andesite, agglomerate,and limestone, where groundwater inflow is high. This paper describes the design geological and groundwater inflow investigations and construction.

Jan 1, 1999

By Abegail Endraca, Allan Sebastian, Andrew Raine, Allan Patdu

The project involves the construction of a new aqueduct tunnel by an Earth Pressure Balance TBM tunnel for the Novaliches-Balara Aqueduct No 4 (NBAQ4) project in Metro Manila. It comprises a 7.3 km long and 3.1 m internal diameter tunnel that can deliver up to 1,000 MLD of raw water and the tunnel passes under urban residential and urban populated areas adjacent to and along Commonwealth Avenue. A new reservoir intake structure was constructed in the La Mesa reservoir by a cofferdam and the TBM breakthrough connected the reservoir to the outlet surge shaft structure and the downstream pipe network system connecting to the Balara Water Treatment Plant. The TBM incorporated a double articulated head configuration to allow tight 80 m radius curves to navigate some of the difficult alignment considerations. The alignment passed very close to some existing foundations for MRT7 and needed to clear several tight curves to remain within government land ownership. The project excavated through the local Guadalupe weak rock formations and there was minimal ground movements observed as a result of the work.

Jun 13, 2023

By David Mast, Amanda Foote, Mina Shinouda

The Michigan DOT’s I‑75 Modernization Project, Segment 3, is a 30-year, $1.2 Billion design-build-finance-maintain project in Southeast Michigan. The scope includes building a nearly 4-mile long, 14.5-foot ID stormwater storage tunnel. The tunnel and pump station are being built concurrent with new roads and bridges, requiring multiple levels of design and construction coordination. Underground risks include the poten‑ tial for encountering granular soils, groundwater, and explosive gases. The new tunnel will be mined by a new open-face TBM and lined with a one-pass steel-fiber-reinforced precast concrete segmental lining. Shaft construction began in early 2020 and tunnel mining in July 2020.

Jun 13, 2021

By S. J. Porter, M. T. McRae

The new tunnel at Genting Sempah is part of a privately funded infrastructure projectthat involves duplicating the existing highway extending from the Gombok Toll Plaza near Kuala Lumpur to Karak, in Malaysia. The 60 km long tollway includes an 800 m long, two-lane highway tunnel with excavated dimensions of 10.5 m wide by 8 m high. The majority of the tunnel extends through slightly to moderately weathered, moderately to highly jointed quartz porphyry. Excavation of the tunnel was performed using drill and blast methods and the primary tunnel support consists of rock dowels and shotcrete except for short sections adjacent to the portals where steel sets were utilized. A portion of the tunnel encountered sheared and altered material that was successfully supported using rock dowels and shotcrete. The final lining for the tunnel consists of mesh and fiber reinforced shotcrete. The flexible nature of the primary support and shotcrete final lining resulted in considerable cost savings and expedient construction methods.

Jan 1, 1997

By D. Rendini, R. D. Gutridge

INTRODUCTION Gwinnett County, Georgia, is a part of the rapidly expanding metropolitan Atlanta Georgia area. Located approximately 48 km (30 miles) northeast of Atlanta, Gwinnett County has a current population in excess of 600,000 and is projected to reach a population of 1,200,000 by 2025. As a part of the County’s master plan to supply drinking water for the expanding population and to increase system reliability, the Gwinnett County Public Utilities Department undertook the Shoal Creek Raw Water Intake and Pump Station Project. Figure 1 shows a vicinity map for the project. Prior to construction of the Shoal Creek Raw Water Intake and Pump Station Project the County had a single raw water intake to feed water from Lake Sidney Lanier (Lake Lanier) into a filter plant for processing into potable water. This project together with a newly constructed water filter plant provides Gwinnett County additional capacity and system redundancy to prevent interruptions to the drinking water supply. Lake Lanier is a man made reservoir with over 800 km (500 miles) of shoreline and was constructed by the Army Corps of Engineers in the 1950s for hydro electric power generation, flood control, and navigation benefits for the Chattahoochee River. Over time, Lake Lanier has become an increasingly important source of drinking water for the metropolitan Atlanta area. This paper focuses on the primary underground construction and lake tap components of the project including a 42.7 m (140 ft) deep pump station shaft 24.4 m(80 ft) in finished diameter transitioning to a 6.1 m (20 ft) finished diameter shaft, a3.05 m (10 ft) finished diameter by 19.8 m (65 ft) deep intake shaft constructed in an average of 21.3 m (70 ft) of water, and a 190.5 m (625 ft) by 3.05 m (10 ft) finished diameter modified horseshoe tunnel connecting the two shafts. This raw water intake system, in conjunction with the incorporated pump station with 8 pumps and dual1,829 mm (72 inch) pipelines, provides a system capacity of 1,091,062 m3/day(240 MGD) to two water filter plants and is expandable by the addition of pumps to1,500,210 m3/day (330 MGD). Parsons provided design and construction management services for the project. The $29.6 million contract to construct the project was awarded to W.L. Hailey &Company. Notice to proceed was given August 6, 2001 and substantial completion was achieved on January 20, 2004. Value engineering changes adopted for the project contributed to completing the project at a final cost of $28.8 million.

Jan 1, 2005

By D. Lee Petersen, Charles R. Nelson, Marvin Marshak

INTRODUCTION Construction is underway on a laboratory cavern 713 m below surface at the Soudan Mine, Tower-Soudan State Park, in northeastern Minnesota. The 13.9 in wide by 11.6 m high by 71.8 in long cavern will provide a laboratory space for basic research in physics, in which experiments can be conducted with greatly reduced interference from cosmic radiation. A first generation experiment, called the Soudan 1 detector, is currently operating in a converted drift 591 in below surface at the mine. The initial phase of the Soudan 2 detector will be an 1100-metric ton unit, which will occupy approximately a 19 m length of the cavern. Control and monitoring equipment will be in a prefabricated shop office enclosure erected in the cavern. The location and planned usage for the laboratory cavern present special excavation, lining, and outfitting requirements. Temperature and humidity control, a relatively clean dust-free environment, and a long service life are required. Low cost and risk to the owner were basic requirements due to the nature of the funding. The most common type of site selected to meet these two constraints is either an operational mine or a civil works facility such as a road tunnel. There are often serious problems for such laboratories because of ongoing operations such as blasting, hauling, etc. Most of these problems do not exist for the Soudan 2 laboratory because the mine is used as a historical site with regular tours only in the summer season. The laboratory owner, the University of Minnesota, and the park owner, Minnesota Department of Natural Resources, are both public agencies of the

Jan 1, 1985

By Leon J. Jacobs, Kyle R. Ott

This paper discusses design and construction aspects of the tunnel, shaft and station for the Weehawken Tunnel and Bergen line Avenue Station. The project consists of a 1,269 m (4,156 ft) long existing railroad tunnel, which will be enlarged and equipped with a two-track light rail system. The project also includes construction of a deep underground station, with a large shaft connecting the surface station to the below ground station for access and ventilation purposes. Vibration and noise from blasting is a critical community issue and blasting adjacent to two 230-kV duct banks located in the tunnel invert required special blasting procedures.

Jan 1, 2003