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Tunnelling
www.tunnellingjournal.com April/May 2013

The international journal for the tunnelling industry

journal
SEE PAGE 18 SEE PAGE 34 SEE PAGE 40

SEGMENTAL PROJECT JUBILEE

INNOVATION POLITICS REPAIRS
TJ LOOKS AT NEW THE COMPLEX A FASCINATING
TECHNOLOGIES WORLD OF INSIGHT INTO
AVAILABLE TO THE PROJECT POLITICS AN INTRIGUING
SEGMENTAL LINING EXAMINED GROUTING
SECTOR PROBLEM
TUNNELLING JOURNAL APRIL/MAY 2013

SEGMENTAL
LININGS IN FOCUS
THE KORALMS SEGMENT
TRACKING SYSTEM
ROBBINS CONVEYORS SET THE PACE
High speed tunneling demands high speed muck removalwith maximum
capacity, minimal hands-on labor, and controlled operating costs.

Robbins builds the most efficient conveyor systems available today. 

Our continuously advancing conveyors simplify any sites logistics,
moving thousands of tons of muck per hour off the jobsite.
We keep you moving.
TJ_0513_CONTENTS_003.qxd:Feature 21/4/13 11:45 Page 3

contentS
5 Editors comment

6 Snapshots of
www.tunnellingjournal.com news

10 Koralm Tunnel segments

Strict quality control and tracking
requirements are being met with the SDS
computerised production control system for
the segments going into the new Koralm
tunnel in Austria

Above left and right: TBM

breakthroughs and contract
awards in the news (p6)
Left: Koralm segments (p10)
Below: ITA World Congress
preview (p28)
18 Pre-cast segments
Kristina Smith talks to CBE and
Herrenknecht Formwork Technology about
recent developments for segmental linings
22 Developments in Joint Design for
SFRC Segmental Tunnel Linings
A new method is presented for limit state
design for steel fibre reinforced concrete
segmental linings

28 ITIG 2013 Subsurface Works Risk

Report
The International Tunnelling Insurers
Group (ITIG) presents a brief assessment
of the worlds current market conditions

31 World Tunnel Congress 2013

TJ previews the 39th General Assembly of
the International Tunnelling and
Underground Space Association to be held
in Geneva, Switzerland

34 Clearing the Hurdles

Desiree Willis of The Robbins Company
looks at the sometime complex political
backdrop that accompanies the
realization of many of todays large scale
tunnelling projects

40 The Jubilee Line Remediation

TJ reports on the emergency remedial
works needed to protect London
Undergrounds Jubilee Line and how it
spawned a new monitoring technique

49 The Future is Smart and Sustainable

Dr Benot Jones, Tunnelling and
Underground Space MSc Course
Manager at the University of Warwick,
UK, discusses sustainability

52
Above: The politics of
many a large scale
tunnelling project are
59
becoming ever more
complex (p34)
Left: SP Fire Technology
describe recent fire tests
carried out in the
61
Trnskog Tunnel in
Stockholm, Sweden
Customising Standards
Arnold Dix, Lawyer and Engineer gives
some guidance on regulatory
arrangements for subsurface tunnel risk
management from around the world
Successful tests in the Trnskog
Tunnel
SP Fire Technology reviews recent fire
tests carried out in the Trnskog road
tunnel in Stockholm
A new system for water drainage
SP Fire Technology describe Rockdrain, a
new method and material used to control
water leakage in a tunnel

62 Contacts

TUNNELLING JOURNAL 3
 Sika
Innovative
Solutions
The building owner expects timely completion of a project in high
quality, also in consideration of local conditions. We provide you
with system solutions that meet these demands and ensure you
competent service and punctual delivery of high quality products.
You have clear demands regarding economical rock support and
durable lining system, the concept of the waterproofing system
and of the sustainability of products and solutions used. Sika
provides quality products to meet your requirements, including
those for unforeseen circumstances.

Sika Services AG | CH-8048 Zurich | Switzerland

Phone: +41 58 436 40 40 | Fax: +41 58 436 41 50 Innovation & since
www.sika.com Consistency 1 9 1 0

new_advert_2011_Infrastructure.indd 1 11.04.2012 14:50:05

TJ_0513_005_COMMENT.qxd:Feature 22/4/13
Priced out?
ITS INTERESTING TO READ the
International Tunnelling Insurers
Group (ITIG) world market
outlook report on p28 of this
issue of TJ. Although brief, it
certainly packs a punch and got
me thinking about where the
insurers see the strengths and
weaknesses of the industry. One
area of particular concern is the
continued pressure from clients to
push prices as low as possible,
whilst showing an almost
immovable reluctance to
implement, or even try out any
form of innovation in both design
and construction methodology.
Reading between the lines, and
adding a few of my own, makes
for a worrying picture where
spend thrift clients are awarding
contracts to alarmingly low bids
tendered by the new wave of
worryingly inexperienced
contractors entering the market
naively believing it to be both
easy and lucrative. Cut to the
chase, and these in-experienced
contractors are exactly NOT the
type of companies you would
want to try innovation with, and
in some case you wouldnt even
want to try standard tunnelling
practices with. There simply isnt
the in-house experience there to
allow it and consequently little
new gets tried out and the same
mistakes are repeated over and
over. Criminally, the established
contractors with a wealth of
experience in the locker room are
essentially being priced out of
new work by these crazy low
bids. What a false economy on a
grand scale, indeed the
expression, buy cheap, buy
twice instantly springs to mind.
Its not rocket science better to
spend US$500M once on a
project that stands the test of
20:13 Page 5
editorScomment
time, rather than US$350M once,
then US$100M in claims, and
then another US$350M trying to
fix the damn thing.
It seems totally incongruous to
me at the present time. I really
believe the established industry
is, within itself, trying everything
possible to turn opinions around
and to push technology to a new
level at an unprecedented scale.
But it is sad to see that innovation
may well only be acceptable to
clients in terms of how much it
can cut cost, not in terms of
enhancing quality and
revolutionizing civil engineering.
The real problem is in our
modern world everything comes
down to hard money, and its very
difficult to argue against a lower
bidder unless the client really
understands where the lowest bid
may take him!
But lets not get too down; Ive
only focused on one negative
aspect just to flag it up. There is
plenty to be positive about, and it
looks like tunnelling is still on the
up and the future looks very
The real problem
is in our modern
world everything
bright indeed, despite our
dreadful few years at the mercy comes down to hard
of dodgy bank practices. And, as
for our in-experienced low
money, and its very
bidders, it really wouldnt surprise difficult to argue
me if many of them exit as fast as against a lower
they arrived once they really
understand the risk and returns bidder unless the
involved in underground client really
construction. Having your fingers
burnt once in the tunnelling understands where
arena can spell the end for many the lowest bid may
a would be contractor! And if
some are still here in ten years,
they will absolutely deserve to be
and good luck to them. After all,
take him!
everybody has to start
somewhere!
Tris Thomas
TUNNELLING JOURNAL 5
NEWS FROM THE WEB
Royal HaskoningDHV scoops
Brazils first immersed tunnel
April 18, 2013
Royal HaskoningDHV has won a 5 million
euro contract to lead the design process for
an immersed tube tunnel at Brazils largest
seaport, Santos. The 500m long tunnel will
directly link the cities of Santos and Guaruj
located on either side of the fairway leading
to Brazils most important port.
Advice provided by the firm was
instrumental in the decision by authorities in
So Paulo to opt for an immersed tunnel. A
bridge was ruled out due to cost and
adverse impacts on the port. The tunnel will
relieve the burden on the existing passenger
ferry services and significantly reduce
driving time for freight vehicles, which must
currently make a detour of 50km when
travelling to and from the port.
The Brazilian authorities (via the
government agency DERSA) selected the
experienced Dutch engineers as this is the
first immersed tube tunnel to be built in
Brazil. Royal HaskoningDHV will lead the
design process and oversee its content.
Royal HaskoningDHV and Witteveen+Bos
have collaborated on major tunnel projects
for 25 years in a partnership called Tunnel
Engineering Consultants (TEC). Current
immersed tunnel projects include the
Fehmarnbelt between Denmark and
Germany (19km tunnel), the Busan-Geoje
Link in South Korea (3.4km), the Hong
Kong-Zhuhai-Macau Link in China (6km)
and the Coatzacoalcos tunnel in Mexico
(1.5km).
TTC new appointment
April 5, 2013
TTC are pleased to announce the
appointment of new international sales
manager, Graham Langshaw. Graham joins
the company with a wealth of experience in
the supply of connection and embedded
items to the segmentally lined tunnel
market. The appointment shows TTCs
commitment to the supply chain and to
enhancing its global presence. All at TTC
have worked with Graham before so his
seamless transition into the company
strengthens the team in their quest for
increased international success.
Final breakthrough for HK
in Wuxi
March 20, 2012
Eight Herrenknecht TBMs have excavated
almost 16km (10-miles) of tunnel, in just 20
months, beneath the emerging metropolis of
Wuxi, near Shanghai, in the east of China.
On March 3, the Earth Pressure Balance
Shields completed their mission with the final
breakthrough of the S-730 TBM for metro
line 2. These first two metro lines in the 3000
6 TUNNELLING JOURNAL
year old town on Taihu Lake are expected to
commence operation in 2014. Five metro
lines are planned in total.
The EPB Shields (which range in diameter
from 6.37m to 6.39m) have been tunnelling
since July 2011 to construct the first two of
five planned metro lines in the 4-million
strong metropolis of Wuxi. They completed
their mission with the final breakthrough of
the S-730 TBM, which achieved top
performances of more than 33m (108ft) a
day and 164m (538ft) a week boring
2,508m (8228ft) of tunnel for the metro line
2 in just 10 months.
Before this, machines mastered challenging
conditions on metro line 1. The S-663, a
compact EPB Shield with a diameter of
6.37m, completed portions of tunnel just a
few meters beneath residential and
commercial buildings. As the machine
launched, on May 24, 2012, just 7m of
overburden was above the machine, and the
distance to the foundation pillars of the
building above were only 3.7m. Therefore, in
order to facilitate the launch in ground
consisting of waterlogged clay, a
groundfreeze operation was undertaken.
Following a smooth start, the machine
quickly passed beneath the building. On
December 7, 2012, the machine achieved
final breakthrough.
BASF and Atlas Copco to
jointly assist sprayed concrete
developments
April 3, 2013
Atlas Copco Underground Rock Excavation
Division and BASF Construction Chemicals
Europe Ltd. have signed an agreement to join
forces to foster further expertise on
sustainable sprayed concrete. This
cooperation follows Atlas Copcos
acquisition of the MEYCO Equipment
sprayed concrete manufacturer in
Winterthur, Switzerland, from BASF. The
acquisition was finalized yesterday with the
closing regular process.
The companies hope the joint research
and development from Atlas Copco and
BASF will enforce MEYCOs leading position
in the development of sprayed concrete
technologies and applications for a global
customer base in underground mining and
tunnelling.
BASFs expert knowledge in chemical
solutions for sprayed concrete together with
Atlas Copcos global expertise in
underground tunnelling and mining
equipment will drive the optimization of
sprayed concrete application, said Daniel
Ruckstuhl, Vice President and head of
BASFs Global Underground Construction
business. The cooperation between the
two market leaders creates a globally
unmatched partnership to further develop
sprayed concrete chemistry and equipment
technology. This joint effort is formed to
enable high performance solutions
supporting safety and cost and time
efficiency in tunnelling and mining projects .
We are pleased to announce this
cooperation and look forward to working
together, he added.
The cooperation will focus on the
development of innovative concrete
spraying solutions with high product
performance and availability, to satisfy our
customer needs, said Bob Fassl, President
Atlas Copco Mining and Rock Excavation
Business Area. We are very pleased to be
able to announce this most exciting
cooperation with a most well- reputed
company, BASF.
MEYCO Equipment invented the first
(gunite) machine operating according to the
rotor principle the MEYCO GM and later
the MEYCO Piccola. Through MEYCO,
Atlas Copcos Underground Rock Excavation
division will look to provide a unique
package of technology, equipment and
application expertise to the market.
MTR awards SCL 1107
to Seli/Chun Wo
April 2, 2013
Hong Kongs MTR Corporation has awarded
the US$128M, SCL 1107 contract for the
Diamond Hill to Kai Tak Tunnels on the
Shatin to Central Line to a 50% Seli
Spa/50% Chun Wo Joint Venture. SELI will
provide the TBM, and perform excavation as
part of the JV.
The 17km long, almost entirely
underground Shatin to Central Link is a
territory-wide strategic railway project with
10 stations, amongst which Diamond Hill is
 NEWS FROM THE WEB

one of the six interchange stations. The LU put out Northern

project is expected to be completed in two Correction Line extension pre-tender
phases, with the section between Tai Wai notice
During the production of Tunnelling
and Hung Hom finished in 2018 and the March 14, 2012
Journals February/March edition, a technical
Hung Hom to Admiralty section in 2020. London Underground (LU) has issued an
error led to an unapproved version of the
The order in Hong Kong adds to SELIs OJEU pre-tendering procurement notice
Sprayed Concrete Developments article
already impressive list of metro line projects. for the delivery of the 400M 600M
(p10) being published. Although copy
Others include Copenhagen, Milan, Northern Line Extension to Battersea
amendments had been provided by those
Thessaloniki, Turin, Rome and Vancouver. Power Station, which includes the
interviewed, not all of these were
SELI is also currently being considered for a construction of 3.3km of twin-bore 5.2m
incorporated in the version that went to
contract in Brazil by Odebrecht for a new i.d. running tunnels and two new stations,
print. TJ apologises unreservedly for the
section of the Sao Paolo metro. one at Battersea and the other at Nine
error and any embarrassment caused to
Elms.
Crossrail Tunnel fit-out award those who feel they were misrepresented, in
Companies have until 15 April to
particular to BASF and the Dr. Sauer Group
April 2, 2013 complete the pre-qualification process
Crossrail has announced that it intends to with contract signing slated for the 6th
award the contract to undertake the major
fit-out of the new rail tunnels to a joint
venture comprising Costain Ltd, TSO and
Alstom Transport. The award of the tunnel
fit-out contract is the last major
construction contract to be awarded by
Crossrail.
Andrew Wolstenholme, Crossrail Chief
Executive said: Construction of the new
rail tunnels under London continues to
advance. As tunnelling concludes work will
get underway to turn the tunnels into an
operational railway with new track installed
as well as power, drainage and ventilation
systems. Tunnel fit-out is one of the largest
contracts to be let by Crossrail and will
create hundreds of new job opportunities as
well as providing a welcome boost to
regionally-based manufacturers and
suppliers.
The contract also includes commitments
to provide apprenticeships and job
opportunities for Londoners. The contractor
will be required to create around 50 new

apprenticeships and new job start roles for

individuals who are long-term unemployed
or out of education or training for six
months or more during the life of their
contract. It is a requirement that all of the
new job starts be taken up by individuals
living within Greater London or within one
mile of the Crossrail route.

TUNNELLING JOURNAL 7
NEWS FROM THE WEB
January 2014. A project completion date
has been set for the end of 2019.
Hong Kong SCL win for
Leighton
March 20, 2013
Leighton Contractors (Asia) Limited, a part
of the Leighton Asia, India and Offshore
Group, has secured an US$680M contract
from the MTR Corporation to construct a
critical component of its 17km long,
predominantly underground Shatin to
Central Link (SCL) development in Hong
Kong the Hung Hom Station and Stabling
Sidings Contract 1112.
The scope of work includes significant
modification works to an existing MTR
station, platforms, tunnel box and
approach tunnels. Construction works are
scheduled to begin immediately, with an
expected completion date in 2018.
Managing Director of Leighton Asia,
India and Offshore, Ian Edwards, said: We
are delighted to win yet another landmark
project with a client with whom we share a
long and successful relationship. Leighton
Asia, India and Offshore has a solid track
record in rail infrastructure in Hong Kong
over some three decades with a number of
significant projects, including the terminus
of Guangzhou-Shenzhen- Hong Kong
Express Rail Link and South Island Line
(East). Our significant rail and tunnelling
experience makes us well suited to
successfully deliver the major infrastructure
projects in the region and we are pleased
to be able to work with MTR again.
The SCL development is a major
transport initiative in Hong Kong that will
connect several existing railway lines to
form two strategic railway corridors. It will
be built in two sections, Tai Wai to Hung
Hom Section at 11km, and Hung Hom to
Admiralty Section at 6km.
8 TUNNELLING JOURNAL
connecting Central to the corridor at North
Point via Wan Chai and Causeway Bay.
Construction works for the project started
in 2009 and will be completed in 2017
Rail staff prevent tunnel
disaster
March 8, 2013
Prompt action by a train driver averted a
major Tube disaster in London, UK (Friday,
March 08) when two piling drills breached
the tunnel lining of the Moorgate to
Finsbury Park Northern City line.
The incident happened after the driver of
the 10.02am First Capital Connect (FCC)
train from Moorgate, in London, to
Welwyn Garden City, in Hertfordshire, saw
muddy water pouring on to the roof of his
train just north of Old Street station.
He reported the incident and all rail
services were stopped.
At 11.05am a Network Rail operations
manager joined another driver on board an
Hong Kongs Central-Wan empty train from Moorgate to investigate
Chai Bypass tunnel awarded the problem.
March 20, 2013 As the train approached the area at low
Hong Kongs Highways Department has speed, two large piling drills burst through
signed a $622m contract with China State the lining of the tunnel, dropping
Construction Engineering for the Central- brickwork into the tracks. The train stopped
Wan Chai Bypass. in time but the driver was shaken by the
The contract involves the construction of incident.
a 300m-long section of twin-box tunnel The rail route, used by two million City
under the seabed of Causeway Bay workers every year, will remain closed while
Typhoon Shelter and a 150m-long slip-road the incident is investigated and repairs are
tunnel beneath the existing Victoria Park carried out.
Road and the northern part of Victoria British Transport Police have visited an
Park. office construction site above the line and
Director of highways Lau Ka-keung said the Rail Accident Investigation Branch has
this was the final contract for tunnel been notified.
construction under the project. FCC managing director Neal Lawson
With the commissioning of the project, said: This was a serious incident that could
the travelling time between Central and the have ended very differently had it not been
Island Eastern Corridor at North Point via for the vigilance and prompt reporting and
the bypass will take only five minutes, said actions of our drivers. Whoever is
Lau. It will relieve the traffic congestion responsible must be held to account.
along Connaught Road Central, Harcourt Network Rail route managing director
Road and Gloucester Road. Phil Verster said: Our engineers are on site
The overall project is a 4.5km dual three- assessing the damage and we will restore
lane carriageway with a 3.7km tunnel the railway as soon as possible.
Breakthroughs on Milans Line 5
March 20, 2013
Both EPBMs boring the Milan Metro Line 5 twin-tube tunnels have successfully
broken through at Cenisio station and are now progressing well along the
rest of the drives, SELI has announced. TBM S-388 broke through at Cenisio
station on 22/01/2013 followed by TBM S-238 on 16/02/2013. TBM S-388 is
currently at 1,118.04m (of 2,193.09 or 51% of tunnel) whilst TBM S-238 is
currently at 756.38ms (of 2,198.9 or 34% of tunnel). The Client, Astaldi Spa is
excavating the tunnels using two EPBMS, one 6.79m diameter and the other
6.76m. The lining of the tunnel comprises 300mm thick, 1400mm long precast
reinforced segments. Each ring has an outer diameter of 6.4m and an i.d. of
5.8m made up of 6 segments and a key.
Excavation began in August 2012 and is scheduled for completion in May
2014.
 Safety aspects are one of those high
priorities in equipment selection choice at
our company.When we looked at the types
of machines that could not only support our
project but also handle all the conditions
and the huge size of the tunnel we were
going to undertake, the Sandvik range
offered exactly what we needed.

Kim Bailey
Plant Manager
Leighton Contractors (Asia) Ltd.
Hong Kong

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SANDVIK_UU_Leighton_210x297_ad_4-2013.indd 1 18.4.2013 10.19

TJ_0513_KORALM_010_016.qxd:Feature 22/4/13 20:33 Page 10

SEGMENTAL LINING

The Koralm Project at a glance

Austria's new Koralm tunnel is one of the
largest infrastructure projects in Europe outside
of the three great Alpine pass crossings at
Brenner, the Swiss Gotthard and France's Frjus.
At just under 33km long and with a maximum
cover of nearly 1200m it is at least approaching
the same kind of scale.
The twin bores for high-speed rail trains will
form a critical link through Klagenfort in
southern Austria and on to the north east via
Graz and Vienna. Another major tunnel, the
Semmering is also required and is currently
under tender by the Austrian Federal Railways,
which is also the client for the Koralm.
The Austrian route section in turn is part of a
key trans-European route, the Axis 23 Adriatic-B
Baltic corridor which will eventually connect
Gdansk on the Polish north coast with Venice in
north-east Italy.
The Koralm tunnel has been split into three
main sections. A small southern contract has
already formed the portal and an initial
conventionally excavated 2km of tunnel. It
starts near the little town of Deutschlandsberg
sited in the vine and farmland valley
countryside before the Koralm mountain range.
It is almost complete.
Second and largest of the contracts,
underway since late 2011 is for the central
portion, with around 2km of conventionally
excavated tunnel required for each bore and
then long TBM drives through the hard rock of
the Koralm mountains. These are slightly
different lengths, 17.1km on the north side and
15.7km on the south. Both machines have just
begun work.
the west and the harder gneiss of the
mountains. Strabag did that work in 2005-07,
making a small 45m2 cross-section bore.
It was thought this might be a difficult area
but in the end it was more straightforward than
thought, says Lehner.
The interface fixes two different types of
tunnelling for the project which uses
conventional excavation in hard clays to the
west and switches to TBM for the longer hard
rock. This is mainly gneiss, a layered form first,
with split planes - it is used locally for making
roof tiles and then solid older rock.
The main contract, for some 600M, was
begun in January 2011 with formation of two
deep access shafts and the conventional drives
heading in both directions. They also saw the
creation of two large parallel caverns for the
assembly of the TBMs.
The Aker Wirth machines, each with a double
head, arrived on site late last year and the first
began driving in February with the second
starting work just before Easter. They have an
outside diameter of 9.93m. Swiss firm Rowa
supplies the follow on back up train and
segment delivery equipment.
They erect a six segment ring as they go, five
pieces plus a full size key element; inner
diameter of the rings is 8.8m and the ring
segment thickness is 350mm leaving an annulus
of 200mm which is filled with pea gravel.
Details of the tunnelling will be explored in a
follow on article.
Czech Republic

The drive length difference is due to previous

exploratory works on the third section and
Germany
logistical issues which alter the breakthrough Vienna
Slovakia

point on the southern bore, explains Wolfgang

Lehner. He is project director for the joint
IA

venture carrying out the work, formed from an

80% majority of contractor Strabag with R
Austrian tunnel specialist Jgerbau. T
S
There was a shaft and fairly long exploratory A U Graz
Hungary
tunnel of around 10km done for the Lot three,
he says. The third contract, to be let shortly, is Klagenfurt
for 12.8km of twin tunnel, most to be done by
Italy
TBM. Slovenia Croatia
An exploratory tunnel was also done for the
longest central section, to pin down the geology Above: plan map of the Koralm Tunnel
as much as possible and particularly to find the location. Below: section showing the
interface point between soft glacial ground in construction lots of the tunnel

Main construction sections Koralm tunnel

Percentage of the e
gen
overall excavation Neo
tyria .1km
sections: S M4 East portal
NAT
KAT I: 8%
KAT II: 57% thia t alline
Carin Crys km
KAT III: 35% 15.7
TBM
km
Fault 5.1
nttal NAT
M
ava m
e /L 12.1k TI
en TBM KA
go

km
17.1
Ne
km

TBM II
KAT
0.7

6km
l 10.
TM

unne
or y t
NA

rat
xplo
TM/e
NA Shaft: 60m
West portal III
KAT NATM: 4.4km
TBM: 32.8km

10 TUNNELLING JOURNAL
TJ_0513_KORALM_010_016.qxd:Feature 22/4/13 20:33 Page 11
KORALM TUNNEL
SEGMENTS -
complex monitoring
and management
Strict quality control and tracking requirements
are being met with the SDS computerised
production control system for the segments going
into the new Koralm tunnel in Austria. Adrian
Greeman visited the site and files this report
DRIVES FOR THE MAIN sections of the
Koralm high speed railway tunnel project
began work at the beginning of this year, two
9.9m diameter TBM hard rock bores of 15.7km
and 17.1km length respectively form the lines
on the north and south sides of the alignment.
They will take around three years to complete
their eastwards progress, meeting eventually
with 12km and 10km drives coming the other
way by another contractor.
The Strabag-Jgerbau joint venture
contractor for the central and largest section of
the project, Lot 2, is pleased with the start it
has made on the TBM sections. The first
machine began in February on the southern
bore and the second machine starting work
earlier than expected, just before Easter.
Meanwhile in its first two years, the
contractor has already made some 4.4km of
tunnel by conventional methods in soft ground
near the western end. But the hard rock drives
are the key part of its 600M contract.
A key element of its work in the initial period
of the contract has been setting up and
preparing for the segment production and
delivery to the machines which will consume
eventually some 103,500 segments for the
rings and another 17,250 larger invert
segments. These 13.4t pieces are for a flat floor
which is installed immediately behind the
machine and to which are bolted twin railway
tracks for personnel carriers, logistics and
machine supply of segments and grout.
Strict requirements for quality of the
SEGMENTAL LINING
segments have been set by the client BB-
Infrastruktur, the capital works division of
Austrian state railways. As well as tight quality
assurances it wants full traceability of the
components in the segments to allow for
easier trouble-shooting and investigation in the
event of damage or failure within the tunnels.
The requirements arise particularly from
caution about potential difficulties in the rock
and particularly in the first seven or so
kilometres of the drives through striated gneiss
with significant slip surfaces in the rock. For this
section there is also a very unusual requirement
for an in situ lining.
The TBM will install a basic segmental lining
and then we will follow on with a waterproof
drainage membrane and in situ inner shell cast
using a travelling formwork as you would in a
conventional tunnel, says Strabag project
director for the joint venture Wolfgang Lehner.
In the later harder gneiss section the tunnel
will use simply the plain segmental lining.
All these segments must be produced on
site. The client ruled out segment production
elsewhere and delivery to site because of the
potential disruption it would cause. The area is
a pleasant rolling landscape of farmland,
vineyards and small townships.
The delivery of so many segments by trucks
over a three year period would have been
impossible, says Andreas Lange, segment
production manager. He says that it would also
have been difficult to bring them in by rail,
because although there is a line to the site,
TUNNELLING JOURNAL 11
 ENVIRONMENTAL
MONITORING
AND MACHINE
CONTROL: FROM
BREAKING GROUND
TO BREAKING
THROUGH.
SEE THE LIGHT

Trolex is with you from project inception through the lifetime of

the tunnel, providing Environmental and Machine Monitoring and
Control. With a direct line to project engineers, rapid-response on-site
support and a full commissioning and maintenance service, youll find
working with us to be an enlightening experience.

See the light at www.trolex.com

or call +44 (0) 161 483 1435

TUNNELING JOURNAL AD A4 DPS.indd 1 22/03/2013 14:18

 ENVIRONMENTAL
MONITORING
AND MACHINE
CONTROL: FROM
BREAKING GROUND
TO BREAKING
THROUGH.
SEE THE LIGHT

Trolex is with you from project inception through the lifetime of

the tunnel, providing Environmental and Machine Monitoring and
Control. With a direct line to project engineers, rapid-response on-site
support and a full commissioning and maintenance service, youll find
working with us to be an enlightening experience.

See the light at www.trolex.com

or call +44 (0) 161 483 1435

TUNNELING JOURNAL AD A4 DPS.indd 1 22/03/2013 14:18

TJ_0513_KORALM_010_016.qxd:Feature 22/4/13
SEGMENTAL LINING
installed as part of the mobilisation, it does not
have sufficient capacity. It is needed for
supplies like the pea gravel, grout and so forth
and for removal of spoil, he say.
But producing so many segments on site has
its own difficulties, most of all the space.
Within a tightly constrained area the contractor
must have not only its tunnel access and spoil
disposal handling but also two segment
factories and a storage area. That is very
small, says Lange. For his purposes, he has a
yard stretching approximately 150m in each
direction from the central tunnel access shafts,
and just 50m wide. Within this enough
segments must be stored to allow for 28 days
of hardening and supply to the machines. A
supplementary area is available to the back of
the site but it is not much.
Different rings
Complicating the picture is the need to
produce various types of ring segment. There is
a basic ring, and then a high strength ring with
more reinforcement and a stronger mix design
for the concrete. A third type of specially
reinforced ring is needed for the points in the
tunnel where the tunnel lining will be broken
through to form cross passages, every 500m.
These have more steel still and heavy 100mm
diameter dowel bars at three points to connect
to the next ring, to give the lining stability once
some segments are broken out.
The big 4m long invert sections also have to
be made and stored. They use a different
concrete mix still.
The invert sections mean you need extra
space for those to have their own areas even if
sometimes it is left empty, says Lange.
The solution to these problems, both
tracking and checking elements and then
storing and locating them has been a relatively
complex database and tagging system
developed by TBM guidance system maker
VMT. Called rather prosaically the Segment
Documentation System it has been given one
14 TUNNELLING JOURNAL
20:35 Page 14
Above: the invert. Top left: segments
delivered to the base of the shaft. Top
right: segment installation at the TBM
of its first full outings at Koralm.
It works with two main elements, firstly a
labelling and tagging system to trap and then
enter information and then a relational
database taking advantage of the ways that
data can be added together, cross referenced
and queried to bring up all the pertinent
information about any particular item.
Management audits, reports, and other
information can be drawn out in myriad forms.
VMT has also developed software within the
system for highly accurate measurement and
virtual 3-d modelling of segments and the
mould they are produced in.
Modern segments are made to exacting
tolerances, says Nod Clarke-Hackston,
international sales manager for VMT, and
even a fraction of a millimetre can set it out.
The system uses input from modern laser
scanners, two of which in fixed positions can
be used either to scan the interior of a steel
form or the final segments once removed. The
factories at Koralm have a measuring space
fitted with Faro scanners.
These can work in minutes compared to
painstaking day long checking with total
stations required in the past. A 3-d best-fit
volume model is produced. VMT has specific
software, TubGeo for this purpose.
Scans are carried out on a regular basis to
check the forms and also on the output of
segments with a specified procedure to check
the first ten from each model, then to sample
one-in ten and dropping to one in 500 if no
deviations are being picked up.
The SDS also comes with a tagging and
recording system using bar codes in this case,
though RFID mini-chips can also be embedded
for automated work. The various inputs into a
segment are all tagged with their own
individual identifiers barcodes.
At Koralm there are two factories for
segments each using Herrenknecht made
forms, moving around a production carousel
with a seven-hour heat curing oven. There is a
separate batching plant for each factory fitted
with Liebherr pan mixers. An upper floor is
used to assemble the steel segment
reinforcement cages.
Deliveries of cement, additives and in some
cases, aggregate, are by rail, says engineer
Robert Goliasch, on a line we built for the
project from the main line.
The various component streams into a
segment each have a bar code, including the
concrete batch, the steel form itself, and the
reinforcement cage. Tags are heavy duty
weatherproof plastic stuck on the outside or in
the case of the reinforcement cages, are like
airline baggage tags around one of the bars,
TJ_0513_KORALM_010_016.qxd:Feature 22/4/13 20:36 Page 15

SEGMENTAL LINING

Above left: a partial Koralm Tunnel ring. Above right: barcoding of each individual segment
also in heavy plastic. Each barcode number
references data on the particular elements such
as details of time and date of mixing, water
content, cement content and aggregate for the
concrete, the rebar design for the cages or the
particular mould and its laser scan details.
The workers in the factory have hand held
scanners to record the particular barcodes as
they go through the process and enter further
details. Mould preparation, moulding,
concreting, de-moulding, initial indoor curing
storage for 24hours, and outside storage all
see data entry.
The scanners are quite easy to use, like
modern Smartphones, with touch screens to
call up the appropriate menu, explains Lange.
The final segment gets a new barcode as it
leaves the mould, made up of the form code,
the reinforcement and the concrete, and this
then allows its progress to be traced.
That code is used to follow the segment
through to the machine. The segment erection
procedure at the machine also uses barcode
readers so that the exact segment installed in

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TUNNELLING JOURNAL 15
TJ_0513_KORALM_010_016.qxd:Feature 22/4/13 20:37 Page 16

tracking systems in the container ports, which

the company primarily supplies and are able
easily to work here with the positional
information in the database.
VMT offers an optional interface between
the database and the crane navigation displays
in the cab and automation is also possible.
In consequence virtually no space is left free
in the yard. To further save space the yard has
adopted a double-stacked formation, with the
six elements of one ring stacked on six more
below. That is the reason we chose a full size
keystone design for the segment ring,
explains Stephan Frdl, a design engineer for
the segments at Zblins design unit, now part
of Strabag. A half unit would have prevented
stacking above it. Similar considerations made
the use of a universal ring the obvious choice,
since a left-right ring system would have
needed greater space.
The tracking system also helps limit the
number of high strength rings needed at any
one time. The exact requirement for the
stronger segments is not known until the TBMs
reach a patch of bad rock along the bore. Rings
are then needed immediately which means a
reserve of stronger rings has to be kept and
found on demand. There is a small surplus
needed all the time, says Lange. If there is still
a surplus by the end of the drive he says they
will simply replace basic rings for the last small
section of the tunnel to use them up.
The database can also store visual images,
which is particularly useful if there are cracks or
faults in any segments, so that images of the
problem can be attached to the other data all
the way back through production and delivery.
All this will more and more come into play
now as the two TBMs get into their stride on
the tunnels and the consumption of segments
reaches full use. Just how that works goes is
another story - to be told in the next issue.

the exact position in the tunnel is detailed. Preparation and arranging of the cages and the Herrenknecht Formwork segment factory
It means that very precise information is
available on every ring of the tunnel lining if
any issues develop, says Lehner. That allows
for a high level of fault diagnosis. Was there a
problem with the temperature, the concrete
mix, the rebar etc?
The individual segment tracking system has
another function too, in storage of the
segments. Because of the tight limits on space
Lange wants to avoid leaving empty voids in
the storage racks. But usually, to know where
segments are, and equally to access them
quickly, requires ordering then by type and age.
But the database can track very precisely
where a segment has been stored within the
yard, says Lange. That means the segments
can be piled up close and then to find any
particular type of segment and especially to
locate segments sufficiently aged for concrete
strength, the database is queried.
The 60t capacity Knz portal cranes used in
the yard work with such database storage

16 TUNNELLING JOURNAL
Seli_Pub_tj_II.qxp:Layout 1 19/03/13 11:48 Page 1
TJ_0513_ROUNDUP_018_021.qxd:Feature 21/4/13
SEGMENTAL LINING
Pre-cast segments
The Alaskan Way Ring
assembled in all its glory
MOULD MANUFACTURER CBE GROUP can
now boast a hat-trick of mega-tunnels. Its
latest contract in this family is the Bosphorous
Strait Road Crossing in Istanbul, requiring rings
with an outer diameter of 13.2m.
The Istanbul project joins the Alaskan Way in
Seattle, with its 17m outer diameter rings and
the Waterview project in New Zealand (see
photo caption) which has a 14m outer
diameter. Though Alaskan Way is the big
brother of the trio, all these projects require
the same, particular approach to mould
manufacture, casting and installation.
The issue is precision, every step of the way,
says CBEs sales director Alain Praut:
Because all of these tunnels are in seismic
areas, the precision of the segments is a main
concern.
In areas of seismic activity, the contact face
between segments is very significant. That
means any wrong positioning of the ring,
which can come when the TBM places the
segments or due to the ring geometry, can
break the segment, creating weakness or
failure in the ring.
This is something of which the tunnels
owners are very aware, says Praut. The
clients specifications are much more precise
than, say, for a 6m-diameter subway tunnel,
he says. On these projects control is very
strict, very rigid.
Insurance premiums on tunnels in this type
of geology are high, says Praut. The insurance
companies demand more controls to reduce
the premiums.
Precision, precision
Avoiding the situation of an imperfect ring all
starts with the manufacture of the moulds.
The challenge in making the moulds is having
18 TUNNELLING JOURNAL
12:27 Page 18
a narrower tolerance with a bigger surface.
The challenge is amplified, says Praut.
Imagine having the same tolerance over a
4m length as over a 2m length: its a very big
difference.
Achieving those tighter tolerances requires
three things, says Praut: more man hours, the
right equipment and a strict checking regime
using laser scanners.
The extra time spent in making these
moulds for mega-tunnels comes from the
iterative adjustments which have to be made
to get the mould within those tight tolerances.
Laser scanning, which CBE has been using for
the last seven years, is a key tool in checking
this.
Machinery is important too, says Praut. For
example, the CNC machines which are used to
machine the end faces of the moulds, which
will create the contact faces of the segments,
must be big enough.
We have the capacity internally to machine
the 8m-long sides in a single pass because we
have the correct equipment to do it, says
Praut. It means that we can guarantee the
geometry of that face and increase the
accuracy.
Once the moulds have been honed to
perfection and delivered to the precast
segment casting company, the next challenges
are how to produce accurate, identical
segments and how to avoid damage during
demoulding, moving and storing. The only
approach here, says Praut, is to create a
manufacturing facility more akin to a car
production line. Human input is very limited
to avoid introducing stresses and to reduce the
change of mishaps, he says.
For segments of this size, the only option is
the controlled environment of the carousel.
The segments must achieve a minimum
strength of 15MPa before they are demoulded
and handled.
To ensure the segments wont be
damaged, the first thing is to have the correct
curing of the concrete, says Praut. If you
want to control and to set the same standard
for every single segment, you must have a
repetitive environment in terms of temperature
and humidity. You cannot do that with static
moulds.
Minimum strength assured, the next step is
to arrange every stage of the handling process
so that damage to the segments is avoided.
On New Zealands Waterview project, where
the segments weigh in at 10.6 tonnes, Wilson
Tunnelling has invested in all the latest
handling and storage equipment in order to
achieve maximum efficiency, says Praut.
Handling and the logistics inside the
precast yard is a key issue, he says. You can
waste a lot of time by handling, moving and
turning these big segments. Wilson wanted to
have the most productive equipment for these
big segments.
They wanted to set a high standard for
producing segments in New Zealand. And
they may perhaps re-use the equipment for a
project following on from Waterview.
The equipment was manufactured by CBE
Group company Acimex, which in February
relocated from Paris to St Avertin next door to
its parent. Acimex supplied Waterview with
equipment including a demoulding vacuum
lifter, a hydraulic turning device which restrains
the segment on every access whilst rotating it
through 180 degrees and hydraulic trolleys
deliver the segments automatically from inside
the factory to the external storage yard.
Due to the size of the segments, the
equipment is pretty big, requiring a lot of
design and a lot of complex systems such as
the PLC and hydraulic controls, says Praut.
And so to site
The theme of precision must continue once
the segments are on site, being placed behind
the TBM. During the boring process when
the cylinders are pushing on the segments, the
force required for these big TBMs is very
high, says Praut. This means the position of
the segments in relation to the previous rings
must be perfect. Otherwise the force from the
cylinders which are supplying the torque to the
cutting head can destroy the segment which
has just been installed.
A saving grace is that the advancement of
such large diameter machines will be slower
than for a standard diameter TBM. The
boring wont be very fast, so they will have
time to adjust the segments, says Praut.
TJ_0513_ROUNDUP_018_021.qxd:Feature 21/4/13 12:27 Page 19

SEGMENTAL LINING

a glimpse There are other reasons why accuracy of

ring build is important for these three large
diameter tunnels. First because other concrete
structures will be assembled in the tunnels
afterwards; these are double-deck tunnels.

into the future

Second, all the tunnels run beneath water
bodies, which means that getting the sealing
right between segments is crucial. The gasket
position on these segments is important for
avoiding leakage in the tunnel, says Praut.
From utility tunnels to mega-tunnels, precast Conventional gaskets, rather than cast-in,
will be used for all these three projects,
concrete segment technology continues to although Praut believes it is only a matter of
evolve. Below, Kristina Smith talks to the CBE time before this technology will be used on
large diameter tunnels such as these. We
Group about the challenges of manufacturing talked about it with the client on the
Bosphorous Strait, but at the moment the
and installing large-diameter rings and gasket suppliers do not have reference projects
which prove they can meet these
Herrenknecht Formwork Technology, who specifications.
reveals a new integrated liner it hopes will These huge tunnels are carrying human
beings, not waste water or utilities, so we do
revolutionise the wastewater sector. not want to take one single risk with them.

LANDMARK PROJECT FOR NEW ZEALAND

The Waterview Connection in Auckland, New Zealand, includes the countrys largest
tunnelling project for decades: two 2.5km tunnels requiring precast segments for
rings with an outer diameter of 14m. CBE Group has supplied four sets of segment
moulds, a carrousel and handling equipment (pictured) to precast manufacturer Wil-
son Tunnelling which is a sub alliance partner to the consortium delivering the job,
Well-Connected Alliance (Obayashi Corporation, Fletcher Construction, McConnell
Dowell Constructors, PB New Zealand, Beca Infrastructure and Tonkin & Taylor).
A Herrenknecht EPBM machine will create the tunnels, boring through the
areas volcanic geology. Due to start later this year, the tunnelling should be
complete by 2017.
The $1.4bn contract to build 5km of new motorway connecting highways to
the North and South of Auckland, will be New Zealands biggest ever transport
project ever. And the consortiums contract includes 10 years of maintenance
after the motorway has opened which means that build quality and accuracy
are high on the agenda.

TUNNELLING JOURNAL 19
TJ_0513_ROUNDUP_018_021.qxd:Feature 21/4/13 12:27 Page 20

SEGMENTAL LINING

Herrenknechts new inliner

system can cut build time in half
Herrenknecht Formwork Technology has recently been
working on furthering the usability of its Combisegments
precast concrete lining segments. Instead of GRP, a new
material, pDCPD - Polydicyclopentadienefor, has been used
as the cast-in plastic liner. The manufacturer promises the
replacement polymer provides not only improved strength
but also higher resistance to chemicals.
HERRENKNECHT FORMWORK TECHNOL-
OGY has developed the next generation of
its Combisegments precast concrete lining
segments, using a new material for the cast-
in plastic liner. The manufacturer has
swapped GRP for pDCPD - Polydicyclopenta-
diene a polymer with much improved im-
pact resistance and better chemical
resistance.
Using pDCPD brings several benefits, not
least the fact that the EPDM gasket is
integrated into the plastic liner during the
first step of the two-stage manufacturing
process.
One of the main advantages is that the
gasket is 100% overmoulded and therefore
mechanically connected into the liner, says
Herrenknecht Formwork product manager
Jrg Riechers. After drilling the tunnel and
installation of the rings, its finished and
ready for operation. Thats truly a one-step
lining.
And because you are removing the need
to glue the lining onto the surface, this also
means we can raise the safety level during
ring installation in the tunnel.
Unlike other versions of precast segments
with cast-in liners, the joints need no second
operation to seal them. The EPDM gaskets,
pushed together and compressed, form a
totally watertight seal, containing the tun-
nels contents and protecting the concrete in
the segments from corrosion.
This means that not only the main inter-
nal surface of the segments is lined, but the
edges and seam area as well, says Riechers.
We believe this will lead to better durability
of the tunnel.
Contractors
will save time, Figure 1 Diagram
and therefore showing
money, says functionality of the
Riechers. First, EPDM gaskets
less excavation
will be required
as the Combiseg-
ments wall thick-
ness is thinner
compared to that 25

of a typical multi-
33
layer system. And
second, the inte-
grated gasket
means build time
is speeded up
Herrenknecht
says by up to
50%. 8
20
Designed for

20 TUNNELLING JOURNAL
TJ_0513_ROUNDUP_018_021.qxd:Feature 21/4/13
sewage, stormwater and sea water tunnels,
Herrenknecht started to show this version of
Combisegments to its customers around six
months ago. Although the target diameter is
the typical utility tunnel diameter of 2m to
5m, there is no limit as to what size could be
Above: The Combisegments test ring in
the Herrenknecht factory in Schwanau
produced, says Riechers. Already,
Herrenknecht is in discussion about
Combisegments use on a number of projects
around the world.
Roots in Russia
Herrenknecht launched its first GRP version of
Combisegments in 2007, with the first and
only - use on the Yuzhny Sewage Pipeline in
Tzariayno, Moscow in 2009. Although this
project was counted as a success, GRP offers
challenges during both the manufacture and
installation phases, so Herrenknecht began to
research alternative materials around three
years ago.
GRP is very rigid, says Riechers. It takes
a lot of effort to put it into moulds and to fix
the gasket.
pDCPD, on the other hand, is not rigid. It
has good impact resistance; some of its com-
mon uses are for bumpers on trucks or fend-
ers on agricultural and construction plant.
This property brings benefits during
construction too. If someone drops a hammer
onto the GRP lining it is likely to break,
12:27 Page 21
whereas with pDCPD it isnt likely to.
There are two main steps in the manufac-
ture of Combisegments using pDCPD. The
first is to create the pDCPD liner using
Reaction Injection Moulding (RIM).
The EDPM gasket, handling sockets and
the system for anchoring
the liner into the concrete -
a polypropylene honey-
comb structure - are placed
into the mould. Once the
mould is closed, the injec-
tion process takes a maxi-
mum of 20 seconds.
The second step sees the
resin liner simply laid in the
bottom of the concrete
mould. Reinforcement can
be added as required, and
the concrete cast in the
usual way.
In February 2013,
Herrenknecht Formwork
built the first ever structure
using the second-genera-
tion Combisegments: a
vertical test section at its
factory in Schwanau,
Germany. Five rings and
4m high with an internal
diameter of 2m, the manu-
facturer is inviting potential
customers to come and
inspect it.
Sights on site
Herrenknecht Formworks
goal is that the segments
be made on site. We are planning right now
to be able to produce Combisegments on
site, says Riechers. When you produce pan-
els in Europe and ship them to the Middle
East, there will probably be increased costs
due to shipment and there is always a risk
SEGMENTAL LINING
that you will wait for the panels.
Producing them on site will bring big ben-
efits of time and cost. If you want to use a
simple PE pipe for lining the concrete seg-
ments in a second step, you have to ship it all
over the world. That means a lot of transport
time and costs.
With pDCPD, the raw materials are shipped
to site, taking up far less space. The polymer
is created by mixing two liquid resin compo-
nents, supplied by Telene, which combine in a
chemical reaction.
Though pDCPD will be new to most tun-
nelling markets, it has been used in sewage
and water tunnels in Japan on 12 projects
since 1995. There, the process is different,
with sheets of pDCPD laid into the moulds,
which means that the joints must be sealed
after the segments have been installed.
Japans experience has provided useful for
Herrenknecht which has visited projects
where pDCPD have been used earlier this
year. We were impressed by the quality of
the tunnels, says Riechers. Test data from
the Japanese Institute of Wastewater Engi-
neering Technology has also served to corrob-
orate Herrenknechts findings.
In Germany, tests by the German Institute
of Underground Infrastructures (IKT) are also
underway, with the manufacture aiming to
have national approval by the end of this
year. The segments are being put through
their paces, with properties from water tight-
ness to pull-out strength of the anchoring
system being tested.
This is a big development for us, says
Riechers. People have heard of Combiseg-
ments but they havent heard about this new
version with this new material. I think it could
make a big difference in the market.
Below: Tests being carried out by the
German Infrastructure Institute
TUNNELLING JOURNAL 21
TJ_0513_ARUP_022_026.qxd:Feature 21/4/13
SEGMENTAL LINING
Developments
in Joint Design for
SFRC Segmental
Tunnel Linings
Arups Owen Francis and Michele Mangione here
describe a new method for limit state design for
steel fibre reinforced concrete segmental linings
ADVANCES IN TBM TECHNOLOGY and
demand for larger underground space has led
to a trend towards larger bored tunnel
diameters. As a consequence, segmental
tunnel linings need to cater for larger forces
and segment joints are being subject to higher
contact stresses. The need for careful
consideration in the design and detailing of
the segment joint zones is therefore becoming
increasingly important. Traditional segment
joint design is been based on the approach
presented in concrete design codes for
prestressed concrete anchorage zones and
relies on conventional reinforcement to cater
for the effects of concentrated contact stress.
However, this approach is not directly
applicable for use with steel fibre reinforced
concrete (SFRC) segments which are
increasingly being adopted to take advantage
of their potential for production cost savings,
improved handling robustness and long-term
durability benefits. This paper presents an
alternative first principles approach for limit
state design of SFRC segment joints that has
been used with success on a number of recent
projects. It describes an analysis methodology
to assess the state of stress at the joints and
provides a rational basis to justify the
elimination or reduction of conventional
reinforcement, which may have otherwise
been deemed necessary.
Introduction
Unlike a mined tunnel lining, which is typically
cast in place, a segmental tunnel lining is
assembled in place from precast component
segments within the tail shield of the machine.
The unique nature of this type of tunnel
construction imposes a number of additional
design considerations when compared to
conventional cast-in-place final linings.
In particular, local effects associated with the
22 TUNNELLING JOURNAL
12:38 Page 22
transfer of concentrated compressive stress to
the segment joints can be significant and may
result in longitudinal cracking and splitting at
the joints. The following joint loading scenarios
have been identified as critical and should be
explicitly considered during detailed design:
(a) Application of ram thrust to the
circumferential joint
(b) Transfer of hoop thrust across the radial
joint
Although there are a number of alternate
segment joint types, including knuckle joints
and rounded joints, the standard flat joint
shown in Figure 4 has a proven high load
capacity, is simplest for mould construction
and is typically adopted in practice. The
methodology described in this paper applies to
precast concrete segmental linings with flat
joints supporting undrained circular tunnels
excavated by TBM.
Identifying the problem
General - For flat joints, the gasket groove
and caulking groove reduce the available joint
contact width, tj, to less than the full segment
width. In addition, at radial joints, the actual
joint contact width, tj, may be further reduced
as a result of joint rotation associated with
ovalisation of the lining as shown in Figure 5.
As the joint contact width reduces with
respect to the segment thickness, the
compressive force to be transferred at the joint
becomes concentrated over the remaining
contact width.
When concentrated compressive stress is
applied to a joint face, either from ram thrust
on the circumferential joint or from hoop
thrust on the radial joint, significant transverse
tensile stresses are induced as the
concentrated contact stress distributes to the
full width.
Anchorage analogy - An analogy can be
drawn between the concentrated compressive
forces applied to the segment joints and the
concentrated compressive force exerted by a
stiff centrally located bearing-type anchorage
in the case of a post-tensioned concrete
beam. In each case, the compressive force
exerted on the concrete is concentrated over a
small area and a complex state of stress
develops in the concrete in the immediate
vicinity of the applied force.
A transition length, approximately equal to
the depth of the section, is required for the
local stress concentration to disperse and for
the uniform compressive stress distribution
associated with simple beam theory to
become established. In doing so, the
longitudinal compressive stresses spread out in
a curved trajectory over the transition length.
The compressive stress trajectories are shown
schematically in Figure 1a. The curvature of
these compressive stress trajectories result in
transverse compression occurring near the
loaded surface and transverse tension over the
remainder of the transition length. The
variation of transverse stress at mid depth with
distance from the face is shown in Figure 1b.
The case of a rectangular end block loaded
by a stiff centrally located bearing plate was
originally studied by Guyon (1953), Leonhardt
(1964) and others to determine the elastic
distribution of transverse stress at mid depth
for varying ratios of stress concentration, a/d,
shown in Figure 2a. It is a relatively
straightforward exercise to verify these
findings with the results of simple numerical
analysis shown in Figure 2b. The resultant
distributions of transverse tensile stress have
been normalised to 0, where 0 is given by
P/d and is the magnitude of the uniform stress
distribution at depth. In these studies the end
plate is assumed to extend right across the
block in the z-direction to reduce the problem
to two dimensions. For segmental lining joints,
where the aspect ratio of the applied contact
stress in the z-direction is typically > 4, this
simplification is reasonable.
Design considerations at segment joints
- The local effects arising from the application
of concentrated compressive stress to the joint
faces that must be considered during detailed
lining design are summarised in Table 1.
The terms bursting and splitting are
generally used to describe the transverse
tension effects arising from the application of
concentrated compressive stress. Both terms
are associated with potential longitudinal
cracking. Bursting is due to the peak
transverse tensile stress shown in Figure 2 and
occurs just below the loaded face. The
anchorage analogy described in Section 2.2
can be extended to show that significant
transverse tensile stress is also induced at the
loaded face between multiple widely spaced
loads. The corresponding longitudinal
cracking at the circumferential joint face
between the thrust ram shoes is referred to as
TJ_0513_ARUP_022_026.qxd:Feature 21/4/13 12:38 Page 23

SEGMENTAL LINING

Contact stress distribution incomplete primary grouting or ground

Figure 1: Analogy with bearing For a given contact force, the magnitude of
type anchorage for post-tensioned induced bursting stress is strongly influenced
concrete beam by the joint contact width and distribution of
the contact stress. Figure 2 illustrates the
Transition length inverse relationship between contact width
and magnitude of peak bursting stress while
Figure 3 shows the positive correlation
between eccentricity of contact stress
distribution and magnitude of peak bursting
P 0
stress.
For design of segment joints, the joint
contact width and corresponding contact
stress distribution must be established before
(a) Compressive stress trajectories
Table 1: Design considerations for SFRC segment joints
loading with a horizontal to vertical stress ratio
1 and is typically expressed as diametrical
distortion. The corresponding theoretical joint
opening can be calculated geometrically
assuming elliptical deformation of the ring and
infinitely stiff segments so that all deformation
occurs by rotation of the joints as shown in
Figure 5.
However, this theoretical geometrical
opening of the joints is countered to some
extent by the closing effect associated with the
transfer of hoop thrust across the joint. As
hoop load is transferred, the concentrated

Joint Loading Local effect to be considered

a Tension
Circle (Circumferential) Ram thrust (a) Bearing at contact surface
d x/d
P (b) Bursting beneath the applied contact stress
0.5 1.0 1.5
(c) Splitting at joint surface between rams
Compression
Radial (Longitudinal) Hoop thrust (a) Bearing at contact surface
(b) Bursting beneath the applied contact stress

(b) Transverse stress distribution (or as part of) the analysis to determine the Figure 4: Contact width and stress
bursting and splitting stress.
distribution at circumferential joint
For ram loading, the contact width is
Figure 2: Elastic distribution of defined as the portion of the ram pad which is CL segment
transverse tensile stress (y) for in contact with the available contact width,
e
rectangular end block taking into consideration offset of the rams
and tolerances of the segment position within Ram Pad
0.5 0 the shield. For ram loading, the contact width Nram
0.0 y
0.4 0 a/d=0.1 usually corresponds to the available contact
P tj
0.2 x width as the ram pad width can be sized to
0.3 0 0.3 iint tj/2 iext
0.4 accommodate the expected offset tolerances. t/2

0.5 tj
0.2 0 0.6 The general case is shown in Figure 4.
0.7 Establishing the contact width at radial joints
0.1 0 0.8
tj = MIN[(tj + bp e), tj] Equation (1)
0.9 is more complex due to deformation
tj = contact width
0.0 (ovalisation) of the ring and the accompanying
0 1/8d 1/4d 3/8d 1/2d 5/8d 3/4d 7/8d d tj = available contact width
rigid body rotation of the segments which bp = ram pad width
x
(a) Leonhardt, 1964 results in a slight opening of the joints. e = offset tolerance
Ovalisation can be caused by poor build,
0.5

0.4 a/d=0.1
0.2 Figure 3: Effect of contact stress distribution on magnitude of peak bursting
0.3
0.3 stress: Left - (a) Uniformly distributed contact stress. Right - (b) Linearly varying
/0

0.4
0.5
0.2 0.6 contact stress
0.7
0.1 0.8
0.9
0.0
0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0
x/d
(b) Finite element analysis

2.84 MPa
splitting. 2.23 MPa
For the typical range of tensile strengths
associated with steel fibre reinforced concrete
segments, bursting or splitting failure will
generally occur before sufficient contact stress
can be applied to cause a direct bearing
failure. However, direct bearing failure should
always be checked as part of routine design
and has been included in Table 1 for (a) Uniformly distributed contact stress (b) Linearly varying contact stress
completeness.

TUNNELLING JOURNAL 23
TJ_0513_ARUP_022_026.qxd:Feature 21/4/13 12:38 Page 24

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 TJ_0513_ARUP_022_026.qxd:Feature
joint contact stress produce strains over the
segment length which lead to an increase in
contact area (closing effect) until a state of
equilibrium is achieved. The extent of joint
closure is a function of lining geometry,
concrete stiffness and magnitude of applied
hoop load. The corresponding contact width
and stress distribution can be established in
several ways:
1. Closed form calculation assuming that
the segment acts as a short column and that
contact stress at any point on the joint contact
width is related to strain on the basis of a
simplified bi-linear stress-strain relationship for
concrete in compression. This approach is
suggested for routine design. Typical linear
Figure 5: Radial joint opening due to
assumed elliptical deformation
2 ( )
Poor build:
Tunnel profile
y as constructed End point of
segments, joints
Theoretical:
Tunnel profile
as designed
b R L
L
c a
a Case 2: Stress diagram for non-joint closure
am contact stress distributions at full and partial
closure of the joint are shown in Figure 6.
2. 3D numerical analysis of complete rings in
rk in the world of which all segments are modelled with brick
opment of specic elements, ground stiffness and diametrical
deformation are assigned and expected
perience. Because loading applied. These models are advanced
ject. and can calculate contact area as well as
stresses in the concrete but usually require
significant modelling and computer processing
time. This approach is suggested in cases of
very onerous joint loading.
Traditional reinforced concrete design
For traditionally reinforced concrete segments,
the design methodology presented in design
codes for post-tensioned anchorage zones is
usually adopted for design of the joints. The
basic premise is to provide sufficient
reinforcement across the transition zone to
21/4/13 12:39 Page 25
cater for the total transverse tension force
which is given by equation 2.
For joints subject to eccentric contact stress,
conversion to an equivalent rectangular
contact stress distribution and application of
Guyons symmetrical prism as shown in Figure
7 may be adopted to determine the equivalent
geometry for use with equation 2.
To control the width of potential bursting
and spalling cracks, design codes impose stress
limits on the bursting and spalling
reinforcement, typically in the range of 150 to
200MPa. The design is therefore governed by
the serviceability limit state and the required
area of reinforcement is determined in
accordance with equation 3. The
Figure 6: Contact width and stress
distribution at radial joint
N = N1 + N2
z CL segment
1 =
N1 e e
2 N2
tj/3
iint tj/2
tj
Case 1: Stress diagram for joint closure
CL segment
z N
e T
1
iint tj/3
tj
x Ast
reinforcement across the transition zone is
then detailed to comply with the various code
specific requirements regarding distribution
and anchorage.
Steel fibre reinforced concrete design
Design philosophy - Steel fibre reinforced
concrete (SFRC) anchorage zones are not
explicitly covered by current concrete design
codes. Consequently, the philosophy adopted
for design of SFRC segment joints is to
determine from first principles the transverse
tensile stress induced by the application of the
concentrated compressive loading and
demonstrate that this can be accommodated
by the tensile strength of the SFRC.
Steel fibre reinforced concrete - Steel
fibre reinforced concrete (SFRC) is a cement
based composite material reinforced with
discrete randomly distributed steel fibres. The
SEGMENTAL LINING
main effect of the steel fibre reinforcement is
an enhancement of the post-crack properties
of the concrete which leads to more ductile
material behaviour. The increased ductility is
due to the ability of the fibres to transfer
tensile stress across a cracked section and is
dependent on the quantity of fibres added as
well as their physical and mechanical
properties. The typical post-crack behaviour of
SFRC is shown in schematically in Figure 8a
and is characterised by a gradual reduction in
tensile strength with increasing crack width
known as strain softening.
Splitting tensile strength - The splitting
tensile strength of SFRC can be estimated by
applying code formulae for the principal
Figure 7: Traditional reinforced
concrete design
d
a =
p
2
d = a + 2i
iext T
t/2
0
= 0.25 P (1 a/d) Equation (2)
Ast T / fs Equation (3)
T = total transverse tension force
P = applied contact force
= equivalent rectangular contact width
iext
d = depth/width of symmetrical prism
t/2
= Area of reinforcement required
fs = tensile stress limit in reinforcement
tensile strength of plain concrete or
determined by indirect tensile strength testing
(Brazil test). Comparison has shown that the
splitting tensile strength determined by testing
is typically higher than that obtained from
code formulae. The SFRC for a segmental
tunnel lining is subject to extensive testing
during mix design and production to meet
performance requirements. It is recommended
that the splitting tensile strength to be used in
detailed design be established and confirmed
on the basis of this testing.
Constitutive model - For cases in which
the tensile strength is exceeded and the SFRC
has cracked, it is convenient to model the
post-crack strain softening behaviour of the
SFRC with a stress- strain ( - ) relationship so
that non-linear analysis can be carried out.
Due to the practicalities of carrying out direct
(axial) tensile - tests on concrete
TUNNELLING JOURNAL 25
TJ_0513_ARUP_022_026.qxd:Feature 21/4/13
SEGMENTAL LINING
specimens, a number of methods to
determine the - relationship from the
results of beam bending tests have been
developed. These include DBV (1992), RILEM
TC 162-TDF (2002) and CNR-DT (2006). The
tensile strength values used in the resultant -
relationship are derived from the
corresponding flexural strength using
conversion factors which vary depending on
the method adopted. The RILEM -
relationship is shown in Figure 8b.
Elastic Analysis - The simplest approach to
determine the peak transverse tensile stress is
to set elastic material behaviour to the
concrete, apply the contact stress and carry out
the analysis. The resultant peak bursting stress
is then checked against the splitting tensile
strength of the concrete. Provided the peak
bursting stress does not exceed the splitting
tensile strength of the concrete, the
assumption of elastic material behaviour is
considered valid.
Elastic analysis to determine the peak tensile
stress can either be done using the established
elastic distributions of normalised transverse
stress for a rectangular end block available in
the literature (Figure 2a) or explicitly by linear
elastic analysis of a simple 2D numerical model
(Figure 3). For uniform contact stress, the
maximum transverse tensile stress predicted
using Figure 2 matches well with explicit 2D
numerical analysis. For non-uniform contact
stress distributions, conversion to an equivalent
rectangular distribution and application of
Guyons symmetrical prism may be adopted so
that hand calculation based on Figure 2 can be
carried out. However, hand calculation using
these simplifications tends to over-predict the
peak bursting stress. It is therefore
recommended that the peak bursting stress be
Figure 8: SFRC material model
Stress
First crack
tensile strength
Post crack
tensile strength
Crack width
(a) Typical strain softening behaviour
c design of unreinforced final tunnel linings.
1 3. RILEM, 2003. RILEM TC 162-TDF: Test and
2 (factored) loads shall be used in conjunction
3 design methods of steel fibre reinforced
3.5 2.0
1 2 3
c []
(b) Simplified - relationship (RILEM)
26 TUNNELLING JOURNAL
12:39 Page 26
determined explicitly if there is significant factored loads shall be used in conjunction
departure from the assumption of uniformly with the characteristic (un-factored)
distributed central loading on which the constitutive model and a numerical analysis
established normalised distributions of carried out. For estimating the maximum
transverse tensile stress are based. crack width, all strain between rams is
The check is considered an ultimate limit translated into a single crack. This result is
state check if the analysis is carried out using then used to assess the serviceability of the
design (factored) loads and the resultant peak gasket. The acceptable crack width limit is
bursting stress checked against the design in the order of 0.2 to 0.3mm.
splitting tensile strength which includes the
partial material factor for concrete: Conclusion
*y,p fctd.spl Equation (4) Given the trend towards larger tunnel
fctd,spl = fctk,spl /YC Equation (5) diameters, optimised segment thickness and
Table 2: Suggested design procedure for SFRC segment joints
Stage Description
1. Contact stress (a) Establish the joint contact area and contact stress distribution
(b) Check the design bearing stress against the design bearing capacity
2. Elastic analysis (a) Carry out elastic analysis of the segment joint zones using factored loads to
determine the distribution of transverse tensile stress
(b) Check the peak bursting stress against the design splitting strength
(c) Check the peak splitting stress against the design splitting strength
(If the splitting tensile strength is exceeded, the presumption of elastic behaviour is
invalid and non-linear analysis is required)
3. Non-linear (a) Carry out non-linear analysis using factored loads and constitutive model.
analysis The ULS is satisfied if the factored analysis can converge.
(if required) (b) Carry out a non-linear analysis using unfactored loads and constitutive model to
satisfy crack width requirements at SLS.
Provided the design splitting tensile strength is hence increased stress at the joints, careful
not exceeded, the serviceability limit state will consideration in the design and detailing of the
typically be satisfied on the basis that the con- segment joint zones is becoming increasingly
crete remains uncracked under the application important. This is particularly relevant for SFRC
of the service (unfactored) load. segments where introduction of traditional
Nonlinear analysis - An elastic analysis will reinforcement solely to cater for tensile stresses
generally only be successful for bursting at the joints can have significant impact on
checks. Elastic analysis of splitting stress be-
production time and cost.
tween rams will typically show localised tensile
In many cases, provided the tensile strength
stress at the joint surface in excess of the split-
of the SFRC is properly specified and confirmed
ting strength. If the elastic peak tensile stress
with ongoing production testing and an
exceeds the splitting tensile strength, elastic
appropriate analysis is carried out to determine
analysis is not appropriate and a non-linear
the tensile stress induced at the joints,
analysis is required.
elimination or reduction of bursting
For non-linear analysis, incorporation of the reinforcement at the joints can be justified. The
non-linear strain softening material behaviour suggested design procedure for SFRC segment
is required to account for the local tensile joints is summarised in Table 2.
failure of the concrete. The purpose of this
analysis is to determine whether the excess REFERENCES
transverse tensile stress (bursting or splitting)
can be satisfactorily redistributed once the
1. Leonhardt, F., 1964. Prestressed Concrete
peak tensile strength has been exceeded and
Design and Construction, English Edition,
the concrete has cracked. Non-linear analysis
Wilhelm Ernst , Berlin.
incorporating the strain softening constitutive
2. Mattle, B & John, M., 2009. Analysis and
model described in Section 5.4 may be carried
out with finite element software.
Tunel, Vol 1, pp. 73-78.
To check the ultimate limit state, design
with a constitutive model that has been
concrete, --design method. Materials and
reduced by the partial material factor for
Structures, Vol. 36, pp. 560-567.
concrete. The ultimate limit state is satisfied if
4. Warner, R.F., Faulkes, K.A., 1988. Prestressed
the subsequent numerical analysis can achieve
Concrete, 2nd Edition, Longman Cheshire Pty
a stable solution, i.e. the analysis can converge
Ltd, Melbourne.
to equilibrium.
To check the serviceability limit state, un-
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TJ_0513_ITIG_028.qxd:Feature 21/4/13
RISK REPORT
ITIG 2013 Subsurface
Works Risk Report
NORTH AMERICA, Eastern and Western
Europe, Africa and parts of Asia remain less
active in the subsurface works arena having
not yet recovered from general downturns
associated with the Global Financial Crisis. In
these jurisdictions there remains a higher
pressure from government clients to minimise
the price of subsurface infrastructure and
wherever possible implement innovative
construction techniques and simplified and
less expensive designs.
In this environment we are also observing
many new entrants into subsurface
contracting. The combination of a downward
pressure on construction prices, innovation
and reduced complexity, with an abundance
of capacity in the market, increases the risk
that projects take on more aggressive
construction schedules, involve less
experienced contractors and thereby increase
the likelihood of overruns in time and cost and
the production of substandard quality works.
Participants in these markets are urged to
focus on factors such as the actual experience
of contractors and the sufficiency of
remuneration in the contracts when managing
the risks associated with projects in these
regions. Of particular focus is an emerging
desire for clients and projects to self regulate
critical aspects of the construction, safety and
engineering as part of their cost saving
exercises. Lessons from the Heathrow and
Nicoll Highway collapses about the special
risks of self-regulation should be considered
when pursuing risk mitigation strategies in
these projects.
The Middle East
The Middle East Gulf Region is generating
unprecedented activity in the metro and road
tunnel sectors of subsurface construction.
2014 will see major projects concurrently
begin in Qatar, Abu Dhabi, Saudi Arabia and
Oman. The scale of these projects will likely
stream the top tier contractors and their
experts ability to provide professional services
and supervision.
Contracting practices in these regions are
typically fixed price lump sum design and
build. The combination of the sheer volume of
work to be constructed, the lack of local
expertise and the tight delivery timeframes will
mean that in this region project risk
management must focus on training
comparatively unskilled workforces, optimising
the effectiveness of skilled labour and
supervising contractors whose resources will
likely be strained by the sheer volume of work.
34 TUNNELLING JOURNAL
28
12:46 Page 28
The International Tunnelling
Insurers Group (ITIG) is the
author of a Code of Practice for
Risk Management of Tunnel Works, a framework for risk
management to assist parties engaged in subsurface construction to
identify the real and special risks associated with their discipline.
ITIG routinely considers the changing World events and
circumstances which it believes may favourably or unfavourably
impact upon schedule, cost, and quality of subsurface works. Here
ITIG presents its assessment of the Worlds current market condition
Risk mitigation strategies with an emphasis noticeable.
on supervision, quality control, on the job
training and continuous improvement will Latin America
likely be appropriate for managing the altered Continuing strong activities in mining,
risk profiles of projects in these regions. Due to hydropower and infrastructure with domestic
the availability of capital sovereign, risks and non-domestic contractors bidding and
associated with cash flow in these projects is delivering. Risk management attitudes and
considered likely less than in European and procedures are further improved.
North American countries where fiscal policy
remains stretched. Europe
Subsurface activities are not keeping pace with
Asia economic growth. Central London though
Market conditions in Asia vary significantly in remains an active area for tunnelling where
terms of construction activity. robust risk management procedures are being
Some are generally buoyant with a large applied. Central Europe sees a number of
portfolio of projects available to all huge subsurface works on which strict risk
participants. Although 2013 is depressed by management procedures are applied.
pre GFC standards, economic activity remains
strong. Fully developed countries do not offer Conclusions
enough projects to their domestic contractors 2013 sees comparatively high levels of activity
so a push into other markets can be observed. as many countries embark on demanding
The emerging risk in these markets is the subsurface infrastructure transportation
increased focus on foreign projects thereby projects often as part of economic stimulus
reducing the pool of experienced contractors packages.
for any given regional project. Strategies which The generally tight economic conditions
address the decrease in availability of coupled with many new entrants into the
experienced practitioners are an appropriate subsurface construction market means that
risk mitigation strategy. experienced labour at all levels and in every
Hong Kong and Singapore continue to aspect of project construction will be
assume a special role in the region with stretched.
exemplary procedures. The drive by clients for reduced costs,
As in other parts of the World there are a coupled with the re-emergence in many
number of new participants entering the markets of lump sum design and build
markets who necessarily require greater contracts, increases the likelihood of severe
supervision as part of a prudent risk economic stresses within projects.
management strategy. Risk mitigation strategies, which focus upon
Turkey sees a continued push for large-scale training of comparatively unskilled workers,
infrastructure subsurface works with a increasing the effectiveness of supervisory
tendency for JVs formed by local and experts through actions such as collaboratively
International contractors. sharing information between multiple
contractors concurrently working in the same
United States cities are all mitigation strategies likely to
Compared to the size of its economy increase successful project completion.
subsurface activities are lacking behind Overall 2013 will be a highly productive
expectations with more and more non- year for international subsurface construction
American contractors seeking opportunities. and marks the continuation of a wave of
With their arrival more international increased momentum for the underground
procedures on risk management are construction industry.
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TJ_0513_WTC_030_033.qxd:Feature 21/4/13 13:12 Page 30
TJ_0513_WTC_030_033.qxd:Feature 21/4/13 13:13 Page 31

WTC 2013

WORLD TUNNEL
CONGRESS 2013
With only a few weeks to go, from 31 May to 7 June, both the WTC 2013
and the 39th general assembly of the International Tunnelling and
Underground Space Association will take place under the motto
Underground the way to the future. The Swiss Tunnelling Society
(STS) is the host in the beautiful Swiss city of Geneva.

SWITZERLAND IS WELL KNOWN for
scenic landscapes and outstanding
infrastructure as well as its well-developed
transportation system. The many innovative
solutions employed in the construction of
Switzerlands numerous tunnels and
underground facilities have demonstrated
the nations pioneering spirit time and
again, underscoring its position at the top
of the tunnel construction technology field.
ITAtech guidelines
Visitors can look forward to many new
features at this years event. For example, the
ITAtech Committee will make a prominent
appearance for the first time at the WTC
2013. On Tuesday afternoon, 4 June 2013, it
is organising a special session called the
ITAtech Innovation Session. There,
information will be provided about the
ongoing efforts in the Activity Groups of
ITAtech and the first round of guidelines
developed will be presented. These describe
both the state of the art and best practice
with regard to innovations and new technical
developments. In addition, ITAtech will
introduce itself to a larger audience regularly
in the context of the presentation forum.
The presentation forum planned in Geneva
is located in the exhibit area and offers
exhibitors and participants the opportunity to
present their newest products, innovative
applications and interesting case studies.
Deminar on sprayable waterproof
membranes
A special event within the framework of
the WTC 2013 in Geneva is the deminar
on 31 May in the Hagerbach Test Gallery

TUNNELLING JOURNAL 31
TJ_0513_WTC_030_033.qxd:Feature 21/4/13 13:13 Page 32

WTC 2013

Alphabetical
exhibitor overview
No Company Name
1 AFTES Plant Equipment Branch
2 AGIR Aggregat AG
3 Altamira Information/Subterra
4 Amberg Group
5 Arcadis Geotechnika a.s.
6 ArcelorMittal
7 Astra BAV
8 Atlas Copco Schweiz AG
9 BASF
10 Becker Mining America
11 Bochumer Eisenhutte Heintzmann
12 Brokk AB
13 Caterpillar Tunneling Canada Corporation
14 CBT Brazilian Tunnelling Committee
15 CIFA SpA
16 Dtwyler Sealing Technologies Deutschland GmbH
17 Denka Chemicals GmbH
18 DESOI GmbH
19 Dextra Group
20 DMT GmbH & Co. KG
21 DSI Dywidag-Systems International / Geodata
Ziviltechnikergesellschaft Austria
22 Ein Shemer Rubber Industries Ltd
23 Elkuch Bator AG
24 Fermacell GmbH
25 FiReP Rebar AG
26 FOGTEC Brandschutz
27 Geodata S.p.A., Torino
28 Geokon Inc.
29 germanBelt Systems
30 Giertsen Tunnel AS
31 Halfen GmbH
32 H-Bau Technik GmbH
33 HBI Haerter Consulting Engineers
34 Herrenknecht
35 HIC Corporation
36 Hilti (Schweiz) AG
37 Holcim (Schweiz) AG
38 Implenia AG
39 itech
40 itmsoil on the topic of Sprayable Tunnel Sealing this knowledge to the international
41 Jordahl GmbH Membranes. This deminar will also be tunnelling community. All lectures of the
42 Liebherr-France SAS
43 Lombardi SA organised by ITAtech. Sprayable sealing Swiss Session will be given in German,
44 Maccaferri S.p.A. membranes offer new opportunities in the French, Italian or English and will be
45 Mapei construction of tunnels. Over the past interpreted simultaneously into English or
46 Marti
year, the ITAtech Activity Group Lining German.
47 MATRICS Consult Ltd.
48 Messe Berlin GmbH/InnoTrans and Waterproofing has worked on this
49 Metalliance intensively and has developed a design The upcoming generation Young
50 mineARC Systems guideline for the application of sprayable Swiss Tunnellers
51 Minova MAI GmbH
52 NFM Technologies
waterproof membranes. It will be Students will be offered the opportunity
53 Normet International Ltd. presented in the context of the deminar. of presenting their semester projects and
54 NV Bekaert SA The deminar combines presentations, as diploma theses to a larger audience of
55 Pavemetrics Systems inc. / EUROCONSULT Nuevas are customary in a seminar, with the industry professionals at the WTC 2013.
Technologias, S.A.
56 Pyry Infra AG
unique opportunities afforded by the test This, too, is a premier! The students will
57 Promat AG gallery at Hagerbach to demonstrate the gain insight into the international world
58 Rascor International AG application under realistic conditions. of underground construction, which will
59 RBL-REI France certainly be a valuable experience for
60 Rocksoil S.p.A.
61 ROWA/Belloli Dont miss them: The Swiss Sessions them. The organisers wish to set an
62 S.E.L.I. SpA Every June, the Swiss Tunnel Society holds example with this special session for a
63 Sandvik / Avesco the Swiss Tunnel Congress in Lucerne. In stronger commitment to the promotion of
64 SBV / Infra 2013, it is being moved to Geneva and the upcoming generation.
65 Schauenburg Group / Herco Kuhltechnik
66 SIKA / Putzmeister integrated in the WTC as the Swiss
67 SIREG S.p.A. Session. All WTC 2013 participants are The conclusion on Lake Geneva
68 SPS Consulting free to participate in the Swiss Session. Also on Wednesday evening, 5 June 2013,
69 Stirling Lloyd Polychem Ltd.
On Tuesday afternoon, 4 June 2013, the the traditional concluding banquet will be
70 swiss IT-Factory AG
71 T.R.E. srl Tele-Rilevamento Europa colloquium will take place followed by a held on three large, historic steamships on
72 TAC Corporation day of selected lectures and presenters on Lake Geneva. The special ambience of
73 Terratec, Tasmania Australia Wednesday. The main focus of the Swiss these ships, maintained in original
74 The Norwegian Tunnelling Society NFF
75 The Robbins Company
Session is provided by the experience condition from the Belle Epoque,
76 Trelleborg Ridderkerk BV gained in the construction of the two together with the incomparable landscape
77 Vik rsta AS base tunnels, Ltschberg and Gotthard of Lake Geneva will provide a worthy
78 VMT GmbH through the Alps. The intent is to pass on context for this exceptional occasion.

32 TUNNELLING JOURNAL
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TJ_0513_DESIREE_034_037.qxd:Feature 21/4/13 16:41 Page 34

PROJECT POLITICS

Clearing the Hurdles

Desiree Willis of The Robbins
Company looks at the
sometime complex political
backdrop that accompanies the
realization of many of todays
large scale tunnelling projects

Above: The Robbins EPB at

Lot 1 of the Emisor Oriente
tunnel broke through in
autumn 2012

Left: Mexican President

Felipe Caldern (left) and
Governor Eruviel vila
(right) commemorate the
breakthrough of a Robbins
TBM in September 2012

Right: Mexico Citys Emisor

Oriente Wastewater Tunnel
is an emergency project
being built to prevent
flooding in the downtown
area and boost capacity

BY NOW MANY tunnellers are familiar with
the story of the Access To the Regions Core
(ARC) tunnel in New Jersey, USA. The 14.5km
tunnel was to be driven below the Hudson
River between the states of New Jersey and
New York, and would have doubled commuter
rail capacity between the two. The project,
however, was short-lived: After spending about
US$600M to begin construction, New Jersey
Governor Chris Christie called for a halt to the
project due to cost overrun concerns. While
some form of the project is still in discussions
and officials are looking to revive it, another
run at a trans-Hudson tunnel is estimated to be
at least a decade away.
As projects and their investments become
larger, politics will have an ever-larger role, with
both positive and negative aspects - a
dichotomy that can make a project complex
before anyone even starts digging.
Political involvement - the pros and cons
Political involvement can boost a projects
status and place it on the fast track to
construction, but many politicians overlook the
underground option. Steve Skelhorn, Project
Sponsor at McNally Construction Inc., an
experienced contractor, gave his take.
Committing huge sums of tax payers money
for a perceived benefit in say 20 years time is
not necessarily on a politicians agenda. It is
often the case that the politicians will go for a
rapid fix a short-term gain option over long-
term investment. This might be providing new
buses or streetcars over building a subway, for
example. Obviously we cannot get away from
politicians on these projects as it is generally
public money, but we can educate politicians
and the public more. There appears to be a lot
of misinformation surrounding tunnels and the
tunnelling industry.
Some public shareholder groups, like those
involved at Seattle, Washington, USAs SR 99
Tunnel project have been successful in arguing
for an underground option over alternatives
such as new bridges and surface streets. But
Skelhorn sees an ongoing need for new
practices, In large projects, the owner is
generally a government agency with a board
consisting of politicians, not engineers. This
makes decision making very time consuming.
Also as it is usually public funds there tends to
be a lot of time and energy diverted to public
opinion, sometimes at the expense of progress
of the tunnel. Different procurement processes
that dont only focus on the low bid could
alleviate many of these issues. During the
procurement of the SR 99 TBM, for example,
weight was given not only to cost, but also for
technical merit of the design.
Worldwide, political ramifications affect
projects throughout excavation, not just during
startup. Government support can play a key
role in a projects success.
Mexicos Emisor Oriente
At 63km long, Mexico Citys Emisor Oriente
Wastewater line is a vast undertaking and the
countrys largest infrastructure project by far.
The pipeline is being built both to prevent
flooding and to add much needed capacity to
the areas growing population. Ground

34 TUNNELLING JOURNAL
TJ_0513_DESIREE_034_037.qxd:Feature 21/4/13 16:41 Page 35

PROJECT POLITICS

Above: Multiple EPBs at Phase III of

the New Delhi Metro Extension will
excavate ring lines between Delhi and
two neighbouring suburbs

Left: Lowering of a Robbins EPB

cutterhead at the New Delhi Metro,
where multiple extensions are
expanding the system by 50km

settlement in Mexico City has caused the

existing gravity feed wastewater system, built
in 1975, to lose its slope. Much of the main
pipeline, Emisor Central, is severely corroded
and at high risk of failure - an event that would
cause up to 5m of wastewater to flow into
Mexico Citys surface streets.
Mexicos National Water Commission
(CONAGUA), under direction of then-President
Felipe Caldern, recommended immediate
construction of a new line to help supplement
the struggling system with an additional
150m3/sec capacity. The completed line will

TUNNELLING JOURNAL 35
TJ_0513_DESIREE_034_037.qxd:Feature 21/4/13 16:41 Page 36

PROJECT POLITICS

carry wastewater from Mexico City to several
water treatment plants currently under
construction in the state of Hidalgo, where it
will then be recycled for safe use in agriculture.
The construction of the line was divided into
six lots - Lots 1, 2, and 5 under Mexican
contractor Ingenieros Civiles Asociados (ICA)
S.A. de C.V, and Lots 3 and 4 under Carso
Infraestructura y Construccin, S.A. de C.V. Lot
6 is under construction by Lombardo
Construcciones and Constructora Estrella. All
six lots were designated for excavation with
8.93m diameter EPBMs, with Robbins
supplying three EPB machines and
accompanying continuous conveyor systems,
and Herrenknecht supplying three EPBs.
With support from Caldern and
CONAGUA, the project began and TBMs were
procured in 2010. Prior to the Emisor Oriente
there were no tunnels in Mexico for many
years. When the project started, the
government and contractors began employing
university graduates and people who had
worked on tunnel projects in the 1980s and
earlier, said Hector Carillo, Machine
Superintendent for contractor Carso.
After repeated flooding of the Gran Canal,
an untreated waterway at the Lot 1 site,
governmental agencies declared that section of
the project a national emergency.
Although six TBMs were slated to bore at
each lot, problems in shaft 0 at the critically-
designated Lot 1 site prompted a swift
machine change in 2011. The first piece of
this project is the critical 10km section at Lot 1.
The first Herrenknecht TBM started in shaft 0 in
2009, but was stalled for six months due to a
flood. In order to finish in time, we brought in
a Robbins TBM originally slated to work on Lot
5, shaft 20. The TBM bored at Lot 1, shaft 5 in
the opposite direction towards the TBM in
shaft 0, said David Juarez, then Site Manager
for ICA. Due to the loss of slope, the Gran
Canal at Lot 1 now has a positive vertical
alignment below Mexico City and the Ecatepec
area just outside of the city. Increased volumes
of water have the potential to overload current
pumping stations and send the untreated
water back into the city.
The Robbins TBM completed its 3.5km
tunnel in autumn 2012 after achieving fast
advance rates up to 592m per month, and is
now being disassembled and sent to its original
Lot 5. A treatment plant and a pumping station
at Shaft 5 of Lot 1, is now going online to
pump the water diverted into Emisor Oriente
back into the Gran Canal where the slope has
not been affected. The finished section has
been sealed off from the rest of construction.
Once Lot 1 was completed, a new President
took office and appointed a new set of officials
at CONAGUA to advise on the project, as these
positions at the government agency are
affiliated with political parties.
Mexicos current President, Enrique Pea
Nieto of the Institutional Revolutionary Party,
dedicated more funds to the project in 2013 to
ensure completion of the entire line by its new
schedule of December 2016. They have a
positive attitude with us, CONAGUA. They are
working with us to develop programs to
analyze problems and challenges that come
up, said Carillo.
Its the best thing that could have
happened; we now have more support from
government and the opportunity to purchase
more equipment. The new administration
wants the project done as fast as possible and
has more than doubled the budget for the
project, said scar S. Aguilar Prez,
Construction Manager for contractor ICA.
With the support of the government,
contractor, and equipment suppliers, the
machines are overcoming significantly
challenging ground conditions. The three
Robbins machines were built to excavate lake
clays, volcanic rock, and boulders up to
600mm in diameter. The ground conditions
have been identified as some of the most
complex in the world - abrasive basalt up to
80MPa UCS is mixed with sections of watery
clay that have been compared to a soup, while
water pressure is estimated in the range of 4 to
6bar, some of the highest pressures EPBs have
worked under.
To tackle the conditions, Robbins engineered

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36 TUNNELLING JOURNAL
TJ_0513_DESIREE_034_037.qxd:Feature 21/4/13
Once complete in 2016, Phase III of the New Delhi Metro Extension is projected to
carry 3 million riders annually
the EPBs with mixed ground, back-loading
cutterheads. High pressure, tungsten carbide
knife bits can be interchanged with 17-inch
diameter carbide disc cutters depending on the
ground conditions. The design also allows for
bearing and seal removal from either the front
or back of the cutterhead. Twenty-five injection
ports spaced around the periphery of the
machine are used for injection of various
additives depending on ground conditions, and
for probe drilling. Additives such as Bentonite
are being used to condition the muck for
removal by belt conveyor.
High pressure conditions in concert with
large boulders additionally necessitated a two-
stage screw conveyor design for the EPBs. An
initial 900mm diameter ribbon-type screw is
capable of transporting boulders up to 600mm
in diameter up the center shaft for removal
through a boulder collecting gate.
As of spring 2013, the Lot 5 machine is
being readied for launch and excavation is
ongoing for the Robbins TBMs at Lots 3 and 4.
The Lot 3 machine, more than 70m deep, is
excavating at rates of up to 408m per month.
The rates are good in light of excavation in
nearly 4km of highly abrasive basalt. The
machine encountered this rock after just 78m
of boring and required some modifications.
The excavation at Lot 3 has been the most
difficult for us, because of the mixture of sand,
clay, and abrasive rock, explained Prez. The
third Robbins machine at Lot 4 is experiencing
slower rates due to cutter changes as a result
of abrasive rock and large boulders being
encountered.
Governmental planning - New Delhi
A model for extensive governmental planning
and support is that of the metro extension in
New Delhi, India. The city of over 16 million is
home to some of the worlds busiest traffic. In
answer, the state-owned governmental agency
Delhi Metro Rail Corporation (DMRC) has built
two phases of the Delhi Metro, with a third
phase just getting started. Currently the metro
is nearly 190km with 142 stations, and
16:41 Page 37
extensive funding from the Central
Government as well as international lenders is
fueling its expansion.
In the Delhi Metro Extension Phase III, an
additional 140km will be built throughout
Delhi and connecting to neighboring cities
Haryana, Faridabad, and Bahadurgarh. 50km
of the new ring lines will be built underground.
As far as the benefit of Delhi people is
concerned, any mass transit system is a benefit
to the public. It will decongest many roads, as a
large number of people will shift from road to
metro. Not only that, but the new line will
provide a great support to the working class
who commute between Delhi and Faridabad
and Bahadurgarh (Haryana), as they can stay in
those areas where the standard of living is
quite a bit cheaper than Delhi, said Mr.
Jitender Tyagi, Director Projects for the Delhi
Metro Rail Corporation.
In planning for this huge project, the DMRC
has looked to models in Japan, Singapore,
Hong Kong, and Bangkok in researching their
design, and hope their system will become a
model as well. Gradually, we have built our
own unique metro system that is getting more
advanced every day. One improvement will be
with ring lines, which encourage connectivity.
Our previous reaches of metro were built in
long radial lines, said Mr. Tyagi.
The underground portion of rail line was
proposed for aesthetic reasons and due to the
available space in densely populated areas.
Right now 4 TBMs are currently working but
phase III has just started. We can expect 26
TBMs will be working simultaneously in and
around 1 year from now, said Mr. Tyagi. The
ground consists of a mixed face with rock, and
DMRC expects that all tunnelling will be done
with mixed ground EPBs rather than slurry
machines.
Phase III has a tight construction schedule,
with completion targeted for the end of 2016.
The logistical challenges of launching so many
TBMs simultaneously in order to meet the
schedule, admits Mr. Tyagi, will be many.
Wherever the TBM is launched, we require
PROJECT POLITICS
some space, as land is not available
everywhere, so we are waiting for the
allotment of land apart from whatever area we
have already. The second problem is utility
diversion; there are many water or sewerage
lines are present, which need diversion.
Monitoring of 26 TBMs at the same time will
definitely be a challenge and for that we are
planning a centralized monitoring system,
which has not yet been finalized but we are
planning to have a centralized server and from
there management information will be
generated. This will help in maintaining
smooth running of all the construction
management.
In addition, traffic management around
multiple jobsites requires detailed planning for
road closures and service lane closures. When
near residential areas, the jobsites will also be
subject to noise restrictions at night. Mr. Tyagi
is confident the project will be a great success -
the new ring lines are projected to carry 3
million riders annually, and the DMRC is not
going to stop there: Planning for Phase IV has
begun. The initial tender should be finalized by
2015.
Education is Key
Whether the tunnel is in Mexico, the U.S., or
India, political developments can make or
break a tunnel project. The key factor,
emphasizes Skelhorn, is education:
Is there an easier way to boost government
coffers than cancelling a billion dollar project?
he asks. Education of the politicians and public
is the best path forward towards greater
acceptance of the underground option.
Tunnelling has its risks and when things go
wrong they can go very wrong. Unfortunately
the local media tends to report things going
wrong way more than when they go right.
There is nothing sensational about a successful
tunnel. Consequently public opinion is swayed
by this media and gives more weight towards
the negatives. Lobby groups within the tunnel
community, including associations, can play a
major role in promoting tunnels.
Skelhorn cites a number of myths that
persist in the community as a result of
negative press and rumors: As an example I
have talked to some people recently and they
were generally surprised that a tunnel could
possibly be driven under a river. They cited a
local newspaper report and commented:
Dont those subway people realise that to
build a new subway would mean tunnelling
under a river? Everybody knows this is not
possible, they should look at a map before
coming up with plans like this. It is only by
dispelling rumors, promoting success stories,
and the benefits and safety of tunnelling, that
public and political opinions can be swayed
towards the positive. While we still have a
long way to go to overcome the hurdles,
many projects are navigating the gauntlet of
political opinion, and are having great success
as a result.
TUNNELLING JOURNAL 37
TJ_0513_038_039_BTS_Conference_Ad_.qxd:Layout 1 21/4/13 13:40 Page 38

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DAYn 1 What is the futu
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Tunnel procur
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Grouting system spoil removal
ce lo ss an d ke eping a check on
Fa
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Segmental lin
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Muck removal
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Session 2 - Wha propriate face lo e monitoring, 3 m
What is the ap ca le fo r ba se lin ns ul ta nt or contractor?
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What is the id rin g co nt ract or -
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Specification ria te trigger values an
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TJ_0513_JUBILEE_040_047.qxd:Feature 21/4/13 14:34 Page 40

REMEDIATION

THE JUBILEE LINE

REMEDIATION
When water and sand started running into a previously dry tunnel in the
London Underground network, some puzzling questions arose. The operation to
seal the tunnel has helped answer some of those questions and spawned a
revolutionary new monitoring system. Kristina Smith reports.

THIS IS A STORY ABOUT how Londons

unfolding geology caused an unusual
problem in a 35-year old metro tunnel. Its a
story about how a group of engineers and
enthusiasts with different specialities came
together to pioneer a brand new solution,
and how a client and main contractor had the
conviction to go with that solution.
Its also a story with a happy ending and a
few remaining mysteries that may leave the
reader wanting to know more.
It begins in August 2010, when inspectors
in London Undergrounds Jubilee Line tunnel
reported that sand and water were running
into previously dry sections of tunnel near to
Bond Street station. It ends in January 2012
with the successful completion of back
grouting of the tunnels, with wireless real-
time monitoring during the grouting which
saved an estimated 1M compared to
conventional techniques.
In between those dates, every inch of that
section of tunnel was to be monitored,
scrutinised and analysed. And a chance
conversation between Simon Maddison, chief
operating officer of monitoring company
Senceive and Peter Wright, associate director,
tunnels, at Halcrow at a conference in
Cambridge would lead to Senceive
developing its wireless monitoring for this
challenging application.
Real-time monitoring was vital for this
grouting operation because some of the
tunnel rings had moved significantly as the
ground around them changed. The engineers
had to make sure that the grouting didnt
push the deformation too far and damage the
tunnel, or decrease the already tight
clearances for trains.
With the grouting operation taking up most
of the tunnels cross-section, its difficult to see
how measurement techniques such as
extensometers or a total station could ever
have worked. And conventional wired
monitoring would have seen gauges placed
over the entire 400m lengths of the two
affected tunnel sections before any work

40 TUNNELLING JOURNAL
 TJ_0513_JUBILEE_040_047.qxd:Feature 21/4/13
Figure 1: Section of the geology
INE
surrounding the Jubilee Line in the
affected area
Superficial Deposits
30m Jubilee Line tunnels London Clay
Sand
Channel Lambeth Group
300m
Figure 2: A possible scenario of
what could have happened
began, requiring 2,000 gauges and a
spaghetti of wiring.
The network of wireless gauges also
allowed the engineers and geologists to make
decisions about the next night shifts grouting,
based on what had happened the previous
night. Combining the data from the gauges
with information from Bachy Soletanches
bespoke grouting control software helped
build a better picture of the ground in that
area.
Above left and right: Part of the complex grouting system
14:34 Page 41
But this was a new monitoring system
which required adaptation. It was potentially
a big risk for London Underground and
Costain Laing ORourke to take up, says
Wright. I was recommending we go for the
system. London Underground financed it,
Costain Laing ORourke supported it and both
parties were prepared to take the risk.
The mitigation of that risk came from the
amount of time spent studying the tunnel, the
ground and the monitoring; the combined
competence and sheer brain power of the
multi-disciplinary engineering minds
assembled round the table; and Senceives
confidence in its technology: We knew there
were a lot of challenges in there but we were
very confident that we could do it, says
Maddison.
Geology unfolding
It seems incredible that the ground beneath
London, which has more holes in it than a
piece of Emmental cheese, still has mysteries
to reveal. But indeed it does. Geologist
Jacqueline Skipper of Geotechnical Consulting
Group is helping to unfold some of these
mysteries.
We have always had simplistic models of
the ground in London, says Skipper. What is
clear now is that it is much more complicated
than we thought it was.
One complication we are discovering
includes a small number of deep, sand filled
channels in the Lambeth Group, which are
more common than we realised, and which
can only be identified with good quality
ground interpretation data.
We now know that there is a large sand
channel that runs diagonally across the line of
Oxford Street, Londons busiest shopping
street, its upper surface at 30m below ground
level. It is the size of the current River Thames
REMEDIATION
at Embankment, 300m wide and 12.5m deep
at its biggest point.
What we dont know is why this once-dry
sand channel now contains water. Analysis of
the geochemistry of the water in the sand
channel shows that it is not coming from the
surface or from a leaking main, but that it is
probably old groundwater.
Every test showed us it was natural
groundwater, says Wright, who in 2010 was
working for Tube Lines, now Transport for
London, and whose involvement in the project
continued when he moved to his current role
at Halcrow. It could be recharging from the
chalk aquifer, but at a different location.
The water table in London has been rising
since the 1960s when the city started to lose
its industries, particularly breweries which were
thirsty customers. In 1992 parties including
Thames Water, British Telecom, the Association
of British Insurers and the Corporation of
London formed the General Aquifer Research
Development and Investigation Team (GARDIT)
which ultimately resulted in the sinking of a
number of boreholes to pump out water and
artificially maintain a lower water table.
At that point it was not realised that there
was an intermediate aquifer in the Lambeth
Group sands, says Skipper. The tunnels
might well have been drier in the 1970s when
they were constructed, as it was not long after
the point of maximum draw down. However it
could also have been a short-term climate
effect.
A unique operation
We know for sure that in 2010, the sand
channel was no longer dry. From September
that year onwards Tube Lines, which was then
operating the Jubilee Line under a PPP deal,
had to clear sand from the track bed, an
estimated 0.25 tonnes a week with an
TUNNELLING JOURNAL 41
TJ_0513_JUBILEE_040_047.qxd:Feature 21/4/13
REMEDIATION
Figure 3: The intricate lopped supply grout system designed by Kettle
Surface
To drainage
water pump
PMPU20
Surface level
Return
Grout pump water pump
Mixer unit Distribution
manifold
Pressure relief
Tunnel grout pump
Return grout pump
accompanying 400 litres of water.
As the workers shovelled sand, the
engineers examined the monitoring records.
Thankfully, there was plenty of monitoring
going on in the area, with co-operative
owners who were willing to share.
Monitoring showed us the tunnel was
rising as far as the rails were concerned, and
the crown was staying stationary or moving
downwards, says Wright. It was starting
to get a little bit alarming.
Because of this movement and the
possibility of very significant amounts of
sand coming in rapidly, Wright wrote an
emergency preparedness plan, which called
for regular updates and assessments on the
condition of the tunnel. An Engineering
Review Panel met weekly to keep its eye on
what was happening, a practice which was
to continue throughout 2011.
Tube Lines made an early remediation
attempt using expanding polyurethane
grout, but that had only limited success. The
ingress stopped for one or two weeks and
then started again. It was clear that we had
to embark on a much more significant
grouting project, says Wright.
It was a grouting project unlike any other.
Back grouting has been done in numerous
tunnels but it has never been done on this
scale whilst maintaining a live railway, says
Jonathan Austin, a partner at OTB
Engineering who oversaw the grouting and
monitoring works. In that respect it is
unique.
Halcrow was tasked with writing the
conceptual design statement (CDS) and with
producing the design. But the expertise
required for such a task couldnt be provided
by just one organisation, says Wright: It
was a collaborative process, like many
aspects of tunnelling.
The grouting project was procured via a
42 TUNNELLING JOURNAL
14:34 Page 42
Tunnel level
Water circuit
Water return
Water
tank
Clean water
to flush lines
Dirty water
Return grout line
Grout circuit
Grout injection
Grout Agi tank
Logistics were a challenge with grouting
equipment needed to be housed in the
small diameter cross passage
variation order to the 300M project to
upgrade Bond Street Station. A Costain
Laing ORourke joint venture is carrying out
the seven-year programme of works that
will create an improved interchange
between the Central and Jubilee Lines and
connection to the new Crossrail lines.
Bachy Soletanche carried out the 4M
grouting works. One of the biggest early
challenges, says Bachys Jonathan Spyvee
who was deputy project manager for the
grouting, was sizing the equipment they
would need down there.
Although we knew something about the
problem, we did not know how extensive
the work would be or where the larger voids
would be, says Spyvee. We had to
develop a system that was fairly flexible.
Nobody had that gut feel for the volume we
would need to be injecting.
The pumps had to be able to achieve
accurate and highly controllable flow rates
in the wide range of 60 to 2000 litres per
hour with very tight restrictions on
operational grout pressures, which ranged
from two to four bars net pressure behind
the tunnel lining, says Clif Kettle, Principal
Engineer with Bachy Soletanche.
The solution saw Bachy Soletanche
design, fabricate and trial the computer-
Water from
tunnel
controlled grout injection pumps in house.
Another challenge was that they had to be
compact in order to fit into a 1m-wide
equipment bay in a pedestrian cross
passage.
And while on most jobs, if a bit of kit isnt
quite right you can swap it or add to it, the
circumstances of this job meant that Bachy
Soletanche had to stick with what they
started with. We had one chance to get a
system that was right for what we
encountered, says Spyvee.
Bachy Soletanche did experience some
unexpected problems which had to be
overcome. First, high voltage London
Underground cables interfered with the
computers and control systems. Second, the
difficulty of isolating the electrical circuits
and switchgear from the very fine break dust
generated by the trains.
OTB Engineering and Halcrow, both
working for Costain Laing ORourke, had
carried out surveys in order to estimate
grout volumes. They carried out a tapping
survey of the segments, listening for
differences in sound that would suggest
voids behind them and then drilled through
every five rings and where voids were
suspected to insert a probe and get an
estimate of depths. The probes penetrated
up to 1.2m with little or no resistance in
some places.
In the event, Bachy Soletanche used less
grout than was estimated. With all the
unknowns, this was hardly surprising: the
estimate could only ever be ballpark. The
ground outside the tunnel was much more
complicated than we thought it would be,
even though we had been doing extensive
ground investigation in that area, says
Skipper.
The grout had to come by a tortuous
SU
route to find its way to the two running
tunnels 25m below street level. The mixing
station was in a small compound at ground
level in Davies Street; from there the grout
travelled via the UKPN underground
substation to agitator holding tanks in a
cross passage between the two tunnels from
where it could be sent to the point of
injection.It was a case of finding a route
through the various tunnels and
passageways down to the tunnels at
depth, says Spyvee. Its not the sort of
thing you would ever anticipate you need to To order, vi
do. Clif Kettle who set the project up for us
worked closely with Costain Laing ORourke
TJ_0513_JUBILEE_040_047.qxd:Feature 21/4/13 14:34 Page 43

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TJ_0513_JUBILEE_040_047.qxd:Feature 21/4/13 14:35 Page 44

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TJ_0513_JUBILEE_040_047.qxd:Feature 21/4/13
and managed to find a route through.
Kettle came up with an intricate system
of looped supply and return lines for water
and spoil wash-out (see diagram p42). To
get the grout lines, spoil collector lines and
water from the cross passage to the furthest
point of injection and back, Bachy had to
devise a low profile ring mains with regular
take off points, compact fittings, and
removable head assemblies.A big
proportion of the money went on that
grouting system, says Austin.
The grout itself had an unusual suite of
properties. It was immiscible with water and
of high solids content so that it could be
injected through static or flowing water; it
had to be sufficiently fluid to act as a
contact grout where there were no
significant voids, and permit pumping
through long and intricate supply circuits; it
was very low bleed; it had a pot life of
between six and 12 hours; and it was
sulphate resistant.
Bachy Soletanche designed the mix
initially in co-operation with BASF, and then
refined it in the firms Paris materials
laboratory. The mix comprised water and
cement grade 11/B with a water cement
ratio of 0.56, plus anti-washout agent
Rheomac UW400, Glenium fluidifier and
Delvo stabiliser.
In terms of workability, the grout was
very good, says Spyvee. It did not give us
issues in pumping the grout into the cross
passage and it remained workable for the
duration of the shift.
Shifts, of course, were not very long. This
was a live metro with all the work taking
place during three-hour night-time
maintenance periods. It is quite common
that we would have two-and-a-half hours a
night, once the traction current was
discharged and allowing sufficient time to
check the track, tunnel clearance and
monitoring data to ensure the tunnel had
stabilised, says Austin.
The first task was to get the
instrumentation up and running. Fast
deployment of the network was a real
challenge, says Maddison. When you are
installing it on a railway bridge it does not
matter if it takes one hour for the network
to settle down. If you are installing it in an
underground tunnel at 01:10, at 01:30 you
have the grouting engineer shouting When
can we start? Its a different kettle of fish.
Before Senceive could deploy its system in
the tunnels, it had to carry out three months
of serious and intense development work.
The five-year old, high-tech start-up
company, a spin-off from University College
London more usually monitors civil
structures using crack gauges and tilt
meters: railway viaducts and other bridges,
retaining walls and embankments.
Monitoring bridge or earthworks require
one reading per hour thats more than you
14:35 Page 45
need, but that would be a typical
frequency, says Maddison. Peter wanted
once a minute.
Speeding up the reporting frequency
required Senceive to upgrade the
performance of its mesh network. The
sensors all take readings and talk to each
other, with the information finding its way
back to a gateway in the case of the
Monitoring the tunnel
with a trusty laptop
Jubilee Line, a lap top the best way it can.
Sensors are switched on by the network
only for a short period when reporting in
order to conserve their batteries for years of
life and communicating. If you want to
report once per minute with 100 nodes, you
run into all kinds of problems with network
congestion, says Maddison. We had to do
very ingenious things in order to get the
reporting rate up to be able to support 100
nodes.
Another issue was that Senceives tilt
meters were not sensitive enough for this
job. So they integrated a new version that
was 10 times more sensitive.
Fixing the gauges to the tunnel has also
given rise to an innovative fixing system,
patent pending. Maddison and Wright
worked together to develop the fixings
using strong magnets, with Wright even
testing the sensors while mounted on his
own radiators, discovering they were strong
enough to take the paint off.
Despite the damage to his home, Wright
is pleased with the magnets. The network
is very simple to install, says Wright. The
operatives down there knew where to put
the nodes. You brush the crud off and stick
them on. They were very comfortable in
doing that within a couple of shifts.
The simple and robust fixing method
combined with the fact that the monitoring
system employs a mesh network made it
ideal for this application. Any node can talk
REMEDIATION
to an adjacent one, whatever position or
sequence they find themselves in, so nodes
can be moved round to accommodate
equipment and even if one were to be
damaged, the system could function.
There were some changes to
accommodate on the hoof. We had to
meet some challenges we had not
anticipated, says Maddison. None of us
knew exactly what
we would need
once we were
down there. It was
a matter
sometimes of
coming off the
shift, writing
down the task list,
having the team
work through the
day upgrading
and taking it back
the following
night.
One adaptation
came a few shifts
in, when the
review team
making the day-
time decisions to
steer the night-
times work
decided that
monitoring should continue during the day.
They wanted to see whether the grout had
gone off or whether it was still hardening,
and the tunnel still moving.
Senceive could not leave laptops down in
the tunnels, so installed more nodes to take
the signal through a cross passage, up a
30m-deep shaft and into a small room in the
station. It was all done within 10 minutes
of hand-back, says Maddison.
In the event the day-time monitoring
showed that the grout had stiffened
sufficiently before the trains began to
run.We did not use the traffic hours
monitoring so much because we found out
it stopped moving fairly quickly, says
Austin.
Real time monitoring
The monitoring was crucial to and central to
the grouting operation. An OTB monitoring
engineer - or more often than he would
have liked, Maddison himself - would be
crouching in each tunnel with a laptop,
watching the movement of the rings as the
grout went in.
The deformation of each ring had, before
grouting began, been checked and classified
using a laser spot survey. Those rings with
the greatest deformation were assigned the
smallest trigger level of 2mm; if the ring
moved by that amount during grouting, the
grouting had to stop. Where rings showed
hardly any deformation, that trigger level
TUNNELLING JOURNAL 45
TJ_0513_JUBILEE_040_047.qxd:Feature 21/4/13
REMEDIATION
rose to 20mm.
We knew quite a lot of movement had
taken place, and we did not want to make it
any worse, says Wright.
There was also a limiting pressure of 4 bar,
programmed into Bachy Soletanches
grouting control software. Halcrow had
determined this pressure in collaboration
with LU and validated it using a finite
element model.
So as the grouting crew of around 15 to
20 people were doing their bit, the
monitoring engineer was looking at the
change in tunnel deformation and segment
rotations. The monitoring engineer was flat
out keeping his eye on the data, says
Austin.
Six sensors on each of four rings were
sufficient to monitor a 10-ring pack, which
was the goal for each shift. Once the nights
work was complete, all the monitoring
information, together with the data from
Bachy Soletanches bespoke pumping
software went to the day-time Project
Engineering Review Panel (PERP) meeting so
that the instructions for the next nights
work could be defined.
Skipper describes this as an observational
method: You dont just squirt grout in and
then everyone goes home.
Though mostly the grouting took place
from track bed level upwards, this
sometimes varied depending on what the
deformation of that ring was. It was a case
of pinpointing where the deformation was
and working round that problem, says
Skipper.
There was potential to push the tunnel
back into shape, although we never
achieved it due to the limiting pressures,
says Austin.
The tunnel did not move significantly,
says Wright. There were some places
where the shape was changed fairly
significantly, but they were areas where the
tunnel was in quite a good shape to start
with.
The aim for each shift was to grout 10
rings although this varied, depending on
how much grout each ring took.
Sometimes you would get an area that
would take a lot more grout and so you
would do less than a 10-ring pack, says
Spyvee.
What we did not anticipate was that
there would be considerable flow of grout
behind the lining, says Austin. We would
be grouting behind one area but it would
take a lot more grout because it would flow
behind the back of the lining to another
area where there was a void or running
sand. Then when you got to an area where
there had been running sand and the grout
had flowed in the night before, you did not
get anything in.
Bachy had to grout the rings in sequence,
aiming to push the water and flowing sand
46 TUNNELLING JOURNAL
14:35
Figures 4 and 5: Graphs showing
ring deformation and tilt vs time
(tilt metres were used to monitor
movement)
6 necessarily conservative start, Bachy
4 number of people on the crew as they
Movement (mm)
2
0 create a graphical representation of the
-2
-4
-6
22/01/10
10
9 Wright, in fact, represented all the
Ring 1-A
8 monitoring information graphically,
7 Ring 1-B
6 Ring 1-C
5 Ring 1-D
4 Ring 1-E
3 definitely a practice that he, and others,
Tilt
Ring 1-F
2
1 would take on to further jobs.
0 As to whether there will be other jobs just
-1
-2
-3
-4
-5
09/11/2011
09/11/2011
00.57
00.28
along the outside of the tunnel until the
grout could meet up with an area where the
rings were completely surrounded by clay.
The grouting operation took four months
to complete. Over that time, all the
constituent parts of the engineering jigsaw
evolved a little.
Down the tunnels, the grouting gang
became more and more efficient. They got
better and better at judging when to make
the call to pack up the equipment, says
Spyvee. With the effect of not finishing on
time being potential delay to the mornings
Jubilee Line service, the stakes were high.
This meant Bachy Soletanches logistical
planning had to be done with military
precision. Before the possession period
began the grout had to be prepared and the
surface and the supply circuits and agitators
in the cross passage charged.
Both start-up and shut-down for the
grouting equipment and operations had to
be swift, with the vital task of cleaning out
all the circuits and equipment at the end of
each session. This last task was especially
critical because of the very high cost of
Page 46
installation of all the many pipework circuits
with high quality, intrinsically safe
components, and was particularly difficult
because of the anti-wash-out design
properties of the grout, says Kettle.
Ring 1885 Not once did they overrun, and from a
Soletanche managed to rationalise the
became slicker and more able to predict
how many rings they could grout that shift.
Bachy Soletanche was also able to link up
its grout control software to AutoCAD to
grout volumes and pressures that each
section had experienced, with all the grout
West Rail interconnections and injection dates
East Rail
Crown attached. Overlaying that with the predicted
Squat (-ve) pattern of geology helped give some more
Poly. (Squat (-ve)) clues as to the geology. This helped with
predictions for grouting looking ahead.
02/05/10
10/08/10
18/11/10
26/02/11
It was a work in progress, says Spyvee.
Towards the end, we perfected it. If you
Time see something graphically, you pick up
things you might miss if you were looking at
Tilt in mm/1500mm tables of data.
preparing a double-sided sheet of A3 for
each of the review meetings. This is
like this one, that is another unanswered
question. There are more sand channels,
says Skipper, discovered on other current
09/11/2011
01.26
09/11/2011
01.55
09/11/2011
02.24
09/11/2011
02.52
09/11/2011
03.21
09/11/2011
03.50
09/11/2011
04.19
jobs.
Skipper is currently working to develop a
geological model to find out where the
Time channels may be and where there could
potentially be risk in the longer-term. The
rising water could have repercussions due to
the recharge of hydrostatic pressure in
tunnels and especially in escalator shafts,
she says.
For Senceive, the Jubilee Line remediation
project has turned out to be just the
beginning of the story for tunnel
monitoring. Because the system is so
flexible, so robust, and after the
development work done on this project, so
quick to set up, it lends itself perfectly to the
unpredictable environment of tunnel
construction and monitoring.
The monitoring systems success and
potential was recognised in January this year
by the ITA when the team won the Product/
Innovation of the Year category in the
International Tunnelling Awards 2012.
Its the sort of story that every high-tech
start-up company dreams of. Already
Senceive has won several more tunnelling-
related contracts, with developments to
allow remote monitoring via a number of
different routes. From our point of view
this was a phenomenal opportunity, says
Maddison.
TJ_0513_JUBILEE_040_047.qxd:Feature 21/4/13 14:35 Page 47

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TUNNELLING JOURNAL 47
Join us at the
World Tunnel Congress 2013
May 31 June 7, 2013
Geneva, Switzerland

Welcome to the land of mountains

and valleys, the land of some of the most
spectacular tunnels and galleries.
Welcome to Switzerland
the host country of the WTC 2013.

World Tunnel Congress 2013

organized by Swiss Tunnelling Society (STS)
Rheinstrasse 4 7320 Sargans Switzerland www.wtc2013.ch
TJ_0513_049_051.qxd:Feature 21/4/13 15:24 Page 49

SUSTAINABILITY

The Future is Smart

and Sustainable
In this article, Dr Benot Jones, Figure 1: The word "sustainable" is unsustainable
(source: www.xkcd.com)
Tunnelling and Underground Space
MSc Course Manager at the The word Sustainable is unsustainable
Frequency of the word Sustainable in US English 1,000%
University of Warwick, UK, discusses text, as a percentage of all words, by year. 2109: All sentences are just the word ?
? ??
?
100% Sustainable repeated over and over.
sustainability.
10%
2061: Sustainable occurs an
SUSTAINABILITY HAS BEEN the watch-word of the 21st Century so far. average of once per sentence.
Source: Google NGrams

1%
Figure 1 says it all:
However, this article will not be the usual yadda-yadda. At least, I 0.1%
havent read anything similar before, and if you have thought the same 2036: Sustainable occurs
0.01% an average of once per page
thoughts then we must meet and compare notes. First, I am going to
Present day
convince you that sustainability is the basis of all good engineering 0.001%
decisions. Then it will obviously follow from this that good engineers have
sustainability embedded in their thought-processes and will automatically 0.0001%

generate sustainable solutions. To make more good engineers who think 0.00001%
sustainably we need to implement a sustainability culture within
organisations and within our profession. 0.000001%
After all that ground work, for those hard-headed people out there Ill
60

80

00

20

40

60

80

00

20

40
19

19

20

20

20

20

20

21

21

21
present the overwhelming business case for sustainability. Finally Ill end Year
with a vision of a smart and sustainable future.

Sustainability is just good engineering
The United Nations Brundtland Commission
described sustainable development as
meeting the needs of the present without
compromising the ability of future generations
to meet their own needs. This doesnt mean,
for example, that we have to stop using non-
renewable resources right this minute, because
that would result in great human suffering, but
we need to be moving away from them and
investing in a sustainable future. To achieve this
we need to take an ethical, long-term, systems-
based approach to the planet.
A useful framework for understanding
sustainability is to consider three pillars social,
economic and environmental and balancing
these sometimes competing demands will
result in sustainable development. I prefer the
mnemonic people, profit, planet as it is easier
to remember. The three pillars are often
represented visually by the Venn diagram in
Figure 2:
Now, what does this have to do with us as
engineers? First off, we should consider what it
means to be a professional engineer. It is not
just about providing cost-effective technical
solutions. For instance, the code of conduct of
the Institution of Civil Engineers states that civil
engineers have an overriding responsibility to
the public good and an ethical (and legal) duty footprint, as well as the cost of construction,
to protect the environment. Therefore, the are all examples of social, environmental and
impacts on the local community, the health economic considerations that are part of the
and safety of the workforce, the durability and decisions we make. These issues are all
longevity of the structure, the need for important and can all be captured under one
maintenance, the energy use in operation, the of the three pillars, so sustainability gives us a
environmental impacts and the carbon framework that assists us in making good
engineering decisions.
I hope I have convinced you that
Figure 2: Venn diagram of
sustainability is not only an important and
sustainable development (United
worthwhile thing to do, but it can be used as
Nations General Assembly, 2005).
the basis of all good engineering decisions. It is
a framework for identifying issues and
measuring the performance of any
intervention. It isnt an extra thing we have to
Social do; it is a way of thinking that should be
embedded in the way we work. Engineers
make dozens of decisions every day, and if we
think people and planet as well as profit, well
Bearable Equitable
make better decisions.
Since I have just used the words basis for all
Sustainable
engineering decisions, a way of thinking and
embedded in the way we work, it should be
Environment Economic clear that in order to change the way we make
Viable decisions, the way we think, and the way we
work requires a cultural shift both in
organisational culture and professional culture.
This sustainability culture is the ideas and
beliefs that all members of an organisation

TUNNELLING JOURNAL 49
TJ_0513_049_051.qxd:Feature 21/4/13 15:24
SUSTAINABILITY
share about sustainability. The challenge of
achieving this could be called implementing a
sustainability culture.
Implementing a sustainability culture
An example of a cultural shift that has been
implemented in the past is the way in which
safety culture has become the norm.
Nowadays, most engineers automatically
consider health and safety in every decision
they make, and this has been the result of a
cultural shift. The Confederation of British
Industry wrote a seminal report in 1990 titled
Developing a Safety Culture (CBI, 1990). The
recommendations of the CBI report could easily
be adapted to the implementation of
sustainability culture. This is how I would
summarise the main points:
crucial importance of the leadership and
commitment of the Chief Executive leaders
need to walk the talk and put the full energy
of the board behind it
depends on the role of line management,
the involvement of all employees and on
openness of communication this will
ensure sustainable practices are
implemented and new ideas are generated
the importance of demonstrating care and
concern for all those affected by the business
sustainable businesses have better and
more profitable relationships with
employees, stakeholders, customers and
suppliers (Eccles et al., 2011)
a long-term strategy that has to be
continually reinforced
it must counter the belief that sustainability is
an add-on, optional extra, or a fad
Concentrating on sustainability culture will not
be at the expense of safety culture, since health
and safety are part and parcel of sustainability.
The key motivating factor used in behavioural-
based safety to inspire people to behave in a
safe manner is caring for the health and safety
of those around us and wanting everyone we
work with to be able to go home unharmed.
The key motivating factor in sustainability
culture could be caring for the planet we live
on, its ecosystems and its inhabitants, and
wanting to leave it in a better state than when
we arrived. Another motivating factor is
wanting to do a good job, and for us engineers
this means building sustainable infrastructure.
Business case for sustainability
The most basic business case for sustainability
is, as Yvon Chouinard, the founder of
Patagonia, said, there is no business to be
done on a dead planet. This is a long-term
view, and one might wonder whether the
markets are set up to think so far ahead
(although it is becoming a less long-term view
as the need to combat climate change
becomes ever more urgent). For instance, oil
companies are valued based on reserves that if
exploited fully will result in devastating climate
change. To have a 50% chance of keeping
climate change below 2 C of warming will
50 TUNNELLING JOURNAL
Page 50
require us to leave about two thirds of it in the
ground, resulting in a huge reduction in
demand for oil, a collapse in prices and a
collapse in the valuation of reserves (HSBC
Global Research, 2013). According to HSBC,
the market capitalisation of oil companies is
overvalued by 40-60%. So clearly people who
are buying shares either assume these climate
change targets will not be met, or are taking a
short-term view of investment on the scale of
months or years rather than decades.
Companies, however, and particularly
construction companies, are beginning to take
a long-term view. This is not unselfish, as there
is also a strong business case for sustainability.
Nowadays, tenders are increasingly being
scored with a higher weighting on
sustainability than cost. So companies with a
track record of sustainability are becoming
more competitive. Competitiveness in non-
price factors such as health and safety or
sustainability is a no-brainer, particularly as it
doesnt cost much to implement and there are
other benefits as well.
A reputation as a responsible corporate
citizen will benefit any company, both in terms
of share price, in relationships with
stakeholders, and in attracting and retaining
staff. At the BASE Birmingham event in April
2013, Ian Renhard, head of UK Construction at
Interserve said that even in a recession, having
a strong sustainability strategy makes them
more resilient. Companies want to work with
other companies with similar commitments,
and both Interserve and Jaguar Land Rover
have found that their commitment to the local
community and to training has strengthened
their supply chain, improved planning for
future skills, made them a more attractive
employer, and improved their corporate
reputation, making their companies stronger as
a result.
The Stern Review (and Birminghams mini-
Stern Review) demonstrated that almost all of
climate change carbon reduction is wealth-
generating and improves the quality of peoples
lives (Gouldson et al., 2013). For example, an
investment of 3.6bn in reducing Birminghams
carbon footprint would pay for itself in only 3.8
years and create 1,650 jobs. It would also
reduce vulnerability to future energy price
increases, protect competitiveness, improve
public health and slash the carbon footprint. In
fact, given the benefits, even someone who
wont accept the overwhelming evidence that
anthropogenic climate change is happening
would have to agree that carbon reduction is a
good investment.
The business case for sustainable
development is now not just compelling, but
indisputable.
Smart and sustainable
It is difficult to separate smart and
sustainable. Cities are a system of systems,
and making cities sustainable will involve the
integration of systems and the use of smart
technologies to collect data and create
synergies, for example to reduce energy use,
pollution or traffic jams.
The way we work has been changing rapidly
with technology such as the internet, email,
social media and smartphones. Work/life
balance is now difficult to achieve due to a
phenomenon called work/life merge we can
now work from home and on the move, and
this allows more flexible working and better
productivity, but it also makes it difficult to
separate work time from personal time. This
move to communication in the virtual world
implies that geography is less important, but
this doesnt appear to be the case. According
to Rick Robinson, a Smart Cities Architect for
IBM, the geography of a city is still vital for
creativity and collaboration. This means that
there will still be work for us tunnellers for the
next few decades at least, but our solutions will
need to be smart and sustainable.
Conclusions
Sustainability is not a fad and it is here to stay. It
is a powerful idea and a useful decision-making
framework, but to gain the greatest benefits
we need a cultural shift from thinking of
sustainability as an add-on extra to
implementing a sustainability culture within our
organisations and within our profession.
REFERENCES
1. CBI (1990). Developing a safety culture.
London: Confederation of British Industry.
2. Chouinard, Y. (2006). Let my people go
surfing: the education of a reluctant
businessman, ISBN 9781101413364. New York:
Penguin Books.
3. Eccles, R. G., Ioannou, I. & Serafeim, G.
(2011). The impact of a corporate culture of
sustainability on corporate behavior and
performance. Working Paper 12-035, Harvard
Business School.
4. Gouldson, A., Kerr, N., Topi, C., Dawkins, E.,
Kuylenstierna, J. & Pearce, R. (2013). A mini-
Stern review of Birmingham and the wider
urban area: preliminary findings. Available at:
http://www.lowcarbonfutures.org/sites/default/f
iles/Birmingham_Mini-Stern_Review_-
_preliminary_findings.pdf [accessed 16th April
2013].
5. HSBC Global Research (2013). Oil and carbon
revisited: value at risk from unburnable
reserves. HSBC Bank plc, 25th January 2013.
Available at:
http://gofossilfree.org/files/2013/02/HSBCOilJan
13.pdf [accessed 15th April 2013].
6. United Nations General Assembly (2005).
2005 World Summit Outcome, Resolution
A/60/1, adopted by the General Assembly on
15 September 2005. Available at:
http://data.unaids.org/Topics/UniversalAccess/w
orldsummitoutcome_resolution_24oct2005_en.
pdf [accessed 15th April 2013].
TJ_0513_049_051.qxd:Feature 21/4/13 15:24 Page 51

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OPERATIONAL
Customising standards
for the emerging tunnel
superpowers
Arnold Dix, Lawyer and Engineer gives some
guidance on regulatory arrangements for subsurface
tunnel risk management from around the world
URBAN PLANNERS AND LEADERS are
increasingly embracing subsurface
transportation as a ready means of
breathing new life into ancient cities and
setting bold agendas for the super cities of
the future. Legendary cities such as Riyadh,
& Jeddah, and planned super Cities such as
Doha are poised for the construction of
entire new Metro systems - from nothing -
in under a decade. North Africa, West Asia,
South America and East Asia all appear
poised for unprecedented subsurface
transportation expansion as part of a global
revolution to humanise our cities - by
moving transport underground. These
programs are pushing the known
boundaries of technology, project delivery
and operational performance to new limits.
With a current emphasis on project
delivery in these regions it is essential that
the case also be made for timely, efficient
regulatory frameworks that convert the
burst of construction into reliable,
integrated, safe public transport systems.
Delivering these outcomes requires much
more than simply transferring a proven
approach from another region - standards
and practices from one region will not work
the same in another. This impacts how
standards are imported into the new
regions and the importance of translating
them into the local technical, social,
economic and political contexts. This paper
examines road tunnel administrative
arrangements and engineering standards in
detail, arguing the broad principles of
sound leadership and accountability for
safety must mean more than simply
importing foreign practices. To work it is
essential a fresh approach to delivering safe
infrastructure be embraced which draws on
the best of the rest of the world and
interprets them for application in new
regions such as the Middle Eastern context.
52 TUNNELLING JOURNAL
15:40 Page 52
The regulatory arrangements
While all countries demand integrated, safe
reliable subsurface public transport, how it is
achieved varies from country to country. In
tropical Singapore with its very high water
table, and poor quality ground the challenges
are different to the Gulf States with
temperatures in the 50s and the challenges of
blown sand. Even the political circumstances
of a country can impact the achieved result - in
some Countries foreign experts will be
expected to assume control of key decision
making positions, while in others this will be
actively discouraged.
The regulatory arrangements must be
sensitive to local conditions - physically,
politically, culturally. The importance of a
customised regulatory environment is easily
overlooked during the exciting project
procurement and construction phase.
Unfortunately it is during this early phase that
the most important decisions about
operational safety, integration and operability
are made. At this early stage the excitement of
new projects does not easily lend itself to
discussions about mundane matters of unified
regulatory arrangements.
It is understandable that prior to a serious
major damage and multiple fatality incident
occurring in a tunnel it is unusual for local
opinion to even consider seriously the prospect
of a disaster. Usually the systems are new and
significant disasters are not only unlikely, it is
generally believed they simply won't happen
here. There can also be more subtle
processes at work - in some cultures there is a
belief that events in the future can be shaped
by human intervention, and in other cultures
there is a belief that the future is beyond
human control. In the area of safety, being
sensitive to the local safety culture can be as
important as an understanding of the laws of
physics.
However, no matter where the disaster
occurs, critics will emerge, and blame for the
destruction and deaths will be attributed. In
Taiwan this occurred recently following the
Hsuehshan Tunnel incident in 2012 with many
critics emerging from both within and outside
Taiwan to attribute blame for the deaths.
Incidents in any country causing multiple
deaths always result in outrage, blame and
reform.
It is easy for critics to conduct a blame
exercises following a disaster. The conclusion
following such an exercise is almost always to
attribute causation of the local incident to the
differences between what is done to manage
safety in the country suffering the disaster and
that which is done elsewhere. Having a robust
administrative regime to manage the entire
portfolio of subsurface transportation risk is
the best approach to managing these risks. It
provides a single point of regulation and
accountability - it results in a unified approach
and voice. It usually provides the best
integrated safe system as well.
The European regulatory tunnel safety
arrangement
Administrative Authority - Directive
2004/54/EC of the European Parliament and
of the Council of 29 April 2004 on minimum
safety requirements for tunnels in the Trans-
European Road Network (EU Directive
2004/54/EC)[1], provides a useful example of
TJ_0513_ARNOLD_052_058.qxd:Feature 21/4/13 15:40 Page 53
both a tunnel safety management structure significant incident or accident.
and prescriptive minimum standards for tunnel European Union Safety Officers meet regularly
safety. The Directive was formulated in to share expertise. In this way the EU Safety
response to a series of structurally damaging, Officer Strategy is increasingly generating the
multi-fatality incidents that crippled European sharing of expertise, contributing further to
economies reliant upon the tunnels. (Table 1) tunnel safety.[3]
Each EU country must designate one or In the case of tunnels that have been
more administrative authority to take approved at the design stage but which have
responsibility for tunnel safety, and to take any not been opened to the public by 30 April
necessary measures to ensure that the directive 2005, the administrative authority assesses
is complied with. The administrative authority their compliance with the EU directive.
may be set up at national, regional or local With regard to tunnels that had been
level. opened to the public by that date, the
Prior to commissioning a tunnel the administrative authority had until 30 October
administrative authority is required to approve 2005 to assess their compliance with the EU
the commissioning of a new tunnel or directive.
rebuilding of an existing one. The By 30 April 2005, EU countries had to
administrative authority has power to suspend submit a report to the Commission on how
or restrict the operation of a tunnel if the they intend to meet the requirements of the
safety conditions it imposes are not met. directive, on planned measures, and, where
The administrative authority must make sure appropriate, on the consequences of opening
the following tasks are performed: or closing the main access roads to the
testing and inspecting tunnels on a regular tunnels.
basis and drawing up the tunnel specific These staged provisions highlight how a
safety requirements regulatory regime can be introduced
putting in place organisational and systematically over an appropriate period of
operational schemes (including emergency time. Such an staged approach should be
response plans) for the training and
equipping of emergency services
establishing the procedure for immediate Table 1: Fatal Fires in Road Tunnels
closure of a tunnel in case of an emergency
implementing any necessary risk reduction Year Tunnel Length
measures
Tunnel Manager - For each tunnel, whether 1978 Velsen, Netherlands 770m
it is in the design, construction or operating 1979 Nihonzaka, Japan 2,045m
stage, the administrative authority must 1980 Kajiwara, Japan 740m
identify a Tunnel Manager whom is
responsible for the management of the tunnel. 1980 Sakai, Japan 459m
Any significant incident or accident occurring 1982 Caldecott, Oakland, USA 1,028m
in a tunnel must be the subject of an incident 1983 Pecorile, Savona, Italy 600m
report prepared by the Tunnel Manager and
1986 LArme, Nice, France 1,105m
given to the administrative authority.
Safety Officer - For each tunnel, the Tunnel 1987 Gumefens, Bern, Switzerland 340m
Manager, with the prior approval of the 1993 Serra a Ripoli, Italy 442m
administrative authority, nominates a Safety 1994 Huguenot, South Africa 3,914m
Officer who coordinates all preventive and
1995 Pfander, Austria 6,719m
safeguarding measures to ensure the safety of
users and operations staff. The Safety Officer 1996 Isola delle Femmine, Italy 148m
performs the following tasks: 1999 Mont Blanc, France/Italy 11,600m
ensures coordination with the emergency 1999 Tauern, Austria 6,400m
services and takes part in the preparation of
operational schemes 2001 Gleinalm, Austria 8,320m
takes part in the planning, implementation 2001 Gotthard, Switzerland 16,918m
and evaluation of emergency operations; 2003 Flyfjell, Norway 3,200m
takes part in the definition of safety plans 2004 Baregg, Switzerland 1,100m
and the specification of infrastructure
installations 2005 Frejus. France/Italy 12,700m
verifies that operational staff and emergency 2006 Viamala, Switzerland 742m
services are trained, and takes part in the 2007 Burnley, Melbourne, Australia 3,400m
organisation of exercises held at regular
2007 San Martino, Lecco, Italy 4,800m
intervals
gives advice on the commissioning of the 2007 Santa Clarita, California, USA 168m
structure, equipment and operation of 2009 Eiksund, Norway 7,765m
tunnels 2012 Hsuehshan, Taiwan 12,900m
verifies that the tunnel structure and
equipment are maintained and repaired Total deaths
takes part in the evaluation of any (Adapted from John Day, personal communication 2012)
OPERATIONAL
seriously considered in countries with limited
experience of subsurface infrastructure. One of
the important benefits of such an approach is
it encourages training and grooming of local
citizens to assume senior roles as the
organization's mature.
Periodic Inspections - EU countries ensure
that inspections, evaluations and tests are
carried out by inspection entities. These
inspection entities are not specified by the EU.
Practically speaking such inspections are
carried out by organisations or individuals
known to be expert in such matters.
One of the roles of the administrative
authority is to verify that regular inspections
are carried out by an inspection entity to
ensure that all tunnels falling within the scope
of the directive comply with its provisions. The
period between two consecutive inspections
of any given tunnel is mandated not to exceed
six years.
In the authors experience regular inspections
by independent experts can be a valuable
mechanism for ensuring systems and
procedures are functioning as expected.
Risk Analysis - A risk analysis, based on a
single methodology defined at national level,
Deaths Dangerous goods
5 No
7 Ether (collision)
1 Paint (collision)
5 No, Collision
7 Benzene (collision)
9
3
2
4
1 No, Collision
3
5 LPG (collision)
39
12 Paint/Lacquer (collision)
5 No, Collision
11 No, Collision
1
1 No, Collision
2
9 No, Collision
3 No, Collision
2 No, Collision
3 ?, Collision
5 No, collision
2 No, collision
147
TUNNELLING JOURNAL 53
TJ_0513_ARNOLD_052_058.qxd:Feature 21/4/13 15:41 Page 54

OPERATIONAL

prove that the level of risk has changed

Figure 1: (Simplified summary of EU, D and CH Guidelines for unidirectional unacceptably nor does not follow logically
congested tunnels of differing lengths) that such changes are conclusive proof that
Informative summary Tunnel category: Congested undirectional Not mandatory for all tunnels the practices of a country are unsafe, or that
of minimum requirements Final decision appropriate standards have not been met.
Tunnel length (M)
after predetermined
However it does mean that it is a

1200 - 1500m

1500 - 3000m
risk analysis conducted

1000 -1200m
800 - 1000m
400 - 500m

500 - 600m

600 - 800m
Mandatory for all tunnels comparatively simple task to document the
<400m

3000m
Origin of differences between countries and
guideline Category Comment
May be varied if risk assessment
subsequently make assertions about the
Directive Mechanical ventilation
(EU) demonstrates acceptable in special appropriateness of achieved levels of safety
circumstances
Special provisions
after a serious safety incident.
May be varied if risk assessment
(fresh air ducts and/or demonstrates acceptable in special Congested Unidirectional Tunnels
smoke extraction) circumstances Comparative Ventilation EU - Germany
Germany Mechanical ventilation Detailed decisions about smoke
(D) extraction etc driven by requirements (D) - Switzerland (CH) - A simple
of fire case comparative analysis of the German, Swiss and
Special provisions Detailed decisions about smoke
(fresh air ducts and/or extraction etc driven by requirements EU directive for roads tunnels illustrates the
smoke extraction) of fire case variation in requirements in road tunnels
Switzerland Mechanical ventilation Lower risk - Ventilation decisions
(CH) driven by risk analysis
between the Trans European network, and the
domestic laws in Germany and Switzerland.
Higher risk - Ventilation decisions
driven by risk analysis
For illustrative purposes the table
summarises the guidelines for, unidirectional
Special provisions Lower risk - Ventilation decisions congested Tunnels of differing lengths.
(fresh air ducts and/or driven by risk analysis
smoke may extraction) The simplified analysis is tabulated in Figure
Higher risk - Ventilation decisions 1 - Guidelines for unidirectional tunnels of
driven by risk analysis
differing lengths.
It is apparent from the table that there are a
is, at the request of the administrative "experts" may suggest. Within this context a range of requirements between Switzerland,
authority, carried out by an independent body considered approach to managing both user Germany and the EU directive for ventilation.
for a given tunnel, taking into account all safety AND the protection of tunnels The most notable areas of variation of
design factors and traffic conditions that affect themselves from damage can rationally be approach between the EU and both member
safety, notably traffic characteristics and type, developed.[5] states is that in Germany and Switzerland
length and geometry of the tunnel, as well as mechanical ventilation is required in shorter
the projected number of heavy goods vehicles Prescription under the EU Directive tunnels than prescribed by the EU.
per day. The EU Directive is just one set of standards Furthermore detailed risk analysis is critical in
There is still NO mandated risk assessment within Western Europe. Each of the member the ventilation choices particularly in tunnels
methodology, although PIARCs approach has states usually has its own standards too. The less than 1000m long.
gained some considerable favour within the EU Directive is generally considered a As between Germany and Switzerland there
EU.[4] minimum set of requirements. are also differences. For example In Germany
It is to be expected that there will be many the requirement for ventilation commences in The Ra
Risk in perspective differences between what is required under shorter tunnels than in Switzerland, and is the premier in
Before considering the "minimum European Union Road Tunnel requirements Switzerland appears to retain more design underground
underground
o con
requirements" specified (prescribed) within the and that which is required within each of the flexibility for ventilation in non-congested
EU Directive it is important to stress that EU member states and within other countries. longer Tunnels than Germany.
the ttunneling
u neling in
unn
tunnels are inherently safe and do not pose a The reasons for these variations are numerous Under the EU road directive congested Industry
Industr y sectors
s i
disproportionate risk of death to users of the such variations are to be expected and tunnels in excess of one thousand metres nomi
road network. In all the media excitement managed. require mechanical ventilation, and if the
following a tunnel death this fact is often lost. This means that for world travellers a road ventilation type chosen is longitudinal other
A comprehensi
comppreehensi
On the other hand, the value of tunnels is journey may expose them to differing risks in safety measures are required too.
extremely high in terms of economic different countries - even within the EU. As illustrated below under Articles 2.9.3 and most inn
innovative
novatiivve
productivity as is the cost of replacing them. The changes to the risk profile do not 2.9.4 tunnels with congested unidirectional
Furthermore once an incident occurs there is
strong evidence that the consequences of an
incident may be more serious than on a 2.9.2. A mechanical ventilation system shall be installed in all tunnels longer than 1 The meet
meeting
tin
ing will
will also
surface road. This higher level of risk following 000 m with a traffic volume higher than 2 000 vehicles per lane.
the occurrence of an unlikely incident should
Contracting
Contractin ng Practice
Practice
be the focus for avoiding incidents in the first 3 In tunnels with bi-directional and/or congested unidirectional traffic, longitudinal Design and d Planning
Planning
place. It is the confinement of vehicles and ventilation shall be allowed only if a risk analysis according to Article 13 shows it is Difficult G
Ground
Ground
gasses by the tunnel walls and ceilings that acceptable and/or specific measures are taken, such as appropriate traffic manage- DDrill
rill and Blast
B
drives the special risks in tunnels - and ment, shorter emergency exit distances, smoke exhausts at intervals. Environment,
En
nvir
v onmeent, Health
demands special efforts to minimise the Future
Futur
u e Projects
Projects
o
probability of an incident occurring and the 4 Transverse or semi-transverse ventilation systems shall be used in tunnels where a Geotec
Geotechnical
hniical Consid
Consid
specialist response if such an incident occurs. mechanical ventilation system is necessary and longitudinal ventilation is not allowed Ground
Ground S Support
u
uppor t and
The following table highlights the according to 2.9.3. These systems shall be able to exhaust smoke in case of fire.
comparative lack of deaths in road tunnels
from fires. Clause 2.9.2 as extracted from the EU Directive on minimum safety requirements for
Table 1 neatly places road tunnel fire deaths tunnels in the Trans-European Road Network.
in perspective - whatever the media or
For more
m in
303-948
303-948
54 TUNNELLING JOURNAL
TJ_0513_ARNOLD_052_058.qxd:Feature 21/4/13 15:41 Page 55

June 23-26, 2013

Marriott Wardman Park Washington, D.C.

The Rapid Excavation and Tunneling Conference (RETC)

is the premier international forum for the exchange and dissemination of developments and advances in
underground
underground
o construction.
const ructtiion. RETC
RETC provides
prrovides innovative
innovatiivve solutions
solu
uttions
i to the unique challenges
chhallleenges associated with
the ttunneling
u neling industry.
unn industr y. Conference
ereencce attendance eexceeds
Conffer xceeds 1,400 professionals
1,4000 pr
rof
ofessionals
e from
from more
morree than 30 countries.
countries.
Industry
Industr y sectors
s include:
include: construction,
constrructtiion, mining,
mining, geotechnical engineering,
geotecchnicall eng ineering, eexploration,
xplor
x n, environmental,
atiion nvvironmental, eco-
en eco-
nomics, manufa
manufacturing,
urin
ctu ng, government, water/wastewaster,
goveernment, land, wate er/wastewasterr, and ttransportation.
ransp portattiion.

A comp
comprehensive
preehensivve eexhibit
xxhibit is held in conjunction
conjuncttiion with the conference.
coonffeerence. The eexhibit
xhibit
x features
u es the industrys
feeatture industr y ss
most inn
innovative
novatiivve and experienced
exxperiienced producers
p
prroducers
o and suppliers. RETC
RETC provides
provides a rare opportunity
rare oppportuunitty to meet key
key
professionals
proffessionals
e from
from around
o d the world.
arround worrlld.

The meet
meeting
tin
ing will
will also ffeature
eat
e ure field trips,
trips, short
short courses and specialt
specialty
ty sp
speakers.
peakers. The pr
program
oggram wil
willl cover:
coover
e:
Contracting
Contractin ng PPractices
ractices and Cost Grouting
Grouting and Ground
Ground Modification
Modification Eastt Coast Projects
Projects
Design and d Planning
Planning Har
Hardd Rock
Rock TBMs
TBMs SEM/NATM
SEM/N
M ATM
Difficult G
Ground
Ground LLarge
arge S
Span
pan TTunnels
unnels an
u and
nd Cav
Caverns
erns Shafts
Shaffts
t and Mining
DDrill
rill and Blast
B Micr
Microtunneling
otunneling and T Trenchless
renchless Tunneling
Tuunneling TTunnel
unn
u nel Rehabilitation
Rehabilitation
Environment,
En
nvir
v onmeent, Health, and S Safety
affet
ey NNew
ew and Inno
Innovative
vativve Technologies
Tec
e hnologies WWater
aater and Gas Control
Control
FFuture
utur
u e Projects
Projects
o PPressure
ressure Face
Face TBM
TBM Case
Caase Histories
Histories Inter
International
rnational PProjects
rojects
Geotec
Geotechnical
hniical Considerations
Considerations PPressure
ressure F
Face
ace T
TBM
BM T Technology
e hnology
ec TTunneling
unn
u neling ffor
or
o Sustainability
Sustainability
Gr
Ground
ound S Support
u
uppor t and Final
Final Lining Risk Management
Management

For more
m information contact:
co
ontact: RETC,
R ETC, www.retc.org,
www.retc.org, meetings@smenet.org,
meetings@
@smenet.org,
303-948-4200,
303-948-4200, 12999
12999 E Adam Aircraft
Aircraft Cir.,
C ., Englewood, CO
Cir CO 80112.
80112.
TJ_0513_ARNOLD_052_058.qxd:Feature 21/4/13
OPERATIONAL
traffic are directed not to have longitudinal
ventilation unless a prescribe risk assessment
demonstrates such a ventilation system is
acceptable given the particular
circumstances of a tunnel including traffic
management, emergency exit distances and
smoke exhaust intervals.
The preference is for transverse or semi
transverse ventilation systems which are
able to exhaust smoke in the case of a fire.
Figure 2 extracted from the Road
Directive which appears at direction 2.1(ix)
of the EU Road Tunnel Directive does not
prescribe at what length smoke extraction is
required nor the circumstances in which it
would be necessary.
In Germany the requirement for smoke
extraction could arise in unidirectional
tunnels exceeding 600m in length but
would depend upon detailed risk
assessment.
Once such tunnels exceed 1200m in
length smoke extraction using adjustable
dampers and a false ceiling would be
required (Refer to Figure 1).
In Switzerland smoke extraction would be
required for high risk tunnels over 800m in
length (or over 1500m in tunnels
determined to have a lower safety risk).
In Austria the approach taken would be
similar to that adopted in Germany however
the ultimate decision will be dependent
upon detailed design aspects of the
proposal including traffic volume, length
and gradient.
From the brief summary from Germany,
Austria and Switzerland noted above it is
apparent that a range of design options
could legitimately arise by applying the local
It is not uncommon outside the EU
for neighbouring jurisdictions to
have differing standards. For
example Hong Kong and Mainland
China, Korea and Japan, Victoria
and New South Wales Australia,
New York State and Pittsburgh USA.
member countries guidelines. Each of these
local design outcomes may legitimately be
different to the minimum requirements
contained in the EU Directive.
For an excellent review of the key
regulatory requirements in Europe there is
currently no better source of data than at
www.etnfit.net (European Thematic
Network on Fire in Tunnels). That source
provides summary documentation and is
continually being updated.
For the engineer or even Government
responsible for the design, operation or
refurbishment of road tunnels this variation
56 TUNNELLING JOURNAL
15:41 Page 56
Figure 2: (Extract from EU Road Directive)
Informative summary
of minimum requirements
Lighting Normal lighting
Safety lighting
Evacuation lighting
Ventilation Mechanical ventilation
Special provisions for (semi-) 2.9.5
transverse ventilation
Emergency At least every 150m
staions
Water supply At least every 250m
Road signs
Control centre
Monitoring Video
systems
Automatic incident detection 2.14
and/or fire detection
Traffic signals before
Equipment the entrances
to close
the tunnel Traffic signals inside the
tunnel at least every 1,000m
in guidelines creates a potential regulatory
dilemma.[6] [7] [8] [9] [10] [11]
Should the prudent engineer follow the
EU Directive because it is comparatively
recent and compiled as a result of the
deliberations of many experts from all of
the EU countries, or should they be
persuaded by the domestic regulatory
environment?
The answer as a matter of law is clear.
In order to discharge the engineers
professional obligations it is necessary to
turn their expert skills to the question of
what is appropriate in the circumstances of
the particular tunnel. This question must be
answered for each country - the Sovereign
State - in recognition of her unique
character and needs. Inexperienced
countries may look to other Countries for
guidance but should properly make her
own choices for tunnel safety standards.
Is There a Correct Engineering Answer?
- While the performance of each of the
design outcomes under the minimum EU
Directive requirements or those required
under each country's laws may be different,
it does not follow that any of the designs are
Mandatory for all tunnels Not mandatory
Mandatory with exceptions Recommended
Traffic 2000 Traffic > 2000 Additional conditions for implementation
vehicles per lane vehicles per lane to be mandatory, or comments
500 - >1000m 500 - 1000 - >3000m
1000m 1000m 3000m
2.8.1
2.8.2
2.8.3
2.9
Mandatory in bi-directional tunnels
where there is a control centre
2.10 Equipped with telephone and 2 extinguishers.
A maximum interval of 250m is allowed
in existing tunnels
2.11 If not available, mandatory to provide
sufficient water otherwise
2.12 For all safety facilities provided for
tunnel users (see Annex III)
2.13 Surveillance of several tunnels may be
centralised into a single control centre
2.14 Mandatory where there is a control centre
At least one of the two systems is mandatory
in tunnels with a control centre
2.15.1
2.15.2 Recommended if there is a control centre
and the length exceeds 3000m
acceptable or unacceptable.
In extreme circumstances minimal
compliance with the EU Directive might not
discharge the legal responsibility of Tunnel
engineers.
By way of further example there could be
unusual HGV traffic using the Trans
European network in that area which
rendered the minimum treatment measures
contained within the EU Directive ineffective
from a safety perspective.
Likewise circumstances may exist where
strict adherence to a countries tunnel
regulation might discharge the engineers
obligations.
However design construction operation of
these facilities in accordance with the
accepted or prescribed national regulatory
regime provides strong evidence that the
design in question is appropriate.
There are many cases in all jurisdictions
(Countries) which illustrate this point. For
example the highest Australian Court stated
it early last century as:
The mere fact that a defendant follows
common practice does not necessarily show
that he is not negligent, though the general
practice of prudent men is an important
evidentiary fact. A common practice may be
shown by evidence to be itself negligent
Mercer v Commissioner for Road
Transport and Tramways (1936) 56 CLR 580
per Latham CJ at 589 Lettice v. Council of
the Shire of Muswellbrook[2000]
NSWSC 81
Or more recently:
A finding of want of due care can
properly be made even though the
defendant has obeyed all statutory
requirements and followed a common or
universal practice.
TJ_0513_ARNOLD_052_058.qxd:Feature 21/4/13 15:41 Page 57

OPERATIONAL

Figure 3: (extracted from the train confirmed to the

Bouwdienst Rijkswaterstaat
Directoraat-Generaal
latest technical standards and all
Rijkswaterstaat Ministry of requirements were fulfilled
Transport, The Netherlands
Sprinklers in Japanese Road Podmore v. Aquatours Pty Ltd (1984) Mainland China, Korea and Japan, Victoria
Tunnels Final Report December NSWLR 111 at p 116 and New South Wales Australia, New York
2001 Chiyoda Engineering Accordingly as engineers there is an State and Pittsburgh USA.
Consultants Co.,Ltd. "F" and Ota obligation to understand and properly apply Figure 3 summarises the requirements for
"L")[12] due professional skill to tunnel safety safety equipment in the Japanese Road
questions. The exact nature of this duty Authorities Jurisdiction.
40,000 varies between legal systems and countries. The first stage of the Japanese process is
Traffic volume (vehicles per day per tube)

30,000 B A AA
25,000 For a Country by Country guide to liability characterisation of the tunnel type. From this
20,000 N.
15,000 N.
L-
40
see reference[9] figure tunnel risks are characterised from a
N. L-
10,000 N.
L- L- 12
x1
06 Divide and Conquer? - There are length/ traffic number perspective.
8,000 3x 4x x1
10 6 10 6 06 differences between the regulatory The Second stage describes what is
4,000 environment the different member states required (Figure 4).
3,000
and countries (often neighbouring each The Japanese approach can readily be
2,000
D C
other), the EU directive and other standards compared to the EU approach which is
1,000 (such as in the United States of America, summarised in Figure 2. It is systematic, and
Taiwan, Japan and Australasia). considered but different to EU and
It is not uncommon outside the EU for member state systems.
0

0
0

0
0

0
10

20
30

50

00

00
00

00

0
,0

neighbouring jurisdictions to have differing There is no correct approach. Each

1,

2,
3,

5,

10

Tunnel length (m)

standards. For example Hong Kong and system will perform differently.
The differences in performance may be
critical for management of a particular event
Figure 4: (extracted from Bouwdienst Rijkswaterstaat Directoraat-Generaal
say a vehicle fire. In a long busy Japanese
Rijkswaterstaat Ministry of Transport, The Netherlands Sprinklers in Japanese
tunnel (AA type) water deluge sprinklers
Road Tunnels Final Report December 2001 Chiyoda Engineering Consultants
are prescribed.
Co.,Ltd.)[12]
Under a range of scenarios the use of
Classification AA A B C D Remarks water deluge sprinklers could impact injury
Safety facility rates and infrastructure damage. The nature
Emergency telephone Not in D-Class tunnels with L < = 20m of the impact will depend upon the scenario.
Information and alarm

Push button The range of potential impacts extends

Fire detector Not in tunnels without ventilation system from positive to negative. If the impact is
Emergency At tunnel entrance Not necessary in tunnels with L > = 200m
negative (i.e. more injuries) it could be
alarm equipment
In tunnel Necessary in A-Class tunnels
argued that prescribing the water deluge
with L > = 3,000m system was wrong.
If no one is injured it is unlikely to be
extinguisher

Fire extinguisher
more than an obscure statistical reference in
Fire

Fire hydrant To be installed in B-Class tunnels

with L < = 1,000m an operator's log book.
Emergency Emergency exit light To be installed in tunnels with evacuation routes Understanding Regulatory Differences -
guidance panel
Guide board (A) To be installed in tunnels with evacuation routes These types of regulatory variations provide
Escape and guidance

Emergency exit sign To be installed in tunnels with evacuation routes an opportunity to argue subsequent to a
Guide board (B) To be installed in tunnels safety event that not only was a particular
without evacuation routes design defective but that had the design
Smoke extractor, Evacuation routes installed in tunnels with L > = 750m practices of another jurisdiction been
evacuation route Smoke extraction installed in tunnels with L > = 750m
Install evacuation routes in AA-Class tunnels and in A-Class tunnels followed injuries would have been avoided.
with L > = 3,000m, with bi-directional traffic and longitudinal ventilation
The impetus for such argument should not
Water supply hydrant To be installed in B-Class tunnels be underestimated and the sentiments and
with L < = 1,000m (water ports near portal)
Leaky feeder system Coaxial cable Necessary in A-Class
dissatisfaction of the public towards a legal
tunnels with L > = 3,000m system which does not find liability
Entrance/exit telephone subsequent to a tragedy are well illustrated
Radio (re-) broadcast Necessary in A-Class by a number of engineering related tragedies
tunnels with L > = 3,000m in recent years.
Other equipment

Loudspeaker system Installed in tunnels with radio (re-broadcasting equipment) The role of standards was recently
Water sprinkler Necessary in bi-directional A-Class highlighted when an Austrian court in
tunnels with L > = 3,000m
and more than 4,000 vehicle a day Salzburg acquitted 16 people of the
Monitoring equipment Type A (20m interval) Installed in tunnels with sprinklers responsibility for the Kaprun ski train blaze
that killed 155 tourists in November 2000.
Type B (at lay-by)
In the determination of the court the Judge
Emergency Installed in tunnels with L > = 200m
lighting equipment noted that:
Emergency Generator Installed in tunnels with L > = 500m the train confirmed to the latest technical
power supply
Uninteruptable power supply Installed in tunnels with L > = 200m standards and all requirements were
fulfilled.
Must be installed Installed if deemed necessary
Importantly the Judge accepted the

TUNNELLING JOURNAL 57
15
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OPERATIONAL

defendants arguments that no-one could

have foreseen the chain of events that lead
The challenge for the Middle East
to the deaths and that none of the
defendants had any reason to suspect that
with its unprecedented tunnel
the heater that started the fire was not up to building program is to formulate
standard.
The importance of considered engineering
regulatory environments that are
decision making underlies all guidelines. respectful and sensitive to local
These guidelines are tools to assist engineers
perform not recipes which guarantee conditions.
success.
attractive to foreign countries because it the directive are more problematic as they
Conclusions separates the executive arm of government imbed within them cultural and technical
The EU Directive on Road tunnel safety from accountability for tunnel safety and prejudices which are not readily discernible -
provides a useful example of both a creates clear lines of expert accountability for translation to other countries unique
regulatory framework and minimum tunnel safety - including named individuals circumstances (such as the Middle East)
prescriptive operating requirements for road and companies. demanding careful considered expert
tunnels. On the other hand the "minimum" analysis.
The regulatory framework is especially requirements for tunnel safety prescribed by A comparative analysis between road
directives and different EU member nation
REFERENCES guidelines readily demonstrates the vast
range of design and operational options
[1] Directive 2004/54/EC of the European Parliament and of the Council of 29 April 2004 on articulated globally with respect to
minimum safety requirements for tunnels in the Trans-European Road Network (EU Directive underground road transportation safety.
2004/54/EC) http://eur-lex.europa.eu/smartapi/cgi/sga_doc?smartapi!celexplus!prod! There is such variation in key safety
DocNumber&lg=en&type_doc=Directive&an_doc=2004&nu_doc=54 parameters such as ventilation, lighting,
emergency evacuation, control systems and
[2] A comparative analysis of the Mont-Blanc, Tauern and Gotthard tunnel fires (2004); Dix, A. . pedestrian ways that expert engineering
Professor. Voeltzel, A. Routes/Roads PIARC. 2004 decisions are still required. The common EU
http://www.piarc.org/en/order-library/5446-en- position as expressed in the EU Tunnel
A%20comparative%20analysis%20of%20the%20Mont-Blanc,%20Tauern%20and%20Gott Directive is an extremely useful articulation of
hard%20tunnel%20fires.htm minimum requirements but is not, and
could never be, the safety standard for the
[3] European Road Tunnel Safety Officers Forum European Union nor any other country in
http://ec.europa.eu/transport/road_safety/eventsarchive/2012_01_18_forum_tunnel_safety_en. the world.
htm The domestic regulations in EU Member
States remain extremely important
[4] Risk evaluation for road tunnels; 2011; Author(s) CLARK Gary / KOHL Bernhard / Dix Arnold documents in determining appropriate
& others; Risk management / Road tunnels; PIARC Ref. RR350-054EN conduct. The variation in approaches
highlighting the importance of providing
[5] Tunnel safety, risk assessment and decision- making; Tunnelling and underground space considered advice no matter what conclusion
technology 25 (2010) 91, 94; http://wenku.baidu.com/view/fa75eac9a1c7aa00b52acb14.html is arrived at following a systematic analysis of
a safety critical issue.
[6] OTA, Y., Japanese Standards and Guidelines for Road Tunnels, Tunnel Management It is the differences between regulatory
International, September 1999, pages 34 37. approaches which highlight the increasing
importance of informed expert decision
[7] Assessment of the Safety of Tunnels Study (IP/A/STOA/FWC/2005-28/SC22/29) European making for professional management of
Parliament underground transportation safety in the
European Union and other regions.
[8] Science and Technology Options Assessment, STOA, Authors/Experts: Beard, Cope, Dix and The challenge for the Middle East with its
others; available at http://www.itas.kit.edu/downloads/etag_beco07a.pdf unprecedented tunnel building program is to
formulate regulatory environments that are
[9] Handbook of Tunnel Fire Safety, 2nd edition; Authors Beard, Carvel, Dix and others; respectful and sensitive to local conditions.
Hardbound ISBN: 978-0-7277-4153-0; Ebook ISBN: 978-0-7277-4193-6; Publication Date: Simple factors such as blown sand and
October 2011; available at http://www.icevirtuallibrary.com/content/book/101179 P525 temperature can play havoc with apparently
sensible practices and standards from other
[10] NFPA 502: Standard for Road Tunnels, Bridges, and Other Limited Access Highway, 2011 parts of the world such as Europe. A unified
Edition; Authors: Brinson,Connell, Dix & others central regulatory framework has its place in
http://www.nfpa.org/catalog/product.asp?pid=50211&icid=B484 regions currently experiencing tunneling
booms such as the Gulf States. Though not
[11] PIARC Road Tunnels Manual; Contributors: Bendelius, Dix, Kabuya and others; superficially as exciting as the construction
http://tunnels.piarc.org/tunnels/ressources/3/257,Chap-8-Equipment-and-systems-EN-v-21.pdf programs themselves such regulatory
frameworks provide the much needed chain
[12] Chiyoda Engineering Consultants, Sprinklers in Japanese Road Tunnels, Report of consistency, responsibility and
commissioned by the Center for Tunnel Safety of the Netherlands Ministry of Transport, accountability during the massive
2001. construction phases of these emerging and
increasingly popular mega projects.

58 TUNNELLING JOURNAL
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OPERATIONAL

Successful tests in
the Trnskog tunnel
in Stockholm
Over the next few years, several
kilometres of tunnels will be or are
being built under Stockholm for both
the Stockholm Bypass and the Northern
Link. They can be expected to carry
A photograph of a free burning test in the Trnskog tunnel, with
high traffic loads, in which an accident
6m/s air velocity. The target vehicle, with combustible material on could have significant consequences.
the side, can be seen on the far side of the flames. The Swedish Transport Administration
has decided to protect the tunnels with
fixed fire fighting systems (sprinklers).
However, the potential for fire
spreading between vehicles is to be
investigated. Here, Glenn Appel,
Haukur Ingason, and Ying Zhen Li of
SP Fire Technology review tests it has
performed in an existing road tunnel to
investigate whether the fire-fighting
system would be capable of preventing
the spread of fire between stationary
vehicles in a queue.

IN CONJUNCTION WITH
Brandskyddslaget and the Swedish
Transport Administration (STA), specially
designed nozzles intended to provide
protection against fire in a tunnel has been
developed. A lot of testing has been done,
and a successful design concept has now
been produced. Two different fire-fighting
systems have been installed in two sections
of the existing Trnskog tunnel in order to
simulate as realistic a situation as possible.
The STA wanted to perform simple tests
that could show that fire would not spread
between stationary vehicles in a queue
situation. Using real vehicles was not a
realistic alternative during these tests.
Instead, a special instrumentation test rig
was developed, in the form of a target
vehicle measuring temperature. The
temperature was measured in order to
evaluate the risk of fire spread. The fire
itself was simulated by a specially
developed LPG burner, capable of
producing different heat release rate
curves.
Initial calculations before the test
In order to be able to make best use of the
limited time available in the tunnel, which
had to be closed to traffic while the tests
were being performed, preparatory tests
were carried out in SP Fire Technologys
large fire test hall. Using simple manual
calculations and advanced CFD
calculations, we were able to estimate
what the likely radiation flux on the tunnel
walls would be and to produce an image
of which parts of the tunnel needed to be
insulated before the tests. The calculations
also provided an indication of the distances
from the fire at which critical temperatures
for the ignition of flammable materials
could be expected.
The test arrangement
SP Fire Technologys LPG tunnel fire
simulator was used as the fire source. This
simulator has been developed in order to
produce a carefully defined heat release
rate. Specially designed burners had been
developed for the tests in order to provide
a good spread of heat even when the
burner was exposed to the effect of wind.
The heat release rate that was used
corresponded to a fast curve (Q = 0.047 *
t), by which the heat release rate rises
from zero up to about 3.5MW in about 4.5
minutes. This is then followed shortly after
by a step increase up to about 6MW,
which is then held constant for a given
time.
In addition to the burners, a target
vehicle had been constructed in the form
of a sheet of steel, covered on each side by
flammable materials. The surface of the
steel was used to measure temperature (a
large plate thermometer), so that when
the adjacent materials caught fire the
temperature of the steel sheet could be
read at the same time.
An advantage of using the target vehicle
was that it provided seven positions at
which the temperature could be measured.
The shape of the target vehicle was that of
the rear of a van, with two of the
temperature measurement points on the
roof and five on the vertical surface facing
towards the fire. This made it possible to
see where the temperature was the highest
and where the water spray did the most
use during the tests. The values recorded
from the target vehicle were comparable
with those that could be expected in a real
vehicle in a fire.
Tests under real conditions
As far as we know, fire-fighting systems
have never previously been tested under
such conditions in an existing tunnel. Two
different wind velocities were used (6m/s
and 3m/s) during the tests in order to
investigate temperature differences
resulting from different distances (2m and
2.8m from the centre of the fire) to the
nearest vehicle. An environment such as
that in the tunnel is very difficult to

TUNNELLING JOURNAL 59
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OPERATIONAL

Did the fire-fighting system work as

Figure 1: Measured values from the simulated target vehicle exposed to the
fire in a free burning test and with the water spray system in a 6m/s air flow.
reproduce in laboratory conditions, due to
effects such as the specific geometry of the
tunnel and the air flows. This is why these
experiments are so important. In the free-
burning tests, the flammable material
often ignited at a temperature of
somewhat over 350 C, which is close to
the ignition temperature. Figure 1 shows
the steel temperature from a free burning
test with an air velocity of 6m/s in
comparison with a test using the fire
fighting system.
intended?
After having first carried out free burning tests
in which the combustible material caught fire,
experiments were conducted with the fire-
fighting system in operation. This was started
about 30 seconds before the combustible
material was expected to catch fire, after which
the heat release rate rose to 3.5MW and then
step rise to 6MW was performed. No
carbonisation of the combustible material was
seen in most of the tests with the fire-fighting
system in operation, despite the fact that the
material was exposed to radiation from a 6MW
fire for a period of five minutes. The
temperature of the target vehicle was also very
low during most of these tests, as can be
clearly seen from Figure 2. In the particular
case illustrated by Figure 2, the target vehicle
was at a distance of 2.8m from the centre of
the fire, and only about 1.5m from the flames.
The tests described here have shown that
spraying water on an adjacent burning vehicle
effectively keeps the temperature down and
prevents combustible material from catching
fire. This conclusion is an important argument
in favour of the use of fire fighting systems in
queue situations. However, the tests do not
provide information about the efficacy of fire
fighting systems when dealing with a fire:
this requires further full-scale tests with real
vehicles.

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A new system for water

drainage in tunnels
Water leaks often create problems in tunnels, as they can result in icicles. To prevent this, water is
drained from the tunnel roof and walls down to the ground, where it can be dealt with. Traditionally
sheets of PE foam have been used, but they are difficult to fit and introduce large quantities of
flammable material into the tunnel. A new drainage system, Rockdrain, has now been tested, both
in the laboratory and in full scale in a railway tunnel. The project has been financed by the Swedish
Transport Administration, and performed as a joint project by SP Fire Technology, CBI, IVL, Besab,
Rockdrain and the Traffic Administration. Lars Bostrm of SP Fire Technology explains

ROCKDRAIN IS a new system for drainage

of inwardly leaking water in tunnels, based
on a mesh of ducts secured to the roof and
walls of the tunnel and then sprayed with a
thin layer of conventional permeable
shotcrete. The shotcrete is then covered by
a special layer of sprayed concrete called
Solbruk, which is impermeable to water
leakage and provides better thermal
insulation than conventional shotcrete. The
addition of a small quantity of
polypropylene fibres to the Solbruk
produces a material that can also withstand
fire without spalling.

Full scale trials

The system has undergone full scale testing
in a recently constructed 1.8km long railway
tunnel at Kattleberg, about 40km north
east of Gteborg. The Rockdrain system
was constructed in the tunnel over a length
of about 100m where water leakage has
been observed. The tunnel interior has been
laser scanned after each stage of
application, i.e. first after the channel mesh
was fitted, then after the spraying of
conventional shotcrete, and finally between
each sprayed layer of Solbruk. These scans
have made it possible to determine the
thickness of each sprayed layer with very
high accuracy. In addition to enabling the
drainage performance of the system to be
tested on full scale, the work has also
revealed practical problems associated with
application, such as an insufficient thickness
of Solbruk, which could then be rectified. In
addition, energy input and the necessary
working time for the application have been
measured to enable LCC/LCA analyses to be
performed. The same measurements and
comparisons have also been made for
insulation of a conventional drainage
system using foamed PE mats.
Laboratory tests
An extensive programme of testing has
been carried out as part of the project
work. CBI Betonginstitutet has investigated
the mechanical properties of the various
Above: The Kattleberg tunnel with the
draining mesh fitted. Right: Close up of
the draining mesh.
elements, their durability, the drainage
performance and the tolerances required by
the system for its application, i.e. the
maximum distances that can be accepted
between the mesh and the tunnel wall
without the channels in the mesh being
blocked by shotcrete. SP Fire Technology has
tested the systems fire resistance using the
hydrocarbon curve (HC) test characteristic,
whilst the thermal conductivity and thermal
diffusivity of Solbruk have also been
determined.
The results
The tests that have been performed show
that, on the whole, Rockdrain works well
for dealing with drainage in tunnels. Special
measures may need to be taken to provide
protection for certain functions such as frost
resistance and fire resistance. Spalling of the
material can be avoided by wet spraying
Solbruk with an admixture of 0.5kg/m
polypropylene fibres. The tests show that
the mesh must be mounted not more than
10mm from the surface of the rock in order
to prevent it from being clogged by
shotcrete. The LCA/LCC analysis clearly
shows that Rockdrain has definitely less of
an environmental impact, and is cheaper,
than the traditional method of drainage. A
further important lesson from the project is
that good training of operators, thorough
knowledge of the system, and proper
inspections are required to ensure that the
system is correctly applied.

TUNNELLING JOURNAL 61
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UP EUCLID CREEK
WITH A SOLUTION
THE FIRST OF A SERIES OF NEW TUNNELS
FOR THE CLEAN LAKE PROJECT IS UNDERWAY
SEE PAGE 5 SEE PAGE 14 DETAILS ON PAGES 41-54
OBAMA VISITS BORING FOR RETC VISITS
PORT OF MIAMI BI-COUNTY THE CAPITAL
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OTHER NEWS FROM WSSCS NEW WATER CONFERENCE AND
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13-02-27_119_ID040_eAz_XXL-Durchmesser_Tunnelling Journal NA_210x297mm_4c_oc_Fassung 01

h e r r e n k n e c h t A G | u tilit y t u nn e lling | T r affi c t u nn e lling

Miami Shanghai Sparvo

12.86m 15.43m 15.55m

WOR LD CHAM PI O N IN XXL-FO RMAT.

Mechanized tunnelling technology
for all ground conditions
Traffic as well as supply and
disposal infrastructures
Diameters from 0.10 to 19m
Around 375 kilometers of tunnel
with diameters >10 meters
Construction companies have successfully excavated some 375 kilometers of tunnel worldwide
in about 100 projects, using Herrenknecht machines with diameters of more than 10 meters.
Multi-lane road tunnels, railway tunnels and expansive metro lines provide sufficient capacities
for efficient transport systems.
The worlds two largest Mixshields (15.43m) have built a double-tube, combined road and
metro tunnel beneath the Yangtze River in Shanghai. One of the two machines is currently being
re-used. Together with a smaller Mixshield (14.90m), this giant is currently excavating two
double-tube road tunnels beneath the Huangpu River. The tunnels will connect the districts of
Baoshan and Pudong as well as Minhang and Fengxian. As part of these projects, a total of around
25 kilometers of tunnel with mega-diameters are being built.
For the Miami Port Tunnel, Herrenknecht delivered the largest tunnel boring machine ever
employed in loose rock in the USA. The construction crews celebrated the breakthrough of the
first tunnel by the Herrenknecht EPB Shield S-600 (12.86m) in Florida on July 31, 2012.
The worlds largest tunnel boring machine, the EPB Shield (15.55m), is in operation con-
structing the Sparvo road tunnel in Italy quickly and safely. The first, around 2.5 kilometer long
XXL tube was completed with daily top performances of up to 22 meters on July 26, 2012.
As the only company worldwide, Herrenknecht AG delivers tunnel boring machines for all
ground conditions and in all diameters. The Herrenknecht product range includes tailor-made
machines for transport tunnels, supply and disposal tunnels as well as additional equipment and
service packages.

Herrenknecht Tunnelling
Systems USA, Inc.
1613 132nd Ave E, Suite 200
Sumner, WA 98390
Phone +12534472300
Fax +12538639376
marketing@herrenknecht.com

www.herrenknecht.com

13-02-27_119_ID040_eAz_XXLDurchmesser_TunnellingJournal_210x297_01_RZ.indd 1 28.02.13 10:56

NATJ_0513_COMMENT_003.qxd:Feature 21/4/13 19:06 Page 3

comment contentS
By popular demand 5 North American News
Project, contract & company news
Fire crew tunnel rescues and methane
blasts not withstanding, its been great
to see such positive press on the
9 The Insider
Lessons that can be learned from dragons,
dwarves, wizards, and a white rabbit
tunneling industry this month. From
President Obamas visit to the Port of
Miami Tunnel, in Florida, to promote
public-private partnerships for big-ticket
10 Blue beginnings
The first of four major projects gets under
way for DC Waters Clean Rivers program
infrastructure projects; to Bertha the
worlds largest TBM arriving in Seattle,
Washington, for the Alaskan Way Viaduct Bored Tunnel Replacement; Left: The
national media coverage has at last focused on the great feats being figure of
attempted, and achieved, by tunnelers throughout North America. eight slurry
The most heart-warming story however, was the delight of the San wall shafts
at Blue
Mateo County residents, turned tunnel activists, at the opening
Plains (p10)
ceremony for the Devils Slide Tunnels, in California (p6). Following
Below: The
decades of campaigning which resulted in a tremendous citizen vast caverns
movement to prevent Caltrans proposals for a four-lane overland under NYCs
bypass of this notorious stretch of state Highway 1 and years of Grand Central
construction, some of the pro-tunnel advocates were among the first Terminal (p20)
to drive through the twin tunnels in a parade of classic cars this March.
To aid the celebrations, the Half Moon Bay Brewing Co unveiled a new
beer, Tunnel Vision Ale. I wonder if someone would be willing to
sponsor a tasting at this years RETC conference in Washington DC...

Amanda Foley

Front cover: Up Euclid

Creek with a Solution
The first of a series of new tunnels for the
Clean Lake project is underway
The Euclid Creek Tunnel, a combined sewer
overflow project in Cleveland, Ohio, was
designed and is being built to reduce sewer
overflows to both Euclid Creek and Lake Erie.
14 Boring for WSSCs Bi-County Tunnel
Numerous challenges have been met during
construction of the Bi-County Water Tunnel
The project for the Northeast Ohio Regional Sewer District (NEORSD) is the
first of many tunnels for the NEORSD Clean Lake Project (see p6).
The tunnel is segmentally lined and when complete will be 17,716ft
(5,400m) in length, with a diameter of 23.9ft (7.3m). The contractor,
20 The Grand Central legacy
Production blasting for East Side Access
huge platform caverns draws to a close
McNally/Kiewit JV is excavating the tunnel using a single shield hard rock
TBM. The Euclid Creek Tunnel construction is innovative in the fact that it is
a hard rock tunnel using a
two-component annulus
29 Company News
Career moves and company news

grout. The annulus grout

was developed in BASFs
Technical Center in
30 CAT that gets the cream
Caterpillar Tunneling has been building on
the LOVAT foundation with new investment
Beachwood, Ohio. BASF is and an ambitious R&D program
also supplying alkali-free
set accelerator for
shotcrete application.
Technical support and
34 Meeting the challenges of Coxwell
The final connections have been made on
Torontos Coxwell Trunk Sewer Bypass
expertise is being
provided by the BASF
North American
Underground
41 RETC prepares for the capital
Washington DC is the host city for this years
Rapid Excavation & Tunneling Conference
Construction Group. and Exhibit (RETC)

NORTH AMERICAN TUNNELING JOURNAL 3

NATJ_0513_NEWS_004_007.qxd:Feature 21/4/13 19:18 Page 4

JOBS DONE WELL.

For over 50 years, Kiewits Underground District has
built some of the nations most complex tunneling and
underground facilities.

At the heart of any Kiewit project is a safety minded

workforce, committed to excellence in quality. From our
unique projects to our committed professionals...there is
nothing ordinary about it.

Kiewit Infrastructure Co.

302 South 36th Street, Suite 400, Omaha, NE 68131 | (402) 346-6010

KIEWIT.COM

4 NORTH AMERICAN TUNNELING JOURNAL

 NEWS

Bertha arrives in Seattle

Bertha, the worlds largest tunneling
machine to date, arrived in Seattles Elliott Bay
on April 02, following a 5,000-mile journey
from Hitachi Zosens Sakai Works factory, in
Osaka, Japan. The 57ft (17.5m) EPB machine
will begin excavation of Washington State
Department of Transportations (WSDOT)
US$1.35 billion (State Route-99) Alaskan Way
tunnel, beneath downtown Seattle, this
summer.
The five-story-tall machine arrived aboard
the Jumbo Fairpartner in 41 pieces, the
largest weighing about 900 tons. Seattle
Tunneling Partners (STP JV) crews unloaded
the pieces and transported them a short
distance to the projects 80ft (25m) deep TBM
launch pit, adjacent to Seattles iconic dock-
side sport stadiums, where the machine will
be assembled for tunneling.
Testing at Hitachi Zosens manufacturing
plant in Sakai revealed a problem with the
TBMs main drive unit, requiring repairs to the
machine before shipping from Osaka Bay on
March 19. Bertha has since passed all of her
tests, and will officially
become the property of
STP once shes tunneled
approximately 1,000ft
(300m) without any issues.
Crews in Seattle are
about 80% finished with
the launch pit where
Bertha will start her
journey and are currently
preparing the site for TBM
assembly. Work is also
under way at the north
end of the Battery Street
Tunnel to prepare the TBM Left: Jumbo Fiarpartner comes into dock;
reception area. above: Berthas unloading and assembly

Second Avenue Subway worker rescued Methane blast on

after four-hour recovery effort
New Yorks Metropolitan Transportation
Authority (MTA) suspended work on a
section of the Second Avenue Subway
project on March 20, following a four-hour
rescue effort to save a worker who became
trapped in saturated soft ground 75ft
(22m) below ground at the projects 96th
Street Station Cavern.
More than 150 firefighters worked to
free EE Cruz worker, Joseph Barone (age
51), after he lost his footing on plywood
sheeting and sunk chest-deep into liquified
clay material as he made his way through
the 96th Street Station Cavern at about
8.40pm [EST] on Tuesday, 19 March.
Barone was given drugs to keep him calm
and a Fire Department chaplain was
brought to his side during the ordeal.
The worker was eventually pulled from
the station box by crane at around
12.30am. Found to be suffering from
hypothermia and other minor injuries, he
was taken to New York-Presbyterian/Weill
Cornell hospital, in Manhattan. Three
firefighters also suffered minor injuries
during the rescue operation.
EE Cruz/Tully JV is currently fitting out
the fully excavated 96th Street station
cavern under a $324.6 million MTA
contract. While some stretches of the
around 4.30pm local time on April 10, in-
invert have been poured with concrete the
area where the worker lost his footing
remains unlined.
The MTA announced new safety
measures in the wake of the incident. The
transit agency will now require workers to
wear safety harnesses and mark unlined
invert areas with warning cones.
Torontos SeC injures
four workers
As NATJ was going to press, investigations
were ongoing following a methane explo-
sion on Torontos Southeast Collector (SeC)
Sewer Project. The blast, which occurred
jured four men working on the projects A2
TBM drive.
While all four men were admitted to hos-
pital, two had been released from
Markham-Stouffville hospital the same day
and a third man was due to be released on
April 11. The fourth man, who was airlifted
to the Sunnybrook Trauma Centre, re-
mained in hospital.
Patrick Casey, Director of Corporate Com-
munications for York Region, said contrac-
tor Strabag Inc. would be conducting its
own investigation into the incident, in ad-
dition to an on going Ministry of Labour in-
vestigation. As it stands now the shaft is
sealed until the Ministry of Labour investi-
gation is complete, Casey said.
Although the shaft where the incident
occurred [Shaft 10] had been sealed and all
work there had stopped, work continued
on other sections of the tunnel, with two
of the four owner-procured TBMs still in op-
eration.

NORTH AMERICAN TUNNELING JOURNAL 5

 NEWS
Devils Slide opens to public
Following decades of campaigning and years
of construction, the $439 million Devils Slide
Tunnel, in San Mateo County, California,
opened to the public on March 26. The
inauguration ceremony for the twin tunnels
took place on March 25, with a parade of
classic cars filled with many of the local
residents who led the campaign that called
for the tunnel instead of a four-lane bypass
being the first to drive through.
Kiewit Infrastructure carried out NATM
excavation of the tunnels using roadheaders
and drill & blast excavation through the San
Pedro Mountain. The works took two years
longer than originally expected, in part due to
complex soil conditions being worse than
anticipated. But for residents and merchants
of the San Mateo County coast, it was well
worth the wait. Almost since it opened in
Euclid Creek progresses under Erie
The 27ft (8.2m) diameter Herrenknecht hard
rock TBM at work on McNally/Kiewit JVs Eu-
clid Creek Tunnel contract, in Cleveland, Ohio,
has completed approximately 50% of its
18,050ft (5.5km) drive and is currently mining
tunneling beneath Lake Erie.
The Northeast Ohio Regional Sewer District
(NEORSD) gave McNally/Kiewit JV notice to
proceed on the $198 million contract in April
2011. The Euclid Creek Tunnel is the first of
seven tunnels for the sewer districts Project
Clean Lake, a 25-year plan to protect Lake Erie
and its tributary rivers and streams from com-
bined sewer overflows.
The tunnel, which was designed by Hatch
Mott MacDonald (HMM), is predominantly
being driven through thinly bedded shales and
interbedded siltstone at an average depth of
200ft (60m). A launch shaft, reception shaft
and three intermediate shafts are also being
built as part of the contract. As the TBM pro-
gresses a one-pass pre-cast segmental liner,
manufactured by CSI Hanson in Macedonia, is
being installed to provide an i.d. of 24ft
(7.3m).
A recent switch to a three-shift mining oper-
ation by the JV is proving to be a success, with
crews having reached record weekly advance
rates since its inception in early March. Thus
far, three of the projects five continuous con-
6 NORTH AMERICAN TUNNELING JOURNAL
1937, this curvy cliff-top stretch of Highway 1
has bedeviled drivers, residents, and Caltrans
engineers, with rockfalls and landslides. Now
open, the 4,100ft (1250m) tunnels and two
new 1000ft (300m) bridges steer the route
away from this perilous section of coastline.
Caltrans awarded construction of the twin
tunnels the states first highway tunnel
project since the third bore of the Caldecott
Tunnel opened in 1964 to Kiewit on January
03, 2007 (see NATJ, April/May 2011, p10).
HNTB was the prime designer, responsible for
the final lining design and the tunnels state-
of-the-art M&E systems. Subconsultant ILF
Consultants was responsible for NATM design
of the initial lining and ground support,
drainage systems and waterproofing. Kiewit
employed Gall Zeidler Consultants to provide
NATM construction support, while a joint
venture of URS and Dr G Sauer Corp was
selected to perform tunnel excavation
inspection and scheduling for Caltrans.
The tunnels will now be known as the Tom
Lantos Tunnels, in honor of the late San
Mateo congressman who secured full federal
funding for the tunnel. Lantos worked for
three decades to bring the project to light and
lived to see the tunnels get underway before
he died in early 2008. His widow and
daughter were both present at the ceremony.
veyor system booster stations have also been
installed.
Shafts 1, 4, and 5 have been completely ex-
cavated, and Case Foundation recently com-
pleted the 32, 105ft (32m) deep, secant piles
for Shaft 3, for which soft ground excavation
will begin this month. McNally/Kiewits con-
crete subcontractor, Northstar, has also begun
structure and shaft cast-in-place concrete oper-
ations at Shafts 4 and 5, along with four addi-
tional surface structures.
Jacobs Associates is providing construction
engineering services for the project, which is
scheduled for completion in April 2015. The
launch shaft will be used as part of the Dug-
way Storage Tunnel, the design of which was
recently awarded to MWH in joint venture
with HMM.
Crosstown TBMs
gain a warm
reception in Toronto
(From left) Bruce McCuaig, CEO of
Metrolinx, Ontario Transportation Minister
Glenn Murray, and Toronto MPP Laura
Albanese
PHOTO: METROLINX
On April 09, Ontarios Transportation
Minister, Glen Murray, inspected the first
of four owner-procured Caterpillar EPBMs
that will excavate the 11km (6.8-mile)
Downtown tunnel component of the new
Eglinton-Scarborough Crosstown LRT, in
Toronto, Canada.
The CA$4.9 billion, provincially funded,
LRT will run about 19km (11.8-miles) from
Black Creek to Kennedy station in the
east, and is expected to take about eight
years to complete.
Metrolinx awarded the first of two
major tunnelling contracts for the project
to Crosstown Transit Constructors
comprised of Obayashi Canada, Kenny
Construction, Kenaidan Contracting and
Technicore Underground in September
2012.
This first machine will be launched from
the Black Creek Drive Advanced Works
shaft in May, with its twin following a
month later, in June. They will complete
the first drives from Black Creek to Allen
Road, near Eglinton West Station.
Here the machines will be recovered
and re-launched on the east side of Allen
Road, to avoid tunneling under the
existing Spadina Subway. They will
complete their drives at Eglinton Station,
just west of Yonge Street.
The second set of TBMs will be launched
from Laird, in the east currently
scheduled for May 2014 and drive west
back towards Yonge Street. The line will
then run above ground on its own right-
of-way from Laird Road to Kennedy.

Obama visits Port of Miami Tunnel Project
President Barack Obama visited the Port of
Miami Tunnel Project, in Florida, on Friday,
March 29, to highlight the use of Public-
Private partnerships to deliver big-ticket
projects such highways, bridges and tunnels,
promoting a new plan to rebuild the nations
roads, bridges and points of commerce a
series of measures that White House officials
argue could appeal to business-minded
Republicans.
The Port of Miami Tunnel project, which is
the result of three years of work by more than
6,000 sub-contractors and vendors, will
connect the port to the interstate highway
system and will take over 1.5 million trucks
out of the downtown area per year. The major
infrastructure project, which is being built at
an estimated cost of US$1.3 billion, includes a
-mile (1.1km) long twin-tube highway
tunnel that will connect the MacArthur
Causeway on Watson Island to the Port of
Miami, on Dodge Island.
The tunnel project is a design-build-finance-
operate-and-maintain (DBFOM) Public Private
Partnership (PPP) between public partners the
Florida Department of Transportation (FDOT),
Miami-Dade County and the City of Miami,
and MAT Concessionaire, which is made up of
Meridiam Infrastructure and Bouygues Travaux
Publics. Bouygues Civil Works Florida is the
Design-Build Contractor.
It is projects like this one, the US
President said in remarks following his tour,
that will help reignite the true engine of our
economic growth a rising, thriving, middle
class. Projects like this create a lot of other
good jobs, too, President Obama explained.
You ask any CEO where they would rather
locate their business and hire new workers.
Are you going to set up shop in a country
thats got raggedy roads, runways that are
pot-holed, and backed-up supply chains? Or
are you going to seek out high-speed rail,
Internet, high-tech schools, new state-of-the-
art power grids, new bridges, new tunnels,
new ports that help you ship products made
in America to the rest of the world as fast as
possible?
The US President laid out a plan that will
create jobs while upgrading what businesses
need most modern ports; modern pipelines
and tunnels; and modern schools.
Called the Partnership to Rebuild America,
this partnership with the private sector has
three main components: creating an
independent fund which would leverage
private and public capital for infrastructure
projects that show the greatest merit; fund
more projects, at less cost, by establishing
new America Fast Forward bonds, which will
give mayors and governors more flexibility and
power to attract private investment for public
projects; and strengthening a loan program
(the Transportation Infrastructure Finance and
Innovation Act or TIFIA) that will give cities
and counties better access to funds for
infrastructure improvements.
At more than 500 employees, of which
nearly 90% are local hires, Bouygues is proud
of the great progress weve made in this very
challenging project, Bouygues Project
NEWS
Executive, Louis Brais, told NATJ. President
Obama used his visit to affirm his belief in,
and commitment to, Public Private
Partnerships, using ours as a national model,
and we look forward to partnering with the
public for other great projects.
POM Tunnel Update
Bouygues historic Port of Miami Tunnel
Project was at 69% completion as NATJ went
to press in early April. With a final completion
date less than 15 months away, the Project
Team of now over 500 employees, led by
Project Executive, Louis Brais, is busy at work
on several critical components of the project.
The first of the twin tubes (eastbound
tunnel) was completed on July 31, 2012.
Harriet, the projects 42ft (12.5m) diameter
Herrenknecht Mixshield TBM, began boring
the westbound tunnel on October 29, 2012.
Now more than two thirds into her second
bore, the machine recently successfully
completed the most challenging portion of
the tunnel alignment.
Extremely porous geology demanded that
the Earth Pressure Balance (EPB) TBM be
adapted to safely mine without confinement
overpressure. The innovative technique used
to accomplish this was a Water Control
Process (WCP) mode (see NATJ September
2012, p10). Harriet is now back in EPB mode
for the remaining westbound tube excavation,
and is expected to breakthrough later this
month (April 2013).
Also for the first time ever in Florida,
ground freezing will be utilized in a
construction project. Of the five emergency
cross passages that will link the twin tubes,
cross passages 2 and 3 will be constructed
using ground freezing.
Due to the highly permeable nature of the
soils, pre-treatment is also required. CP1, CP4
and CP5 were pre-treated from ground
surface using an innovative technique, Cutter
Soil Mixing (CSM) to form a nearly impervious
monolithic block of soil-cement. Surface
restrictions prevented CSM for CPs 2 and 3,
so artificial ground freezing via Brine at -30C
will be adopted to provide safe support of the
ground during excavation and permanent
lining.
NORTH AMERICAN TUNNELING JOURNAL 7
NATJ_0513_Buoygues_AD_008.qxd:Ad 21/4/13 19:29 Page 52

PORTMIAMI
TUNNEL

The historic Florida transportation project PortMiami Tunnel will connect the port, Miami-Dade
Countys second largest economic generator, directly to the surrounding highways, improving
access to the port. The technically challenging project, a first in North America for global
conglomerate Bouygues, is comprised of two 11.3 meter internal diameter, 1.27 kilometer long
tunnels bored through the intricate geology of the Biscayne Bay channel, known as Government
Cut. Design-Build Contractor, Bouygues Civil Works Florida, is also a 10% equity partner in
this award-winning Public Private Partnership that U.S. President Barack Obama heralded as a
national model for P3s.

www.Bouygues-Construction.com
FOR MORE INFO ON PORTMIAMI
TUNNEL PROJECT VISIT:
www.portofmiamitunnel.com
Or Contact: L.Weinberg@BCWF-Miami.com
NATJ_0513_Insider_009.qxd:Feature 21/4/13
WINTER IS OVER and spring is around the
corner. The madness of March is upon us, so in
keeping with the season I thought some
thoughts and anecdotes highlighting my own
madness about tunneling and some lessons
learned would be fitting for this months Insider.
In writing geotechnical baseline reports (GBRs)
and attempting to foresee issues and hazards
that might manifest during projects, I have often
opined that if anybody can see into the ground
ahead of the TBM, they would be very rich
indeed. Imagine my delight then when the
project geologist announced in a recent meeting
that he could see the rock we were going to
encounter just by looking at the mountain.
Alas, his credibility was badly damaged a few
seconds later when he also announced that
there would be no problems.
Another Contractor once told me that when
reviewing a GBR he noted to his chief estimator
that there appeared to be no really bad ground
on the project. When have we had a job with
no really bad ground? he said to his colleague.
They quickly agreed to put 5% of really bad
ground into the estimate regardless of what the
GBR said.
Lessons are all around us in art and literature
that can help us at work. For example, I watched
a movie called Reign of Fire a few years ago. If
you havent seen it, I would not exactly drop
everything to rush out and buy it on DVD, but
the movie begins with a tunneling scene
beneath London. The tunnel excavation breaks
into a dragons lair disturbing its sleep, which
results in a fiery death for all involved and
devastation for London and most of the UK.
While this movie had great special effects and
this was clearly a traumatic event in the history
of my homeland I couldnt help but think
blimey, I bet that wasnt in the GBR. That must
be a Type II DSC. I generally try to keep these
types of thoughts to myself as they are not
readily understood by people outside the
industry, but these lessons can be valuable to
share with colleagues.
Alignment control is important in tunneling
and this importance can be seen in the Lord of
the Rings, where the Mines of Moria were
destroyed when the dwarves delved too deep
and released a fearsome beast. This loss of
vertical alignment resulted in the destruction of
their entire community. This does seem a bit
18:51 Page 9
the
insider
Bob Goodfellow, PE, CEng, Senior Vice
President, Aldea Services LLC
harsh to me, regardless of the severity of the
surveying error.
Utility location is a well-known problem on
many tunnel projects. In the case of the
Chamber of Secrets, Harry Potter locates this
chamber that has lain undiscovered for over 500
years. I would think that a decent set of as-built
drawings would have solved this mystery long
ago without all the fuss.
Through the
Looking Glass
Using the appropriate form of contract
provides the lesson in the Great Escape. Charles
Bronson as the chief tunnel contractor was not
abiding by the minimum support requirements
and caused a serious accident during tunneling
under the fences to escape from a prisoner of
war camp, an accident in which he was lucky
not to be completely buried along with his
workers. The Germans in this fine movie were
also clearly unhappy at not being allowed access
to inspect the works. But you see, it depends
how you set up the contract; and if the
specifications rely on self-certification for quality,
what control do you really have to inspect the
work and make any changes? The tunnel was
eventually completed and quite a few people
escaped, so while it wasnt as great an escape as
the original plan, we could still call the tunnel
project a technical success.
And then there is my own favorite parody of
the tunnel business, Alice in Wonderland. Down
a rabbit hole Alice goes headlong into the world
of tunnel construction, seeing an overexcited
project sponsor demanding everybodys head be
cut off when they are not pleased; the rabbit-like
project manager always concerned with time
and how late they are; the crazy CM calling
meetings (and always with plenty of tea); an
ever-smiling Cheshire Cat consultant that seems
to appear out of thin air whenever there is
trouble; and identical-looking lawyers from the
firm Tweedledum &Tweedledee giving constant
THE INSIDER
and yet contradictory advice. All these characters
are supposedly helping poor Alice and Brothers
Contracting navigate their way through their
underground issues when all they want is to get
out without too much damage.
We have all heard the expression the more
things change, the more they stay the same.
Companies spend millions analyzing industry
trends and discussing how change is good and
change must be embraced if we are to succeed,
but many things are constant in our business.
One of these constants is character. The tunnel
business abounds with extrovert, high
maintenance and delightful characters many of
which would not be out of place in the books or
movies noted above.
The mentality and indomitable spirit of tunnel
miners is legendary. Many of us have stories to
share, but one I read recently summed up their
attitude perfectly for me. The book was a
fascinating read about military mining during
World War I and how the miners were formed
into tunneling companies so that large
underground mines could be placed by
tunneling under the opposing forces trenches.
The conditions and courage on both sides to
pursue such a branch of warfare is a topic for
another day, but before heading off to face the
horrors of the Western Front and join his
tunneling company, a miner from the Northeast
of England was asked during his medical if he
was circumcised. He responded with a smile that
no, that is just fair wear and tear. I know Ive
worked with people like that guy and I am sure
that even after almost 100 years, many of you
recognize this brand of miners humor.
There are lessons all around us, if only you are
passionate and, yes, crazy enough about tunnels
to take note of them. Stay safe, learn those
lessons, enjoy the great people in our industry,
and for goodness sake keep away from dragons!
NORTH AMERICAN TUNNELING JOURNAL 9
NATJ_0513_BLUEPLAINS_010_012.qxd:Feature
Above: Map of the Blue Plains Tunnel
Project and the other tunnel projects
in the DC Clean Rivers Program
Below: The combined figure eight
diaphragm wall shaft structure at the
Blue Plains WWT Plant
21/4/13 19:34 Page 10
The Blue Plains Tunnel is the first of four major
design-build tunnel projects to get underway
for the Clean Rivers Project, in Washington DC.
Amanda Foley, reports
BLUE
beginnings
IN WASHINGTON DC, Traylor/Skanska/Jay-
Dee JV is currently gearing up for the launch
of its Herrenknecht EPB machine on the 4.5-
mile (7.3km) long Blue Plains Tunnel Project.
The 23ft (7m) diameter machine, which was
christened Lady Bird during an official
ceremony on April 9, is due to start tunneling
this June. It will be used to excavate the first
phase of The District of Columbia Water and
Sewer Authoritys (DC Water) $2.6 billion
Clean Rivers program, which aims to eliminate
Combined Sewer Overflows (CSOs) into the
Anacostia and Potomac rivers.
After a procurement effort that lasted more
than a year Traylor/Skanska/Jay-Dee JV (TSJD),
along with its designer Halcrow, was officially
awarded the $330.5 million design-build
contract for the Blue Plains Tunnel Project on
May 5, 2011. The contractor was chosen from
three short-listed teams, with evaluation and
scoring of the technical (35%) and price
(65%) proposals ultimately resulting in a
combined highest score and lowest bid. EPC
Consultants was selected to carry out
construction management on the project.
The Blue Plains Tunnel is the longest of the
four tunnels in the Clean Rivers Program, at
approximately 24,000ft (7,315m) and includes
five diaphragm wall shafts that range
between 50ft (15m) and 132ft (40m) in
diameter and 110ft (34m) and 170ft (52m) in
depth (see map).
Shaft design and construction
Two of these shafts, the 132ft (40m) diameter
Dewatering Pump Station Shaft (DS) and the
76ft (23m) diameter Screening Shaft (SS), are
located at the Blue Plains Advanced Waste
Water Treatment Plant (BPAWWTP) site and
have been designed as a combined figure
eight diaphragm wall structure.
This unique shaft arrangement will
allow the assembly of the TBM
through both shafts, utilizing a
23ft (7m) diameter opening
between the adjoining shaft walls.
The arrangement takes
advantage of the large diameter
shafts to facilitate TBM launch,
explains Traylors Construction
Manager, Brett Zernich. It also
eliminates the need for an
elaborate ground support system
for an interconnecting tunnel
between the two shafts.
Its proved challenging, in
terms of the size and arrangement
of the diaphragm walls, says
Martin Ellis, Halcrows Design
Manager for the project. You
basically end up with some
double-size panels and some Y-
shaped panels where the shafts
interconnect, for which you have
to maintain the excavation.
 NATJ_0513_BLUEPLAINS_010_012.qxd:Feature
TSJD subcontractor Bencor, excavated these
5ft (1.5m) thick, 200ft (60m) deep diaphragm
walls last year. They had to work with some
pretty strict verticality tolerances, which were
dictated by the full depth of the shaft, says
Ellis. Basically, weve had to eke out every bit
of strength from the walls to make the figure
of eight work. The shaft reinforcement
consists of steel cages, with glass fiber
reinforcement for the tunnel eye. Theres also
increased reinforcement locally at the bottom
of the shaft where weve had to take into
consideration the vertical spanning and hoop
stresses in order to gain sufficient strength.
Theres also additional reinforcement around
ngs
the opening between the two shafts, which
transfers the load above and below it.
The shafts, from my viewpoint, are
probably the most complex part of the
project, says Rafael Castro, Design Manager
of the Blue Plains Tunnel for the Owners
Representative Jacobs Associates. Fortunately
the JV and its designer have done a very good
job of handling the difficulties associated with
their design and construction. There have
been a lot of challenges, but TSJD and
Halcrow have worked through them. From
the shaft design perspective its gone really
well. The shaft construction itself has gone
fairly well, but weve had some bumps. The
requirements for the slurry wall installation
were quite stringent and it took a lot of
finesse to install the slurry wall panels.
The size and verticality requirements were
a challenge, says Zernich. But in the end,
using sophisticated slurry wall technology,
Bencor was able to deliver a world class shaft
to the client.
The shafts are now at elevation for the TBM
launch, but once this has taken place the DS
shaft will be taken down a further 40ft (12m),
before the casting of its 23ft (7m) thick
dome-shaped base slab takes place.
Technically, weve gotten right to the level
where the shafts are beginning to hold back
some fairly significant loads, however we
anticipate the diaphragm walls to continue
performing well for the remainder of the
excavation, says Castro.
The other tunnel shafts all use the same
diaphragm wall shaft technique, with the
exception that these will be excavated in the
21/4/13 19:35 Page 11
wet. At the other three
shafts sites there is a
sandy layer near the base
of the slabs, says Ellis.
So theyll be excavated
underwater and the base
slabs will be tremied in
under water.
One of these shafts is
now being excavated;
while at the other two
locations the diaphragm
walls have been
completed and the shafts
are ready for excavation.
Current activity Top left: The projects EPBM is christened in early April
With TBM assembly now Above: A reinforcement cage is lowered at the DS Shaft
under way, the JV is
currently preparing for
the machines launch in mid-June. Were
going to place the shields in the shaft in
May, says Zernich. Weve got several
components assembled in the DS Shaft and
we are lining the concrete collar of the smaller
SS Shaft. Weve got some advantages,
especially with having such a large shaft.
Were able to assemble the machine in an
advanced state with four of the gantries in
line for the launch. Then well have an
umbilical feed from gantry five and be able to
install the decks in order as we launch. We
will be mining with trains out of the DS Shaft
until were in a sufficient distance, then well
stop and re-configure to muck out of the SS
Shaft, and continue excavation of the DS
Shaft to its full depth and cast the base slab.
Approximately 9,000ft (2,743m) of the
tunnels alignment passes below the Potomac
and Anacostia rivers. Running more then
100ft (30m) below the surface, the alignment
extends from the Blue Plains Treatment Plant
along the east bank of the Potomac, adjacent
to the JBAB joint naval support and air force
base, and then under the Anacostia River to
terminate at a reception shaft at DC Water's
main pumping station.
The volume losses weve used for face
WASHINGTON DC
pressure analysis are fairly conservative, says
Ellis. So apart from sensitive structures, such
as an 118in high-pressure water main where
we will be using full pressures and 24hr
working, TSJD will be optimizing pressures to
minimize any potential ground losses.
Looking ahead, other program contract
interfaces are a challenge, says Zernich.
There are several milestone dates on this
project, and DC Water has a pretty aggressive
schedule.
One such interface is the southerly extent
the Anacostia River Tunnel the construction
of which is due to be awarded next month
where it connects to the Blue Plains Tunnel at
Poplar Point, east of the Anacostia River, with
this shaft becoming the reception shaft for
the Anacostia TBM.
There is a very positive vibe on the project
however, says Castro. Its running at a very
fast pace and, as its the first project in the
program, DC Water really wants to make sure
that it makes schedule. So the concentration
is all just on getting the job built rather than
arguing over minor issues. Its a good project
and its a good program, all the participants
are working well together to achieve the
projects schedule and quality goals.
NORTH AMERICAN TUNNELING JOURNAL 11
NATJ_0513_BLUEPLAINS_010_012.qxd:Feature
WASHINGTON DC
Blue Plains design features
By Martin Ellis, Design Manager for the Blue Plains Tunnel
The design of the tunnel and shaft
structures on DC Waters Blue Plains
project was performed by Halcrow, now
a CH2M Hill company, lead designer for
the Traylor/Skanska/Jay-Dee JV. A
number of innovative design-build
solutions were developed for the
project including the figure of
eight double shaft and the use of
steel fiber reinforced segments in
a one pass lining system for the
tunnel. Halcrow also adopted a
phased risk based approach to the
assessment of ground movements
on existing structures and utilities,
culminating in detailed numerical
analysis for at risk structures. From
this analysis a range of mitigation
measures were developed to protect
the integrity of these assets.
At the Blue Plains Advanced Waste
Water Treatment Plant (BPAWWTP) site
the Dewatering and Screening shafts
were designed as a figure of eight
structure with the 132ft (40m) and 70ft
(21m) diameter shafts touching each
other and sharing a common wall. The
diaphragm walls were designed for both
temporary and permanent conditions -
the full temporary condition and then
combined with the cast in place lining to
support the long-term loading.
These long-term loads on the shaft
walls were owner specified and
equivalent to the in-situ over-
consolidated lateral stresses where
Ko=1.4 in the Potomac group Clays.
Other design challenges included
meeting the 100-year durability
requirements for the shaft walls (i.e. the
combined diaphragm walls and cast-in-
place liner) and dealing with panel
eccentricities associated with tolerance
limits for verticality.
The verticality tolerance was
necessarily very stringent but did prove
to be achievable. Bearing stresses
between panels at the base of the
excavation were at the limit for the 5ft
(1.5m) thick diaphragm wall panels. 3D
Plaxis analysis was used to confirm the
distribution of stresses in the complex
figure of eight arrangement and also to
confirm the acceptability of various
construction scenarios where excavation
in the two parts of the shaft may not be
synchronous. The base slabs for the
double shaft structure were designed as
domed shaped arch slabs to minimize
12 NORTH AMERICAN TUNNELING JOURNAL
21/4/13 19:35 Page 12
the thickness of concrete pours and the
amount of steel reinforcement.
Three other shaft structures utilized
the same diaphragm wall and CIP lining
arrangements. These 50ft (15m)
diameter
shafts were not
de-watered during construction
and were designed to be excavated in
the wet, with tremie base slabs capable
of resisting ground uplift pressures as
well as potential net downward
pressures associated with the tunnel
flooding loading scenarios. A radial
arrangement of the reinforcing steel was
developed to reduce the quantities used.
The tunnel lining has been designed as
a 23ft (7m) internal diameter, 14in
(355mm) thick, precast concrete
segmental lining. It has been configured
with up and down rings in a 6+1
trapezoid-parallelogram segment
arrangement to minimize the number of
segments while avoiding any cross joints
and meeting the tight radius criteria of
the alignment. Steel fiber reinforced
concrete offers significant cost savings
during segment manufacture and gives
durability advantages over conventional
steel bars in the one-pass lining, which
will be exposed to sewage effluent.
Specific durability requirements and
careful specification of concrete was
developed to ensure a quality product
and minimize vulnerability to attack by
chemicals in the effluent.
The lining design incorporates
bolted and doweled joints with cast
in gaskets and guide rods to assist
ring build. A significant part of the
design challenge was to
accommodate the loading scenario
with larger internal pressures than
active ground loading, which
required a detailed understanding
of the ground and structure
interaction.
Ground movements associated
with excavation of the tunnels
and shafts were assessed for the
whole of the alignment and a
comprehensive instrumentation
scheme designed to monitor the
works. The shaft sites proved to
be the most challenging, due to
the presence of existing DC
Water and third party
infrastructures. Whilst the
circular diaphragm wall
method of shaft construction
has proven to result in
extremely small amounts of
ground movement, the
assessment of potential
impacts considered the risk of larger
movements more commonly associated
with propped box type excavations.
3D Plaxis models were developed to
fully understand the interaction
between existing structures and the
ground. At the Main Pumping Station
shaft site, a suite of protection measures
was developed to mitigate the potential
risks associated with both ground
excavation movements and of the
construction work itself. Numerous
existing structures were affected with
nine potentially at risk, including 100-
year old brick lined sewers and timber
piled underground chambers. Measures
included installation of steel sets within
an existing 23 wide outfall sewer tunnel
and soil mixing to stabilize the ground
adjacent to shallow sewers prior to the
excavation of the diaphragm wall
panels. A work site protection slab was
also required to distribute loads for
cranes used to install the diaphragm wall
and for the removal of the TBM.
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NATJ_0513_BICOUNTY_014_019.qxd:Feature 21/4/13 21:42 Page 14

MARYLAND

James Grissom,
Project Manager
for Southland
Contracting,
discusses the
challenges met
during the
construction of
the Washington
Suburban Sanitary
Commissions
(WSSC) Bi-County
Water Tunnel
project, located
in the Maryland
suburbs
immediately north
of Washington DC

Boring for WSSCs

Bi-County Tunnel

14 NORTH AMERICAN TUNNELING JOURNAL

NATJ_0513_BICOUNTY_014_019.qxd:Feature 21/4/13 21:43 Page 15

Tuckerman n Shaft
Sha t
MARYLAND
(S1) (Start po
point) 355 185
LOCATED IN THE Maryland suburbs, (84m) below surface. The project also
Exis
Existing water
w main
m
immediately north of Washington DC, includes three shafts, one work shaft
the Washington Suburban Sanitary Stoneybro
Stoneybrook
Stoney ook sh
shaft and two end shafts (Figure 1).
(S4) (End
E point)
(E
Commission's (WSSC) 5.3-mile (8.5km) Due to the limited access, a 35ft
long Bi-County Water Tunnel is currently 495 (10.6m) diameter, 165ft (50m) deep
under construction by a joint venture of shaft at Connecticut Avenue was
Conn t Avenue
Connecticut ve
Oscar Renda Contracting, Southland identified as the only place from which a
Contracting and SAK (RSS JV). TBM could be launched and removed.
Mining is currently 98% complete, with The two smaller shafts would be
approximately 590ft (180m) of tunnel constructed at either end of the tunnel,
excavation remaining along the western end at Tuckerman Lane (west) and
of the alignment. Challenges during Stoneybrook Drive (east).
construction included high water inflows at Tunneling was selected from a range
355
one of the shaft locations, areas of poor 97 of horizontal alignment alternatives as
rock quality, and a major TBM Montgomery well as open cut and deeper tunneled
Rockville 95
County
breakdown. Wheaton profiles. Decision-analysis software was
270 used by WSSC and the design team in a
185 Laurel
Project background From the workshop format to select a tunnel
Potomac Bowie
Conceived more than 20 years ago, the Bi- alignment that was favorable in light of
County Water Tunnel will increase supplies of To Prince several factors, including cost, impact to
Georges 495 Upper
clean drinking water to eastern areas of two County Marlboro
the environment, traffic, and the local
counties in Maryland and also Washington Right: Map of the 95 residents. An extensive public outreach
DC. The increased water supply will alleviate Bi-County tunnel campaign proceeded during the early
current capacity limitations from an existing alignment Prince Georges design phase to present the factors
County
4.5ft (1.37m) diameter water main. The tunnel being considered and this campaign was
will also serve as an additional high-pressure Below: A section successful in gaining the consent and
water source during peak-use periods, of steel carrier trust of local residents. The public
droughts, and emergencies. pipe is lowered outreach continued through detailed
Plans for the Bi-County Water Tunnel were
drawn from a long-term water supply project
in the area, which dates back to the 1970s.
Original water tunnels of the same name were
built in 1980 to 1981, using Jarva Kelly-type
TBMs to bore 10ft (3m) diameter tunnels.
These tunnels were built in rock and lined with
shotcrete. Due to leakage rates and rock
competency issues discovered during testing,
the tunnels were not placed into service until
they were lined with a 7.8ft (2.4m) steel pipe
in the early 1990's.
These original tunnels, bored through
quartz, gneiss, schist, and granite, have
provided good capacity in recent decades.
However, the 4.5ft (1.37m) diameter water
main has continued to act as a bottleneck.
Without additional capacity, water pressures
are soon predicted to fall below 2 bar, which
would affect firefighting and emergency
capabilities. To prevent these problems, the
next phase of the plan called for a final tunnel
to tie the two systems together, providing
reliable water supply from the Potomac River
to WSSC customers in Montgomery and
Prince George's Counties.
WSSC hired Black & Veatch to design the
tunnel and its valve vault structures. A joint
venture of Jacobs Associates and Louis Berger
Water Services is providing construction
management services.

Tunnel design
The 5.3-mile (8.5km), 10ft (3m) diameter Bi-
County Water Tunnel route follows the I-270
and I-495 ring roads around Washington DC.
Much of the area is urban and residential,
resulting in limited access and a deep tunnel
alignment between 90ft (27m) and 275ft

NORTH AMERICAN TUNNELING JOURNAL 15

NATJ_0513_BICOUNTY_014_019.qxd:Feature 21/4/13 21:43 Page 16

MARYLAND

Right: Excavation of the drill and blast starter and tail tunnels at the main Connecticut
Avenue S-3 shaft site; Below: The S-3 Shaft utilized liner plate and ring steel in the soil
layer, and rock bolts and shotcrete in the rock layer; Bottom: 72in (1.8m) diameter pipe
installation at the S-4 Stoneybrook Shaft site

design and has been a feature of the

construction. Blasting and extensive truck
traffic movement in an area that is already
subject to heavy traffic has been carried out
without any complaints.
Ground investigation was performed along
the tunnel alignment prior to excavation, with
21 core samples taken from both vertical and
inclined positions. Based on the designers
interpretation of the core samples, three
temporary rock support classes were specified.
These ranged from rock bolts in good quality
Class I ground; to rock bolts, steel channels
and welded wire mesh in Class III ground. The
final liner consists of welded steel carrier pipe
with a protective mortar lining.
The project includes pipeline tie-ins at each
end of the tunnel with valve vault structures.
There is also open cut piping, cathodic
protection and monitoring to be installed.
While lump sum payment was used for
many well-defined components of the project,
such as shafts and the valve chambers, the
main tunnel temporary support was proposed

16 NORTH AMERICAN TUNNELING JOURNAL

NATJ_0513_BICOUNTY_014_019.qxd:Feature 21/4/13 21:43 Page 17

MARYLAND

make its first push into the hard rock.

The TBM used on the project is one of the
longest-running machines on record. The 10ft
(3m) diameter The Robbins Main Beam TBM
was originally purchased by Affholder, and has
been used on at least ten different projects
between 1973 and 2011; excavating in excess
of 30-miles (48km) of tunnel. For this project,
the machine required more power. Therefore,
SAK installed four new 300hp motors, new
variable frequency drives, PLCs (programmable
logic controllers) and a new lube system at its
Saint Louis facility. The machine was then sent
as unit price payment items for the different to site and assembled with the trailing gear in
classes of rock support. Any variation in the shaft for the eastern reach of tunneling.
support class distribution or amount would be The TBM was launched in July 2010. Due to
covered by the unit prices. This approach has a mechanical issue with one of the drive
worked well for WSSC, with more than motors, the tunnel was excavated with only
anticipated good rock resulting in a slight three drive motors. However, RSS JV
reduction in the overall price for the tunnel. experienced little impact to the schedule and
excavation was completed in November 2010,
Construction works when the TBM made its first hole through at
In August 2009, WSSC awarded the S-4 after finishing the 4,102ft (1.25km) drive.
construction contract for the Bi-County Tunnel Ground support consisted of rock bolts,
to a joint venture of Oscar Renda Contracting, with steel straps and wire mesh being added
Southland Contracting and SAK (RSS JV). The Top: Ventilation line and switch in the in less competent ground. At times, the
winning bid was $113 million, 13% less than starter tunnel at the S-3 Shaft granite was inlaid with quartz and iron pyrite,
the engineer's estimate. and this very abrasive dense material hindered
The main working shaft at Connecticut Above and below: Miss Colleen is one progress. Despite the challenges however,
Avenue S-3 site and the end shaft at of the longest-running machines on average advance rates of 40ft (12m) per 10-
Stoneybrook Drive S-4 site were excavated and record. The 10ft (3m) diameter Robbins hour shift were achieved.
the ground supported using ring steel and Main Beam TBM was originally purchased Once the TBM broke through into the S-4
liner plate in the area of soil and transition. The by Affholder, and has been used on at shaft, RSS JV began operations to remove the
rock zone was then excavated by drill and least ten different projects between 1973 TBMs cutterhead and lift it out of the
blast, installing rock bolts and shotcrete to and 2011; excavating in excess of 30-miles Stoneybrook shaft. The rest of the machine
stabilize the ground as the excavation (48km) of tunnel was then backed out of the tunnel, using the
continued. Excavation of the S-3 shaft started grippers and a specially built frame to make
in September 2009 and was completed in the trailing gear rigid. Once the TBM was back
March 2010. Excavation of the S-4 shaft at the main Connecticut Avenue work shaft,
started in January 2010 and was completed in its components were turned 180 degrees and
October 2010.
Localized dewatering well systems were
installed prior to each of the shafts being
excavated to address potential groundwater
issues due to high groundwater tables at the
S-4 and S-1 shaft sites. It was during the
installation of the de-watering wells at the
Tuckerman S-1 shaft site that RSS JV
determined that water inflows were greater
than expected. A Differing Subsurface
Condition was negotiated and a secant pile
ring wall was installed to prevent groundwater
from affecting the shaft excavation progress.
These secant piles were completed in April
2011 and the shaft was excavated using drill
and blast until its completion in November
2011. The secant pile wall did prove to cut off
the water and with minimal increase to the
overall project costs.
After the completion of the main S-3 work
shaft, RSS JV commenced working on the
starter/launch tunnels for the TBM. The 200ft
(60m) long starter and tail tunnels were
excavated to a diameter of 12ft (3.6m). A
concrete working slab was poured in the invert
of the shaft and the starter tunnels, along with
concrete walls for the TBM to grip against and

NORTH AMERICAN TUNNELING JOURNAL 17

NATJ_0513_BICOUNTY_014_019.qxd:Feature
MARYLAND
pieced back together. Turning the pieces
around, particularly larger bolted-together
components, required some maneuvering with
a crane in the 35ft (10.6m) wide shaft.
Rebuilding of worn sections of the cutterhead,
including the addition of hardened steel, was
also done prior to re-Iaunch. This entire
process took approximately two months.
TBM woes and refurbishment
The TBM was re-Iaunched in February 2011.
However, after tunneling for a month, a
metallurgy failure of a pinion gear caused
major damage to TBM drive components that
included the bull gear. The damage was
extensive and the TBM had to be removed
from the tunnel, and the damaged
components were shipped to the Robbins
Company factory in Ohio. Repairs to the TBM
as well as some gearbox and motor
modifications caused a four-month delay to
the project, however WSSC agreed that this
was beyond the control of RSS JV.
The TBM was once again re-Iaunched on
the western drive in July 2011. During
excavation of the western drive RSS JV
encountered a few areas of blocky, highly
unstable, ground. The ground in these areas
had to be mined by hand to prevent damage
to the TBM and its conveyors.
These areas also typically had increased
groundwater inflows due to the ground
conditions. At some locations where the
unstable ground was encountered flows
observed were as high as 150gpm and
resulted in steady state flows that were still
within acceptable criteria. The first area
encountered in the western reach was
approximately 40ft (12m) long and resulted in
a large void over and in front of the TBM.
RSS JV evaluated the ground conditions and
recommended the installation of steel ring sets
to support the ground as crews moved slowly
through the unstable areas. Extra sets were
ordered and stored at the site to be ready for
18 NORTH AMERICAN TUNNELING JOURNAL
21/4/13 21:44 Page 18
Top: The SAK-owned Robbins main beam TBM is
lowered into the S-3 Shaft; Above: the S-3 Shaft at
night; Below: View of the S-4 Stoneybrook Shaft after
an annulus grout pour
any reoccurrences. These areas were
negotiated using a modified class of support
and was priced as an equitable adjustment to
the contract.
During excavation of the tunnel, four
cathodic monitoring shafts had to be drilled
into the tunnel excavation. In the long term
they will be used to monitor the tunnel liner
and the corrosion of the pipe over time, but
during construction have provided the added
benefit of assisting the tunnel
ventilation particularly when
mining the western reach.
Cutter wear was higher than
expected and was significant
given the acceptable tolerances.
The lifting buckets were showing
significant wear due the abrasive
qualities of the rock being mined.
While excavation of the
western reach continued,
installation of the 84in (2.1m)
diameter carrier pipe was being
installed in the eastern reach of
the tunnel using a hydraulic pipe
carrier. Each joint had to be
welded to the previous pipe. At
every step of the process,
inspections had to be
performed. After all the steel
carrier pipe had been placed, the
annulus between the pipe and
the tunnel was grouted.
The grouting was done in
multiple lifts, by RSS JV and its
subcontractor, to minimize any
floatation that would be placed
on the pipe. RSS JV used a 70%
cement and 30% fly ash grout
mix, which was chosen for the
lack of shrinkage shown in
testing prior to placement of the
grout. Close attention was paid
to the each lift.
Current progress
When tunneling of the western reach is
completed (due as NATJ was about to go to
press), the same method of pipe placement
welding and annulus grouting will be used
throughout the western reach of the tunnel.
Overall the unit price approach has stood up
very well during construction and water
inflows have been well within the advertised
baseline amounts. That coupled with the lack
of negative impact to the surrounding
neighborhoods means that, despite the
numerous challenges encountered during
tunnel construction, this has been a highly
successful project so far for WSSC.
RSS JV approached this project like others in
the past and worked with the project team to
maintain open communication. When
problems came up, RSS JV took a proactive
approach to move forward instead of waiting
sometimes for decisions to go through the
usual channels, which can result in delays and
additional costs to the project. Sometimes risks
were taken and RSS was not always sure if it
would recover those risks financially, but the JV
moved forward with good faith, working
with its partners in coming to meet the various
challenges. This cooperation between partners
has kept this project fluid.
Project completion is currently anticipated in
Spring 2014 with tunneling due for
completion at the end of April 2013.
NATJ_0513_BICOUNTY_014_019.qxd:Feature 21/4/13 21:44 Page 19

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NORTH AMERICAN TUNNELING JOURNAL 19

NATJ_0513_EASTSIDE_020_027.qxd:Feature 21/4/13 23:33
GRAND
CENTRAL
LEGACY
New Yorks East Side Access project will provide
the citys first new major railway terminal in over
a hundred years. As the huge platform caverns
carved from the rock beneath the citys iconic
Grand Central Terminal near completion, NATJs
Kristina Smith looks at the story of their creation
20 NORTH AMERICAN TUNNELING JOURNAL
Page 20
BELOW NEW YORKS iconic Grand
Central Terminal the backdrop for many
a film scene two different, but equally
impressive, underground spaces have
been created. While commuters and
visitors have continued unhindered on
their journeys at ground level, contractor
Dragados-Judlau JV, working for the
Metropolitan Transportation Authoritys
Capital Construction Company (MTACC)
has been carving out two vast caverns,
each around 52ft (16m) wide, by 61ft
(19m) high, and 1,200ft (370m) long.
The caverns are important elements of
the complex megaproject that is East
Side Access, now with an estimated price
tag of $8.24 billion. Designed by a tri-
NATJ_0513_EASTSIDE_020_027.qxd:Feature 21/4/13 23:33 Page 21

NEW YORK

Opposite and above: The caverns that will

house the future LIRR concourse.
Left: One of the hard rock running tunnels
(All photos: MTA/Patrick Cashin)

venture of Parsons Brinckerhoff, STV and

Parsons Transportation, excavation works
for the East Side Access project are now
complete and the route has been formed
to carry Long Island Rail Road (LIRR) trains
underground from the Sunnyside Rail
Yard, in Queens, to a brand new terminus
under Grand Central Terminal, in
Manhattan (see Figure 1, p25).
LIRR trains currently share Penn Station
with two other rail companies, Amtrak
and New Jersey Transit. Penn Station,
built in the late 1800s to serve a through-
train service is hugely congested; and
with half of LIRRs passengers destined
for the East Side of Manhattan, it makes
perfect sense for the railroad to have a
new terminal there.
Each cavern will house four platforms
on two levels, with a mezzanine level for
pedestrian access sandwiched between.
Passengers will travel to and from the
platforms via a vast underground
concourse, the contract for which has yet
to be let.

NORTH AMERICAN TUNNELING JOURNAL 21

NATJ_0513_EASTSIDE_020_027.qxd:Feature 21/4/13 23:33 Page 22

NEW YORK

The most expensive tunnel ever?

At $1 million per linear foot, the section of tunnel that passes
under the Northern Boulevard, on the Queens side of the East
Side Access project, may be the most expensive tunnel ever
built. In a project with several demanding underground
contracts, this short 125ft (38m) section of SEM tunnel has the
accolade of being the most technically challenging.
Providing the final link between Dragados-Judlaus open-cut
shaft at the Queens end of the existing 63rd Street tunnel, and
the vast 760ft (230m) long open-cut TBM launch box for the
four new soft ground tunnels under the Sunnyside Rail Yard,
this short section of tunnel passes through glacial deposits with
a very high water table. It also passes beneath a triple-level
transit corridor, consisting of a five-track subway, a major
surface-level highway, and elevated rail tracks (see Figure 1a).
Joint venture contractor Schiavone-Kiewit won contract
CQ039 to construct the Northern Boulevard crossing. A
number of options were considered, and a number of
consultants were consulted, says Andy Thompson of Hatch
Mott MacDonald, Senior Program Manager for MTACCs
Schiavone/Kiewit would excavate the Northern Boulevard
crossing at the opposite end was not finished, due to the fact
that the contract to construct it had been defaulted.
At Granite/Traylor/Frontier Kemper s end of the Q-tip shaped
box, the area was full of soil and also despite slurry walls
having been installed full of water. Although bracing was in
place, Schiavone/Kiewits access area at
Left: Underpinning the western end of the box, looked more
of the Northern like a swimming pool.
Boulevard The ultimate solution to the leaking
Right: Final lining slurry walls was a jet grouting program
of the crossing conducted at the interface between the
slurry walls and the rock, creating jet
grout columns between 15ft and 25ft high. Using panel records
as guidance, GTF JV oversaw the grouting of all areas where
there was any concern. There were doubts from some quarters
whether this approach would be effective, says Thompson, but
it was. Though the entire length of the 2,500 linear feet of
slurry wall wasnt grouted, the ultimate cost was $17 million.
Once the leaks had been fixed, Schiavone/Kiewit installed
temporary underpinning for the elevated transit line and
drilled grout holes to fill voids below the subway structure;
58,000 gallons of grout was pumped in. As well as the ground
freezing holes, heat pipes also had to be installed around the
Figure 1a: Northern Boulevard construction sequence
Elevated BMT Subway (N, W lines)
N. Blv. Roadway
13

IND Subway
(E, V lines)
Construction Management team. But the answer came back Existing IND
the same each time: ground freezing an arch above the crown 20
Subway invert
of the oval-shaped tunnel was the only feasible option.
Lowering the groundwater through dewatering wasnt
Ground
possible due to the polluted water bodies in the area that cant freezing arch
be disturbed. Vertical drilling from the surface or from the 3
Drift
subway structure also wasnt logistically possible. Final liner 1 2 Temporary
Drift Drift shotcrete
This is an unusual application for ground freezing: You 6
55
wouldnt normally horizontally freeze a partial arch, drilling 4 Drift 5
Drift Drift Top of rock
125ft-long holes in that kind of ground, says Thompson.
Schiavone-Kiewit started on the back foot. The large open-
cut slurry wall box from which Granite/Traylor/Frontier
Kemper (GTF) JV would launch its Herrenknecht Slurry shields
80
eastwards under the rail yard (see NATJ, April/May 2012), and

[Continued from p21] Dragados-Judlaus
contract has suffered from delays. However,
construction of the caverns can be counted as
a success for Manhattans commuters and
visitors, who have suffered no disruption to
Grand Central Terminal or its trains. The last of
the 2,500 structural blasts required to create
the caverns was carried out in early March,
with construction methods reducing the
number of planned blasts by more than half.
The cloistered nature of the caverns
construction is one of the factors that has
made underground construction on this side
of the river so challenging. Dragados-Judlau,
which also won the contract to construct four
hard rock TBM running tunnels (totaling
25,100ft (7.65km) in length) through
Manhattan Schist, had to bring everything in
and out from Queens via the existing 63rd
Street East River immersed tube tunnel.
The problem with East Side Access is that
all the tunneling work has been mobilized out
of Queens, so you have an extremely long
supply line, says Andy Thompson of Hatch
Mott MacDonald, Senior Program Manager
for MTACCs Construction Management
team. There are no reception or drive shafts
in Manhattan.
The only evidence of what lies beneath are
the construction sites for the four ventilation
buildings, shoehorned into very compact sites.
City residents have only been troubled by the
trucks servicing these areas. However, even
these limited disruptions have been noted.
We drilled holes into the tunnels and
caverns and fed concrete in from the surface
though pipes, which has proven to be a
challenge, says Thompson. We have to
coordinate with the DoT for street closures.
And building owners are not very happy when
a concrete truck is parked outside their
building for three years.

22 NORTH AMERICAN TUNNELING JOURNAL

 NATJ_0513_EASTSIDE_020_027.qxd:Feature 21/4/13 23:33 Page 23

ever?
PHOTO COURTESY OF MORETRENCH

top of the arch. These were to control the outward spread

of the freeze and limit heave. The ground at the crossing
includes bulls liver soils, which are rapidly dilatant silts in
which ice lenses can form, causing vertical heave. The
preparation work took around two years, four times longer
than the tunneling, says Thompson. The tunneling itself
took five months, with two months to install the final liner.
Schiavone/Kiewit constructed the tunnel using sequential
excavation methods (SEM). Throughout all the operations
the structures were carefully monitored for movement,
using automated total stations and prisms in the subway
box and manual survey readings on the elevated structures.
Groundwater levels were also closely monitored.
We were most worried about the box structure
moving, says Thompson. The elevated structure will be
supported off the tunnel lining: so the tunnel becomes the
foundation for the elevated subway. Soil extraction holes
had also been drilled, so that if the box structure suffered
from heave, soil could be removed from directly underneath
it. However these were not required as the subway moved Above: Workers carry
upwards by just 1.25in (32mm). out inspections in
Now that the groundfreeze which was conducted by one of the East Side
specialist sub-contractor Moretrench has been taken off, Access hard rock
the soil extraction holes can be used for compensation running tunnels
grouting if required. It will take a year for the freeze to
dissipate, but in the mean time, Thompson classifies the Right: Concreting
tunnel as a qualified success. We have contingency plans works underway in
in place to deal with any movement, he says. one of the caverns
With the completion of the tunneling works beneath the
Northern Boulevard, the entire length of the East Side Below: An Atlas
Access tunnels are now in place. We can now go from 43rd Copco Boomer E2C is
Street in Queens to 38th Street in Manhattan entirely used to drill 1.5in
underground, says Thompson. diameter holes into
Though tunneling and cavern construction is now the mica-inflected
complete, East Side Access still has plenty of technical granite Schist that
challenges ahead. Not least of these will be rebuilding the forms the bedrock of
Harold Interlocking, with its 800 trains a day. Midtown Manhattan

Only one bidder

Dragados-Judlau was awarded Contract
CM019 at a price of $734 million to construct
the two caverns, complete the Manhattan
hard rock running tunnels, together with
excavation of the tunnel wyes that lead into
the caverns, cross-passages, escalator shafts
and vertical shafts, in February 2008. The JV
was the only bidder for the negotiated
contract. The main reason for this was that
Dragados-Judlau had already won contract
CM009, back in 2006, to construct the
running tunnels on the Manhattan side of the
East River. Running from the end of 63rd
7-Line Tail Tunnel, Manhattan, NY:
Limited Cover Ground Freezing

Dewatering &
Groundwater Control

Ground Freezing

Earth Retention & Anchors

Deep Foundations

Underpinning Systems

Grouting &
Ground Improvement

Environmental Remediation

Industrial Construction Northern Blvd. NATM Crossing

Queens, NY: Jet Grouting

www.moretrench.com
Geotechnical Construction Coast to Coast 800-394-MORE
NATJ_0513_EASTSIDE_020_027.qxd:Feature
21/4/13 23:32 Page 25
Above: Lining of an escalator shaft that
will connect the LIRR concourse to the
main level of the terminal; Left: Escalator
pits in the base of one of the caverns;
Below left: Drill holes are loaded with
Emulex explosives; Below right: Rockbolt
support in an unlined rock running tunnel
Street to the caverns, the cost of constructing
the 38,000 linear feet of hard rock tunnels
was then $428 million. Access was always
going to be an issue, says Thompson.
Whoever controlled the Queens access,
controlled the price of the cavern contract.
800,000 cubic yards of rock had to come out
of the tunnels and travel by conveyor to
Queens where it was stockpiled and then
moved out by truck. Timing was another
factor, says Thompson: in late 2007 the
market was much more buoyant than it is
now, with few tunneling contractors able to
take on such a large contract.
The river crossing from Queens to
Manhattan already existed. Back in the 1960s,
the 63rd Street immersed tube tunnel was
built as a bi-level structure with the upper level
NEW YORK
used by New York City Transit for the F line
and the lower levels reserved for the future
East Side Access project. Had designers
started from scratch, they may not have
chosen that crossing point today. Back in the
1960s, the East Side Access project looked
quite different, says Thompson.
Having the same contractor working on
both the cavern and rock tunnel contracts
made sense for the construction of the
caverns. It meant that four running tunnels
could be cut through each cavern and then
enlarged to create the caverns, one of the
factors that contributed to halving the
number of planned production blasts.
Having tunnelled through the rock in the
cavern locations, designers were also able to
modify the initial support based on more
detailed knowledge of the rock. Steel ribs
were eliminated and the size and spacing of
rock bolts were also adjusted.
Large explosions became a sensitive subject
in New York following 9/11, which occurred
during the design phase for East Side Access.
Metro North Railroad (MNR), which operates
Grand Central Terminal, was also concerned
that its 100-year-old building might suffer
damage due to ground bourne vibrations
caused by the blasts, disrupting train services.
The East Side Access team employed
vibration experts to verify that the historic
terminal would be unscathed. When the first
blast in was made on March 7th, 2008, there
was still some trepidation from Metro North,
with 20 representatives standing by to witness
the event. Six years to the day later, on March
7th, 2013, as the last production blast took
place, all fear of damage or disruption to the
terminal had evaporated.
Face drilling was carried out using four Atlas
Copco E2C Face Drills and two L2C Boomers.
Both types of rig utilize Atlas Copcos
computerized rig and boom control systems,
providing increased drilling accuracy. This
resulted in less overbreak, and as a result less
backfill concrete, in the caverns.
However, due to the strict permissions and
NATJ_0513_EASTSIDE_020_027.qxd:Feature 21/4/13 23:32 Page 26

Figure 1: Map showing the alignment New Yorks East Side Access project

AK
Blvd
29th Ave
Clockwise from top: Supply trains travel in

TR
hern
Metro-North

Nort

AM
Railroad

N
from Queens to support excavation; One LIRR
Central Port gton
of the running tunnel wyes; Inspection of Park hin
Wasranch
. .) B
the Schist; View into one of the caverns
8,600ft 0ft ft
(17,200 Linear Ft.) 5,50 inear Yard
(11,200 L id
e
63rd Street Tunnel ys
63rd St nn
41st Ave Su
checks required for blasting, each blast took Blvd
g

ens
in

Que
ck
(31,300 Linear Ft.)

rlo

time. The sequence of events was: Get Queensborough Bridge

te

Mid-Day
In
lt Island

Storage Yard
ol

permission once the shots were wired up;

7,200ft.

ar
H
vd

QUEENS
Bl

complete the blast; inspect the blast influence

Rooseve

53rd St
rn
e
rth

Arch Street Yard

zone in the train shed; then clear the trains.
No

50th St
& Shop Facility
ss way
That meant we tried to do the excavation in MANHATTAN Long
Island
Expre
Grand
other ways, said Thompson. Central
495
495
42nd St Terminal LIR
Dragados-Judlaus solution was to employ Queens-
Midto R
Tunnel wn Mo
Sandvik roadheaders. Though Manhattan 38th St n ta
uk Branch
Penn
Schist is relatively hard, at 14,000psi (97MPa) Station
Lexington Ave

East
Madison Ave

and at the upper end of the roadheaders BROOKLYN

Park Ave

2nd Ave
3rd Ave
8th Ave

7th Ave

6th Ave

5th Ave

capability, the method worked well, says

R

Existing LIRR Tunnel Structure (17,200 LF)

ive

Thompson. The contractor first tried out

r

Manhattan - 8 Tunnels Excavated (31,300 LF)

roadheaders in 2009. The first of its two rock Queens - 4 Tunnels Excavated (11,200 LF)
TBMs, a refurbished Robbins Main-Beam,
having completed its first run, had been
pulled back to the point where the tunnel drives into four spilt-level bores through the
splits into two. Blasting the wye at that point caverns used an alternative method, which
(directly beneath newly installed MNR signal prevented the need for either blasting or
equipment) was proving lengthy and roadheader excavation. Using a method
problematic, due to concerns regarding the remembered from the Chicago TARP project,
effects of vibration on the equipment, so Dragados-Judlau backfilled the tunnels with
Dragados-Judlau decided to try the concrete so that the TBMs had something to
roadheaders. Though there were issues with grip against as they steered off on a new
the machines sinking into the excavated course to create the wyes.
muck, the operation showed that the In each of the caverns, the roadheaders
roadheaders could cope with the rock. The excavated the side enlargements from the
problem of them vibrating into the muck was upper TBM bores. The central pillars were
solved with plastic mats. blasted and the roadheaders completed the
Subsequent TBM re-launches to split the profile of the top headings. At that point, the

26 NORTH AMERICAN TUNNELING JOURNAL

NATJ_0513_EASTSIDE_020_027.qxd:Feature 21/4/13
JV put in the permanent concrete arch. This
made sense from a safety perspective, and
reassured Metro North that Grand Central,
35ft (10.5m) above, would remain secure.
It was more practical approach, says
Thompson. These caverns are 60ft (18m)
high. Think of building formwork 60ft in the
air, thats a major task. This way, we were
doing it from 30ft (9m). It also meant that
top heading construction could take place
whilst the lower TBM drives were underway.
Using roadheaders also reduced the volume
of primary liner concrete required. Using this
method meant we got a better profile, with
less overbreak and initial support, which
meant less backfill concrete, says Thompson.
Once the arches were in place, the contractor
dropped the benches into the tunnels below.
End in sight
By June this year, all excavation work will be
complete. At the time of writing, Dragados-
Judlau still had some minor blasts to carry out,
to perfect the profile, and had to finish the
escalator pits in the floors of the caverns.
Though the two caverns will be by far the
most impressive of the contractors
excavations, they are just part of the story for
the Manhattan work. All in all, there have
been 63 separate work headings. The sheer
size of the works is in itself demanding.
At one time they had almost 1,000 people
working on the job over three shifts, says
Thompson. Thats a lot of people to
manage. Early reports on the progress of
Dragados-Judlaus contracts highlighted that
the contractor was unfamiliar with the
practices of New Yorks highly unionized
workforce. The contractor did fall behind, and
this resulted in MTA re-negotiating Dragados-
Judlaus package of work, in January 2011, to
remove much of the lining works, while
playing to its strengths by ensuring that all
excavation works were in its package.
Around half of the caverns final lining is
23:32 Page 27
planned to be precast elements. There were
two reasons for this choice: To achieve a
uniform, high-quality finish and to minimize
future maintenance.
MTA first put the lining contract, CM12,
out to tender before its re-negotiations with
Dragados-Judlau, but pulled it back until the
deal was complete. When the contract was
re-tendered, there were four bids, all of which
were far higher than MTAs estimates had
suggested. Right now we are evaluating our
packaging options to ensure that we maintain
our schedule and budget, says Thompson.
Likely to be split, the new lining packages
will be out to tender soon, says Thompson.
The caverns will remain a hybrid between in-
situ and precast concrete, with some of the
less conspicuous locations that had initially
been designed with precast liners, changed to
in-situ. It is important that the caverns look
good. Together with the 350,000ft2
underground concourse a contract which
will be let next year these structures convey
the spirit of New Yorks newest terminal.
With Grand Central and Penn, the only
major stations currently in operation, this will
be New Yorks first new terminal in over 100
years. One of the mandates we were given
was that this was to be a new gateway to
New York, says Thompson. The architects
want it to look impressive. They are aiming to
echo and compliment the various elements of
Grand Central Terminals design.
Meanwhile, on the East side...
While Dragados-Judlau has battled with the
logistical challenges in Manhattan, tunneling
contractors on the Queens side have had their
own battles to fight. Granite/Traylor/Frontier
Kemper (GTF) JV has successfully completed
its CQ031 soft ground tunnels contract, using
slurry machines for the first time in New York
and only the fifth time in the US (see NATJ,
April/May 2012, p11). Though the contract
finished five months late, due to issues with
NEW YORK
the open-cut advance works contract (see
box), the Queens tunnels have been a major
success for the project, says Thompson.
Though short, the four soft ground tunnels,
totaling 10,500ft (3,200m) in length, were
excavated through mixed face conditions that
included boulders, manmade obstacles, a high
water table, low overburden, and the nation's
busiest railroad interlocking overhead.
Control of ground movement was so good,
however, that GTF elected to drive one of its
two 22.5ft (6.8m) diameter Mixshield
machines above the watertable almost to the
surface, rather than use the originally
intended open-cut TBM recovery method.
We drove four tunnels underneath the
railroad interlocking and caused no settlement
and no disruption to the railroad, says
Thompson. We actually brought one of the
drives to within 6ft (1.8m) of the surface, until
we couldnt mine any further.
The decision to mine so close to the surface
was taken to minimize disruption and co-
ordination issues for the railroad. The Harold
Interlocking is the USs busiest interlocking
carrying over 800 trains a day. But there was
so little movement that a switch that was
taken out of service for three weeks while a
TBM tunnelled below it was put immediately
back into service without requiring
adjustment. The slurry machines were really
controllable, says Thompson. We had half
an inch of heave and between quarter- and
half-an inch of settlement, which is well
within the railroads operational parameters.
When the travelling public starts to use the
new line in 2019, pushed back from an
original opening date of this year, they will
know nothing of the triumphs of the slurry
drives or the technical engineering feats that
enabled tunneling under the Northern
Boulevard. They will, however, at least be able
to admire the new caverns, which will
ultimately become the centerpiece of this
much-anticipated extension of the LIRR.
NORTH AMERICAN TUNNELING JOURNAL 27
 RAPID EXCAVATION AND
TUNNELING June 23-26, 2013
CONFERENCE
RAPID
Marriott EXCAVATION
Wardman Park AND
Washington, D.C.
TUNNELING CONFERENCE

The Rapid Excavation and Tunneling Conference (RETC)

is the premier international forum for the exchange and dissemination of developments and advances in
underground construction. RETC provides innovative solutions to the unique challenges associated with
the tunneling industry. Conference attendance exceeds 1,400 professionals from more than 30 countries.
Industry sectors include: construction, mining, geotechnical engineering, exploration, environmental, eco-
nomics, manufacturing, government, land, water/wastewaster, and transportation.

A comprehensive exhibit is held in conjunction with the conference. The exhibit features the industrys
most innovative and experienced producers and suppliers. RETC provides a rare opportunity to meet key
professionals from around the world.

The meeting will also feature field trips, short courses and specialty speakers. The program will cover:
Contracting Practices and Cost Grouting and Ground Modification East Coast Projects
Design and Planning Hard Rock TBMs SEM/NATM
Difficult Ground Large Span Tunnels and Caverns Shafts and Mining
Drill and Blast Microtunneling and Trenchless Tunneling Tunnel Rehabilitation
Environment, Health, and Safety New and Innovative Technologies Water and Gas Control
Future Projects Pressure Face TBM Case Histories International Projects
Geotechnical Considerations Pressure Face TBM Technology Tunneling for Sustainability
Ground Support and Final Lining Risk Management

For more information contact: RETC, www.retc.org, meetings@smenet.org,

303-948-4200, 12999 E Adam Aircraft Cir., Englewood, CO 80112.

RETC_2013_TunnellingJournal.indd 1 12/6/12 11:00 AM

NATJ_0513_COMPANY_NEWS_029.qxd:Feature 21/4/13 18:59 Page 29

www.tunnelingjournal.com - breaking industry news first! COMPANY NEWS

Hayward Baker acquires Geo-Foundations

Hayward Baker has announced that it has acquired Geo-Foundations
Contractors, a Canadian-based specialty geotechnical construction firm.
Geo-Foundations is now a subsidiary of Hayward Baker Canada, but
retains the Geo-Foundations name. Todd Edmunds, Founder and leader
of the business since 2001, will continue his active association with the
enterprise as President of the new subsidiary.
Geo-Foundations serves the heavy civil, industrial, commercial,
institutional and transportation infrastructure sectors of the Canadian
construction industry. It specializes in foundation support, ground
improvement and ground treatment projects. The firm is also
recognized for its small-diameter drilling capabilities to create effective
rock and soil anchors, as well as its sophisticated jet grouting skills.
Among current projects, Geo-Foundations is
providing micropiles for excavation support as part
of the highly visible Union Station rehabilitation
and expansion initiative in Downtown Toronto.
Commenting on the acquisition Edmunds said,
This is an exciting opportunity for the Geo team.
After interacting with Hayward Baker on several JV
projects, it became apparent that both companies Todd Edmunds
shared similar values and business focus. The
opportunity to become part of an international organization further
enhances our abilities to provide superior engineering and technology
services to clients and meet the growing demands of our industry.

Devils Slide earns

From left: Headland, Younis, Fabian and Yousefzadeh
Aldea: New partners, projects and office
Aldea Services continues to
expand, adding two new
partners to keep up with
the rising demand for
specialized services offered
by the firm. Mohamed
Younis and Paul Headland
join Bob Goodfellow and
Gina Goodfellow in the
ownership group.
With vast international
experience in underground
design, construction
management and risk
assessment, the firm has
quickly become an
established force in the
underground industry
Paul, Mohamed and I
have worked together for
over 10 years and this
familiarity along with our
complementary strengths
and experience make us
well-suited to helping our
clients with a wide range
of design- and
construction-related
issues, said Senior VP, Bob
Goodfellow.
Paul Headland joins the
Maryland operation as Vice
President of Geological
Services and offers over 20
years of experience in
tunneling and mining. Paul
is well known in the North
American tunnel industry
and has specialized
expertise in microtunneling
and trenchless design and
construction as well as
ground behavior and
geological characterization
for all types of tunnels.
Mohamed Younis
becomes Vice President of
Tunnel & Geotechnical
Engineering. Mohamed
has over 20 years of North
American and international
experience in tunnel
engineering management,
design, and consultation.
Mohamed has managed
and lead the design for
major tunneling projects
including Dubai Metro,
WSSC Bi-County Water
Tunnel, and Kolkata Metro.
Aldea has also added
two engineers to their
staff: recent Colorado
School of Mines graduate,
Guadalupe Monge
Fabian, has joined the
Columbus, OH office; and
Roozbeh Yousefzadeh,
P.E., has joined as a
structural engineer in the
new Frederick, MD office.
The newly established
Frederick, MD office
provides us with another
solid base for operations to
support our projects all
over the world,
Goodfellow added.
Engineering Project
Achievement Award
As part of the National Engineers
Week Awards Banquet, the Devils
Slide Tunnels Project in San Mateo
County, California, has earned an
Engineering Project Achievement
Award from Orange County
Engineering Council. HNTB
Corporation is lead designer on the
project for the California Department
of Transportation.
Winners of this years awards were
announced at a ceremony hosted in
Fullerton, California, on February 22.
The OCEC event honored the
accomplishments, quality and
diversity of engineering and related
scientific communities in Southern
California.
To be recognized by the OCEC is a
tremendous honor for Caltrans,
HNTB and all the firms that have
provided engineering services on
Devils Slide, said Yung-Nien Wang,
HNTB project manager and structural
lead in Southern California.
The $430 million project represents
the first road tunnel constructed by
Caltrans in more than 50 years, and
when it officially opened to traffic
on March 26, the tunnel became the
second longest road tunnels in
California. HNTB worked closely with
Caltrans to fully explore alternative
designs and construction methods
for the twin NATM tunnels (see p5).

New locos prove to be a hit on OSIS

The JV of Kenny and Obayashi took delivery last year of three Mining Equipment flagship
locomotives. The new ME Locomotives weigh 25 metric tonnes and are powered by Cummins
engines that are coupled to powershift transmissions and planetary drive axels. Combined with
wet disc brakes, this results in a low maintenance unit that is in keeping with the Mining
Equipment philosophy make it strong and keep it simple. The project is for the construction
of a 23,317ft (7km) deep rock storm water overflow and relief sewer for the City of Columbus
in Ohio. Mining Equipment says the project and the locomotives are rolling along nicely.

NORTH AMERICAN TUNNELING JOURNAL 29

NATJ_0513_CAT_030_032.qxd:Feature 22/4/13 21:38 Page 30
CAT that gets
the cream
Caterpillar Tunneling is building on the foundation laid
down by the family-run Lovat TBM business. With the
company now fully merged into Caterpillars global
organization, the focus is on manufacturing operations,
improved logistics, and leveraging research and
development resources. Amanda Foley reports
FOLLOWING ITS ACQUISITION of LOVAT in At the time of Caterpillars acquisition in
2008, Caterpillar Tunneling Canada Corps 2008, Richards son, Rick Lovat, then President
goal has been to build on the solid foundation and CEO of the business, described the move
laid down by the family-run TBM company. as a victory in terms of resources for a
Committed to growing the business through company that needed to double in size[1]. The
strategic investment, the construction and acquisition would provide customers with the
mining equipment giant has spent millions of benefit of Caterpillars global purchasing
dollars expanding its manufacturing and re- power and its wealth of experience in large-
manufacturing facilities, improving logistics, scale equipment manufacture.
purchasing state-of-the-art equipment, and The transition was completed in 2009,
conducting research and development. when Rick officially stepped down in order to
The Canadian TBM supplier was founded in make way for Dick Cooper, a 40-year
1972 by tunneling industry icon Richard Lovat, Caterpillar veteran, to take full leadership of
whose passion and dedication for the industry the company. By 2011, the TBM business had
drove an impressive array of technology been re-branded and fully integrated into
innovations. As a pioneer and global leader of Caterpillars global operation. Along with the
soft ground TBM technology, LOVAT grew name change, to Caterpillar Tunneling
into a multi-million dollar company building Canada Corporation, several members of
more than 250 TBMs, and performing over LOVATs senior management team also parted
150 full refurbishments, for more than 700 ways with the company.
tunneling projects worldwide. However, in Most recently, in October 2012, after more
order to keep pace with the ever-increasing than two years as Vice President of Marketing
global demand for TBMs, the company and Sales at Caterpillar Tunneling Canada,
needed to grow substantially and that would Klaus Ukens has left the tunneling business,
require significant capital investment. having accepted a position within Caterpillar
30 NORTH AMERICAN TUNNELING JOURNAL
Mining, in Dortmund, Germany. In his new
role Ukens will be responsible for shaping
Caterpillars global underground mining
strategy. His position at Caterpillar Tunneling
Canada has now been divided into two
separate roles, with 16-year LOVAT veteran
Craig Bournes taking up the position of
Director of Sales; and long-term Caterpillar
marketing and product support specialist, Nick
Natale, assuming the position of Director of
Marketing & Product Support.
The key reason for this move has been the
strategic expansion of Caterpillars mining
operations. Following its $8.8 billion purchase
of mining equipment giant Bucyrus, in 2011,
Caterpillar effectively also acquired an
underground mining division. Klaus, with his
experience here, has gone to head up the our
new corporate underground strategy and lead
the integration of the new equipment
portfolio into Caterpillar, explains Natale.
Along with these underground mining
products which primarily consist of long wall
and continuous mining equipment comes
access to new conveyor systems technology
NATJ_0513_CAT_030_032.qxd:Feature 22/4/13
and even the current development of new
underground drilling jumbos. Its part of the
wider corporate strategy, to determine how
these equipment portfolios interact and what
resources we can leverage in the future to
expand our product ranges. explains Natale
Manufacturing and logistics
One of the first actions taken by Caterpillar,
back in 2009, was the rental of a new
180,000ft2 building about 2.5-miles (4kms)
from the existing manufacturing plant at
Carlingview Drive, near Pearson International
Airport, in Toronto. Caterpillar spent millions
of dollars outfitting this Manufacturing &
Logistic Centre (MLC) to handle all its light
manufacturing operations, warehousing of
spare parts and equipment, and relocated
office space. This instantly improved logistics
and freed up a large amount of space on the
main shop floor to enable expansion.
Many of the improved logistics here are
the result of processes that are pretty standard
at Caterpillar, says Natale. We have the
Caterpillar Production System, similar to the
Toyota Way, that looks at how material flows
throughout each facility. This includes where
everything is placed, how each technicians
workstation is set up, even simple things like
21:38 Page 31
COMPANY PROFILE
Clockwise from far left: Holey was the first of four 6.13m (20.1ft) diameter Cat EPBMs to
finish work on Torontos Spadina (TYSSE) Subway extension; Views of the exterior and
interior of the Manufacturing & Logistics Center; The Cat Tunneling team in the main facility
having a clean shop floor. Most of these
things are logical, but when theyre put
together they provide a more productive
facility and a better working environment.
Caterpillar again expanded its facilities in
2011, with the fabrication of a new 15,000ft2
dedicated re-manufacturing facility beside its
main Carlingview plant. This is being used to
refurbish utility sized TBMs up to 5m (16ft) in
diameter from minor repairs to complete
overhauls and upgrades once more freeing
up further space on the main shop floor.
One of the problems we have is when a
machine comes back for refurbishment from a
jobsite. We open up the container and can
find contaminated soil and other unwanted
pests, which can be an issue, especially with
the Ministry of Environment, says Walter
Trisi, Caterpillars North American Area Sales
Manager. Now we can lift machines straight
off the truck with a new crane that extends
outside the building, and lower them straight
into the big wash bay, where the run-off is
collected. The same crane then transports the
TBM into the building for refurbishment.
Top left: Two of the
four 3.62m (12ft)
diameter Cat EPBMs
currently at work on
Torontos Southeast
Collector Sewer
Above left: The main
facilitys brand new
Waldrich Coburg
vertical lathe
Left: Machine testing
underway in the
main facility
NORTH AMERICAN TUNNELING JOURNAL 31
NATJ_0513_CAT_030_032.qxd:Feature 22/4/13
COMPANY PROFILE
One of Cats major development goals has
always been to increase its product offering to
encompass larger diameter TBMs. Even
though the company has designed proposed
TBMs of up to 15m (49ft) in diameter, until
recently the biggest machine it could actually
produce in-house was 12m (39ft) in diameter.
Now, with significant equipment investment,
including a newly installed state-of-the-art
automated Waldrich Coburg vertical lathe, a
Union horizontal milling machine, and a 200t
crane system, the ability to produce these
larger diameter TBMs is a reality.
In addition, the new machinery also
facilitates increased production volume. We
have an old Craven Brothers vertical lathe that
we use for large diameter milling. But
previously, whenever we put a large piece on
there it would create a major bottleneck in the
factory, because it can only take one piece at
a time, explains Trisi. Now, with this new
Above: TBMs for the City East Cable Tunnel (left), in Sydney,
Australia, and the Eglinton Crosstown LRT, in Toronto.
Below: The Port Mann Tunnel EPBM, destined for Vancouver
equipment, weve removed that bottleneck.
We can mill parts of up to 8m (26ft) diameter
on the Waldrich Coburg and we can still
produce diameters of up to 12m (39ft) on the
old Craven. For anything bigger than 12m, we
can also mill machined parts on the Union.
In order to increase its production capacity,
Caterpillar has not only invested in tooling,
but it has also formed a strategic partnership
for its back-up gantry manufacturing. This is
now being done under contract by global
manufacturing solutions provider Valiant.
Theyve got an extremely long facility where
they can fully assemble and test the back-up
systems, says Natale. Its a question of
capacity, what we have going on in our facility
REFERENCES
1. Wallis, S. A powerful partner for pushing
forward, Tunneltalk, April 2008.
2. Wright, J. Behind The Scenes at The
Caterpillar Technical Center, May 2012.
http://www.peoriamagazines.com
32 NORTH AMERICAN TUNNELING JOURNAL
21:38 Page 32
The new dedicated re-manufacturing facility, with its wash bay and crane
system, located on the grounds of the main facility at Carlingview Drive
at the time. At the moment we have enough
volume here for the business end of the
TBMs, so it makes more sense to out-source
the less complex manufacturing.
Research & Development
In addition to substantially improved buying
power, with a supply chain around the world
that provides improved
production efficiency and
quality, another major
advantage gained since the
transition to Caterpillar is
access to the vast
engineering community
within the corporation.
There is a great fit
between earth moving
equipment and TBMs, says
Glenn Mongillo,
Engineering Manager and
Head of Projects, for
Caterpillar Tunneling
Canada. With this product
synergy comes engineering
synergy. We have been able
to take advantage of a
number of Caterpillar
products in our design,
including hoses and
couplings, Caterpillar steel and generators. It
has also enabled us to advance development
programs involving cutting tools, materials,
software and analysis. With the extensive
facilities at the Caterpillar Technical Center
[the home of Cats Product Development and
Global Technology Division], in Peoria, Illinois,
we can conduct advanced metallurgical
analysis, forensic investigations, machine/soil
interactions, virtual product development and
advanced manufacturing improvements.[2]
In particular, the company has done a lot of
research on proprietary cutting tools, utilizing
Cat Tough Steel, which has been developed to
improve the durability of Cats disc cutters.
Weve been working to selectively leverage
those Caterpillar differentiators from other
product lines especially in the cutter tool area.
Caterpillar Tough Steel is a proprietary
metallurgy with unique heat treatment
process, which was originally developed for
tractor sprockets. After realizing such an
improved wear life in the original tractor
application Caterpillar Tunneling started
utilizing the material in disc cutter rings and
we are now seeing upwards of 30%
increased ring wear life.
The next phase of Caterpillar Tunnelings
disc cutter innovation also comes from tractor
undercarriage technology. Using track idler
technology, the company has developed a
simplified disc cutter that requires no internal
servicing, but does accept replacement rings
to elongate the life of the assembly.
While these disc cutter assemblies are
backwards compatible, the heart of the
enabling technology lies in the bearing, shafts
and Caterpillar proprietary sealing systems.
The lower rolling resistance is said to deliver
40% lower operating temperatures and with
no internal disassembly during cutter repairs.
This translates into faster changes with more
up-time. The new disc cutters continue to
utilize Tough Steel and are the latest in
Caterpillar Tunnelings pursuits to tap their
broader company resources.
Cutting_Edge_Ad.qxd:Layout 1 5/9/12 23:53 Page 1

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NATJ_0513_COXWELL_034_039.qxd:Feature 21/4/13 17:39 Page 34

TORONTO

Meeting the
challenges of
COXWELL

The slurry walls of the exit shaft

34 NORTH AMERICAN TUNNELING JOURNAL

NATJ_0513_COXWELL_034_039.qxd:Feature 21/4/13 17:39 Page 35

The Coxwell Trunk

Sewer Bypass Tunnel is
a small but interesting
job, north of Torontos
city center, in Canada.
McNally Project Sponsor,
Steve Skelhorn, provides
an update on the project
and describes the final
sewer connections

ON A COLD NIGHT THIS FEBRUARY, as
residents to the north of Torontos city center
slept, the final stages of the Coxwell Sewer
Emergency Bypass were completed. Weeks of
preparation, and endless planning, culminated
in a single night of strategic activity.
Installing a Bypass into a live sewer is never
easy, but when the sewer is one of Torontos
main trunk sewers (servicing approximately
750,000 residents); has flows in excess of 6m3
per second; and with no contingency plan,
other than diverting the entire sewer into the
Don River; the task became the critical activity
in this small, but challenging, project.
A simple outline of the Coxwell Bypass
Tunnel project would be the sinking of two
shafts either side of a damaged section of
existing sewer, driving a tunnel around this
damaged section, and live connections into
Figure 1: Map of the Coxwell Trunk Sewer Bypass
Taylor Creek Park
Ea ewe
A construction crew inspects the damaged section of the Coxwell Trunk Sewer, following
completion of the Bypass last month. This will soon be backfilled and then abandoned
the existing sewer at either end (Figure 1).
A previous article on the Coxwell tunnel,
published in the October/November 2010
edition of NATJ, primarily focussed on the
shafts and tunnels for this project. This article
serves as an update on project and describes
the final connections at each of the shafts.
Project background
In the late 1950s, to facilitate the expansion of
the city of Toronto a 2.6m (8.5ft) i.d. trunk
sewer was installed connecting northern
sections of the city to the treatment works by
the lake. At that time, this was a tricky
undertaking, with excavation undertaken by
hand through water-bearing alluvial materials.
Tunnel depths were up to 45m (150ft) and
compressed air was utilised as support.
More recently, due to the citys current
population expansion and the critical nature of
this particular trunk, it has become necessary
to twin the system to provide increased
capacity and options for maintenance. As part
the environmental assessment for this future
expansion work, video inspections discovered
a damaged section within the Coxwell Trunk
Sewer. With the damaged section in such
close proximity to residential properties, it was
of obvious concern to the City of Toronto,
particularly in terms of potential sewer failure,
blockage, and ground subsidence.
The City of Toronto therefore considered it
prudent to affect a repair to this section as
quickly as possible. With the system running
close to capacity, it was not possible to enter
the sewer and effect repairs in a reliable and

r line
reek sewe
s

Massey c
st r l

cost-effective manner, and consequently, an

Do ine

emergency bypass tunnel was designed.

n

The Coxwell Emergency Bypass is a short

Depth of sewer line in valley: 12.5 metres section of equivalent size tunnel that runs
tor
cep Entry shaft 500m (1,640ft) around the damaged section
ri nter
ive of sewer. On February 23, 2010, following a
D on R
0 50 100m unique bid process with 80% weighting on
the technical requirements and 20% on price
res.
McNally Construction, with Aecom Canada
a ra C as its designer, was the successful proponent
B ar b
Bypass sewer for the CA$30 million design-build contract
.
tunnel lvd with both the highest technical rating and the
ell B lowest price. As McNally already owned a
xw 3.3m (9.8ft) diameter Lovat EPB TBM and
Co
segment moulds for a 2.744m (9ft) i.d. tunnel
Approximate location of
damaged section of sewer (utilized on Torontos Bathurst/Langstaff and
19th Avenue tunnels), its proposal was based
Exit shaft on this size of tunnel.
Tre

The tunnel route leads from the base of a

a
Co

or Dr. ravine to the top, with the tunnel invert

dw

OConn
xw

ay

Depth of sewer line at varying in depth from 9m (30ft) at the

ell

Blv

street level: 40.5 metres entry/launch shaft to a depth of 42m (138ft) at

Av

d
e.

the exit shaft on Coxwell Avenue. The Bypass

NORTH AMERICAN TUNNELING JOURNAL 35

NATJ_0513_COXWELL_034_039.qxd:Feature 21/4/13 17:39 Page 36
NATJ_0513_COXWELL_034_039.qxd:Feature 21/4/13
Figure 2: Schematic of the entry shaft
Secant piles build
above the pipe
Existing sewer pipe
had to meet the hydraulic performance of the
existing section of sewer, which only has
300mm (12in) of fall over its length. Therefore
the new 500m (1640ft) long tunnel bends
around the damaged section in a sweeping
curve, and consequently results in a longer
tunnel section. This alignment required the
tunnel to negotiate a 150m (490ft) radius
curve. To achieve this it was necessary to
modify the existing segment moulds to
increase the taper from 20mm (0.8in) to
40mm (1.6in). The use of an articulating tail
can was also required to negotiate the curve.
Shaft and tunnel construction
Work on the Emergency Bypass commenced
in March 2010. Two shafts were constructed
over the existing live sewer. The upstream
shaft (or entry shaft) was a 10m x 17m (33ft x
55ft) interlocking secant pile shaft
approximately 8m (26ft) deep (see Figure 2).
The downstream shaft (exit shaft) consisted of
a 10m (33ft) diameter, 45m (150ft) deep,
octagonal slurry wall shaft. The deeper shaft
was complicated by its location. Situated on a
postage stamp size compound, the shaft
walls were within 3m (10ft) of a residential
17:40 Page 37
Secant
pile shaft
New Tunnel
by TBM
property and 6m (20ft) of an arterial road.
The 500m (1640ft) long section of new
bypass tunnel running around the damaged
section of sewer was driven in full EPB mode.
On completion of the tunnelling, excavations
were carried out around the existing sewer at
each shaft ready for the connections.
While progress went very well on the entry
shaft and the tunnel, production was delayed
on the exit shaft due to some complex ground
conditions around the existing sewer. A
systematic program of jet grouting, sodium
silicate grouting, dewatering and cementitious
grouting was ultimately required to fully seal
around the sewer and allow the excavation to
be completed.
The entry shaft flume was installed in
October 2011 with the exit flume following
one year later in October of 2012.
Temporary flumes
As discussed, the bypass connects directly into
the existing live Coxwell Trunk Sewer, which
(under wet weather flow) can surcharge to
3m (10ft) above the tunnel. Therefore,
specially fabricated hydraulic flume pipes were
designed to bridge the sewer through the
TORONTO
shafts, and allow excavation around and
under the sewer.
On exposure of the upper half of the sewer,
the top was cut away using concrete wire
saws. The saddle of the tunnel was then
removed allowing the flume to be lowered
into place. Hydraulic jacks incorporated into
the flumes were then actuated to expand the
flume into the sewer either side.
Seals at each end of the flume were then
inflated to form the seal. This temporary
flume was installed in live flow conditions.
Night work was carried out to benefit from
the low flow, albeit the low flow was still only
just below spring line of the existing tunnel.
The flumes proved highly effective and
were installed without a hitch in around two
hours. The hydraulic rams were remotely
activated, which allowed the flumes to be
installed without exposing crews to the flows.
Figure 3: Sketch of the temporary flume
Lubricated Hydraulic
nipples jacks
External
telescopic
pipe
Lips with
anchor
bolts
Inflatable
Centralized seal
teeth
Internal
telescopic pipe
Above: The temporary flume in place within
the entry shaft
Top left: The completed bypass tunnel
NORTH AMERICAN TUNNELING JOURNAL 37
NATJ_0513_COXWELL_034_039.qxd:Feature 21/4/13 17:40 Page 38

TORONTO

The final connection
The final permanent connection involved the
removal of the temporary flumes and the
installation of permanent elbows. Consisting
of mortar lined steel pipe the elbows were
minimum flows in the sewer and on the removed the sewage entered the new
evening of February 19, 2013, the connection bypass at the downstream end but also
work commenced. The sequence of the sewer continued to flow down its original
connection was as follows: course.

1 2
fabricated ahead of time (before the shafts Starting work at around 11pm (after The crew relocated to the entry shaft
were excavated). Consequently concrete was the flows within the sewer dipped and repeated the process removing the
required in the shafts once the temporary below spring line), the downstream upstream temporary flume. Again this
flumes were installed to match the shaft temporary hydraulic flume was went smoothly with the flume
concrete to the elbows. removed (with the flumes being removed by 1am. Despite the flows
After the concrete was cast in each shaft, hydraulically actuated this was possible being at thier lowest levels, a
split flanges were fabricated and the lower without men present at the base of the considerable amount of flow was
half of each flange was bolted to the shaft). This operation went very witnessed through the shaft. This
respective concrete wall. This flange would smoothly and within 40 minutes the resulted in sewage flowing through
provide the fit for the elbows during flume was on the surface. Once both tunnels.
installation. Once the elbows were lowered
into position, the upper flanges could be
bolted in place to finally secure the elbow.
The procedure for removing the flume was
the focus of much debate. Several methods
were looked into for diverting or reducing the
flows to allow for the permanent flume
installation. Unfortunately due to high flows,
access restrictions, and surcharge limits, the
only viable option was to carry out all the
work under live flow.
Night time work was selected to ensure

Right: The temporary flume in place

within the exit shaft. Below: The
connection elbow for the exit shaft

38 NORTH AMERICAN TUNNELING JOURNAL

NATJ_0513_COXWELL_034_039.qxd:Feature 21/4/13 17:40 Page 39

TORONTO

The live flow connections were a huge

success and much credit must go to all those
involved from the concept stage, through
planning and design and down to execution.

4
At 4.45am the final connection was
completed with installation of the
elbow at the exit shaft. By 6am the
upper flanges were also in place.
Complicating the process at the exit
visibility within the shaft dropped to
minimal. With the second elbow in
place the flow was successfully diverted
through the new bypass.

Retracting the temporary flume
5
shaft was the temperature with an air
temperature of around -14C (6.8F) as
soon as the flume was removed
The following day the sewage within
each shaft was pumped out. A new
access was created at each connection
to allow for this and also to permit
entry for future inspections.

6
The final stage will be to mass fill
around each elbow with concrete to
seal the pipes in place. At the time of
writing this article, work was ongoing
and the site is expected to be cleared
and fully restored by early summer.

With the bypass now in place the section of

damaged sewer is to be backfilled and
abandoned.

Summary
The Coxwell Emergency Bypass was a very
challenging job, but not necessarily due to the
usual issues encountered on a tunnelling
project. The live flow connections were a
huge success and much credit must go to all
those involved from the concept stage,
Removal of the flume in the entry shaft through planning and design and down to
execution.

3
At 1.45am lowering of the permanent
elbow at the entry shaft commenced.
Prior balancing at the surface ensured
the elbow remained level. Once in place
all the flow was diverted into the new
bypass. Once in place all the flow was
now diverted into the new bypass and
the upper sections of the retaining ring
were bolted on before the crew moved
back to the exit shaft.

Lowering the entry shaft elbow The elbow in place within the exit shaft

NORTH AMERICAN TUNNELING JOURNAL 39

NATJ_0513_040_042_RETCintro.qxd:Feature 21/4/13 20:54 Page 40

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40 NORTH AMERICAN TUNNELING JOURNAL

NATJ_0513_040_042_RETCintro.qxd:Feature
RETC PREPARES
FOR THE CAPITAL
JUNE 23-26, 2013 - MARRIOTT
WARDMAN PARK, WASHINGTON DC
WASHINGTON DC IS THE HOST CITY for
this years Rapid Excavation & Tunneling
Conference & Exhibit (RETC) and with
numerous major projects currently ongoing
in the region, the RETC Organizing
Committee is sure to attract record numbers
of delegates to the nations captial, from
both home and abroad.
DC Waters Clean Rivers Project is now in
full swing, and a conference site visit to the
Blue Plains Tunnel offers attendees the
opportunity to tour the longest of
the four design-build tunnel
projects in the scheme (see
p10). Traylor/Skanska/Jay Dee
JVs 26ft (7.9m) diameter
Herrenknect TBM will be in
the shaft and almost ready to
launch on the 4.5-mile (7.3km)
project by the time the RETC tour
takes place on Wednesday, June 26.
As for the conference itself, four Short
Courses kick off this years RETC program,
with sessions on Grouting in Underground
Construction, Tunnel Lining Design,
Microtunneling, and Understanding Risk,
Uncertanties and Hard Decisions, all taking
21/4/13 20:54 Page 41
RETC PREVIEW
EXHIBIT HOURS
Monday, June 24
5.00pm 7.00pm:
Exhibit Hall Reception
place on Sunday, June 23.
In addition, Sunday afternoon
also sees two strong Special Tuesday, June 25
Program sessions on Contracting 11.00am 2.00pm
Practices and Risk Management. 11.30am 1.00pm: Exhibit Hall Lunch
On Monday morning the four- 4.00pm 6.00pm: Exhibit Hall Reception
track conference program gets into
full swing, providing a wealth of Wednesday, June 26
papers on subjects including
9.00am Noon
Difficult Ground, Geotechnical
Considerations, New and
Innovative Technologies,
Pressure Face TBM Case will present the UCAs current activities and
Histories, Instrumentation and announce this years Scholarship Recipients.
Settlement Control, and The induction of incoming UCA Chair, Bill
Large Span Caverns. Edgerton, will also take place.
Victor Mendez, of the Another full day of technical conference
Federal Highway sessions including Ground Stabilization,
Administraton, will host the Hard Rock Tunneling, Precast Linings,
RETC Welcoming Luncheon; SEM/NATM, Grouting & Water Control, and
and, later in the day, the Exhibit Shafts will be followed by an Exhibit Hall
Hall Drinks Reception will mark the drinks reception, and the RETC Dinner.
opening of more than 130 exhibit booths Wednesday morning wraps up the
for delegates to tour while catching up with Technical Sessions, with papers on Design &
friends and colleagues over a beer. Planning, Major and Future Projects. All in
At the UCA of SME Breakfast on Tuesday all, its set to be an event to remember, and
morning outgoing UCA Chair, Jeff Petersen we look forward to seeing you there!
NORTH AMERICAN TUNNELING JOURNAL 41
NATJ_0513_040_042_RETCintro.qxd:Feature 21/4/13 20:54 Page 42

RETC PREVIEW

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703 709 711
NO EXIT

The 2013 RETC Exhibit kicks

off at 5pm on Monday, June LOUNGE 700 702 704 706 710
2325
24, during the Exhibit Hall
1430
Drinks Reception. Meet the 2323 601 603 605 607 611 613
NATJ team at booth 600! 1428
1601 1603 2321
1426 600 602 604 606 610 612 614
1700 1609 2319
1424 501 503 505 507 511 513 515

1422 1701 1703 1705 1707

508 510 514

SALES
1800 1802 1804 1806 1808
403 415 417
409 411

&
1801 1803 1807

OPS EX
408 410
1900 1902 1904 1906 2309
1414

HIBIT
303 315
309 311
1412 2307
1901 1903 1905 1907 1909

1410 2000 2004 2006 2008 306 308

2303 300 302 312 314
1408 201 203 207 209 213 215
2001 2007 2008 2301
1406
2100 2106 2108 ENTRANCE 200 202 204 206

1402 101 103 105 107 109

2103
1400

2201 2203 2207

RETC 2011 EXHIBITORS & BOOTHS

ABC Industries 808 David R. Klug & Associates 300 Kaydon Corp Bearings Division 706 Rocscience 2009
ABC Ventilation Systems 2000 Delcan 103 King Shotcrete 614 RST Instruments 215
Agru America 1701 DeNeef Construction Chemicals 505 Lachel & Associates 510 Ruen Drilling 601
Akkerman 2001 Derrick Equipment Co 2307 Langan Engineering & Environmental 312 S&B Industrial Minerals (NA) 709
Alpine Equipment 1414 Dibit Measuring Technique USA 607 Layne Geo 1324 Sandvik Mining and Construction 2319
Amberg Engineering (NA) 2301 Dr. Sauer & Partners Corp 513 Line Power 303 Schauenburg Flexadux Corp 201
Amberg Technologies 2303 DSI/American Commercial 315 Maccaferri 1900 Schnabel Foundation Co 1400
American Chemical Technologies 2006 Elasto Plastic Concrete 1802 Malcolm Drilling Co 1904 Schwing Bioset 1220
American Mine Research 204 Everest Equipment Co 1322 McDowell Equipment 2106 SELI SPA 206
Amix Systems 2108 Fibercon International 1402 MCT Murer Consult 710 Shaft Drillers International 1221
Antraquip Corp 1707 Gall Zeidler Consultants 1806 Messinger Bearings 1807 Shannon & Wilson 2004
Arup 2201 Geocomp/GeoTesting Express 1803 Midwest Industrial Supply 604 Shotcrete Technologies 603
Atkins North America 1424 Geo-Instruments 101 MineARC Systems 2207 Shurjoint Piping Products 1907
Atlas Copco CMT-USA 1304 Geokon 1428 Mining Equipment 2100 Sika Corporation 2323
Avanti International 700 Givens International Drilling Supplies 109 Mining Technologies International 2203 SOLDATA 1217
Babendererde Engineers 511 GMS Mine Repair & Maintenace 1223 Moretrench 508 Spendrup Fan Co 408
Ballard Diving & Hyperbaric Services 611 Gomez International 1302 MWH Global 1601 Stirling Lloyd Products 1225
Baroid Industrial Drilling Products 409 Grindex Pumps 1406 Naylor Pipe Co 203 Surecrete 507
BASF Construction Chemicals 1609 Halfen Anchoring Systems 901 Nexans AmerCable 1426 tacs 905
Becker Mining America 514 Hatch Mott MacDonald 308 Nicholson Construction Co 602 Team Mixing Technologies 1316
Bekaert Corp 704 Hayward Baker 1705 Normet Americas 1800 Technical Tunnelling Components 314
Boart Longyear E&I Drilling Services 1314 Heintzmann Corp 1906 North American Tunneling Journal 600 TEI Rock Drills 309
Brokk 311 Helix: Micro-Rebar 711 Orica USA 1702 Tenbusch 903
Brookville Equipment Corp 2008 Herrenknecht USA 403 Pacchiosi Drill USA 1312 The Euclid Chemical Co 1909
Cambria County Assn for Blind & HIC Fibers 606 Parsons Brinckerhoff 501 The Robbins Co 2103
Handicapped 209 Hitachi Zosen Corporation 1300 Parsons Corp 1422 TLT-Babcock Process Fan Group 1901
Caterpillar Tunneling Canada Corp 703 HNTB 2321 Paul C. Rizzo Associates 1410 Trelleborg Ridderkerk 1902
CDM Smith 702 Hobas Pipe USA 1703 Permalok Corporation 213 Tunnel Business Magazine 1903
Cellular Concrete Solutions 1603 Hughes Brothers 1905 Plaxis 810 URS Corp 1430
CETCO 417 ILF Consultants 605 Powerking Corporation 202 VMT 1310
ChemGrout 411 Irwin Car and Equipment 1412 Pultrall 1216 W. R. Grace & Co 503
Cosella-Dorken Products 1801 Itasca Consulting Group 515 Putzmeister Shotcrete Technology 2325 Williams Form Engineering Corp 612
Crux Subsurface 610 J. H. Fletcher & Co 200 QSP Packers 410 Wisko America 1222
CTS Cement Manufacturing Corp 302 Jacobs Associates 2309 Rasa Corp 2007 World Tunnelling 1804
Daigh Company 1808 JADCO Manufacturing 1408 Reimers Systems 907 Xypex Chemical Corp 105
Datwyler Sealing Technologies 306 Jennmar Corp 613 Richway Industries 207 Zed Tunnel Guidance 1320

42 NORTH AMERICAN TUNNELING JOURNAL

NATJ_0513_RETC_043_054.qxd:Feature 22/4/13 21:48 Page 43

RETC PREVIEW

ABC Industries ventilation systems efficiency. Its oval

ABC Industries is using RETC 2013 to
showcase its recently launched TruOval
MineVent line of layflat blower ducting
for the mine, tunnel, and underground
construction industries. TruOvals
patent-pending design is engineered
with suspension cables spaced
intermittently through the ducting to
maintain the ductings oval shape. By
utilizing an internal cable suspension
system and eliminating the fabric
divider typically seen in oval layflat
ducting, TruOval minimizes the amount
of air-flow friction and maximizes the
shape also allows for more headroom
in confined spaces and accommodates
higher profile underground equipment.
ABC Industries also claims that
TruOvals welded construction reduces
the air loss, weakening, and premature
failure associated with conventional
sewn ducting. The durable RipStop
substrate prevents small tears from
becoming major holes. All TruOval
MineVent fabrics have been tested and
approved by the Mine Safety and
Health Administration Standards
(MSHA).
RETC Booth 808

Akkerman Amberg Engineering (North

Pipe jacking and tunneling America)
equipment specialist Having been
Akkerman has developed a developing
range of products that geotechnical
accurately install a variety of underground infrastructure. Over the solutions for
years, the firm has introduced manned pipe jacking, more than 40
microtunneling, guided boring and earth pressure balance years, Ambergs
systems to expand the range of sizes, ground conditions and work to date
complexities in which its systems perform. culminated in
RETC Booth 2001 the lead design
and project
management
for major parts
Alpine Equipment of the 35.4
mile Gotthard
Alpine Equipment is a market leader in Base Tunnel.
roadheaders, shaft sinkers and hydraulic cutter Amberg typically integrates
head attachments. The firm can specify equipment all requirements from the design. Other services
for tunneling, mining, scaling, excavating and any geological and geotechnical include: support materials;
other rock cutting or grinding project. New and analysis with the owners underground excavation
refurbished roadheaders are available and ready to clearance profile to design services and equipment; and
work or to be customized for specific jobs excavation methods, material ventilation systems, materials
requirements. Alpine also specializes in transverse handling aspects, ventilation, and equipment.
rotary cutter attachments with models ranging final lining and structural RETC Booth 2301
from 20-190hp to fit most carrier vehicles. Alpines
team can assist in equipping projects, engineering
custom solutions or supplying spare parts (MSHA).
RETC Booth 1414 American Chemical
Technologies
American Chemical same requirements for
Technologies (ACT) demanding industrial
manufactures and applications. Additionally,
distributes biodegradable, UCON Trident & Neptune
fire-resistant, and water offer a non-sheening,
soluble lubricants for 100% water-solubility, and
Tunnel Boring Machines an excellent aquatic
across the globe. EcoSafe toxicity profile; score in
FR hydraulic fluid & the practically non-toxic
EcoGear gear oil category according to the
technology represents a U.S. Fish and Wildlife
significant advancement in Classification.
synthetic, fire-resistance, ACT commits to setting
and biodegradability. new standards for product
UCON Trident AW performance and "Pride in
hydraulic fluids & Neptune Personal Service."
gear lubricants meet the RETC booth 2006

NORTH AMERICAN TUNNELING JOURNAL 43

NATJ_0513_RETC_043_054.qxd:Feature 22/4/13 21:48 Page 44
RETC PREVIEW
American Mine Research
Founded in 1975 and located in Rocky monitoring, control and communications
Gap, VA, American Mine Research (AMR) electronics for the surface and
will be promoting its complete line of underground mining, aggregates and
tunneling industries at RETC 2013. AMRs
new Mine Net Mesh System is a
completely wireless system based on 802.
11 Wi-Fi protocol for use in underground
mines and tunnels. The Mesh System
consists of wireless access points, IP-
addressable tracking tags, VOIP Smart
Phones, and a Master Station (surface
computer). It offers wireless personnel
and asset tracking, atmospheric
monitoring and voice, text, and push-to-
talk communications. The systems open
Beyond Tunnels
Our expertise goes beyond tunnels.
We also deliver cut-and-cover and sequentially excavated
structures, caverns, portals, slopes, and embankments.
Anytime youre faced with underground risk, Jacobs Associates
is your partner for design, construction management, and
dispute resolution.
JACOBS SF.COM
44 NORTH AMERICAN TUNNELING JOURNAL
protocol further offers
underground
connectivity to the
Internet, e-mail, PBX-
coupling (land line
access), video streaming,
etc. Available in
Modbus Ethernet
or Wi-Fi versions,
AMRs line of fixed
mount gas sensors
can simultaneously
monitor up to four
gases such as CO,
CH4, O2, NO,
NO2, H2, H2S, and
SO2.
RETC booth 204
Antraquip Corp
Antraquip is a designer, manufacturer
and supplier of roadheaders, hydraulic
rock grinders, shaft sinkers, special
tracked machines with a variety of
boom options, and tunnel support
systems. Antraquip roadheaders and
rock grinders are being used all over
the world in a variety of civil
engineering and mining projects.
Antraquip offers not only standard
roadheaders in the 12 80 ton
weight class, but is extremely flexible
in offering project-oriented
engineering solutions. The firm also
supplies lattice girders, steel sets and
arch roof canopy systems for projects
throughout North America. The ability
to provide a wide range of tunneling
equipment and services makes
Antraquip not only a leading
manufacturer but also an experienced
partner to utilize for any tunneling
and mining project. Visit Antraquip at
RETC Show Booth 1707.
NATJ_0513_RETC_043_054.qxd:Feature 22/4/13 21:49 Page 45

RETC PREVIEW

Arup Ballard Diving & Hyperbaric Services

Global engineering
consultancy Arup
zplaces strong multidisciplinary technical
engineering teams into projects to assist client
organizations, joint venture partners and
contractors to deliver excellence. The firm
seeks challenging work across the full range of
tunneling activities. This has led us to global
portfolio of tunneling work with a
construction value of more than US$225
billion. Much of this is being delivered in
cooperation with other firms, demonstrating
our belief in inclusivity. In recognition of its
tunneling capabilities, Arup was awarded
Tunnel Designer of the Year at the 2012
International Tunneling Awards.
RETC booth 2201.
BDHS is a market leader in Hyperbaric Support Services for
the worlds tunnel projects. By providing specialty turnkey
solutions to contractors requiring hyperbaric equipment,
personnel and commercial diving services, BDHS says it has
become a preferred international provider. The firms
experienced
supervisory personnel
include Compressed
Air Workers, Dive
Medical Technicians,
Hyperbaric Nurses, Hyperbaric Physician
Assistants and other specialty personnel.
Projects that BDHS have worked on
include: Alaskan Way Viaduct
Replacement, Lake Mead Intake Tunnel,
Port Mann Tunnel, OARS Deep Sewer
Tunnel, and the New York Harbor Siphon.
Booth Number: 611

Atlas Copco CMT USA Baroid Industrial Drilling Products

Atlas Copco Construction Mining Technique USA is Baroid Industrial Drilling Products (IDP) is a product service line of
responsible for the sales, aftersales service and Halliburton. Since 1958, Baroid IDP has been providing drilling
rental of equipment for surface and underground fluid products and service to a variety of markets in the industrial
rock excavation, civil works and infrastructure drilling industry. Tunneling and drilling fluid additives, bentonite
projects, exploration drilling, rock reinforcement, grouts, and specialty chemicals with customized training and job-
and ground engineering. The company is site expertise are available for the tunneling industry. Baroid IDP
headquartered in the has a dedicated research & development laboratory which
US near Denver, continues to seek new technology & methods
Colorado. Employing that will support the industry and assist end-
approximately 450 users. Baroid IDP products are available through
people, it extends its a global distribution network.
reach through a RETC booth 409
nationwide network
of sales and service
stores and specialist
drilling distributors.
RETC booth 1304. BASF Construction Chemicals
Part of the German chemical giant, BASF Underground
Construction Group is a leading worldwide construction
chemicals supplier. The firm supplies a range of soil
conditioning foams, anti-clay agents and polymers, and
Babendererde TBM products as well as technologies for sprayed
Engineers concrete, precast and cast-in place concrete. As many
underground projects attract international contractor
Babendererde Engineers and design teams, the firm claims its global presence
is an independent supports seamless transfer of technology and services to
engineering company specializing in underground tunneling. any project, anywhere in
Together with its sister company, Babendererde Engineers of Bad the world.
Schwartau, Germany, the firm focuses on tunnel design, project Booth 1609
development, construction management and process engineering,
as well as independent expert assistance on contractual disputes.
Additionally, Babendererde Engineers offers Tunneling Processing
Control (TPC)
software, which is a
unique software
system that facilitates
data management
with multiple features,
and can be easily
tailored by the user for
a specific purpose.
Visit the team at
RETC booth 511.

NORTH AMERICAN TUNNELING JOURNAL 45

NATJ_0513_RETC_043_054.qxd:Feature 22/4/13 21:49 Page 46

Tunnel

Trenchless

Geotechnical

Shaft 4 OARS Phase II, Trumbull Corporation, Columbus, OH

Geostructural

Engineering & Design

Contact:
AJ McGinn 315.434.8885
Alan Howard 925.247.9000
Gregg Sherry 303.703.1405

Colorado | New York | California | Texas | Illinois

tE,D

46 NORTH AMERICAN TUNNELING JOURNAL

NATJ_0513_RETC_043_054.qxd:Feature 22/4/13 21:49 Page 47
Brookville Equipment
Corporation
Rail support equipment specialist Brookville
Equipment Corporation will be showcasing its latest
innovations in high-height diesel and battery
locomotives and personnel carriers at RETC 2013.
These customizable personnel carriers provide
comfortable cushioned seating for four to 20 workers
and the option to also function as an eight to 25 ton
locomotive. With 95 years of experience
manufacturing customized rail-mounted powered
transportation solutions, Brookvilles tunneling
portfolio includes four to 45 ton battery or diesel-
powered locomotives featuring heavy duty frames,
planetary drive axles, liquid-cooled wet disc brakes,
optional explosion proofing for improved safety and
climate controlled cabs for optimum operator comfort.
These tunneling units have been used on some of the
industrys most notable projects, include the Traylor
Brothers East Side Access Project in New York City and
the Stillwater Mine in Nye, Montana.
RETC booth 2008
CDM Smith
CDM Smith is a consulting,
engineering, construction and
operations firm with an underground construction team that
includes geotechnical, structural, and civil engineers and geologists.
The firms tunnel-related work includes planning, feasibility and
design, including both 2D and 3D FEM analyses. The firm offers
construction services including construction and program
management, inspection and geotechnical instrumentation
monitoring and interpretation for soft ground and rock tunnels.
Design and construction services cover all types of ground
modifications including ground freezing, grouting, and dewatering.
CDM Smiths field equipment includes geotechnical
instrumentation and construction data acquisition equipment.
RETC booth 702
Crux Subsurface
Geotechnical construction and exploration specialist Crux
subsurface has provided solutions to some of the most difficult-
access, geologically-challenging and environmentally-sensitive
projects in the United States. Specialties include long-range
deviation-controlled horizontal core holes, borehole surveying,
optical and acoustical televiewer services, high-quality
sampling, and instrument
installation. Pre-
excavation stabilization
services include
dewatering, permeation
and compaction
grouting, tube arch
canopies, and cased
horizontal boreholes. The
firm provides design
build services and a fleet
of custom-designed
equipment to ensure that
project needs are met.
Booth 610
RETC PREVIEW
Caterpillar Tunneling
Caterpillar Tunneling custom designs and manufactures tunnel boring
machines (TBMs) and other support equipment to the unique needs of
the most extreme global tunneling challenges. CAT soft/mixed ground
and rock TBMs are widely used today across various industry
segments: metro, rail, transportation, hydropower, sewer, cable and
pipelines. The firm will custom tailor a solution to ensure a projects
success. CATs customers also enjoy product support from launch to
breakthrough and products that are built to be rebuilt.
RETC booth Number 703
Datwyler Sealing
Technologies
Datwyler, Division Sealing Technologies, is the world
leading provider of tunneling gaskets. With the newly
acquired Phoenix PDT Profiles business, Datwyler
features currently successful references in more than 450
tunnels on all five continents. The company offers many
gasket profiles and material options, all designed and
offered on a project specific basis, to meet any
hydrostatic and/or environmental conditions that may be
encountered. Datwyler now manufactures five types of
gaskets to meet a wide range of tunnel applications:
mono EPDM, hydrophilic, Co-ex Swell and Composite
Black Swell and the new anchored gasket. The anchored
gasket as the new generation for segmental tunneling
gasket is now being used in the first USA tunnel projects.
RETC booth 306
David R. Klug &
Associates
David R. Klug & Associates provides international and
national manufacturer representative services to the
underground heavy civil and mine construction
industries. The company specializes in the
coordination of products, equipment and services
for NATM, soft ground, precast segmental and
conventional tunnel construction. This includes
initial support systems, GFRP bolts and soft-eye
structures, flexible membrane waterproofing
systems, prefabricated final lining reinforcement
products, steel moulds, connectors and gasket
sealing systems for one pass precast tunnel
linings, tunnel profiling / scanning equipment
and associated site services, design and supply of
project specific material handling systems, and
complex final lining forming systems.
Booth 300
NORTH AMERICAN TUNNELING JOURNAL 47
NATJ_0513_RETC_043_054.qxd:Feature 22/4/13 21:49 Page 48

RETC PREVIEW

Fibercon International Gomez International

Fibercon is one of the worlds leading manufacturers of
steel fiber reinforcement products. The company will
be using its booth at RETC 2013 to showcase its new
CAR35EDM steel fiber (Carbon-35mm-End Deformed
Mild) with 2SD2 design for shotcrete applications. This
new fiber is the latest in the firms long history of steel
fibers that have been proven to improve the
performance of fiber reinforced shotcrete (SFRS). These
ASTM A820 Type II steel fibers have been designed
specifically to meet the challenges of the ever-
increasing performance requirements of SFRS in todays
market. Fibercom fibers are made in the USA and are
members of ASA, ACI, and FRCA.
RETC Booth 1402
Geokon
Monitoring specialist Geokon designs and manufactures
a full range of geotechnical instrumentation suitable for
monitoring the safety and stability of civil engineering
structures including tunnels, mines and foundations.
Geokon's product line includes piezometers, pressure
cells, strain gages, inclinometers, load cells,
displacement gages, settlement systems, local and web-
based data-acquisition systems, as well as custom
instruments for specialized applications. Tunnel-specific
instruments include NATM-style concrete pressure cells,
convergence meters, multiple-point extensometers,
instrumented rockbolts, and tape extensometers.
Geokon, Inc. has been awarded ISO 9001:2008
registration from both ANSIANAB, USA and UKAS of
Great Britain.
RETC Booth 1428
Specializing in consulting,
engineering, equipment
manufacturing, rebuild and
sales, Gomez International
can assist in project design,
estimating, equipment-
material procurement,
submittal preparation, through
to project completion. Specializing
in TBM excavation methods; the design and
application of conveyor haulage systems;
dewatering; muck removal; electrical
instrumentation, controls (inc. PLCs); low, medium,
high voltage electrical distribution up to 115kV; rock
support methods; segment lining; ventilation; data
collection, back-up/trailing floor, auxiliary support;
communication; and rolling stock. Equipment sales,
lease, manufacturing and rebuild: Tunnel
locomotives, tunnel excavators, rolling stock,
ventilation fans, generators, transformers, power
systems, etc.
RETC booth 1302

Grindex demanding applications

imaginable. Thanks to
Pumps built-in motor protection
and air valves, pumps can
Hatch Mott MacDonald Grindex, a specialist in run unsupervised and
electrical submersible even dry for long periods
Engineering pump technology, offers a without damage. With
consultancy Hatch Mott complete line of highly SMART motor protection,
MacDonald provides efficient and reliable Grindex Pumps will not
tunnel design and submersible pumps run backwards, will not
engineering solutions designed for heavy-duty single phase and are
for rail and transit, road, water/wastewater conveyance, CSO drainage, sludge and protected against
storage, and cable and communications. The firm works to slurry applications. overheating. Both single
identify practical approaches to tunneling, equipment Stainless steel, MSHA and and three phase pumps
selection, and contracting approaches. Expertise includes soft explosion proof pumps can be equipped with
ground and rock tunneling, cut and cover, underground are also available. On built in float switches and
caverns, immersed tube tunnels, jacked tunnels and micro- construction sites, in other options. Pump
tunneling. Complimentary skills in technical areas include mines and various designs range between
tunnel rehabilitation, ground stabilization and treatment, industrial applications, 0.6 to 140 HP and deliver
tunnel systems, ventilation, and life safety and security. The Grindex submersible up to 5,000 gallons per
firm has a staff of 2,400 and over 70+ offices throughout pumps are constantly minute with pressures of
North America. being put to the test in up to 750 feet. Visit us at
RETC booth 308 some of the most booth number 1406

48 NORTH AMERICAN TUNNELLING JOURNAL

NATJ_0513_RETC_043_054.qxd:Feature 22/4/13 21:49 Page 49

RETC PREVIEW

Itasca
Itasca is dedicated to providing its clients better insight into the
Herrenknecht around by 180 degrees and
is now excavating the
behavior of the engineered earth environments where they
operate. To do so, it maintains a staff of leading engineers in the
Tunnelling second section to final fields of rock mechanics, hydrology, hydrogeology, geochemistry,
breakthrough. mining engineering, petroleum engineering, geophysics, and
Systems USA Herrenknecht delivers software engineering. The state-of-the-art numerical modeling
Construction companies cutting-edge tunnel boring codes that Itasca uses and sells for solving problems in
have successfully excavated machines for all ground geomechanics and hydrology are among the most widely used,
around 2,300 kilometers of conditions and all widely respected tools of their kind. Operating as both
traffic tunnel with diameters diameters. Together with consultants and software developers creates dynamic interplay:
of more than 4.2 meters the Groups innovative the technical capabilities of the consultancy are extended via
using Herrenknecht specialists, Herrenknecht is direct access to the internals of the software tools it uses. In
technology. able to offer integrated turn, the software is continuously developed, improved, and
In Miami, a Herrenknecht solutions around tunnel proven in the real-world problem-solving environment of the
EPB Shield recently construction at all times. consulting practice. Visit Itasca at RETC booth number 515.
successfully finished one With 77 international
tunnel of the twin-tubed companies the
Port of Miami Tunnel. The
machine concept with
Herrenknecht Group
provides a comprehensive
Jacobs Associates
slurryfier box mastered the range of additional Consulting engineers Jacobs construction management
water-bearing geology with equipment and services Associates provides solutions for capabilities. It also offers the
bravura in only 9 months. close to the project site difficult underground projects broader heavy civil construction
After the first breakthrough, and the customer. industry a robust
the EPB Shield was turned RETC booth 403 package of claims
and dispute
resolution services.
Jacobs Associates is
HNTB an award-winning
HNTB specialises in design and support services for tunnel firm with 13 offices
structures. The firms experts have the insight and in the United States,
knowledge to provide solutions on a wide range of tunnels, Australia, New
from small-diameter excavations to the largest machine- Zealand, and
bored tunnel in the world. Their work cuts across the Canada. Services
highways, transit, rail, aviation and water sectors. HNTB include: geological,
staffs experience includes tunnel design, tunnel boring geotechnical Services
machine construction, access shaft design, program and equipment;
management, project funding, cut and cover tunnels, civil, and excels in the water, tunnel boring equipment;
hydraulic and drainage design, construction, geotechnical wastewater, and transportation underground excavation services
reports and analysis, ATM and CIP and pre-cast segmental sectors. With an emphasis on and equipment; engineering
tunnel liners. tunnels and shafts, Jacobs offers design and services for tunnels.
RETC booth 2321 a full range of design and RETC booth 2309

Hughes Brothers
At RETC 2013 Hughes Brothers Inc will be
displaying various Fiber Reinforced Polymer
products that facilitate TBM launch and
reception chambers, removable FRP Soil Nails
and earth anchors, GFRP bars for face
stabilization in sequential excavation methods breakouts projects worldwide. Recently,
and GFRP rock bolts. The firms Aslan FRP bars extensive use was made of Aslan bars in the
are uniquely suited to the tunneling and mining diaphragm walls for the Seattle SR99 Alaska Way
industry as they are very high strength, Viaduct replacement tunnel. Aslan FRP materials
lightweight, and non-corroding but are easily are also used in situations where encroachment
consumed by mining equipment or tunnel or future use issues require consumable or
boring machines. The Aslan 100 GFRP rebar has removable anchors or methods.
been used in over 300 TBM launch and RETC booth 1905

NORTH AMERICAN TUNNELING JOURNAL 49

NATJ_0513_RETC_043_054.qxd:Feature 22/4/13 21:49 Page 50

RETC PREVIEW

Let
Le
JADCO Manufacturing Maccaferri
As part of a worldwide industrial group, Maccaferri has over 130
For more than 30 years years of experience and expertise that includes solutions in retaining

n
JADCO has been a global wall systems, reinforcement of steep slopes, embankments,
leader in solving the toughest drainage systems, rockfall protection, soil erosion protection,
wear, impact, and abrasion coastal protection, and solutions in mining. The firm offers a wide
challenges in the tunneling, range of solutions for use in tunneling projects range from Wirand
mining, steel, construction, steel fibers and FibroMac synthetic fibers for improving the
power generation, recycling, performance of
and other major industries. At concrete, to specialized
RETC the company will display tunneling products
its premier lines of including: self-drilling
CHROMEWELD Overlay Plate bolts and steel anchors,

y
that outlast virtually any material in high-abrasion fiberglass reinforcement
applications; and QT-Plus Wear Steels that provide bars, drainage tubes and
10X the wear life of conventional offerings. In ceramic final linings.
addition, the ISO 9001:2008-certified manufacturer Maccaferris team of
will exhibit its HARDGUARD wear blocks that defeat professionals is available to
the harshest, most abrasive operating conditions. offer specialized technical
RETC booth 1408 support, project analysis,
design, and product
selection.
RETC Booth 1900
J.H. Fletcher
& Co
J.H. Fletcher & Co has provided mobile underground mining
Malcolm Drilling Company
equipment to the industry for over 75 years. Fletcher was a Malcolm's list of core services in tunneling and
pioneer in the production of roof bolters, and design of the
automated temporary roof support system (ATRS) and
geotechnical construction includes drilled shafts,
excavation support systems, cutoff and secant pile walls, Narrow Fle
continues to provide a wide range of equipment that focuses jet grouting, deep soil mixing, cutter soil mixing and
on worker safety and productivity in underground mines. dewatering. These combined services have routinely is design
designed
Fletchers world-renowned roof bolters are accompanied by an been applied on numerous complex tunneling projects
entire product line including: scalers, powder loaders, and drill throughout North America. The firm says its large and bac
backed
jumbos. Fletcher also continues its legacy of custom-built equipment fleet and highly skilled personnel allows it to
equipment, with a Fletcher machine customers are assured a comply with the most rigorous schedule compression. mining eexper
machine built specific for their application and job. Malcolms experience facilitates a Design/Build approach
Fletcher will be represented at RETC this year, located in to projects and allows for timely collaboration with expanding
expand
booth 200. Visitors will be provided information regarding owners and contractors. The
the entire product line, and also have the ability to interact
with Fletcher powerpoints, videos and animations.
firm provides these services
nationwide through regional
custome
customer s
offices.
RETC Booth 1904
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Layne GEO more co conven
Layne GEO is one of six
divisions of global water
Customizatio
Customi
management,
construction and drilling
maintenanc
maintena anc
company Layne Christensen Company, which provides solutions
for water, mineral, and energy challenges. With Laynes ability to
components
compone
p ents
leverage resources, GEO is an important link in providing total
project solutions for our clients by offering an array of choice simps
underground construction expertise, and providing specialized
services within the fields of ground improvement, deep ORRN DW
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foundations, earth retention, and customized geotechnical
equipment design and fabrication. has to prov p
GEOs solutions are geared towards heavy civil, industrial and
commercial construction markets that are focused primarily on soil your de decis
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improvement/stone columns and installation of ground anchors.
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50 NORTH AMERICAN TUNNELING JOURNAL
NATJ_0513_RETC_043_054.qxd:Feature 22/4/13 21:50 Page 51

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NATJ_0513_RETC_043_054.qxd:Feature 22/4/13 21:50 Page 52

Geotechnical,
Mineral Exploration
and Horizontal Coring

Horizontal Coring for Tunnel Investigation

P.O. Box 267 2320 River Road,
Clark Fork, Idaho, USA 83811
Phone 208-266-1151
Fax 208-266-1379
RIFH#UXHQGULOOLQJFRP
USA
Modesto, California, Phone 209-988-4261
Bozeman, Montana, Phone 406-586-6266

www.ruendrilling.com

...AND RECEIVE YOUR

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52 NORTH AMERICAN TUNNELING JOURNAL
NATJ_0513_RETC_043_054.qxd:Feature 22/4/13 21:50 Page 53

RETC PREVIEW

MineARC Systems Nicholson Construction Co

Established in 1999, MineARC Systems is now the global leader in the Founded in 1955, Nicholson is a leader in geotechnical
manufacture and supply of emergency safe-refuge systems to the construction, providing a wide range of deep foundations,
underground mining, tunneling, and chemical processing industries. In earth retention, ground treatment, and ground
an industrial emergency, when evacuation is improvement services on projects throughout the United
no-longer safe or practical, MineARC refuge States. For tunnels, Nicholson constructs access shafts with
chambers are designed to provide a safe diaphragm walls and jet grout columns and the company
and secure go-to area for personnel to supports operations with a wide variety of grouting and
gather and await extraction. earth retention techniques. Nicholson has offices around the
MineARC refuge chambers have been country to address each region's unique geotechnical
successfully used around the world in construction needs. Visit Nicholson at booth 602.
multiple mine and tunneling emergencies to
save lives. Today MineARC has offices and
manufacturing facilities in Perth, Western
Australia; Santiago, Chile; Beijing, China;
Gauteng in South Africa and Dallas in the Parsons Brinckerhoff
United States, as well as a strong Consulting engineer
distribution network worldwide. MineARC Parsons Brinckerhoff
refuge chambers are present in over 100 offers multidisciplinary
operations in over 40 countries. All skills for the
MineARC refuge chambers comply with the development of all
highest international industry regulations and guidelines. modes of infrastructure
Booth number 2207 across the globe
including
transportation, power,
mining and
Mining Equipment water/wastewater. The
firms Geotechnical and
Mining Equipment has been supplying the mining and tunneling Tunneling group
industries with rebuilt underground equipment for more than 30 years. provides a full range of
The business has grown to encompass new ventilation equipment, engineering, planning,
Jetair fans, and new rolling stock, C.S. Card and Moran Engineering. and construction
Mining Equipment, Jetair and Mine Hoists International are currently management services
doing business in North and South America, Australia, Asia, Africa and that have resulted in
Europe. Products include: concrete mixing and award-winning tunnels, caverns, underground storage
transportation equipment; hoists and facilities and below-ground structures. Parsons
headframes; mining equipment; mucking Brinckerhoff received the award for Tunnel Design Firm
systems; tunnel haulage systems; ventilation of the Year in 2010 and was named Programme
systems, materials and equipment. Manager of the Year in 2011 in New Civil Engineers
RETC Booth 2100 International Tunnelling Awards.
RETC Booth 501

Moretrench
Geotechnical contractor Moretrench
specializes in design/build and turnkey
solutions for challenging construction
requirements and subsurface conditions. Credited with
Parsons
developing the first practical wellpoint system in 1924, the
company has dewatered sites for subway and underground Since 1944, Parsons
station construction across the country. With the development of has worked on
other specialty geotechnical methods, Moretrench moved some of the largest,
beyond dewatering to also utilize ground freezing for deep most complex
shaft construction and connector tunnels, and various grouting tunneling and
methods, including jet, permeation, compaction and underground
compensation grouting, for other tunneling-related challenges construction projects
such as soil stabilization, in the United States
groundwater control and and around the world. The firms tunnel professionals have
rock consolidation. These completed more than 60 recent projects, with specific
services are available expertise in planning, design, construction (design-build
nationwide through full and alternative delivery), construction management,
service offices in New Jersey, program management, and the operation of water,
New York, Florida, wastewater, and transportation tunnels. Experienced with
Massachusetts, Pennsylvania, soft-ground, rock, and mixed-faced conditions, the firm says
and Washington D.C. it is committed to delivering rapid, safe, economical
RETC Booth 508 tunneling.
RETC Booth 1422

NORTH AMERICAN TUNNELING JOURNAL 53

NATJ_0513_RETC_043_054.qxd:Feature 22/4/13 21:50 Page 54
RETC PREVIEW
Ruen Drilling
Ruen Drilling provides drilling services including surface,
underground, and horizontal directional core drilling for
the geotechnical, exploration and geothermal industries.
Drilling equipment includes truck, track, skid, and
helicopter supported core drills. Crews are all trained in
achieving a high degree of core recovery for the client.
Recent projects include: Devils Slide Tunnel, Irvington
Tunnel, Caldecott Tunnel 4th bore, Route 9 Tunnel in
Hong Kong, Highway 53 Tunnel in Puerto Rico.
RETC Booth 601
Shannon & Wilson
With a reputation in tunnel design earned by
developing innovative solutions to specific site
conditions, Shannon & Wilson's projects have included:
the worlds largest diameter soft ground tunnel; the
worlds first and only vertical, continuously spiral lined
shaft; components of
major transit systems;
and instrumentation of
major tunnel
installations. The firms
staff is experienced in
designing and managing
a wide range of
tunneling techniques
including drill and blast,
roadheader, tunnel
boring machine, earth
pressure balance
machine, slurry machine,
microtunneling, pipejacking, and directional drilling
methods. Its services include: route selection; subsurface
exploration programs; design recommendations (soil
and rock); tunnel and liner methods selection; plans,
specifications, and engineer's construction estimates;
construction management; construction monitoring;
tunnel condition assessment; and tunnel rehabilitation.
RETC Booth 2004
Team Mixing Technologies
For over 40 years Team Mixing Technologies has
provided fully automated material handling systems for
TBM bi-component grouts, bentonite slurries and grout
injection as well as for shotcrete, concrete and mining
backfill. TMT manufactures colloidal mixers, pumping
and delivery systems, as well as the automated controls.
Concepts are specifically tailored to the customers needs
and include complete engineering, design and
fabrication of all mechanical, structural and electrical
systems. Services range from preliminary engineering
and case studies through to hands-on commissioning
and field training with complete CAD documentation
and follow-up. Other services include ground
improvement equipment, grouting materials and pumps
and pumping equipment.
RETC Booth 1316
54 NORTH AMERICAN TUNNELING JOURNAL
The Robbins Company
TBM manufacturer The Robbins Company provides
solutions to some of the worlds most challenging
tunneling
projects.
With its
Onsite First
Time
Assembly
(OFTA)
method,
The Robbins
Company in
2013
launched
hard rock and Earth Pressure Balance (EPB) TBMs four
to five months earlier than comparable shop
assemblies. In Mexico City, a trio of Robbins EPBs and
continuous conveyors are making impressive headway,
achieving high speeds under high pressure, mixed
ground conditions.
RETC Booth 2103
VMT
Based in
Germany with
subsidiaries in
Russia, Australia,
USA and China, VMT has supplied best-selling tunnel navigation
and optimization systems worldwide since 1994. Additional
solutions boost productivity by automating and monitoring
processes. For segmental lined tunnels, the firm provides
systems to measure the dimensional geometrical tolerances,
track segments during production, storage and installation
enabling storage optimization with reduced storage and
personnel costs. Software for the calculation of the best ring
sequence as well as equipment for monitoring of ring
deformation is also offered. VMTs information and risk
management system enables correlation of the differing data
sources on a typical project.
RETC Booth 1310
Zed Tunnel Guidance
A technological engineering company, ZED develops and
manufactures TBM guidance systems for installation on
most types of machine and used by contractors worldwide.
The component units are designed and constructed to the
highest standards, allowing clients to mount them directly
into one of the most hostile environments, without the
need for protective operator cabins. The equipment
undergoes continuous, but controlled redesign,
incorporating the latest and most appropriate advances
made in electronic technology and manufacturing
techniques to improve reliability and robustness i.e. low
power surface mount components. The OS is Windows
Embedded Standard 7 which, with ZEDs specific build
configuration, provides good stability with protection
against file corruption due to mains power instability, giving
a reliable platform on which to run the suite of software
applications.
RETC Booth 1320
NATJ_0513_ADS_INSERT_055.qxd:Feature 21/4/13 22:02 Page 55

CONCEPT TO COMPLETION
AUTOMATED GROUT & SLURRY SYSTEMS
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Used in major tunnelling

projects world-wide including
the Brisbane Australia Airport
Link megaproject

www.teammixing.com
sales@teammixing.com
Ph: 1.604.556.7225

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Offering new and used tunneling equipment
for more than 25 years.

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