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by William Harris
Browse the article How Tunnels Work
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Transatlantic Tunnel
At its most basic, a tunnel is a tube hollowed through soil or stone. Constructing a tunnel, however, is one of the most complex
challenges in the field of civil engineering. Many tunnels are considered technological masterpieces and governments have
honored tunnel engineers as heroes. That's not to say, of course, that some tunnel projects haven't encountered major setbacks.
The Central Artery/Tunnel Project (the "Big Dig") in Boston, Massachusetts was plagued by massive cost overruns, allegations of
corruption, and a partial ceiling collapse that resulted in a fatality. But these challenges haven't stopped engineers from
dreaming up even bigger and bolder ideas, such as building a Transatlantic Tunnel to connect New York with London.
In this article, we'll explore what makes tunnels such an attractive solution for railways, roadways, public utilities and
telecommunications. We'll look at the defining characteristics of tunnels and examine how tunnels are built. We'll also look at the
"Big Dig" in detail to understand the opportunities and challenges inherent to building a tunnel. Finally, we'll look at the future of tunnels.
Tunnel Image Gallery
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Tunnel engineers, like bridge engineers, must be concerned with an area of physics known as statics. Statics describes how the following forces interact to produce
equilibrium on structures such as tunnels and bridges:
Tension, which expands, or pulls on, material
Compression, which shortens, or squeezes material
Shearing, which causes parts of a material to slide past one another in opposite directions
Torsion, which twists a material
The tunnel must oppose these forces with strong materials, such as masonry, steel, iron and concrete.
In order to remain static, tunnels must be able to withstand the loads placed on them. Dead load refers to the weight of the structure itself, while live load refers to the
weight of the vehicles and people that move through the tunnel.
We'll look at the basic types of tunnels next.
Types of Tunnels
There are three broad categories of tunnels: mining, public works and transportation. Let's look briefly at each type.
Mine tunnels are used during ore extraction, enabling laborers or equipment to access mineral and metal deposits deep inside the earth. These tunnels are made using
similar techniques as other types of tunnels, but they cost less to build. Mine tunnels are not as safe as tunnels designed for permanent occupation, however.
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Notice that the diagram shows tunneling taking place from both sides. Tunnels through mountains or underwater are usually worked from the two opposite ends, or
faces, of the passage. In long tunnels, vertical shafts may be dug at intervals to excavate from more than two points.
Now let's look more specifically at how tunnels are excavated in each of the four primary environments: soft ground, hard rock, soft rock and underwater.
Soft Ground (Earth)
Workers dig soft-ground tunnels through clay, silt, sand, gravel or mud. In this type of tunnel, stand-up time -- how long the ground will safely stand by itself at the
point of excavation -- is of paramount importance. Because stand-up time is generally short when tunneling through soft ground, cave-ins are a constant threat. To
prevent this from happening, engineers use a special piece of equipment called a shield. A shield is an iron or steel cylinder literally pushed into the soft soil. It carves
a perfectly round hole and supports the surrounding earth while workers remove debris and install a permanent lining made of cast iron or precast concrete. When the
workers complete a section, jacks push the shield forward and they repeat the process.
Marc Isambard Brunel, a French engineer, invented the first tunnel shield in 1825 to excavate the Thames Tunnel in London, England. Brunel's shield comprised 12
connected frames, protected on the top and sides by heavy plates called staves. He divided each frame into three workspaces, or cells, where diggers could work
safely. A wall of short timbers, or breasting boards, separated each cell from the face of the tunnel. A digger would remove a breasting board, carve out three or four
inches of clay and replace the board. When all of the diggers in all of the cells had completed this process on one section, powerful screw jacks pushed the shield
forward.
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In 1874, Peter M. Barlow and James Henry Greathead improved on Brunel's design by constructing a circular shield lined with cast-iron segments. They first used the
newly-designed shield to excavate a second tunnel under the Thames for pedestrian traffic. Then, in 1874, the shield was used to help excavate the London
Underground, the world's first subway. Greathead further refined the shield design by adding compressed air pressure inside the tunnel. When air pressure inside the
tunnel exceeded water pressure outside, the water stayed out. Soon, engineers in New York, Boston, Budapest and Paris had adopted the Greathead shield to build
their own subways.
Hard Rock
Tunneling through hard rock almost always involves blasting. Workers use a scaffold, called a jumbo, to place explosives quickly and safely. The jumbo moves to the
face of the tunnel, and drills mounted to the jumbo make several holes in the rock. The depth of the holes can vary depending on the type of rock, but a typical hole is
about 10 feet deep and only a few inches in diameter. Next, workers pack explosives into the holes, evacuate the tunnel and detonate the charges. After vacuuming out
the noxious fumes created during the explosion, workers can enter and begin carrying out the debris, known as muck, using carts. Then they repeat the process, which
advances the tunnel slowly through the rock.
Fire-setting is an alternative to blasting. In this technique, the tunnel wall is heated with fire, and then cooled with water. The rapid expansion and contraction caused
by the sudden temperature change causes large chunks of rock to break off. The Cloaca Maxima, one of Rome's oldest sewer tunnels, was built using this technique.
The stand-up time for solid, very hard rock may measure in centuries. In this environment, extra support for the tunnel roof and walls may not be required. However,
most tunnels pass through rock that contains breaks or pockets of fractured rock, so engineers must add additional support in the form of bolts, sprayed concrete or
rings of steel beams. In most cases, they add a permanent concrete lining.
We'll look at tunnel driving through soft rock and driving underwater next.
Tunnel Construction: Soft Rock and Underwater
Tunneling through soft rock and tunneling underground require different approaches. Blasting in soft, firm rock such as shale or
limestone is difficult to control. Instead, engineers use tunnel-boring machines (TBMs), or moles, to create the tunnel. TBMs are
enormous, multimillion-dollar pieces of equipment with a circular plate on one end. The circular plate is covered with disk cutters -chisel-shaped cutting teeth, steel disks or a combination of the two. As the circular plate slowly rotates, the disk cutters slice into
the rock, which falls through spaces in the cutting head onto a conveyor system. The conveyor system carries the muck to the rear
of the machine. Hydraulic cylinders attached to the spine of the TBM propel it forward a few feet at a time.
TBMs don't just bore the tunnels -- they also provide support. As the machine excavates, two drills just behind the cutters bore into
the rock. Then workers pump grout into the holes and attach bolts to hold everything in place until the permanent lining can be
installed. The TBM accomplishes this with a massive erector arm that raises segments of the tunnel lining into place.
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The completed sections were sealed watertight at either end. Then workers flooded the basin so they could float out the sections and position them over a trench
dredged on the bottom of the channel. Unfortunately, another challenge prevented engineers from simply lowering the concrete sections into the trench. That challenge
was the Massachusetts Bay Transportation Authority's Red Line subway tunnel, which runs just under the trench. The weight of the massive concrete sections would
damage the older subway tunnel if nothing were done to protect it. So engineers decided to prop up the tunnel sections using 110 columns sunk into the bedrock. The
columns distribute the weight of the tunnel and protect the Red Line subway, which continues to carry 1,000 passengers a day.
The Big Dig features other tunneling innovations, as well. For one portion of the tunnel running beneath a railroad yard and bridge, engineers settled on tunnel-jacking,
a technique normally used to install underground pipes. Tunnel-jacking involves forcing a huge concrete box through the dirt. The top and bottom of the box support
the soil while the earth inside the box was removed. Once it was empty, hydraulic jacks pushed the box against a concrete wall until the entire thing slid forward five
feet. Workers then installed spacer tubes in the newly-created gap. By repeating this process over and over, engineers were able to advance the tunnel without
disturbing the structures at the surface.
Today, 98 percent of the construction associated with the Big Dig is complete, and the cost is well over $14 billion. But the payoff for Boston commuters should be
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worth the investment. The old elevated Central Artery had just six lanes and was designed to carry 75,000 vehicles a day. The new
underground expressway has eight to ten lanes and will carry about 245,000 vehicles a day by 2010. The result is a normal urban
rush hour lasting a couple of hours in the morning and evening.
To see how the Big Dig compares to other tunnel projects, see the table below.
Tunnel
Location Length
Years
to
Opened Cost
Build
Photo courtesy City and County of
Denver
Railway Tunnels
Seikan Tunnel
Japan
33.5 mi
(53.9 km)
24
1988
$7
billion
Channel
Tunnel
EnglandFrance
30.6 mi
(49.2 km)
1994
$21
billion
Apennine
Tunnel
Italy
11.5 mi
(18.5 km)
14
1934
4.75 mi (7.6
km)
22
1873
$21
million
$125
million
Motor-Traffic Tunnels
Laerdal Tunnel
Norway
15.2 mi
(24.5 km)
2000
St. Gotthard
Road Tunnel
Switzerland
10.1 mi
(16.2 km)
11
1980
Bridge-Tunnel Complexes
Chesapeake
Bay Bridgetunnel
United States
17.6 mi
(28.3 km)
3.5
1964
$200
million
resund
Bridge and
Tunnel
DenmarkSweden
9.9 mi
(16 km)
2000
$3
billion
Sources
Building Big
http://www.pbs.org/wgbh/buildingbig/
Extreme Engineering
http://dsc.discovery.com/convergence/engineering/archives/archives.html
Gundersen, P. Erik. "The Handy Physics Answer Book," Visible Ink Press, Michigan, 1995.
Lundhus, Peter. "Bridging Borders in Scandinavia," Scientific American Presents: The Tall, the Deep, the Long, 1999.
Macaulay, David. "Building Big: theCompanion to the PBS Series," Walter Lorraine Books, New York, 2000.
Massachusetts Turnpike Authority
http://www.masspike.com/bigdig/index.html
Patel, Mukul and Michael Wright, Ed. "How Things Work Today." Crown Publishers, New York, 2000.
Sillery, Bob. "Subterranean Giant," Popular Science, June 2002.
http://www.popsci.com/popsci/automotivetech/
a0703bcc2eb84010vgnvcm1000004eecbccdrcrd.html
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