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NATM

Crossrail Eastern Running Tunnels

Service Performed
Shaft and tunnel design, engineering support, geotechnical engineering and site supervision services.
Commencement - Services
February 01, 2011
Completion - Services
December 01, 2012
Location
London
London
EC1M 6BY
United Kingdom
Geology description

Geological locations of the cross passages vary from London Clay to Lambeth Group and Thanet Sands.

Geology types
Description

Contract C305 is the biggest design-bid-build construction contract of the Crossrail (CRL) project and includes the eastern running tunnels of CRL's central section with launch shafts and SCL launch adits for TBMs at Limmo Peninsula, SCL caverns and launch adits for TBMs at Stepney Green and 10 SCL cross passages between the running tunnels with lengths up to 30m. At the Limmo Peninsula site a 40m deep and 30m diameter SCL shaft was built. At the shaft bottom in Stepney Green, two 30m long and up to 10m wide SCL launch adits were constructed followed by two 14m high and up to 18m wide, SCL caverns with single sidedrift and double sidedrift cross sections.

Activity
Construction methods
NATM, SCL
Max Excavation Area (m2)
50-130m2
Tunnel length
15m
Limmo Main Shaft
Limmo Auxiliary Shaft bottom
Platform Tunnel West - Excavation - TBM Tunnel Enlargement
3D Model Limmo Auxiliary Shaft
Limmo Shafts and Tunnel layout - left Auxiliary Shaft - right Main Shaft
Project number
222E3
Final cost
£500 million GBP

Crossrail Farringdon Station Execution

Service Performed
Tunnel design, engineering support, geotechnical engineering and site supervision services were provided.
Commencement - Services
March 01, 2013
Completion - Services
November 01, 2015
Location
39 Cowcross Street
London
EC1M 6BY
United Kingdom
Technical data

Located in the heart of Crossrail, Farringdon is one of London’s major rail interchange stations, providing connections between three networks (Thameslink, Crossrail and London Underground). Dr. Sauer & Partners provided 24/7 supervision support during the SCL works.

Geology description

The majority of the tunnelling takes place within the Lambeth Group formations.

Geology types
Description

Farringdon station is now one of London's major rail interchange stations, providing connections between three networks. During the construction of the Crossrail project, it also received four earth pressure balanced tunnel boring machines (TBMs): the two Drive X TBMs, running from Royal Oak to Farringdon and the two Drive Y TBMs, running from Limmo to Farringdon. The complete station layout will comprise two ticket halls, two platform tunnels, connecting cross passages, escape and ventilation adits, two escalator - inclines and two concourse tunnels constructed using mainly SCL tunnelling.

Activity
Bid cost
$300,000,000
Final cost
$400,000,000
Construction methods
NATM
Special Construction techniques
Tunneling under
Max Excavation Area (m2)
25-110m2
Tunnel length
1000m
Western ticket hall site overview
Cross passage 3 from platform tunnel east
Platform Tunnel West - RTE2 excavation - TBM Turn and Bury
Western Ticket Hall Site Overview I
Platform Tunnel West - TBM Tunnel Enlargement
Project number
222E5
Final cost
£400 million GBP

Crossrail Farringdon Station Design

Service Performed
Design of the primary sprayed concrete linings and excavation stability including depressurisation/dewatering. 3D FE modelling of all SCL tunnels including excavation steps.
Commencement - Services
April 01, 2012
Completion - Services
October 01, 2015
Location
39 Cowcross Street
London
London
EC1M 6BY
United Kingdom
Technical data

The BFK joint venture was awarded the constrction contract for Farringdon Crossrail station in 2011. BFK appointed Dr. Sauer & Partners as consultants for all sprayed concrete lining (SCL) tunnelling works prior to ring closure. 

Geology description

From the ground surface to the bedrock the geology comprised made ground, river terrace deposits, followed by London Clay, Lambeth Group formation, Thanet Sands and chalk.

Geology types
Description

Farringdon station is situated at the heart of London's rail network and will be one of its major rail interchange stations, which will link Crossrail, Thameslink services and London Underground trains. The station layout includes two ticket halls, two escalator inclines, two platform tunnels, connecting cross passages, concourse tunnels and ventilation adits. The chosen tunnelling system for Farringdon Station was sprayed concrete lining (SCL). The station comprised a total of 1km of SCL tunnels at depths of up to 35m below ground level and excavation cross-sections varying from 25m2 to 110m2.

Activity
Final cost
$400,000,000
Construction methods
NATM
Tunneling under
Max Excavation Area (m2)
25-110m2
Tunnel length
1000m
General view of the Crossrail route with focus on Farringdon Station
Western ticket hall and SCL tunnels
CP1 (left), CP1-CH1 connection adit (centre) and PL2RC (right)
Plan view of the station showing the projection of the Faults at tunnel axis level and the Sand lenses
Probing in CP1
Cycle of risk reduction through the implementation of geotechnical risk management tools
Project number
222D5
Final cost
£400 million GBP

Chinatown Station

Service Performed
Conceptual, preliminary, detailed design of underground caverns, egress tunnels and mined shafts; scheduling and cost estimating; risk management; specifications and tender. Onsite support during construction.
Estimated cost
$1,600,000,000
Commencement - Services
March 01, 2016
Completion - Services
March 31, 2018
Location
425 Market Street Suite 1700
San Francisco, CA 94105
United States
Geology description

The geology ranges from soft clay (Bay Clay) to stiff sands (Colma Sands) and competent to highly fractured rock (Franciscan Formation). The groundwater table is generally above the cavern springline.

Geology types
Description

Chinatown Station is the Northern Terminus of the Third Street Light Rail Project, which is located in a dense urban neighbourhood, underneath a busy street and directly adjacent to numerous old buildings, as well as one high-rise building. The station encompasses a Cut-and-Cover headhouse for passenger entry, three large station caverns and an emergency egress shaft. In order to minimise excavation volume and optimise cost and schedule, the ventilation ducts are located below the platform level, and routed into the headhouse.

Activity
Construction methods
NATM, TBM
Special Construction techniques
Tunneling under
Groundwater control
Tunnel length
2.7km
Excavation and support sequence of large urban cavern
Large urban cavern under construction
Excavation and support sequence - longitudinal section
Chinatown, San Francisco Dense Urban Neighborhood
Overall Station Layout, Headhouse and Caverns (Rendering by JV)
Station Cavern with Center Platform, Mezzanine and Ventilation Ducts
Proposed Mitigation Measures for adjacent Buildings
Complex 3D Finite Element Analyses
Project number
358E
Final cost
$1.6 billion USD
Completion date
Ongoing

Wheaton Station and Tunnels

Client
Service Performed
Design of value engineering; cost proposal for contractor.
Commencement - Services
August 01, 1983
Completion - Services
June 01, 1987
Location
600 5th Street
Washington, DC 20001
United States
Technical data

Subway, 2 tubes, 1 double crossover, 5 shafts and cross adits, 1 station and 1 escalator, Length: 2 x 8530 ft., Construction method: NATM

Geology description

Quartz, diorite, micaschist, gneiss.

Geology types
Description

The project was part of the extension of Glenmont Route north into Maryland and included Wheaton Station and two approx. 2500 m long running tunnels as well as ventilation shafts and a cross-adit. Ilbau America, advised by Dr. Sauer & Partners, recommended changes to the existing conventional design and introduced the New Austrian Tunnelling Method (NATM), which was then used to construct the station tunnels, running tunnels and ancillary structures. The shaft at Hildarose Drive was constructed in conjunction with a large double cross-over.

Final cost
$48,000
Construction methods
NATM
Tunnel length
Max:180
Completed station platform
Installing waterproofing
Escalator shaft
Waterproofing installed
Finished Lining
Project number
083D
Final cost
$48,000 USD

CrossRail

Service Performed
Consultant for the Overall Review and Checking of the NATM Design. Expert Witness for Parliamentary Committee – Queen’s Counsel
Commencement - Services
October 01, 1992
Location
London
United Kingdom
Technical data

L= 2x8 km railway tunnel in Central London; 5 Stations, 4 utilizing NATM design between Bond Street and Liverpool Street Stations.

Geology description

Made Ground, Terrace Gravels/Alluvium, London Clay, Woolwich and Reading Beds, Thanet Sands, Upper Chalk.

Construction methods
NATM

MBTA, Russia Wharf Segment, Section CC03A

Service Performed
NATM detailed design and site supervision during construction.
Commencement - Services
December 28, 1996
Completion - Services
December 19, 2004
Location
Boston
Boston, MD 02101
United States
Technical data

Road tunnel with 2 lanes and a lenght of 400 ft. Study into the construction of either a single tunnel or a binocular tunnel with central pier using the shotcrete support method with ground freezing pre-support to protect overlying historic building.

Geology description

Made ground, peat, glacial till (cohesive, plastic). The peat horizon undulates along the route, in places it is expected to be exposed in the top half of the proposed tunnel face.

Geology types
Description

The Russia Wharf segment is the last, but most challenging section of the Silverline Phase II construction for the Massachusetts Bay Transportation Authority (MBTA). The line is designed to provide a dualmode bus rapid transit connection between the central business district in South Boston to the new Convention Center. The tunnel passes diagonally under the 100 year old Russia Wharf complex, which comprises three seven-story buildings with steel frames and brick facades listed in the National Register of Historic Places. The chosen construction method was NATM in conjunction with ground freezing, for the first time in the US. Steel fibre reinforced concrete was used for temporary and permanent lining.

 

Final cost
$18,000,000
Construction methods
NATM
Special Construction techniques
Tunneling under
Groundwater control
 Overview of West Cofferdam
Sheet Pile Wall
Excavation of T.H. first round
Reflectors for the monitoring
4 Bar L.G.
Short tunneling
Steel pile for underpinning
Close up of L.G.
Convergence Bolt before schotcreting
4 Bar longitudinal L.G.
Shotcrete at the face of T.H. & Bench
Installation of spiles
Spiles installed
Spiles installed
Wood piles
Installation of Spiles
Excavation of Invert
 Pile Shoe Reinforcement in T.H.
L.G & Wire Mesh installed
Butt plate connection
Butt plate connection
L.G & Wire mesh, Wood piles,Pile for underpinning
Wood files
Shotcreting, Pile for Underpinning
Overview of west Cofferdam
Overview of "Russia Wharf Building"
Overview of "Russia Wharf Building"
L.G & Wire Mesh, Pile for underpinning
L.G. installation
Pile Shoe reinforcement in T.H
View of tunnel and Graphic Arts Building
L.G. & Wire Mesh at Portal Area
Wood Piles, Pile for Underpinning
Compressible Pad onto wood piles
Wood piles, piles for underpinning
Profiling in T.H using Roadheader
View of "Russia Wharf Buildings"
Wood piles, Piles for underpinning
Shotcreting
Waterproofing at Invert, Water Barriers
Installed Waterproofing, Formwork for Center Wall
Installation of Rebar Spile
Installation of Rebar Spile
L.G & Wire Mesh installed, Shotcrete Invert in T.H.
Overview Tunnel Inside
L.G. & Wire Mesh, Piles for Undpinning
L.G. & Wire Mesh, Halfenbox
Shotcrete Tunnel completed
Grouting of Spiles completed
Waterproofing installed at Invert, Halfenbox
Reinforcement of center wall
Reinforcement of a Blockout in the center wall
Pouring concrete of Invert
Invert
Welding operation
Control & Grouting Pipe, Reinjectable Hose
Control & Grouting Pipe, Fuco Hose
Top of Centerwall
Reinforcement of Shotcrete
Installation of L.G. 1st round
Excavation of 2nd half of Binocular T.
Excavation of 2nd half of Binocular T.
Shotcrete F.L., Center wall
Binocular Tunnel
Installation of spiles
Freezing Pipes
Freezing Pipes
1st half of binocular T.
1st half of binocular T.
Pile shoe reinforcement in T.H.
Plan View of the Binocular Tunnel
Tower Crane View
Tower Crane View of Russia Wharf Complex
Tower Crane View of Russia Wharf Complex
Longitudinal Section for the Binocular Tunnel
Binocular Tunnel Section
Ground Freezing Tubes and Settlement Compensation under Russia Wharf
Top Heading Excavation cutting old wooden support piles
Reinforcing and Encasing cutted wooden Piles
Reinforcement of Middlewall of Binocular Tunnel
Excavation of the second Tube of the Binocular Tunnel
Waterproofing of the Binocular Tunnel
Freezing Pipes at surface
Shoe reinforcementon timber piles
Project number
263D
Final cost
$18 million USD

Metro de Santiago, Linea 2 South Extension, Lo Ovalle to La Cisterna

Owner
Service Performed
NATM design support services and on-site monitoring.
Commencement - Services
January 30, 2001
Completion - Services
December 30, 2004
Location
Av. Libertador Bernardo O'Higgins 1414
Santiago
Chile
Technical data

2.5 km Dual Track Running Tunnels and two Stations with a maximum span of 16.2 m. Excavation of 60-65 m² running tunnel in combined top heading/bench with a subsequent invert excavation. Reinforcement consists of lattice griders and welded wire fabric for initial lining and welded wire fabric for final shotcrete lining.

Geology description

Ripio de Santiago (quaternary conglomerate) consists of a stable matrix of smooth rounded rocks held by bonding fines. Due to earthquake activity it gained compaction and interlocking.

Geology types
Description

The Santiago Metro network comprises five lines. The Linea 2 South extension included 2.5km dual track running tunnels and two stations with a maximum span of 16.2m. Further, an excavation of 60-65m2 running tunnel in combined top heading/bench with a subsequent invert excavation. Reinforcement consisted of lattice girders, welded wire fabric for initial lining and welded wire fabric for final shotcrete lining. Dr. Sauer and Partners assisted in the production of design criteria for the final design and produced finite element structural computations for the large station caverns.

Activity
Final cost
$29,600,000
Construction methods
NATM
Excavations of topheading
Shaft and portal
Side drifts, Junction station running tunnel
First side drift
Installation of lattice girder and wire mesh
Headwall
Start-up of sidewall drift
Kurt Egger
Reinforcement of headwall
Compact sand and gravel
Support beam
El Parron South
El Parron South
Sidewall drift
Face support earth wedge located in the top heading
Stress meter
Stress meter
Gerstgrasser Otto
Gerstgrasser Otto
Brunner W.
Dr.Sauer & Gerstgrasser Otto
FEM-Model of Access Tunnel - Station Tunnel Junction
Sidewall Drift Portal
Shotcrete Application
Breakout from Tunnel
Excavation of Center Drift
Demolition of Temporary Sidewall
Mucking out through Access Shaft
Linea 5 - Junction Station-Tunnel
Installation of Tracks
Completion of Electrical Installations in Station
Linea 5 - Finished Station
Excavation of invert
Project number
296E
Final cost
$29.6 million USD

Beacon Hill Station

Service Performed
NATM / SEM station design and construction supervision.
Estimated cost
$250,000,000
Commencement - Services
February 26, 2000
Completion - Services
December 28, 2007
Location
401 S. Jackson Street
Seattle, WA 98104
United States
Technical data

NATM Light Rail Station located 150 ft (46 m) beneath surface. Station complex includes central elevator/access shaft, concourse, opposing platform tunnels and cross passages. Platform Tunnel Section: 36 ft w x 31 ft h; Platform Tunnel Area: 925 sqft (86 m²); total Station Excavation Area: 63,000 sqft (5853 m²).

Geology description

Over-consolidated glacial clay and till with fracutured zones. Intermittent sand and silt layers with perched groundwater.

Geology types
Description

The Beacon Hill Tunnels and Station are part of the 22.5km initial segment of the Sound Transit Central Link Light Rail Line that will establish a high capacity commuter connection from downtown Seattle to Tacoma. The 1300m running tunnel under Beacon Hill will be mined by Earth Pressure Balance Machine (EPB), while the deep mined Station will be constructed using slurry walls and the New Austrian Tunneling Method (NATM), referred to as Sequential Excavation Method (SEM) for this project.

Activity
Bid cost
$280,000,000
Final cost
$280,000,000
Construction methods
Tunneling under
Max Overburden
Min:120 Max:140
Beacon Hill Station layout
Tunnel excavation under way
3D rendering of Beacon Hill Station complex
Platform tunnel cross section
Schwind Thomas
Installation of Vacuum Dewatering
Rendering of Beacon Hill Station
Project number
325
Final cost
$280 million USD

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