Niagara Tunnel Project Technical

12/ 10/ 12
NI AG ARA TUNNEL PRO JECT - Technical Fact s
NIAGARA TUNNEL
PROJECT
TECHNICAL
FACTS
Last updated on November 21, 2012
www. niagar af r ont ier . com / t unnelt echnical. ht m l
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VOICES from the Niagara Tunnel - A Living History

(click link above for more information)
A special THANK YOU is extended to the following companies
STRABAG INC.
ONTARIO POWER GENERATION
THE ROBBINS COMPANY
BERMINGHAM FOUNDATION SOLUTIONS
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HATCH MOTT MACDONALD

&
GEO-FOUNDATIONS
The Niagara Tunnel Project
The Diversion Tunnel
10.4 km (6.5 miles) long, 140 m (459 feet) beneath the City of
Niagara Falls from the Sir Adam Beck Generating Complex to a
water intake complex above Niagara Falls.
The new tunnel will increase the power supply for owner Ontario
Power Generation (OPG) by 150 MW or 1.6 billion kilowatt hours
per year, enough electricity for a city twice the size of Niagara
Falls, Ontario, and its population of 80,000. Annually, the 150MW
generated by the new tunnel will be enough to supply a city of
700,000 people.
Unfinished Tunnel Diameter - 14.44-m (47.5-ft) excavated
diameter
Finished Tunnel Diameter - 12.5 m (41.1 ft) concrete-lined tunnel
with a finished diameter
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Greatest Depth of Tunnel - 140-m (459 ft)

Water Flow - 500 m3/s (17,657 cf/sec) diversion capacity. The
tunnel water flow rate will be 4 meters/second.
Interior Tunnel Finish includes: two layers of waterproofing
membrane under 600-mm (23.6 inches) thick, unreinforced prestressed concrete injection lining overtop
Dewatering station and surface runoff structure

five 130 meter (427 feet) emergency tunnel dewatering shafts
outside diameter 900 mm (35.4 inches) - inside diameter 700 mm
(27.5 inches)
lined with 200 mm (8 inches) of concrete and grout
Outlet Works
300 meters (984 feet) long by 20-m (67 feet) deep outlet canal
Outlet structure with downstream closure gate and surge shaft
Intake Works
Intake Grout Tunnel constructed underneath existing Gate #1 of
International Water Control Dam within Niagara River
Deep intake channel excavation
Demolition and replacement of upstream ice control wall
Construction of new shore approach wall
Grout Tunnel Planned Total Length - 403 meters (1,322 feet)
Grout Tunnel Actual Total Length - 298.3 meters (978.6 feet) long
Grout Tunnel Height - 7 meters (23 feet)
Grout Tunnel Width - 8 meters (26 feet)
Grout Tunnel Gradient - 7.150%
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The
Intake
Grout
Tunnel
is
the
entrance
portal
for
water
flowing
into
the
new
Niagara
Tunnel
after
its
completion.
As
the
Tunnel
Boring
Machine
(TBM)
concludes
boring
the
tunnel
it
will
ascend
to
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the
surface
along
the
Grout
Tunnel.
In
a
simple
sense,
the
Grout
Tunnel
acts
as
the
glide
path
for
the
emerging
Tunnel
Boring
Machine
(TBM).
The
diagram
on
the
left
gives
the
realistic
perspective
of
the
size
of
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the
Grout
Tunnel
in
comparison
to
the
TBM.
The
most
important
aspect
of
the
Grout
Tunnel
was
to
allow
a
360
high
pressure
grout
injection
into
all
the
rock
cracks
and
crevices
to
form
a
26
meter
diameter
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waterproof
curtain
to
protect
the
tunnel
from
flooding
from
the
river
above
as
the
TBM
surfaces.
The
Grout
Tunnel
was
built
using
the
drill
and
blast
method.
Four
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large
3
meter
deep
expansion
holes
were
drilled
near
the
lower
middle
of
the
rock
face.
The
remainder
of
the
rock
face
had
3
meter
deep
blast
holes
drilled
approximately
every
80
centimeters
apart.
The
holes
with
the
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exception
of
the
expansion
holes
were
packed
with
explosives
and
detonated
in
a
diamond
pattern
so
that
the
blast
would
expand
toward
the
expansion
holes
resulting
in
a
controlled
explosion.
Every
blast
would
expand
the
tunnel
another
3
meters.
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The
blasting
was
restricted
to
day
time
hours
only
as
not
to
disturb
nearby
neighbourhoods.
Contract
Hatch Energy in association with Hatch Mott MacDonald, is
providing Owners Representative services to Ontario Power
Generation for the construction of the $640M Niagara Tunnel
facility project. This includes preparation of design/build contract
documents, design review, construction monitoring and contract
administration. The design/build project is for a 10.4-km, 14.44-m
diameter water diversion tunnel and associated intake and outlet
works.
The project is a design/build project with a partnering approach. A
negotiated Geotechnical Baseline Report (GBR) was used to
equitably share underground risks on the project.
PROJECT COST: C$985 million
After evaluation and negotiations, the contract was signed in midAugust 2005, with the start of construction in September of that
year. Actual tunneling commenced a year later after procurement,
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fabrication and erection of the tunnel boring machine (TBM) within

the constructed outlet canal.
The contract was awarded to Strabag AG of Austria.
Tunnel Design
The tunnel is being constructed in two passes with rock dowels,
steel ribs, mesh and shotcrete, followed by a polyolefin
membrane and unreinforced 600-mm thick cast-in-place concrete
lining. The lining will be prestressed to resist internal water
pressure using a high-pressure 'interface' grout applied between
the shotcrete and the final lining. The combination of the
membrane and prestressed lining system will prevent water from
entering the rock and resultant swelling. Two layers of membrane
are being applied to the shotcreted rock enabling the space
between the membranes to be vacuum tested after installation in
order to ensure membrane integrity. The membrane will also
protect the concrete lining from the aggressive groundwater
conditions found in the Queenston Formation.
Tunnel Boring Machine (TBM)

The project uses the worlds largest hard-rock tunnel boring
machine (TBM) by the Robbins Company
TBM type Robbins HP 471-316

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Year of manufacture 2006

Overall Machine diameter (new cutters) 14.44 m (47.2 ft)
The tunnel-boring machine is 2,000 tons, cost more than $30
million, is powered by 15 electric motors that generate 6,375
horsepower, and is able to chew through rock at the rate of up
to10 feet per hour.
Cutter-Face
Cutters Face Series (size) - 508 mm (20 in.)
Center Series (size) - 431.8 mm (17 in.)
Number of disc cutters - 85
Nominal recommended individual cutter load 35 t /cutter
Cutter-Head
Cutter-head drive Electric motors/safe sets, gear reducers
Cutter-head power - 6330 HP (15 422 HP) Expandable to 16
422 HP
Cutter-head speed 05.0 rpm
Approximate torque (low speed) 02.4 rpm - 18,800 kNm
Approximate torque (high speed) 5 rpm - 9,025 kNm
Thrust cylinder boring stroke - 1,729 mm (68 in.)
Hydraulic system - 300 HP (225 kW)
System operating pressure at maximum - 275.7 bar (4,000 psi) recommended cutter-head thrust
Maximum system pressure - 310 bar (4,500 psi)
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The machine has a cutter head thrust of 18,462 kN (4,150,422

lbs) and a maximum torque of 18,670,000 N-m (13,770,285 lb-ft).
Electrical System
Motor circuit 690 VAC 3-phase, 60 Hz
Lighting system/control system 120V/24 VDC
Transformer size 4 1,700 kVA + 1 1,000 kVA
Primary voltage 13,800 V 60 Hz
Machine conveyor
Width 1,370 mm (54 in.)
TBM Weight (approximate) 1,100 metric tonnes, excluding

drilling equipment
For this construction, Strabag purchased a new Robbins HP main

beam TBM, and a new HP backup system provided by Rowa
Tunnel Logistics of Wangen,Switzerland.
The TBM Model 471-316, nicknamed Big Becky, is the worlds
largest hard-rock TBM ever manufactured. Design of the HP
machine includes the use of 508-mm (20-in.) rear-mounted
cutters, high cutter-head power and state-of-the-art ground
support equipment
The cutter-head design for this project consists of a six-piece
bolted and doweled hard-rock configuration that includes 12 muck
buckets with radial face and gage openings. Grill bars, abrasion
resistant carbide buttons and abrasion resistant boltable bucket
teeth are provided along the bucket openings. An abrasionresistant faceplate and gage plates along with periphery grill bars
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have been provided on the cutter-head structure. Foam nozzles

and rotary swivels have been provided to avoid problems if sticky
ground is encountered and to assist with the flow of the material
and avoid plugging of the buckets.
The finished weight of the cutter-head is more than 400 tonnes
(440 st). The cutter-head is equipped with 85 cutter discs. It
includes Robbins 508 mm (20 in.) wedge lock cutter assemblies
with a nominal thrust capacity of 35 tonnes (39 st)/cutter and an
operating capacity of 50 tonnes (55 st)/cutter. Overcut is provided
by shimming of the outmost gage cutters should squeezing
ground be encountered.
Even though the Niagara geology is primarily soft rock, Strabag
and Robbins agreed to provide the higher capacity cutters and
508 mm (20 in.) rings to reduce the need for cutter changes. In
addition, the 508 mm (20 in.) cutters and HP TBM configuration
will allow the use of the TBM on future hard-rock projects.
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The Robbins Company TBM "Big Becky" Configuration
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An example of the Gripper Type Tunnel Boring Machine (TBM)

(this is not the same Niagara Tunnel Boring Machine)
TBM Assembly
To comply with the aggressive construction program outlined by
OPG/Strabag, the supplied TBM system had to be designed,
manufactured, assembled and made ready to bore within 12
months after contract award. The project team achieved this by
the preassembly of the major critical components in a workshop
and final assembly and commissioning of the complete machine
at the project site. By doing this, the workshop assembly was
done at the jobsite using the operating personnel. Robbins
supplied experienced supervision and specialty labor, while
Strabag supplied the local labor. This practice of jobsite assembly
achieved a 12-month, ready-to-bore schedule, which saved
approximately four to five months on the TBM delivery schedule.
In addition, there were project cost savings associated with labor
and freight, as these operations only needed to be done once and
not multiple times as with a workshop.
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Components for the machine which weighs a whopping 1,900

tonnes and cuts a swath 14.4 metres in diameter came from
manufacturers all over the world, including Canada, the United
States, the United Kingdom, Hungary, Slovakia, Sweden,
Germany and Italy.
Ground support
The design concept of handling the ground support is to bring the
primary support into the tunnel and handling of the support on top
of the TBM. This allows the invert to be clear, which allows free
access of equipment for cleanup of the invert area. Contract
requirements necessitated several different support systems
based on the type of ground encountered. TBM and backup
assembly in launch pit.
The rock so far encountered, up to 180 MPa UCS, has been
largely competent with some minor broken ground. A specially
designed foam system has also helped increase the TBM
performance in sticky ground. The water spray normally applied to
the cutter-head has been temporarily replaced with the foam
system to assist in the flow of the material through the cutter-head.
Five openings in the cutter-head allow the foam to be plumbed in,
where it mixes with water and air.
L-1 Area Rock Support

The L-1 area is located directly behind the TBM cutter-head
support, which is approximately 4.1 m (13.5 ft) from the rock face.
The installation equipment includes the following systems:
Ring Beam Erector

A rotary-type ring beam erector is provided, with provisions to
hydraulically lift the ring beam or channel section into place and
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hydraulically expand the steel sections against the bored rock.

The ring erector is located directly behind the TBM cutter-head
support. It allows placement of the ring beams under the
protection of the roof shield fingers. The erector control functions
are operated by a radio control system, allowing the operator the
mobility to move along the top or bottom work areas as the ring is
being erected. Design and operation of the steel erector allows
installation of the ring beams or channel sections during the
mining stroke.
Wire Mesh Erector/Material Handling Cart
A dual function handling cart, known as the donkey, is located on
the top section of the TBM main beam. The donkey transports the
steel sections and wire mesh forward into the L-1 working area.
Supply of the donkey includes a hydraulic lifting device to handle
the wire mesh and steel sections to the crown where they can
then be installed. Operation of the unit is by radio control and is
independent of the boring stroke of the TBM.
Rock Drills
Two Atlas Copcp 6.4-m- (21-ft-) long BMH 6000 series hydraulic
drills with powerful COP 1532 hydraulic hammers were installed.
The drills are installed on a rotary position locator, which allows
independent operation of each drill. The position locator allows
the various drill positions to be achieved to install the 6-m- (20-ft-)
long rock bolts as per project requirements. Design of the system
allows the bolts to be installed during the boring operation.
Work Platforms
To assist the tunnel operating personnel in the installation of the
rock support, there are various stationary and mobile work
platforms located in the L-1 area. These platforms allow rock
scaling, wire mesh and other ground support functions to be
performed.
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Shotcrete Robot
Should shotcrete be needed in the L-1 area, a shotcrete robot has
been installed and integrated into the work platforms. The robot
has been supplied by Rowa (Wangen, Switzerland)/Meyco-BASF
(Switzerland, TX). It includes a boom to allow shotcrete coverage
over a 180 section of the tunnel crown and at a rate of 15 m3 /h
(530 cu ft/hour).
Shotcrete is being used throughout the drive as the primary
means of tunnel support. Rubber-tired tractors transport shotcrete
from the onsite batching plant to two shotcrete robots located on
the back-up system. Each robot has 360-degree coverage and
can travel up to 8m in the longitudinal direction to spray shotcrete
at the rate of 20m per hour. Additional types of rock support
include ring beams, wire mesh, and rock bolts.
Modifications
Other major changes to the TBM L1 area became necessary to
reach the caved areas, including the addition of two hydraulic man
baskets and special drill rigs, mesh and anchors. These changes
were made incrementally as TBM progress allowed it. With the
new method, the over-break could be limited to 0.5m - 1 m (1.6 3 ft), though the excavation process slowed to a maximum 5 m/d
(16 ft/day).
L-2 Area Rock Support

Rock Drills
To complement the forward L-1 drills, two additional 6.4-m- (21-ft) long BMH 6000 series hydraulic drills were installed on a rotary
drill positioner to allow installation of 6 m (20 ft) long bolts.
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Shotcrete Robots
Two remote controlled shotcrete robots were installed in the L-2
area. The units consist of a Meco-BASF spray head attachment,
which allows 360 coverage. Each unit is independently controlled
and has the ability to travel 6 m (20 ft) in the longitudal direction.
The robots are charged by two Meco-BASF shotcrete pumps that
deliver the shotcrete at a rate of 15 m3/hour (530 cu ft/hour) per
pump.
Muck Haulage
Muck haulage is achieved by the use of a continuous conveyor
system. As the backup is advanced, sections of conveyor are
installed to allow continuous operation of the system. Muck is
transported to the portal on the continuous conveyor where it is
then discharged to an overland conveyor and to the storage area
located adjacent to the jobsite.
includes a 105 m (345 ft) long back-up system, which will
transport 1.7 million m3 (2.2 million cubic yards) of rock debris via
conveyor belt.
Air Compressors
two CompAir L160 compressors
The boring machine rides on the front of a sledge, which tunnels
through the rock at a speed of up to 15 metres per day, creating a
14.4 metre diameter hole that must be lined and reinforced
rapidly to prevent the tunnel collapsing behind it. A critical safety
component The compressors are a critical component in this
operation, as they provide a totally dependable source of
compressed air, 24 hours a day, which is used to propel the
injection concrete to form the inner wall of the tunnel. For Strabag
therefore, choosing the right compressor supplier was vital to both
the projects on-time completion and the safety of the contractors
working in the tunnel. CompAir technical representative, Bob
Paton explains. Strabag was very keen to use our compressors
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from the outset. Its own engineers and the manufacturers of the
drilling machine had worked successfully with CompAir on other
projects, including the renowned English Channel Tunnel and a
number of other drilling applications across the world, where the
compressors had proved their reliability in a harsh environment.
Various quotes were received from all the major compressor
manufacturers, but it was our excellent track record in an identical
application, coupled with our local service capability that won the
day.
In order for the project to be completed on time and on budget,
drilling must continue 24 hours a day, seven days a week,
meaning that the L160 compressors have to perform
continuously. CompAir Canada was also the only compressor
manufacturer that could offer its own, local service organization,
helping Strabag to ensure that the compressors remain fully
operational at all times. With its head office only 45 minutes from
the site, CompAir provides a dedicated engineer, who has
undergone special health and safety training to allow him to work
underground, backed by a team of technical support staff.
CompAir Canada also supplied an L37 rotary screw compressor
complete with dryer, filters and additional ancillary equipment for
Strabags maintenance cabin above ground.
Mono Rail Crane

Other simultaneous operations include a mono-rail crane system
attached to the tunnel crown that operates independently of the
TBM and allows the rail to be moved forward as the TBM
advances. The rail, in 4.5m sections, is removed from behind the
bored section of tunnel and transported over the back-up to a new
section, leaving behind a smooth tunnel floor. 'The simultaneous
operations result in less rolling stock and materials that must be
maintained. The rail does not have to be removed as a separate
step after the tunnel bore is complete,' says Mike Burngasser,
Robbins Field Service Manager.
Control Room & Guidance System

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Big Becky is controlled from a small room deep inside the

machine. An operator uses computer screens and digital readouts
to monitor the equipment and the machines alignment. The
alignment measurements are accurate down to a scale of a
couple of millimetres. Lasers are used to keep Big Becky on the
right path, and although the route involves changes in grades, two
vertical curves and three horizontal curves, Gschnitzer said theres
virtually no chance Big Becky could pop out in the wrong location
at the end of its journey. Thats the least of my concerns, he said
with a chuckle.
Invert Structure
As part of the logistics process, Strabag will pour the final invert
section underneath a bridge system designed and supplied by
BMTI (Austria), a sister company owned by Strabag. Once the
TBM has advanced approximately 2.5 km (1.6 miles), the balance
of the final concrete section will be installed on a secondary
working bridge, also supplied by BMTI. This system allows the
final lining to be installed independent of the TBM boring
operation.
Time will be saved on the overall project schedule in other ways
as well. The 12.5m finished diameter tunnel will require 50cm
thick concrete lining with a waterproof membrane to prevent water
from leaking out of the tunnel. As the TBM bores, the tunnel will be
concurrently lined with in-situ concrete and PVC waterproofing
membrane.
The invert structure will be cast and set approximately 500m
behind the TBM boring operations, while the arch structure will be
separately cast approximately 1500m behind the machine. An
87m long bridge will allow rubber-tired supply vehicles to travel
over the invert concrete installation area. While the arch is cast,
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the ventilation duct, continuous conveyor, supply pipes and power

lines will need to be temporarily removed from the bored tunnel
walls and diverted through the concrete formwork until they can be
reattached to the completed tunnel walls further down.
The concurrent lining works will be started once the TBM has
bored ahead 1km.
The installation of the in-situ concrete liner continuous while boring
is a first in North America and was initiated by Strabag in order to
reduce the construction schedule and reduce the cost of the
tunnel as compared to pre-cast segments, ' says Doug Harding,
Vice President of The Robbins Company of Solon, Ohio.
The tunnel is being constructed in two passes with rock dowels,
steel ribs, mesh and shotcrete, followed by a polyolefin
membrane and unreinforced 600-mm thick cast-in-place concrete
lining. The lining will be prestressed to resist internal water
pressure using a high-pressure 'interface' grout applied between
the shotcrete and the final lining. The combination of the
membrane and prestressed lining system will prevent water from
entering the rock and resultant swelling. Two layers of membrane
are being applied to the shotcreted rock enabling the space
between the membranes to be vacuum tested after installation in
order to ensure membrane integrity. The membrane will also
protect the concrete lining from the aggressive groundwater
conditions found in the Queenston Formation.
THE INVERT BRIDGE TRAIN

The Invert Bridge train is pouring finish concrete to the bottom 112 of the
tunnel. The train is approximately 244 meters in length and contains two
form works consisting of 12.5 meter long bays. Each bay requires 120m3
of concrete. With a crew of 20-21 workers working two shifts, the invert
will pour two bays daily. Typically it takes about 7 hours to pour one 12.5
meter long bay. The drying time before the form is moved is 6-7 hours. A
double layer of polyolefin (3 millimeters thick) waterproof membrane is
being applied to the tunnel invert in advance of the final concrete pouring.
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Arch Forms
THE ARCH FORMS
A double layer of polyolefin (3 millimeters thick) waterproof membrane is
being applied to the tunnel wall in advance of the final concrete pouring.
The membrane is attached to the Shotcrete coated wall by use of Velcro.
The first arch form is always 2 bay lengths (one already poured and one
ready for pouring) ahead of the second arch form. The front arch form
pours every other bay, the rear arch form fills the gaps.
The Arch Forms being prepared
The Arch Forms are pouring the finish concrete to upper 248 of the
tunnel lining. At the current time one shift is operating daily pouring
concrete into a 12.5 meter long bay. The concrete is poured continuously
until the bay is filled. The concrete is poured on both sides of the form on
an equal basis to ensure the form remains centered. During the pour,
selected sections of the arch form vibrates by use of pneumatics. This
vibration helps the concrete to settle and compress properly. Moisture is
drawn to the form and aids in forming a smooth surface skin. Access
portals on the arch form allow workers to aid the distribution and settling
of the concrete using handheld vibration tools. Typically it takes about 7
hours to pour one 12.5 meter long bay of the arch form utilizing
approximately 240 m3 of concrete. Concrete is pumped through concrete
ports built into the arch form. After the concrete is poured the forms of the
arch remain in place for 10 hours to allow the concrete to dry. Twenty-two
men are employed on the arch form. Currently, concrete is supplied to the
forms from the surface via pipeline. This will continue for the initial 500
meters. A support bridge is being prepared to attach to the arch form that
will allow concrete to be delivered by vehicles as it progresses further into
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the tunnel.
There are two Arch Forms in the tunnel. In the near future, both forms will
be utilized at the same time resulting in the pouring of a daily maximum
limit of 25 meters. The two forms work in tandem following behind a
membrane liner. The Arch Form train is 368 meters in length.
The arch forms will pour 3-4 bays per week.
Grouting
GROUTING
There will be two different types of grouting:
1. the contact grouting to make sure that the inner lining concrete is
properly bedded, and
2. the pre-stress grouting to compensate for shrinkage and creeping of
the inner lining concrete. Basically this is an substitute for reinforcement.
Restoration
The Restoration is taking place at two locations within the tunnel at the
"Fall of Ground" and "St. David's Cathedral". It is a two stage restoration
process to re-shape the tunnel. The first stage are abutments consisting
of rockbolts, steel channels and reinforced shotcrete. The second stage
consists of steel panels that are suspended from the arch and are acting
as a lost formwork for the shotcrete/concrete infill.
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Intake Grout Tunnel

by Bermingham Foundation Solutions
Working in the water adds many challenges, including keeping
track of extra safety measures. Workers were required to wear
lifejackets and lifelines at all times.
A gigantic steel sheet cofferdam made up of seven interlocking
islands constructed on the Niagara River half a kilometre above
Niagara Falls is raising eyebrows in the engineering community.
At 200 by 450 feet, it is one of the largest cofferdams in the
world. It was built as the egress point for a huge tunnel boring
machine (TBM) building the 10.4-kilometre Niagara Tunnel
project. The TBM has a diameter of 47 feet about 2.5 times the
size of the TBM used in the construction of the Toronto subway
tunnel and 1.5 times the size of the ones at the English Channel
tunnels.
The steel sheets of the cofferdam are either 25 feet or 40 feet tall
and 5/8-inch thick. The template created a frame for these
interlocking steel sheets. The distance and orientation between
cells had to be controlled so as not to lose the rhythm of the
design. A bridge was built from shore to the first cell and the last
cell was rectangular and keyed into a slot in the pier. We
encountered an unknown challenge, which was that there was a
layer of silt that had to be removed, which was unexpected, said
Bermingham. The silt was between one and two metres deep
and had to be clamed from the bottom of each cell as it could
have caused leaks and settlement. We had to clean and scour the
bottom and hang a filter cloth on the interior of each cell. The
schedule was a challenge as it was accelerated, said
Bermingham.
We originally had a two year schedule and then they wanted it
done in the first year, and we started three or four months late
because of the soft overburden, he said, but we met the
accelerated date.
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Bermingham Foundation Solutions was contracted to design and

build the cofferdam. Doug Nemec, project manager of the
Hamilton-based contractor, says the cofferdam has been a
complicated and risky job.
Designing and building a giant cofferdam for the largest rock
TBM in the world and installing it in one of the most powerful rivers
in North America can be daunting.
It was a tribute to the entire team, that a project of this complexity
and size was completed in the short construction window that the
Niagara River allows, adds Nemec.
Peter Smith, vice-president of the Bermingham, says the most
important factor during construction was to anticipate what could
go wrong and plan ahead for it. If we made a serious mistake, we
risked the cofferdam filling with water.
In most cofferdam projects, steel sheets are driven deep into the
riverbed where the soil acts as a seal, but because the Niagara
riverbed above the diversion dam is bedrock, Bermingham had to
come up with a different solution. It designed a series of seven
55-foot diameter enclosures made up of interlocking steel sheets
(plates on watertight bases) formed around a template that
essentially looks like a Ferris wheel laying on its side.
Most of the steel sheets are 25 feet tall; some are 40 feet tall,
used where a slot was cut into bedrock for a new water
acceleration wall to ensure enough water entered the tunnel at
force to run the generators at Sir Adam Beck. The steel plates are
5/8-inches thick.
Giant templates, which follow the riverbeds contours, were made
to build a steel frame to hold the interlocking steel sheets tightly in
place.
To keep water out, divers installed sand bags at the inside base
of the structures and a 400-millimetre concrete layer was pumped
through a tremie pipe around the outside base and held down by
15 feet of gravel, says Smith.
Once the massive cofferdams were constructed, the tunnel boring
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machine had a clear pathway to bore through the Niagara River

bed.
The final watertight measure taken was to drill 200-foot deep
holes at the riverbed around the inside of the enclosures and
pressure inject them with grout, says Smith. Basically, they
created a curtain of grout underneath the cofferdam so the water
cant get in. Geo-Foundations was the subcontractor retained for
the grout work.
They then filled each of the seven enclosures with gravel and
removed the templates. The enclosures were filled with gravel
and compacted to form islands for workers and equipment,
including a 250-tonne mobile crane.
A bridge was constructed of rock rubble from shore to the first
enclosure. An interlocking concrete caisson wall, typical of shoring
done for highrises on downtown Torontos waterfront, built on the
land side of the cofferdam ensures watertightness.
The last enclosure, unlike its circular neighbours, was rectangular
and made to the width of the bridge piers. The enclosure was
keyed into the slot in the pier normally used for stop logs, Smith
explains.
To help divert more water from the tunnel, a precast concrete
acceleration wall was built from a barge by McNally Construction
Inc. The contractor also blasted the slot in the riverbed about 70
feet wide by 20 feet deep.
We had to come up with a way of engineering the cofferdam
through this area so it would be watertight.
To accomplish that, 40-foot-long steel sheets were dropped to
the base of the cut-away slot and a diver marked the shape of the
bottom on the sheets so they could be brought to the surface, cut
with torches and then re-installed.
Bermingham superintendent Brent Porteous says McNally worked
closely with Bermingham to schedule work so both contractors
could work in the water together.
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12/ 10/ 12
Another challenge which added to the potential danger of the work

was the rivers fast-moving current, up to 20 knots 25 miles per
hour in some places. Builders chose to work just upstream of a
diversion dam to an old power station where the pace of the
current could be controlled, says Smith.
While the water above the diversion dam was calm, the operation
was still risky for workers, who were required to wear lifelines and
lifejackets at all times.
If you were to throw a stick into the water at the dam, four minutes
later it would be at the bottom of the falls, Smith says.
Originally, Bermingham was given two years to plan and detail the
project, but because Strabag AG Inc. faced a late penalty clause
of $250,000 a day, it tightened the schedule, allowing
Bermingham only 14 months for the work.
Smith says the cofferdam is probably the largest built in Canada
since the St. Lawrence Seaway locks were constructed in the
1950s.
When the tunnel bore breaks through to the tunnels 45-metre
deep intake shaft in the middle of the river just upstream from
Niagara Falls, Big Becky will be disassembled and extracted
piece by piece via the shaft, which has been sealed against water
ingress from the river above by a grout curtain designed and
constructed in 2007 by Geo-Foundations.
The intake shaft excavation will be 16 metres x 26 metres in plan x
45 metres deep. Above the bedrock river bottom, the river is held
back from occupying the shaft excavation by a multiple-cell
cofferdam built of sheet piling and rock fill. Below the cofferdam,
in the bedrock itself, the grout curtain constructed by GeoFoundations works to seal the rock fissures formed by cracks,
open horizontal bedding planes and plunging joint networks that
would certainly, without treatment by grouting, let enough water
pass into the shaft excavation to cause flooding detrimental
enough to halt all further shaft construction. The grout curtain will
see its sternest test in the interim between completion of the shaft
excavation and the tunnel borings eventual breakthrough the
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12/ 10/ 12
grout curtain will have to resist 45 metres of hydrostatic head

across its relatively thin width. Grouting of the fissured bedrock
included full depth, fourth-order split spaced holes and employed
simultaneous grout injection at multiple holes. A sophisticated
suite of drilling and grouting equipment was used, including waterhammer drilling, real-time, response driven additive dosing to
modify grout formulations during grout injection and an automated
bulk grout batching plant capable of delivering more than 20 cubic
metres of cement grout per hour. Grout curtain construction
required more than 13,000 lineal metres of drilling and consumed
more than 541,000 kg (dry weight) of cement. Several verification
holes were drilled and two holes were core sampled and tested
for residual hydraulic conductivity as part of grout curtain quality
assurance.
The objective of the cofferdam project was to create a safe place
for Becky to exit from her 11.5 kilometre journey.
It was a cellular, gravity type cofferdam to be constructed on bare
rock, which is not common, that needed to be able to withstand
water and ice pressure for years. The biggest challenge was the
absence of any soil that could be used as support. Safety was our
first and last job each day and workers were required to wear
lifelines and lifejackets. The project presented many challenges
including design build, insurance, schedule and manpower as well
as seating the cofferdam on the river bottom. The company made
3D models in-house and used a template, which had to be leveled
so each cell would carry an even load. Divers installed sand bags
at the inside base of the cells and a concrete layer was pumped
around the outside base and held down by 15 feet of gravel. Two
hundred-foot deep holes were drilled into the riverbed around the
inside of the cells. The holes were then pressure injected with
grout.
The Niagara River Cofferdam, at 200 by 450 feet, is one of the
largest cofferdams in the world said Patrick Bermingham of
Bermingham Construction at the 80th Annual ORBA Convention in
Toronto. The steel sheet cofferdam, located at the Canadian side
of Niagara Falls, was constructed for use with the Niagara Tunnel
project and consists of seven interlocking cells. known as the
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12/ 10/ 12
worlds largest diameter tunnel carry water from the river to the Sir
Adam Beck Power Station to generate hydroelectricity.
Stop-Log Gates
The intake gate is comprised of 10 steel stop logs. Each is 13.5
meters wide for a total height of 14.8 meters. The combined
weight of all 10 sections are approximately 215 tonnes (enough
steel to make 260 average cars) . The lowest gate holds back a
water depth of 38.6 meters, which results in a water pressure of
almost 4 Bar (60 psi).
Geology
The geology is varied, consisting of limestone, dolostone,
sandstone, shale and mudstone. The rock strength ranges from
15 to 180 MPa (2,100 to 26,000 psi), with most of the rock in the
40 to 100 MPa (5,800 to 15,000 psi) range. With the exception of
sandstone, the geology is basically nonabrasive. Most of the
debris (approximately 30 percent) removed from the tunnel will
consist of Queenston shale.
During the first 200 m (656 ft), problems were encountered
including higher than expected water inflows and handling of the
water due to the 7.82-percent decline. The water removal system
has been modified and the progress has increased to the
expected advance rates. After 850 m (2,780 ft) of excavation, the
TBM entered the Queenston shale formations. Horizontal banked
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12/ 10/ 12
layers, which were not able to arch until rock support was placed,
led to huge over-break and caving up to 3 m (10 ft) above the roof
shield in the L1 area. Strabag designed a special ground support
method with grouted umbrella spiles to mine through this geology.
As part of the logistics process, Strabag will pour the final invert
section underneath a bridge system designed and supplied by
BMTI (Austria), a sister company owned by Strabag. Once the
TBM has advanced approximately 2.5 km (1.6 miles), the balance
of the final concrete section will be installed on a secondary
working bridge, also supplied by BMTI. This system allows the
final lining to be installed independent of the TBM boring
operation.
The tunnel is located predominantly in Queenston shale with
some limestone, dolostone, sandstone and mudstone up to 200
MPa (29 ksi) UCS.
The rock along the tunnel bore path is known to have high in-situ
stress and there is potential for squeezing ground. An initial rock
support lining of wire mesh, steel ribs, rock bolts, and shotcrete
will be installed as the TBM advances.
After tunnel excavation is completed, an in-situ placed concrete
lining will be installed, and the final lining will include a
waterproofing membrane system to ensure that water does not
seep from the tunnel into the rock and cause swelling.
Rock swelling in the Queenston Formation is caused by a
combination of reduced in-situ stresses in the rock surrounding
the tunnel and availability of a source of fresh water from within the
tunnel. The pore-water of the Queenston Formation is highly
saline and, through a process of pore-water dilution and ion
diffusion, the clay minerals in the rock expand and absorb water
resulting in swelling of the rock. This process would impart large
pressures on the tunnel linings if these conditions are allowed to
occur.
Extensive modeling of the swelling process and its effects on the
load build-up on tunnel linings were studied throughout the 1990s.
Modeling included development of a 'swelling law' to characterize
33/ 37
12/ 10/ 12
the relationship between swelling and in-situ stresses. In this

material, swelling decreases in proportion to in-situ stresses and
ceases altogether at a confining stress between 4 and 5 MPa.
The entire process was modeled using specially developed 'Fish'
routines for the 2D FLAC geotechnical analysis program. Various
options for dealing with the stress build-up were considered
including very high-strength liners and compressible grouts.
The tunnel has various technical challenges, not the least of which
is that it is situated in a geologic phenomenon known as the
Queenston Formation, a mudstone that swells when exposed to
fresh water. The potential for swelling has been a major challenge
throughout development of this project.
Hatch Energys involvement with this project dates back to 1989
with Phase 1 definition studies of the Niagara River Hydroelectric
Development (NRHD) for development of additional hydroelectric
facilities at the Sir Adam Beck (SAB) Generating Complex. In the
early 1990s, Hatch Energy (then Acres) participated in Phase 2
definition studies including construction of an underground test
excavation to determine the constructability of underground
excavations in the Queenston rock formation.
The NRHD project consisted of twin 10.4-km diversion tunnels, an
underground powerhouse, and intake/outlet structures near the
existing Sir Adam Beck 1 and 2 powerhouses. Detailed
geotechnical investigations were performed as well as an
extensive testing program to determine swelling and other
characteristics of the Queenston Formation. Hatch Energy also
participated in preparation of the Environmental Assessment that
was approved by Ontarios Ministry of Environment in October
1998. The approved project included construction of two
additional diversion tunnels and an underground generating station
north of the existing SAB generating stations.
34/ 37
12/ 10/ 12
Tunnel Crews
The tunneling crew operates the TBM and equipment 24 hours a
day, seven days a week. About 30 crew members are onsite in a
given shift, with one maintenance shift each morning in order to
monitor and test the equipment. The crew has endured winter
conditions reaching below -20C at the jobsite, which caused the
conveyor systems to freeze over with ice. Antifreeze was sprayed
on the affected conveyors and the ice was chipped off in order to
keep them running. Big Becky is now operating on a 24-hour-aday, seven-day-a week basis. The typical day is divided into two
production shifts and a maintenance shift. About 30 people are
needed to crew Big Becky during each shift.
An onsite geologist monitors progress, watching for any danger
signs.
As the machine moves forward workers erect steel ribs in a full
circle around the tunnel every few feet to reinforce the rock. The
rock surfaces are then covered with a heavy wire mesh and a
layer of concrete is blown on top to form a temporary shell.
Eventually, the entire tunnel will be lined with concrete slabs about
two-feet thick and a waterproof liner will be installed. The design
will give the tunnel a minimum 90-year life span.
An overhead conveyor belt is used to transport the chewed up
rock from the cutting head to the surface. Dump trucks haul the
material, which will later be used to make bricks, to a nearby
location that was cleared as a temporary storage site.
The underground operations are supported by staff working on
the surface. To supply concrete to the tunnel, a concrete plant
was built on the surface just above the tunnels entrance. Theres
also a small water treatment plant thats used to clean water
pumped out of the tunnel before its dumped into the nearby
hydroelectric canal.
Inside the tunnel away from the tunnel entrance, the air
35/ 37
12/ 10/ 12
temperature is roughly 10 C. Gschnitzer said the rock itself

regulates the temperature, which increases another 10 C when
Big Becky is running.
The mechanical energy exerted by the machine is enough to
warm the tunnel. It heats itself, Gschnitzer said.
The average pay for each worker is $150,000 - $200,000 per
annum.
NIAGARA FALLS THUNDER ALLEY NAVIGATOR

INFORMATION INDEX
Information Index
HISTORICAL ARCHIVE
History Index
PICTURES & SLIDESHOWS

Photo Index
SITE MAP
THANK YOU FOR VISITING THE
36/ 37
12/ 10/ 12
ONTARIO POWER GENERATION

&
STRABAG INC.
NIAGARA TUNNEL
PROJECT
TECHNICAL FACTS
PAGE
RETURN TO THUNDER
ALLEY
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Niagara Tunnel Project Technical

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12/ 10/ 12

NI AG ARA TUNNEL PRO JECT - Technical Fact s

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NI AG ARA TUNNEL PRO JECT - Technical Fact s

VOICES from the Niagara Tunnel - A Living History

A special THANK YOU is extended to the following companies

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NI AG ARA TUNNEL PRO JECT - Technical Fact s

HATCH MOTT MACDONALD

The Niagara Tunnel Project

The Diversion Tunnel

NI AG ARA TUNNEL PRO JECT - Technical Fact s

Greatest Depth of Tunnel - 140-m (459 ft)

Dewatering station and surface runoff structure

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NI AG ARA TUNNEL PRO JECT - Technical Fact s

NI AG ARA TUNNEL PRO JECT - Technical Fact s

NI AG ARA TUNNEL PRO JECT - Technical Fact s

NI AG ARA TUNNEL PRO JECT - Technical Fact s

NI AG ARA TUNNEL PRO JECT - Technical Fact s

NI AG ARA TUNNEL PRO JECT - Technical Fact s

NI AG ARA TUNNEL PRO JECT - Technical Fact s

NI AG ARA TUNNEL PRO JECT - Technical Fact s

fabrication and erection of the tunnel boring machine (TBM) within

Tunnel Boring Machine (TBM)

TBM type Robbins HP 471-316

NI AG ARA TUNNEL PRO JECT - Technical Fact s

Year of manufacture 2006

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NI AG ARA TUNNEL PRO JECT - Technical Fact s

The machine has a cutter head thrust of 18,462 kN (4,150,422

TBM Weight (approximate) 1,100 metric tonnes, excluding

For this construction, Strabag purchased a new Robbins HP main

NI AG ARA TUNNEL PRO JECT - Technical Fact s

have been provided on the cutter-head structure. Foam nozzles

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NI AG ARA TUNNEL PRO JECT - Technical Fact s

The Robbins Company TBM "Big Becky" Configuration

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NI AG ARA TUNNEL PRO JECT - Technical Fact s

An example of the Gripper Type Tunnel Boring Machine (TBM)

NI AG ARA TUNNEL PRO JECT - Technical Fact s

Components for the machine which weighs a whopping 1,900

L-1 Area Rock Support

Ring Beam Erector

NI AG ARA TUNNEL PRO JECT - Technical Fact s

hydraulically expand the steel sections against the bored rock.

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NI AG ARA TUNNEL PRO JECT - Technical Fact s

L-2 Area Rock Support

NI AG ARA TUNNEL PRO JECT - Technical Fact s

NI AG ARA TUNNEL PRO JECT - Technical Fact s

Mono Rail Crane

Control Room & Guidance System

NI AG ARA TUNNEL PRO JECT - Technical Fact s

Big Becky is controlled from a small room deep inside the

NI AG ARA TUNNEL PRO JECT - Technical Fact s

the ventilation duct, continuous conveyor, supply pipes and power

THE INVERT BRIDGE TRAIN

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NI AG ARA TUNNEL PRO JECT - Technical Fact s

The Arch Forms being prepared

NI AG ARA TUNNEL PRO JECT - Technical Fact s

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