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CITY OF PORTLAND
BUREAU OF ENVIRONMENTAL SERVICES
DEEP TUNNELS FOR COMBINED SEWER OVERFLOW STORAGE AND
TRANSPORT – PORTLAND, OREGON

William Gray, PE*

Tammy R. Cleys, P.E.**, Gary Irwin, P.E.,** Glenn, Boyce, P.E***., Roy Cook, P.E.*

*Parsons, Brinckerhoff, Quade & Douglas, Inc.

3340 Peachtree Road, NE Suite 2400
Atlanta, GA 30326
**City of Portland, BES, ***Jacobs Associates
ABSTRACT

City of Portland – Bureau of Environmental Services

Deep Tunnels for CSO Storage and Transport

KEYWORDS

CSO, Tunnels, Storage & Transport, System Hydraulics & Operation

BACKGROUND

The Bureau of Environmental Services (BES) of Portland, Oregon, began a major program to
mitigate combined sewer overflows (CSOs) into the Willamette River and Columbia Slough in
1991. The Program was organized into three major phases:

• Cornerstone projects to reduce stormwater entering the combined sewer system,

• Columbia Slough CSO Facilities, which consisted of conveyance, storage, pumping and
treatment, and

• Willamette River CSO Facilities, which also included conveyance, storage, pumping and
treatment.

The first two phases have been completed by the stipulated milestone dates.

The Willamette River Facilities are designed to be on both the west side and the east side of the
river. The west side projects included gravity trunk sewers to the south, north and west, a deep
tunnel, five deep shafts,, and a 220 MGD pumping station. These facilities are well along in
construction and will be ready for service late in 2006.

The East Side CSO project is another deep tunnel with shafts and associated pipelines. The
design of this tunnel system was completed in January 2006. Construction began in March 2006
with completion planned for 2011.

Both of these projects are the largest undertaken by BES.

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THE TUNNELS

This paper is a presentation on the hydraulic design of the West Side CSO (WSCSO) and East
Side CSO (ESCSO) tunnels.

The paper will conclude with discussion on the construction of the West Side CSO Tunnel Project
and where those experiences have modified designs on the East Side CSO project.

The bulk of the paper will outline the tunnel design issues as follows:

• The system configuration of both tunnels. This section will include a review of the many
alignments considered in the pre-design and design of each tunnel, a brief outline of how the
tunnels developed and an explanation of how and why some sections on the East Side CSO
tunnel were not decided until late in the design when the contractor was aboard.

• Major design modifications such as when the tunnel alignment changed to cross under the
Willamette River and the challenge to locate the Swan Island Pump Station on the East bank.

• A brief outline of the hydraulics issues as related to the tunnels design, including:

o General tunnel hydraulics, the plan to include some DWF to minimize deposition, the
means to accept the “first flush “ from some storm water outlets, thereby further
improving Willamette River water quality.

o Times to fill and to dewater, noting the pump layout in the Swan Island station.

o The major consideration in size and grade for each totally different tunnel to allow both
tunnels to operate together, noting filling and dewatering scenarios.

o The affect of transients on maximum hydraulic grade lines

o The logic for the extreme event overflows.

• Drop shaft locations, types considered and final design selected, followed by construction
methodology, including discussion on the modified drop design due to the nature of the rock
and high water tables

• Multiple shaft development to permit more economical construction, where shafts include
drops, access and venting features.

• Geotechnical features, sub-surface conditions and high groundwater.

• Protection of the many bridges across the Willamette River, where these are supported on
piles and are over the alignments of either tunnel.

• Protection of buildings from possible settlement especially on the Eastside.

• Proposed and actual construction methods.

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• The design and construction schedule to meet the consent order.

INTRODUCTION

Existing System Overview

Much of the older sewerage system in the City of Portland consists of combined sewers. The
combined sewer area comprises the downtown and central Portland region including West
Portland, Southeast Portland, North and Northeast Portland. The system currently drains
approximately 26,600 acres and serves 256,000 people. During storm events that generate runoff,
the excess flows - over four billion gallons per year - are discharged to the Willamette River
through 42 outfalls located on the east and west banks of the river

The three major phases of the Portland BES program to mitigate CSOs were:

• Cornerstone projects to reduce stormwater entering the combined sewer system,

• Columbia Slough Facilities, which consisted of conveyance, storage, pumping and treatment,
and

• Willamette River CSO Facilities, which also included conveyance, storage, pumping and
treatment.

Prior to embarking on the Willamette River tunnel projects, BES conducted a study of the state of
the art for CSO mitigation procedures in use at that time. As this work continued, any and all
methodologies from storage and transport to best management practices were considered for
inclusion in the Portland program, to determine if such an approach was not only effective but
cost competitive. This study concluded that deep storage and conveyance tunnels were still
required for BES to solve the CSO problem.

It can be noted that some limited sewer separation will occur in the upper sections of east Portland
draining from the south into the Eastside Tunnel. This is to maintain the diameter of that tunnel at
22 feet

Portland, Oregon’s Combined Sewer Overflow Program for the Willamette River has the goal to
reduce the volume of combined sewer overflows into the river by 94% by the end of the year
2011. Currently, overflows from the CSO system occur during storm events and discharge into
the Willamette River at existing outfalls on the west and east sides of the river. Improvements to
the combined sewer system are required for compliance with the Amended Stipulated Final Order
(ASFO) issued by the Oregon Department of Environmental Quality in 1994. This agreement
requires the City to control its 55 CSO outfalls by 2011 with major deadlines to complete specific
portions of the work. As noted, the first part, controlling overflows into the Columbia Slough, was
completed in December 2000.

The project owner is the City of Portland, Bureau of Environmental Services (BES).
Construction for the WSCSO Tunnel, SWPI and SIPS began in September 2002 and is scheduled
for completion in December 2006. Construction for the ESCSO Tunnel that will be the last major

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component of the system was started in March 2006 and is scheduled for completion in December
2011. Figure No. 1 is a vicinity map of the projects.

SYSTEM COMPONENTS

Tunnels

The tunnels are the storage and transport component of the system. Their alignments were
selected to provide the shortest feasible routes connecting the drop shafts from the CSO points,
storm outlets and consolidated conduits. Every attempt was made to locate these surface
structures on public right-of-way and to minimize interference with surface activity. The profile
is selected to allow for self-cleansing velocities under as many flow conditions as is possible,
while maintaining sub-critical velocities. The tunnels are sized by dynamic hydraulic analyses,
considering rates of filling and dewatering as well as storing.

Depending on the intensity of the storm, the tunnels may flow during the storm while being
pumped out by the Swan Island Pumping Station. In the event of a larger storm, the tunnels will
store that flow to be pumped out when there is capacity at the plant. The storage feature of the
tunnels will allow for flexibility in pump out. The tunnels can operate under open channel or
surcharged conditions.

WSCSO Tunnel

The WSCSO tunnel has an inside diameter of 14 feet and is approximately 18,150 feet long. The
tunnel slopes at a constant down gradient of 0.0018 from south to north over the entire length of
its alignment.

The tunnel and associated shafts will:

• Convey flows collected from the SWPI at the Clay Street Shaft (south termination of the
tunnel).

• Convey flows collected from the Front Street Intercepting Sewer at the Ankeny Shaft (located
near to the Ankeny Pump Station and Burnside Bridge).

• Convey flows collected from the Tanner Extension Pipeline and connections to Outfalls 12A
and 13 at the Upshur Shaft (located near the Fremont Bridge).

• Convey flows collected from the Balch Conduit and Outfall 15 at the Nicolai Shaft (located
on Terminal 1).

• Convey flows beneath the Willamette River.

• Provide for the combination of flows from the West Side CSO tunnel, Outfall 47, and the
future East Side CSO tunnel at the Confluent shaft.

• Convey flows from the Confluent Shaft to the Swan Island Pump Station.

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The tunnel passes beneath six existing bridges -- Hawthorne Bridge, Morrison Bridge, Burnside
Bridge, Steel Bridge, Broadway Bridge, and Fremont Bridge - and generally follows beneath the
east lanes of SW Naito Parkway on the west side of the Willamette River from near the
Hawthorne Bridge to the Port of Portland, Terminal 1 where it crosses below the river to the
Swan Island Pump Station.

Shafts connect to the tunnel at various locations along the alignment. During operations, they will
serve a variety of functions including: combining flows; providing surge storage capacity;
providing for venting of air from the tunnel; providing drop shafts for outfalls; and as locations
for equipment and personnel access. Some shafts were also used temporarily during construction
for mining, maintenance, or retrieval of the TBM.

The Nicolai Shaft was the primary mining shaft. From this shaft, two TBMs were used to
construct the West Side CSO tunnel. The first TBM mined south and terminated at the Clay
Street Shaft. The second TBM mined north underneath the Willamette River and terminated at
the Swan Island Pump Station. The Confluent Shaft serves as the junction point with the ESCSO
Tunnel, and the location from which combined flows are conveyed through a 120 foot long, 14
foot diameter tunnel to the SIPS.

ESCSO Tunnel

The ESCSO Tunnel corridor parallels the Willamette River and extends from the
Sellwood/Moreland Area south of Ross Island, to the SIPS located at the south end of Swan
Island near North Port Center Way.

The tunnel will have an inside diameter of 22 feet and be approximately 29,260 feet long. The
tunnel will slope at a constant down gradient of 0.0012 from south to north over its length. Six
shafts connecting from the ground surface to the tunnel will transfer flows from existing outfalls
to the tunnel. The tunnel and associated shafts will:

• Convey flows collected from a connection at OF 28 to the McLoughlin Shaft (south

termination of the tunnel)

• Convey flows collected from connections at OF 30 to the Taggart Shaft

• Convey flows collected from connections at OF 33, 34, 35, 36, 37, and 38 to the Alder Street
Shaft

• Convey flows collected from connections at OF 40 and 41 to the Steel Bridge Shaft

• Convey flows collected from connections at OF 43 to the River Street Shaft

• Convey flows collected from connection at OF 46 to the Port Center Way Shaft

The upstream terminus of the tunnel is the McLoughlin Shaft. From this shaft, the tunnel
alignment parallels the river, following State Highway 99 and the multi-use recreational
Springwater Corridor, then passes through the East Central Business District of Portland and the
Rose Quarter and then the industrial area around the Albina Railroad Yard to a shaft adjacent to

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the Confluent Shaft. Along the alignment, the tunnel passes beneath the approach ramps for the
Ross Island, Hawthorne, Morrison, Burnside, Steel, Broadway and Fremont Bridges, as well as
the I-84/I-5 Interchange (Banfield Interchange).

Shafts will be used temporarily during construction for mining access, TBM maintenance, or
retrieval of the TBM. A mining site has been developed near to the Oregon Museum of Science
and Industry, just north of the Ross Island Bridge. From this shaft, a TBM will mine north and
terminate at the Port Center Way Shaft adjacent to the SIPS. Once the TBM has been retrieved
from the shaft, it will be transported back to the mining shaft and then mine south terminating at
the McLoughlin Shaft.

The grades selected for each of the tunnels provides for the same elevation for the tunnel crowns
at their upper ends to allow the two tunnels to operate either separately or together depending on
the location and size of the storm.

Swan Island Pump Station (SIPS)

The pump station is located on Swan Island and was constructed using a slurry wall shaft. This
shaft was 137 feet in diameter and 160 feet deep. . The Troutdale Formation – identified in the
Subsurface Considerations following - is deep in this area and the facility was constructed in an
alluvial material beside the Willamette River. The slurry wall for the shaft and the wall for the
pump station were uniquely designed as a composite structure to minimize thickness.

The pump station has a trench type, self-cleaning wet well. Seven non-clog, centrifugal sewage
pumps will provide conveyance of combined sewage. Five of these pumps will be wet-weather
pumps with a capacity of approximately 38 mgd each with extended shafts to the electric motors
mounted on the floor above the pumps. The remaining two pumps will be dry-weather pumps
with a capacity of approximately 16 mgd. Initial capacity is planned for 100 mgd with expansion
plans to 220 mgd.

Force Mains

Two force mains will be part of the system transferring the flows from the SIPS to the CBWTP as
follows:

• The Peninsular Force Main will consist of two pressure pipes (30-inch and 48-inch) installed
within a 96” diameter carrier pipe. They will carry flows, up to 100 mgd, from the pump
station to the Peninsular Tunnel, which connects with the CBWTP. The project is scheduled
to be completed with the WSCSO Project.

• The Portsmouth Force Main will consist of approximately 16,000 linear feet of 48” parallel
force mains; 6,000 linear feet of which will be encased in a 9 to 12 foot diameter tunnel. It
will carry flows up to 120 mgd to the Portsmouth Tunnel, which connects with the CBWTP.
This project is due to be completed in the same timeframe as the ESCSO Project.

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Southwest Interceptor (SWPI)

The SWPI is a 6 to 7 foot inside diameter pipeline located between SW Bancroft Street and the
south end of the WSCSO tunnel at the Clay Street Shaft. It connects to the existing SWPI
Segment 2 and runs north along SW Moody from SW Bancroft to SW River Parkway; then west
along SW River Parkway to SW Harbor Drive; and then north along SW Harbor Drive to the Clay
Street Shaft. The SWPI passes beneath the Ross Island Bridge and the Marquam Bridge. A
diversion structure (Sheridan Shaft) was built adjacent to the Marquam Bridge.

Subsurface Conditions

The rock beneath Portland is the Troutdale formation underlain at depth by basalt. The Troutdale
is porous and the groundwater table is effectively that of the Willamette River. Figure No.2
identifies the geologic profile for the WSCSO and Figure No. 3 the geologic profile for the
ESCSO. The geotechnical investigations, analyses and reporting were continuous from the 10%
design stage through construction. Issues included:

Establishing the profile of the Troutdale as it was desirable to locate the tunnel alignments in this
formation,

Locating support systems for the many bridges along the alignments, most of which have piled
foundations,

Identifying buildings and their foundations along the alignments

Understanding areas of fill to assist in shaft location and design.

HYDRAULIC DESIGN

Basis for Hydraulic Design

BES established that the hydraulic design of the tunnels should meet the following requirements
for designated design storm events:

• System-wide ASFO compliance with the historical summer storm series, composed of the
worst six summer storms from the representative 1982-1987 period, referred to as the
“summer six” series (maximum of two overflows is allowed for the six events).

• Regulatory compliance for the flow and volume capture at each outfall is containment of the
3-Year summer ASFO design storm with no CSO discharge to the Willamette River.

• Storm water inflow quantification and Real Time Control (RTC) gate settings is based on the
Water Quality Storm (WQS), which is defined as 1/3 volume of the 2-year/24-hour event.

• Drop shafts and connecting pipelines must be sized to pass the 25-year/6 hour event.

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• The 100-year/6-hour storm is not routinely used as part of the combined system design.
However, it is used to examine if the system can be relieved at the outfall under extreme
events.

• Two boundary criteria apply to the modeled 25-year storm condition. The first is that the
water level at the outfalls is at +18.0 feet (all other modeled storm events are modeled as free
outfalls). The other criterion is that the water levels at the upstream model boundaries cannot
be higher with the tunnel system than without the tunnel system.

Table 1 Design Storm Statistics for ASFO - CSO Management

Total Storm Parameter ASFO 3-year Summer Design Storm a

Depth 1.82 inches

Peak hourly intensity 0.42 inches/hour

Duration 1 day

Wet time 18 hours

Peak rainfall depth

1-hour peak 0.42 inches

6-hour peak 0.95 inches

12-hour peak 1.34 inches

24-hour peak 1.82 inches

Sources: (a) Virgil Adderley, City of Portland BES CSO Program Manager, and Mark
Johnson, CH2MHILL, Design Team Hydraulic Manager

Table 2 Design Storm Statistics for Storm Sewers, CSO Drop Shafts, and Piping

Return Frequency of Design Storm

Parameter Water Quality 25-year 100-year

Storm (a)

Design (b) 0.83 inches 1.89 inches 2.31 inches

Peak hourly intensity (c) 0.14 inches/hour 0.79 inches/hour 0.99 inches/hour

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Average intensity 0.03 inches/hour 0.32 inches/hour 0.38 inches/hour

Duration 24 hours 6 hours 6 hours

Sources: (a) Technical Memorandum: Water Quality Design Storm (BES, 1994).

(b) Sewer Design Manual (BES,1991).

(c) Based on Soil Conservation Service (SCS) Type 1A rainfall distribution. Peak hourly
intensity occurs in hour 8 of 24, with 16.44 percent of the total event volume occurring in
that hour (SCS, 1986).

Summary of Hydraulic Design

BES maintains models of the contributing system basins for the entire City of Portland’s CSO
System. These models were used by BES to simulate the hydraulic performance of the overall
system and ensure ASFO compliance (Flow Management Project). The results of the FMP
provided inputs to the design such that the tunnel profiles and layout of drop structures could be
made more efficient. The specific input parameters include:

• Tunnel size and minimum length needed to provide required storage

• Inflows to the tunnel at the proposed outfall diversions

• Identification of additional storm water sources that should be considered for capture.

This was quite a unique feature in that this was the first time that storm sewers were captured in a
CSO system. This is an important feature since stormwater is a polluter of the Nation’s receiving
waters.

These BES-supplied parameters were used to:

• Confirm tunnel diameter and recommend adjustments to optimize layout

• Determine tunnel vertical profile, connecting pipe geometry and configuration, hydraulic
specifics of drop shafts, overflow consolidation and locations, low flow/flushing
configuration, and general venting requirements

• Ensure hydraulics of the tunnel system is efficient

• Establish a grade that will provide for self-flushing and prevent or minimize sedimentation

• Establish a grade that will generate sub-critical flows under all flow conditions

• Ensure sediment deposition and air intake and outlet are effectively managed

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Hydraulic Models for ESCSO Design Team “Spine Model” and “Tunnel Model”

Using input data provided by BES that was based on their modeling of the overall Portland
system, specific models were developed for evaluation of the tunnel system. These models are
referred to as the “SPINE” and "TUNNEL" models. The SPINE model includes the tunnel,
interceptors and flow inputs from east, west and north tributary systems. The TUNNEL model
further limits the number of pipes modeled in addition to the tunnel and consolidation pipelines.

The Tunnel model eliminates areas of the system that are not hydraulically connected to the
tunnel itself, e.g. Columbia Slough. Also, certain basins that are storm water only are removed
from the SPINE model to create the TUNNEL model. The areas that are removed from the
SPINE model to create the TUNNEL model are represented by a boundary condition at the node
where the model was cut. This boundary condition was created by extracting results from the
SPINE model. The TUNNEL model includes the portions of the system influenced by the tunnel
which are generally downstream of the upstream limits of the effect of backwater in the tunnel.
The TUNNEL model allows for reduction model run times to facilitate multiple system
performance analyses as design adjustments are considered. The TUNNEL model is the primary
tool used for the hydraulic analysis.

Table 3 Anticipated Model Runs and Associated Design Parameters

Purpose for Model Run Design Parameters Impacting Results

ASFO Compliance Location and number of drop shafts, inflow rates from
basins, quantity of storm water, overflow locations,
pumping rates

Shaft and Conveyance Location and number of drop shafts, tunnel alignment,
Sizing storm water inflow locations, inflow rates from basins

Transient Analysis Tunnel profile, inflows, pumping rates, tunnel and

drop shaft volume, East Side tunnel invert elevation

Low Flow, Flushing Tunnel profile, dry weather flow quantities, East Side
Analysis tunnel invert elevation

Tunnel Emptying/Pump Pumping rates, ESCSO profile

Out

Tunnel Filling/Venting Drop shaft locations and venting capacity, ESCSO

profile, inflow rates

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SWAN ISLAND PUMP STATION (SIPS)

The first stage of SIPS, with only the WSCSO Tunnel operational, operates as a set of composite
system pumps and discharges to the Peninsular Force Main by the use of 2 dry-weather and 2
wet-weather pumps. Once the ESCSO becomes operational and combined flows from the
WSCSO and ESCSO tunnels must be pumped, SIPS will also discharge to the Portsmouth Tunnel
by means of three pumps. SIPS operates on “pump all flows as quickly as possible” methodology
(depending on water level elevations). The treatment plant will receive the pumped flows up to
220 mgd.

The approach used in the SPINE and TUNNEL models for the SIPS incorporates detailed
information regarding SIPS configuration and operating data. These include:

• Precise simulation of the SIPS which includes the latest representation of pumps and variable
speed progression of pumped flows.

• Full representation of the pump station using curves and force mains in the model to give
more precise representation of system.

• Full representation of the pumping system to provide flexibility to use the model to evaluate
various operational and real-time control strategies (as part of other projects).

• Individual pump curves for the Peninsular Force Main pumps, but not for the future
Portsmouth Force Main. The piping and sump pumps will be installed in the SIPS for the
future Portsmouth pumps when that information is made available. Until that time, the model
represents the Portsmouth pumps as a single pump with a capacity of 120 mgd.

As a result of this modeling approach, a more accurate representation of the system is created
which allows for a better simulation of SIPS in the hydraulic analyses, and more accurate water
surface elevations in the Confluent Shaft. The separate storm water gates (Mill, Jefferson,
Taggart, and potentially Balch and Beech/Essex OF 44A) are controlled according to water level
in the Confluent shaft.

The West Side CSO Tunnel holds approximately 20 MG and the East Side CSO Tunnel 80 MG
and these can be dewatered in 11 hours if necessary. The flexibility in dewatering due to both
Tunnel system storage capacity and Columbia Treatment capability allows for flow to be stored in
the tunnels while other areas pass the wet weather flow to the Plant. This use of the tunnels helps
to balance CSO flows throughout the system. When the level of water in the connecting tunnel
from the confluence shaft is at the crown of the tunnel at the pumping station, the pumps will
generate a velocity of up to 5 fps in the lower tunnel sections, thereby assisting in tunnel cleaning.

HYDRAULIC TRANSIENT ANALYSIS/ TUNNEL GRADES/OVERFLOW POINTS

This work is required to determine the effects on the operational hydraulic grade lines of the
tunnels under all storm conditions both for tunnel filling and pump shut down by failure which
can cause a change in line velocity. When the system is filling, there can be unstable flow
conditions, such as mounding at a drop shaft. As the tunnel fills, there will be a wave passing up

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the tunnel from the low end to the upper limit. Venting of the tunnel is required to balance any air
surges.

The grades of the tunnels are set so that the upper crowns are the same, which balances the air
transport in either tunnel.

The extreme event overflows are set at +18.00, with four overflows on each tunnel on either side
of the Willamette River. These overflows have backflow prevention to stop river water under
flood conditions from entering the tunnels.

Dry weather flow will be admitted to the WSCSO tunnel at Clay Street, Ankeny and Nicolai.
This continuous flow not only relieves the existing sewer system but provides for a flushing
effect. Dry weather flow will be admitted to the ESCSO at Insley.

Strom water will be admitted to the WSCSO at Clay Street for a period at the start of a storm.

CONCLUSIONS FROM HYDRAULIC ANALYSES

The two tunnel system meets the system-wide ASFO requirements.

The tunnel slopes can transport the ASFO flows.

The diversions, consolidation conduits and drop shafts can convey the peak 25-year, 6-hour
design storm.

There is no activation of the extreme event overflows for the water quality storm and the summer
6 storms.

Vent areas at shafts are sized to meet required air venting rates. Odor control will be at the upper
ends of the tunnels.

The hydraulic grade lines are close to the surface during a transient condition but do not cause
surface flooding.

TUNNEL ALIGNMENT STUDIES

WSCSO Tunnel

This effort on the WSCSO was more of a finalizing of the nature of the conduits to be constructed
than an alignment study. The earlier concepts considered constructing the Southwest Parallel
Interceptor, Segment 2, from the Marquam Bridge to the Ankeny Pumping Station. This was
followed by the Ankeny Consolidation Conduit, which continued from the Ankeny Station to the
Tanner Creek. Once that the WSCSO Tunnel was accepted as the project, the alignment followed
the Willamette river passing in front of downtown Portland and, since the Naito Parkway ran for
the entire proposed alignment, the tunnel came from the Clay Street shaft along the riverfront
park and then followed the Parkway.

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In the early stages of the West Side CSO tunnel design, the intent was to pump the dewatered
CSO on the west shore to cross the Willamette River to go to the Portsmouth tunnel. Since it was
not possible to obtain the necessary permits for a force main across the river, the alignment of the
West Side CSO tunnel was changed to cross at the Nicolai shaft. The grade was set to ensure a
minimum of 40 feet of cover between the crown of the tunnel and the scour depth of the river.

ESCSO Tunnel

The East Side CSO Tunnel was different in that the length was divided into three reaches because
of the differences in land use. Each reach is independent of the others and each can be studied
independently. The southern reach was primarily through residential areas, the middle reach
through commercial/light industrial and the northernmost reach passed through a large rail yard.
The entire alignment passed seven bridges, with vehicular, light rail and heavy rail traffic as well
as I-5, I-84, I-405 and the SE MLK Boulevard.

Information was gathered and. catalogued for the project corridor on such items as underground
and overhead utilities; permitting: historical and cultural resources: archaeological data:
environmental issues: existing buildings and structures: buried obstructions and a geological
assessment was completed.

The criteria which were used in the evaluation matrices were:

CSO Functional Flexibility: related to the ease of connecting to outfalls, ease of equipment
installation, personnel and maintenance access and operational flexibility.

Community Impacts: related to construction impacts and operational impacts.

Tunneling Risk: related to subsurface geologic conditions and the expected degree of variability
as the alignment passed through gravel alluvium, sand/silt alluvium and the Troutdale formation,
the potential for encountering subsurface obstructions and the tunnel profile.

Construction Cost Impact and Risk of Cost Increase: related to impacts and risks to utilities,
proximity of sensitive structures and foundations and environmental risks.

Construction Schedule and Risk of Delays: risks of delays during shaft sinking, in obtaining or
complying with environmental permits and in obtaining or complying with non-environmental
permits.

Property Acquisition and Easement Requirements: number of easements required, effort to

negotiate for property or easements and cost of land acquisition.

Five alignments were investigated in reach one (refer to Figure No.3).

Six alignments were studied in reach 2. All options converged to the north below the Steel
Bridge (refer to Fig No.4).

Four alignments were considered for reach 3 (refer to Figure No.5).

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Tunneling Risk

Each reach considered finding the alignment that provided for the shortest tunnel length and was
in the Troutdale formation Issues such as the possibility of building settlement due to the
narrower streets and extent of older buildings were considered. Surface features such as rail
tracks servicing commercial buildings assisted in placing shafts. Deep foundations either for
Willamette River bridges, Interstate bridge piers and for buildings were closely checked.
Minimizing curves in the alignment was important.

Selected Alignment

The preferred alignments were along the Springwater corridor in the southern reach which is a
public right-of–way at the base of the higher ground in the south; Third Street, which has the
higher percentage of Troutdale for tunneling, for the middle reach and along the north-south
tracks through the railway yard avoiding structures close to the river for the northernmost reach.

TUNNEL AND SHAFT DESIGN AND CONSTRUCTION

The subsurface conditions on the west and east banks of the Willamette River include silt, sand
and gravel alluvium overlying the Troutdale Formation which is a very dense gravel/cobble
deposit in a sand/silt matrix. These ground conditions in an urban environment produce
challenges for the tunnels, including:

Tunneling below the water table: the submerged soils at tunnel depth could ravel or flow from the
excavated face without positive support.

Highly permeable open zones: will act as groundwater conduits at the tunnel face.

Mixed soil conditions: over excavation of the sand/silt alluvium is a potential for ground loss.

Boulders and cobbles: with compressive strengths ranging from 8,000 to 20,000 psi, excavation
of boulders and cobbles may slow tunnel progress.

Existing pile foundations: undocumented piles may be encountered at tunnel depth.

A Tunnel Boring machine (TBM) that can apply pressure to the tunnel face to maintain the
stability of the excavation and prevent groundwater infiltration is required for these projects. Two
slurry shield TBMs excavated the West Side CSO tunnel with a one pass lining system of
reinforced concrete segments.

A similar design of TBM will excavate the ESCSO but the one pass concrete segments will be
reinforced by steel fibers, an advancement in segment design in North America.

On the WSCSO the Nicolai shaft was selected as the main mining shaft. This shaft was sunk to
tunnel depth using a slurry wall excavation. Fiberglass reinforcing bar was used in the slurry wall
where the TBM would pass through the shaft wall. As noted in the discussion on shafts, all of the
shafts were excavated using the slurry wall technique.

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The tunnel lining for the West Side CSO tunnel was pre-cast concrete segments, manufactured on
site. These segments creating the tunnel ring must withstand external loads as well as the water
pressure. The must also be compressively strong to take the jacking loads as the TBM pushes
forward on the segments. The West Side CSO tunnel segments were reinforced with steel. The
East Side CSO tunnel segments will be steel fiber reinforced. The segments are also double
gasketted to ensure water tightness. The tunnel grade and alignment are such that the TBM can
navigate any changes in direction without excessive deflection on the segments.

The designs of these tunnels considered ground movements caused by tunneling, any possible
effects of tunneling on buildings, an assessment of any possible building damage, the effects of
tunneling on pile supported structures and protection of utilities.

Shafts

There are five types of shafts in a storage and transport tunnel, mining, receiving, drop, vent and
access.

Drop Shafts

Drop shaft design developed to date for storage and transport tunnels such as the WSCSO and the
ESCSO includes the drop shaft, a horizontal adit connecting to the tunnel and a vent shaft from
the adit. Before the design of these Portland projects these systems were constructed in rock as
the shafts and adit were generally constructed using hand-mining techniques and the tunnel was
lined with cast-in-place concrete. Groundwater was not a major issue.

As is noted above, the WSCSO and the ESCSO are lined with concrete segments, placed within
the shield of a slurry shield TBM since the full head of groundwater is present in the porous
Troutdale. Therefore, to use the accepted dropshaft and adit design would mean attempting to
seal the outside of the segments at the point of connection and taking out one or more of a section
of segment. This was considered to be an expensive and difficult design. The only drop shaft
design that is different is the helix, but, even then the connection to a tunnel system built of
segments is equally difficult.

Multi-Purpose Shafts

It was decided that multi-purpose shafts would be developed. The shaft was designed to be
excavated using slurry walls, with a base plug. The drop shafts were placed within these larger
diameter shafts and the shaft was designed as the vent, not only to the drop shaft but to the
mainline tunnel. The multi-purpose shaft, then, was a drop, vent and access shaft. The CSO
overflows were consolidated as necessary to come to the shafts which were spaced along the
tunnel alignment.

Access Shafts

It is good practice to locate access shafts to the tunnel along the alignment at spacing based on the
preference of the operations and maintenance staff. These are at approximately 4,000 foot centers
on the WSCSO and 5,000 foot centers on the ESCSO.

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The basic tunnel and shaft concept, then, was to install the multi-purpose shafts using slurry walls
and the drive the tunnel from and to each of these shafts using the slurry shield TBM with the
finished one pass lining going from shaft to shaft.

Mining Shafts

On the WSCSO the Nicolai shaft was enlarged to be the mining shaft, and on the ESWCSO the
Taggart shaft will be the main mining shaft.

Reception and Vent Shafts

On the WSCSO the Clay Street shaft is the southern reception shaft. This shaft is large enough to
totally vent the tunnel, being the upper shaft, although there are vents along the alignment. The
tunnel odor control facility is at the Clay Street shaft. The Confluent shaft was located on the east
side of the river. This shaft is designed to be the northern terminal point for the WSCSO and the
ESCSO tunnels. There is a short tunnel connecting the Confluent shaft to the Swan Island Pump
Station. The McLoughlin shaft on the ESCSO will be the upper vent for the ESCSO, with the
odor control system for that tunnel.

Conclusions

The City of Portland BES had determined that two deep Combined Sewer Overflow Storage and
Transport tunnels would be the best solution for mitigation of the CSOs to the Willamette River.
It has been possible to design and construct these tunnels because of the relatively recent
development of closed face TBMs. One pass lining technology has also improved in structural
and joint gasketting design such that a large diameter deep tunnel such as the now completed
WSCSO is in place and effectively watertight.

Shaft installation using slurry walls is also relatively new to the industry. Again, the carefully
excavated, reinforced and concreted panels, placed to form an effectively watertight circle
allowed for the shafts to be installed to be connected to the driven tunnel, in poor, water-bearing
materials.

The depth of flow and storm variable data available to be input into the hydraulic design
programs by BES, allowed for the two deep tunnels to be sized and graded so that appropriate
flow balance will occur between them, while the Swan Island Pump Station controls the filling
and dewatering procedures. The transient analyses show that the hydraulic gradelines in the
different tunnel diameters and grades work together to control the CSOs as required by the
consent order.

Since the construction of the WSCSO tunnel and shaft system is practically completed there is in-
depth understanding of the effectiveness of the tunnel and shaft designs in these subsurface
conditions and the capability of the construction equipment and contractors to install the system.

Acknowledgements

The City of Portland BES deep tunnels system is a work that has involved many people. In the
WSCSO, BES leadership was provided by Dave Singleterry, Paul Gribbon and Gary Irwin. In the

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ESCSO, BES leadership was provided by Paul Gribbon and Tammy Cleys. BES provided a
considerable support effort with their design decision committee and with provision of the
hydraulic modeling led by Virgil Adderley.

The consulting design team for the WSCSO was led by Parsons Brinckerhoff with Bill Gray as
PIC, Glenn Boyce (now with Jacobs Associates) as Project Manager and Roy Cook as Tunnel
Design Manager. Principal sub-consultants were CH2MHill and Carollo Engineers. There were
13 additional team member consultants.

The consulting design team for the ESCSO was led by Parsons Brinckerhoff, with Bill Gray as
PIC and Roy Cook as Project Manager. The principal sub-consultant was CH2MHill with 18
additional team member consultants.

The contractor for the WSCSO system was Impregilo Healy, JV. Gary Irwin and Paul Gribbon of
BES continued to lead the BES effort during construction, supported by PB and with Jacobs
Associates as Construction Managers.

The contractor for the ESCSO is Kiewit Bilfinger Berger with the same engineering team.

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