Tuesday, 30 December 2014

Recent trends in TBM face pressure estimation

In my previous blog post, I mentioned that the widely used method for face stability calculation in drained condition is based on Anagnostou and Kovari, 1996 [2]. In a recent paper, Perazzelli et. al 2014 [3] presented a new set of nomograms which estimates the effective face support pressure using the "method of slices" approach. This blog post attempts to compare results from above two methods and summarize the observations.

For the sake comparison, effective face pressure is estimated for 10m dia tunnel with the condition: Overburden / Diameter = 1, c’ = 0 and hydraulic head Delta h = 30m for various phi’ values and the results using both the methods are shown below.



It is observed that the effective face pressure estimated using Perazzelli et al nomograms are constantly lower than that of the Anagnostou 1996. Constant difference is maintained even with the increase of phi’ values. This suggests that the method of slices leads to lower effective support pressure values (for equilibrium condition). 

The same comparison is repeated with a constant phi’ (= 25°) but now varying the effective cohesion instead, and results are presented in figure below. Face pressure calculated using Anagnostou 1996’s nomograms are considerably lower than the one Perazzelli et al’s nomograms for higher c’ values. This is because, Anagnostou et al 1996 [2] considers only equilibrium of the prism and does not check the tensile failure.




Thus, in case of high hydraulic gradient and if the cohesion of the ground is high (which may be true for weak rocks), the necessary effective face support pressure may be much higher than the pressure required for the stability of the wedge. Because, in this case, tensile failure rather than sliding becomes the critical mode for the determination of support pressure [3]. This means that, in such situations nomograms of Anagnostou et al. 1996 [2] may underestimate the necessary support pressure and thus may be unsafe. 

This effect is further studied by comparing effective face pressure with varying hydraulic gradient for two different cohesion value (0 and 100 kPa), using both the methods and is presented in figure below. Results indicate that, as observed above, the results from Anagnostou et al 1996 [2] are underestimating the support pressure at higher cohesion. Another important observation is, as the hydraulic gradient increases, the estimate by Anagnostou et al 1996 [2] is approaching the values estimated using Perazzelli et al. i.e, the governing mechanism is changing from tensile failure back to limit equilibrium failure.



This phenomenon important to understand to prevent underestimation of face pressure in high effective cohesive soils.

References:

[1] Senthilnath, G.T (2014). Face Stability of Closed TBMs in Urban Tunnels. Politecnico di Torino, Italy.

[2] Anagnostou, G., and Kovári, K. (1996). Face stability in slurry and EPB shield tunnelling. In M. & Taylor (Ed.), Geotechnical Aspects of Underground Construction in Soft Ground (pp. 453–458).

[3] Perazzelli, P., Leone, T., and Anagnostou, G. (2014). Tunnel face stability under seepage flow conditions. Tunnelling and Underground Space Technology, 43, 459–469.

Friday, 12 September 2014

Urban Tunnel - Sink Holes & Face stability

Metro Tunnel (Source)
Lately, after a recent event (details: link 1, link 2, link 3), there has been much attention in media about the sinkholes created by underground tunnel construction in an urban setting. So, in this post I would like to discuss the theoretical basis behind the stability calculation, which is one of the engineering parameters used to avoid sink holes. 

During an urban bored tunnel drive, instability of the face is one of the prime concern for any tunnel manager. While the workers in TBM may be protected with the closed-face machine, the instability could cause over-excavation and thus excessive settlements & at the worst case, a sink hole on the surface.

Usually, based on the geology, overburden, loads, water condition etc, the type of mechanised tunnelling is chosen for the construction (more on selection of TBM is discussed here). Regardless of the type of TBM (unless its open face rock TBM), during the TBM drive, the Tunnel engineer constantly monitors the applied TBM face pressure with respect to the Target face pressure estimated for the anticipated geotechnical properties. The forces/factors contributing to stability and instability of the tunnel face are:

Factors affecting the stability

Since the cohesion of the soil depends on the pore pressure dissipation, the methods can be broadly divided into:

1. Undrained Condition (widely used method in practice - Kimura and Mair, 1981)
2. Drained Condition (widely used method in practice - Anagnostou and Kovari, 1996)

The face support could be exerted using (a) The Pore pressure in the TBM chamber and (b) The effective support pressure excerted by the TBM. Usually in EPB, the pressure is measured by load cells in the excavation chamber which measures the total stress, ie (a)+(b). The following plot clearly indicates that the total pressure required for the case with maximum delta H is always less than the case in which pressure gradient is the least. However, it is still preferred to have the pore pressure in excavation chamber that is equal to the in situ pore pressure in the ground. This is clearly explained in Dr. Benoît Jones' article in Tunnelling Journal [2]. It can also observed that, as the cohesion increases (stabilizing factor), the effective pressure required decreases (and hence the total pressure).

Comparison of Face Pressure - Above plot is prepared for a 6.6m dia Tunnel with 10m overburden and 20kPa surcharge. Ground water assumed at ground level

In Slurry TBM, the pore pressure in the TBM chamber can be increased by increasing the slurry pressure. It can be set even higher than the water pressure in the ground. Whereas in EPB, the pore pressure in the TBM chamber is maintained by soil plug (formed in the screw conveyor) and can not be set higher than the fluid pressure in the ground.

References:
[1] Anagnostou, G. & Kovári, K. (1996) Face stability conditions with earth-pressure-balanced shields. Tunnelling and underground space technology. Vol. 11, No. 2, pp. 165-173.

[2] Benoît Jones, A Bluffer's Guide to Stability (Part 1 to 3), Tunnelling Journal Magazine (Feb to Jun '14).

[3] Davis, E. H., Gunn, M. J., Mair, R. J. & Seneviratne, H. N. (1980) The stability of shallow tunnels
and underground openings in cohesive material. Géotechnique. Vol. 30, No. 4, pp. 397-416.

[4] Kimura, T. & Mair, R. J. (1981) Centrifuge testing of model tunnels in soft clay. Proceedings of the 12th Int. Conf. of Soil Mechanics and Foundation Engineering, Stockholm. Vol. 2, pp. 319-332.

Thursday, 28 August 2014

The Geology of Singapore as Seen by a Civil Engineer

Few weeks ago, I moved to Singapore to join a consulting firm as a Tunnel Design Engineer. Although I had been to Singapore few times earlier, on small "assignments", it is still like starting all over. New job, new country, now challenges and hey, more importantly, new Geology!! 

The value of Geology to any Geotech/ Tunnel engineering problem is very apparent. Balance in geological system is a delicate condition which takes longs periods to establish. This balance can easily be disturbed/ altered by certain civil engineering activities and hence it is of great importance to understand how these systems are likely to react to such disturbances. Particularly for tunnelling projects, geological factors affects the overall success of TBM, right from TBM selection, project planning, and tunnel excavation to tunnel operation. So I started to learn about Singapore Geology from a Civil Engineering perspective. In this effort, I happened to stumble over this excellent reference in Singapore National Library [4] based on which I named this post. 

The geology of Singapore has been well presented by the Singapore Public Works Department [1] in their 1976 report and by DSTA [2] in their 2009 report. The report covers the stratigraphy of the nine recognized formations, structure and geologic history of different formations. Below figures show the simplified geological maps of Singapore. 
Simplified Geological Map, Scrivenor (1924)
Simplified Geological Map, Alexander (1950)
This post summarizes some of the critical aspects which needs to be borne in mind while dealing with certain geological units in Singapore. 

Sedimentary Rocks (Zone 1) - Extremely quick variation in properties, varying from good to bad within few centimeters. Boulder Clay (SE Zone) - Consists of big, hard and tough rounded sandstone boulders. In between boulders - silty hard clay which tends to soften and slide on exposure. Moisture content - 10 to 27%, Cohesive strength ~ 5MPa and no internal friction. 

Igneous Rock (Zone 2) - In Central Singapore, Changi and Pulau Ubin. They are excellent for foundations. The soil from weathering of granite in-situ can be very firm and can stand high excavations without support (in dry conditions). Can be difficult to drive plies (if required, to carry tension). 

Older Alluvium (Zone 3) - It covers most of eastern Singapore. Consists of semi-consolidated sands, gravels, pebble beds, and silty clay beds. It is generally a good soil but has to be watched carefully. It is difficult to predict penetration of piles. The compressibility of the soil must be studied carefully for heavier buildings. 

Recent Alluvium (Zone 4) - Characterized by high water content, low strength and high settlements. They are fairly homogeneous and behave quite theoretical but need to watch for sudden appearance and disappearance of thin sand layers. 

Four Zones Discussed  Above
References: 
[1] PWD, Singapore. "Geology of the Republic of Singapore." Published by Public Works Department (PWD), Singapore (1976). 

[2] Lee, K. W., and Y. Zhou. "Geology of Singapore" Defense Science and Technology Agency (DSTA) (2009). 

[3] Pitts, John. "A review of geology and engineering geology in Singapore." Quarterly Journal of Engineering Geology and Hydrogeology 17.2 (1984): 93-101. 

[4] Sehested, K. G. The geology of Singapore as seen by a civil engineer. Public Works Department, 1960.

[5] Sharma, J. S., Chu, J., & Zhao, J. (1999). Geological and geotechnical features of Singapore: an overview. Tunnelling and Underground Space Technology, 14(4), 419–431. doi:10.1016/S0886-7798(00)00005-5

Saturday, 19 July 2014

Special Mention In Media (ITACET Newsletter)

I am happy to share with my readers that, this blog was mentioned in the ITACET Foundation's newsletter as "A blog of interest". Thanks for your support and continuous encouragement. I will continue to write and share useful and original content.

The newsletter could be accessed at http://www.itacet.org/Newsletter/NL_detail.php?no_nl=19
Special Mention in ITACET Newsletter - July 2014 

Friday, 18 July 2014

"Tunnelling and TBM" Course at Politecnico di Torino, Italy: Summary

In this post, I intend to summarize about the 2nd Level Specializing Masters / Master of Advanced Studies (MAS) degree program on "Tunnelling and TBM", which I was following at Politecnico di Torino, Italy. Having completed the academic course work (46 out of 60 credits), I am about to begin my thesis work (based on job experience / stage / internship) to complete the remaining 14 credits.

MAS program on "Tunnelling and Tunnel Boring machines" at Politecnico di Torino, Italy is one of the four courses offered worldwide on Tunnelling which is endorsed by International Tunnelling Association (ITA/AITES) and ITACET committee. Three of them (including this) are MAS level / 2nd Master's level  course and one of them is MSc level course (details).

The program at Politecnico di Torino combines university lectures with expert lectures from construction companies, machines producers, design companies and industry professionals to provide the multidisciplinary knowledge. The program has been running for around 18 years, offered once in two years, and has now reached its 9th edition (more details).

In clockwise from top-left corner. Herrenknecht site visit, Prof. Kovari's lecture, Prof. Galler's Lecture, ITACET Board with program participants.
Course Structure
The course contained the following modules. Lectures for each of the modules were delivered by industrial experts along with the university professors.
  • Contractual and legislative aspects, work sites management, quality 
  • General aspects of mechanized tunneling and Hard Rock TBMs
  • Plants and microtunneling
  • Rock Mass Characterization, Geo investigations and risk assessment
  • Safety and environmental issues of work sites
  • Soil mechanized tunneling
  • Tunnel design and construction method
  • Tunnel supports
All my posts related to the course can be accessed here.

Details about the course content are summarized in the following info-graphics.
Time distribution in the program

Distribution of guest lectures

Background of lecturers during the program

Time allotted for different modules
I would like to thank ITACET Foundation for their financial support to follow this program and their constant encouragement during the course work.

My thanks are due to Prof. Peila, Director of the Master Course for his tireless effort and his constant willingness to receive feedback from the participants of the program for continuos improvement of the course.

Sponsors of this edition of Tunnelling and TBM Program

Sponsors of previous editions of Tunnelling and TBM Program

Sunday, 13 July 2014

Tunnelling & TBM Course: Case Studies

Tunnelling practice draws upon experience from similar or comparable projects; the success of new construction is based on these experiences. Success in management largely depends on the ability to draw upon and adapt this experience, learning and lessons of failure as well as success. To make sure we had a global idea of practical difficulties faced in tunnelling projects worldwide and the available technologies to handle them, following case studies were studied during the MAS course work on Tunnelling and TBM.

For some of the projects, I have provided reference to the relevant published articles.

Case Study on Ground Improvement
  • Zurich Metro (Weinber Tunnel & Zimmerberg Tunnel), Swiss - Underpinning and Microtunnel (link of paper on its instrumentation)
  • Metro Vienna (Niederhofstrasse), Austria - Freezing (link)
  • Mannheim Subway, Germany - Freezing (link) [5]
  • Quadratsch Tunnel, Austria - Jet Grout Umbrella
  • Escherberg Tunnel - Hannover Wuerzburg, Germany - Pipe Roof Umbrella
  • Warsaw Metro - Consolidated body using HDD (link)
More details about the above projects can be looked at ITA-AITES World Tunnel Congress 2007's Training Course on Ground Reinforcement (link) and in ITACET's Training material on "Ground Improvement, Pre-Support and Reinforcement" held during World Tunnel Congress 2013.

Case study on Swelling Condition
  • Gotthard Base Tunnel - Execution and Swelling case study [1, 2]

Case Studies on Segmental Lining
  • Groene Hart Railway Channel Tunnel, Netherlands (Largest TBM in 2001)
  • Passante Ferroviario Railway Tunnel, Italy
  • Seattle Metro Tunnel, USA
  • Wanjiazhai Water Tunnel, China
  • Wuhan Road Tunnel, China
  • Boston Outfall Tunnel, USA
  • Bangkok Metro, Thailand
  • WSK-E-Vienna, Sewage Tunnel, Austria

Special Purpose/ Dual Purpose TBMs
  • Paris Subway - Lot 35B of the “EOLE” line, France - Slurry + Rock TBM [3]
  • Sparvo Tunnel - Special TBM arrangement for gas protection and execution case study [4] 
  • Klang Valler MRT, Kuala Lampur Metro - Variable Density TBM (EPB + Mix shield)

Case Study on Soil Conditioning
  • Singapore NELP Klang River Crossing, Singapore - Soil Conditioning
  • Botlek Tunnel, Netherlands - Soil Conditioning 

Case Study on Ground Water Control
  • Vienna Metro (Pottendorfer Strasse), Section U6/1, Austria - Ground water control using deep wells
  • Munich Metro - Ground water control using Vacuum and Compressed Air
  • Bucarest Metro - Dewatering and managing related risks

Case Studies on Numerical Modelling
  • Gibraltar Strait Tunnel - Feasibility Design
  • Sigma 2, Athens Metro, Greece - Portal Design
  • T3 Sochi Portal, Russia - Portal Design
  • Maldonado Flood Control Tunnel, Buenos Aires, Argentina - Shaft Design
  • Brooklyn Station (Line 5), Sao Paulo Metro - Shaft Design
  • Canoas Waterwater Plant (Cribado-Y-Succion) - Shaft Design

Case Study on Slurry Shield TBM
  • Wasterschelde Tunnel, The Netherlands
  • Lake Mead, USA [11-12]

Case Study on Mix Shield TBM
  • SMART Tunnel, Kuala Lumpur, Malaysia [3]

Case Studies on Inclined Tunnels / Shafts
  • St. Petersburg Tunnel - Escalator shaft, 30 degrees inclined
  • Limmern Tunnel - Incline Shaft using Gripper TBM, 40 degrees inclined

Case Study on Monitoring and Interpreting TBM Output data
  • Sao Paulo Metro [3] 

General Project Overview Case Studies
  • Ceneri Base Tunnel, Switzerland [8, 9] (Site visit details)
  • Lyon - Turin High Speed Railway Tunnel, France & Italy
  • Turin Metro, Italy
  • Maldonado Flood Control Tunnel, Buenos Aires, Argentina
  • Metro de Porto, Portugal [3, 6] 
  • Jerusalem (HSR T3) High Speed Railway, Israel
Overall, around 50 tunnelling projects were discussed regarding various aspects of the projects to give us a link between 'Theory to Design to Practice' and to understand the state of the art industrial practices.

References:

[1] Heinz Ehrbar, Gotthard Base Tunnel Sedrun section mastering squeezing rock zones, Underground Space Use: Analysis of the Past and Lessons for the Future – Erdem & Solak (eds) © 2005 Taylor & Francis Group, London, ISBN 04 1537 452 9

[2] Kovári, Kalman. "Design methods with yielding support in squeezing and swelling rocks." World Tunnel Congress, Budapest, Hungary. 2009.

[3] Guglielmetti, Vittorio, et al., eds. Mechanized tunnelling in urban areas: design methodology and construction control. CRC Press, 2008.

[4] GATTI, Martino, Rocksoil SpA, and Giovanna CASSANI. "The largest TBM–EPB machine in the world, designed to the Appennines. The experience of the Sparvo Tunnel."

[5] Stephan Semprich: Ground freezing technique with respect to tunnelling in urban areas.

[6] Babendererde, Siegmund, et al. "Geological risk in the use of TBMs in heterogeneous rock masses-The case of “Metro do Porto” and the measures adopted." Workshop in Aveiro, Portugal (in print). 2004.

[7] Volkmann G.M., Button E.A. & Schubert W. 2006; "A Contribution to the Design of Tunnels Supported by a Pipe Roof." Proc. 41st U.S. Rock Mechanics Symp., American Rock Mech. Assoc., June 17-21, Golden, CO.

[8] Filippino, R., K. Kovari, and F. Rossi. Construction of a cavern under an autobahn embankment for the Ceneri Base Tunnel." Geomechanics and Tunneling 5.2 (2012).

[9] Anagnostou, Georg, and Heinz Ehrbar. Tunnelling Switzerland. vdf Hochschulverlag AG, 2013.

[10] Galler, R., et al. "The New Guideline NATM–The Austrian Practice of Conventional Tunnelling." BHM Berg-und Hüttenmännische Monatshefte 154.10 (2009): 441-449.

[11] Feroz, M., Jensen, M. & Lindell, J.E. 2007. The Lake Mead intake 3 water tunnel and pumping station, Las Vegas, Nevada, USA. RETC Proceedings, 647 - 662.

[12] Georgios Anagnostou, Muir Wood Lecture 2014 "Some Critical Aspects Of Subaqueous Tunnelling" (link)

Sunday, 6 July 2014

Ceneri Base Tunnel Visit - Week 24

During the Week 24 (30th June - 4th July) of our Tunnelling course, we had a visit to the Herrenknecht HQ and a visit to the Switzerland's third largest tunnel - Ceneri Base Tunnel. This blog post presents some of the details of the latter.

Ceneri Base Tunnel © AlpTransit Gotthard Ltd. Retrieved 4th July '14
The 15.4 km Ceneri Base Tunnel completes the link between Zurich and Milan (passing through the Gotthard Base Tunnel) with overburden varying from 800m to 100m. The project is managed by Alptransit Gotthard Ltd and the contractor is Condotte Cossi Consortium.

Location of Ceneri Base Tunnel [1]
Based on the Pini Swiss Engineer's presentation (during Week 18 of our course), we had an overview of the project's technical and geological challenges. Our visit was more focussed to learn the operational and logistical challenges and how innovatively, the Alptransit has been managing it. This tunnel construction site, probably, has the most mechanized form of Drill and Blast tunnelling.

The tunnel face
The tunnel face can be seen in the picture above. There is no problem in the stability of face and hence no additional measures are taken. The support system can be seen - rockbolts with shotcrete. No steel arches are used. Second layer of shotcreting is done after installing the rockbolts.

Three boom drilling jumbo (suspended logistic platform can be seen at crown)
Crusher at the starting of belt conveyor.
The tunnel is excavated using Drill and Blast technique. Two drilling jumbos are available at the site. One of them is used for tunnel advancing and the other one is used for cross tunnels. After each round of blasting, the muck is loaded in to the crusher using a back hoe loader. The crusher is connected to the belt conveyor and the muck is taken away to the portal. The whole system of belt conveyor and ventilation is hanging from the crown using a logistic platform and could be extended as the tunnel advances (like in a TBM).

One of its kind - Concrete batching plant inside the tunnel (special cavern)
Special cavern is built to accommodate the batching plant inside the tunnel itself.
Provision for future expansion
Complete muck handling system is using belt conveyor.
Nonel detonators
Sliding form work for Tunnel side walls in preparation
Sliding formwork for the tunnel side wall can be seen in the above picture. This is at a cavern location. The complete crown is going to be concreted using shotcrete (no formwork is used at cavern's crown). Lattice girder type assembly is used in steel cage work to optimise the rebar cage assembly time.


References:
[1] European International Contractors (EIC) newsletter (link), retrieved on July 5th, 2014.

Friday, 4 July 2014

Herrenknecht Visit - Schwanau, Germany

Towards the end of our MAS degree program on Tunnelling and TBM at Politecnico di Torino, we had an opportunity to visit the Herrenknecht's main manufacturing facility in Schwanau, Germany. Politecnico di Torino (Prof. Daniele Peila) along with the Herrenknecht's engineers organised this visit for the participants of the MAS program.
Herrenknecht EPB TBM for Doha Metro - Assembled at Schwanau, Germany
I have been working as a Geotechnical engineer from the year 2009 and during this period of 5 years, I was lucky enough to visit and get involved in some very interesting construction sites (ranging from mining sites, underground metro, harbour facilities, skyscrapers, power plants, railways etc) but I was never as much excited as I was during the visit to the Herrenknecht's headquarters. Although this is technically not a construction site, the Tunnel Boring Machines (TBMs), manufactured here, plays a pivotal role in the success of any Tunnelling construction site and the amount of "Civil engineering concepts" goes into making of this "Mechanical machine" is immense. It was not just me, most of the course participants felt the same way. It was the Disney Land of the Tunnel/Geotech engineer or of that sort, one can not get upset here.

We had an opportunity to visit EPB TBM, Mix-Shield (Slurry) TBM, EPB-Hard Rock Convertible TBM and Hard Rock Gripper TBM in the bigger diameters suite. In addition to the assembled TBMs, we witnessed and learned, among others, the following important aspects:
  • The process of assembly of main bearing
  • Segment erection process
  • Mechanism of foam delivery for soil conditioning
  • Working of screw conveyor
  • Slurry separation unit
On the Microtunnelling front, we saw completely assembled and spare parts of Pipe jacking Micro TBMs (EPB and Slurry), Pipe thrusters and HDD rig. This visit, coming just after Prof. Sterling's lecture on Microtunnelling gave us a comprehensive understanding on the mechanism of Microtunnels and working phenomenon.
Herrenknecht - Main facility entrance

Monday, 30 June 2014

Week 23 Tunnelling & TBM Course: Microtunnelling & Trenchless Tech.

During the Week 23 (23rd June to 27th June) of our MAS course on Tunnelling and TBM, we had a special lecture by Dr. Ray Sterling, P.E. (Professor Emeritus at Louisiana Tech University) on Microtunnelling and Trenchless Technology.

Prof. Sterling's lecture gave an overview of the different trenchless technologies available (displacement methods, HDD, Pipe jacking & Hybrid methods). The three day lecture series was focussed on:
  • Suitability and advantages of various trenchless methods
  • Estimation of jacking loads and ground loss during microtunnelling
  • Estimation of Direct, Indirect and Social cost of a typical trenchless project

Prof. Ray Sterling's Lecture on Trenchless Technology and Microtunnelling
Prof. Sterling also presented two case studies on the use of trenchless technology for installation of Sewer system in Berlin [5] and experience in Europipe project [6].

References:

[1] Stein, D., 2005. Trenchless Technology for the Installation of Cables and Pipelines, Ernst and Sohn, Germany.

[2] Bennett, D., 1998. Jacking Loads and Ground Deformations Associated with Microtunneling, Ph.D. Thesis, University of Illinois at Urbana-Champaign.

[3] Milligan, G. W. E., and C. D. F. Rogers. "Chapter 19: Trenchless technology." Geotechnical and Geoenvironmental Engineering Handbook. Springer US, 2001. 569-592.

[4] Microtunneling and Horizontal Drilling, Recommendations by French Society for Trenchless Technology, Hermes Science Publishing Ltd, 2004

[5] Mohring, K. "Berlin- capital city of microtunnelling." No-Dig International 4.5 (1993): 5-6.

[6] Lauritzsen, R., O. K. Sande, and A. Slatten. "Europipe landfall tunnel." Publikasjon-Norges Geotekniske Institutt 197 (1996): G2-1.

Monday, 23 June 2014

Week 22 Tunnelling & TBM Course: Safety in Tunnelling

As in any construction site, underground worksites poses many dangers. In addition to the general hazards typical to any worksite, there are some specific hazards particular to underground worksite. To cover these aspects, Week 22 (16th June to 20th June) lectures were focussed on Health and Safety of Worksite and Equipments. Mr. Achille Sorlini from Geodata and Prof. Mario Patrucco from Politecnico di Torino gave us an overview of the topic with some case studies and engineering design control methods.

Examples of specific measures to be taken in case of following typical events were discussed:
  • Event of fire
  • Event of gas in-leakage
  • Event of water inrush
  • Event of cave-in / rock burst
  • Compressed air interventions
Major Tunnelling safety codes [1-6] of practices were discussed. ITA Working Group on Health and Safety in Works [3] gives a brief summary of important aspects to be covered while preparing HSP (Health and Safety Plan) for a Tunnelling site and serves as a quick reference. TBG Handbook prepared by ITA [4] gives an illustrative examples of safe and un-safe practices, particularly very useful for Tunnel workers and first line supervision.


Example of safe practices given in TBG handbook [4]
References:
[1] British Standard 6164 Code of practice for safety in tunnelling in the construction Industry,2001.

[2] DAUB Recommendations for Planning and Implementation of Occupational Health and Safety concepts in Underground Worksites, 2007.

[3] ITA WG: Health and Safety in Works - Guidelines for Good Occupational Health and Safety Practice in Tunnel Construction, November 2008

[4] ITA WG: Health and Safety in Works - Safe Working in Tunnelling TBG Handbook 

[5] European Standard EN 12336: Tunnelling machines - Shield machines, thrust boring machines, auger boring machines, lining erection equipment - Safety requirements, 2005.

[6] Council Directive 92/57/EEC on the implementation of minimum safety and health requirements at temporary or mobile construction sites

[7] OSHA 29 CFR, Safety and Health Regulations for Construction - Underground Construction, Caissons, Cofferdams and Compressed Air (1926.800), US Department of Labor.

[8] OSHA 3115, Underground Construction (Tunnelling), US Department of Labor.

[9] European Standard EN 815: Unshielded tunnel boring machines and rodless shaft boring machines for hard rock - safety requirements

[10] European Standard EN 12111: Tunnelling machines - Boring machines, continuous miners and impact rippers - safety requirements

[11] European Standard EN 12110: Tunnelling machines - pressure zone access - Safety requirements.

Sunday, 15 June 2014

Week 20 & 21 Tunnelling & TBM Course: Tunnel Facilities and Quality

Week 20 and 21 (2nd June to 13th June) of the specializing course on Tunnelling and TBM covered the design aspects of the following Auxiliary Tunnel Facilities:
  • Underground Railway Transportation (Rails, Rolling stock and Locomotives)
  • Underground Ventilation System [1] [3]
  • Conveyor Belts
  • Compressed Air
  • Separation Plant for Slurry Shield [2]
  • Water Treatment Plant [2]
  • Lighting [1]
Above design aspects were discussed by the designers from the leading industry suppliers (Atlas Copco, Swedvent, Marti Technik) and contractors (Salini Impregilo).

Mr. Marco Arato from Atlas Copco - Lecture on Locomotives and Ventilation
Mr. Antonio Nicola - Overview lecture on Auxiliary Tunnel Facilities
Prof. Oggeri (also the Animateur of WG 16 : Quality in Tunnelling), discussed about the recommendations on how to achieve Quality in Tunnelling and how to identify, evaluate and specify Quality Management measures to be taken by all parties in the Conceptual Planning, Procurement, Design, Construction, Operation and Maintenance phases of underground projects involving tunnels [4].
References:
[1] Kolymbas, Dimitrios. "Chapter 2: Installations in tunnels." Tunnelling and Tunnel Mechanics: A Rational Approach to Tunnelling (2005): 31-56.

[2] Maidl, Bernhard, Markus Thewes, and Ulrich Maidl. "Chapter 8: Ventilation During the Construction Phase." Handbook of Tunnel Engineering I, First Edition (2013): 409-425.

[3] Swiss SIA Standard 196, Underground Ventilation (edition 1998), Swiss Engineers and Architects Association.

[4] Oggeri, Claudio, and Gunnar Ova. "Quality in tunnelling: ITA-AITES working group 16 final report." Tunnelling and underground space technology 19.3 (2004): 239-272.

[5] Wood, Alan Muir. Tunnelling: management by design. CRC Press, 2002.

[6] American Association of State Highway and Transportation Officials. Best Practices for Implementing Quality Control & Quality Assurance for Tunnel Inspection. AASHTO T-20, 2009.

Monday, 9 June 2014

My Winning Shot - ITA Photo Contest 2014

Prize Winning Photograph - Senthil Nath G T Photography
I am very happy to share with my readers that one of my photographs has been selected as the prize winning photograph in International Tunnelling Association - (ITA) Photo Contest 2014, held during World Tunnel Congress 2014 at Brazil.

Photo contest results: http://www.ita-aites.org/en/ita-photo-contest-2014-winners. The winning participant gets a free registration for WTC 2015 to be held in Dubrovnik, Croatia (details).

This small recognition gives me a lot of encouragement for my hobby in photography. I would welcome my readers to visit my photography page at: facebook.com/sgt.photos

Friday, 6 June 2014

Tunnelling & TBM Course: Contracts & Claims

During the specialising course on Tunnelling and TBM at Politecnico di Torino, we had a module on Contracts and Claims. Understanding contractual nuances plays a very important role in managing complex projects such as Tunnelling, which is prone to a lot of claims. Only a keen and comprehensive understanding of the contracts will help in avoiding disputes and accompanying cost and time overruns. 

Mr. Romano Allione, Chairman of Dispute Resolution Board Foundation, took us through the clauses of the FIDIC, Red Book (Conditions of contract for construction) and briefly introduced the other forms of Contracts (Short form, EPC-Turnkey, Plant, Design and Build). Emphasis was made on Clause 20 (Claims, Disputes and Arbitration) and the timeline to be followed as per FIDIC form of contract.
Different forms of FIDIC Contract
Following the above lecture, Mr. Patrizio Torta from PM&E s.r.l gave us an overview of claims, calculation of claims under different scenarios with case studies.

References:
[1] Bunni, Nael G. The FIDIC form of contract: the fourth edition of the Red Book. Oxford: Blackwell Science, 1997.

[2] Glover, Jeremy, and Simon Hughes. Understanding the FIDIC Red Book: A Clause by Clause Commentary. Sweet & Maxwell, 2011.

[3] Jaeger, Axel Volkmar, and Götz-Sebastian Hök. FIDIC: A guide for practitioners. Springer, 2009.

[4] Perry, John G. "The New Engineering Contract: principles of design and risk allocation." Engineering, Construction and Architectural Management 2.3 (1995): 197-208.

Thursday, 29 May 2014

Tunnel Face Stability - VB Module for Quick Estimation

The stability of the tunnel face is one of the fundamental factors in selecting the method for excavating a tunnel in soft ground and in urban areas. When using TBMs, evaluation of the face-support pressure is a critical component in both the design and the construction phases. However, specific recommendations or technical norms are not available as common guidance for the design. In current practice, different approaches are often employed, both to evaluate the stability condition of the face and to assess the required face-support pressure [6].

This blog post presents a VB module built on Microsoft Excel which is set to calculate the face support pressure in Tunnel. This post is based on Prof. Anagnostous' lecture, ITACET training seminars and related practice exercises. This code is set to calculate the Tunnel face pressure to maintain a stable face when there are no seepage forces and for closed EPB drive (with seepage forces). Although these results can not be used for detailed analysis/design but this could help in a quick check on pressure magnitudes and for rough parametric studies.



Screenshots from the VB program - Input and Output
Click here to download
[Update: One of the reader reported that the program seem to show some errors in Mac OS. I will update it soon. However, it is working perfectly fine in Windows 8 & Windows 7]

Details about the program are briefly explained below.

Part 1: Support pressure at Tunnel face (without Seepage Forces)
This part calculates face support pressure based on Horn (1961), wedge failure mechanism. As of now, this program calculates face support pressure for Cohesive Soils or for short term condition in low permeable soils. This could be further developed for all types of soils.

Part 2: Support pressure in case of Closed EPB Drive (with Seepage Forces)
The construction methods used in soft ground tunnelling beneath the water table must ensure control of the ground at the tunnel heading and additionally prevent seepage flow towards the working face. In an EPB drive, the face is stabilized by direct support of the pressurized muck and by the reduction of seepage forces. Hence, higher the head difference, the higher the effective support pressure. Higher effective support pressure will cause excessive cutter wear and will require higher torque to operate. The above program calculates effective support pressure using normalized diagrams. For detailed analysis case specific FEM coupled analysis shall be performed.

In some cases, the program shows "No pressure required". This is possible when the compensation of water pressure (along with cohesion in ground) suffices for face stability.

References:
[1] G. Anagnostou and K. Serafeimidis, “The dimensioning of tunnel face reinforcement,” in World Tunnel Congress 2007,. May 2007.

[2] G. Anagnostou and K. Kovári, “Face stability conditions with earth-pressure-balanced shields,” Tunn. Undergr. Sp. Technol., vol. 11, no. 2, pp. 165–173, Apr. 1996.

[3] G. Anagnostou and K. Kovári, “The face stability of slurry-shield-driven tunnels,” Tunn. Undergr. Sp. Technol., vol. 9, no. 2, pp. 165–174, Apr. 1994.

[4] G. Anagnostou and K. Kovári, “Face stability in slurry and EPB shield tunnelling,” in Geotechnical Aspects of Underground Construction in Soft Ground, 1996, pp. 453–458.

[5] G. Anagnostou, “Some remarks concerning EPB and slurry shields,” in Development of Urban Areas and Geotechnical Engineering, 2008.

PS: Please let me know if I have missed any error handling scenario or any other bugs. Thank you.

Week 19 Tunnelling & TBM Course: Segmental Lining Design (Part 2)

[News: I would like to thank all subscribers of my blog. Last month I reached total page views of more than 10,000! That is a lot more than I anticipated. Thanks for encouraging, following and sharing with fellow tunnelling engineers.]

Week 19 (26th May to 29th May) covered the details about the Segmental Lining design. This is the third week of classes on Segmental lining and related issues (previous posts: Week 18 and Week 16).  Mr. Michele Mangione from Arup, UK took us through the Design Methodologies and case studies on Segmental opening support systems.
Mr. Michele Mangione's Lecture on Segmental Lining Design
The general approach of segmental lining design could be briefly summarized as:
1. Determine the level of loading
2. Design Model 
  • Analytical Model (Continuum model - Muir Wood / Curtis or Bedded beam model - Duddeck and Erdmann) 
  • FEM analysis
3. Compute Normal forces, Shear Forces, Bending Moment and Deflection
4. Design for above member forces
5. Additional design and checks for following conditions: 
  • Thrust jacking loads 
  • Secondary grouting loads, 
  • Storage and lifting loads 
  • Birds-mouthing of radial joints 
Flowchart for Tunnel Lining Design

One of the problems often faced by young Tunnel designers is the lack of a single reference (a Textbook/ Guideline) for all design approaches required during segmental lining design. I have made an attempt to review the following guidelines/recommendations and summarize the concepts covered in each reference.
  • DAUB recommendations [5] summarizes the design principles very briefly (including fire loads and steel fibers) and serves to be a handy reference. It does not include any example design calculations.
  • ITA-WG No. 2's guidelines on Tunnel lining design [6] is another very useful reference for Tunnel designers. The guideline presents the basic concepts yet in detailed way with examples and references. However, it does not cover the concepts like Fire loads and steel fiber segmental linings. 
  • British Tunneling Society's Tunnel lining design guide [12] is a comprehensive document for general design philosophy of tunnels. Chapter 5 and 6 summarize the design aspects related to Segmental Lining design. The guideline does not include the details of structural design and does not have examples but has a detailed list of references for further study. The guideline however presents a case history on Channel Tunnel and Great Belt Lining design. 
  • Singapore, Land Transport Authority - Guideline for Tunnel Lining Design (Part 1) [9] covers the design guidelines for Segmental Lining. This brief document clearly summarizes the loads, load combinations, typical K values for different soils and numerical models to be considered for the lining design. It also includes a detailed set of example design.
  • AFTES (French recommendation) [3] for segmental lining design covers full range of the areas affecting the design and construction of precast concrete segments. This guideline discusses in detail about composition of rings in different types of rings (rectangular, trapezoidal and parallelogrammic segments), contact joints and gaskets. Section 4 of the guideline presents various load combination for design of segments in Serviceable and Ultimate limit states. The unique feature of this guideline is, it presents a table indicating sensitivity/importance of various parameters for different stages of project and for different methods of analysis. 
In a future post, I intend to discuss the different design models and share a spreadsheet to quickly estimate (for pre-dimensioning purposes) the member forces using different design models.

Post class hangout with Mr. Michele Mangione, Arup UK
References:

[1] T. R. Kuesel, E. H. King, and J. O. Bickel, Tunnel Engineering Handbook. London: Springer, 2011, p. 528.

[2] FHWA (US), and Parsons, Technical Manual for Design and Construction of Road Tunnels--civil Elements. AASHTO, 2010.

[3] AFTES, “The design, sizing and construction of precast concrete segments installed at the rear of a tunnel boring machine (TBM),” 2005.

[4] A. M. Wood, Tunnelling: management by design. CRC Press, 2002.

[5] DAUB, “Recommendations for the Design , Production and Installation of Segmental Rings,” pp. 1–56, 2013.

[6] ITA working group on general approaches to the design of tunnels, “Guidelines for the Design of Shield Tunnel Lining,” Tunn. Undergr. Sp. Technol., vol. 15, no. 3, pp. 303–331, 2000.

[7] ITA working group on general approaches to the design of tunnels and F. Report, “Guidelines for the design of tunnels☆,” Tunn. Undergr. Sp. Technol., vol. 3, no. 3, pp. 237–249, 1988.

[8] H. Duddeck, “Future trends in the structural design of tunnels,” Tunn. Undergr. Sp. Technol., vol. 2, no. 2, pp. 137–141, 1987.

[9] J. Poh and G. K. Hun, “Guidelines for Tunnel Lining Design,” Singapore, 2006.

[10] H. Duddeck and J. Erdmann, “Structural design models for tunnels: Tunnelling 82, proceedings of the 3rd international symposium, Brighton, 7--11 June 1982, P83--91. Publ London: IMM, 1982,” Int. J. Rock Mech. Min. Sci. Geomech. Abstr., vol. 20, no. 1, p. A15, 1983.

[11] A. M Wood, “The circular tunnel in elastic ground,” Geotechnique, vol. 25, no. 1, pp. 115–127, 1975.

[12] The British Tunnelling Society, “Tunnel lining design guide,” Thomas Telford, London, 2004.

Saturday, 24 May 2014

Week 18 Tunnelling & TBM Course: Ground Settlements

Last lecture of Week 17 and most of the lectures during Week 18 (16th May to 23rd May) were focused on Ground Settlements, influence of TBM drive on surface buildings and on Segmental lining. 

Prof. Stefano Invernizzi, explained the different available models for predictions of greenfield ground movements. Pickhaver [1] has briefly summarized all the semi-emperical, empirical methods and numerical methods in his PhD thesis. Detailed version can be studied in Geodata's book on Mechanized Tunnelling [2]. (related post which I came across recently: Interesting article about empirical estimation and numerical estimation).

Prof. Fritz Gruebl (University of Stuttgart, Germany) and Dr. Davorin Kolic (ITA-Croatia President)  gave us an account TBM drive overview (including logistics, ventilation and emergency systems) with an emphasis on Tunnel Induced settlements and Universal Segmental Lining.



Models to explain the possibilities of different curve radius using Universal Segments
Prof. Fritz Gruebl's Lecture on TBM Drive & Segmental Lining
On 22nd May, we had detailed case study analysis of Ceneri Tunnel with the designers from Pini Swiss Engineers, Switzerland. Mr. Davide Merlini, Mr. Francesco Rossi and Mr. Stefano Morandi gave us an overview of the Ceneri Base Tunnel from a designer perspective (from the project conception stage to the construction stage). 
Case Study on Ceneri Base Tunnel by Pini Swiss Engineers
On 23rd May, (as explained in an earlier post) we has another case study analysis from a Contractor's perspective. 

References:
[1] J. A. Pickhaver, “Numerical Modelling of Building Response to Tunnelling,” University of Oxford, 2006.

[2] V. Guglielmetti, P. Grasso, A. Mahtab, and S. Xu, Mechanized tunnelling in urban areas: design methodology and construction control. CRC Press, 2008.