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Ita Report n4 Wg17 P
Ita Report n4 Wg17 P
Ita Report n4 Wg17 P
First version : F. Descoeudres – P. Grasso – Shulin Xu – T. Mc Cusker – Ph. Fauvel, Lausanne, 10.04.2003
Revision 2008-2009 : P. Grasso – F. Vuilleumier –.G. Seingre – M. Shimokawachi – A.-K. Kalager – E. Broch – T. Carter – G.-C. Cho, M. Schivre,
>> Contents
1. INTROduction................................................................................................. 5
2. Project specifications............................................................................. 6
2.1. General........................................................................................................... 6
2.2. Basic concepts............................................................................................... 6
2.3. Project phases................................................................................................ 8
3. Ground Conditions .................................................................................. 10
3.1. Major concerns and constraints for long and deep tunnels.......................... 10
3.2. Background information and site investigation program .............................. 11
4. Safety and environment........................................................................ 13
4.1. Safety........................................................................................................... 13
4.2. Environment................................................................................................. 14
5. Design requirements............................................................................... 15
5.1. Technical approach ..................................................................................... 15
5.2. Statement of the characteristics of the various options
through conceptual and preliminary designs ...................................................... 15
5.3. Constructability analysis of each design-construction-investment option..... 15
5.4. Comparison of configuration and method options........................................ 16
5.5. Comparison of alignments............................................................................ 16
6. Tunnel construction.............................................................................. 17
6.1. Tunnel excavation......................................................................................... 17
6.2. Tunnel support ............................................................................................ 19
6.3. Ventilation during construction . ................................................................... 19
6.4. Haulage and transportation equipment ....................................................... 20
6.5. Reuse of excavated materials....................................................................... 20
6.6. Concrete....................................................................................................... 20
7. Special conditions for railway tunnels........................................ 21
7.1. Traffic and capacity needs............................................................................ 21
7.2. Constraints driven by operations in long railway tunnel................................. 21
7.3. Safety in railway tunnels................................................................................ 22
7.4. Tunnel connections to the existing network.................................................. 22
8. Special conditions for road tunnels............................................. 23
8.1. Safety in road tunnels................................................................................... 23
8.2. Organisational and technical requirements................................................... 23
8.3. Operation..................................................................................................... 24
9. Special conditions for hydraulic tunnels.................................. 25
9.1. Design for Internal Water Pressure................................................................ 25
9.2. Lining Concept............................................................................................. 25
9.3. Cross Section............................................................................................... 26
9.4. Special Measures to Reduce Leakage......................................................... 26
9.5. Access and Dewatering Facilities.................................................................. 26
9.6. Construction................................................................................................. 26
9.7. Operation and Maintenance......................................................................... 27
10. Special conditions for subsea tunnels......................................... 28
10.1. Ground conditions...................................................................................... 28
10.2. Safety measures during construction.......................................................28
10.3. Other problems.......................................................................................28
11. Risk assessment and management..................................................29
11.1. Introduction.............................................................................................29
11.2. Risk management plan (RMP).................................................................29
12. References / Special thanks.............................................................31
Ventilation and safety concepts should be pressurization in rescue rooms, or similar requires an excellent degree of co-ordination.
integrated in the preliminary studies for the devices. -D
uring the long implementation time of a
construction and for the operation phases. • Logistics project, changes are quite common in :
For long rail tunnel, a longitudinal ventilation The special construction-related needs are - the political, economical and social
system is usually required. The capacity is strongly related to the site conditions as well as conditions;
based on the critical velocity concept. Massive length and depth of the tunnel: - the material and labour supply
smoke extraction can be implemented at the - Equipments for ventilation, cooling system, conditions;
location of rescue stations. de-gassing, dewatering and mucking. - the staff involved in the project, especially
For long road tunnels, transverse ventilation - The maximum drive length from a portal is those assuming a management role, since
is usually required, at least for bi-directional limited by logistic constraints and extension of it is generally difficult to expect that people
flow. The profile must include the air ducts for time, thus requiring deep access shafts and/or will stay on the same project for a period of
fresh and waste air, usually with a ceiling and construction access tunnels, which sometimes over 5 to 10 years.
a partition wall above t he clearance section in are also long and deep. • Technical approach: Project phases and
horseshoe profile. - Long access roads are often to be built, even corresponding requirements
In a circular profile, the space for ventilation for the site investigations.
ducts can be organized with fresh air in the The following steps are basically taken:
invert and waste air in the roof. 2.3. Project phases A – Strategic planning
The need for a cable duct or a utility duct Definition of basic goals and objectives
should be carefully studied and planned in the Long tunnels at great depth are exceptional Identification of potential sources of funding
invert, especially for horseshoe profile where undertakings not only from a technical point B – Technical feasibility study (preliminary
space adaptations are often required. This is of view, but also because the decisions are study)
equally valid for railway tunnels. taken at the highest level of responsibility Feasibility and choice of the geographical
• Ventilation and cooling requirements (often the government or even more than one situation Major constraints (known and
This is a major concern for operating long and government), with large time intervals between potential)
deep tunnels. Special studies are required, stages to go ahead or to stop the project. Safety and functional criteria
taking into account all technical, safety, • Non-technical considerations Identification of alternatives and conceptual
operative and environmental aspects. The These basic points are notably: design
fire case is particularly relevant. The important - The structuring characteristic of the project Constituents to be satisfied, use agreement
chimney effect resulting from large pressure for a country or a continent depending on Legal regulations, requirements and restrictions
differences between shafts, intermediate the political will which sometimes might be Strategic procurement policies
adits and the tubes has to be prevented the opposite of economic logic (will to open Estimates of project duration and cost
with screens, lock chambers, and over up a part of a country, policies concerning C – Preliminary design
major works, response to a forceful local Definition of the best solution from among the
request…). alternatives
- The project has to be part of the existing First risk assessment – Environmental impacts
networks implying certain characteristics and safety aspect
(gauge, traction means, signalling systems…) Procurement policy (option to continue with
- The great investments involved, which Final design or move to Design + Build,
may either increase because of required or Design + Build + Operation + Transfer)
improvement in performances or decrease if including the type of tendering process
financing possibilities or the will to finance are D – Final Design
limited. Detailed project
- The generally difficult natural environment Equipments and defined accesses
(thick overburden, complicated geology, Base for tender.
harsh climate) is a source of many E - Tendering
unforeseeable factors and of variations in the F – Construction Design
cost and the time required for construction, in Execution drawings
spite of very serious studies. Project Management
- The system approach, needing a multiplicity Risk management (ITA Working Group 2
of techniques and particular to a railway Report TUST 2004, p. 217-237)
project (traffic forecast, running, maintenance, Safety design and guidelines for operation.
layout, signalling, traction, aerodynamic, More detailed requirements are given in the
civil work, safety…), involves mobilizing as following table (as example Swiss tunnel code
many specialists as there are disciplines, and – General Basis – SIA 2002).
Project phases B Technical feasibility C- Preliminary design Administrative public D- Final design E- Tendering F- Construction Design
study inquiries and building
permit
Final remark
Project for civil work, equipment, logistic for construction (including ventilation and cooling system) have to be done in parallel.
9
3 >> Ground conditions
3.1. Major concerns and - Fault and shear zones, often associated - Unforeseen geological conditions
constraints for long and deep with poor strength and high water may lead to erroneous choices in the
tunnels pressures (face instability). construction development, with dramatic
Long tunnels at great depth are usually - High ground temperatures, which may consequences for the workers and
located in mountainous areas with require ventilation and even cooling during the work. Site investigations should
limited infrastructures. Therefore, very excavation. progressively reduce the uncertainties, as
little is known about the geological, - Seismic induced local displacements long as the unforeseen ground conditions
hydrogeological and geotechnical along active faults crossed by the tunnel. are not actually unforeseeable !
conditions: the deeper the tunnel, the larger - Heavily tectonised and fractured zones - Use of systematic probe-drilling to prevent
the uncertainties; the higher the probability with poor mechanical and anisotropic sudden face instability due to high water
of encountering adverse or unforeseen conditions, eventually requiring pre- pressure or inflow and geologic anomalies.
conditions for tunnelling, the greater the treatment ahead of the face. - A cost-benefit analysis should be made
effort and the cost for site investigations to - Environmental impact on underground for the design of the investigation scheme in
reduce the uncertainties. water or large aquifers. terms of reducing not only the uncertainties
• Adverse conditions for tunnelling of the geological, hydrogeological and
- High in-situ stresses, difficult to estimate • Selection of the excavation method geomechanical conditions, but also
(particularly the horizontal stresses) and and support systems under the construction risks related to these
not easy to measure (in deep boreholes conditions of uncertainty conditions.
with hydrofracturing or stress release - Uncertainty in construction parameters – - An integrated design of the investigations,
techniques). apart from the uncertainty related to the many the tunnel options and the construction
geological factors, there are uncertainties in methods, incorporating a multi-criteria
the construction parameters which directly decision making process, should be aimed
influence the construction time and cost at. This approach is necessary to justify the
of a given design-and-construction option. investment for investigations, acting against
With deterministic estimates it is not the tendency of limiting the expenses for
possible to account for the various sources reasons such as: the result of investigations
of uncertainties. Evidently, the variation of will not change the amount of rock support
construction cost and duration will also actually required, the advance rate of a
influence the economic bases for decisions TBM depends mainly on logistical aspects
in a project. In this regard, cost-effective and not on geotechnical ones, there are
and risk-minimized engineering solutions legal rules limiting the access to the site for
- Strong squeezing and high plastic need to be developed. drilling or adits, etc.
deformations in rocks if the unconfined
compressive strength is lower than the
mean in situ stress (high convergences and
strength softening).
- Rockburst in very hard rocks associated
with high in-situ stress.
- Swelling and creep in argillaceous rocks
(long time invert deformation).
- High water pressure and/or large water
inflows
3.2. Background information and rocks, and vegetation correlated with geology, organizations to collect information regarding
site investigation program geomorphology, hydrogeology and climate. any future developments in the Project corridor,
Past experiences have shown that terrain such that due consideration can be given to
At the beginning of a project, the information evaluation techniques (such as DTM – digital them during the course of Preliminary Design
available is surely far from being sufficient terrain modelling) are readily available, (PD) development.
for the Technical Feasibility Study (TFS) cost-effective and appropriate in providing a
and, therefore, a specific and appropriate reasonable number of preliminary alternative • Drilling and geophysical explorations
Site Investigation Plan (SIP) will need to be alignments within a given corridor for guiding supplemented by in-situ and laboratory
formulated and performed to integrate the the subsequent detailed investigations. tests
existing data. To minimize costs the SIP should On the basis of the results of the field
be prepared on the basis of a careful desktop • Field mapping and study of the mapping and study, a program of drilling and
study of all available information. identified corridor geophysical explorations will be defined and
The scope is to study and map the executed to understand the ground structure
• Aerial photographs geomorphology, geology, structural geology in the vertical direction and its engineering
If they do not exist, they should be taken by (faulting, folding, and jointing of the strata), behaviour. The in-situ and laboratory tests
photogrametry over the Project corridor. hydrogeology, and natural hazards as well as will be made to study the in-situ state of
any environmental constraints in the Project stress in the rock masses, their physical
• Use of satellite images corridor. Specific efforts should be directed and mechanical characteristics (strength,
All information should be organized into a towards the identification of adverse ground deformability and permeability), the chemistry
comprehensive database for use with a conditions and risks for the design and of the ground water, the pattern of circulation
Geographical Information System (GIS). construction of tunnels. The study should also of groundwater, etc.
deal with the availability of local sources of
• Terrain systems mapping construction materials like fills and aggregates.
A terrain systems mapping approach should
be adopted within the Project study areas to • Data on existing properties and utilities
form the basis for understanding the nature All available data regarding the existing
and distribution of potential engineering, properties and utilities in the Project corridor
geological, and environmental constraints to should be collected for analysis of their
the design and construction of the tunnel. potential interference with the Project. In case
In essence, the terrain system is a scientific such data do not exist, specific surveys shall
classification of a large area (into characteristic be made. In addition, effort should be made
terrain units) based on topography, soils, to interface with local authorities and planning
4.1. Safety Safety issues during construction and During construction the contractor should
operation are different concept. Safety be involved in the safety management
• Safety design issues during construction are tightly linked group.
Safety operation is one of the key elements to the construction methods. A specialist of The safety management group will
for the design of a long tunnel. Designing safety during work should be involved in the utilise the following instruments: safety
a tunnel for safety has an impact on the final design. organization, safety philosophy and
design of equipment, ventilation and Synergy could be find between both issues, objectives and associated measures, and
infrastructure (type section, cross-passage, for example early building of auxiliary the safety report.
emergency exits …). It also has an impact infrastructure, needed for operation, could - Safety organization
on the mode of intervention of the rescue improve the safety level during construction. The organization is applied at each stage
services, and on the rolling stock that can that is identified by the studies, the
be used in operations (for railways tunnel). • Safety management group construction and the operation. It is
Thus a holistic approach is required. A competent and responsible group for effected at the upper hierarchical level. The
Following the progress of a project, safety management should be created tasks and responsibilities are defined and
from the different design phases to the implementing national authorities, the clearly assigned to each office involved. The
construction and operation, an optimal level owner, the designer, and in some cases, safety organization regularly checks the
of safety must be aimed at each stage, in operators in order to validate safety levels in execution of the safety philosophy, the
addition to considering the costs. operation. safety measures and the safety report.
- Safety philosophy and objectives:
Accidents and fires in tunnels, which can
lead to injuries to individuals or damages to
the environment and to the work, should be
avoided as far as is possible.
In case of accidents or fires, a mitigation
of the risks has to be foreseen and
implemented. Special arrangements must
be found to allow for the evacuation of
people (workers and users) by their own
means, for the retaining of dangerous
substances, and for the efficient
engagement of the rescue crew (firemen,
police, medical assistance).
Especially in long tunnels, the safety
management must constantly follow
the technical innovations and adapt the
systems for reducing the risks for the
individuals and for the environment. The
required measures should be economically
bearable.
The acceptable risk for individuals and the
environment shall be estimated through
quantified objectives or risk scenarios.
Additional safety measures are necessary
when the risks cannot be accepted, using
a probability of occurrence-loss magnitude
diagram.
The “Guidelines for tunnelling risk
assessment”, reported by the ITA Working
group Nr. 2 (TUST 2004, p. 217-237) are
valid for long and deep tunnels.
5.1. Technical approach preliminary designs a day or a week. Of course, in this case,
3. Constructability analysis of each design- the configuration of the typical section,
The main design and construction issues are construction-investment option the safety measures (i.e., the pilot bore to
interrelated and must be dealt by following a 4. Comparison of configuration and method be used as safety egress) and the tunnel
well-structured approach. options, and ventilation needs will be different.
Before defining the approach, it is useful 5. Comparison of alignments (including also The characteristics of the various options will
to recall and summarize the major the Surface Option versus the Tunnel serve the needs of both the constructability
characteristics of a long and deep tunnel Option). analysis and the comparison of options.
project: The characteristics of each option will be
• The Technical Feasibility Study (TFS), the • The approach incorporates the defined initially through a careful, conceptual
Preliminary Design (PD), the Final Design following set of decision-aids: design and later on through a proper
(FD), the Tendering, and the Construction - using a decision tree (or multi-stage preliminary design (PD). The conceptual
are basically decision-problems. decision tree) to model and analyze the design will be made on the basis of effective
• The decisions, starting right from the first multi-stage decision problem; integration of the available, extensive
stage, i.e., the problem statement, is not a - using the multi-criteria decision-making design-experiences with the needs and
simple, single-stage, decision-problem, but technique to select an alternative; and expectations of the owner, while the PD will
a complex, multi-stage, decision-problem, - using DAT, a special, purpose-orientated be developed with due respect to the design
i.e., most decisions that the owner or the set of Decision Aids in Tunnelling (Einstein standards defined for the Project.
designer makes lead to other decisions. et al., 1998a), to effectively account for
• Most decisions must be made under the uncertainties and quantify the risks 5.3. Constructability analysis
conditions of uncertainty due to the many associated with a design-construction of each design-construction-
nondecision variables involved, such as solution. investment option
the ground conditions and construction With this innovative approach, not only
parameters, which are not subject to the comparative analysis of the various The constructability of a given option can
control by the decision-makers. Therefore, alternatives at different levels will be well be evaluated on the basis of the following
the decisions always involve a certain structured and effective, but also a rational, criteria:
degree of risk. comprehensive, and quantitative basis • geological and geomechanical conditions,
• Thus, the long process of implementing can be formulated for use by the owner in • hydrogeological conditions,
a long and deep tunnel is a continuous, making more informed designconstruction- • existence of particular environmental
decisionmaking process directed towards investment choices to achieve the goal of constraints and interference with existing
selecting a chain of best alternatives. the Project. structures, as well as availability of borrow
In current tunnelling practice, however, Details of the key elements of the proposed areas and muck disposal areas,
reliance on engineering judgment and a approach are described in the following • stability of the tunnel face and, eventually,
set of design principles is the rule; the use subsections. the need for face-support, especially in
of decision-analysis techniques is rather zones of adverse geologic conditions,
uncommon. Examples of the background 5.2. Statement of the • stability of the pillar between the twin
and use of the decision-analysis technique characteristics of the various bores, or between the pilot bore and the
can be found in Einstein et al., 1998a and options through conceptual main tunnel in the case of a twin-bore
Einstein et al., 1998b and preliminary designs tunnel plus a third service tunnel, and the
For new projects of long tunnels at need for crossovers and interchanges,
great depth, where the process is very Different levels of options need to be studied: • demand on primary support and final lining
complex and has to be seen in a decision • Choice between the option of many, short of the tunnel cavity,
perspective, it is recommended that an and shallow tunnels and the option of a • construction access requirements,
innovative approach should be followed to single, long and deep tunnel • construction time and cost as well as the
fulfil the project objectives. • Alignments reliability in the cost estimates.
• Tunnel system (a twin-bore Tunnel or a The above list of criteria is generic and
• The proposed approach is both twin-bore plus a third service tunnel) would need to be modified to suit the actual
sequential and integrated, with the • Construction methods (see section 6) conditions of each project corridor.
following key elements: • Staged investment: depending on the For situations where only a finite number
1. Review of background information and funding availability and schedule, one of alternatives are involved, the problem
execution of a site investigation program may choose to build the twin bores in can be modeled by the approach called
(see Section 3.2) separate stages. The first-built bore can “multicriteria decision analysis”. (An example
2. Statement of the characteristics of the be initially used for bidirectional traffic or application of multi-criteria analysis can be
various options through conceptual and one-way traffic in limited time periods of found in Kalamaras et al., 2000).
Specifically, the multicriteria-scoring model • construction time and risk of delay, problem. The problem can be effectively dealt
will be used for evaluating the constructability • the ease of construction access and with using the following procedure:
of each option. The technique is briefly the effect of the excavation scheme on the 1. Represent the problem by properly
described below. access area, structuring it into a logical, hierarchic
The multicriteria scoring model is a simple • interference with the environment. framework.
procedure in which we score or rate each The flexibility of a given configuration, be 2. Define the important criteria that are
alternative in a decision-problem based on it a twin-bore tunnel or a twin-bore plus a relevant to the section.
each criterion. The score for alternative j on service tunnel, needs to be assessed in 3. Evaluate the relative importance of the
criterion i is denoted by Sij. terms of traffic needs, safety requirements criteria.
A weight (denoted by Wi) is assigned to and difficulties in foreseeing the ground 4. Define the preference for the alternative
criterion i indicating its relative importance conditions for tunnelling. The flexibility of alignments with respect to each criterion.
to the decision maker (designer). For each the excavation method has to be evaluated 5. Calculate the global, weighted, average
alternative, a weighted average score is then on the basis of the possibility to adapt the rating for each alternative alignment
computed as weighted average score for excavation method and ground support to solution.
alternative j =ΣWiSij the variable and unforeseeable conditions In order to assist the analysis, a
One can then select the alternative with or ground behaviors. In this regard, it is true commercially-available or newly-developed
the largest weighted average score. Two that the conventional methods are generally software needs to provide the following
aspects are critical for the application of this slow in their response and require a series additional advantages:
technique: of simultaneous attacking points, but they • it can help to effectively sort out
• defining the criteria which are not only can be adjusted to suit the observed ground complexity,
common to the given alternatives but behaviour. However, it should be noted that • it can document, fully and clearly, in digital
also really affect the selection of the best the adaptability of the various, conventional, form, the decisions at all levels,
alternative, excavati on methods to highly variable • it can assist with the subjectivity that
• assigning the weights and scores to each ground conditions is also variable. On the is inherent in many decisions since the
criterion in an objective manner. other hand, the mechanized methods do program can derive priorities from not only
Both aspects depend heavily on the offer high degree of adaptability to the tangible information such as data but also
experience of the Consultant. If the ground conditions, a high speed of advance, intangible information from the decision-
decision maker finds it difficult to objectively better working environment, easy for quality maker’s experience and intuition, and also
determine the criterion scores and weights control. • the program can perform ‘what-if’
needed in the multicriteria scoring model, The construction cost and time variables sensitivity analyses.
the so-called Analytic Hierarchy Process can are probabilistic in nature. This aspect can The important criteria relevant to the
be adopted to provide a more structured be accounted for in performing the cost- alignment selection may include:
approach for determining the scores and time analyses using the specific program 1. Constructability,
weights of each criterion. DAT (Decision Aids in Tunnelling). DAT is 2. Construction cost (both initial cost and
an expert system capable of modeling, in a life-cycle cost),
5.4. Comparison of configuration quantitative way, the process of decision- 3. Construction duration,
and method options making for underground excavations under 4. Construction scheduling and risk of delay,
conditions of geological and construction 5. Environmental impact, and
The multicriteria scoring model can again uncertainties. 6. Public opinion (i.e., the preference of the
be used for comparative analysis at the The interference will be evaluated in terms of end users of the Project).
configuration level (which accounts for infrastructure protection, conservation of Moreover, for railway tunnels, some of
both the configuration and the construction aquifers and any archaeological structures, the most important criteria are driven
method). protection and relocation of public utilities, by the operational constraints e.g. the
The suitability of a certain method for a given and traffic diversion. characteristics of the traffic, as developed in
tunnel configuration can be assessed based §7.1
on the weighted, average response of the 5.5. Comparison of alignments
excavation technique to the following major
concerns: The comparison of the alternative alignments
• constructability of the selected method, (and also the comparison between the
• flexibility of the construction method option of many, short and shallow and that
under different conditions (both known and of a long and deep tunnel) is both a typical,
unforeseeable), Value-Engineering problem and an inherently-
• construction cost and risk of cost overrun, complex, multicriteria-based decision-
7.1. Traffic and capacity needs depends on the supplying power by the data (curves and slopes), to define the
general electrical network and by the railway performances, the energy consumption and,
Numerous data deriving from railway function system itself (overhead line, sub-stations). In in the case of thermal traction energy, the
have to be taken into account to define the the case of a thermal energy, it depends on volume of exhaust fumes.
tunnel. the ventilation rate of flow in tunnels. • The schedule design to know the line
A great railway tunnel, however exceptional it • The quality of service (performance, but capacity and the quality of service. According
may be, is an element (among others) of the also reliability and frequency) goes beyond to the results, proposals can be made about
railway system. It has to satisfy the requests of the capacity aspect in requiring a traffic the consistency of the infrastructure, either
the rail link design of which it is a part. These organization to be able to satisfy the to increase or to decrease them, with a view
requests derive from the kind of traffic, line customers’ requests. It depends on the to the economy. From these results the
capacity, route performances, and quality of same factors as those defining the capacity, signalling, power supplying and ventilation
service. but with more margin and greater flexibility. equipment, and also the tunnelling works, will
• The kind of traffic (passengers, classical Therefore, a long railway tunnel design requires be defined. Obviously, an iterative process
freight, lorries on the train, containers, a process that is identical to the process for allows the achievement of an optimal
dangerous materials, but also traction any other railway project; the process involves: solution.
means) will be one of the elements defining • Traffic and capacity needs designation with
the cross section and the maximal slope. the following assumptions:
- kind of traffic,
Eurocity train (Cisaplino), 250 km/h
- characteristics of the trains (traction means,
aerodynamics, length, weight, etc.),
- origin and destination points (generally
beyond the tunnel extremities) and time
Intercity train, 200 km/h
expected between these points,
- speed limits,
- yearly tonnage and daily number of trains
according to kind of traffic,
Freight train, 100 km/h - quality of service with daily sharing between
© Eurotunnel
all the kinds of traffic,
- traction energy (generally depending on that
Conventional wagonload traffic
existing in the network the project connects 7.2. Constraints driven by
with), operations in long railway
- kind of signalling which may depend on the tunnel
existing network,
Unattended combined traffic - maintenance requirements. If any long railway tunnel is, as stated above,
• Infrastructure diagram showing running only one element among others, it is also a
tracks, sidings, crossing and overtaking particular element for many reasons.
Attended combined traffic points (in case of single track), tunnels, First, it needs a huge investment requiring
lengths of all these elements, speed limits, special attention to the work definition. But
Kind of traffic example - Lötschberg base tunnel
signalling. Often, before drawing such a from the functional viewpoint, it is also a
• The route performance (route time from diagram, it is necessary to have already particular point because of the confined
the origin to the destination) will depend on drawn a first layout on a topographical map volume demanding specific running rules in
the locomotive power, the train weight, the to obtain expected speeds and tonnage normal or accidental conditions.
gradient, the resistance progress in relation while respecting the rules (minimum curve Aerodynamics, safety and ventilation studies
with aerodynamic characteristics of the radius and maximum slopes). This layout, must be planned rapidly. They may lead to the
trains, and, in tunnels, with the cross section. though indispensable for defining the length definition of a new cross section of the tunnel
• The line capacity between an origin and of the above-mentioned elements and for or to the construction of auxiliary infrastructures
a destination (total yearly tonnage, daily testing the performances with mathematical (Adits, cross-passage ….). In any case,
number of trains according to the kind of model, will not be reached without a they justify definition of equipment and then
traffic) will depend on route performance of geological approach in order to retain the the volume needed for their storage for the
all the trains, but also on the signalling, on only corridors compatible with the best following two main reasons:
the number of tracks or, in case of single possible tunnelling conditions. • In normal conditions, a bigger resistance
track, on overtaking points or the number of • The mathematical tests of each kind of to the progress of the trains affects the
sidings. Traction capacity is also a decisive traffic planned with the above-mentioned route performance and generates greater
factor. In the case of electric energy, it assumptions, particularly geometrical overheating. High-speed line in a tunnel
requires specific studies to ensure the ear may involve a particular running with an effect
comfort and the eardrum safety because of on the signalling design (reversible traffic
the pressure wave. The hygienic air renewal direction for example) or the electric traction
has also to be considered. In the case of the design (particular electric division). Sliding door to a crossway
thermal traction energy, the evacuation of Facilities must also be planned for rescue
exhaust fumes has to be taken into account, services and for evacuation and protection
which might involve a particular system of passengers (access galleries, bypasses,
dividing the tunnel into sections to keep a refuges, first-aid rooms).
distance between two consecutive trains, The safety design of a railway tunnel shall take
allowing sufficient time for air renewal. This into account the need for provisions for:
could be restrictive in respect of capacity. • Facilitating the self rescue and evacuation of
• In accidental conditions, for example, if a passengers and train staff.
train is unexpectedly halted, it is necessary to • Allowing the rescue services to intervene
be able to protect passengers; this justifies efficiently Example : Cross-passages of Lötschberg-base Tunnel
specific safety studies with different scenarios The minimal requirements necessary are:
taking feared events into account. In case - For single-tube tunnel system (with double 7.4. Tunnel connections to the
of fire, smoke has to be controlled to allow track), the maximal distance between existing network
evacuation of passengers and help rescue successive smoke-free exits or safe areas
services. shall be in the order of 1000m (lateral or The connection points to the existing network
vertical emergency exit to the surface). are other specific points which may be
7.3. Safety in railway tunnels - For double tube tunnel (with single track) recognised, for example, because of:
the cross-passages to the other tube shall be • passing from old track to new track at the
The safety design always requires a central provided at least every 500m. time of the putting into service which requires
command including the railway equipment - Any other system able to provide the same special programming,
management (signal box and electric traction), level of safety • s ignalling change,
as in every railway system for the entire link. • Escape Walkways equipped with Handrail • traction change,
Moreover, it also requires the safety equipment shall be constructed in a single track tunnel • location to hold the trains (rescue or
management (lighting, sound system, on at least one side of the track and in a maintenance trains, commercial trains in the
ventilation, smoke evacuation) for the tunnel. double-track tunnel on both sides of the case of single track, siding in the case of
The scenarios chosen for passenger protection tunnel. The width of the walkway shall be incident).
8.3. Operation
Supervisory Fire detection Fire detection Emergency Automatic incidents Centralized traffic Centralized
system (triggered by) system in tunnel system in buildings telephones detection (image management center operation center
processing) (manual operation) (manual operation)
Tube without fire: Tube without fire --- Tube without origin of Stopped vehicle
warning (flashing lights extinguishers call: normal operation spotted: warning
at portal) removed: warning (flashing lights at
(flashing lights at portal)
portal)
Building ventilation --- --- Fire dampers closed --- --- --- ---
9.1. Design for Internal Water excluded, a lining has to be designed to • Deformation Modulus of Rock
Pressure control the water losses. A high rock deformation modulus means a
A concrete or shotcrete lined tunnel is high rock participation in the load sharing
• General seldom watertight. The internal water between lining and rock, thus, if the
Hydraulic tunnels are generally one element pressure propagates through cracks in the continuity is reliable, it decreases the liner
of the whole water conveyance system lining into the adjacent fractured rock mass. strain, stresses and permeability. It plays a
and as such have to fulfil some particular If this water pressure is higher than the role in border line cases regarding ground
design requirements. The main design minor in situ rock stress, the existing rock water table and permeability and may have,
considerations regarding internal water discontinuities may progressively open and in such cases, an influence on the required
pressure are shortly listed hereafter: the permeability can increase by several reinforcement content.
• Rock Susceptibility to Erosion and orders of magnitude. • Internal Pressure
Deterioration In the preliminary design phase, rules of Outward leakage problems can be avoided
One of the first questions to be posed is the thumb related to the overburden, are used to in hydraulic tunnels if the natural head of the
stability of rock in contact with water, i.e. its judge the adequacy of the prevailing primary ground water table is higher than the internal
susceptibility to erosion and deterioration. stress conditions. However, these have to be water pressure. If this is not the case, then
Rocks containing soluble materials or a checked during the construction by means of adequate confinement must be ensured.
high amount of clay, especially if they have hydrojacking or hydrofracturing tests. If these conditions can not be fulfilled by a
swelling characteristics, are prone to erosion • Rock Permeability reasonable tunnel alignment, adequate lining
and deterioration, mainly along weathered A low rock-mass permeability in stretches not measures are required to avoid leakage
seams and faults. This process can lead to a prone to hydrojacking limits the leakage rate (reinforced shotcrete / concrete lining,
loosening of the rock around the tunnel and of a headrace tunnel effectively, especially for consolidation grouting, grouted membrane or
therefore to a reduction of its strength and tunnels without reinforcement. even steel lining).
finally to a loss of the bearing capacity with With the rock permeability increasing,
consequent collapses. the sealing function is more and more 9.2. Lining Concept
Such rocks have generally to be concrete transferred to the tunnel lining. However,
or shotcrete lined in order to avoid the a plain concrete lining can fulfil the sealing While unlined / shotcrete lined tunnels
disintegration process and to maintain the requirements only if the strains are small have obvious important economical and
long term stability of the tunnel. enough, that no longitudinal cracking construction time advantages compared to
• Location of Natural Ground Water occurs. Also reinforced concrete lining, conventional cast-in place concrete linings,
Level even with a heavy reinforcement, cannot a decision must be made on a case specific
The elevation of the natural ground water be considered as impermeable, since it basis, whether or not a lining is necessary.
table plays a major role for the design of a cracks due to shrinkage. Therefore, if high It must be realized that in many ground
hydraulic tunnel. A water table located above sealing properties are required from a tunnel conditions there may be disadvantages
the internal water pressure line is desirable for lining, special constructive measures, such of such a design, which may necessitate
the plant operation because it prevents any as steel linings, steel membranes, grouted greater maintenance requirements, and
leakage from the Headrace Tunnel and hence membranes or prestressed concrete linings hence consideration should be given to full
no special lining requirements regarding water are required. lining implementation.
tightness have to be stipulated for this case.
On the other hand, if the natural ground
water table lies below the internal water
pressure line, leakage from pressurized tunnel
will occur, depending on the permeability
of the liner and bedrock as well as on the
prevailing internal pressure conditions.
• In-situ Rock Stress
The knowledge of in-situ stress is
fundamental for the design and construction
of pressurized tunnels. Sufficiently high
stresses are required in the surrounding
rock mass in order to avoid hydrojacking.
Hydraulic jacking will develop when the
hydraulic pressure within a joint or bedding
plane exceeds the normal stress acting
upon the plane. If this condition cannot be
9.3. Cross Section cracks developing after loading (first filling). A 9.6. Construction
practically watertight lining is achieved if the
The cross section shall fulfil the following crack width is limited to 0.1 mm. Such cracks Excavation methods and temporary support
requirements: are generally fully clogged by silt particles after are basically the same as for other tunnel
• The tunnel size shall be optimized regarding a relatively short time of operation. types. Some particular developments are
hydraulic friction losses using conventional • Grouted Membrane mentioned hereafter:
methods A membrane of 2.5-3.0 mm thickness can • TBM-Excavation with Precast
• The friction loss coefficients shall be adapted provide full watertightness if carefully applied. Segment Lining
to the quality of the effective excavation The annulus behind the membrane has to For long low pressure headrace tunnels
works and the type of lining (steel, concrete, be grouted and an inner ring of reinforced with relatively high external ground
shotcrete). concrete is required to support the membrane water pressure, a recent tendency to the
• If necessary to minimize plastified zones in case of revision (emptying) of the tunnel. excavation with TBM and contemporary
around the excavation and to enable • Steel Lining installation of pre-cast segments (mostly
reinforcement against internal water pressure, Steel lining is the most effective but by far honey-comb) as final lining can be
the shape shall be as close to a circle as the most expensive sealing measures. It is observed. The great advantage of this
possible generally applied in the tunnel portal area as system lies in time-saving. Soon after the
• The horizontal invert shall be as wide as interface between penstock and tunnel, near TBM’s breakthrough, the lining works are
practical. It shall, as a rule, be concrete lined gates and valves and in areas with insufficient also completed.
for improved trafficability, for prevention of rock confinement. A special application is • Temporary Construction Adits
excessive rock loosening/removal due to the crossing of potentially active faults where Hydraulic tunnels, particularly headrace
heavy traffic movement during construction relative displacements of several decimetres tunnels, are often confined on both sides
and as an erosion protection during filling and during an earthquake are expected. Such by important structures which have to be
emptying (for unlined tunnels). systems are provided with hinges in short built at the same time (intake structure
distance and mounted on individual supports. upstream, valve and surge chamber
9.4. Special Measures to Reduce downstream). In order to avoid hindrances
Leakage 9.5. Access and Dewatering and frictions between the tunnel and
Facilities outdoor structures, separate construction
• General adits are mostly required.
The lining system of hydraulic tunnels is Hydraulic tunnels require adequate access All temporary adits leading to the water
generally not fully watertight and hence the possibilities for maintenance. Depending ways will have to be plugged at the end of
interaction with the ground water table requires on the tunnel diameter and length, access the construction period, mostly using mass
particular considerations. Special sealing shall be possible with or without vehicle. concrete. According to the general concept
measures are required for the following cases: For tunnel stretches longer than 5-7 km, a and the headrace tunnel diameter, some
- Leakage losses should be economically vehicle should be available for inspection will be equipped with bulkhead doors to
evaluated and should be reduced by and small maintenance activities. For provide maintenance access for vehicles,
additional sealing measures cleaning the rock trap, a near-by access others with manholes or dewatering
- Leakage losses may trigger instability of for vehicles should be provided whenever facilities only, larger ones incorporating a
nearby slopes possible. Access possibilities may be short adit for grouting.
- Large scale drainage may be environmentally provided by the Safety Valve at the Plugs should be designed such that their
unacceptable downstream end of the headrace tunnel length satisfies criteria for acceptable shear
For such cases, emphasize has to be given and/or by a roll-out section on the top end strength and hydraulic gradients around the
to reduce seepage losses and one of the of the penstock/inclined pressure shaft. plug.
following possibilities may be envisaged: Drainage of hydraulic tunnels is possible
• Consolidation Grouting either through the turbine, a by-pass pipe
High permeability rock surrounding the tunnel or a rollout section. A particular drainage
can be treated by consolidation grouting concept is also required for the rock
carried out from the tunnel. However, the trap. Dewatering by gravity is sometimes
rock must be groutable and the minimum possible through separate pipes located on
permeability achievable with conventional a lower elevation. However, in many cases,
grouting is in the order of magnitude of dewatering of the rock trap is performed by
k=10-5 cm/s. mobile pumps installed only for the duration
• Heavy Reinforcement of maintenance.
Concrete and shotcrete linings can be
reinforced to efficiently reduce the width of
example political and economic situation that structure to be built; therefore, it should be available, but the statistical analysis of the
may negatively influence the project or some recognized as a continual process that should data cannot identify the specific problem.
of its stages. be managed by the Owner with appropriate
In the RMP all the parties involved shall do procedures. • Development of response to risk
their best to assess the key aspects taking The process of risk identification requires the The response to risks (RR) consists of
into account the time scale factor. creation of a team of specialists, the continual procedures for managing risks both
collection of all the available data, the technically and financially.
• Risk identification availability of reference models for estimating The technical countermeasures must form
Risk identification is the central issue and the variations of the actual conditions, and the an integral part of the overall design. The
starting point of a RMP. planning of common work sessions among RR should be updated in the course of the
Typical variables associated with a risk- the Parties to analyzes the extent, likelihood project, as a function of the variation in the
inducing hazard are: and impact of the various hazards. risk environment.
- general conditions (political, economical, Although a RR is technically indispensable
financial and social); • Risk quantification for facing risks, the financial implications of
- environmental conditions; In the field of tunnelling, risk quantification dealing with risks require an ‘a priori’ definition
- skills of available resources (of all the Parties is based on a combination of objective and of specific contractual clauses. Most risks can
involved); judgmental (experts’ opinion) approaches. be, by contractual arrangement, assigned
- the extent of site investigation; This is true for quantifying both components either to the Owner, or to the Contractor, or
- flexibility of design and construction method of risk, the probability of occurrence of a can be shared between them. In general,
to diverse ground conditions; problem (or hazard) and the resulting impacts forcing the maximum assumption of risk to
General conditions are often related to politics (loss or damages). one side (contractor or owner) is likely to
and social constraints, unclear assumption These two factors may be qualitatively result in high project costs.
of responsibility in multinational projects, classified by assigning the following levels (or For example, with regard to ground
inadequacy or incompleteness of the general scales): conditions, the most efficient RR is to adopt
feasibility studies, that may lead to weakness -P robability of occurrence (of the risk-sharing approach. Risk sharing should
in the definition of the scope of work and may problem): aim at providing an incentive for the timely
constitute reason for disputes and claims. - Very likely completion of a project.
These variables are difficult to quantify, but - Likely
can assume significant proportions in the - Occasional • Monitoring of response to risk
development of big tunnelling projects. - Unlikely The objective of monitoring the response to
The extent of the site investigation contributes - Very unlikely risk is to determine the extent to which the
to the risk potential if it has failed in the - Impacts: actual response has reduced the specific risk.
identification of hazards and in the definition - Very high The following considerations should form an
or limitation of their uncertainties. - High important part of monitoring the response to
Regarding the design phase, risk is usually - Medium risk:
linked to low structural reliability, but several - Low - monitoring should not be viewed as an
other sources of risk may be identified, for - Very low obstacle, but accepted as a necessary
example, in the lack of adaptability; in the - The combination of probability and ingredient of a safer and more economical
introduction of novel solutions, for which impacts give the scale of the risk: construction;
only a limited experience is available; in the - negligible - every parameter selected for monitoring
inadequate design in terms of safety and - acceptable should in fact be critical; every procedure
ordinary maintenance; and in the weak - not acceptable should
assurance of constructability of the proposed The above levels may be translated into have a clear and defined purpose;
design solutions. quantitative weights to perform a quantitative - a clear and timely communication about the
In the construction phase, risk is mainly risk assessment. This second approach results of monitoring is essential.
associated with wrong estimates of requires to take into account uncertainty,
construction time and cost, with selection i.e. to define the possible variation of the
of inadequate construction method and elements under study (minimum, maximum,
equipment, with inappropriate type of and most likely value) by assigning a statistical
contract in terms of risk sharing, and with distribution.
optimistic evaluation of advance rates. Judgmental quantification becomes
Risk identification is not restricted to the necessary when the nature and extent of
phases of planning, design and construction; the data are not susceptible to statistical
it also involves the entire operation of the manipulation or when a large set of data is
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