R070205 - B.Detailed Design Basis

COATZACOALCOS IMMERSED TUNNEL
DETAILED DESIGN BASIS
Specification Prepared
WH
Checked
Documentnumber PB
TEC-R070205 Issued
Our reference WJ
723.70.20M/WH/JV/R070205
Version
B
Date
12 December 2007
CONTENTS
1 INTRODUCTION 5
1.1 The immersed tunnel 5
1.2 Codes, Standards, Regulations and Literature 6
1.3 Tender design 7
1.4 Detailed design 8
2 GEOMETRY 9
2.1 Alignment 9
2.2 Navigational requirements 9
2.3 Cross section 9
2.3.1 Traffic clearance profile 9
2.3.2 Structural cross section 9
2.4 Placement of reinforcement 10
2.5 Joints 10
2.6 Gravel bed 11
3 MATERIALS 12
3.1 Concrete 12
3.1.1 Scope 12
3.1.2 Environmental conditions and structural classification 12
3.1.3 Immersed Tunnel, structural concrete 12
3.1.4 Immersed Tunnel, ballast concrete 12
3.1.5 Closure and element joints 12
3.2 Steel 13
3.2.1 Reinforcement 13
3.2.2 Prestress 13
3.2.3 Structural steel 13
3.3 Soil parameters 14
3.4 Partial factors for materials 14
4 LOADS AND Ψ FACTORS 15
4.1 Permanent loads 15
4.1.1 Self-weight (SW) 15
4.1.2 Backfill and tunnel protection trench (BF) 15
4.1.3 Superimposed dead loads from finishing works (SDL) 15
4.1.4 Tidal/river discharge Loads (WL) 15
4.1.5 Horizontal soil pressure (HSP) 16
4.1.6 Hydrostatic loading (HL) 16
4.1.7 Settlement (SE) 16
4.1.8 Negative Skin Friction (NSF) 16
4.2 Variable Loads 16
4.2.1 Sediments (SED) 16
4.2.2 Variable loads on Earth surfaces (SL) 17
4.2.3 Road Traffic Loads (RT) 17
4.2.4 Temperature (TL) 18
4.2.5 Shrinkage and hydratation (SH) 18
4.2.6 Wind Loads (WL) and Snow Loads (SN) 18
4.2.7 Design Ship 18
4.3 Fatigue (FAT) 18
4.4 Accidental Loads 19
4.4.1 Fire (F) 19
4.4.2 Earthquakes (EQ) 19
4.4.3 Hurricanes 19
4.4.4 Flooding of the tunnel (FL) 20
4.4.5 Dragging/falling Anchor (AN) 20
4.4.6 Sunken ship (SS) 20
4.4.7 Explosion (EX) 20
4.4.8 Accidental Collision Loads from Road Traffic (COL) 20
4.5 Loading during Transportation and Immersing 21
4.6 Combination ( ) factors 21
5 LOAD COMBINATIONS AND PARTIAL LOAD FACTORS 22
5.1 Load combinations general 22
5.2 Ultimate Limit State 22
5.3 Serviceability Limit State 23
5.4 Load combinations and partial load factors for ULS. 24
5.5 Load combinations for SLS. 25
6 ANALYSIS AND MODELLING OF A TUNNEL ELEMENT 26
7 LONGITUDINAL ANALYSIS 29
7.1 Introduction and model description 29
7.2 Material properties 30
7.3 Sectional properties 30
7.4 Boundary conditions 30
7.4.1 Abutments 30
7.4.2 Modulus of subgrade reaction 30
7.4.3 Segment joint 30
7.4.4 Immersion joints 30
7.4.5 Closure joint 31
7.5 Loads 31
7.6 Load combinations 32
8 DESIGN AND CHECKING 33
8.1 General 33
8.1.1 Global Analysis 33
8.1.2 Local Analysis 33
8.1.3 Serviceability and Ultimate Limit State 33
8.2 Structural Safety 33
8.2.1 Bending moment 33
8.2.2 Shear forces 34
8.3 Tunnel Vertical Balance 34
8.3.1 Immersed Tunnel, Temporary 34
8.3.2 Immersed Tunnel, Permanent 34
8.4 Durability and water tightness 35
8.4.1 Reinforced members 35
8.4.2 Prestressed members 35
8.5 Falling/Dragging Anchor 36
8.6 Tunnel Protection 37
ANNEXES
I SEDIMENTATION AND BACKFILL LEVELS

II CRACKWIDTH CALCULATION
III ANCHORAGE AND LAP LENGTHS
III.a) Lap splices according EN 1992-1-1 and EN 1998-1
III.b) Additional length according Spanish EHE code
III.c) Tables with Anchorage and Lap length for the immersed tunnel
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Coatzacoalcos Immersed Tunnel
Detailed Design Basis
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1 INTRODUCTION
This report specifies the requirements for the detailed structural design of the immersed
part of the Coatzacoalcos tunnel in Mexico. The tunnel runs from west (city of
Coatzacoalcos) to east (congregation of Allende) crossing the Rio Coatzacoalcos.
The design basis is valid for the immersed tunnel part including the connection to the in
situ part at the Coatzacoalcos side and the closure joint. For the in-situ sections of the
tunnel at the embankments other or additional requirements can apply. The in-situ
sections are not part of the TEC scope.
In version B some small, textual corrections are made and annex III regarding
anchorage and lap lengths is added.
1.1 The immersed tunnel

The immersed tunnel has a length of approximately 828 m consisting of 6 elements of
138 m each. Each tunnel element is built in 6 segments. Each segment is poured in
maximum three parts:
1. Casting of the floor slab.

2. Casting of the internal walls.
3. Combined casting of the external walls and roof with post-cooling of the external
walls.
Each section is cast directly against the previous one.

Post-cooling of the external walls is required to get a watertight concrete structure. The
heat generated when cement hydrates can cause the formation of cracks. This can be
prevented by removing the generated heat. The object of the post-cooling process is to
obtain a gradual change in temperature between the relative cold (already solid) floor,
and the roof of the concrete section. A cooling system is used to pump cold water
through a system of pipes built into the wall. The post-cooling process has proven in the
last 15 years to be a cost-effective way to ensure watertight concrete without hydration
cracks.
Joints:
Four types of joints are distinguished:
− Construction joint: the joint between two casts of concrete with continuous
reinforcement (the joints between floor and walls and internal walls and roof within a
segment).
− Segment joint: the joint between two tunnel segments.
− Immersion joint: the joint between two tunnel elements.
− Closure joint: the last joint in the construction sequence, between the last immersed
element and the in-situ build segment.
As soon as possible after immersion of a tunnel element the backfilling starts to ensure
horizontal and vertical stability of the immersed element and to start the settlement
process. At that time the individual elements are not connected (the immersion joints
have not been finished).
The settlement process is carefully monitored and plotted in a curve. Based on the
design calculations and the time-settlement curve the final settlement can be predicted.
Usually the construction of the shear keys in the immersion joint starts after 90% of the
final settlement has occurred.
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Considering the consolidation time of the clay layer underneath the immersed tunnel it
will probably not be possible to use this 90% criterion also for the Coatzacoalcos
Immersed Tunnel (this would probably take several years). A new criterion will be
established based on the design calculations.
To speed up settlements it is necessary to install surcharge on top of (or inside) the
tunnel as soon as possible. For this reason it is suggested that the existing level of the
river bottom will be re-established by placing dredged material on top of the tunnel
protection layer instead of natural (due to the deposition of river sediments).
Natural sedimentation of the immersion trench will take more time resulting in a slower
settlement process (so more remaining settlement after completion of the shear keys in
the immersion joints).
1.2 Codes, Standards, Regulations and Literature

It is agreed that the civil and structural design of the immersed tunnel part can be based
on EU-Codes. In general the detailed design will be based on the Eurocodes. In the
Eurocodes some parameters are left open for national choice. In general the
recommended values given in the Eurocodes will be used for these parameters. It will
be clearly indicated in the calculation reports in case different values are used.
Eurocodes:
EN 1990: Basis of structural design
EN 1991 Actions on Structures

EN 1991-1-1:2002: General actions – Densities, self-weight, imposed loads for
buildings
EN 1991-1-2:2002: General actions - Actions on structures exposed to fire
EN 1991-1-5:2003: General actions - Thermal actions
EN 1991-1-6:2005: General actions – Actions during execution
EN 1991-1-7:2006: General actions - Accidental actions
EN 1991-2:2003: Traffic Loads on Bridges
EN 1992: Design of Concrete Structures

EN 1992-1-1:2004: General Rules and Rules for Buildings
EN 1992-1-2:2005: General Rules – Structural fire design
EN 1992-2:2005: Concrete bridges – Design and detailing rules
EN 1993: Design of Steel Structures

EN 1993-1-1:2005: General Rules and Rules for Buildings
EN 1997: Geotechnical Design

EN 1997-1-1:2005: General Rules
EN 1998: Design of structures for Earthquake Resistance

EN 1998-1:2004: General rules, seismic actions and rules for buildings
EN 1998-2:2005: Bridges.
EN 1998-4:2006: Silos, tanks and pipelines
EN 1998-5:2004: Foundations, retaining structures and geotechnical aspects
Ground retaining structures are designed according to Dutch guideline:

[1] CUR 166: Design, construction, management and maintenance of sheetpile walls.
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The seismic design will be based on the following codes, standards, literature and
investigations:
[2] Mexican Requirements (Manual de Diseno de Obras Civiles, Diseno por Sismo).
[3] AASHTO LRFD Bridge Design specifications.
[4] EN 1998-4: Eurocode 8: Design provisions for earthquake resistance of
structures.
[5] EN 1992-1-1: Eurocode 2: Design of concrete structures.
[6] Seismic design and analysis of underground structures [ITA/AITES Accredited
Material].
[7] Seismic Response of Buried Pipes and Structural Components, ASCE, 1983.
[8] Dynamic Stresses of Underground Pipe Lines during Earthquakes, by Sakurai and
Takahashi, 1969.
[9] Earthquake observation on two submerged tunnels at Tokyo Port; Soil Dynamics
& Earthquake Engineering Conference, Southampton 1982.
[10] Report: Determination of the seismic parameters for the design of the immersed
tunnel in Coatzacoalcos, Veracruz; final report dated February of 2007 by Instituto
de Investigaciones Eléctricas.
[11] Note regarding SLS Reduction factor by Instituto de Investigaciones Eléctricas.
1.3 Tender design

This is also called the Preliminary design.
In the year 2004 a Tender design for the tunnel has been made by TEC.
The results of this Tender design are summarized in the following reports and drawings:
[12] 723.10.00M/WJ/BvO/N040614, 6 July 2004, “Functional Requirements for the
alternative design”.
[13] 723.10.00M/PB/BvO/R040660, 6 June 2004, “Soil Interpretive”.
[14] 723.10.00M/RK/BvO/R040658_A, 13 July 2004, “Immersed tunnel Coatzacoalcos,
Structural calculation”.
[15] 723.10.00M/RK/BvO/N040663, 9 June 2004, “Immersed tunnel Coatzacoalcos,
Longitudinal Analysis”.
After the tender design additional investigations have been made regarding the
geotechnical and seismic conditions and the ventilation design.
The seismic risk analysis performed by IIE [10] indicated the design earthquake is much
more unfavorable than seismic action considered at the tender stage. The
consequences of the higher seismic loads are investigated in the note:
[16] 723.70.00M/PB/JV/N070192_D, 5 November 2007, “Earthquake resistance design
immersed tunnel; Update tender analysis”.
The starting points for the detailed seismic analysis are set down in a separate note:
[17] 723.70.00M/PB/JV/N070255_B, 1 October 2007, “Work method Statement
Seismic Analysis for Detailed Design”.
The tunnel ventilation calculations are reported in:
[18] TEC-R070248, E&M design, Tunnel ventilation, Calculations.
Drawings:
[19] TCO-BD-TOO-001-C: Horizontal and vertical alignment; numbering of the
elements and segments of the immersed part of the tunnel.
[20] MEX-VC-TOO-003-D: General cross section with clearance profile.
Unless otherwise specified SI units apply.

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1.4 Detailed design

The design data determined in the document “Functional Requirements for the
alternative design”, [12] are still valid.
For the structural calculation of the 6 elements 3-dimensional finite element models will
be made.
In the tender design the dimensions of the cross section of the immersed tunnel are
calculated. The cross section dimensions are based on required strength and vertical
weight balance. These dimensions will remain unchanged for the detailed design.
Due to the short period available for the Detailed design the 6 immersed elements will
initially be calculated without the seismic loads. From document [16] is induced that the
seismic loads will dictate the required prestress in longitudinal direction. The seismic
racking analysis could require additional reinforcement at some locations in the cross
section. The seismic analysis will be performed simultaneous to the design calculations
of the elements. When the seismic analysis is completed the results are added to the
governing calculation of the elements. If necessary the amount of reinforcement will be
increased.
The immersed joints and the closure joint will be developed further during detailed
design based upon the principle solution shown on the tender design drawings. For the
segment joints crack initiators are introduced, see section 2.5.
The “Soil Interpretive” [13] is to be extended to Detailed design level.
The “Longitudinal Analysis” [15] is to be extended to Detailed design level.
The “Earthquake resistance design” [16] is to be extended to Detailed design level.

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2 GEOMETRY
2.1 Alignment
The alignment designed during the tender phase is updated by CTC at the start of the
detailed design phase. The final alignment is shown on drawing TCO-BD-TOO-001 [19].
The location of the Portals is within the limits following from the ventilation design [18],
so the location and dimensions of the jet fans are fixed.
2.2 Navigational requirements

Depth, width and position of the future navigation channel to the Pemex Pajaritos
Lagoon.
− Width= 175 m;
− Depth= 16 m minus CD;
− Position according to the drawings;
− On top of the tunnel a reservation for a cover layer of at least 2.0 meter is required.
Depth, width and position of the future navigation channel to Darsena.

− Width= about 150 m;
− Depth= 12 m minus CD;
− Position according to the drawings;
− On top of the tunnel a reservation for a cover layer of at least 2.0 meter is required.
2.3 Cross section
2.3.1 Traffic clearance profile

The traffic clearance profile (see MEX-VC-TOO-003-D [20]) is based on AASHTO and
the requirements provided by the Client.
The Coatzacoalcos Tunnel is considered to be a Conventional Highway Tunnel.
− Height= 5.5 m according N-PRY-CAR-6-01-002/01;

− Width = 8.8 m;
− Traffic lane= 3.75 m, 2 lanes including separation stripe;
− Hard strips between traffic lanes and crash barriers 0.65 meter, including edge lines.
On each side of the carriageway suitable crash barriers shall be applied with a
maximum width of 0.35 meter.
A minimum crossfall of 2% is provided for the roads between the Portals. For the roads
on the ramp structures the minimum crossfall shall be 2.5%.
2.3.2 Structural cross section

The general cross section of the immersed tunnel is presented on drawing MEX-VC-
TOO-003 [20]. The external width is 25.1 meter (at the floor slab), the external height is
9.2 meter. The internal width of the road tubes is 9.5 meter and the internal height is
about 6.9 meter.
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2.4 Placement of reinforcement

As shear reinforcement will be required (stirrups) in the walls, bottom and roof of the
tunnel, the longitudinal bars will be placed at the outside.
The clear distance between individual parallel bars or layers of parallel bars shall be not
less than the maximum of k 1 * φ k , d g + k 2 or 20 mm, where φ k is the applied bar diameter
(or in case of bundled bars the equivalent diameter), d g is the nominal maximum
aggregate size (in general 31.5 mm), k 1 = 1, k 2 = 5 mm.
2.5 Joints
The basic solution for the segment joints is changed compared to the tender design
(see Figure 1 Segment joint; dimensions and c.t.c. distance of rebar is only indicative).
For the immersion and closure joints the basic solution remains unchanged.
Figure 1 Segment joint

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2.6 Gravel bed

The gravel bed foundation layer will be placed in berms, see Figure 2 Gravel bed cross
section. For previous projects (f.e. the Oresund tunnel) it was shown that the ultimate
bearing capacity of these gravel berms is around 400 kN/m² for a gravel layer with angle
0
of internal friction of 40 . This is sufficient to take the design loads. The effective weight
of the immersed tunnel itself will be only about 15 to 25 kN/m², so even with a cover of
about 12 meter (tunnel protection layer, backfill and / or sedimentation) with an effective
3
weight of 10 kN/m , the maximum foundation pressure on the loaded gravel bed area
would be:
(25 + 12*10) * 2.65 / 1.65 = 235 kN/m².
The gravel bed can be installed with tolerances of + or – 25 mm, variations in the bed
will occur randomly.
Acceptance criteria for the gravel bed are:
− variation of the specified surface level shall not exceed + or – 25 mm

− average surface level of all gravel berms underneath the floor of a segment (23
meter long) shall maximum be 2.5 mm higher than the average surface level of the
two highest berms underneath the walls next to the floor.
− Average surface level of the two highest berms underneath the central gallery of a
segment (23 meter long) shall maximum be 10 mm higher or lower than the average
surface level of the two highest berms underneath the outer walls of the same
segment.
− Average variation of the specified surface level of the two highest berms underneath
a wall of a segment shall maximum be 15 mm higher or lower than the average
variation of the specified surface level of the two highest berms underneath the wall
of the next segment
Figure 2 Gravel bed cross section

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3 MATERIALS
The specifications used for the various materials that are to be used in the tunnel
elements are presented in this chapter.
Notations are in accordance with the Eurocodes.
3.1 Concrete
3.1.1 Scope
The strength requirements for the concrete materials are specified in this chapter. The
mixture (f.e. type and amount of cement) to be used and the cooling of the mortar are to
be specified by CTC.
3.1.2 Environmental conditions and structural classification

The immersed tunnel is a permanently submerged structure near to the coast, for the
outside of the structure exposure class XS2 (Corrosion induced by chlorides from sea
water) applies. The inside is classified according exposure class XC3 (Corrosion
induced by carbonation, moderate humidity).
Taking into account the Design Working Life of 100 years the structural classification of
the immersed tunnel is according Structural Class S5.
The minimum required cover for reinforcement steel according EN1992-1-1 section
4.4.1.2 is:
− c min = max (c min,b ; c min,dur + ∆c dur,γ - ∆c dur,st - ∆c dur,add ; 10 mm)
− Nominal maximum aggregate size is 31.5 mm, therefore c min,b is equal to the
maximum applied bar diameter (or in case of bundled bars the equivalent diameter).
− Outside: structural class S5, exposure class XS2: c min,dur = 45 mm
− Inside: structural class S5, exposure class XC3: c min,dur = 30 mm
− ∆c dur,γ = 0 mm; ∆c dur,st = 0 mm; ∆c dur,add = 0 mm.
The nominal cover c nom (specified on the drawings) is c min plus an allowance in design
for deviation ∆c dev . As fabrication of the reinforcement will be subjected to a quality
assurance system which also includes measurements of concrete cover ∆c dev = 5 mm.
3.1.3 Immersed Tunnel, structural concrete

− Structural strength concrete C30: f’ ck = 30 N/mm2 (f’ cck = 37 N/mm²).
− Structural tensile strength: f ctm = 2.9 N/mm².
− Young' s modulus, uncracked: E cm = 33000 N/mm²
− Reinforcement according specifications
− Concrete cover (c nom ): 50 mm; at locations with promatec fire protection 35 mm.
− Concrete cover top slab (c nom ): 70 mm.
3.1.4 Immersed Tunnel, ballast concrete

2
− Structural strength concrete C16: f’ ck = 16 N/mm (f’ cck = 20 N/mm²).
− No structural reinforcement.
3.1.5 Closure and element joints

2
− Structural strength concrete C30: f’ ck = 30 N/mm (f’ cck = 37 N/mm²).
− Structural tensile strength: f ctm = 2.9 N/mm².
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2
− Young' s modulus uncracked: E cm = 33000 N/mm
− Reinforcement according specifications
− Concrete cover (c nom ): 50 mm; at locations with promatec fire protection 35 mm.
3.2 Steel
3.2.1 Reinforcement
− Steel Grade 42 according to N CMT 2 03 001-04
− Structural Strength: f sy = 412 N/mm²;
2
− Young' s modulus: E s = 2.0E+5 N/mm
− Class B or C: k = (f t / f y ) k ≥ 1.08 and ε uk = ≥ 5.0%.
− Steel can be welded;
− Ribbed rebar’s;
− Rebar #12 preferably not used;
− Diameter of rebar in inches is rebar number dived by 8.
Rebar Diameter(inches) Diameter(mm) Area(mm²)

#12 1.5 38.1 1140
#10 1.25 31.75 792
#8 1 25.4 507
#7 0.875 22.225 388
#6 0.75 19.05 285
#5 0.625 15.875 198
#4 0.5 12.7 127
#3 0.375 9.525 71
#2 0.25 6.35 32
Anchorage and lap lengths are calculated in accordance with the Eurocodes, EN 1992-
1-1 and EN 1998-1 and are increased with 10 times the bar diameter to ensure ductility
requirements under seismic conditions. A short note regarding the calculation of the
anchorage and lap lengths, resulting in tables with the basic anchorage and lap lengths
for the immersed tunnel is included in annex III.
3.2.2 Prestress
Cables, grade 190 according to N CMT 2.03 002-04:
− Structural strength: f p = 1860 N/mm².
− Strand diameter = 15.24 mm (A p = 140 mm²).
Bars:
− Structural strength: f pk = 1030 N/mm². f p 0,1k = 835 N/mm²
− Diameter = 32 mm (A p = 804 mm²).
3.2.3 Structural steel

Grade A50 according to N CMT 2.03 003/04:
− yield strength f sy = 344 N/mm² (50 ksi)
− Ultimate strength: f su = between 448 and 552 N/mm² (65 and 80 ksi)
− Young' s modulus: E s = 2.1E+5 N/mm²
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3.3 Soil parameters

For soil parameters see the Detailed Design Geotechnical Interpretative Report.
3.4 Partial factors for materials

The partial factors for materials for ultimate limit states are given in the table Table 1
Partial factors for materials. These values are not valid for fire design for which
reference is made to EN 1992-1-2.
The values for partial factors for materials for serviceability limit state verification are
1.0 unless otherwise specified.
Table 1 Partial factors for materials
Material Partial safety factor Accidental Remarks
Reinforcement γ s = 1.15 γ s = 1.0 EN 1992-1-1
Pre stressing γ p = 1.2 γ p = 1.0 EN 1992-1-1 and Dutch
Concrete Code (VBC1995)
Concrete γ c = 1.5 γ c = 1.2 EN 1992-1-1
The model factor for the tangent of angle of internal friction sd = 1.0 when using earth
pressure at rest in determining actions in both ULS and SLS.
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4 LOADS AND Ψ FACTORS
4.1 Permanent loads
4.1.1 Self-weight (SW)

Mean values for dead loads in the structural calculations:
3
− Ballast concrete: 23.0 kN/m .
3
− Reinforced concrete: 25.0 kN/m .
3
− Diaphragm walls: 25.0 kN/m .
3
− Steel: 78.5 kN/m .
3
− Water: 10.0 kN/m .
Min. and max densities for uplift calculations:

3 3
− Ballast concrete: 2320 - 2350 kg/m (22.8 - 23.1 kN/m )
3 3 1
− Reinforced concrete: 2440 - 2550 kg/m (24.0 - 25.0 kN/m )
3 3
− Water: 1000 - 1030 kg/m ( 9.8 - 10.1 kN/m ).
3 3
− Soil (saturated): 1750 - 2000 kg/m (17.2 - 19.6 kN/m )
4.1.2 Backfill and tunnel protection trench (BF)

Tunnel protection:
3
− Rock (sat) on tunnel roof 22 kN/m .
3 3
− Backfill trench:(Marine) sand (sat/dry) 20 kN/m / 18 kN/m .
On the tunnel elements 2 thru 6, a rock protection layer with a thickness of maximum
2.0 meter will be placed. No additional backfill on top of these tunnel elements will be
provided.
Tunnel element 1 will be backfilled to a level of CD+3.5 meter over the first 110 meter to
restore the existing surface. For the slopes of the backfilled section at element 1 to the
non-backfilled section at element 2 a slope 1 (v) to 2 (h) is taken above the mean water
level (MWL) and 1 (v) to 4 (h) below this level.
To restore the existing boulevard tunnel segment 6.6 will also be backfilled over a small
area (in the centre line of the alignment over a length of 5.5 meter to CD+2.3 meter,
slopes 1:2 above mean water level and 1:4 below mean water level).
For additional loads due to sedimentation see section 1.1.1.
4.1.3 Superimposed dead loads from finishing works (SDL)

3
− Pavement: 100 mm, unit weight 25 kN/m .
− Barriers: 5 kN/m each
4.1.4 Tidal/river discharge Loads (WL)

Water levels:
− Mean water level (MWL): 0.2 m + CD.
− High water level (HWL): 1.0 m + CD.
− Low water level (LWL): 0.6 m – CD.
1 3
Plain concrete without reinforcement: 2370 – 2440 kg/m ; 100 – 160 kg reinforcement
3 3
(7850 kg/m ) / m concrete
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River current:
− max 3.3 m/s (T r = 500 years).
− annual 1.2 m/s.
4.1.5 Horizontal soil pressure (HSP)

The horizontal soil pressure will be based on neutral soil pressure. For the immersed
tunnel a horizontal coefficient of 0.5 will be used.
4.1.6 Hydrostatic loading (HL)

See section 4.1.2 with regard to backfill levels and densities. For the backfilled area at
Allende on top of tunnel element 1 the hydrostatic loading (HL) will be based on the
freatic water levels:
− High hydrostatic level (HHL) CD+2.5 m.
− Low hydrostatic level (LHL) CD+0.0 m.
4.1.7 Settlement (SE)

Differential settlements cause internal forces in the tunnel structure. Differential
settlement can occur due to uneven support conditions and / or due to differential
loading conditions.
By varying the support and loading conditions in the 3D tunnel element models the
effect of differential settlements will automatically be taken into account, see section 0
for the variation of the support conditions.
Differential settlement of two connected tunnel elements will cause loading of the
immersion joints. These loads will be determined based on a longitudinal analysis of the
whole immersed tunnel (828 meter), see chapter 7.
4.1.8 Negative Skin Friction (NSF)

In case the soil surrounding the tunnel elements will settle more than the elements,
negative skin friction along the walls can occur. The tunnel structure itself will cause
only a small pressure on the foundation level. The weight of the locking / backfill next to
the tunnel largely exceeds this loading. Therefore differential settlement (and negative
skin friction) must be taken into account.
Backfill or sedimentation on top and next to the immersed tunnel will decrease the
relative difference in soil pressure underneath and next to the tunnel and therefore
reduce the probability of differential settlement and negative skin friction.
For this reason the design load for negative skin friction is based on the situation with
only the tunnel protection layer on top of the roof of the immersed tunnel.
This results in a downward load at each wall (toe) of 175 kN/m’ tunnel, see Figure 3.
4.2 Variable Loads
4.2.1 Sediments (SED)

For the load on top of the immersed tunnel elements sedimentation up to the existing
river bed level as indicated on drawing TCO-BD-TOO-001 [19] or at least 1.0 meter will
be taken into account. This is above the level of both the existing and future navigation
channel. Outside the navigation channels also a siltation allowance up to the existing
river bed level as indicated on drawing TCO-BD-TOO-001 [19] or at least 1.0 meter will
be taken into account. The minimum siltation thickness is 0 metres.
3
The density of sediments (sat) is taken at 17 kN/m .
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Figure 3 Negative Skin Friction
4.2.2 Variable loads on Earth surfaces (SL)

2
Loads on land surfaces: 20 kN/m .
This load will be applied to tunnel segments 1.1 up to 1.5 and to segment 6.6.
4.2.3 Road Traffic Loads (RT)

For the detailed design EN 1991-2, Load Model 1 will be taken into account.
Because the traffic load is (rather) small compared to the water pressure on the outside
only a few governing positions near the element joints will be taken into consideration.
The traffic loads are divided into lanes. As each tunnel tube has 2 lanes 2 positions per
tube are calculated, with the loads shifted against the outside wall or the inside wall.
The traffic loads apply to both tubes.
For the design of the immersed tunnel centrifugal, braking and acceleration forces are
not relevant.
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Pressure and Suction Loads due to Slipstream Effects

The passage of traffic creates a moving wave of alternating air pressure and suction on
structures built in proximity of the carriageway.
2
The loading to be applied for these slipstream effects is a static load of ± q = 3 kN/m
on the walls and roof of the road tubes, including doors, panels etc.
The extent of the suction and pressure shall be such that the most unfavorable effect is
created for the element under consideration.
4.2.4 Temperature (TL)

Annual temperature:
− Air temperature in winter (dec – feb) 12 ºC
− Air temperature in summer june-aug) 45 ºC
− Water temperature Rio Coatzacoalcos 26 ºC (all year)
In the final situation the temperature at the outside of the immersed tunnel is equal to
the water temperature. Due to ventilation the temperature inside the tunnel will vary
based on the air temperature outside:
− Temperature inside tunnel in winter (dec – feb) 17 ºC
− Temperature inside tunnel in summer june-aug) 40 ºC
Reference temperature: 26 ºC
Daily temperature loading: not applicable for immersed tunnel
Thermal Coefficient: 1E-5 mm/(mm*K).
4.2.5 Shrinkage and hydratation (SH)

For shrinkage of the concrete a strain of 0.15‰ will be taken into account.
Hydratation and shrinkage, caused by casting of the walls on the already hardened
bottom slab, can be neglected because of cooling of the walls.
4.2.6 Wind Loads (WL) and Snow Loads (SN)

Loads by wind pressure, snow or ice are not applicable for the immersed tunnel.
4.2.7 Design Ship

The backfill and rock protection beside and on top of the immersed tunnel shall be able
to withstand scour and erosion by propeller inflow due to the following design ship.
− Design ship: 85,000 DWT.

− Keel clearance 2.1 m.
− Installed engine power 17,000 KW.
− Propeller diameter 7.0 m.
− Propeller revolutions 120/min.
The design ship load is applicable for the whole length over which the immersed tunnel
is located under the Rio Coatzacoalcos.
4.3 Fatigue (FAT)

Fatigue caused by traffic load will not be governing for the floor of the immersed tunnel.
The forces caused by traffic are much smaller than those from water pressure from the
outside.
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4.4 Accidental Loads
4.4.1 Fire (F)

A hydro-carbonized fire with a temperature development as listed below shall be the
design standard for the tunnel traffic tubes between the Portals.
Time – Temperature Exposure Curve

Time [min] Temperature [Co]
3 890
5 1,140
10 1,200
30 1,300
60 1,350
90 1,300
120 1,200
During this fire, the following temperature constraints apply for the structure:
− After two hours, the temperature at the contact between concrete and fire-insulating
o
material shall be 380 C or less.
− After two hours the temperature in the reinforcement and structural steel shall be
o
250 C or less based on the minimum cover.
These requirements can be met by the use of fire protection materials that have been
proven successfully during laboratorial test.
The proposed fire protection material is Promatec, with a thickness of 27 mm. The use
of this material provides the required resistance against the governing temperature
exposure.
4.4.2 Earthquakes (EQ)

The city of Coatzacoalcos lies in the seismic zone B of Mexico. Two types of design
earthquakes are defined: one with a high design level for life safety (MDE) and one for
economic risk exposure (ODE) with a lower design level.
A site specific seismic hazard report is prepared by IIE [10]. The report defines the MDE
based on a return period of 750 years. For the ODE with a return period of 100 years
the accelerations, velocities and displacements of the MDE can be divided by 2.
For the seismic analysis reference is made to [16]. Based on this seismic analysis and
the SLS stress criterion the required prestress in the tunnel elements will be
determined. An ULS check will give the required (if any) additional longitudinal
reinforcement.
As stated in [16] a numerical racking analysis with the computer codes SHAKE and
PLAXIS will be performed. The racking deformation resulting from this analysis will be
used as input for a 2D-cross section analysis to determine the internal forces due to
racking.
4.4.3 Hurricanes
Hurricanes can cause flooding of the tunnel, see flooding of the tunnel (section 4.4.4).
Due to a hurricane also high water levels can occur. For the persistent or transient
design combinations a load factor of 1.35 is taken into account for the water pressures
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acting on the tunnel structure. With this load factor the effects of the accidental situation
with high water levels due to a hurricane is sufficiently covered. An additional load case
is not required.
4.4.4 Flooding of the tunnel (FL)

The tunnel can be flooded when the water level of the river will rise above the crest
level of the open ramp (3.0 m + CD). Such a high level can only be caused by
hurricanes or by a large discharge of the river.
The tunnel can also be flooded by leakage.
The structure and the foundation must be able to withstand these forces. The internal
walls of the central gallery will be able to resist a water pressure of at least 10 meters,
However, these walls are not watertight due to the doors and emergency panels,
therefore these walls will not be checked for a water pressure up to CD+3.0 meters in
only one tube.
4.4.5 Dragging/falling Anchor (AN)

The tunnel section located under the river shall be protected against the effects of
falling and/or dragging anchors or sunken ships. The structural concrete or steel shall
not be affected by these events. The design shall be based on the following design
anchor:
− Anchor mass 15,000 kg.
− Design velocity 7.0 m/s.
− Dragging anchor chain breaking force: 4.0 MN.
− Dragging anchor penetration depth 2.5 m.
3
− Dry anchor density 7850 kg/m .
4.4.6 Sunken ship (SS)

The tunnel will be designed to withstand two types of accidental loads due to a sunken
or sinking ship:
SS1: a sunken ship load of 50 kN/m² working as a uniformly distributed static load 30
m parallel with the longitudinal tunnel axis and over the full width of the tunnel.
2
SS2: a static equivalent concentrated load of 1,000 kN working on an area of 1x2 m
directly on the tunnel protection layer on top of the tunnel roof.
Only one of these loads will act on the tunnel at any time.
4.4.7 Explosion (EX)

Transport of dangerous goods through the tunnels is restricted. The transportation of
dangerous goods (explosives) through the tunnel will only be allowed during the night
and the tunnel will be closed for normal traffic. Explosion load will therefore not be
taken into account.
4.4.8 Accidental Collision Loads from Road Traffic (COL)

The crash barriers shall be designed to resist a horizontal load of 150 kN acting
transversely at 0.55 m above the adjacent carriageway level.
The vehicle collision force on the tunnel walls of the road tubes shall be 1000 kN
longitudinally or 500 kN laterally, acting 1.25 m above carriageway level. The tunnel
wall shall be designed to resist this force which shall be considered as not acting
simultaneously with any variable load.
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4.5 Loading during Transportation and Immersing

These load cases will be checked by the Marine Contractor.
4.6 Combination ( ) factors

In the following table the ψ factors are listed for every applicable variable action
specified in section 1.1.1.
The structural design shall consider temporary situations, normal in-service situations
and accidental and seismic situations.
For ULS and SLS the following ψ factors apply:
Load ψ0 ψ1 ψ2
2
Sediments (SED) 1.0 1.0 1.0
Surface load (SL) 0.7 0.5 0.3
3
Road Traffic (RT) 0.7 0.5 0.3
Temperature (TL) 0.6 0.5 0
Shrinkage and 1.0 1.0 1.0
hydration
Wind or snow loads 0 0 0
4
(WL/SN)
Creep and shrinkage shall be included in all load combinations multiplied by a factor of
1.0. In the ultimate limit state the load effects from creep and shrinkage shall only be
included if they create an unfavorable effect for the element under consideration.
The variable loads caused by the design ship are not relevant for structural calculations
of the tunnel but shall be taken into account by the design of the scour and tunnel
protection.
2
Not specified in the Eurocodes; values typical for the Coatzacoalcos Immersed Tunnel
3
Values taken from EN1990 table A.1.1 category G.
4
As mentioned in section 1.1.1 these loads are not relevant for the immersed tunnel
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5 LOAD COMBINATIONS AND PARTIAL LOAD FACTORS
5.1 Load combinations general

In this chapter the Eurocode load combinations of actions for ULS (Ultimate Limit State)
and SLS (Serviceability Limit State) are summarized.
This is followed by tables specifying the partial (γ) and combination (ψ) factors the loads
applicable for the Coatzacoalcos tunnel.
5.2 Ultimate Limit State

According Eurocode EN 1990 the following ultimate limit states shall be verified:
EQU: loss of static equilibrium of the structure;

STR: internal failure or excessive deformation of the structure or structural members;
GEO: failure or excessive deformation of the ground;
FAT: fatigue failure of the structure or structural members.
For the immersed tunnel fatigue design is not required, the only variable load that could
cause fatigue failure is the traffic load. As the forces caused by traffic are much smaller
than those from water pressure from the outside the ultimate limit state for fatigue (FAT)
will not be checked.
The following combinations of actions will be analysed:
Persistent or transient design situations
Design values of the permanent actions and the dominant variable action and the
design combination values of other variable actions
γ Gj G kj + γ p Pk + γ Q1 Q k1 + γ Qiψ oi Q ki
j ≥1 i >1
Accidental design situations
Design values of permanent actions together with the design frequent values of the
dominant variable action and the design quasi-permanent values of other variable
actions and the design value of one accidental action
γ GAj G kj + γ pA Pk + Ad + γ QA1ψ 11 Q k1 + γ QAi ψ 2i Q ki
j ≥1 i >1
Seismic Situations
Characteristic values of the permanent actions together with the quasi-permanent

values of the other variable actions and the design value of the seismic actions
Gkj + Pk + AED + ψ 2i Qki
j ≥1 i >1
where
+ implies "to be combined with"
implies "the combined effect of"
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G kj characteristic value of permanent actions

Pk characteristic value of prestressing action
Q k1 characteristic value of dominant variable action
Q ki characteristic value of other variable actions
Ad design value of the accidental action
Ak characteristic value of accidental action
A Ed design value of seismic action
A Ek characteristic value of seismic action
γ Gj partial factor for permanent action j
γ GAj as Gj , but for accidental design situations
γp partial factor for prestressing actions
γ pA as p , but for accidental design situations
γ Qi partial factor for variable action i
γ QAi as Qi , but for accidental design situations
ψ 0i coefficient for combination value of variable action i
ψ 1i coefficient for frequent value of variable action i
ψ 2i coefficient for quasi-permanent value of variable action i
5.3 Serviceability Limit State

For the SLS, three combinations of actions are defined for the temporary and in-service
situations:
Characteristic Combination:
The characteristic values of the permanent actions and the dominant variable action
together with the combination values of other variable actions.
G kj + Pk + Q k 1 + ψ 0 i Q ki
j ≥1 i >1
Frequent Combination:
The characteristic values of the permanent actions together with the frequent value of
the dominant variable action and the quasi-permanent values of other variable actions.
Gkj + Pk + ψ 11Qk 1 + ψ 2i Qki
j ≥1 i >1
Quasi-permanent Combination:
The characteristic values of the permanent actions together with the quasi-permanent
values of the variable actions.
Gkj + Pk + ψ 2i Qki
j ≥1 i >1
For the seismic situations, only the characteristic combination shall be considered in the
SLS:
Seismic situations:
The characteristic values of the permanent actions and seismic action together with the
quasi-permanent values of variable actions.
Gkj + Pk + AEK + ψ 2i Qki
j ≥1 i >1
where the notation is defined under the ultimate limit state.

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5.4 Load combinations and partial load factors for ULS.
ULTIMATE LIMIT STATE

EQU Load STR Load Combinations
Load Combinations
γ inf /γ sup I II III

γ inf /γ sup γ inf /γ sup γ inf /γ sup
Persistent / Temporary Persistent Accidental
Transient / Transient /Seismic
Permanent Loads (G, P)
5
- Self-weight structure (SW) 0.9 / 1.1 1.0/1.2 1.0/1.35 1.0
- Backfill (BF) 0.9 / 1.1 1.0/1.2 1.0/1.35 1.0
- Finishing works (SDL). 0 / 1.1 0/1.2 0/1.35 1.0
6
- Hydrostatic load (WL/HL) 0.9 / 1.1 1.0/1.2 1.0/1.35 1.0
7
- Soil pressure (HSP) 0.9 / 1.1 1.0/1.2 1.0/1.35 1.0
8
- Settlements (SE)
- Negative Skin Friction (NSF) 0 / 1.1 0/1.2 0/1.35 1.0
- Prestress (P) 1.0 1.0 1.0/1.2 1.0
.
Variable Loads (Q)
9
- Sediments (SED) 1.1 1.2 1.35 1.0
- Surface load (SL) 1.5 1.35 1.5 1.0
- Road traffic (RT-LM1) 1.5 N.A. 1.5 1.0
- Temperature (TL) N.A. N.A. 1.0
- Shrinkage (SH) N.A. N.A. N.A.
- Wind or Snow load (WL/SN) 0 0 0
Accidental Loads (A):

one of the following actions: 1.0
- Sunken ship (SS)

- Falling anchor (AN)
- Earthquake ULS (EQ-MDE)
- Tunnel flooding (FL)
- Collision loads (COL)
For geotechnical structures according to EC 7, different load factors are applicable.

Reference is made to the Geotechnical Interpretive Report.
N.A. = not applicable
5
Includes also the ballast concrete
6
In case water pressure acts favorable, loads will be based on LWL and LHL otherwise
HWL and HHL will be used.
7
Horizontal soil pressure based on corresponding water level
8
The effects of differential settlements will be taken into account by varying the support
conditions. The actions will be taken into account with the relevant partial load factors.
9
Sediments are considered as quasi-permanent loading, therefore partial factors
corresponding to permanent loads will be used.
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5.5 Load combinations for SLS.
SERVICEABILITY LIMIT STATE

Load Combinations
Load
I II III
(γ inf /)γ sup
Temporary In-service Seismic
Permanent Loads (G, P)
10
- Self-weight structure (SW) 1.0 1.0 1.0
- Backfill (BF) 1.0 1.0 1.0
- Finishing works (SDL). 1.0 0/1.0 1.0
11
- Hydrostatic load (WL/HL) 1.0 1.0 1.0
- Soil pressure (HSP) 1.0 1.0 1.0
12
- Settlements (SE)
- Negative Skin Friction (NSF) 1.0 0/1.0 1.0
- Prestress (P) 1.0 1.0 1.0
Variable Loads (Q)
- Sediments (SED) 1.0 1.0 1.0

- Surface load (SL) 1.0 1.0 1.0
- Road traffic (RT-LM1) N.A. 1.0 1.0
- Temperature (TL) 1.0 1.0 1.0
- Shrinkage (SH) 1.0 1.0 1.0
- Wind or Snow load (WL/SN) 0 0 0
Accidental Loads (A):

- Earthquake SLS (EQ-ODE) 1.0
10
Includes also the ballast concrete
11
In case water pressure acts favorable, loads will be based on LWL and LHL otherwise
HWL and HHL will be used.
12
The effects of differential settlements will be taken into account by varying the support
conditions. The actions will be taken into account with the relevant partial load factors.
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6 ANALYSIS AND MODELLING OF A TUNNEL ELEMENT

The structural calculation for the elements is made by using 3-dimensional finite
element models. The program used is ESA Prima Win version 3.60.
The models are built up out of shell elements using the Kirchhoff bending theory.
The floor will have a subsoil support at the bottom.
The modulus of subgrade reaction will be based on the geotechnical time-settlement

calculations for the immersed tunnel. These calculations show a variation of subgrade
reaction along the alignment due to variable soil conditions.
The accuracy of the geotechnical calculations can be expressed in a variation factor.

The modulus of subgrade reaction will vary with this variation factor around the best
estimate value. It may be assumed that all values over the length of a tunnel element
13
will have more or less the same variation factor . Due to the in longitudinal direction
rather stiff tunnel this will only have a small effect on the internal force distribution,
which will be covered for by the ULS load factors.
All structural calculations will therefore be based on the best estimate values for the
modulus of subgrade reaction.
The tunnel will be placed on a gravelbed. This gravel bed will be relative stiff compared
to the subsoil. To account for the tolerances of the gravelbed (see section 2.6), it will be
assumed that the modulus of subgrade reaction underneath the floors differs from the
modulus of subgrade reaction underneath the walls. A factor x = 1.2 will be used, see
below.
Figure 4 shows the floor of an element (schematic) with the parts in which the value of
the subsoil will be varied.
D
1 2 3 4 5 6 7 8 9 10 11 12
E
Figure 4 Floor of an element with the parts in which the value of the subsoil will be varied
In longitudinal direction of the element the floor is divided in to 12 equal parts, 6

segments *2. The geotechnical calculations will result in a best estimate for the modulus
of subgrade reaction for each of these 12 parts. For the structural calculations of a
13
As the tunnel is relatively stiff in the longitudinal direction, the variation in the
subgrade reaction will only result in small effects on the internal force distribution. This
variation is covered by the ULS load factors.
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tunnel element a mean value for the subgrade reaction is derived from the average of
the maximum and the minimum value of the 12 parts.
Imposed load by settlement is modeled by assuming a sinus wave distribution of the

subsoil support. The amplitude of this sinus wave is taken as the maximum value of the
modulus of subgrade reaction for the 12 parts – the mean value. The wavelength is
equal to the length of a tunnel element.
4 models will be investigated:
Model 1:
Subsoil support end element high, middle low, in width under walls / x under floor * x,
Model 2:
Subsoil support end element low, middle high, in width under walls / x under floor * x,
Model 3:
Subsoil in length like model 1, in width under walls * x under floor / x,
Model 4:
Subsoil in length like model 2, in width under walls * x under floor / x.
The reinforcement will be based on the envelope internal forces of these four models.
Variations in subsoil conditions and tolerances in the gravel bed are accounted for in
this way.
Example:
As an example the subgrade reactions of strip 1 for model 1 will be determined. Let us
assume the following values are given for an arbitrary tunnel element:
3
− max subgrade reaction: max = = 5.0 MN/m
3
− min subgrade reaction: min = = 1.8 MN/m
3
− average value: avg = (max - min / 2) = 3.4 MN/m
3
− amplitude: amp = max - avg = 1.6 MN/m
As mentioned it is assumed that the wavelength L is equal the length of a tunnel

element, i.e. L = 138 m and the cross direction factor is equal to x = 1.2. .The x -
coordinate of the middle of the first strip is equal to 5.75 m. Now, the following values
for strip can be computed:
3
− avg subgrade reaction: avg + amp * cos(2 * π * x / L) = 4.9 MN/m
− 3
input value part ACE: 4.9 / 1.2 = 4.1 MN/m
3
− input value part BD: 4.9 * 1.2 = 5.9 MN/m
Application of this method to all strips yields to the values given in the table below. The
results for the other models can be found similar. For models 2 and 4, however the
cosine function has to be replaced by a sine function.
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Table 2 Results model 1

3 3
Strip [-] Subgrade reaction [MN/m ] Factor width [-] Input value [MN/m ]
ABCDE ACE BD ACE BD
1 4,9 0,8 1,2 4,1 5,9
2 4,5 0,8 1,2 3,8 5,4
3 3,8 0,8 1,2 3,2 4,6
4 3,0 0,8 1,2 2,5 3,6
5 2,3 0,8 1,2 1,9 2,7
6 1,9 0,8 1,2 1,5 2,2
7 1,9 0,8 1,2 1,5 2,2
8 2,3 0,8 1,2 1,9 2,7
9 3,0 0,8 1,2 2,5 3,6
10 3,8 0,8 1,2 3,2 4,6
11 4,5 0,8 1,2 3,8 5,4
12 4,9 0,8 1,2 4,1 5,9
Due to different elevation and soil layers the mean value for subsoil support will vary
along the alignment of the tunnel.
In the 3D-model of the tunnel elements the following Young' s modulus will be used for
concrete:
− In the direction of the cross section a Cracked Young' s modulus (E = 0.5E cm ) will be
used.
− In the longitudinal direction the tunnel structure is prestressed, therefore an
uncracked Young' s modulus (E = E cm ) will be used.
− The elements in the joints (floor-wall, wall-roof) will be given a Young' s modulus of
20 times the uncracked Young' s modulus (E = 20E cm ). These elements will have the
normal Young' s modulus (E cm ) in longitudinal direction. This will give the correct
bending moments at the faces of slabs and walls.
Different Young's moduli in the local axis of the elements will be created by applying
orthotropic parameters.
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7 LONGITUDINAL ANALYSIS
7.1 Introduction and model description

As a result of differential loads, differential support conditions and earthquakes, normal
forces, shear forces and bending moments will occur in an arbitrary cross section of the
immersed tunnel. The main purpose of this chapter is to establish the starting points for
this calculation and to explain how the internal forces will be computed.
In order to calculate the internal forces two computational models will be used. The first
model is a static model, which yields to the internal forces due to static loads. The
second model is a dynamic model, which models the effects of an earthquake on the
immersed tunnel. The starting points for this dynamic model are presented in a separate
note (N070255), and will not be discussed in this report. For now it is sufficient to know
that the results from the dynamic model will be added to the results of the static model.
Figure 5: Static model for longitudinal analysis
Let us now discuss the static model in more detail. This model consists of elastic beams
with a bending stiffness, a shear stiffness and an axial stiffness. The beams are
supported by an elastic foundation and loaded by a distributed load. Each abutment and
each joint will be modeled with two translational springs, K x and K z , and one rotational
spring, K y . A schematic layout of the model is drawn in figure 5. Calculation of the
internal forces however is not straightforward. To accurately calculate the internal
forces in the immersed tunnel, two special aspects have to be accounted for, namely
the construction sequence and the residual settlements which occur after casting of the
immersion joint.
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Loads applied before casting of the immersion joints do not result in shear forces in the
immersion joints, while loads applied after casting will. A similar reasoning holds for the
bending moments. Therefore it is important to know when each load is applied. Now, to
account for the construction sequence, the static model is split into two stages, namely
before and after casting of the immersion joints. To find the complete internal forces due
to static loads, the results of these two stages must be summed.
Another special aspect to be discussed here are the residual settlements which occur
after casting of the immersion joints. For each tunnel segment a minimum, an average
and a maximum value of the residual settlement will be determined. These settlements
can be considered as forced displacements, which can easily be modeled.
7.2 Material properties

The internal forces will be calculated on the basis of an uncracked cross section.
7.3 Sectional properties

In the longitudinal direction differences between cross sections can be found. For
example, from segment 2.1 up to 6.6 the tunnel cross section has toes, while tunnel
element 1 has no toes. These differences, however, are small and since the majority of
the tunnel segments has toes, the properties of this cross section will be used to
compute the internal forces in the tunnel.
7.4 Boundary conditions
7.4.1 Abutments
The abutments, i.e. the cut and cover tunnels at Coatzacoalcos and Allende are
assumed to be completely rigid in all directions.
Table 3 Spring stiffness abutments

Location abutment K x [MN/m] K y [MNm/rad] K z [MN/m]
C&C Coatzacoalcos rigid rigid rigid
C&C Allende rigid rigid rigid
7.4.2 Modulus of subgrade reaction

The immersed tunnel consists of a total of 36 tunnel segments. For each segment a
minimum, an average and a maximum subgrade reaction will be determined. These
values will be varied such that the most unfavorable internal forces in the immersed
tunnel are found.
7.4.3 Segment joint

Each segment will be cast directly against its predecessor, yielding a monolithic
construction. As a result all segment joints are assumed to be completely rigid.
7.4.4 Immersion joints

The translational (K x ) and the rotational spring stiffness (K y ) depend on the stiffness k 0 ,
the height H t and on the width B t of the Gina seal. In the vertical direction, a shear key
is made, therefore the translational spring stiffness in the vertical direction is infinite, i.e.
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K z = rigid. Opening of the Gina seal is prevented by couplers, therefore the formulas for
the horizontal and rotational spring stiffness read:
K x = 2 * (B t + H t ) * k o
2
K y = H t * k o * (H t / 3 + B t )
K z = rigid
Taking into account the required sockets at the element ends and the dimensions of the
steel end frames, the width of the Gina seal becomes B t = 23.3 m and the height H t =
8.9 m. Assuming an initial stiffness of the seal of k 0 = 15 MN/m/m, for all immersion
joints, the values of Table 4 are found. It is important to note however that these values
are preliminary and shall be verified / updated for each joint based on characteristics of
the applied Gina profile.
Table 4 Location and preliminary spring stiffness of immersion joints
Location immersion joint K x [MN/m] K y [ MNm/rad] K z [MN/m]
C&C - 1.1 966 31200 rigid
1.6 - 2.1 966 31200 rigid
2.6 - 3.1 966 31200 rigid
3.6 - 4.1 966 31200 rigid
4.6 - 5.1 966 31200 rigid
5.1 - 5.6 966 31200 rigid
5.6 - 6.1 966 31200 rigid
6.1 - C&C 966 31200 rigid
7.4.5 Closure joint

The closure joint is located at the transition between tunnel segment 6.5 and 6.6. This
joint is cast directly against tunnel segment 6.6, which yields, as in the case of a
segment joint, to a monolithic construction. Therefore this joint is rigid.
Table 5 Location and spring stiffness of closure joint
Location closure joint K x [MN/m] K y [ MNm/rad] K z [MN/m]
6.5 - 6.6 rigid rigid rigid
7.5 Loads
The magnitude and location of the loads have been determined in chapter 4. As
mentioned in the introduction of this chapter, it is important to know when each load is
applied. Therefore Table 6 lists the time of application for each load to be considered.
Table 6 Loads for longitudinal analysis and time of application

Code Description Type Applied before or after casting of
immersion joint?
SW structural concrete permanent before
SW ballast concrete permanent before
BF backfill permanent before
BF tunnel protection trench permanent before
SDL pavement and barriers permanent before
HL hydrostatic uplift permanent before
SE settlements permanent before/after
NSF negative skin friction permanent before
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Code Description Type Applied before or after casting of

immersion joint?
P prestress Prestress before
SED sediments Variable after
SL surface loads Variable after
RT road traffic Variable after
TL temperature Variable after
SH shrinkage and hydration Variable after
EQ earthquake Accidental after
SS sunken ship Accidental after
7.6 Load combinations

Load combinations for the longitudinal analysis will be set up in accordance with
chapter 5. For partial combination factors and partial load factors, reference is made to
chapters 4 and 5, respectively.
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8 DESIGN AND CHECKING
8.1 General
Structural analysis will be in accordance with the Eurocodes subject to the provisions
described below.
Loads and load combinations are described in chapters 4 and 5, respectively.
8.1.1 Global Analysis

All analyses performed to determine the global load effects in the immersed tunnel and
ramps will be based on linear elastic models, using the appropriate Young moduli,
unless otherwise stated. Prestressing, creep and shrinkage shall be included in the
design analysis according to the Eurocodes.
8.1.2 Local Analysis

Elastic behavior of the structure shall be assumed for local static analysis at the
serviceability limit state. Plastic methods of analysis may be used at the ultimate limit
state and in situations where the assumption of linear strain distribution does not apply
(e.g. corbels and deep beams).
8.1.3 Serviceability and Ultimate Limit State

SLS and ULS combinations shall be analyzed for shear and axial force and bending
moments based on expected foundation conditions. The analysis shall contain, apart
from the uneven tunnel support analysis, variable conditions representing the uncertain
values of the coefficient of subgrade reaction.
Calculation in the SLS shall be made to analyze the structures under in-service loading
with respect to:
− stress limitations;
− crack width;
− deflections.
Calculations in the ULS shall be made to analyze the structural behavior under ultimate
loading with respect to
− safety against structural failure;
− deformation and rotation capacity against local mechanisms;
− static equilibrium of the whole structure.
Computer 2-D and/or 3-D models, based on the finite-element method, will be used for
analyzing the sections.
8.2 Structural Safety
8.2.1 Bending moment

The bending moments in ULS will be checked at the edge of the junction of the
structural elements.
A favorable compression force shall not be taken higher than N k .
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8.2.2 Shear forces

The shear forces in ULS will be checked at a distance “d” from the face of a direct
support (edge of the junction of the structural elements). The distance “d” is the
effective depth of the considered cross section.
A favorable compression force shall not be taken higher than N k .
The verification of the shear resistance will be based on the general verification
procedure given in section 6.2 of the Eurocode [5]. However in deviation of the
Eurocode the shear resistance of a member with shear reinforcement is set to:
V Rd = V Rd,c + V Rd,s + V ccd + V td ,

where V Rd,c , V Rd,s , V ccd and V td are all according to the formulas of the Eurocode.
Different from the Eurocode the shear capacity of the concrete member itself (V Rd,c ) is
not neglected in case shear reinforcement is applied. This approach is in accordance
with recognized national standards like BS8110 or VBC1995 (Dutch Concrete Code)
and is also satisfactorily applied in the past for all of the immersed tunnels in the
Netherlands and f.e. also for the Oresund tunnel.
8.3 Tunnel Vertical Balance
8.3.1 Immersed Tunnel, Temporary

During construction when tunnel elements are held in negative buoyancy, a minimum
safety against uplift of 1.025 for a tunnel element or more shall be maintained. If
applicable, on every temporary support a minimum vertical downward load of 500 kN
shall be maintained until the element is placed on its final foundation. Where ballast
3
water is used to maintain this negative buoyancy, a maximum density w = 1,000 kg/m
shall be used.
8.3.2 Immersed Tunnel, Permanent

For the completed Immersed Tunnel, the minimum safety against uplift of the tunnel
must be 1.05, for each section of the tunnel elements 2 thru 6. The safety factor shall be
based upon minimum characteristic material densities and maximum water density,
each with a partial load factor = 1.0.
For the minimum safety against uplift, no backfill or protection on top of the tunnel roof
shall be included nor any internal friction in the trench backfill caused by active or
passive reaction on the structure of this backfill. In determining the mass of the tunnel
element, only the following items shall be considered:
− structural steel, concrete and reinforcement.
− Cast-in steel items and prestressing (where used).
− Ballast concrete in the road tubes.
− Elevated footpaths in the rail tubes.
− Soil weight vertically above toes up to the tunnel roof level.
At the central sump, the minimum required factor of safety against uplift of any section
between two segment joints can be less than 1.05, but shall be more than 1.03 related
to the full width of the base slab.
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For tunnel element 1, which will be backfilled to restore the existing surface levels at the
Allende embankment as much as possible, in the final situation static equilibrium (EQU)
shall for every section be verified using the EQU design values of actions according to
section 5.4. In this verification the backfill load is based on the backfill levels according
annex I.
8.4 Durability and water tightness
8.4.1 Reinforced members

A concrete cover of at least 50 mm is chosen for all water retaining elements to ensure
the functional requirement of 100 years lifetime. The maximum design crack width for
flexural and tension cracks is limited in accordance with table 7.1N of EN1992-1-1 [5]
to: 0.3 mm for all faces.
The crack width is calculated in SLS conform the Eurocode EN1992-1-1 based on the
SLS frequent load combinations. In addition to the EN formulas also the stress in the
tension reinforcement is determined under the loading conditions causing first cracking
(σsr). Due to for example earthquake loading, cracks can also occur at locations where
under normal conditions no cracking is expected. To limit crack widths at such locations
the crack width calculations for sections with loading conditions resulting in σs < σsr are
based on σsr, but never more than 1.5*σs.
The cover at the top of the roof slab is 70 mm to account for some small damage by the
installation of the rock protection layer and from anchors. Crack width calculations for
these sections will also be based on a nominal cover (c nom ) of 50 mm in combination
with the design crack width of 0.3 mm.
In the structural calculations for concrete under tension, the crack width under the in-
service SLS frequent load combinations will for watertight members be limited to 0.1
mm when no compression zone is present in the final situation.
Early age cracking in watertight structures shall be prevented. Measures will be taken,
like cooling of the concrete, to limit the tension of the concrete during construction. Also
the spacing and diameter of the rebar will be adjusted to spread the distance and width
of possible cracks. After immersing of the elements possible permeable cracks can be
injected.
8.4.2 Prestressed members

Structures with permanent prestressing will be checked for decompression for the in-
service SLS frequent load combination.
The decompression limit requires that all parts of the bonded tendons or ducts lie at
least 25 mm within concrete in compression.
In seismic SLS load combinations the maximum tensile stresses shall be limited to
f ctk,0.05 (the 5% fractile of the tensile strength; for concrete class C30 f ctk,0.05 = 2.0
N/mm²).
Temporary longitudinal prestressing of the tunnel elements is to be designed on the

basis of a minimum compression stress of 0.3 MPa in the joints between the segments.
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8.5 Falling/Dragging Anchor

The penetration depth of a falling anchor in a concrete or rock layer shall be estimated
with the CEB-formula (CEB Bulletin d' Information no 187, August 1988):
x = 10 N pen de
mw
N pen = vi
ER d e3
4A
de =
π
ma
A = 0 .6 + 0 .2
1000
Where:
x penetration depth, [m]
Npen penetration parameter
de equivalent diameter of striking area of anchor, [m]
mw mass of anchor reduced by the mass of the displaced water [kg]
ma mass of anchor in air, [kg]
2
Er modulus of elasticity in the longitudinal direction of the layer, [N/m ]
vi impact velocity of anchor, [m/s]
A cross-sectional striking area of anchor [m2]
When calculating the maximum penetration depth, the 5% fractile value for E r shall be
taken. The maximum penetration depth that can be expected is, due to uncertainties:
x max = 1.1 x
The max. calculated penetration depth (x max) shall be less than the total depth of the
cover layer (h r ).
The static equivalent load on the tunnel roof shall be calculated based on the following
assumptions:
− Average speed during penetration/impact: v av = v i /2

− Total impulse I = m w v av [Ns]
− Minimum duration time of impact (td) shall be based on the minimum penetration
depth, x min = 0.5 x, where x is calculated with the 95% fractile value for E r .
− td = x min / v av
0
− In the cover layer the load will be spread 1:1 (45 ), so loaded area of tunnel roof: a
circle with diameter d = d e + 2h r
− A triangular load pulse according to the Figure Dynamic Load Factor below, so
F max,dyn = 2I / t d
− The static equivalent load F stat = DLF * F max,dyn , where DLF depends on the natural
period (T [s]) of the affected element (see Figure 6: Dynamic Load Factor (DLF)).
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Figure 6: Dynamic Load Factor (DLF)
8.6 Tunnel Protection

The protection layer on top of the tunnel roof shall ensure that the tunnel is protected
against the effects of falling or dragging anchors or sunken ships. The structural
concrete or steel shall not be affected.
The side backfill of the Immersed Tunnel shall be protected against scour and erosion.
By analysis of the effects of a falling anchor on the tunnel roof according to section 8.5,
the necessary layer thickness and type of material used for the tunnel protection shall
be determined.
The rock fill must be able to withstand scour and erosion by propeller inflow, due to a
design ship (see section 4.2.7) combined with a current, corresponding to a return
period of 100 years.
The design will be based on the following two extreme situations:

− A ship with zero speed giving 70% of the maximum engine power to leave position.
− A ship with a speed of +/- 4 knots, applying full engine power to accelerate to its
service speed.
The extent of the tunnel protection on either side of the tunnel shall be based on an
analysis of the distance required for an anchor to grab in the soil. The extent shall be
greater than this distance with a minimum of 15 m.
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ANNEXES

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General starting point is lap splices will always be staggered (EN 1992-1-1 8.7.2.(2). If
lap splices are not staggered the lap lengths given under 8.7.3 should be multiplied by a
factor 1.065 (1.5 / 1.41) and transverse reinforcement shall be applied by links or U-
bars anchored into the body of the section (EN 1992-1-1 8.7.4.1.(3).
EN 1992-1-1
8.4 Anchorage of longitudinal reinforcement

8.4.2 Ultimate bond stress
(2) f bd = 2.25 1 2 f ctd
1 = 1.0 for ‘good’ conditions and 1 = 0.7 for all other cases
2 = 1.0 for φ≤32 mm
C30/37: f ctd = 2.0 / 1.5 = 1.33 N/mm²
f bd = 3.0 for ‘good’ conditions and 2.1 for all other cases.
8.4.3 Basic anchorage length

(2) l b,rqd = (φ/4) (σ sd /f bd ) = 29.8φ for ‘good’conditions
= 42.6φ for all other cases,
assuming σ sd = f s,y / γ s = 412 / 1.15 = 358 N/mm².
8.4.4 Design anchorage length

(1) l bd = α 1 α 2 α 3 α 4 α 5 l b,rqd
α 1 = 1.0 for straight bars in tension
α 2 = 1.0 c d ≅-25 mm
α 3 = 1.0
α 4 = 1.0 no welded transverse reinforcement
α 5 = 1.0 no transverse pressure taken into account
8.7 Laps and mechanical couplers

8.7.2 Laps
(2) laps between bars shall always be staggered
(3) clear distance between lapped bars shall be not greater than 4φ or 50 mm
at adjacent laps the clear distance between adjacent bars shall not be less than
2φ or 20 mm
8.7.3 Lap length

(1) l 0 = α 1 α 2 α 3 α 5 α 6 l b,rqd
α 1 = 1.0 for straight bars in tension
α 2 = 1.0 c d ≅-25 mm
α 3 = 1.0
α 5 = 1.0 no transverse pressure taken into account
0.5
α 6 = (ρ 1 /25) but not exceeding 1.5 nor less than 1.0.
staggered lap splices: ρ ≤ 50% => α 6 = 1.41
therefore for ‘good’conditions: l 0 = 42φ and for all other cases l 0 = 60φ
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bar φ l 0 good l o other

#10 31.8 1335 1910
#8 25.4 1070 1525
#7 22.2 935 1335
#6 19.1 805 1150
#5 15.9 670 955
#4 12.7 535 765
#3 9.5 400 570
Reduction of the lap length is possible in case less than 25% of the bars are lapped in
one section.
8.7.4 Transverse reinforcement in the lap zone

8.7.4.1 Transverse reinforcement for bars in tension
(1) OK
(2) OK
(3) A st ≥ 1.0A s Maximum spacing of transverse rebar is 100 mm (see seismic
requirements) and minimum diameter is #5 (198 mm²):
a. bars #10 A s = 792 mm², l 0,min = 1290 mm, so in the 2 outer section l 0 /2 are at least
8 transverse bars (2 times 4) => A st ≥ 8*198 = 1584 mm² OK
b. bars #8 A s = 507 mm², l 0,min = 760 mm, so in the 2 outer section l 0 /2 are at least
4 transverse bars (2 times 2) => A st ≥ 4*198 = 792 mm² OK.
c. bars #7 A s = 387 mm², l 0,min = 665 mm, so in the 2 outer section l 0 /2 are at least
2 transverse bars (2 times 2) => A st ≥ 4*198 = 792 mm² OK.
Lap splices shall always be staggered, so maximum 50% of the reinforcement is
lapped at one point.
(4) Maximum spacing of transverse rebar at lap zones is 100 mm. As discussed
above, see (3) there is always enough transverse reinforcement at the outer
sections of the lap.
Seismic conditions EN 1998-1 section 5.6
5.6.1 General
(1)P Anchorage and lap lengths according section 8 of EN 1992-1 apply
(2)P Not applicable, no hoops are used as transverse reinforcement.
(3)P The tunnel is designed as a DCM structure
5.6.2 Anchorage of reinforcement

5.6.2.1 Columns (walls)
(1)P Reduction of anchorage or lap length based on A s,req / A s,prov is not used, so A s,req
= A s,prov is everywhere applied.
(2)P Also under seismic conditions there always remains an axial compression force
in the walls.
5.6.2.2 Beams (slabs)

(1)P In all corners the main reinforcement is placed within the shear links
(2)P Interior walls: 7.5f ctm /f yd = 7.5*2.9 / 358 = 0.06 h c = 500 mm => d bL ≤ 30.4
mm which is almost equal to maximum applied bar diameter of #10 = 31.75 mm,
a small normalized design axial force will be enough to satisfy the design
criterion.
Exterior walls: h c = 1100 mm => d bL ≤ 66 mm OK
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(3) N.A.
(4)P Top and bottom bars in the bottom and roof slab shall terminate in these slabs
at a distance not less than l cr = h slab from the face of the joint.
5.6.3 Splicing of bars

(1)P No lap splicing by welding is allowed within the critical regions of structural
elements
(2)P Mechanical couplers in columns and walls shall be suitable for DCM conditions
(3)P (c) maximum spacing of transverse reinforcement at lap zones is 100 mm.
(4) A st ≥ s (d bl /50) = 100 * (32/50) = 64 mm² => links #3 (A s = 75 mm²) will already
do.
In seismic regions it is recommended to increase anchorage and lap lengths to meet the
ductility requirements and to account for the dynamic origin of the seismic loading.
In the absence of a specific prescription in the Mexican Code for the Coatzacoalcos
region (seismic zone B) the Spanish EHE Code criterion of increasing the anchorage
bond length with ten diameters will be used.
Anchorage length [mm]
bar φ l bd good l bd other

#10 31.8 1270 1680
#8 25.4 1015 1340
#7 22.2 895 1175
#6 19.1 770 1015
#5 15.9 640 840
#4 12.7 510 675
#3 9.5 395 505
Lap length [mm]
bar φ l 0 good l o other

#10 31.8 1655 2230
#8 25.4 1325 1780
#7 22.2 1160 1560
#6 19.1 1000 1345
#5 15.9 830 1115
#4 12.7 665 895
#3 9.5 495 665
Alignment asphalt Alignment tunnel protection Densities construction materials
first straight y = a * x + b point chainage thickness density water 10,00 kN/m3
x 503,297 m [-] [m] [m] density rock dry 22,00 kN/m3 (currently not used)
y 86,794 m 1 503,297 2,000 density rock sat 22,00 kN/m3
Annex I Load on top of Tunnel elements a -0,050 - 2 1193,297 2,000 density rock uw 12,00 kN/m3
b 111,959 m density sediment dry 17,00 kN/m3
Alignment backfill density sediment sat 17,00 kN/m3
arc (x - a) ^2 + (y - b) ^2 = r ^2 point chainage level density sediment uw 7,00 kN/m3
x start 741,373 m [-] [m] [CD - 100 m] density backfill dry 18,00 kN/m3
x end 991,061 m 1 1178,738 91,210 density backfill sat 20,00 kN/m3
y start 74,890 m 2 1214,697 100,200 density backfill uw 10,00 kN/m3
y end 74,890 3 1221,297 103,500
r 2500,000 m 4 1331,297 103,500 Misc.
a 866,217 m mean water level 100,000 CD - 100 m
b 2571,771 m Alignment navigational channel min soil cover on protection 1,000 m
point chainage level
second straight y = a * x + b [-] [m] [CD - 100 m] Geometry of cross-section
project Coatzacoalcos Tunnel Mexico x 1331,297 m 1 648,299 89,940 distance asphalt to top roof 6,936 m
projectnr 723.70.00M y 91,902 m 2 659,181 88,000 distance asphalt to bottom floor -2,264 m
subject Calculation of the average maximum effective stress on a TE a 0,050 - 3 795,819 88,000 thickness gravel bed 0,75 m
date 13-9-2007 b 25,337 m 4 818,253 84,000 width gravel bed 27,6 m
author DH 5 993,253 84,000 slope immersion trench 1: 6-
files I:\723 Coatzacoalcos Mexico\72370 Mexico aanbieding detaillering\CT\excel\[N07192_B1.Annex1.load on top of elements.xls]AlignmentAndEffStressOnTE 6 1002,150 85,000 slope protection layer 1: 3-
7 1059,997 95,287 width protection layer 21,6 m
CHAINAGE LEVELS THICKNESS LOADS

chainage asphalt excavation bottom floor top roof tunnel protection backfill current surface max sediment nav channel tunnel protection uw backfill uw backfill dry max sediment uw max sediment dry sum tunnel protection uw backfill uw backfill dry max sediment uw max sediment dry sum max avg effective stress onTE
[m] [CD - 100 m] [CD - 100 m] [CD - 100 m] [CD - 100 m] [CD - 100 m] [CD - 100 m] [CD - 100 m] [CD - 100 m] [CD - 100 m] [m] [m] [m] [m] [m] [m] [kN/m2] [kN/m2] [kN/m2] [kN/m2] [kN/m2] [kN/m2] [kN/m2]
503,297 86,794 83,780 84,530 93,730 95,730 95,730 102,350 102,350 102,350 2,00 0,00 0,00 4,27 2,35 8,62 24,0 0,0 0,0 29,9 39,9 93,8
514,797 86,219 83,205 83,955 93,155 95,155 95,155 101,110 101,110 101,110 2,00 0,00 0,00 4,85 1,11 7,96 24,0 0,0 0,0 33,9 18,9 76,8
526,297 85,644 82,630 83,380 92,580 94,580 94,580 98,160 98,160 98,160 2,00 0,00 0,00 3,58 0,00 5,58 24,0 0,0 0,0 25,1 0,0 49,1
537,797 85,069 82,055 82,805 92,005 94,005 94,005 95,520 95,520 95,520 2,00 0,00 0,00 1,52 0,00 3,52 24,0 0,0 0,0 10,6 0,0 34,6
549,297 84,494 81,480 82,230 91,430 93,430 93,430 94,320 94,430 94,430 2,00 0,00 0,00 1,00 0,00 3,00 24,0 0,0 0,0 7,0 0,0 31,0
560,797 83,919 80,905 81,655 90,855 92,855 92,855 93,530 93,855 93,855 2,00 0,00 0,00 1,00 0,00 3,00 24,0 0,0 0,0 7,0 0,0 31,0
TE6
572,297 83,344 80,330 81,080 90,280 92,280 92,280 92,810 93,280 93,280 2,00 0,00 0,00 1,00 0,00 3,00 24,0 0,0 0,0 7,0 0,0 31,0 39,6
583,797 82,769 79,755 80,505 89,705 91,705 91,705 92,110 92,705 92,705 2,00 0,00 0,00 1,00 0,00 3,00 24,0 0,0 0,0 7,0 0,0 31,0
595,297 82,194 79,180 79,930 89,130 91,130 91,130 90,990 92,130 92,130 2,00 0,00 0,00 1,00 0,00 3,00 24,0 0,0 0,0 7,0 0,0 31,0
606,797 81,619 78,605 79,355 88,555 90,555 90,555 90,550 91,555 91,555 2,00 0,00 0,00 1,00 0,00 3,00 24,0 0,0 0,0 7,0 0,0 31,0
618,297 81,044 78,030 78,780 87,980 89,980 89,980 90,850 90,980 90,980 2,00 0,00 0,00 1,00 0,00 3,00 24,0 0,0 0,0 7,0 0,0 31,0
629,797 80,469 77,455 78,205 87,405 89,405 89,405 90,710 90,710 90,710 2,00 0,00 0,00 1,30 0,00 3,30 24,0 0,0 0,0 9,1 0,0 33,1
641,297 79,894 76,880 77,630 86,830 88,830 88,830 90,320 90,320 90,320 2,00 0,00 0,00 1,49 0,00 3,49 24,0 0,0 0,0 10,4 0,0 34,4
641,297 79,894 76,880 77,630 86,830 88,830 88,830 90,320 90,320 90,320 2,00 0,00 0,00 1,49 0,00 3,49 24,0 0,0 0,0 10,4 0,0 34,4
652,797 79,319 76,305 77,055 86,255 88,255 88,255 89,870 89,870 89,138 2,00 0,00 0,00 1,62 0,00 3,62 24,0 0,0 0,0 11,3 0,0 35,3
664,297 78,744 75,730 76,480 85,680 87,680 87,680 89,940 89,940 88,000 2,00 0,00 0,00 2,26 0,00 4,26 24,0 0,0 0,0 15,8 0,0 39,8
675,797 78,169 75,155 75,905 85,105 87,105 87,105 89,880 89,880 88,000 2,00 0,00 0,00 2,78 0,00 4,78 24,0 0,0 0,0 19,4 0,0 43,4
687,297 77,594 74,580 75,330 84,530 86,530 86,530 89,720 89,720 88,000 2,00 0,00 0,00 3,19 0,00 5,19 24,0 0,0 0,0 22,3 0,0 46,3
698,797 77,019 74,005 74,755 83,955 85,955 85,955 89,760 89,760 88,000 2,00 0,00 0,00 3,80 0,00 5,80 24,0 0,0 0,0 26,6 0,0 50,6
TE5
710,297 76,444 73,430 74,180 83,380 85,380 85,380 89,680 89,680 88,000 2,00 0,00 0,00 4,30 0,00 6,30 24,0 0,0 0,0 30,1 0,0 54,1 55,3
721,797 75,869 72,855 73,605 82,805 84,805 84,805 89,760 89,760 88,000 2,00 0,00 0,00 4,96 0,00 6,96 24,0 0,0 0,0 34,7 0,0 58,7
733,297 75,294 72,280 73,030 82,230 84,230 84,230 90,000 90,000 88,000 2,00 0,00 0,00 5,77 0,00 7,77 24,0 0,0 0,0 40,4 0,0 64,4
744,797 74,721 71,707 72,457 81,657 83,657 83,657 89,570 89,570 88,000 2,00 0,00 0,00 5,91 0,00 7,91 24,0 0,0 0,0 41,4 0,0 65,4
756,297 74,189 71,175 71,925 81,125 83,125 83,125 90,240 90,240 88,000 2,00 0,00 0,00 7,12 0,00 9,12 24,0 0,0 0,0 49,8 0,0 73,8
767,797 73,709 70,695 71,445 80,645 82,645 82,645 90,030 90,030 88,000 2,00 0,00 0,00 7,38 0,00 9,38 24,0 0,0 0,0 51,7 0,0 75,7
779,297 73,283 70,269 71,019 80,219 82,219 82,219 89,880 89,880 88,000 2,00 0,00 0,00 7,66 0,00 9,66 24,0 0,0 0,0 53,6 0,0 77,6
779,297 73,283 70,269 71,019 80,219 82,219 82,219 89,880 89,880 88,000 2,00 0,00 0,00 7,66 0,00 9,66 24,0 0,0 0,0 53,6 0,0 77,6
790,797 72,909 69,895 70,645 79,845 81,845 81,845 90,280 90,280 88,000 2,00 0,00 0,00 8,44 0,00 10,44 24,0 0,0 0,0 59,0 0,0 83,0
802,297 72,588 69,574 70,324 79,524 81,524 81,524 90,220 90,220 86,845 2,00 0,00 0,00 8,70 0,00 10,70 24,0 0,0 0,0 60,9 0,0 84,9
813,797 72,321 69,307 70,057 79,257 81,257 81,257 90,450 90,450 84,795 2,00 0,00 0,00 9,19 0,00 11,19 24,0 0,0 0,0 64,4 0,0 88,4
825,297 72,106 69,092 69,842 79,042 81,042 81,042 90,470 90,470 84,000 2,00 0,00 0,00 9,43 0,00 11,43 24,0 0,0 0,0 66,0 0,0 90,0
836,797 71,944 68,930 69,680 78,880 80,880 80,880 90,480 90,480 84,000 2,00 0,00 0,00 9,60 0,00 11,60 24,0 0,0 0,0 67,2 0,0 91,2
TE4
848,297 71,835 68,821 69,571 78,771 80,771 80,771 90,460 90,460 84,000 2,00 0,00 0,00 9,69 0,00 11,69 24,0 0,0 0,0 67,8 0,0 91,8 85,1
859,797 71,779 68,765 69,515 78,715 80,715 80,715 90,250 90,250 84,000 2,00 0,00 0,00 9,53 0,00 11,53 24,0 0,0 0,0 66,7 0,0 90,7
871,297 71,776 68,762 69,512 78,712 80,712 80,712 90,000 90,000 84,000 2,00 0,00 0,00 9,29 0,00 11,29 24,0 0,0 0,0 65,0 0,0 89,0
882,797 71,826 68,812 69,562 78,762 80,762 80,762 89,570 89,570 84,000 2,00 0,00 0,00 8,81 0,00 10,81 24,0 0,0 0,0 61,7 0,0 85,7
894,297 71,929 68,915 69,665 78,865 80,865 80,865 88,880 88,880 84,000 2,00 0,00 0,00 8,02 0,00 10,02 24,0 0,0 0,0 56,1 0,0 80,1
905,797 72,084 69,070 69,820 79,020 81,020 81,020 88,070 88,070 84,000 2,00 0,00 0,00 7,05 0,00 9,05 24,0 0,0 0,0 49,3 0,0 73,3
917,297 72,293 69,279 70,029 79,229 81,229 81,229 87,500 87,500 84,000 2,00 0,00 0,00 6,27 0,00 8,27 24,0 0,0 0,0 43,9 0,0 67,9
917,297 72,293 69,279 70,029 79,229 81,229 81,229 87,500 87,500 84,000 2,00 0,00 0,00 6,27 0,00 8,27 24,0 0,0 0,0 43,9 0,0 67,9
928,797 72,554 69,540 70,290 79,490 81,490 81,490 87,500 87,500 84,000 2,00 0,00 0,00 6,01 0,00 8,01 24,0 0,0 0,0 42,1 0,0 66,1
940,297 72,869 69,855 70,605 79,805 81,805 81,805 87,500 87,500 84,000 2,00 0,00 0,00 5,70 0,00 7,70 24,0 0,0 0,0 39,9 0,0 63,9
951,797 73,236 70,222 70,972 80,172 82,172 82,172 87,500 87,500 84,000 2,00 0,00 0,00 5,33 0,00 7,33 24,0 0,0 0,0 37,3 0,0 61,3
963,297 73,657 70,643 71,393 80,593 82,593 82,593 87,500 87,500 84,000 2,00 0,00 0,00 4,91 0,00 6,91 24,0 0,0 0,0 34,4 0,0 58,4
974,797 74,130 71,116 71,866 81,066 83,066 83,066 87,500 87,500 84,000 2,00 0,00 0,00 4,43 0,00 6,43 24,0 0,0 0,0 31,0 0,0 55,0
TE3
986,297 74,657 71,643 72,393 81,593 83,593 83,593 87,500 87,500 84,000 2,00 0,00 0,00 3,91 0,00 5,91 24,0 0,0 0,0 27,4 0,0 51,4 63,7
997,797 75,227 72,213 72,963 82,163 84,163 84,163 87,500 87,500 84,511 2,00 0,00 0,00 3,34 0,00 5,34 24,0 0,0 0,0 23,4 0,0 47,4
1009,297 75,802 72,788 73,538 82,738 84,738 84,738 90,730 90,730 86,271 2,00 0,00 0,00 5,99 0,00 7,99 24,0 0,0 0,0 41,9 0,0 65,9
1020,797 76,377 73,363 74,113 83,313 85,313 85,313 91,835 91,835 88,316 2,00 0,00 0,00 6,52 0,00 8,52 24,0 0,0 0,0 45,7 0,0 69,7
1032,297 76,952 73,938 74,688 83,888 85,888 85,888 92,940 92,940 90,361 2,00 0,00 0,00 7,05 0,00 9,05 24,0 0,0 0,0 49,4 0,0 73,4
1043,797 77,527 74,513 75,263 84,463 86,463 86,463 94,115 94,115 92,406 2,00 0,00 0,00 7,65 0,00 9,65 24,0 0,0 0,0 53,6 0,0 77,6
1055,297 78,102 75,088 75,838 85,038 87,038 87,038 95,290 95,290 94,451 2,00 0,00 0,00 8,25 0,00 10,25 24,0 0,0 0,0 57,8 0,0 81,8
1055,297 78,102 75,088 75,838 85,038 87,038 87,038 95,290 95,290 94,451 2,00 0,00 0,00 8,25 0,00 10,25 24,0 0,0 0,0 57,8 0,0 81,8
1066,797 78,677 75,663 76,413 85,613 87,613 87,613 95,760 95,760 95,760 2,00 0,00 0,00 8,15 0,00 10,15 24,0 0,0 0,0 57,0 0,0 81,0
1078,297 79,252 76,238 76,988 86,188 88,188 88,188 96,130 96,130 96,130 2,00 0,00 0,00 7,94 0,00 9,94 24,0 0,0 0,0 55,6 0,0 79,6
1089,797 79,827 76,813 77,563 86,763 88,763 88,763 96,390 96,390 96,390 2,00 0,00 0,00 7,63 0,00 9,63 24,0 0,0 0,0 53,4 0,0 77,4
1101,297 80,402 77,388 78,138 87,338 89,338 89,338 96,500 96,500 96,500 2,00 0,00 0,00 7,16 0,00 9,16 24,0 0,0 0,0 50,1 0,0 74,1
1112,797 80,977 77,963 78,713 87,913 89,913 89,913 96,500 96,500 96,500 2,00 0,00 0,00 6,59 0,00 8,59 24,0 0,0 0,0 46,1 0,0 70,1
TE2
1124,297 81,552 78,538 79,288 88,488 90,488 90,488 96,470 96,470 96,470 2,00 0,00 0,00 5,98 0,00 7,98 24,0 0,0 0,0 41,9 0,0 65,9 69,3
1135,797 82,127 79,113 79,863 89,063 91,063 91,063 96,850 96,850 96,850 2,00 0,00 0,00 5,79 0,00 7,79 24,0 0,0 0,0 40,5 0,0 64,5
1147,297 82,702 79,688 80,438 89,638 91,638 91,638 97,720 97,720 97,720 2,00 0,00 0,00 6,08 0,00 8,08 24,0 0,0 0,0 42,6 0,0 66,6
1158,797 83,277 80,263 81,013 90,213 92,213 92,213 97,920 97,920 97,920 2,00 0,00 0,00 5,71 0,00 7,71 24,0 0,0 0,0 39,9 0,0 63,9
1170,297 83,852 80,838 81,588 90,788 92,788 92,788 97,900 97,900 97,900 2,00 0,00 0,00 5,11 0,00 7,11 24,0 0,0 0,0 35,8 0,0 59,8
1181,797 84,427 81,413 82,163 91,363 93,363 93,363 98,420 98,420 98,420 2,00 0,00 0,00 5,06 0,00 7,06 24,0 0,0 0,0 35,4 0,0 59,4
1193,297 85,002 81,988 82,738 91,938 93,938 94,850 98,330 98,330 98,330 2,00 0,91 0,00 3,48 0,00 6,39 24,0 9,1 0,0 24,4 0,0 57,5
1193,297 85,002 81,988 82,738 91,938 93,938 94,850 98,330 98,330 98,330 2,00 0,91 0,00 3,48 0,00 6,39 24,0 9,1 0,0 24,4 0,0 57,5
1204,797 85,577 82,563 83,313 92,513 92,513 97,725 98,440 98,440 98,440 0,00 5,21 0,00 0,72 0,00 5,93 0,0 52,1 0,0 5,0 0,0 57,1
1216,297 86,152 83,138 83,888 93,088 93,088 101,000 98,950 101,000 101,000 0,00 6,91 1,00 0,00 0,00 7,91 0,0 69,1 18,0 0,0 0,0 87,1
1227,797 86,727 83,713 84,463 93,663 93,663 103,500 103,240 103,500 103,500 0,00 6,34 3,50 0,00 0,00 9,84 0,0 63,4 63,0 0,0 0,0 126,4
1239,297 87,302 84,288 85,038 94,238 94,238 103,500 103,130 103,500 103,500 0,00 5,76 3,50 0,00 0,00 9,26 0,0 57,6 63,0 0,0 0,0 120,6
1250,797 87,877 84,863 85,613 94,813 94,813 103,500 103,340 103,500 103,500 0,00 5,19 3,50 0,00 0,00 8,69 0,0 51,9 63,0 0,0 0,0 114,9
TE1
1262,297 88,452 85,438 86,188 95,388 95,388 103,500 103,480 103,500 103,500 0,00 4,61 3,50 0,00 0,00 8,11 0,0 46,1 63,0 0,0 0,0 109,1 95,4
1273,797 89,027 86,013 86,763 95,963 95,963 103,500 103,550 103,550 103,550 0,00 4,04 3,50 0,00 0,05 7,59 0,0 40,4 63,0 0,0 0,8 104,2
1285,297 89,602 86,588 87,338 96,538 96,538 103,500 103,460 103,500 103,500 0,00 3,46 3,50 0,00 0,00 6,96 0,0 34,6 63,0 0,0 0,0 97,6
1296,797 90,177 87,163 87,913 97,113 97,113 103,500 103,510 103,510 103,510 0,00 2,89 3,50 0,00 0,01 6,40 0,0 28,9 63,0 0,0 0,2 92,0
1308,297 90,752 87,738 88,488 97,688 97,688 103,500 103,600 103,600 103,600 0,00 2,31 3,50 0,00 0,10 5,91 0,0 23,1 63,0 0,0 1,7 87,8
1319,797 91,327 88,313 89,063 98,263 98,263 103,500 103,530 103,530 103,530 0,00 1,74 3,50 0,00 0,03 5,27 0,0 17,4 63,0 0,0 0,5 80,9
1331,297 91,902 88,888 89,638 98,838 98,838 103,500 103,560 103,560 103,560 0,00 1,16 3,50 0,00 0,06 4,72 0,0 11,6 63,0 0,0 1,0 75,6
page 1 of 1 I:\723 Coatzacoalcos Mexico\72370 Mexico aanbieding detaillering\CT\excel\N07192_B1.Annex1.load on top of elements.xls 5-10-2007 10:43
N N
σc σc = 0.7
A mm2
3
heq if( h < 1000 , h , 1000 ) heq = 1 .10 mm
(h 300 )
k if h < 300 , 1 , if h > 800 , 0.65 , 1 0.35 . k = 0.65
500
heq
kax if N < 0 , 1.5 , 2 kax = 1.5
3h
σc
kc 0.4 . 1 kc if( kc < 1 , kc , 1 )
h .
kax . fctm kc = 0.44
heq
Act 3
Asmin kc .k .fctm . Asmin = 1.145 .10 mm2
ft
hcr h xuncr hcr = 568.251 mm

2.9 . . ( h d )
φm1 φeq . 2
fctm ( kc .hcr ) φm1 = 12.6 mm
3.Calculation of the stress in the tension reinforcement (σsr) calculated on the basis of a cracked section
under the loading conditions causing first cracking, e.g. σct = fctm
fctm h
εctr x
Ec 2 (guess value)
Given Calculation of moment causing first cracking: Mr

x
εccr εctr . Fctr 0.5 .εctr .Ec .( h x ) .b
h x
d x Fsrc εsrc .Es .Asc

εsrt εctr . Fccr 0.5 .εccr .Ec .x .b
h x
Fccr Fsrc N Fctr Fsrt

x d1 Fsrt εsrt .Es .Ast
εsrc εctr .
h x
6
N = 1.12 .10
x = 956.381 mm
h x x h 6
Mr Fctr . h Fsrt .d Fccr . Fsrc .d1 N. .10 Mr = 1659 kNm
3 3 2
Fctr
Fctr Fctr = 933 kN
1000
xr 0.1 (guess value)

εcr 0.0001

R070205 - B.Detailed Design Basis

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COATZACOALCOS IMMERSED TUNNEL

DETAILED DESIGN BASIS

I SEDIMENTATION AND BACKFILL LEVELS

Our reference Page

1.1 The immersed tunnel

1. Casting of the floor slab.

Each section is cast directly against the previous one.

Our reference Page

1.2 Codes, Standards, Regulations and Literature

EN 1990: Basis of structural design

EN 1991 Actions on Structures

EN 1992: Design of Concrete Structures

EN 1993: Design of Steel Structures

EN 1997: Geotechnical Design

EN 1998: Design of structures for Earthquake Resistance

Ground retaining structures are designed according to Dutch guideline:

Our reference Page

1.3 Tender design

Unless otherwise specified SI units apply.

Our reference Page

1.4 Detailed design

The “Soil Interpretive” [13] is to be extended to Detailed design level.

The “Longitudinal Analysis” [15] is to be extended to Detailed design level.

The “Earthquake resistance design” [16] is to be extended to Detailed design level.

Our reference Page

2.2 Navigational requirements

Depth, width and position of the future navigation channel to Darsena.

2.3 Cross section

2.3.1 Traffic clearance profile

− Height= 5.5 m according N-PRY-CAR-6-01-002/01;

2.3.2 Structural cross section

Our reference Page

2.4 Placement of reinforcement

Figure 1 Segment joint

Our reference Page

2.6 Gravel bed

Acceptance criteria for the gravel bed are:

− variation of the specified surface level shall not exceed + or – 25 mm

Figure 2 Gravel bed cross section

Our reference Page

3.1.2 Environmental conditions and structural classification

3.1.3 Immersed Tunnel, structural concrete

3.1.4 Immersed Tunnel, ballast concrete

3.1.5 Closure and element joints

Our reference Page

Rebar Diameter(inches) Diameter(mm) Area(mm²)

3.2.3 Structural steel

Our reference Page

3.3 Soil parameters

3.4 Partial factors for materials

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4 LOADS AND Ψ FACTORS

4.1 Permanent loads

4.1.1 Self-weight (SW)

Min. and max densities for uplift calculations:

4.1.2 Backfill and tunnel protection trench (BF)

4.1.3 Superimposed dead loads from finishing works (SDL)

4.1.4 Tidal/river discharge Loads (WL)

Our reference Page

4.1.5 Horizontal soil pressure (HSP)

4.1.6 Hydrostatic loading (HL)

4.1.7 Settlement (SE)