wtc2015-paper_am

„SEE Tunnel:Promoting Tunneling in SEE Region“
ITA WTC 2015 Congress and 41st General Assembly

May 22-28, 2015, Lacroma Valamar Congress Center, Dubrovnik, Croatia
Full-scale tests on precast tunnel segments

in fiber reinforced concrete
Angelo CARATELLI, University of Rome Tor Vergata, Italy, caratelli@ing.uniroma2.it

Benoit DE RIVAZ, BMUS, Belgium, Benoit.DeRivaz@bm-underground.com
Alberto MEDA, University of Rome Tor Vergata, Italy, alberto.meda@uniroma2.it
Zila RINALDI, University of Rome tor Vergata, Italy, rinaldi@ing.uniroma2.it
2. Mechanized Tunnelling in Development and Use
Keywords: segmental lining tunnels, fiber reinforced concrete, full-scale tests
1. Introduction
The use of Fiber Reinforced Concrete in precast tunnel segments is continuously increasing. The
possibility of totally substituting the ordinary steel cage with a fiber reinforcement allows several
advantages related to higher quality and reduced costs.
Several researches were developed on the field [1-5], showing the feasibility of this solution. A
particular attention was paid on enhancing the performances of the material, in order to increase
the segments potentials. Always taking into account the cost problem, it is possible to increase the
fiber reinforced concrete properties by optimizing the concrete mix design and choosing the
correct fiber reinforcement.
Furthermore, the development of codes that allow the design of Fiber Reinforcing Concrete was
boosting the use of this material in tunnel segments [6-7].
The paper presents the results of full scale tests performed on precast segments for a hydraulic
tunnel. Two tests were considered: a bending test aiming to simulate the behaviour of the
segment mainly under the provisional loading conditions and a point loads tests representative to
the TBM thrust loading condition.
2. Segment preparation
The segments used in the research are representative of a hydraulic tunnel having an internal
diameter equal to 3.2 m. The thickness of the segment is equal to 250 mm.
Figure 1 shows the segment geometry.
Fig. 1 Segment geometry.
The segments were cast in moulds available at the laboratory of the Rome University “Tor Vergata”
(Fig. 2). The concrete was prepared in a track mixer. The adopted moulds have electrical vibrators
in order to compact the concrete. Both the segments were made from the same batch, as well as
beams and cubes for the material characterization.
Fig. 2 Segments cast.
3. Material Characterization
The mix design of the concrete adopted for the segment preparation is shown in Table 1. Steel
fibers Bekaert Dramix 4D 80/60BG were added with a content of 40 Kg/m3.
The average compressive strength of the fiber reinforced material, measured on 8 cubes having
150 mm side, was equal to 61.20 MPa. The tensile behaviour was characterized through bending
tests on nine 150x150x600 mm notched specimens (Fig. 3) according to the EN 14651 [8] as
suggested by the FIB Model Code [6]. The diagrams of the nominal stress versus the crack mouth
opening displacements (CMOD) are plotted in Figure 4. Furthermore, in Table 2 are summarised
the values of the stress related to the proportionality limit (f L) and the residual nominal strengths
related to four different crack openings - CMOD (0.5, 1.5, 2.5 and 3.5 mm), named f R1, fR2, fR3, fR4.
Table 1 Optimized concrete mix design.

Component kg/m3
Cement 42.5 R 480
Natural sand (0-4 mm) 422
Crushed sand (0-4 mm) 423
Crushed aggregate (4-16 mm) 519
Crushed aggregate (16-25 mm) 350
Plasticiser 4.8
Water 170
Steel fiber 40
A Section A-A
hsp=125
150
A b=150
250 250
L=500
Fig. 3 Bending tests according to EN 14651.

11
10 fR2 fR3
fR4
9
fR1
Nominal stress [MPa]
8
7
6
5
4
3
CMOD1
CMOD4
CMOD2
CMOD3
2
1
0
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0
CMOD [mm]
Fig. 4 Reuslts of the beam bending tests
Table 2. Results of the beam bending tests
fL [Mpa] fR1 [MPa] fR2 [MPa] fR3 [MPa] fR4 [MPa]
Beam_01 4.68 6.70 7.86 7.69 7.47

Beam_02 4.90 6.28 8.49 8.20 7.58
Beam_03 4.78 6.45 8.41 8.42 8.04
Beam_04 5.15 6.56 9.04 8.64 7.44
Beam_05 5.72 7.33 8.95 8.75 8.19
Beam_06 5.03 6.27 8.60 9.23 8.45
Beam_07 5.63 7.75 10.2 8.99 8.54
Beam_08 4.60 6.28 8.16 9.25 8.40
Beam_09 5.43 6.18 8.03 8.50 8.33
4. Bending test
The bending test has been performed with the aim of evaluating the bearing capacity under
flexure, that can be required during provisional stages (i.e. demoulding, storage and transport
phase) and in service in case of asymmetrical soil pressures.
4.1 Test set-up
The test set-up is shown in Figure 5. The tunnel segment was placed on hinge supports with a
span of 1200 mm. The load was applied by means of an electromechanical jacket with a PID
control and a maximum load of 1000 kN. The tests were conducted up to the failure by using a
jacket displacement as control signal. In order to distribute the point load on the segment width, a
frame system was used, as shown in Figure 5. The total force was measured with a load cell
placed between the jacket and the frame system. The vertical displacements were recorded by
three wire transducers, placed at midspan, in the segment intrados (Fig. 6), while the crack
openings were measured with two LVDTs placed in the central part of the segment intrados
(Fig. 6).
Fig. 5 Bending test: set-up.
Fig. 6 Bending test: measurement devices.
4.2 Results
The results of the bending test on the fiber reinforced segment are presented in Figure 7 through
a force versus midspan displacement diagram. No appreciable torsion was found, as the three wire
transducers measured almost coincident displacements.
300
250
300
200 W1 250 W2
Load (kN)
W2 W1
W3
150 200
Load (kN)
150
100
W3 100
50
50
0
0
0 5 10 15 20 25 30 35 40 45 50 55 0 2 4 6 8 10 12 14
Displacement (mm) Displacement (mm)
a) b)
Fig. 7 Bending test results: load versus midspan displacement curve; a) full diagram; b)detail up to 14 mm
The first cracking occurs at a load level of about 177 kN, then the load increases up to a peak load
of about 254 kN. Afterwards a softening branch developed, up to maximum displacements of
about 45-50 mm.
The state of the segment at the end of the test is shown in Figure 8. In the same Figure 8 the
crack pattern detected during the test is represented. It can be noted that multi-cracking
phenomenon takes place. In particular, a series of cracks forms close to the segment midspan both
at the intrados and lateral surfaces.
175 kN
200 kN
225 kN
255 kN
Fig. 8 Bending test results: crack pattern.
Finally, in Figure 9 the load is plotted versus the crack opening displacement measured by the two
LVDTs (Fig. 4).
300
300
250 LVDT A LVDT A
250
200
LVDT R LVDT R
200
Load (kN)
150
Load (kN)
150
100
100
50
50
0 0
0 2 4 6 8 10 12 14 16 18 0 1 2 3 4 5
a) b)
Fig. 9 Bending test results: load versus crack opening curve. ; a) full diagram; b)detail up to 14 mm
5. TBM Thrust Test

The point load test aims to simulate the TBM thrust on the segment. In particular, the behaviour of
the segment under this type of action has to be verified, with particular regard to the localisation
of spalling and bursting cracks as well as to overall stability.
5.1 Test set-up
The test set-up is shown in Figure 10. The test is performed by applying point loads on the
segment, and adopting the same steel pads used, in field, by the TBM machine.
In order to reproduce the field condition, in the experimental set-up two hydraulic jacks act on
every steel pad. Every jack, having a loading capacity of 2000 kN, is inserted in a close ring frame
made with HEM 360 steel beams and 50 mm diameter Dywidag bars. The segment is placed on a
R/C beam having a 800x800 mm cross section, internal to the close ring frames (Fig. 10), suitably
designed in order to simulate the stiffness of the already placed ring. A hydraulic control system
has been adopted with the aim of applying the loads similarly to what happens with the TBM. In
particular, it is possible to control the load on a single couple of jackets acting on a single pad.
Furthermore, valves able to maintain a constant value of the oil pressure in the circuits have been
used. The loads applied on the segment are measured by means of two pressures transducers,
each for every couple of jackets.
The vertical displacements, under the two steel pads, are measured through four potentiometers,
placed as shown in Figure 11. Furthermore one LVDT is located on the intrados surface between
the steel pads, where the splitting crack is expected to form (Fig. 11).
Fig. 10 TBM trusts test: set-up.
P1 P3 P4 P2
Fig. 11 TBM trusts test: measurement devices.
5.2 Results
The main results of the point load test are here summarised. In particular, beside the load-time
diagram, the load-displacement relationships, and the evolution of the crack patterns are shown.
The performed load steps are highlighted in Figure 12. The maximum load was equal to 2500 kN
for each pad.
2750
2500
2250
2000
1750
Load (kN)
1500
1250
1000
750
500
250
0
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000
Time (s)
Fig. 12 . TBM thrust test: Load-time diagram
The displacements measured by the four potentiometer transducers (Fig. 11) are reported versus
the force of the single pad, in Figure 13a. The maximum measured displacement was about
0.5 mm.
The first crack appeared for a load level of 1000 kN (for each steel pad) between the two shoes at
the top and extrados surface. It has to remark that the first crack occurred at a load level higher
than the design value (785 kN) and the maximum load of the TBM (1100 kN).This spalling (split-
ting) crack propagates in the following steps through the extrados and intrados surfaces, as high-
lighted in Figure 14. For a load level equal to about 2000 kN a bursting crack opens under the
point load named F2 (see Figure 14). This crack extended for a length of about 80 cm at the intra-
dos surface and about 100 cm at the extrados side. The maximum crack width measured with a
crack gauge during the test was equal to about 0.35 mm. The maximum crack width at the end of
the test, after the complete unloading, was about 0.05 mm. Finally, the crack width, measured by
the LVDT placed between the steel pads (Fig. 11) is plotted versus the load (of the single pad) in
Figure 13b. It is worth remarking that two cracks pass through the instrument length.
3000
P1 P2 P3 3000
P4
2500
2500
2000
2000
Load (kN)
Load (kN)
1500 1500
1000 1000
500 500
0
0 0 0.1 0.2 0.3 0.4 0.5 0.6 0.7
0 0.05 0.1 0.15 0.2 0.25 0.3 0.35 0.4 0.45 0.5 0.55
a) b)
Fig. 13 . TBM thrust test: a) load-displacement diagram; b) load – LVDT displacement diagram
1000 kN 1750 kN
1150 kN 2000 kN
1350 kN 2250 kN
1500 kN 2500 kN
Fig. 14 TBM trusts test: crack pattern.
6. Conclusions
Two full-scale tests have been carried out on fiber reinforced segments belonging to a hydraulic
tunnel. The bending test aims to verify the flexural behaviour of the specimen, necessary for
facing the provisional stages and, in service due, for asymmetrical soil pressures. The point load
test is performed with the scope of simulating the TBM thrust on the segment. On the basis of the
obtained results the following remarks can be drawn:
- The bending test shows an increase of the load after the cracking, up to a peak value. This
behaviour highlights that the fiber reinforcement substitutes (or better, in our case is higher
than) the minimum reinforcement. As a consequence it can be affirmed that segment
requiring with minimum reinforcement, only, can be replaced by fiber reinforced elements
(without any traditional steel reinforcement);
- The TBM thrust test shows, that under point load, it is likely to form first a spalling
(splitting) crack between the steel pads, and then a bursting crack, under the point load.
Anyway, the first one forms for load values comparable with the maximum TBM thrust, the
second one is related to load higher than the exceptional thrust. Finally, it has to remark
the maximum crack width, at the total unload, at the end of the test was about 0.05 mm.
7. Acknowledgements
The authors are grateful to Calcestruzzi S.p.A for the definition of the concrete mix design.
References
[1] Plizzari, G.A., Tiberti, G. (2008). “Steel fibers as reinforcement for precast tunnel seg-
ments.” Tunnelling and Underground Space Technology. 21 (3-4).
[2] De la Fuente, A., Pujadas, P., Blanco, A., Aguado, A. (2012). “Experiences in Barcelona
with the use of fibres in segmental linings.” Tunnelling and Underground Space Technology
27 (1) , pp. 60-71.
[3] Kasper, T., Edvardsen, C., Wittneben, G., Neumann, D. (2008). “Lining design for the dis-
trict heating tunnel in Copenhagen with steel fibre reinforced concrete segments.” Tunnel-
ling and Underground Space Technology. 23 (5) , pp. 574-587.
[4] Caratelli, A., Meda, A. , Rinaldi, Z. (2012). “Design according to MC2010 of a fibre-
reinforced concrete tunnel in Monte Lirio, Panama.” Structural Concrete 13 (3), pp. 166-
173.
[5] Caratelli, A., Meda, A., Rinaldi, Z., Romualdi, P. (2011). “Structural behaviour of precast
tunnel segments in fiber reinforced concrete.” Tunnelling and Underground Space Technol-
ogy 26 (2) , pp. 284-291.
[6] Fib Model Code for Concrete Structures 2010. (2013) Ernst&Sohn. A Wiley Brand.
[7] Bakhshi, M., Nasri, V. (2014). Design considerations for precast tunnel segments according
to international recommendations, guidelines and standards. Vancouver TAC 2014: Tunnel-
ling in Resource Driven World. 26-28 October 2014, Vancouver, Canada.
[8] EN 14651: Test method for metallic fibre concrete. Measuring the flexural tensile strength.
2005.

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„SEE Tunnel:Promoting Tunneling in SEE Region“

ITA WTC 2015 Congress and 41st General Assembly

Full-scale tests on precast tunnel segments

Angelo CARATELLI, University of Rome Tor Vergata, Italy, caratelli@ing.uniroma2.it

2. Mechanized Tunnelling in Development and Use

Keywords: segmental lining tunnels, fiber reinforced concrete, full-scale tests

Fig. 1 Segment geometry.

Fig. 2 Segments cast.

Table 1 Optimized concrete mix design.

Fig. 3 Bending tests according to EN 14651.

Fig. 4 Reuslts of the beam bending tests

Table 2. Results of the beam bending tests

fL [Mpa] fR1 [MPa] fR2 [MPa] fR3 [MPa] fR4 [MPa]

Beam_01 4.68 6.70 7.86 7.69 7.47

4.1 Test set-up

Fig. 5 Bending test: set-up.

Fig. 6 Bending test: measurement devices.

Fig. 8 Bending test results: crack pattern.

5. TBM Thrust Test

5.1 Test set-up

Fig. 10 TBM trusts test: set-up.

Fig. 11 TBM trusts test: measurement devices.

Displacement (mm) Displacement (mm)

Fig. 14 TBM trusts test: crack pattern.

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