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    Design of Segmental Tunnel Linings - 2010-Ho

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    flashtron
    This document discusses the design of segmental tunnel linings. It covers key topics such as: - Segmental linings are usually used with shield machines and for the majority of MRT and DTSS tunnels. They consist of precast concrete segments joined together to form a complete circular lining. - Ring design considers loads from earth pressures, groundwater, construction processes like jacking and grouting. Joints must be designed to transfer loads while allowing for construction tolerances. - Segments are designed as short columns to resist earth and water pressures. Reinforcement is detailed to prevent cracking from forces during handling, erection and grouting. - Grouting around the lining is critical to provide uniform

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    Design of Segmental Tunnel Linings - 2010-Ho

    Uploaded by

    flashtron
    677 views90 pages
    This document discusses the design of segmental tunnel linings. It covers key topics such as: - Segmental linings are usually used with shield machines and for the majority of MRT and DTSS tunnels. They consist of precast concrete segments joined together to form a complete circular lining. - Ring design considers loads from earth pressures, groundwater, construction processes like jacking and grouting. Joints must be designed to transfer loads while allowing for construction tolerances. - Segments are designed as short columns to resist earth and water pressures. Reinforcement is detailed to prevent cracking from forces during handling, erection and grouting. - Grouting around the lining is critical to provide uniform

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    DESIGN OF SEGMENTAL TUNNEL LININGS _ 2010-HO (1)

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    This document discusses the design of segmental tunnel linings. It covers key topics such as: - Segmental linings are usually used with shield machines and for the majority of MRT and DTSS tunnels. They consist of precast concrete segments joined together to form a complete circular lining. - Ring design considers loads from earth pressures, groundwater, construction processes like jacking and grouting. Joints must be designed to transfer loads while allowing for construction tolerances. - Segments are designed as short columns to resist earth and water pressures. Reinforcement is detailed to prevent cracking from forces during handling, erection and grouting. - Grouting around the lining is critical to provide uniform

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    677 views90 pages

    Design of Segmental Tunnel Linings - 2010-Ho

    Uploaded by

    flashtron
    This document discusses the design of segmental tunnel linings. It covers key topics such as: - Segmental linings are usually used with shield machines and for the majority of MRT and DTSS tunnels. They consist of precast concrete segments joined together to form a complete circular lining. - Ring design considers loads from earth pressures, groundwater, construction processes like jacking and grouting. Joints must be designed to transfer loads while allowing for construction tolerances. - Segments are designed as short columns to resist earth and water pressures. Reinforcement is detailed to prevent cracking from forces during handling, erection and grouting. - Grouting around the lining is critical to provide uniform

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    Segmental tunnel linings are commonly used in conjunction with shield machines and for majority of MRT and sewage tunnels in Singapore. Different linings have different number of passes and materials used for protection. Common materials include reinforced concrete, spheroidal graphite iron, steel and steel fibre reinforced concrete.

    Common materials used for segmental tunnel linings include reinforced concrete, spheroidal graphite iron, steel and steel and plastic fibre reinforced concrete. Spheroidal graphite iron provides high flexibility and resistance to corrosion but is more expensive.

    Key design issues for segmental tunnel rings include earth and groundwater pressures, joint design, loads during jacking and grouting, grouting around the lining, handling and stacking of segments, fire protection, durability, watertightness and allowance for future developments near the tunnel.

    DESIGN OF SEGMENTAL

    TUNNEL LININGS
    SEGMENTAL LININGS
    • Usually used in conjunction with shield
    machines
    • Used for the majority of the MRT and
    DTSS tunnels
    • The MRT tunnels have ‘one-pass’ lining
    systems
    • The DTSS tunnels have two pass linings,
    an initial segmental lining, and an inner
    lining to allow protection from the corrosive
    sewage
    SEGMENTAL LININGS
    • Modern linings are generally of reinforced
    concrete
    Other materials used:
    • Spheroidal graphite iron (modern
    development of cast iron) – high flexibility,
    high resistance to corrosion, high cost
    • Steel
    • Steel & plastic fibre reinforced concrete
    (the way of the future?)
    CONCRETE SEGMENTS

    SUPPORTING THE GROUND AT THE TAIL


    OF THE SHIELD
    RING DESIGN ISSUES
    • Earth and ground water pressures, segment
    design for those pressures
    • Joint design
    • Jacking and grouting loads
    • Grouting around lining
    • Demoulding, handling and stacking
    • Fire Protection
    • Durability
    • Watertightness
    • Effect of future, adjacent developments
    • Tunnels in close proximity
    SEGMENTAL LINED TUNNEL
    RING LAYOUT
    Bolt Pocket

    Staggered key/joints –
    gives more rigidity
    Key
    Top Top

    Circumferential joint
    Longitudinal (or radial) joint
    LINING DESIGN FOR CCL 2 & 3
     General Arrangement
    – Internal diameter: 5.8m
    – Thickness: 275mm, Length: 1.4m
    – 5 segments (67.5o) + key (22.5o)
    – Radial joints to be staggered, i.e. to
    avoid cruciform joints
    – Curved bolts of 24mm diameter in bolt
    holes of 34 mm diameter (straight bolts
    being used for CCL 4 and 5)
    SOIL LOADS ON RING
    GROUND LOADS

    ph = K x pv
    so pd = ((1-K)/2) x pv
    Total load = Uniform load + distortional load + water load
    VALUES FOR K FOR SINGAPORE
    LTA Design Criteria (based on
    measurement, back-calculation)
    • E,M, F2 0.75
    • B,O,G4,F1 0.5
    • S4 0.4
    • S2, S3 (FCBB), G2 0.3
    ? Not sure how much these values reflect true ‘Ko’,
    how much they are influenced by construction?
    Symbol Description
    ro radius to extrados of tunnel lining
    γ average unit weight of overburden
    k constant
    ν12)
    Young's modulus for lining ( replaced by E/(1-ν
    E where lining continuous along tunnel)
    Ec, ν Young's modulus and Poisson's ratio of ground
    second moment of inertia of lining per unit
    I length of tunnel
    Ie effective value of I for a jointed lining
    Ij effective value of I at joint in a lining
    ratio of radius of lining centroid to that of
    η extrados
    hw water table from ground surface
    Based on Muir Wood (1975) and Curtis
    (1976), moments and forces can be
    calculated as:

    Moment, M = ro2 (2Sn + St) cos2θ


    θ/6

    Deflection, u1 = ro4(2Sn+St)cos2θ
    θ/18EI
    Normal Force, N = ro (Sn+2St)cos2θ θ/3 +
    pwro + No

    where Sn and St are the normal and shear


    stresses
    Muir Wood/Curtis (cont.)
    Normal Stress, Sn = (1-Q2)po/2[1+Q2(3-
    2ν
    ν/3-4ν
    ν)],
    Shear Stress, St = (1+2Q2)po/2[1+Q2(3-
    2ν
    ν/3-4ν
    ν)]

    Q2 = Ecro3/12EI(1+ν
    ν)

    No = σv'(1+k)ro/(2+(1-k)(2-2ν
    ν)Ecro/EA(1-
    2νν)(1+νν))
    Muir Wood/Curtis (cont.)

    If shear between lining and ground is


    ignored,
    Sn = 3(3-4ν
    ν)po/2(4Q2+5-6ν)
    ν),
    ν)
    M =poro2 (3-4ν
    ν)cos2θ
    θ/2(5-6ν
    ν+4Q2)
    u1 =ro4(2Sn)cos2θ
    θ/18EI
    N = poro (3-4ν
    ν)cos2θ
    θ/2(5-6ν
    ν+4Q2) + pwro
    LOADS ON RING
    • Water loading (uniform)
    • Uniform earth loading (uniform)
    • Distortional loading (not uniform)
    Normal stresses calculated by superposition
    of effects of all three
    Moments in lining due to distortional loading
    only
    TYPICAL N AND M FOR
    UNJOINTED RING
    M = Moment in lining
    N = Normal force in lining
    FOUR JOINTS IN LINING
    - EFFECT ON MOMENTS 1

    No effect on lining
    Stiffness – joints at
    points of
    contraflexure
    FOUR JOINTS IN LINING
    - EFFECT ON MOMENTS 2

    Significant
    Reduction in
    Stiffness and
    therefore moment
    EFFECT OF JOINTS
    • If more than 4 joints, then the lining will
    always be less stiff than an unjointed
    lining. Use formula from Muir Wood:
    Il = Ij + (4/n) 2 I
    Where: Il is moment of inertia of jointed lining
    Ij is the moment of inertia of the joint
    n is the number of joints (if >4)
    I is the moment of inertia of the unjointed lining
    EFFECT OF JOINTS
    • More joints means more flexibility, which
    means larger deflection, but less moment
    • Linings often designed allowing for joints
    to calculate maximum deflection (worst
    case), but no joints to calculate maximum
    moment (also worst case)
    SEGMENT DESIGN – TREAT AS
    SHORT COLUMN

    M
    DESIGN AND DETAILING OF
    JOINTS
    THREE METHODS OF FORMING
    JOINTS
    CASTING & CONSTRUCION
    TOLERANCES – EFFECT ON JOINTS

    Block joint – small rotation causes load to be thrown into side of block
    ROTATION AT JOINT
    ECCENTRICITY DUE TO STEP

    e2 = R1.s/(R1-R2), for concave / convex joint

    e2 =s/2 for convex / convex joint, as R2=-R1


    Convex / convex minimises effect of stepping
    EFFECT OF ECCENTRICITY
    • Causes additional moment in segment.
    Increase is: (e1 + e2).N
    • Position of contact affects splitting forces
    and joint detailing
    • Results in offset between waterproofing
    gaskets
    SPLITTING AT JOINT – CAUSED
    BY TENSILE STRESSES
    DESIGN OF CONVEX/
    CONCAVE JOINTS

    2b is the width of the contact area


    p is the maximum contact pressure
    DESIGN OF CONVEX/
    CONVEX JOINTS

    2b is the width of the contact area


    pmax is the maximum contact pressure
    TENSILE SPLITTING STRESSES
    JOINT
    DETAILING
    1. Reinforcement to avoid
    splitting at joint must be
    fully anchored – full
    strength weld or mat
    2. Keep contact zone
    >50mm from edge of
    segment
    3. Key width should be >2x
    segment thickness to
    avoid overlapping
    tension zones
    Bars at radial joint
    welded
    JACKING & GROUTING
    LOADS
    SHOVE RAMS

    Typically 100T per ram


    LATERAL BENDING LOADS
    CAUSED BY POOR BUILD

    Can also result from:


    • highly asymmetrical jacking forces
    • use of overly fluid, long setting grouts
    DESIGN TO MINIMISE DAMAGE
    DURING SHOVING
    • Place reinforcement to form beams on the long
    sides of the segment, which increases the
    resistance to bending of the segment
    • If leading edge of ring is not plane, the shoving
    forces can cause cracking, as it is not possible to
    provide sufficient resistance to potential loads.
    Therefore important to keep leading edge of ring in
    a plane – use packing if necessary to correct
    • Need to specify grouts that hold the ring in place
    during shoving – otherwise steps/lips can develop
    Reinforcement detailed
    to form beam at circle
    joint
    GROUTING AROUND
    LINING
    GROUT AROUND LINING, OPEN
    FACE SHIELD IN BOULDER BED
    PIPES FOR
    GROUTING
    LAID ALONG THE
    INSIDE OF THE
    TAILSKIN
    PURPOSE OF GROUTING
    AROUND THE RINGS
    • Filling the void reduces the settlement
    • Provide even contact between the ground
    and the ring – hence even loading. Poor
    grouting has resulted in two major tunnel
    failures in UK.
    • Hold the ring during shoving – if the rings
    are able to move around there will be
    cracking and stepping, and serious loss of
    durability
    GROUTING CONTROL
    • Grout to a minimum pressure,
    independent of volume (typically slightly
    higher than water pressure)
    • Grout to a minimum volume (typically
    minimum volume of void around ring)
    • Grout to a maximum pressure (typically
    about overburden pressure), but only if
    minimum volume has been achieved
    • Grouting controls should be specified by
    designer, at least in general terms
    CONTROLLING THE FLOTATION
    OF THE RING
    • The bouyancy force per m of lining (K) is:
    K=(πD2/4)(ρg- ρt)g
    Where D is the diameter of the lining, ρg is
    the density of the grout and ρt is the
    density of the tunnel (including the air
    inside)
    • The shear strength of the grout to resist
    such forces, τy = =(πs/4)(ρg- ρt)g,
    Where s is the width of the tail void
    GROUT REQUIREMENTS
    • Must be pumped through small grout pipes
    (typically 25mm ID)
    • Must change properties soon after
    injection, to gain shear strength and fix
    ring in place
    • Long term strength not important – but
    must be durable, not subject to attack by
    groundwater
    GROUTS
    • Fast setting – i.e. cement/silicate – gives
    inItial gel in about 2 minutes – need to
    inject using 2 lines, mix at point of injection
    – problems with clogging of lines
    • High shear – typically sand/fly ash/cement
    or lime/superplasticizer – grading of sand
    important
    GROUTS - TESTING
    • Fast setting – Time to gel, strength before
    next shove (say 30 minutes). Strength at 1
    week + of less importance than quick
    strength. Only small strength required –
    say 200kPa.
    • High shear – Yield, by scissometre,
    workability, by slump cone, bleed under
    pressure by baroid filter press, seperation
    in water
    DEMOULDING, HANDLING
    AND STACKING
    CAGE FOR
    SEGMENT – IN
    MOULD
    After pouring the concrete, setting
    and curing, the segment must be
    removed from the mould, moved
    and stacked.

    To avoid cracking, ignore


    reinforcement and ensure that the
    tension stresses are less than
    the modulus of rupture.

    Ft = 0.45√Fcu/Load factor

    Use dynamic load factor of 1.5 for


    Demoulding.
    CONCRETE SEGMENTS

    If supports are too far apart or too


    close together the centre of the
    segment will crack

    Too close together – ideally


    should be 0.21 x length of
    segment from end

    STACKING OF SEGMENTS – AT CASTING YARD,


    DURING TRANPORTATION AND ON SITE
    FIRE PROTECTION
    FIRE RESISTANCE
    • Following CP 65, a minimum 240mm
    segment thickness required to meet
    ‘deemed to comply’ provisions
    • For 6m diameter tunnels less than about
    30m in depth, this requirement governs
    the thickness of the lining
    • Even meeting the ‘deemed to comply’
    provisions does not guarantee
    performance in a fire
    EXPLOSIVE SPALLING OF CONCRETE –
    CAUSED BY STEAM ESCAPING
    FIRE PROTECTION –
    POSSIBLE MEASURES

    1. Full restraint of
    reinforcement
    2. Use of fire protection
    boards
    3. Use of polypropylene
    fibres, added to
    concrete mix – in a fire
    these melt, letting out
    the steam that otherwise
    causes explosive
    spalling
    DURABILITY &
    WATERTIGHTNESS
    CONCENTRATION OF SALT DUE TO WATER
    LEAKAGE INTO TRANSIT TUNNEL
    WATERPROOFING THE
    SEGMENT
    • Use low permeability concrete – good mix
    design, aggregate selection, additives
    (such as silica fume)
    • Apply waterproofing compound, such as
    epoxy paint
    Coated segments for
    CCL 4
    CONCRETE SEGMENTS

    GASKET GROOVE – GASKETS TYPICALLY GLUED


    INTO PLACE
    4xhydroswelling gasket, as used on NEL-
    Swells in contact with water
    EPDM gasket, as used on NEL – requirement
    to have two gaskets, one EPDM
    one hydroswelling

    EPDM has hollow structure


    - Gives compressibility
    Example of layout used
    on NEL – flat block joint,
    separate EPDM and
    swelling gaskets
    EPDM GASKET
    Ability to seal over significant
    range of gap, even with steps
    EPDM GASKET
    Must consider both the sealing capacity of the gasket at maximum
    gap and the force on the lining at minimum gap – may break
    off corner of segment.
    EPDM reasonably flexible, because of hollow structure
    SEALING CAPACITY OF
    HYDROSWELLING GASKET

    Rapid reduction in sealing capacity with gap size- particularly in salt water
    FORCE/COMPRESSION OF
    HYDROPHILIC GASKET
    Co-extruded EPDM and hydroswelling gasket
    as used on Circle line,
    only single gasket required
    Single gasket allows wider gasket to be used
    – greater tolerance for steps
    SINGLE VS DOUBLE GASKET
    Advantages:
    • Solo EPDM can be a problem at corners –
    hydroswelling will seal if on EPDM carrier
    • Solo, low hydroswelling, cannot seal if there is a
    gap due to build tolerances, joint rotation
    • Solo, high hydroswelling suffer large loss of
    swelling with time
    • Can use wider gasket if only one – can cope with
    larger build tolerances
    Disadvantage:
    • Only one line of defence - if gasket is damaged
    GASKET TESTING
    • Testing should be specified by designer
    • Typically, test pressure to be resisted is
    twice maximum current water pressure –
    to allow for aging of gaskets
    • Test step (offset of gaskets) usually higher
    than maximum specified step in
    construction tolerances
    TESTING FOR C824
    ACHIEVING DURABILITY
    • High strength, low permeability concrete
    • Crack width control (0.2mm normal case,
    0.3mm considering future developments)
    • Coating to reduce permeability further
    (used to be coal tar epoxy, now using a
    curing compound)
    • Joints - Good gaskets, good build, good
    grout
    • Grout holes – swelling gasket on plug
    WATERPROOF LININGS
    • Minimise water flow into tunnel
    (consolidation settlements, size of sumps
    and pumps)
    • Most importantly, needed for durability of
    reinforced concrete lining
    • Need to consider both cracks in concrete
    and watertightness of joints – typically
    20km of joint/km of MRT tunnel
    FUTURE DEVELOPMENTS
    FUTURE DEVELOPMENTS
    • Future developments tend to cluster
    around infrastructure hubs
    • Infrastructure tunnels should make some
    allowance for future development
    • LTA tunnels designed for additional 15mm
    distortion on diameter
    • Done by calculating additional moment
    from added distortion
    DAMAGED AND LEAKING LININGS

    A cracked and/or leaking tunnel will


    be a maintenance problem for the
    next 120 years +
    AVOIDING DELIVERING A
    CRACKED OR LEAKING TUNNEL

    What we do not want


    STEPS

    Segments not flush


    ring-to-ring.
    Gaskets do not have
    required overlap,
    so the joint leaks
    STEPS
    • Prime cause is not using a grout that
    ‘holds’ the ring during shoving – if the ring
    is floating in liquid grout it will move about
    • Can occur if the TBM is wrenched around
    a tight curve, due to the lateral forces from
    the tail skin/brushes
    • Can occur if the wrong taper is used, so
    the shield and rings are headed in different
    direction
    LEAKS

    Leaks can also occur due to:


    • Cracks through the
    segment
    • Damaged gasket
    • Leakage through grout
    holes
    CRACKS

    Segment cracked
    right through, due to
    bending failure.
    Crack should be
    epoxy grouted, but
    will be long term
    maintenance problem
    DAMAGE DUE TO SHOVING –
    CIRCLE LINE 1
    LATERAL BENDING LOADS
    CAUSED BY POOR BUILD

    Can also result from:


    • highly asymmetrical jacking forces
    • use of overly fluid, long setting grouts
    CRACKING
    • Cracking of segments can also be caused
    by overstressing during demoulding,
    transport or stacking
    • Probably will not see cracks until installed
    in tunnel, when the leakage will show them
    up
    KEY BLOWN OUT BY EXCESSIVE
    GROUT PRESSURE
    Design and construction
    problem

    1. Parallel sides to key


    gave limited resistance
    2. Excessive grout
    pressure
    CORROSION OF N-S LINE TUNNEL
    Main problem at joints, due to leakage.
    Poor gaskets a major cause
    FIRE DAMAGE - STOREBELT

    Explosive spalling. This can be avoiding by incorporating


    Polypropylene fibres in concrete mix
    QUALITY TUNNEL
    Needs:
    •Good design
    •Good material selection
    •Good moulds
    •Correct casting & curing
    •Careful handling
    •Careful tunnelling
    •Good build
    •Good grouting

    Everything has to be right!

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