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World Tunnel Congress 2008 - Underground Facilities for Better Environment and Safety - India

Construction of long traffic tunnels in Norway


Einar Broch
Norwegian University of Science and Technology, Trondheim, Norway

Eivind Grv
SINTEF Rock and Soil Mechanics, Trondheim, Norway

SYNOPSIS: Tunnels are important parts of the communication system in the mountainous country of Norway. The paper gives short descriptions of selected long traffic tunnels, including the 24.5 km long Lrdal tunnel, the longest road tunnel in the world. During later years emphasis has been put on the principle of sectional completion during construction. Pros and cons of this principle is demonstrated and discussed. A comparison of costs between long traffic tunnels in Norway and Switzerland is also presented. This shows that cost-wise construction of long tunnels in Norway is extremely competitive, Norwegian long traffic tunnels are in the order of 1/10 of the cost per kilometre in Switzerland. 1. INTRODUCTION such topics as: ventilation, illumination (normal operation and emergency mode), safety aspects, rescue operations, long term stability and durability of rock support, drainage and water handling, contingencies, rescue and evacuation plans. These are important for an effective operation of any tunnel project, but local regulations and standards may govern the details. Norwegian tunnels have been associated with a cost and time efficient tunnelling concept. A comparison has been made which roughly indicates that the cost per km for railway tunnels with dual tracks in the Alps is between 10 and 15 times the cost per km as compared with a two lane road tunnel in Norway. 2. SOME MAIN PRINCIPLES NORWEGIAN TUNNELLING OF

In Norway long tunnels have successfully been excavated in rock for many purposes. Three of the 10 longest road tunnels in the world with lengths exceeding 10km are located in Norway: the Lrdal tunnel (24,5km), the Gudvanga tunnel (11,4km) and the Folgefonn tunnel (11,1km). A total of 25 road tunnels are longer than 5 km. Seven of these are sub-sea road tunnels, the longest being the 7.9 km long Bmlafjord tunnel. A project is under consideration where a 25 km long sub-sea road tunnel might be realised in the future. The longest railway tunnel in Norway is the Romeriksporten tunnel, en route between the capitol of Oslo and the airport (14,5 km) and the second longest is the Liersen tunnel (11km), the latter has been in operation for more than 30 years. In addition a number of long tunnels have been constructed as headrace tunnels for hydroelectric power projects, the longest for such purpose being 32 km. Based on the Norwegian tunnelling concept the following key-issues must be focused during construction: Health and safety aspects during construction. Ventilation Hauling out/transportation Permanent support at an early stage if possible Construction time

In the following a brief description of the elements that are normally understood to be included in the Norwegian tunnelling practice will be listed, see also(1) 2.1 Investigations The main aim of the pre-investigations is to establish a geological model with sufficient confidence. The geological model shall form the basis on which predictions for time scheduling, cost assessments, tunnelling prognosis, rock support and grout estimates will be made. Pre-investigations highlight the following elements:

During operation of the tunnel projects there are other essential key issues which are related to

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Cost effective methods aimed at determining the variability of the rock mass. Critical areas investigations. that call for specific

presenting their estimate on quantities on rock support, rock mass grouting etc. and all expected measures are quantified in the tenders and contracts. The Contractor carries the risk for the appropriate and efficient handling of the works and focus on improving his technical and organisational performance. The contracts include regulations for extension of construction time based on actually performed quantities. Dedicated pre-investigations conducted by the Owner to assess the geological risks at an acceptable level .

Probe-drilling ahead of the tunnel face is acknowledged as a reliable investigation method and is standard procedure for sub-sea tunnels.

2.2 Contracts Tunnelling and underground works are inevitably associated with a certain risk taking. No matter the extent of the pre-investigations, a certain level of risk remains. Identification of risk and risk allocation is important. Norwegian tunnelling involves standard unit rate contracts with risk allocation and contractual handling following an ideal risk sharing model as is illustrated in Figure 1. The figure indicates risk sharing for a few typical contract types applied in the tunnelling industry. The Norwegian practice is claimed to produce the lowest project cost. Amongst others, the following aspects are included in the Norwegian contract practice to share risks between the owner and the contractor. The Owner carries the risk for the ground conditions as they occur during the tunnelling. The Owner is responsible for the collection of information on ground conditions. All information is disclosed to the tendering contractors for their own interpretation. The Owners engineers provide their interpretation of the situation in terms of

2.3 Construction A key element in the cost effective tunnelling is the Contractor`s performance during construction. Machines are becoming modernised with computer aided rigs (for drilling, bolting, shotcreting and grouting as well as a number of other activities). The Contractors performance could include typically: High capacity equipment, with multi-skilled workmen at the tunnelling face allowing high utilisation of the equipment. Adaptability to the actual ground conditions by careful following-up of the encountered rock conditions by mapping and classification for a best fit of the rock support measures. Observation of the ground behaviour by visual

Figure 1. Risk sharing principle,(2)

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surveying and physical measurements if required, fulfilling the intentions of the Observational tunnelling method to ensure a stable tunnel profile. Installation of permanent rock support as close to the tunnel face as practically possible and advisable for the utilisation of the technical resources at the site. Installed primary support complies with the permanent work quality and will be approved as such. Experienced personnel at site and dedicated decision procedure to secure decisions on support and grouting to be taken without any unnecessary delay.

2.4 Co-operation The participants in underground construction have different objectives. However, in a broader perspective there are probably more common interests at the construction site than interest of conflicts. This includes such topics as: Respect for the different roles and values as tunnelling is a complex process and various skills are needed at the construction site. Constructive co-operation between representatives of the involved parties. the

Experienced professionals participating in the decision making. Conflicts being solved at the construction site through negotiations after the technical issues have been settled. PRINCIPLES COMPLETION PROJECTS OF WITH SECTIONAL REFERENCE

completed as per the contracted construction time schedule, or even earlier. A major incite for the contractors to complete at or before schedule, is the costly running and maintaining of a site organisation, heavily dominated by expensive machinery and equipment, including also a huge staff of labour and management and necessary facilities. The main dominating and time consuming activity in the tunnelling is the excavation of the rock tunnel. In long tunnels there is often a need of establishing additional adits to divide the tunnel into several equal working areas, multiple faces excavation. By opening up such adits the work connected to the tunnel excavation may take place at a number of working faces simultaneously. Long tunnels may be defined as tunnels exceeding 10 km in length. However, in certain projects, such as subsea tunnels, it might be impossible to open more than one additional access/adit at each end of the tunnel. Therefore, this paper will also include an example of a sub-sea road tunnel. A solution with several adits has been utilised for long headrace tunnels in the hydroelectric power industry. For the construction of road and railway tunnels the situation may call for other solutions. A selection of recent Norwegian road tunnel projects are shown in Table 1 below, and experience gained from these tunnelling projects will be briefly described together with different ways of establishing a sectional completion. 3.1 The Lrdal tunnel, the longest road tunnel in the world The Lrdal tunnel is 24.5 km long with a 9 m wide profile and a maximum inclination of 3%. The tunnel has one adit that allowed additional tunnel faces to be opened for tunnelling, see Figure 2 for details of the tunnel layout. The project was split into two main contracts for the tunnelling work. There were no contractual obligations for a sectional completion of the tunnel.

3.

In long tunnels there is a need for managing and utilising the construction time in an optimum way so as to ensure the tunnelling work will be

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Table 1. Project references Project Type of tunnel project Tunnel length Tunnel width Number of exits/entrances Number of working faces Maximum length of tunnel face Tunnelling method Construction time (mobilisation to opening of the tunnels) Lrdal tunnel Road tunnel 24.5 km 9 m (dual lane, single tube) 2 + 1 adit 4 Appr. 9 km Drill & blast July 1995 November 2000 Folgefonn tunnel Bmlafjord tunnel

Road tunnel Sub sea road tunnel 11 km 7.9 km 8 m (dual lane, single 11 m (triple lanes, tube) single tube) 2 2 2 2 Appr.6 km Appr. 4 km Drill & blast Drill & blast May 1997 September 1997 May 2001 December 2001

Laerdal

Figure 2. The Lrdal tunnel, - the longest road tunnel in the world

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However, after just a few kms tunnelling from one side, the main contractor and the Owner agreed that sectional completion would be beneficial for the project. It was agreed that the contractor should establish a sectional completion in accordance with the following: Most of the permanent rock support was installed at or close to the tunnel face. The lower part of the road embankment was replaced every week in accordance with the tunnel progress of the week to be able to have an appropriate transport surface. Work was going on continuously with the construction of the ditch and with the installation of drainage pipes, cable canals and cables. Twice a year the permanent road embankment was established in addition to the first layer of asphalt. This was the permanent road construction, but approval was granted for use in the construction period.

Figure 3. Entrance to the 11 km long Folgefonntunnel

Blast and excavate the tunnel and the ditch simultaneously. Install all equipment in the ditch such as pipes and manholes in sections of 1000-1500m. Install all permanent rock support preferably at the tunnel face, or at least before the installation of the ventilation duct. Utilise the excavated rock as road embankment and reduce the need of replacing. A temporary asphalt layer to be laid allowing transport to take place on a covered surface. Installation works, except rock support, were not allowed to take place closer than 400m from the tunnel face.

It is important to avoid un-necessary interruption of the tunnelling advance, and thus planned stand still in the tunnelling works were used to complete the work with the permanent road embankment. This was typically done for example in the ordinary vacation periods. 3.2 The Folgefonn road tunnel in the western Norway The Folgefonn tunnel Fig.3 is excavated in typical Precambrian gneisses. The construction contract was a traditional Norwegian unit rate contract. There were two contractors, one at each of the entrances. For this tunnel a working pattern was established as follows:

The contract did not include any requirement for a sectional completion, and the contractor could choose his construction process. The asphalted road surface enabled the possibility of using heavy vehicles for transport, and together with a high speed this produced an effective transport. The asphalted road surface also produced a better Health and Safety environment in the tunnel.

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3.3 The Bmlafjord sub sea road tunnel outside Bergen The tunnel has a maximum descend on both sides of the fjord of 8.5%, and 5.5% in its middle part. The geology consists of various Precambrian metamorphic rock types as shown in Figure 4. The tunnel is about 7,9 km long and reaches down to 260m below sea level. It is a part of the Triangle project south of Bergen and connects the island of Fyno with the Sveio at the mainland.

The pre-investigations Fig.5 for the project utilised the technique of Directional Drilling of core holes. As a consequence of the directional drilled core hole BH-1 and BH-1b, was a lowering of the tunnel alignment to reduce the uncertainty of a moraine fille trench in the sea floor. The project was split into two tunnelling contracts. The intention of both contracts was that a sectional completion should be aimed at. However, only one of the contractors followed this principle, thus it became easy to compare the differences and identify the benefits of the sectional completion procedure. The following work was associated with the sectional completion: The contractor completed sections with length of approximately 1000 m. Due to the poor quality of the rock all blasted rock needed to be replaced, and the sectional completion included a complete re-establishing of the road embankment. The sectional completion included rock support, ditches, drain pipes, man holes, cable canals and electrical/fibreoptic cables. The sectional completion included also a first layer of asphalt.

Figure 4. The sub-sea tunnel starts at Sveio and ends at the island of Fyno

The Owner, the Norwegian Public Roads Administration, expressed that the solution with the sectional completion was advantageous. The following negative aspects were associated with the one tunnel face that was constructed without following the concept of sectional completion:

Figure 5. Dedicated pre-investigations for the Bmlafjordtunnel

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A permanent sandfilter facility had to be established outside the tunnel to clean drainage water due to large production of fines. The material in the road embankment of the temporary road in the tunnel was crushed due to the load from the heavy traffic. Additional ventilation fans due to large amounts of dust and exhaust air. Dirty working conditions affected negatively the Health and Safety aspects in the tunnel. Frequent local replacement of road embankment to maintain construction traffic. ROMERIKSPORTEN RAILWAY TUNNEL

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The 14.580 m long Romeriksporten railway tunnel is part of the high speed railway connection between the major airport in Norway, Oslo Airport Gardermoen and the centre of the city of Oslo. The tunnel was excavated by the conventional Drill & Blast method, and has a cross section of 110 m2 and is a double track tunnel. As shown in Figure 6 approximately 90% of the tunnel goes through Precambrian gneisses and granite. About 10% at the Oslo side of the tunnel is excavated in CambroSilurian shales and limestones. The tunnel was opened for traffic in August 1999. This was one year later than originally planned because of unforeseen problems with inflow of water which caused unacceptable drawdown of the groundwater

table and severe settlements on buildings above the tunnel. During planning it was stipulated that water inflows were to be kept below 20 - 30 litres/min/100m under forest areas and below 10 15 litres/min/100m under urban areas,(3). Tunnelling in both the granitic and schistous gneiss produced a far more diffuse and evenly distributed leakage than had been expected. Systematic pregrouting was used in various sections. Decisions were based on recorded in-leakage from 3 6 probe holes of 23 m length ahead of the tunnel face. The criterion was 5 l/min of leakage from all probe holes. Due to the large inflows encountered in certain areas, the grouting had to be carried out every 1 2 rounds with typically 30 23 m long holes drilled with an 8m overlap. Under the Lutvann area up to four rounds had to be grouted before control drilling gave an acceptable inflow. In all, 37% of the total tunnel length ended up pre-grouted requiring 275 km of boreholes, 5,400 t of cement, 1,300 t of micro-cement and 340t of resin grout. One of the important lessons learned in this project was that when properly performed, pregrouting is up to 20 times more cost-effective than post-grouting, whilst providing similar permeability results. 5. CONTRACTUAL ASPECTS SECTIONAL COMPLETION OF

Sectional completion may in various ways be build into the contract, but based on the ordinary unit rate

Figure 6. The geology along the Romeriksporten railway tunnel with indication of section with high water leakage,(3)

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contracts used in Norway, we foresee the following possible procedures: 1. Include a working description that prescribes all necessary details on how the Contractor shall perform the works. Establish tight completion date and milestones to force the Contractor to plan for a sectional completion. Invite to an open dialog with the Contractor to customise a sectional completion awarding eg. an economical bonus.

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3.

A typical approach would basically take on the following arguments: Avoid detailing the Contractor`s work procedure, rather leave it to the Contractor to use his own experience and know-how to establish effective solutions. Include requirements to function, time, HES and quality. Show the interest of the Owner to award initiatives, suggestions and proposals to reduce the construction time, cut the construction costs and ease the operation by issuing specific incentives.

associated with the Health and Safety aspects. Health and Safety aspects are immaterial values and are very much related to the reputation of the project. The contractors valued aspects associated with transport and hauling, in additions to the time saving, as advantages from sectional completion. The contractors listed also the improved Health and Safety aspects as important improvements. The time needed for hauling and transport is normally quite dominating for the tunnel progress. It has been shown that transport on an asphalt paved surface, particularly in tunnels with steep gradients, is more effective and also better as far as Health and Safety aspects are concerned than transport on an ordinary gravel surface. Asphalt pavement in the tunnel reduces also significantly the maintenance work of the road in the tunnel itself. Cleaning tunnel walls/roof and all equipment was also reduced. The tear and wear on the transport equipment was reduced as well as the fuel costs. For the contractors savings might be materialised by the fact that they have a shorter period of time with manning and site operation. Traditionally, the construction time was longer, but with less man power and equipment at the site simultaneously, as the work was taking place in batches. Implementing sectional completion, the manning and demand of equipment at site is higher, and the every day production is increased. 6. COMPARING COSTS OF LONG TUNNELS

5.1 Norwegian experience with the sectional completion concept It has not been possible to quantify the actual reduction in construction time that was achieved. Effective tunnelling is very much dependent on constructing in good and robust routines and procedures to enable a smooth and even performance. Any interruption in these procedures will cause an immediate loss in performance. It is therefore important to plan any activity that may hamper the excavation work with care to avoid interruption. The studied projects clearly indicate positive experience with the sectional completion procedure, agreed by contractors and Owners. Sectional completion does impose a significant challenge to the contractor in respect of planning and performing a logistic that goes beyond the typical drilling, blasting and hauling routine. The Owners indicate that they have significant time saving using the sectional completion. Time saving has an economical affect on both the Owner and the Contractor. There are also clear benefits

It is a common understanding that Norwegian tunnelling is cost effective. In the February 2001 issue of the Tunnel Business Magazine a brief article with the headline World`s Longest Highway Tunnel Opens in Norway was presented. In the description of the tunnel work the following was said: A great deal of work went into the $ 1.1 billion tunnel including ventilation systems with nitrogen dioxide filtration and special lighting to keep drivers alert during monotonous commutes. This sentence contains a mistake which may seem a small one, but which really is a big one. The total cost of the 24.5 km long, two lanes single tube tunnel was not $ 1.1 billion. It was NOK 1.1 billion. (NOK: Norwegian kroners). And as $1 in 2001 was equal to NOK 9, the total cost in US currency of the Lrdal tunnel was $ 122 million. This gave a cost of $ 5.0 million or NOK 45 million per km. Expressed in EURO the cost was EUR 5.6 million per km.

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The comparable costs of the 14.5 km long Romerikesporten twin track railway tunnel, described in chapter 4 above, was NOK 1.300 million, or NOK 90 million per km = EUR 11 million per km. The Lrdal road tunnel and the Romeriksporten railway tunnel were built in the same period. Comparing these two tunnels indicates that lthe costs for long railway tunnels are in the order of twice the costs of long road tunnels. In Europe construction has been ongoing on an even longer deep traffic tunnel, the 34,6 km long Ltschberg railway tunnel. The tunnel was open for traffic I December 2007, and the total cost was EUR 2.6 billion. This gives a cost of EUR 75 million per km. Construction work is also ongoing for the 57 km long Gotthard railway tunnel. The tunnel is expected to be opened for traffic in 2017 and as per today the costs are estimated to be EUR 5.4 billion. This gives a cost of EUR 95 million per km. Both tunnels are located in Switzerland and both tunnel projects are designed with two single track tubes. The Ltschberg tunnel is 40 % longer than the Lrdal tunnel and the published information describe the geology as favourable for tunnelling. We are aware that that the Ltschberg tunnel is actually two tunnels. That in itself may roughly double the cost. Railway installations are also more costly than installations for car traffic. These factors can explain why the unit price for the completed two tubes railway tunnel will be two to four times higher than for a one tube road tunnel. But why is the unit price more than ten times higher? Has it something to do with the safety requirements? Or may be the complete design concept? We believe that the Lrdal tunnel is designed and built with an adequate safety for a road tunnel, which more than seven years of successful operation has proved. We are also pretty sure that the salaries of Norwegian tunnelers are as high as in any other place in the world, - probably considerably higher. Thus in some way or other the great differences in costs may be related to the concepts or the organising of these tunnel projects.

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CONCLUSIONS

Tunnelling projects have a strict focus on cost and time. The Owners would like their projects to enter operation as soon as possible. The contractors establish costly mobilisations on the construction sites and see their benefits in a reduced construction time too. However, tunnelling is a process where traditionally work is undertaken in batches. Making the hole in the ground is normally a first priority, and the hole is often closed for other activities until breakthrough has been achieved. Then follow typical road works before the technical installations are allowed to enter the tunnel. Sectional completion of the tunnel is one way of enabling a shorter construction time. It is however, required that a lot of activities are taking place simultaneously in the tunnel and that a difficult logistic system is established. There is a significant saving potential for both the Owner and the Contractor, and through the contract various incentives can be established.
REFERENCES 1. Broch, E., Grv, E., Davik, K. I.:. The inner lining system in Norwegian traffic tunnels. Tunnelling and Underground Space Technology. Vol 17, No.3, pp. 305-314, 2002. Kleivan, E. NoTCoS Norwegian Tunnelling Contract System, in Norwegian Tunnelling Today, Publication No. 5, Norwegian Soil and Rock Engineering Association, 1987. Beitnes, A.: Lesson to be learned from Romeriksporten. Tunnels & Tunnelling Intl. June 2005, p 36-38, also in Water Control in Norwegian Tunnelling, Publication No.12 Norwegian Soil and Rock Engineering Association, 2002.

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BIOGRAPHICAL DETAILS OF THE AUTHORS Einar Broch graduated in Civil Engineering from the Norwegian University of Technology in 1961 and in Engineering Rock Mechanics from Imperial College of Science and Technology, London in 1970. He obtained a Ph.D. in Geological Engineering at the Norwegian University of Technology. From 1966 he has been Associated Professor and from 1984 Full Professor of Geological Engineering at the Norwegian University of Science and Technology, where he specializes in geotechnical aspects of underground works. He was VicePresident and President of the International Tunnelling Association 1983-89, and is Senior Editor of the journal Tunnelling and Underground Space Technology.

Eivind Grv graduated from the Norwegian University of Technology in 1983 with a Master of Science in Geotechnical Engineering and Applied Geophysics. He has more than 20 years of experience from the consulting business before he joined SINTEF a few years ago to a position as Research Manager in Rock- and Soil Mechanics. Grv is currently a member of the board of the Norwegian Tunnelling Society and he is also a Vice President of the International Tunnelling and Underground Space Association (ITA). He has made a number articles/papers in international conferences as well as Key-note lectures.

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