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The Bolu tunnel is a twin-tube motorway tunnel of about 3 km length, accommodating three lanes per tube. The original static design featured five support classes in the tunnel, and two at the portals. When the Duzce earthquake occurred in 1999, a stretch of about 350 m of tunnel collapsed behind the eastern faces.
The Bolu tunnel is a twin-tube motorway tunnel of about 3 km length, accommodating three lanes per tube. The original static design featured five support classes in the tunnel, and two at the portals. When the Duzce earthquake occurred in 1999, a stretch of about 350 m of tunnel collapsed behind the eastern faces.
The Bolu tunnel is a twin-tube motorway tunnel of about 3 km length, accommodating three lanes per tube. The original static design featured five support classes in the tunnel, and two at the portals. When the Duzce earthquake occurred in 1999, a stretch of about 350 m of tunnel collapsed behind the eastern faces.
between Ankara and Istanbul, and repre- sents the most challenging section of the motorway construction. Along this 20 km- long stretch, four important viaducts and a long tunnel are under construction. The Bolu tunnel is a twin-tube motor- way tunnel of about 3 km length, accom- modating three lanes per tube, linking the western Asarsuyu valley to the eastern Elmalik village, on the Ankara side. The original design featured five support class- es in the tunnel, and two at the portals, with an excavation area ranging between 190 sq m and 260 sq m. The original static design was by Geoconsult GmbH of Saltzburg, Austria, and, for the worst rock condition, involved preliminary excavation and backfill of bench pilot tunnels, a three- layer lining, and a deep monolithic invert. Excavation of the tunnel started in 1993, and, almost immediately, problems were encountered with clays. When the Duzce earthquake occurred in 1999, a stretch of about 350 m of tunnel collapsed behind the eastern faces, and major damage was done to the lining and invert of both tunnels. Consultants Lombardi SA were brought in to analyze the seismic loads induced by the earthquake, which originated at the North Anatolian Fault. These analyses examined the depth, direc- tional effects, soil amplifications and dis- tance from the seismic source, and a panel of experts was set up to study the results. Active Faults Two active faults were recognized along the tunnel alignment: the Zekidagi and Bakacak faults (Barka-W Lettis & Associates). The Zekidagi fault dips at almost 90 degrees, is approximately 6 to 8 km-long, and possibly intersects with the tunnel alignment at nearly right angles, around chainage 62+430 in the left tube and BOLU, TURKEY ROCK & SOIL REINFORCEMENT 115 Atlas Copco Boomer drilling over the face for forepoling. Plan of Astaldi section of the Istanbul- Ankara highway. Seismic Tunnelling at Bolu Overcoming Natural Disaster The attempt in the mid-nineties at tunnelling through the Bakacak Fault near the Turkish town of Bolu was aborted following the massive earth- quake in November, 1999. This caused the collapse of a section of mined tunnel, which had been exca- vated with preliminary primary sup- port of soil nails and shotcrete. The overall design has been rethought, and the tunnel is now again under construction. Seismic principles have been applied to this project, which is crucial to comple- tion of the Gumusova-Gerede section of the important North Anatolian Motorway linking Ankara and Istan- bul. The design criteria have defined the fault crossing strategy, and the practical solutions involve the exten- sive use of Atlas Copco MAI Self Drilling Anchors (SDA) as primary support. RR3/RC14.qxd 23/6/05 11:28 Page 115 52+350 in the right tube, over a length of 25 m to 30 m. It has a potential for small future displacement in the range of 0.15- 0.25 in an earthquake of magnitude 6 to 6.25. This section of tunnel was lined according to the original design, and no particular problems were experienced crossing the fault, although high deforma- tions were recorded. The Bakacak Fault has been identified as a secondary fault in the step-over region between the two major North Anatolian Fault (NAF) branches in the Bolu region. This clay fault exhibits low potential for right lateral strike-slip displacements. It is some 10-45 km-long, composed of several segments ranging from 3 to 5 km-long, and rupture displacements of up to 50 cm can be expected in an earthquake of magnitude 6.25 to 6.5. Two likely traces of the Bakacak fault, which dips at 40 degrees, were identified crossing the Bolu Tunnel between chainage 62+800 and 62+900 at the left tube, and 52+730 to 52+800 at the right tube, over a distance of about 100 m. This is precisely the zone where excavation was proceeding at the time of the earthquake. Crossing Active Faults Basically, two strategies are feasible to mitigate the seismic risk induced to tunnels by ruptures of active faults across the alignment. These are commonly referred to as over-excavation, and articulated design. In the first case, the tunnel is driven through the fault with an enlarged cross section. A double lining is installed, and filled by a porous material, such as foam concrete. If there is a fault rupture, the clearance profile is guaranteed by the gap between the outer and inner linings. This manner of protection, commonly used for metro projects, is limited by the width of the cross section that must be excavated, and will be most effective when a fault rupture is concentrated within a few metres. The articulated design strategy, on the other hand, reduces the width of the lining segments, leaving independent sections across the fault, and for a distance beside the fault. In a fault rupture, the movement is concentrated at the joints linking the segments, containing any damage in a few elements, without uncon- trolled propagation. The maximum length of any single ele- ment depends on several factors, such as width of the cross section, expected move- ment of the fault, compressibility of the surrounding soil, and element kinematics. Articulated design was selected as the most appropriate for the large cross section of the Bolu tunnel, and for the excavation geometry that had already been defined. Design Philosophy When the Bakacak fault was recognized as active, almost one year after the Duzce event, the restoration of the original tunnel was almost complete, and the shape and type of the cross section adopted was already defined. The bench pilot tunnels of the original excavation had already been backfilled. BOLU, TURKEY 116 ROCK & SOIL REINFORCEMENT Standard cross-section of Bolu tunnel showing massive support. Shotcrete operations underway in the top heading. RR3/RC14.qxd 23/6/05 11:28 Page 116 The segments geometry was defined by considering a ratio between length and width of the tunnel segment equal to one third, resulting in an element length of about 5 m. This geometry kept the load on the single crown segment below an accept- able threshold value. For practical reasons, the length of the segments was reduced to 4.4 m, with a 50 cm joint gap at invert. This facilitated retention of the original modular reinforce- ment cage. Following a fault rupture, the tunnel will act longitudinally as an embedded beam, whose extremities are displaced by the lateral offset of the fault. The assump- tion made, justified by the geologists, is that a rupture will be uniformly distributed across the fault boundaries, with horizontal displacement. Therefore the shear strain in the fault soil can be reasonably assumed as the ratio between expected offset and width of the fault at tunnel level. Up to rupture of the joints, the tunnel will be sheared and bent by the soil as an embedded beam. Once the joints shear resistance is attained, each segment will be free to move independently, according to external loads. The maximum acceptable shear resis- tance of the joint has been defined on an equivalent elastic model, with soil mod- elled as springs acting in compression. A displacement is gradually applied to the extremities, and the shear stiffness of the joints is designed so as to reach the shear failure of the joint before lateral overload of the element cross section, or bending failure at extremities. Reinforcement and Joints Across the fault zone, different support measures have been adopted. Of these, the most important is an 80 cm-thick concrete 40 N/sq mm prefabricated concrete slab intermediate lining to be installed between the primary lining and the inner lining. The reinforcement bars have been placed only in the inner (final) lining and at invert, while the shotcrete and intermediate lin- ings have been fibre-reinforced. The primary aim of the reinforcement design is to provide a high ductility to the lining. The allowable rotation has been estimated, and compared to the estimated rotation for the load conditions. This was achieved by introducing stirrups at shear, keeping the spacing below 30 cm, and also by introducing a light dosage of steel fibres in the concrete mix, or applying an equiva- lent double mesh layer. These measures were installed within the fault, and up to a distance of 30-40 m from the fault borders. The joints, at 4.2 m spacing, have been detailed to prevent soil squeezing between the segments, and to bridge the static soil pressure to the surrounding elements, but opposing a sufficiently low shear resis- tance in the event of fault rupture. To provide ring closure of the joint at the invert, a 0.4 m-thick fibre reinforced shotcrete beam is applied to bridge the gap. At the crown, the regular 40 cm-thick shotcrete preliminary lining has been assessed as sufficient. The 50 cm-wide joint is filled by two layers of concrete blocks, with a 10 cm low density PS layer in between. A water- proofing membrane is installed below the concrete block slabs and the invert. In general, at the crown, three levels of linings are installed: a shotcrete lining, an intermediary lining of poured concrete, and a reinforced final lining. The water- proofing membrane bridges the seismic joint gap between intermediary and final lining. The joint opening in the final lining has been enlarged to 70 cm, and the gap will be covered by a steel plate, for the purposes of ventilation and fire resistance. The backfilled bench pilot tunnels were heavily reinforced to provide sufficient abutment to the crown loads during the excavation. These beams cannot be inter- rupted while excavating, so the cutting of BOLU, TURKEY ROCK & SOIL REINFORCEMENT 117 Installing prefabricated concrete slab intermediate lining. RR3/RC14.qxd 23/6/05 11:28 Page 117 the joint in the section can only be executed once the invert is in place. Excavation and Support The Bolu tunnel has been advanced on a new alignment, which diverts around the collapsed section. It is being driven from newly established faces within the aban- doned tunnel on the Istanbul side. A 150 m-long cut-and-cover section was completed at the Ankara portals before excavation work could commence from this end. The weathered, faulted amphibolite rock, with up to 140 m cover, is broken up by a Krupp hydraulic hammer mounted on a Cat 235 excavator, then loaded into road tipper trucks. The 7 m-high top heading is opened using 30 x 6 m-long forepoles over the crown, under which three pieces of the 5-piece steel arches are set at 1.1 m intervals. Then 20 off, 12 m-long anchors, each comprising 3 x 4 m lengths of Atlas Copco MAI SDA, are drilled in and grouted using an Atlas Copco Boomer drillrig. The roof and sides are given a 40 cm-thick application of steel fibre reinforced shot- crete, and a 50 cm-thick steel bar reinforced shotcrete temporary invert is installed. The bench is then advanced 2.2 m at each side, and the legs of the steel arches are installed, together with bolts and shot- crete. Two incremental advances of 4.4 m allow the invert to be excavated 5 m-deep over the full width of the heading, and this is filled with mass concrete with two pre- fabricated steel reinforcement cages. A pur- pose-built, self-propelled stage conveyor is used to transfer the concrete from the fleet of 8 cu m mixer trucks. The invert concret- ing is maintained within 25 m of the face. The total excavated area of the tunnel is 160-200 sq m. Where the rock is particu- larly poor, a 60 cm-thick concrete slab intermediate lining is installed, and the annulus backfilled with concrete. This is followed by a mass concrete in-situ lining, using 150 sq m x 13.5 m-long self pro- pelled formworks. The final lining opera- tion is kept within 75-85 m of the face, to ensure permanent support as early as pos- sible. Concrete is supplied from two plants on site with 80 cu m/h output capacity, backed by a 350 t cement storage silo. Where necessary, very-heavy lattice girders are placed as temporary support, and these are cut away as soon as suffi- cient permanent support is in place. The first tube breakthrough is scheduled for August, 2005, with the second follow- ing before the end of the year. The finished twin-tube tunnel will accommodate three lanes of traffic in each direction, with vehicle cross passages at 500 m intervals. I Acknowledgements Atlas Copco is grateful to the management of the Bolu project for permission to visit the site, and to Olivio Angelini, Gaetano Germani and Aziz zdemir of Astaldi for their help and assistance in preparation of this article. Reference is made to Design and Construction of Large Tunnel Through Active Faults: a Recent Application by M Russo and W Amberg (Lombardi Engineering), and G Germani (Astaldi). BOLU, TURKEY 118 ROCK & SOIL REINFORCEMENT General view of the Bolu tunnel face with invert pouring underway. Heavy steel reinforcement of the 5 m-deep concrete invert. RR3/RC14.qxd 23/6/05 11:28 Page 118
Transactions of the American Society of Civil Engineers, Vol. LXVIII, Sept. 1910
The New York Tunnel Extension of the Pennsylvania Railroad.
The North River Tunnels. Paper No. 1155
Transactions of the American Society of Civil Engineers, vol. LXVIII, Sept. 1910
The New York Tunnel Extension of the Pennsylvania Railroad.
The East River Tunnels. Paper No. 1159