WT0802

January/February 2008 Issue 5
The magazine for the tunnelling professional
Asia focus
Delhi & Singapore metro systems
Drill & blast
Breaking records at Norwegian hydro project
Technology
Reconstructing the Czech Jablunkov tunnels
www.world-tunnelling.com
CovIWT0802.indd 1
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BREAKTHROUGH
SOLUTIONS
Earth Pressure Balance

Slurry Pressure Balance
Hard Rock
Pipe - Jacking
Rolling Stock
Lovat.indd 1
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1
COMMENT
contacts
Editor
george.demetri@mining-journal.com
BA (Arch) BA(Hons), DipBldgCons (RICS)
Production editor
tim.peters@mining-journal.com
Sub editor
vickie.johnstone@mining-journal.com
Designer
hannah.talmage@mining-journal.com
Advertising production
sharon.evans@mining-journal.com
Advertising manager
richard.dolan@mining-journal.com
+44 (0)20 7216 6086
Advertising sales executive
jim.moore@mining-journal.com
+44 (0)20 7216 6053
ISSN 1756-4107
World Tunnelling is published ten times
annually by Mining Communications Ltd,
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Grabem while theyre young
WAS fortunate enough recently to have lunch with

Martin Knights, president of the International Tunnelling Association (ITA). Martin is a great conversationalist, tells a good joke and is a fan of The Rolling
Stones no doubt hes seen plenty of them in his 30odd years in tunnelling. But he is in his element when
discussing the pressing tunnelling issues of the day.
And one that is causing
him concern is skills
shortages. Where
will we nd the
human resource to
ensure that the
global explosion in
tunnel construction
can be adequately
serviced?
This is particularly
pertinent in the
UK, now that
so-called
baby
boomers are
WEB ADDRESS www.world-tunnelling.com

nearing retirement. Yet the situation is exacerbated by
ever-fewer youngsters enrolling for engineering
courses. Consequently, the ITA president expects to see
even fewer engineers entering tunnelling over the next
ve to seven years. Bad news.
Historically, Western-trained engineers went to the
developing world to work on tunnel projects. If our
skills problems continue, we will see a reversal of this
ow and become reliant on the by then not so
Third World for its skilled personnel.
So, what can be done? One option might be for
national tunnelling societies to push more educational
material into schools to alert young, fertile minds to the
attraction of a tunnelling career.
You dont often hear a boy saying he wants to
become a tunnel engineer or a TBM driver, for obvious
reasons. So lets start targeting them now boys and
girls and let them know what an exciting future they
could have.
George Demetri, Editor
CONTENTS
FRONT COVER
Regulars
For the Singapore Metro, 5.8m internal diameter,

250mm-thick, concrete lining panels were
assembled, ve to a ring, plus wedged key
1 Comment
2-7 Global news
A round-up of the latest news and technology
Features
8-10 Asia focus: Delhi Metro
First in the world to achieve environmental certication to ISO 14001 while

still under construction, Delhis metro is a model for mass transit systems
12-13 Asia focus: Singapore Metro
Work on Singapores Circle Line combines TBM and cut-and-cover tunnels
14-17 Drill & blast: Norway
In May 2007, a world record in drill and blast was broken at the Sauda Hydro
development in Norway. Atlas Copcos Gunnar Nord provides a catch-up
18-19 Project: Monaco
12
With building land scarce in the 1.8km2 principality,infrastructure is going

underground. For its 33rd tunnel the right excavation method was crucial
20-23 Technology: rail tunnels
Reconstructing two single-rail tunnels on the Czech Republic-Slovakian border
January/February 2008
01WT0802.indd 1
4/2/08 12:24:08

NEWS
Norway
Shipping tunnel for Norway?

Norway may be on its way
to building the worlds first
shipping tunnel.
The Norwegian Coastal
Administration recently submitted
a final report to the Norwegian
Ministry of Fisheries and Coastal
Affairs, outlining how a tunnel
would have a positive effect on the
nations economy.
Proposed for the Stad area in
southwest Norway, the report
provides for either a large- or
small-sectioned tunnel from
Moldefjorden to Kjoedepollen, an
area known for its treacherous
climate and difficult currents.
Building costs are estimated
at US$215 million for a smallersectioned tunnel and US$318
million for a larger one.
A large-profile tunnel, which
seems the likely outcome, would
be designed to accommodate
express coastal shipping, while

providing flexibility for future
increases in ship size.
The tunnels dimensions
would be around 45m high
(including 12m of water) and
23m wide.
If built, the tunnel would
increase sea safety, reduce
waiting periods from vessels
and facilitate the transfer of
goods from land to sea.
And, as a world-first, it would
have a positive effect on
tourism in the area.
Kirsti Slotsvik, general
director of the Norwegian
Coastal Administration,
commented: The traffic
near the Stad area is
unpredictable, and conveyors
of cargo are exposed to
significant costs connected
to waiting and delays.
Compared to the current

situation, a shipping tunnel will
further reduce the risk of loss of life
by one-quarter, she added.
A schematic diagram of the
proposed ship tunnel
Turkey
Turkish delight for Atlas Copco

Atlas Copco has won an order to
supply tunnelling equipment for
the construction of a high-speed
rail link between Istanbul and
Ankara.
With a contract value of around
US$14.5 million, the project will
be constructed by the Cengiz-IC
Ictas-Belen consortium.
When complete in 2010, the
rail link will more than halve the
travel time between Ankara and
Istanbul to just three hours.
Included in the order are 13

tunnel-drilling rigs and two
surface-crawler rigs, which will be
used for the second phase of the
project: the excavation of 39km
of tunnel in no fewer than 40
different locations.
Bjrn Rosengren, president of
Atlas Copcos Construction and
Mining Technique, said: The
productivity and reliability of our
equipment was essential in
winning this order, and we are
proud of the strong relationship

we are building with Cengiz-IC
Ictas-Belen.
He added: This project highlights the increasing importance
of global infrastructure development for the growth of our
business.
Also included in the contract
are orders from Cengiz and
Ictas for drill rigs and loadhandling equipment for use on
other projects.
Bangladesh
Bangladesh issues
metro tender
Proposals for the construction

of a US$908 million subway in
Dhaka, Bangladesh, have been
approved at a recent meeting of
the Advisory Committee on
Economic Affairs, reports Syed
Rashid Ali.
The government will now float
a fresh, international tender,
inviting proposals, while the
Planning Commission will
prepare a detailed study.
Finance adviser Mirza Azizul
Islam, who chaired the meeting,
said: We have approved the
proposal to include the subway
proposals in the PICOM (Private
Infrastructure Committee) list
and now the remaining
processes will be completed to
implement the project.
To be constructed under the
supervision of Bangladesh
Railway by a private company on
a build-operate-transfer (BOT)
basis, the underground rail
system will, once built, save
significantly on wasted man
hours and imported fuel, thanks
to reducing traffic congestion.
Experts warn, however, that,
for easy traffic movement, any
mega-city requires roads covering
at least 25-30% of its area,
whereas the roads of Dhaka
cover only 5-6%.
At 52km long, the subway
would have six routes, with
50 stations connecting almost
80% of the city area. It will have
the capacity to transport, on
average, four million passengers
per month.
Delhi
DMRC awards new contract to HCC/Alpine

Delhi Metro Rail Corp (DMRC) has
awarded a US$61 million contract
for the design and construction of a
2.6km-long tunnel in Delhi to a
joint venture, comprising Hindustan
Construction Co (HCC) and Alpine
of Austria.
Linking Talkatora Garden and
Budha Jayanti Park stations, the
tunnel will be built using the New

Austrian Tunnelling Method
(NATM). It will have a minimum,
10m, internal, finished diameter to
accommodate the twin-track
railway.
The project will include access
and ventilation shafts, as well as
external and temporary works.
The finished project will form

part of the Airport Metro Express
Line-I and also part of DMRCs
masterplan for its Mass Rapid
Transit System.
HCC, one of Indias leading
infrastructure construction
companies, has a 49% share of the
contract value.
The award comes just two

months after HCC won a previous
contract at the end of last year for
the construction of a tunnel and
two underground stations between
New Delhi and Talkatora gardens
(WT, News, Dec 2007). This was in
a joint venture that included
Alpine and Samsung of Korea.
02,04,06-07WT0802.indd 2
4/2/08 11:47:38
Beauty is in the eye

of the beholder
Born to be completely and uniformly worn out, the new Sandvik RT300 drifter
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The tailored metallurgical properties of the new Sandvik cemented carbide
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development plus the numerous field tests to perfect them have resulted in
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RT300 drifter bits are the solution.
Even if button breakage is not a problem, you can still expect a 10 to 20
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Beauty? For the professional there is more to it than first meets the eye.
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NEWS
Norway
US
Veidekke to build Bergen

urban rail system
Following its recent commission by Bergen municipality in
Norway, Swedish contractor
Veidekke Entrepreneur AS has
started work on Bergens City Line
urban rail system.
Stretching 2.4km, from
Wergeland to Fantoft, the
US$52.7 million contract
(excluding VAT) will include the
construction of three stations
and two tunnels.
One of five City Line contracts
Vietnam
signed in Bergen in December,

the Veidekke package includes
a 1,340m open section, two
tunnels (315m and 475m-long)
and four 270m-long concrete
culverts.
A spokesman for Veidekke
said that, at the height of
the construction, there will be
about 75 people working on
the project, which is scheduled
for completion by January 17,
2010.
Snee opens tunnel

consultancy in NY
Sneegeoconsult, a New Yorkbased firm specialising in engineering geology, tunnelling, mining
and deep excavation, has been set
up by Dr Christopher Snee. An
engineer by training, his career has
spanned 26 years, in the UK and
the US. After 17 years working in
the UK for the likes of Foraky, Soil
Mechanics, Golder Associates and
Donaldson Associates, Mr Snee
worked as an independent
consultant to contractors like J F
Donelon, Kilroe and Miller.
Current projects include the
Second Avenue Subway.
Australia
Cavico wins Vietnam contract Sydney line turns into rollercoaster

Cavico Corporation has won a
US$11.3 million contract to
construct the headrace tunnel at
the Dambri hydropower plant in
Vietnam.
Located 140km to the northeast
of Ho Chi Minh City, the 5km-long
tunnel will connect the waterintake and pressure shafts, and
have diameters of 3.6-4.3m. Work
is due to begin before February.
Cavico Corp vice-president
Hieu Van Phan said: We are
pleased to have been awarded this
important project; our second one
at Dambri.
Last July, we began construction
of a 20km service-and-access
road valued at US$3.75 million.
With this tunnel award, we have
demonstrated our ability to retain
customers and secure increasingly
important contracts, further
cementing our reputation and
leadership in hydropower plant
construction in Vietnam, said
Mr Van Phan.
Within weeks of winning the

Dambri award, Cavico announced
that it had been awarded further
contracts, valued at up to
US$11 million, to build a headrace
tunnel at Vietnams Dak My 4
hydroelectric power plant.
The 4km-long, 7.5m-diameter
tunnel will connect the water
intake and the pressure shaft.
The surge tank will measure about
89m high, with a diameter of
5-8.5m.
Cavico Power JSC will undertake
the construction work, which is
expected to be completed by
September 2010.
Hanoi-based Cavico is a major
Vietnamese infrastructureconstruction company, with
expertise in building hydroelectric
plants, tunnels, highways, bridges,
ports and urban community
developments.
Founded in 2000, Cavico
company employs more than
3,000 people.
Blunders happen in all walks of

life and tunnelling is no exception.
Recent reports in the Australian
press have highlighted the sorry
saga of the 12km underground rail
link between Chatswood and
Epping in the capital, Sydney.
It is reported that engineers
have accidentally designed one
section of the line to be so steep
that modern trains cannot be used
on it. This will necessitate the
reintroduction of 30-year-old
trains that were due to be phased

out by the government.
Part of the problem arises from
local resident pressure, which, in
2001, forced the then-proposed
Lane Cove River Bridge to be
abandoned in favour of a tunnel.
Now, a 3.5km length of track
has become the steepest along the
entire line. Plan B will most likely
be implemented, which is to use
older-style, six-carriage trains,
each with four motors.
Sydney
1 m
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02,04,06-07WT0802.indd 4
4/2/08 11:49:27
This is optimised productivity
Good rock-drilling economy requires highly productive rock

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6
NEWS
China
Scotland
Lovat fuels Chinas

tunnelling affair
CHINAS voracious appetite for
tunnelling and equipment for it
shows no sign of abating.
Lovat recently announced that
it has signed a contract for the
supply of two new EPb TbMs to
China Railway Group for use in
the construction of the Shenzhen
Metro and Guangzhou Metro
projects in Guangdong Province.
both mixed-face TbMs have a
6.3m diameter and will bore a
total of 6.25km of tunnel over two
drives. both alignments have soft
ground (clay, mucky soil, silty and
medium/course sands), as well as
soft-to-hard conglomerates.
The tunnels will be below the
groundwater level, with groundwater heights of 7-16m above the
tunnel invert. Due to the abrasive
geology, TbMs with chromiumcarbide plating on the cuttinghead faces are being used.
sse completes key phase of Glendoe

ELIZA Jane, the 220m-long TbM
tunnelling through the Scottish
mountains, broke through on
the Glendoe scheme near Loch
Ness on January 7. This
completes the 8km headrace
tunnel and major tunnelling
work on the scheme.
In the 16 months since the
programme began in September
2006, there has been almost
non-stop tunnelling, during which
the uS$14 million, 5m-diameter
Herrenknecht hardrock TbM
excavated at a rate of 20-23m/day.
Contractor Hochtief used two
14-man crews to complete the
tunnelling work.
The scheme will allow water
from the new reservoir, located
608m above the loch, to flow to
the underground power station,
before being discharged into the
loch itself. When complete, the
power station, currently being
excavated by drill-and-blast, will
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Project area and

Eliza Jane cutterhead
(inset)
generate around
100MW enough to
power 250,000 homes or a city the
size of Glasgow.
Glendoe will be Scotlands
second-largest, conventional,
hydroelectric power station when
complete. It will also be the first
large-scale station built since 1957.
Scottish and Southern Energy
(SSE) has invested more than
uS$280 million in the scheme,
scheduled to start producing
electricity by early 2009.
In a year of average
rainfall, the power station is
expected to produce about
180 million units of electricity. When synchronised,
the station will be able to
begin generating
electricity at full
capacity in just
30 seconds.
Ian Marchant, chief
executive of SSE, said:
The completion of
this phase of the
Glendoe development is significant.
It is a unique, large and complex
project, and I am delighted with the
progress that is being made.
Effective delivery of major
projects is of growing importance
to SSE and the success so far of
Glendoe bodes well for other
investment projects. There is,
however, still much work to do at
Glendoe, and the priority is to get
it done safely and efficiently.
US
Pb hires lawyer engineer as COO

INFRASTRUCTURE consultancy
firm parsons Brinckerhoff (pB)
recently announced the
appointment of George pierson
as chief operating officer for
operations in the Americas,
effective as of January 2.
Mr pierson, who joined the
company in February 2006, will
oversee more than 5,000 pB
employees working on hundreds
of active projects.
Qualified in both law and
engineering, he is a member of
pBs executive committee and
brings more than 20 years
experience in senior engineering
and construction to the post.
prior to joining pB, Mr pierson
was a partner and director of
global construction practice
peckar & Abramson; a leading,
national, construction law
firm, based in River edge, New
Jersey, Us, during which he was
named a leading construction
lawyer by Chambers UsA.
During the ten years he spent

at Kvaerner (and its predecessor,
Davy McKee), Mr pierson held a
variety of posts, including
executive vice-president and legal
director. He was recently elected a
Fellow of the American College of
Construction Lawyers.
Keith Hawksworth, pBs
incoming chief executive officer,
said: George brings outstanding
engineering, legal and management skills to his new role, which
will focus on aggressively building
our business in the Americas. He
will focus on maintaining pBs
leadership in our core transportation market sector while strengthening our market diversity.
in a related development,
stuart Glenn, current managing
director of pBs Australia-pacific
region, was named COO of pBs
international division, succeeding
Mr Hawksworth, who took up the
role of CeO on January 2. thomas
ONeill remains as chairman.
4/2/08 11:55:45

NEWS
Lebanon
Robbins TBM advances Lebanons water system

Despite the tragic 2006 war with
Israel, which caused around
US$2.6 billion of damage to
Lebanons infrastructure, not to
mention the heavy loss of life, the
countrys reconstruction has now
started apace.
There is no better sign of this
than the coastal excavation of the
4km-long El Madiq tunnel near
Beirut, which will convey fresh
water to the densely-populated
Kesrouane district some 20km
north of the capital.
Leading the project is the
Baresel AG/Al Tajj Est joint
venture. Contractor Oceanside
excavation is using a 3.8mdiameter Robbins Main Beam
TBM to bore through limestone
and mudstone, with some clay
areas, ranging from 20-60 MPa
(2,900-8,700 psi) UCS.
Ground support consists of
shotcrete and wire mesh,
depending on the geology
encountered. Boring at a -0.35%

grade, the TBM uses a combination
of 355mm face-and-gauge cutters
with 304mm centre cutters.
Unsurprisingly, the project has
a troubled past. Along with most
construction in Lebanon, work on
the tunnel was halted in 2006
when the troubles began.
Nicolas Ghanem of Al Tajj Est,
said: When the war started, the
TBM had not been launched yet.
Our crews left the worksite
immediately. No damage was
sustained to the TBM or equipment
from the conflict, but the project
was delayed about half a year.
In December 2006, crews
returned to the site to assemble
the TBM and restart excavation.
Work is expected to finish this
year. It forms part of the much
larger Kesrouane coastal area
water-supply project, which, once
complete, will supply up to
89,000m3 of clean water per day.
A Robbins main beam TBM is boring a 4km stretch of tunnel to improve

Lebanons water-supply system in coastal areas north of Beirut
UAE
Abu Dhabi gets deep sewage tunnel

Abu Dhabi, in the United Arab
Emirates, is to get the GCCs first
deep tunnel-sewerage system
following an announcement by
Alan Thompson, director of Abu
Dhabi Sewage Services Co.
Thompson said the contracts,

which include the construction of
two major sewage-treatment plants,
will be let by the spring. Recently,
rising effluent flows have caused
major problems in Abu Dhabi.
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02,04,06-07WT0802.indd 7
4/2/08 11:55:47
8
ASIA FOCUS: Delhi Metro
A lesson in mass transit s

First in the world to achieve environmental certication to ISO 14001 while
still under construction, Delhis metro is a model for mass transit systems
ELHI Metro is unique, not only because

of its rsts and the difcult urban
environment in which it is constructed,
but also because of its extraordinary success.
A design-build effort being undertaken in four
phases, it is not only one of the largest construction projects ever undertaken in India, but a vital
development in the growth of the Delhi region.
The only other metro in India is in Calcutta,
which took 22 years to complete. The challenge
in Delhi was to build a world-class metro in
seven years for the whole 62km Phase 1 network,
completed to international standards of safety
and quality, and to maintain costs within budget.
Phase 1 consists of Metro Lines 1 to 3, with a
2005 project cost of US$2.5 billion including
ination. Funding for the project was provided by
Japan Bank for International Cooperation (JBIC),
the government of India, government of New
Delhi, and property developments along the
scheme. Work commenced in 1998 and was
completed in 2006.
Supporting client Delhi Metro Rail Corp,
Parsons Brinckerhoff (PB) has carried out tender
design and project management; contract
administration of detailed design contracts;
systems procurement; construction management;
and oversight of signal systems, tunnel ventilation
and vehicle acquisition. PB services began in
1998 and continue for Phase 2.
MASS TRANSIT SYSTEM

Having experienced phenomenal
population growth in the past few
decades, Delhis population now
stands at 16.2 million. It is
expected that by the year 2021
(the projects horizon year),
23 million people will be living in
Indias capital.
As cities grow in size, the
number of vehicular trips increase.
This necessitates a pragmatic
policy shift to discourage private
transport and encourage public
transport, particularly once the level of trafc
along any travel corridor in one direction exceeds
20,000 persons per hour. The Indian government
realised that despite Delhis wide roads, which
cover 23% of the city surface area, at least 40%
of the roads will not be able to cope with
transport demands in the near future.
With trafc on the capitals roads grinding to a
halt, the air quality rapidly worsening and the
number of deaths due to the chaotic vehicular
and pedestrian trafc increasing, the introduction
of a rail-based Mass Rapid Transit System (MRTS)
was called for.
In developed countries, planning for mass
transit systems often starts when city populations
exceed one million, so by the time the population
reaches two to three million, the system is in
place. Once the population exceeds four million
or so, extensions to mass transit systems are
relatively easy to plan and implement. Based on

this model, Delhi should have an MRTS network
of at least 300km already in place.
Once the trafc problem had been realised,
decisive measures were taken and the plan for a
metro system that would combine underground,
at-grade and elevated tracks was formulated. The
elevated part of the metro takes advantage of
Delhis wide roads where road possession would
not be difcult (except in the old city area), thus
greatly speeding up construction and lowering
the cost. Implementation of the four-phase plan
did not involve demolition of large-scale private
properties. Most of the land required was
under government control and hence could be
easily acquired.
Strong government backing is largely
responsible for the success of Delhi Metro,
a good example of the government and the
construction industry working together efciently.
MANAGING CONSTRUCTION
The timescales required for construction were
tight. The two major civil design and build
contracts were awarded in mid-2001. The rst
4km underground section was opened to the
public six months ahead of programme. The
second 6km section was opened nine months
ahead of programme; and the nal section of
Line 3 was commissioned in November 2006,
taking just two-and-a-half years to build.
KEY STATISTICS PHASE 1

Line 1 (Red Line) consisted of 28km of
elevated/at-grade railway moving east-west.

The rst 8.3km segment opened in December
2002; the nal section was completed in
March 2004. Line 1 was completed on
schedule and on budget.
08-10WT0802.indd 8
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9
t systems
Line 2 (Yellow Line) consisted of 11km
underground railway moving north-south. The

rst 4km section opened in December 2004,
on schedule and on budget. The nal 7km was
completed in July 2005.
Line 3 (Blue Line) consisted of 1km underground and 22km at-grade or elevated railway.
This line was completed in December 2005.
53 stations (ten underground) and three
maintenance depots. Stations are typically 13m
below ground, except for the congested Chawri
Bazar station, which lies at a depth of 20m.
Two million square metres of paved road, more
than 80 bridges, and 17 interchanges.
The completed network is designed to move
more than three million passengers per day. In
normal operating conditions, the platforms have
been designed to
accommodate 1.5
to 2.5 people per m2,
and have room for a
full train load of
1,000 passengers.
Since Delhi lies in
Zone IV seismological
zone and has seen
earthquakes of 3-6.7
magnitude on the Richter scale, additional safety
factors were implemented in the design of
tunnels and stations.
Three tunnel-boring machines (TBMs), one for
hard rock and two for clay, were used for tunnel
excavation the rst time TBMs were used in an
urban setting in India. The ground conditions
were difcult, ranging from hard quartzite to soft
ground. An Earth Pressure Balance (EPB) machine
was used for soft soil. Cross-passages were
excavated by drill and blast, with shotcrete
support using NATM practices. Tunnels, including
a tunnelled station, were safely constructed
beneath the old Mogul City and 1,500 properties
without incident.
Metros fully furnished coaches, with
automatic doors and public address system, were
initially imported from South Korea, but now all
coaches are being manufactured in India.
Service, which was upgraded with increased
frequency of trains during peak hours, features
automatic ticketing, state-of-the-art signals and
telecommunications, stations with escalators and
tight security.
The philosophy behind the metro's design is
one of concerned awareness for Delhi's
overcrowded districts and its environmental
problems, including reduction of noise levels. For
elevated corridors, permanent way design
includes ballast-less track

structure supported on two
layers of rubber pads to reduce
noise and vibrations. Bafe
wall parapets were constructed
up to the rail level to further
reduce noise levels to local
residents.
Managing, constructing and
operating projects of Delhi
Metros magnitude is not easy.
The fact that Delhi Metro had a
stable management throughout
its history has played an
important part in its success. The managing
consultants set up a meticulous but lean
management structure. All statutory and
third-party clearances were obtained before
work started. The managing team advocated
transparency and an efcient tender process,
thus giving investors greater condence.
Contract payments were based on milestones
and performance. During Phase 1, 98% of claims
were settled, rather
than resorting to
arbitration. General
consultancy on the
project was awarded
to a consortium of
ve companies
Pacic Consultants
International, Parsons
Brinckerhoff (PB),
Japan Railway Technical Services, TONICHI
Engineering Consultants and RITES Ltd.
PB was responsible for design, specications,
tendering and construction support services for
rolling stock procurement, automatic train control
systems, design management, quality assurance,
signal systems oversight, tunnel ventilation,
rolling-stock acquisition and fare-collection
systems.
Delhi Metro required the most reliable,
energy-efcient lift and escalator systems. PBs
outline lift and escalator specication for all
stations addressed:
Latest technology for lifts and escalators
Emergency evacuation
Access for disabled passengers
Safety, reliability and maintainability
Whole-life cost economy
Vital services and structures
The completed network

is designed to move
more than three million
passengers per day
The passenger volume is enormous - more than

three million passengers per day. Delhi Metro
was therefore equipped with Smart Card
technology, the rst mass transit system in
Southeast Asia to use Smart Card ticketing.
Smart Tokens are available for single trips.
Realising the possibilities of the systems
growth and expansion, the Delhi Metro has
state-of-the-art communications systems.
Fibre optics are used for all voice/data to xed

locations. Radio communications were designed
for future major expansion capability.
The systems vehicles feature state-of-the-artdesign, with alternating current (AC) propulsion,
environmental control systems, robust interior
materials to withstand heavy usage, fully stainless
steel car bodies, 3.2m-wide rolling stock, and
traction power throughout by 25kV AC overhead
supply, utilising rigid conductor beams in the
underground section.
COMMUNITY AND ENVIRONMENT

In December 2002, nearly 800,000 people
(about four times the normal capacity) ocked
to the opening of an 8.3km section of Line 1.
This shows the great enthusiasm with which
the people of Delhi have embraced the
metro. Five years later, Delhi Metro remains
clean, efcient and well run. An impressive
punctuality performance of 99.85% was
achieved last year.
Despite the signicantly higher fares
(compared with other means of public transport)
it is carrying about 600,000 commuters per day.
Delhi Metro is among the few in the world that
are protable without government subsidies. This
success has transformed the Indian governments
image of metros which, until now, was shaped by
previous unsuccessful projects.
As a result, the government has decreed that
metros will be built in each of the seven cities in
India with a population of ve million or more,
and that preliminary studies must start within the
next ve years for metros to be built in the 13
Indian cities with a population of 3-5 million.
The metros benets are already obvious to the
citys residents, and include:
Street-level trafc reduced by as much as 50%
along the metro corridor
1,700 fewer buses on the roads
1.95 commuter trips per day taken off the roads
Fuel cost saving of US$120 million per year
Reduction in pollution levels by up to 50%
Reduction in road accidents (previously ve
deaths per day) by 50%
Property prices have increased two- or
three-fold in areas served by the metro.
08-10WT0802.indd 9
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10
Generally speaking, metro systems have

minimum environmental impact compared with
other construction projects, but that did not
dissuade Delhi Metro Rail Corp (DMRC) from
seeking ways to minimise the project's impact.
As a result, the project was the rst metro in the
world to achieve environmental certication to
ISO 14001 while still under construction.
Delhi Metro has also become the rst railway

sector project in the world to be registered at the
UN under the Clean Development Mechanism
(CDM) scheme, which enables it to earn carbon
credits in the future. Technology has advanced in
recent years, typical of which is the use of
regenerative braking systems in trains that allow
kinetic energy, released when the brakes are
applied, to be fed to overhead
electricity lines. This results in
about 30% of electricity saving,
Civil and E&M Design Build (MC1B): Dywidag, Samsung,
earning DMRC carbon points and
L&T, IRCON, Shimizu
lowering the operational costs.
Civil and E&M Design Build (MC1A): Kumagai, Skanska,
HCC, Itochu
DELHI METROS FUTURE
Rolling Stock (RS1): Rotem, Mitsubishi
The extraordinary success of Phase
Signalling & Telecoms (SYS1): Alstom and Alcatel
1 has given Delhi Metro the
Traction Power and Power Supply (Underground):
condence to expand the scope of
IRCON, Cobra, Eliop
Phase 2 from 53km to 121km
Traction Power and Power Supply (Elevated): ABB, IRCON (including a 19.5km, dedicated
Fare Collection (SYS4): Thales
airport rail link), and to complete
Track Work (underground) SYS3: Kalindee
Phase 2 in just three and a half
Track Work (elevated) RC3: IRCON
years. Most of the Phase 2 civil
Viaducts: Gammon and Afcons
works are underway, and the rst
Depot: Simplex and Bridge & Roof
sections will open next year. At the
Elevated Stations: Econ, Simplex, Skanska
same time, DMRC is investigating
ways to improve its services.
Delhi Metros Contractors
08-10WT0802.indd 10
A eet of new buses, operated and managed by

the Metro, will be deployed within the year. It is
expected that the new bus feeder service will
boost metro use by 15 to 20%.
With the 2010 Commonwealth Games fast
approaching and the transportation needs of
Indias booming capital growing, the need for
building on the present success of Delhis Metro
system is imperative.
Most importantly, the lessons learned from
Phase 1 must not be forgotten. Every successful
construction project is a testament to the team
effort and co-operation of all project participants.
The editor is grateful to Parsons Brinckerhoff for
providing this article
4/2/08 11:48:13
Minova_114362_Tunnelling_Ad 275x200 V4 PA REPRO:Layout 1
Mining
Tunnelling
31/1/08
10:27
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12
ASIA FOCUS: Singapore Metro
Singapore circle line d

Work on Singapores Circle Line is well under way and combines both
TBM-driven and cut and cover tunnels. Rodney Craig investigates
HE Land Transport Authority (LTA) Mass

Rapid Transport (MRT) in Singapore consists
of the original East West Line, with the
more recent connection into Changi Airport; the
North South Line and the North East Line. The
fourth line, the 33.5km-long Circle Line and 26
stations, is currently under construction from
Dhoby Ghaut, in downtown Singapore, with
direct connections to the North South and North
East Lines. The line then circumnavigates the
centre of Singapore to reach the Harbour Front
Station. The line will have connections to all three
existing lines. These lines have six-car trains, but
the new Circle Line has been classied as medium capacity and will have three-car trains with a
signalling system designed for a 90s headway.
Stages 1, 2 and 3 of the Circle Line are well
advanced, including the realignment works
contract following the Nicholl Highway incident
in April 2004.
Stages 4 and 5, with a total route length of
16.5km, are currently under construction under
three contracts:
Contract C854, 6.3km in
length, with 5.6km of twin
running tunnels, using four
slurry TBMs, between Marymount and Farrer

Station, and four stations.
Contract C855, 5.3km in length, with 4.3km of
twin running tunnels, using two slurry and two
EPB TBMs, between Farrer Station and West
Coast Station and three stations, and
Contract C856, 5.3km in length, with 3.8km of
twin running tunnels, using three EPB TBMs,
between West Coast Station and Harbour Front
Station and four stations.
Herrenknecht has manufactured seven of the 11
TBMs for these three contracts, with the other
four TBMs by Kawasaki.
CONTRACT 855
Contract 855, with a contract xed price sum
of US$280 million, is being constructed by the JV
of Woh Hup (Singapore)/Shanghai Tunnelling
(China)/Alpine Meyreder (Austria) (WSA JV). The
permanent works designer for the LTA is Parsons
Brinkerhoff in partnership with Maunsell.
The works consist of three cut and cover
stations at Kent Ridge,
Buona Vista and Holland
Village the shell at
One-North Station was
constructed as an advance
contract to t in with the
major development around
the station.
The bored tunnelling
works consist of:
1.2km of twin running
tunnels constructed with
two EPB TBMs
2.9km of twin running
tunnels constructed with
two slurry TBMs
300m of cut and cover tunnel
with two switches and with
shotcrete concrete linings
connections at the two ends
Underpinning works at the
Commonwealth Avenue
roadbridge
One emergency/egress and
intervention shaft with cross
passages and four cross passages
between the running tunnels.
CUT-AND-COVER TUNNELS
The cut and cover tunnel south of One-North
Station is 300m-long by 21m-wide and
22m-deep. The works cross beneath the three-lane
Buona Vista dual carriageway, whose six lanes
have to be maintained during the construction. A
concrete temporary deck supported on bored
piles takes the dual carriageway across the site. As
the surface of the site varied, a general excavation
with battered slopes of between three and 10m in
depth was rst removed.
The main excavation has been carried out
between 1.2m diameter concrete piles at 1.3m
centres with a soft 1.2m diameter concrete pile, of
6N/mm strength, directly behind the joint
between each of the two main piles. This method
has been found to give a watertight seal. Although
there has been some lowering of the watertable
outside the box, there is very little ingress into the
excavation. Five levels of fabricated steel struts
with concrete walings were installed during the
excavation to the nal depth. The reinforced
concrete box is being cast inside the excavation.
SPRAYED CONCRETE ADITS

The site constraints with the Ayer Rajah
Expressway and the Ayer Rajah Avenue have
meant that at both ends there are adits to increase
the length of the box to complete the lengths for
the switches. At the Kent Ridge Station end there
is a single launch 17m-long adit, while at the
One-North Station end there are two 70m-long
launch adits. The adits are generally 9m-wide with
one tapering from 12m to 9m.
Excavation for the adits has been carried out
with backactors with a half top and bottom side
drift on the one side followed by the top and
bottom on the other side to complete the circular
excavation. Conventional lattice girders, mesh and
shotcrete were provided as ground support and the
permanent lining will be cast insitu concrete.
STATIONS
Three stations are being constructed under the
contract: Kent Ridge, Buona Vista and Holland
Village. Holland Village Station is being
constructed top down and the other two stations
down up. The stations are being excavated within
diaphragm walls generally 1m wide with 1.5m
width at the ends. Glass bre rebar was used in
12-13WT0802.indd 12
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13
ASIA FOCUS: Singapore Metro
e does the rounds

the panels where the
TBMs would later drive
through the walls. The
stations reinforced
concrete boxes within
the diaphragm walls are
now well advanced.
TUNNEL LININGS
Herrenknecht TBMs
Slurry
EPB
Shield diameter (m)
6.6
6.58
Shield length (m)
8.725
7.860
Back-up length (m)
85
66
Weight of shield (t)
386
342
Weight of back-up (t)
178
154
Cutterhead power (kW)
2,000
1,600
Cutterhead torque (kNm)
4,045
4,474
Number of rams
32
32
Total thrust (kN)
43,000/56,000 43,000/56,000
Cutterhead speed (max) (revs/min)
0-6.55
0-6.5
Number of single discs
32
32
Number of twin discs
4
4
Scrapers
72
72
Bucket lips
8
8
The running tunnels are

5.8m internal diameter
with a 250mm thick
precast concrete lining,
1.4m-long. The lining
has ve segments and a
wedged key with leftand right-handed rings
with a 40mm taper and
a composite EPDM
hydrophilic sandwich seal. The segments are
reinforced with rebar and were cast in Malaysia.
TUNNEL BORING MACHINES

The LTA specied the type of TBM to be used on
each drive. The two 1.6km-long drives in the
weathered to fresh Sandstone (the Jurong
Formation) were specied with EPB TBMs. The
longer 2.9km-long drives pass through the similar
Jurong Formation but also have lengths which
pass under sensitive buildings through weathered
to fresh and highly fractured Granite (the Bukit
Timah Formation). The LTA considered that it
would be too risky for these drives to be
constructed with EPB machines and specied
Slurry TBMs. All four machines were manufactured by Herrencknecht.
The approximate 49 m/ring of spoil is removed
from the EPB machines by skip. To ensure that
there is no over excavation, there is a belt
weighing mechanism within the TBM for checking
the excavated volumes, together with a manual
check on the number and level of the material in
the skips. For the slurry machine drives, the
material is removed in pipeline as a slurry to the
surface, to be treated in plant manufactured by
Piggotts. The volume of excavation is calculated
from ow meter readings and the measurement of
the slurry density.
CROSS PASSAGES
Between Holland Village and Farrer Road Stations,
there is a shaft with one cross passage for
emergency intervention and egress. For the
rest of the alignment, a further four cross passages
will be built to comply with the statutory
requirements.
UNDERPINNING WORKS
An adit with concrete transfer structure was

The Circle line passes through a congested constructed above the running tunnel to intercept piles
area outside the Buona Vista Station where supporting a bridge abutment
it crosses Commonwealth Avenue and
the KTM railway. Steel piles for the
bridge abutments pass directly through
Drive
Type of TBM Drive length Progress at
the alignment of the tunnels and other
(km)
end-Dec 07 (m)
piles lies just outside the alignment. The
North Drive TBM No 1
Slurry
2.9
2,086
underpinning works were constructed
North Drive TBM No 2
Slurry
2.9
1,947
from a shaft on a nearby available site
South Drive TBM No 3
EPB
1.2
1,099
and an adit constructed above the
South Drive TBM No 4
EPB
1.2
815
running tunnel alignment to intersect the
piles. The adit and cross adits were
constructed with a top heading, bench
cut and cover box for a short drive to Kent Ridge
and invert excavation and were lined with
Station before being dragged through the station
200mm-thick sprayed concrete linings. The loads
and then being launched for the main drive to
in the piles were transferred to a concrete transfer
West Coast Station. The two drives should be
structure within the tunnels, thus allowing the
completed in March 2008. Normal progress has
steel piles to be removed ahead of the TBM
been 10m/day. In the weathered granite progress
passing through the location below.
slowed to 3m/day. The granite caused increase
wear to cutter tools and therefore more cutter head
TASKFORCE WEEKLY MEETINGS
interventions were necessary. The average
The progress of the works, method of construction, settlement above the tunnels has been 8mm.
volume of excavation, settlement at the surface
The two slurry drives commenced at the north
and other important criteria are discussed at a
end of One-North Station. Following initial slurry
weekly taskforce meeting. This reviews the face
problems, good progress was achieved on both
pressures used the previous week with the
drives with normal progress of 12m/day on each.
volumes of excavation and settlement, and agrees
Progress has improved recently, with the most critithe necessary action for the coming week.
cal phases of slurry tunnelling complete. The drives
should be completed in July 2008. Average
PROGRESS
settlement above the tunnels has been 6mm.
At the end of December 2007, three quarters of
the tunnelling had been nished and tunnelling
World Tunnelling is grateful to Hugh Doherty, Ow Chun
was scheduled to be completed in August 2008.
Nam and Chelliah Murugamoorthy of LTA for arranging
The progress in the four drives at the end of
the site visit, for taking the author down the tunnels
December 2007 is shown in the box above right.
and explaining the works, and for the illustrations.
The two EPB drives started at the south end of the
Thanks also to Herrenknecht
Progress
12-13WT0802.indd 13
4/2/08 11:09:46
14
DRILL & BLAST: Norway
Sauda sustaining
superb progress
In May, a world record in drill and blast was broken
at the Sauda Hydro development, western Norway.
Atlas Copcos Gunnar Nord details work to date
OMPRISING 30km of tunnels and a new

500GWh underground power station,
the Sauda hydro power project is probably one of the last such large-scale projects in
Norway. The new US$140million facility lies
527m above sea level, northwest of Stavanger.
Construction work started in May 2005 and will
be completed this year. AF Skandinavia (part of
AF Gruppen) is more than two-thirds of the way
through the tunnelling work.
The tunnel system comprises a number of
branches that collect surface run-off water and
bring it into a trunk-line feeding the power
station. As the total drop is 500m, the power
stations turbines can be driven by relatively low
water volumes. About 175 are employed on the
site, including M&E and other subcontractors.
Geology and rock conditions

Granite, gneiss and meta basalts form the base
rock and typify the tunnel alignment. They have
generally good mechanical properties, such as
high strength and low incidence of discontinui-
ties, resulting in minimal support work. But, on

the higher altitudes, there is an allochthonous
nappe consisting of low metamorphic sediments
such as sandstones and phyllites. The sheared
zone in the bottom of the nappe is characterised
by intensely jointed, altered rock material and
high water influx. On top of the nappe are
various gneisses that are highly jointed and
altered with typically open jointing patterns.
Tunnelling work at Dalvatn

and Snn Hy
From May 21-26, contractor AF Skandinavia
smashed a world record for drill and blast: at
Sauda, it achieved the greatest weekly advance
on a single face excavating 165m by drilling
and blasting 33 rounds in a 38m2 section, which
averaged less than four hours between each blast.
Tunnelling is taking place simultaneously at
four faces being excavated as single headings.
Each heading has, therefore, its own set-up
of construction equipment and crews. Two of
the headings form one tunnel with the same
The Atlas Copco Boomer 353 at Snn Hoy
View of
access road
cross-section, namely Dalvatn and Snn Hy.
The feeder tunnel to this trunk line is already
excavated.
At 6.8km long, the Dalvatn tunnel-branch has
a 38m2 cross-section, which has been given an
asymmetric shape to boost excavation speed
the offset shape allows trucks to be loaded
directly at the face, thereby speeding up the
whole process. Four intakes are scattered along
the path of this branch, which is characterised
by good rock conditions.
At the time of writing, there are less than
100m left to be excavated in the Dalvatn tunnel.
The 5,300m already excavated as a single
heading have been completed in 16 months,
which approximates to 331m/mth.
Most of the rounds were drilled to the full
depth of the 5.49m (18ft)-long drill-steel,
necessitating an average of 4.8m-long rounds.
This gives an advance of 2.7 rounds over 20
hours. The variation is, however, large, and in the
record-breaking week, some 5.5 rounds were
achieved daily. Nearly double the average
advance rate was achieved at 4.6 rounds per
20-hour day.
Snn Hy, the other face of the double
heading excavation heading towards the power
station, has not advanced as fast as the Dahlvatn
face. This was due to ground conditions,
water inflows and, in places, a 1:7 decline,
necessitating the use of pre-grouting for parts
of this stretch. Single-face drifting started before
the 1,500m section (likely 1,000-1,200m).
At the time of this site visit, the single-face
heading had reached the 3,000m mark, so only
half the overall advance rate of the Dalvatn
heading had been achieved. This was due not
only to the poorer ground and water-influx that
required pre-grouting, but also due to areas of
both uphill and downhill gradients of 1:6. The
breakthrough to the tunnel leading to the
penstock was only 80m away.
The two trunk-line branches described above
have been given the same cross-section and
used the same equipment to carry out the work.
A three-boom Atlas Copco Boomer XL-4 C30 rig
is drilling 85 blastholes of 48mm-diameter and
four large 100mm holes.
15
Loading is achieved by a Volvo L220 with
a side-dumping bucket of 3.5m3. SSE (Site
Sensitised Explosive) emulsions are being used
for pumping into blastholes , thus reducing the
risk of accidental explosions.
Although the wheel loader is used for scaling,
manual inspection is carried out from a basket
mounted on the loader. Bolt-hole drilling is from
the drill rig and installations are made from its
service platform. AF, SRGs parent company, has
subcontracted specialists for the shotcrete work,
with Meyco equipment used at every face.
LeAn TeAMS
As is mostly the case in Norway, crew numbers
have tended to be on the small side. At each of
the four faces, three men are employed to drill,
charge, muck-load, shotcrete and, where
needed, do the grouting. In addition, three men
on back-up works and two mechanics cover all
four headings. This brings the total to 17 men on
the shift, but the number is increased by trainees
and others. Transporting the muck on 30-ton
trucks is subcontracted out.
What does a round from this outstanding
performance look like from a time perspective?
Table 1 summarises the activities at the face,
which includes the durations of each activity.
When all activities are added up, the time span
for a typical round is less than
Table 1: Activities at the face

Activity
Drilling blastholes 85 + 4 holes
Charging Emulsion of SSE type
Ventilation
Mucking 200 m3 solid
Scaling Loader & manual
Bolting 5-6 bolts/round
Sum of all activities
Duration (minutes)
60-80
45-50
15
55-70
25
30
230-270
4-4.5 hours. A summary

of completion times for
each round during the
record-breaking week has been
provided by the contractor.
A typical scenario is that as the face is fully
utilised, there is no time loss, which is normally
the case. This is typical as the crew had, from
the start, the aim of setting a world record. Over
the whole 165m, only 190 bolts were installed
and no shotcrete was sprayed at the face. The
advance rate per total hour comes to 1.2m and
the work during the week visited was continuing
round-the-clock.
When analysing the whole of the Dalvatn
drift, it can be concluded that the tunnel was
completed in 101 weeks. The site is closed some
three weeks every year for Christmas and other
Temporary bolts with mechanical anchor

holidays, which gives, in total, 95 weeks of
work. Each week has 106 work-hours, including
meal breaks, and on average, this gives 101
work hours per week, excluding breaks. In
addition to this, there is overtime work at the
face which probably brings the week hours to
106. So, the total work time at this face is only
slightly more than 10,000 hours, during which
6,800m have been excavated, resulting in an
average speed of 0.68m per total hour which
is 57% of the speed of the record week.
The rst 1,500m meant double heading
excavation, which is characterised by a slower
MINE MASTER WITH EXPERIENCE FOR THE FUTURE

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16
Snn Hy TunneL BRAncH
advance rate. If the single drift gures typical for
5,300m are taken into account, the average

speed is 0.75m per total work hour. This must be
seen as a very good result, even in favourable
rock conditions. The average time for a 5m round
is less than 6.7 hours, giving as much as 15m/d.
But how do we explain this progress? The
most important factor is the design approach.
The tunnel cross-section is given an asymmetric
shape that makes it possible to load the muck
into dump-trucks at the face. The height and
width is such that 5.48m feeds suitable for
blasthole drilling can also be used for bolthole drilling.
The support design is split into two phases,
the rst at the face, which is temporary and will
keep the opening stable for the time it takes the
face to advance some 50-60m. And in the
second phase, taking place some 30m behind
the face, permanent support is added. If needed,
a third supplementary support operation is
performed further behind the face. This means
that, in reasonably good ground conditions,
minimal time is spent on support work at the
face. A benet is that the drifting is only going
gently uphill.
Drilling has turned out to be very rapid. The
round demands nearly 440m of 48mm
blastholes and 20m of 100mm uncharged holes.
With a penetration typically 3.5m (a gure from
The Atlas Copco Boomer 353

site management), the round is difcult to
complete in one hour including mobilisation.
The penetration rate must, over the section
where the record week was achieved, be at least
4.5m/min or the number of blastholes could be
reduced. But even so, to complete the round in
80 minutes is a real achievement.
As to why the rig is so reliable, it can only be
said that like the Volkswagen Beetle, it just goes
on and on. So how is it possible to get such
efciency out of a rig and the other equipment?
Part of the explanation lies in the attitude of the
Norwegian workforce, which remains at the
face longer, thereby minimising the movement
and time needed to return to the face after each
round of blasting.
Snn Hy is the downstream section of the

headrace tunnel. The rst of some 900m were
excavated as double heading, with the Dalvatn
tunnel being the other heading.
This branch has the same cross-section as
Dalvatn but was, in its rst part, excavated
downhill at a gentle gradient. Water ingress was
a problem, necessitating pre-grouting, which
slowed the advance rate to only 60% of that
achieved on the Dalvatn side.
The second phase of the Snn Hy branch
excavation is a single heading drifting up to the
section where the Sagelva intake tunnel meets
the Snn branch. The tunnel has the same
cross-section but has an uphill slope of 1:7, with
the same type of equipment used. High water
ingress prevails and extensive pre-grouting is
needed two conditions that have had a major
impact on the advance rate, although the
individual effect of each is difcult to quantify.
If the three vacation weeks taken every year
are taken into account, the 37 weeks it took to
excavate 1,300m of tunnel drop to 35. This is
only 0.37m advance per total work-hour, which
is half the advance rate of the Dalvatn singleheading excavation. The remaining part, some
900m, has the same cross-section but is on a
downhill grade of 1:6. For this stretch, the rig is
the AC 353 with the Cop 1838 ME drill rig. Site
17
Servicing equipment
Insulated rubber tents

as workshops
Servicing the equipment took place

regularly. Weekly servicing above ground is
carried out in designated tents, according
to the equipment type. The exception is
drill rigs, which are serviced daily
underground.
Although there has been no recorded
data for drill-rig availability, the general
opinion is that it was very high and
probably not less than 95%.
feedback indicates that this rig results in only
1.5m/min rate, while the Cop 3038 achieves
3.5m/min.
This affects the advance rate and so does the
increased downhill gradient. Section 2,3002,925m was excavated in six months, which
corresponds to 26 weeks minus 1.5 (lost due to
vacation). The advance rate is only 26m/wk: an
advance rate that is only a third of the Dalvatn
rate. The effect of the older rig is more than one
hour per blast round and 90 minutes per
grouting round.
For 130 blast rounds and 25 grout rounds, this
means 180 hours in total or close to two weeks.
With a Cop 3038 rig giving much faster drill-bit
penetration, the advance rate would be 28m/wk.
It is obvious that the steep gradient and work to
prevent water ingress have had the most impact
on slowing the advance rate.
work at Lignvatn and

Sagelva intake tunnels
Lignvatn transfer tunnel was drawn after a sketch

provided by SRG is an AC Boomer L3C with
Cop 3038.
The same type of gear set-up is applied in the
Sagelva transfer tunnel. The cross-section is
identical, but excavation is carried out on a 1:6
uphill slope, with pre-grouting also undertaken,
but to a lesser extent than in the Lingvang.
So far, 900m of the given 1,400m have been
excavated. As the drifting of this tunnel began in
As to why
the rig is so
reliable, it can
only be said
that like the
Volkswagen
Beetle, it just
goes on and
on
These two feeder tunnels have been

designed with a 27m2 cross-section.
Once again, the tunnel design is
adapted to equipment used. But it was
not possible to have the wheel loader
right up to the face, so loading niches
were located at 125m distances.
At my site visit in mid-August, the
face had reached 3,622m. The
excavation has been going on for 25
months and that means the average
advance rate is only 36m/wk. Once
again, water ingress has hampered a
good advance rate. Inflows of 3,0004,000 litres/min have been recorded.
Continuous pre-grouting was applied for the
whole distance from 700 to 3,000m, a stretch
that included crossing the thrust zone. In
general, grouting was carried out in 12 holes of
31m length, which was repeated every 25m. A
pre-grouting operation of this kind normally
takes a day, which means that more than 100
days have been spent purely on pre-grouting.
Rounds in this tunnel are drilled with
5.48m (18ft) feeds. To make bolt-hole drilling
possible, it was necessary to have one telescopic
feed. The drill-rig tunnel cross-section for the
February 2007, the average advance rate is also

36m/wk. It has been said that the top speed
reached over one week is 50m. Yet it is likely
that the lesser pre-grouting activity in this tunnel
made it possible to achieve the same advance
rate as in the Lingvang tunnel, despite the tough
1:6 uphill gradient.
Here, the telescopic feed was omitted in
favour of a regular 4.87m feed for use on the
bolt-hole drilling.
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18
PROJECT: Monaco
Monaco tunnel sends mixed

excavation signals
Monaco relies on infrastructure going underground.
For this short road tunnel, road headers and drill
and blast were used to satisfy local constraints
UILDING land is scarce in the 1.8km2

principality of Monaco. Locating underground as much transport and services
infrastructure as possible is therefore crucial.
Project T33, the 33rd tunnel to be built here,
aimed to replace part of road on the sea front
along Rainier 111 with a new 145m-long, 7mwide by 8m-high tunnel through the cliff. Neighbouring premises, as well as road and service
tunnels, made the project tricky. So the right
excavation method for the hard rock and
keeping vibration levels low were key criteria.
The rock was a compact, dolomitic limestone.
Further complications came from a near-vertical,
open fault crossing a 15m section of the tunnel.
world_tunneling_issue_halfpage_08_01_29_neu.eps 28.01.2008 17:05:49
Project T33: view of one of the tunnel portals
Excavation Method
Conventional drill-and-blast methods were ruled
out from the start. As a condition of winning the
contract, Soletanche Bachy Tunnels had
guaranteed that low- and medium-frequency
vibration would be kept below monitored levels.
The measured strength of 50-70MPa would
normally be considered ideal for excavation
using cutting techniques like those in road
headers. Regional experience showed the rock
was far harder and more difficult to excavate
than theoretically possible.
Tunnel excavation began last February. For
those sections of tunnel where low vibration
levels were most critical, an Erkat rotary drum
cutter mounted on an excavator was used. The
first 33m of tunnel from the eastern portal and
GROUND CONTROL SOLUTIONS

Each tunnel has a different geology and requires specific
customized products and systems. DSI Tunneling Products and
Systems match these requirements perfectly.
Our extensive R&D activities guarantee innovative, flexible and
reliable underground support products to control every imaginable
condition. We offer a complete line of high-quality ISO 9001:2000
certified and patented products. DSI is a leading company in the
development, production and application of ground control solutions
for the tunneling market. In line with our strong service approach, we
are always committed to satisfying our customers demands.
Rock Reinforcement
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Rebar Rock Bolts and Spiles
IBO, IBI & DYWI Drill
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AT Power Set Self-Drilling
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TUNNELING SYSTEMS
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Headquarter Tunneling
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ALWAG Tunnelausbau
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Pasching/Linz, Austria
Phone +43-7229-6 10 49 0
Fax
+43-7229-6 10 49 80
E-mail: office@alwag.com
Liner Plates
Pantex Lattice Girders
AT LSC-Elements
Lining Stress Controllers
AT Casing System
AT Pipe Umbrella
Support System
AT Drainage System
Pasching
AUSTRIA
18-19WT0802.indd 18
Bristol, VA
USA
Nottingham
UNITED KINGDOM
Santiago de Chile
CHILE
Bennetts Green, NSW

AUSTRALIA
AT GRP Injection System
4/2/08 09:35:33
19
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12m from the western portal were excavated exclusively with an Erkat ER
3000-2 rotary drum cutter supplied by Eurofor mounted on a Liebherr 954
excavator. In the hard rock, the combined high torque and low rotation
speed provided an optimum productivity level, with a smooth cutting
action that minimised damage to the drum cutter or excavator. Average
production rates of 3.5m3/h were achieved, resulting in an advance
approaching 3.5m per five-day week.
To help the drum cutter break the rock in critical areas, 102mmdiameter holes were drilled in the face, although the practice was stopped
as the effect was difficult to evaluate.
Once the critical areas were complete, Cyril Chaubert, project manager,
instigated a combination of drum cutter and drill and blast to increase the
advance rate. Initially, tests were made using the rotary drum cutter to
excavate the left or right hand sides of the tunnel and then, using the free
face provided to drill and blast the other half of the tunnel. By eliminating
the need for a burn cut and ensuring that the drill pattern allowed holes to
be detonated one at a time, it was possible to increase the rate of advance
without exceeding the vibration limits.
Special care was needed along the 15m length where the open fault
crossed the tunnel. The location of the section excavated with the rotary
drum cutter and the hole pattern in the drill-and-blast section had to be
changed continuously and adapted according to the faults location and
nature.
Another key area was where the road tunnel passed within 3.5m under a
7m2 service tunnel containing three water mains, one of which was laid in
1952 from brittle cast iron. When passing under this tunnel, the rotary drum
cutter was used to excavate the top 3m section, and drill and blast was used
on the bottom section. The large open space at the top of the tunnel kept the
vibration levels monitored on the water pipes to very low levels.
In other areas, the rotary drum cutter was used to excavate the
equivalent of a burn cut. The size of the cutter drums meant that the
minimum cross-sectional area of the burn cut was 2.5m x 1.5m and the
maximum depth possible was 2.5m. To prevent the drill-holes extending
beyond the front of the excavated burn cut, hole depth was maintained at
1.8m using a Montabert Robofor 2 boom jumbo.
An average advance of 2m daily was reached using the combined drum
cutter and drill-and-blast method. This represented an increase of two to
three times the rate achieved with the rotary drum cutter alone.
www.innotrans.com
Vibration Levels
In all, 31 captors were located around the tunnel. Experience with large
hydraulic breakers indicated that vibration could be measured up to 70m
from the breaker. With the Erkat rotary drum cutter, no increases in
vibration levels could be measured.
The key to minimal vibration levels during drill and blast was to design
the hole pattern so that only one hole detonated at a time, apart from the
periphery holes where two or three holes could be detonated together
because much smaller quantities of explosives were used in these holes.
The explosive used was Emulstar 8000 u/g. Non-electric detonators were
used until the tunnel had advanced far enough from the portals to avoid
any interference from a 20,000V transformer nearby. Electric detonators
were used thereafter.
Breakthrough occurred on November 8. The tunnel was lined with 300450mm poured concrete, supported by temporary metal shuttering.
86x254_world_tunnelling.indd 1
18-19WT0802.indd 19
21.09.2007 13:09:15
4/2/08 09:35:38
20
TECHNOLOGY: Rail tunnels
Reconstructing the
Jablunkov tunnels
J Korejck & J Ruicka of Metroprojekt Praha, Prague, discuss the reconstruction
of two single-rail tunnels along the Czech Republic-Slovakian border
OCATED beneath a mountain pass, 552m

above sea level in the northeast of the Czech
Republic, the Jablunkov I (Kalchberg) and
Jablunkov II tunnels were begun in 1870 and 1914
respectively. Both tunnels suffered damage during
World War II, but were partially rebuilt on numerous occasions, most recently in 1999.
With their original 100-year service life coming
to an end (the second tunnel opened in 1917 after
a three-year construction period using NATM), new
tunnel linings and enlarged tunnel clearances for
both tunnel tubes were required. But, the designers
showed that single-rail operation would be acceptable during reconstruction, so their solution is
based on reconstructing just one of the tunnel
tubes, which will be enlarged into a double-rail,
612m-long tunnel. The design uses the existing

tunnel as the initial excavation sequence.
Also, during excavation of the top heading,
the tunnel will be used for muck removal using
rail-mounted cars. After the new tunnel goes into
operation, the remaining single-rail tunnel tube
will be closed.
BACKGROUND
During construction, the section along the Jablunkov
Pass became the most difcult in terms of the
vertical alignment of the track; initially, the 16
uphill gradient required additional pushing
locomotives for the heavy cargoes, which
comprised coal and later included grain, rape,
fruits, cattle, wood, gravel, ore and other materials.
GEOLOGY & HYDROLOGY

Both tunnel tubes lie in Palaeocene bedrock of
mainly mudstones with irregular occurrences of clay
layers and isolated, sandstone pockets. A fault line
runs roughly parallel to the tunnel centre line. A
2-6m-thick layer of clayey loam, clay, made ground
and sand with rock fragments form the tunnel cover,
which is permanently saturated due to numerous
streams owing down the surrounding slopes. This
means the tunnel tube lies beneath the water table.
CURRENT CONDITION
At 606m and 608m-long respectively, the
Jablunkov I and II single-rail tunnels are straight on
plan and of the summit type, with a maximum
gradient of 8.1. Overburden thickness reaches
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Mechanized Tunnelling in Urban Areas

Design Methodology and Construction Control
Edited by: Vittorio Guglielmetti, Piergiorgio

Grasso, Ashraf Mahtab & Shulin Xu, Geodata
S.p.A., Turin, Italy
355 illustrations, 102 tables, 6 case studies,

15 Italian case overviews, glossary and subject index
November 2007, 247x173 mm, 528 pages, full color.
Hardback: ISBN 978-0-415-42010-5, Price: 89.00
Order at: www.taylorandfrancis.co.uk
Published by Taylor & Francis The Netherlands
fresh air to the conception of tunnels in urban areas
A richly illustrated book, written by international experts, that treats
the application of technologies for achieving the stability of the tunnel
and for minimizing surface settlement. Accurate characterization of
the ground; rigorous assessment and management of risk from design
to maintenance; the correct choice of a tunnel boring machine and a
plan for the advancement of the tunnel; specific excavation procedures
and real time monitoring of excavation parameters are all discussed in
this thorough work. In the end, some real construction cases are treated
in detail.
Unique Features
PAT (Plan for Advancement of the Tunnel): new approach for
design-construction of tunnels incl. support pressure calculation
guidelines and control of construction for effective management
of risks.
Checklist of typical risks in urban tunnelling.
Operating procedures for Slurry Shield and Earth Pressure Balance
Shield Machines Lining design criteria, with a representative set of
frequently used segment types, including construction particulars.
Health & Safety recommendations and rules, specifically for TBM
operations.
Recommended to students, professionals, consultants, operators and
contractors in Tunnelling and Underground, Geotechnical and
Geological engineering; study material for Tunnelling and TBM courses.
Contents
1. Introduction: Tunnels in Urban Areas, Related Challenges; 2. Initial
Risks: Definition, Analysis and Management; 3. Selection of Tunnel
Alignment, Low-level Risks; 4. Primary Response to Initial Risks: A 'city
machine', characteristics; 5. Tunnel Design; 6. Control of Tunnel
Construction; 7. Health and Safety; 8. Case Histories; 7 Appendices.
Annex: Contractual Aspects of Tunnel Construction in Urban Areas
A full table of contents can be requested at pub.NL@tandf.co.uk

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20-23WT0802.indd 20
4/2/08 11:58:14
21
24m. The clearance height and width of the tunnel

tubes are approximately 6m and 5.5m respectively.
Safety recesses were provided alternately on
both sides of the tunnel at spacings of around
50m. The portal blocks of the tunnel, including
the front- and wing-walls, are made of local,
Beskydy sandstone, as are the tunnel tubes.
Both tunnels are currently in an unsatisfactory
structural condition and demand reconstruction.
DEVELOPMENT & RECONSTRUCTION

Tunnel construction is expected to start this year
and will take into account new types of trains that
reach speeds of up to 140-160km/hr. Vertical
alignment must be modied and the tunnel
cross-section enlarged. Originally, it was envisaged
that both tunnels would be reconstructed to form a
pair of new, single-rail tunnels and the two proles
would be enlarged after the tunnel lining was
removed. But, designer Metroprojekt Praha
submitted an alternative solution that involved the
enlargement and relining of Jablunkov II to form a

double-rail tunnel, so that, once brought into
service, the Jablunkov I tunnel could be closed.
The Moravian-Silesian Fire Rescue Service
required the excavation of an escape gallery for
the new, double-track tunnel, so only part of the
single-track tunnel will be closed, with the
remaining part, plus a newly-built cross-passage,
used as an escape gallery. As well as being nearly
US$5 million cheaper, the revised solution reduces
construction time and closure, as only one track
will be closed. This saving is sufcient to cover the
costs of closing the abandoned tunnel and the
increased cost of the work on the preportal sections.
TUNNEL-PROFILE ENLARGEMENT
The newly-designed Jablunkov double-rail tunnel is
612m long and has an inner radius of 5.7m. Tracks
are at 4m centres and the horizontal tunnel
alignment is straight. Its axis is shifted towards the
other (single-rail) tunnel tube to a distance of 4m
from the old, single-rail tunnel. The new tunnel is

of a summit type, with an uphill and downhill
gradient of 2. Safety recesses on either side of the
tunnel are at 24m intervals. Because of the rock
environment, consisting mainly of very weak and
squeezing prone mudstone, the invert will be
provided along the entire length of the tunnel.
MINED TUNNEL SECTION

Excavation of the 588m-long mined section of the
tunnel will be divided into three phases. The rst
phase sees the existing single-rail tunnel used as
the initial, partial excavation of the bench and will
comprise the excavation of the entire length of the
top heading, together with the installation of
primary shotcrete support. Muck from the top
heading will be transported by rail cars via the old,
single-rail tunnel up to the nal dump.
The second phase will comprise step-wise
demolition of a major part of the old tunnel
structure. It will be carried out concurrently with
Visit our website at:
www.world-tunnelling.com
20-23WT0802.indd 21
4/2/08 11:58:23
22
the excavation of the remaining part of the new
tunnel prole, while the external sidewall of the

existing tunnel will be incorporated into the
primary lining of the new, double-rail tunnel.
Subsequently, the whole prole will be provided
with primary shotcrete support. The closed,
intermediate, waterproong system will be installed
and the nal tunnel-liner cast in the third phase.
NATM will be used for the excavation, with
drill-and-blast conned to partial operations,
primarily for demolishing the existing tunnel lining.
Tunnel excavators will be used to mechanically
break up zones of weaker mudstone. Excavation
will use high-performance tunnelling equipment
and be divided using a horizontal sequence of
headings. The theoretical, excavated cross-section
area ranges from 116.1-129.9m2. Primary support
consists of C 16/20 sprayed-concrete with welded
mesh, lattice girders, rock bolts and forepoles. The
thickness of the primary lining ranges from 150350mm, depending on the excavation support. The
mined portals are supported by 12m-long presupport canopies.
Final linings will be constructed in two phases
using mobile formwork. The invert will be cast rst,
followed by the vault and side walls, using 12mlong casting blocks. The nal liner will be made
from cast-in-situ, reinforced concrete of C 25/30
grade; thickness ranges from 400-600mm, depending on the excavation support class encountered.
As this was calculated for the ground-water head,

there is no need for a permanent drainage system
behind the outer surface of the lining.
The concrete reinforcement consists of lattice
arches, welded mesh and strap pieces, if needed.
Tied-up reinforcement is used for the invert, whose
thickness is the same as that of the lining. The gap
between the invert and gravel ballast is lled with
non-structural concrete. Intermediate waterproong
is designed to be of a closed type, which means it
covers the entire tunnel circumference and no
permanent longitudinal toe-drainage is necessary.
This system, in contrast to an open-umbrella type,
prevents long-term impact on the natural groundwater regime in the vicinity of the tunnel.
A 400mm-diameter PE pipe drains the tunnel
interior and is located in the centre of the tunnel
prole, under the track bed and embedded in
porous concrete. The duct carries water to both
portals. Walkways are provided on both sides of the
tunnel, with steel handrails fastened to the lining.
CUT-AND-COVER SECTIONS
Both cut-and-cover entrance sections are 12m-long,
corresponding to the length of the portal tunnel
block. Shotcrete, reinforced with welded mesh, will
be used to stabilise the open-cut sides. The portal
wall of the construction trenches will be anchored
for additional support. The nal lining of the
cut-and-cover tunnel sections will be erected after

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Placement of the new,

double-track tunnel
the casting of the mined tunnel blocks is complete.

The same travelling formwork will be used for both
the mined and cut-and-cover sections of the tunnel.
The front ends of these sections are slanted and
have anges to prevent rainwater owing over the
edge. The thickness of the lining and invert is
600mm. Tied-up reinforcement is designed.
ESCAPE GALLERY
Modications to the existing Jablunkov I tunnel
will commence only after the new double-rail
tunnel has been commissioned. The 276m-long
escape gallery is located at a safety recess found
approximately in the middle of the double-rail

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4/2/08 11:58:44
23
tunnel. The escape route leads through the newlybuilt, 18m-long cross-passage to the unused
single-rail tunnel and ends at the southern portal
of this tunnel. NATM will be used to excavate the
horseshoe-shaped prole of the cross-passage,
with primary support consisting of C 16/20 sprayed
concrete, mesh, rock bolts and lattice arches. An
8m-long, canopy-tube pre-support will be installed
from both sides of the cross-passage.
The main reinforcing elements of the C 25/30
reinforced-concrete nal lining and invert will
comprise transverse lattice girders and mesh. The
vault and side-wall lining is 200mm thick, while
the maximum thickness of the invert is 500mm.
The casting of the nal lining of the cross-passage
is expected to be in two phases: casting the oor,
and casting the vault and side walls. The closed,
waterproong system has been designed the same

as that for the tunnel.
A 16.5m-long air-lock chamber will be installed
in the cross-passage, and it will be separated from
the tunnel by a 2.2m-wide re-resistant door, and
from the escape gallery by a steel door of the same
dimensions. The air lock is pressurised positively by
forced ventilation, independent of the escapegallery ventilation, to prevent smoke entering the
escape gallery from the tunnel.
Regarding the part of the Jablunkov I single-rail
tunnel to be used as the escape gallery, rst the
ballast will be removed and the tunnel-lining
surface treated. The next phase will be to install a
closed, waterproong membrane system and build
the 350mm-thick C 25/30 nal lining. Mobile formwork will be used to cast the 123m-long tunnel.
The interior of the northern part of the single-rail

tunnel will be completely lled in, mostly with
muck from the new tunnel excavation, which will be
stored temporarily in an intermediate stockpile.
What remains of the cross-section will be lled with
cinder concrete and any shrinkage cracks will be
grouted. The drainage of the existing tunnels will be
signicantly reduced owing to the grouting and
waterproong membrane; it is envisaged that the
watertable should eventually return to its natural,
long-standing level. Finally, the northern portal will
be demolished, including the skew wing walls, and
the slopes will be nished.
Underground Space the 4th Dimension of Metropolises
Bartk, Hrdina, Romancov & Zlmal (eds) 2007 Taylor
& Francis Group, London, ISBN 978-0-415-40807-3
The countdown begins....fix the date!

The next GeoDrilling Show is on April 30 May 1 and for 2008 we are moving to a brand
new venue - Peterboroughs East of England
Showground.
GeoDrilling 2008 will exceed all your
expectations by providing an exhibition
containing the top names in the drilling
industry, international delegates with the
credentials to make all the right buying
decisions, and a seminar programme packed
with the best speakers covering the issues
which matter to you.
If you would like further information

about GeoDrilling 2008, contact
Eileen Smith
on +44 (0) 20 7216 6077 or at
eileen.smith@mining-journal.com
Supported by:
If you are in the drilling industry, then

GeoDrilling 2008 must not be missed.
Register online for your free visitor ticket now at www.geodrillingshow.com
20-23WT0802.indd 23
4/2/08 11:59:06
24
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1: American Augers DD-140, 700m rods, 1200 liter pump,

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24WT0802.indd 24
4/2/08 15:37:43
No TBM company in the world has more.
Experience.
ore years. More

projects. More
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The numbers say it all. 50
years, 3500 km of tunnel,
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It is not just the quantity,
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The greatest geological
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If it can be imagined, Robbins
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Robbins.indd 1
10/10/07 11:32:14

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January/February 2008 Issue 5

The magazine for the tunnelling professional

Delhi & Singapore metro systems

Drill & blast

Breaking records at Norwegian hydro project

Reconstructing the Czech Jablunkov tunnels

Earth Pressure Balance

Grabem while theyre young

WAS fortunate enough recently to have lunch with

WEB ADDRESS www.world-tunnelling.com

For the Singapore Metro, 5.8m internal diameter,

A round-up of the latest news and technology

First in the world to achieve environmental certication to ISO 14001 while

12-13 Asia focus: Singapore Metro

Work on Singapores Circle Line combines TBM and cut-and-cover tunnels

14-17 Drill & blast: Norway

18-19 Project: Monaco

With building land scarce in the 1.8km2 principality,infrastructure is going

20-23 Technology: rail tunnels

Reconstructing two single-rail tunnels on the Czech Republic-Slovakian border

Shipping tunnel for Norway?

express coastal shipping, while

Compared to the current

Turkish delight for Atlas Copco

Included in the order are 13

proud of the strong relationship

Proposals for the construction

DMRC awards new contract to HCC/Alpine

tunnel will be built using the New

The finished project will form

The award comes just two

Beauty is in the eye

RT300 World Tunnel 02.indd 1

Veidekke to build Bergen

signed in Bergen in December,

Snee opens tunnel

Cavico wins Vietnam contract Sydney line turns into rollercoaster

Within weeks of winning the

Blunders happen in all walks of

trains that were due to be phased

This is optimised productivity

Good rock-drilling economy requires highly productive rock

Committed to your superior productivity.

Ad COP 2238 A4.indd 1

Lovat fuels Chinas

sse completes key phase of Glendoe

>Vi `->L> i`i]

Project area and

Pb hires lawyer engineer as COO

During the ten years he spent

Robbins TBM advances Lebanons water system

encountered. Boring at a -0.35%

A Robbins main beam TBM is boring a 4km stretch of tunnel to improve

Abu Dhabi gets deep sewage tunnel

Thompson said the contracts,

For over 30 years together to build

A lesson in mass transit s

ELHI Metro is unique, not only because

MASS TRANSIT SYSTEM

relatively easy to plan and implement. Based on

KEY STATISTICS PHASE 1

elevated/at-grade railway moving east-west.

underground railway moving north-south. The

includes ballast-less track

>Vi `->L>i`i]

Monaco tunnel sends mixed