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1 INTRODUCTION
The present study considers an irrigation tunnel which involves tunneling with tunnel boring
machine(TBM) and consists of segmental concrete lining. The tunnel is located in Madhya
Pradesh state of India. At a certain stretch along the alignment of the tunnel, there is an
operational railway track. Apart from other loads tunnel lining is also subjected to dynamic
train loads.
The concrete segments are prefabricated and lightly reinforced to withstand bending
moments and splitting forces. These forces not only occur during the normal operation but
also during transport and placement. Additional reinforcement is put on places where jack
forces are introduced, handle and bolt holes are located and around dowels.
- Composed of 7 segments per ring. 4 normal segments, 2 counter segments and 1 key
segment
- dowel connectors (tapered guiding rods of dia. 26mm/30mm) in the ring joint
The width of one segmental ring is 1.6m. Tunnel cross section is shown below:
3 GEOLOGY / GROUND CONDITIONS
Following figure illustrates the geology of the region where railway line is crossing over the
tunnel.
There are complex changes of rock/soil types along the length of tunnel. Conservatively,
soil consisting of clay/Moorum/gravels considered in the analysis. Water table exist almost
up to the surface level.
In the absence of field tests, geotechnical properties surrounding strata have been
estimated based on different available literature. Changes in geotechnical properties will
result in change in analysis results. Following parameters are considered for the
surrounding strata of tunnel lining:
Soil Properties
The reinforcement for the segments is of Fe 500 grade conforming to Indian standard IS
1786: 2008.
5 STRUCTURAL ANALYSIS
5.1 STATIC 2D ANALYSIS
Static 2D analysis has been carried out for evaluating the stresses in segmental lining
when it is subjected to combination of maximum static loads. Refer para - 7 for 2D analysis
of concrete segmental lining. 2 dimensional modelling of segmental profile has been carried
out in STAAD pro software.
Refer para-8 and para-9 for stage wise modelling and analysis.
A dynamic analysis has also been carried out considering wave motions generated in
ground by high-speed train passages.
The simulated wave motions in ground were interpreted for train moving loads traveling at a
maximum speed of 150 km per hour. Refer para-10 for dynamic analysis details.
The apparent stiffness of interface zone in normal direction can be expressed as:
Where zmin is the smallest width of an adjoining zone in normal direction as shown below:
6 LOADS
The tunnel will be subjected to following loads.
Overburden height = 15m above crown. Since soil is submerged, density of 12 kN/m 3 has
been considered. Water pressure is applied separately.
Weight of over burden varies from 12 x 15 = 180 kN/m2 at the top to 12 x (15+4.9) = 238.8
kN/m2 at the springing level.
The horizontal earth pressure is assumed to be a uniformly varying load that increases with
increasing depth. It is derived from the weight multiplied by the coefficient of lateral earth
pressure (). The horizontal ground pressure should be the uniformly varying load acting on
the centroid of lining from the crown to the bottom.
The value of coefficient of lateral earth pressure to be used in the design calculation should
be between the value of coefficient of lateral earth pressure at rest and the one of
coefficient of active lateral earth pressure.
6.5 GROUTING
The grouting pressure of 200 kN/m2 has been considered.
The situation of axle force in the schematic plan of train wagons and movement direction of
the train and the normal force variation of wagon wheels are depicted in following figure.
Suppose that at t = 0 s, in the origin of Cartesian plane, axel force of the first wheel of the
first train wagon is F1 pace between adjacent wheels of the wagon t1 = X/V, it is possible to
assume that the normal force of wagon wheels is continuous and is equal to F1; i.e. in the
interval (0, t1) the first wheel pair of the first train wagon applies a normal force of F1 on the
rail. After t1, the normal force of first pair of wagon wheels was disappeared until t2, so that
the value of normal axel force in the interval (t1, t2) is zero (see Fig. above) t2 is the
beginning time of applying normal force by the second wheel pair of the first wagon. Then
the value of normal axel force in the interval [t2, t3] is F1. From t3 to t4, the normal force of
wagon wheels is disappeared. In fact t4 is the time of one complete cycle of train force.
Therefore the normal force of other train wagons can be calculated in a similar procedure.
The function of dynamic train force with time in the interval [0, t4] is presented as:
Force-time history can easily be generated from MIDAS software. Following graph shows
the force-time history of train wheels as obtained from MIDAS.
Beam moments are released at longitudinal joint locations to simulate inter-segment interface(see
release icons at beam nos. 7,44,37,31,25,19 and 13). Inclined supports directing towards tunnel
center with compression only springs are assigned to each node.
7.2 DESIGN LOAD
1. Self-Weight of Lining
Self-weight automatically incorporated in STAAD Pro for modelled geometry corresponding to respective
input densities.
2
2. Contact Grout Pressure = 200.00 kN/m
4. Soil Load
Overburden height = 15 m
5. Train Load
Tunnel is at a depth of 15m from surface. So, the influence of the train load will be
distributed and it will act as uniform pressure load on the top half of the tunnel.
Load of each wheel = 122.625 kN
Number of wheels = 24
= 0.5* Kr / (1+ r)
where,
Kr = 31178 kN/m
Mu/fckbd2 = 0.04
Pu/fckbd = 0.5024783
From Chart 38 of SP 16 Design Aids for reinforced concrete to Indian Standard IS 456
considering d'/d=0.2, pst/fck = 0.02
3. 0.3m thick segmental lining with inner dia. 9.2m and outer dia. 9.8m
Step-2 Create a plane surface for ground profile with adequate dimensions
o
2. Provide obliquity to Rail tracks as per site condition(53 from horizontal)
3. Create surfaces along the along the rail lines sweeping them in the entire depth of modelled
ground
Step-7 Auto mesh all the solids with mapped size of 1m in hexahedron elements
Step-8 Rename all the mesh sets in right sequence of excavation so that it is easy to define
relevant elements for construction stage analysis
It is presumed main thrust provided by all cylinders delivers a nominal force of 40000 kN.
2
Jacking pressure on segment circumference = 40000/( x 9.5 x 0.3) = 4467.5 kN/m say 4500
2
kN/m .
2
Apply Jack Thrust pressure of 4500 kN/m on segment profiles 2,4,6,8,12,14,16,18,20,22 and
24(J1 to J12)
Step-12 Apply external water pressure corresponding to water table on lining elements
2
Apply water pressure of 150 kN/m on top and 250 kN/m2 on the bottom of lining elements (WPS1
to WPS25)
2
Step-13 Apply ground surcharge of 10 kN/m
Stage-0 Original ground with static train load and surcharge on the surface
Maximum deformation and major principal stress distribution in ground obtained from MIDAS
analysis for this stage are shown below:
Stage-1 Excavation from RD 0 to RD 3.2 in modelled topography
For stability of excavated profile, soil pressure shall be balanced from driving side.
TBM operator shall ensure the stability during operation. TBM cutting wheel and shield shall have
enough strength to bear the surrounding pressures.
Once excavation is carried out, 2 segments of 1.6m length each has been considered to be installed.
Active Load cases in this stage: GP1, GP2, WPS1, WPS2, self-weight, surface surcharge and
static train load
Active Load cases in this stage: GP1, GP2, WPS1, WPS2, HP1, self-weight, surface surcharge
and static train load
Stage-3 Excavation and segment installation from RD 3.2 to RD 6.4 in modelled topography
Active Load cases in this stage :
GP1,GP2,GP3,GP4,WPS1,WPS2,WPS3,WPS4,HP2,J1,self-weight,surface surcharge and static
train load
Remarks: Drilling pressure (HP2) on surface profile of excavation element-5 and jacking pressure
J1 on segmental lining-2 included apart from all loads on segmental lining from 1 to 4.
Stage-4 Excavation and segment installation from RD 6.4 to RD 9.6 in modelled topography
Active Load cases in this stage
: GP1 to GP6, WPS1 to WPS6, HP3, J2, self-weight, surface surcharge and static train load
Remarks: Drilling pressure (HP3) on surface profile of excavation element-7 and jacking pressure
J2 on segmental lining-4 included apart from all loads on segmental lining from 1 to 6.
Remarks: Drilling pressure (HP4) on surface profile of excavation element-9 and jacking pressure
(J3) on segmental lining-6 included apart from all loads on segmental lining from 1 to 8.
Stage-6 Excavation and segment installation from RD 12.8 to RD 16.0 in modelled topography
Active Load cases in this stage
: GP1 to GP10, WPS1 to WPS10, HP5, J4, self-weight, surface surcharge and static train load
Remarks: Drilling pressure (HP5) on surface profile of excavation element-11 and jacking pressure
(J4) on segmental lining-8 included apart from all loads on segmental lining from 1 to 10.
Stage-8 Excavation and segment installation from RD 19.2 to RD 22.4 in modelled topography
Active Load cases in this stage
: GP1 to GP14, WPS1 to WPS14, HP7, J6, self-weight, surface surcharge and static train load
Remarks: Drilling pressure (HP7) on surface profile of excavation element-15 and jacking pressure
(J6) on segmental lining-12 included apart from all loads on segmental lining from 1 to 14.
Remarks: Drilling pressure (HP9) on surface profile of excavation element-19 and jacking pressure
(J8) on segmental lining-16 included apart from all loads on segmental lining from 1 to 18.
Remarks: Drilling pressure (HP11) on surface profile of excavation element- 23 and jacking
pressure (J10) on segmental lining-20 included apart from all loads on segmental lining from 1 to 22.
Remarks: Drilling pressure (HP12) on surface profile of excavation element- 25 and jacking
pressure (J11) on segmental lining-22 included apart from all loads on segmental lining from 1 to 24.
Remarks: Jacking pressure (J12) on segmental lining-24 included apart from all loads on segmental
lining from 1 to 25.
10 DYNAMIC ANALYSIS
In this finite element model, wave propagation induced by moving train as a force history is
applied on the surface at the location of rail track and ground vibrations are obtained from
the numerical modeling. The crown of segmental tunnel lining is located just about 15m
below the existing railway track, so it is very important to evaluate ground vibration and its
effect on concrete tunnel lining. Trains running on both the tracks and in opposite directions
at a speed of 150 km/hr have been simulated in the model. Analysis has been carried out
with load time interval of 0.03 sec with total time of 30 sec. The geology is mainly dominant
by clay/moorum/gravel soil and tunnel boring machine has been used for construction of
tunnel. Although MohrCoulomb constitutive modeling is used for assigning surrounding
earth properties, the dynamic analysis requires only the elastic model as the dynamic wave
produced by the moving train cannot excite large deformation in the soil media, so
deformation is limited in the elastic range.
In this model wave propagation induced by moving train as a force history is applied on the
rail road and ground vibrations are obtained from the numerical modeling.
Initially Eigenvalue analysis is carried out to analyze dynamic property of structure itself. It
is also called Free Vibration Analysis. This determines the damping matrix which will be
used in time history analysis by calculating natural period values of first and second period
modes, in which mass participation rates are high. Result from Eigenvalue analysis is not
the final result. Our final purpose is to evaluate the ground behavior and stresses induced
in segmental lining. This step is just to obtain the value needed in further analysis.
After Eigen value analysis, some modifications need to be done in model to prepare
necessary conditions for dynamic analysis. These changes include conversion of boundary
condition to viscose, applying dynamic train load as a function with time and defining the
dynamic damping for the complete system.
Lysmer and Kuhlemeyer (1969) proposed the concept of viscose boundary in tractions
(dashpots) to absorb incident waves. The dashpots are attached to the boundary in the
normal and shear directions and thus the reflection of outward propagating waves back into
the model is prevented.
Poperation = 2500 kN
4 bars of 10mm dia. longitudinal reinforcement + 3 nos 2 legged 10mm dia. stirrups to be provided at
each jack location. Width of jack pad is 300mm.
2
314.16 + 471.24 = 785.4 mm /jack
Provide 10mm dia. 16nos longitudinal reinforcement + 2 legged 10mm dia. @ 100 c/c on
circunfrential eges of segment which will catter to the above reinforcement.
Considering d = 1.65m
a = 300mm
Zy = 0.09(1-0.9(300/1650)^2) x 2500
=218.3 kN
2
As,y = 218*1000/275 = 792.72mm
The value of dsi and dsa shall be utilize to estimate tension force Zsi and Zsa
The terms dsi and dsa are the lengths of the jack load transfer area of the previously built ring.
These values depend upon the size, arrangement and properties of the choosen hard timber plates.
13 JOINT CONNECTIONS
13.1 GASKET CEILING
The gaskets placed between lining segments in TBM-bored tunnels are a vital component in
ensuring a long and useful life for the tunnel by protecting the lining and the tunnel interior from
ingress of groundwater, and other material, under pressure. Most sealing gaskets for tunnel lining
segments are made from extruded EPDM rubber. A section through the gasket shows a cell
structure of apertures that allows, by design, the gasket to be compressed in a known way as the
segments are installed and pushed together during installation of a lining ring. Generally the larger
the gasket structure, the greater the groundwater pressures that can be handled, but much depends
on the quality of manufacture and materials.Typical installed gasket in between segments is shown
below:
13.2 CAM-POCKET COUPLING IN CIRCUMFRENTIAL JOINT
Tunnels in poor ground conditions are designed to be as rigid as possible. To achieve this, the
segmental rings are coupled at the circumferential joints using cam-pocket couplings. cam-pocket
arrangement is segments are shown below:
1. O. Arnau, C. Molins
Experimental and analytical study of the structural response of segmental tunnel linings based
on an in situ loading test. Part 2: numerical simulation
Tunnelling and Underground Space Technology, 26 (6) (2011), pp. 778788
2. O. Arnau, C. Molins
Three dimensional structure response of segmental tunnel linings
Engineering Structures, 44 (2012), pp. 210221
3. N. Do, D. Dias, P. Oreste, I. Djeran-Maigre
2D numerical investigation of segmental tunnel lining behavior
4. F. Gruebl
Segmental ring design: new challenges with high tunnel diameter
5. ITA Working Group No. 2
Guidelines for the design of shield tunnel lining
Tunnelling and Underground Space Technology, 15 (3) (2000), pp. 303331