Tunnel Engineering

COWI A/S
COWI A/S is a leading international consultancy rm, founded in 1930. COWI is a privately owned professional rm entirely independent of any manufacturer, supplier or contractor. The COWI Foundation is the majority shareholder. The foundation supports research and development in various elds of consultancy activities. The head ofce is located in Kongens Lyngby, a suburb about 12 km north of Denmarks capital Copenhagen. COWI is a highly versatile and multidisciplinary rm providing services of highest quality in the elds of engineering, environmental science and social economics. COWI employs around 3,300 staff, of which 1,400 are based outside Denmark in subsidiaries, branch ofces or project ofces. 2,100 employees are professionals holding Ph.D., M.Sc. or B.Sc. degrees in civil, structural, geotechnical, mechanical or electrical engineering and other academic areas such as geology, hydrology, chemistry, biology, agronomy, sociology, economics and planning. The annual turnover is at present (2004) 350 million Euro. More than half of the turnover of the company is generated outside Denmark in more than 100 countries around the world.
Transportation

COWI has more than 70 years experience in transportation consultancy covering all phases of infrastructure projects from initial planning and feasibility studies over design, construction and commissioning to maintenance management and rehabilitation. More than 8000 km of roads and railway lines with belonging bridges and tunnels of all types and sizes have been constructed in accordance with COWIs designs.
Tunnel Consultancy

Fields of Consulting Services by COWI Nature Natural resources management Environmental policy and regulation Environmental protection Coastal Engineering Society Welfare economics and services Public administration Social development and HRD Urban and regional development Development assistance Cadastre and land administration Geographical information systems and IT Mapping Transport Transport planning and management Roads Airports Railways and metros Tunnels Bridges Ports and marine structures Buildings Residential buildings Educational buildings Hospitals and health buildings Cultural and sports buildings Commercial buildings Industry Industrial buildings Production and processing plants Oil and gas Health, safety and environment Environmental and social due diligence

COWI has provided cost-effective designs of tunnels for more than 50 years for clients all over the world. COWI is currently involved in some 20-30 tunnel projects worldwide and the consultancy activities occupy almost 100 engineers and other professionals generating an annual turnover in the order of 10 million Euro.

Anton Petersen Vice President, Bridge, Tunnel and Marine Structures +45 4597 2888 ape@cowi.com

Torsten Mlgaard Head of Department, Tunnels and Underground Structures +45 4597 2889 tm@cowi.com

Utilities Municipal and hazardous waste Water and wastewater Energy planning and systems Telecommunication

Photo: Morten Larsen

Consultancy services and expertises covering all project phases:

Tunnel Consultancy
Working with Tunnels
Main types of tunnels and areas of use TBM bored tunnels Tunnels in congested cities for road, rail or utilities. Sub-aqueous tunnels for crossing of deep waterways Long tunnels under mountains Immersed tunnels Tunnels for crossing of waters of limited depth such as rivers, channels and harbour basins Alternative to bridge crossing to ensure unobstructed navigation Cut and cover tunnels Shallow tunnels in urban areas with moderate surface constraints Approaches to bored or immersed tunnels Rock and NATM tunnels Tunnels with irregular or varying cross section shape Short tunnels under mountains or deep waters where the cost of a TBM makes TBM construction prohibitive

COWIs longstanding experience with all phases of tunnel design and construction ensures the development of individual and optimal tunnel solutions with a long and efcient service life. Our experience includes a number of world class tunnel projects such as the TBM bored 8 km long railway tunnel for the Great Belt Fixed Link in Denmark with the rails 75 m below sea level and the 4 km long immersed tunnel for a 4-lane motorway for the BusanGeoje Fixed Link in Korea with the road 50 m below sea level.
Tunnel Projects

knowledge for which we are internationally renowned. TBM-tunnelling under high water pressure and in soft ground, long-term durability of structures, tunnel ventilation and safety systems can be mentioned.
Clients

Feasibility phase Ideas generation and evaluation 3 Feasibility studies Studies of infrastructure needs Alignment studies Cost estimation (considering uncertainties) Construction and procurement scheduling Environmental impact assessment Design phase Design management Establishment of design basis Fire safety and evacuation analyses Natural hazard analyses (storm water, ooding, seismic action etc.) Durability design Civil and structural design M&E installations Operational risk assessment Relocation of utilities from construction area Authority and public phase Authority approval management Property consultancy Land acquisition management Archaeological consultancy Public consultation Tender phase Development of tender design and dossiers Management of tender procedures Bid design Value engineering Preparation of contract for construction Construction phase Construction management Quality, environmental and safety management Construction risk assessment Building damage survey and monitoring Interface coordination Programme and budget control Site supervision Contract and claims management

COWI work for tunnel owners as well as for contractors. We advocate for a close dialogue with the contractor (BOT and design-build projects) in order to optimize the design and construction. This knowledge is then reused, when we design for tunnel owners.
Quality Management

COWI have been involved in tunnel projects all over the world. Our experience covers all types of tunnels, including bored tunnels, immersed tunnels, cut & cover tunnels, rock and NATM tunnels.
Services and Expertises

COWI have established an internal Quality Assurance system, which is ISO 9001 certied. All design activities are carried out in accordance with individual project quality plans tailored to meet the specic requirements of each project.

COWIs services cover the whole life cycle of a project from the early ideas to the operation phase and rehabilitation or decommissioning. Our services range from professional advice on a specic problem to comprehensive planning and total engineering design and implementation of large scale projects. Our involvement in complex and demanding tunnel projects over the years has led to the development of particular in-house

Michael Bindseil Chief Project Manager +45 4597 2947 mhb@cowi.com

Sren Degn Eskesen Research and Development Manager +45 4597 2554 sde@cowi.com

Operation and maintenance (O&M) O&M management system Inspection of structures and installations Ranking of maintenance and reinvestment needs Repair and strengthening design

Sub-aqueous Tunnels
General

The construction of tunnels under wide and deep waterways requires special consideration to the design as well as the execution. COWI has many years of experience in designing sub-aqueous tunnels. Some of the technical and practical challenges related to the planning, design and construction are mentioned in the following.
Offshore Geotechnical Survey

signed to cope with these conditions as failure of TBM performance can lead to serious cost escalation and extensive construction delay.
Immersed Tunnel Construction

Offshore geotechnical surveys in waterways with strong currents, wave action, ice action and vessel trafc is a demanding task. COWIs in-house experienced geotechnical specialists are conversant with such conditions.
Bored Tunnel Construction

An immersed tunnel consists of prefabricated elements which are towed out and immersed into a dredged canal in the sea- or riverbed. The dredging and the towing out and immersion operations in waterways with heavy currents and vessel trafc are critical and failure can lead to serious cost escalation and extensive construction delay.
Durability of Tunnel Structures

Tunnel Boring Machines (TBMs) for construction of sub-aqueous bored tunnels exposed to the extreme conditions with regard to water pressure and difcult grounds have to be de-

Sub-aqueous tunnels are subject to extraordinary conditions with regard to outside pressure and chemical aggressivity. Therefore, special measures with regard to avoiding or delaying the development of concrete deterioration and reinforcement corrosion needs to be considered.

Longitudinal Prole, Great Belt Tunnel Denmark

Tunnel Ventilation

The ventilation shall ensure the comfort in the tunnel during daily operation as well as controlling smoke and providing fresh air to the tunnel during an emergency situation. The long distances in a sub-sea tunnel between ventilation intakes and outlets place special requirements on the design of the ventilation system.
Safety Measures

As surface access is not feasible at long distances, special measures are required for sub-aqueous tunnels in order to meet the safety requirements from the authorities. COWI has experience in design and optimization of all parts of the safety system including ventilation system, emergency lighting, re ghting system, telecommunication system, SCADA system etc.

Photo: Steen Brogaard

Large Diameter and Soft Soil Tunnels

General

Tunnels in soft soil are often constructed as bored tunnels, when the use of cut & cover tunnel techniques is not possible or too costly an option. Bored tunnelling techniques cover both tunnels constructed by the use of a Tunnel Boring Machine (TBM) and tunnels constructed by hand tools and machines, using an observational approach with temporary support of the excavation. The latter is often called NATM tunnels (New Austrian Tunnelling Method).
Tunnel Boring Machines

greater cross section than e.g. rail tunnels, but also bi-directional rail tunnels are now possible to construct. The larger diameter tunnels involve larger challenges during construction in terms of TBM operation, risk of settlements etc., due to the larger volumes of ground being excavated, but also ring building, with the very large concrete lining segments, is an extra challenge.
TBM Bored Tunnels

Two typical TBM types are the Earth Pressure Balance (EPB) machine and the Slurry machine. The former is during construction able to counterbalance the ground and water pressures in front of the TBM by the use of one or two screws between the cutter head and the conveyer belt. The latter uses a technique where bentonite slurry is pumped into the cutterhead and mixed with the excavated material. The mixed slurry is then pumped out of the tunnel where the bentonite and the excavated material are separated again. This system also provides stability in front of the TBM during tunnel construction. During recent years is has become possible to built larger diameter TBM bored tunnels, mainly due to improved technology and the development of larger diameter TBMs. This has opened the market for bored road tunnels signicantly, as road tunnels often require a

Tunnels constructed by a TBM are typically circular and used in soft ground for longer tunnels. TBM tunnels are used both in urban and non-urban areas in a soft soil and sub-aqueous environment. Compared to NATM tunnels, TBM bored tunnels can be constructed in less competent ground and where water pressures are high or impossible to drain. TBM bored tunnels are typically lined with a prefabricated segmental concrete lining.
NATM Bored Tunnels

NATM bored tunnels are often used for construction of non-circular tunnels, or shorter tunnels in relative competent ground conditions where the ground can be drained during construction. The NATM cross-section can be excavated in sections to suit the actual conditions, and excavations are temporarily lined with a primary lining consisting of shotcrete. The permanent secondary internal lining is built as an in-situ cast concrete lining.

Photo: restadsselskabet / Rene Strandbygaard

Ventilation Systems for Long Tunnels

Ventilation of tunnels is one of the most important features to provide a functional, comfortable and safe tunnel environment for road tunnels as well as railway tunnels.
Tunnel Ventilation Methods

The methods for providing the required ventilation during normal operation or emergency operation depend on the actual conditions (tunnel length, alignment, cross-section, intermediate ventilation shafts etc.). Normally for road tunnels longer than approx. 4 km the longitudinal ventilation method is not feasible and transverse or semitransverse ventilation systems could be introduced. The capability of the various systems and the choice of system depend on the fresh air requirement calculations, which are based on the estimated trafc conditions, emission from vehicle, local standards and requirements for pollution level in the exhaust air to protect the neighbouring environment. The road trafc itself will provide a full or partly ventilation of the tunnel depending on the travel speed, so normally mechanical ventilation is only required for diluting the pollutants during lower trafc speed operation and during re situations. For railway systems the ventilation method is normally determined by the emergency scenarios to control the smoke during a re. This leads to longitudinal ventilation provided by a push-pull concept using ventilation plants at adjacent stations or intermediate shafts

sometimes combined with exhaust from larger caverns as e.g. cross-overs or bifurcations. During normal and congested trafc the tunnel ventilation will be operated to control the temperature in the tunnels. In tropical regions additional tunnel cooling will often be required e.g. to provide acceptable operation conditions for train air-condition units to secure the comfort of the passengers.
Ventilation Systems

Longitudinal ventilation can be achieved using jet fans in the tunnel prole or axial fans in either shafts along the tunnel or in plant rooms at the tunnel portals. For longer tunnels a fully- or semi-transverse ventilation concept could be introduced creating fresh air supply and extraction of polluted air at certain points. This requires ventilation ducts along the tunnel.
Ventilation Design

Ventilation calculations such as aerodynamics, thermodynamics and re simulations will be carried out during the various design phases. The optimal tunnel ventilation concept should be chosen considering safety, functionality, protection of the environment, construction and operation costs.

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Tunnel Design Tools

Advanced and reliable design tools are a prerequisite for carrying out an optimised tunnel design. COWI use a number of computerised tools in our structural designs, including the following.
IBDAS FLAC

PLAXIS

PLAXIS is a nite element program specically developed for numerical analysis of geotechnical and underground structures.

IBDAS is an integrated design and analysis software tool developed at COWI, which allows for geometrical modelling, structural analysis and verication of engineering structures and generation of construction drawings.
SES

FLAC is a nite difference program widely used for modelling in geotechnical and tunnelling design.
ROBOT

Subway Environmental Simulation software tool for estimation of airows, temperatures humidity and air-conditioning requirements for subway systems.

ABAQUS

CFD

Computional Fluid Dynamics software tool for modelling of physical phenomena in ow and heat transfer and res in conned spaces.

ROBOT is a nite element program for analysis and design of beam, truss, slab, shell and 3D structures.

ABAQUS is one of the leading multi-purpose nite element programs for a wide spectrum of numerical analysis in engineering and natural science.

Service Life Design of Tunnels

COWI is spearheading the international development of service life design of tunnels Sustainability achieved through reliability based service life design

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The modern, reliability based service life design is implemented in most new designs, in re-design of existing tunnels, and in strategic planning of maintenance and repairs. Tunnels are usually now to be designed for 100, 120 or even 200 years service life. This surpasses by far the assumed design life following most codes and standards.
Internationally recognised expertise and experience

COWIs recognised leading position within durability design and concrete technology is based on more than 40 years worldwide experience within the design, operation and maintenance of exposed reinforced concrete structures. COWI has been spearheading the international research and technical development of the rational service life design of concrete structures. Selected positions have been the initiation and management of the European research projects DuraCrete, DuraNet and DARTS, and chairing all durability related activities within the international organisations of CEB (Comit Euro-international du Bton) and now b (Fdration Internationale du Bton).

Internationally COWI provide the only available reliability based service life design methodology against chloride and carbonation induced reinforcement corrosion. This contributes optimally to the societal demands for a sustainable built environment. All uncertainties of the environmental exposure, the material properties, and the deterioration modelling are taken into account. Thus, service life design, based on functional requirements, can be carried out by following the same load-and-resistance factor design concept as known for structural design.
Implementation in actual projects

This new methodology has been adopted by national authorities and individual clients in countries such as Norway, Sweden, The Netherlands, Germany, Spain, UK, North America, as well as in several former Eastern European countries, the Middle East and Gulf countries, and in the Far Eastern Countries.

Carola Edvardsen Senior Specialist +45 4597 2813 cle@cowi.com

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Risk Management of Tunnels

Risk management is essential in tunnel design and construction Safety Concept

In tunnels there is a potential for major accidents, both during construction and during operation of the completed tunnel. This fact is evident from the major accidents, which have occurred in recent years. It is therefore important that systematic risk management is implemented in tunnel projects in order to ensure an adequate level of safety in a cost-efcient way. COWI has many years of experience in Risk Management. COWI has also led a workgroup within the International Tunnelling Association, ITA, which has established a risk guideline for design of tunnels.
Safety Policy

The safety concept is a description of the main features of tunnel design and operation, which shall be implemented to ensure adequate safety during operation of the completed tunnel. The concept should be developed early in the design process to serve as basis for initial project approval and for the detailed design.
Risk Assessment, Operational Risk

The safety policy describes the overall safety goals for the tunnel owner or tunnel project. This policy should be established as the starting point for the risk management activities.
Safety Plan

An overall risk assessment should be carried out in order to identify all types of risk during operation of the tunnel. For signicant hazards detailed risk assessment should be carried out as basis for the design decisions. This may include simulations of re development and smoke spread as well as simulation of evacuation scenarios.
Risk Assessment, Construction Risk

The safety plan describes the framework of the risk management process including project organisation, safety responsibilities and the activities required to document that the safety goals have been met.

An overall risk assessment should be carried out in order to identify all types of risk during construction of the tunnel. For signicant hazards design and construction methods should be re-evaluated and risk mitigations should be considered in order to reduce risks to an acceptable level.

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Great Belt Tunnel, Denmark

The railway tunnel is one out of the three major components of the Great Belt Link. The project includes two 7,410 m long main tunnel bores with cross passages each 250 m, cut & cover tunnel sections at each end terminated by portals and permanently drained ramps. At the deepest point, the rails are 75 m below sea level. The maximum gradient is 1.56 percent.
Alignment and Geology Cross Passages

The 4.5 m internal diameter cross passages, are constructed of spheroid graphite cast iron rings each 0.6 m wide consisting of 18 segments. The cross passages serve as emergency routes between the two main tunnels. They are equipped with safety doors and stores electrical and mechanical equipment required for operation of the railway.
Services by COWI - MHAI JV

Along the tunnel alignment, the water depths increase gradually from each side to about 20 m, and then in the central glacial erosion channel more steeply to a maximum of about 55 m. The tunnels are situated in layered strata of tills and marls. The till incorporates melt water deposits containing water at pressures up to 4 bar and granite boulders. The marl is ssured with hydraulic pressures of up to 8 bar.
Bored Tunnels

Tunnel Ventilation and E&M

Longitudinal tunnel ventilation is provided by 80 nos. of jet fans in each tunnel tube. Special emergency double swing doors are developed and comprehensively tested.
Seabed Dewatering

Tender design Tender evaluation Detailed design of structures and mechanical installations Design follow-up during construction Site supervision Project Period 1987 - 1997 Client A/S Storebltsforbindelsen (Great Belt A.S.) Construction Cost USD 1 billion

The two parallel 7.7 m internal diameter main tunnels were constructed from both sides by four Tunnel Boring Machines (TBMs) with an outer diameter of 8.75 m. The tunnels are lined with 1.65 m wide and 0.40 m thick bolted rings of seven precast reinforced concrete segments. High ground water chloride and sulphate levels combined with a hydrostatic pressure of up to 8 bar have required provision of several barriers against corrosion, including epoxy coating of the fully welded reinforcement cages.

A revolutionary use of large scale dewatering of the soil strata below the sea bottom contributed signicantly to the safety and the progress of the tunnelling works. It allowed the tunnel boring to be carried out at reduced water pressure and it allowed cross passages to be constructed safely using minor additional local dewatering.
Portals and Ramps

The two, three-storey portal buildings contain facilities for operating the mechanical and electrical installations in the tunnels. The ramps are constructed as permanently drained open ramps to level - 14 m at the portal building.

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Busan - Geoje Immersed Tunnel, Korea

The Busan - Geoje Fixed Link involves the construction of an 8.2 km motorway connecting Busan, Koreas southernmost and second largest city, to the island of Geoje. The connection includes a 4 km tunnel of which 3,400 m is an immersed tunnel one of the longest in the world and two cable-stayed bridges each 2 km in length.

Services by COWI - DEC JV Basic design Detailed design for tunnels Detailed design for mechanical and electrical works Follow-up during construction Project Period 2003 - 2010 Client Daewoo Engineering & Construction Co. Ltd. Construction Costs Approx. USD 1 billion

Immersed Tunnel

Installations

The cross-section of the immersed tunnel is designed for two-lane trafc with emergency and climbing lane where appropriate due to the 5% gradient. The centre section of the tunnel, between the motorway lanes, will contain the E&M services, the smoke extraction duct and the emergency escape route. The tunnel consists of 18 pre-cast tunnel elements placed in a dredged trench at a maximum water depth of 50 metres the rst time in the world that an immersed tunnel is constructed at such depth. Furthermore, the tunnel is founded on very week ground which is a challenge to the foundation design.
Geoje

The tunnel ventilation concept is chosen as longitudinal ventilation including approx. 90 nos. of jet fans in each tunnel tube as well as an additional smoke extraction system. The escape gallery will be pressurized by axial fans in the ventilation buildings in order to secure safe evacuation routes and avoid smoke spread to the non-incident tunnel. A state of the art trafc control system (Intelligent Transport System - ITS) is developed covering the whole link.

2.0 km

0.3 km Jeo

1.9 km

0.3 km

3.7 km

Gaduk

120 m
80 m 40 m 0m - 40 m

Jungjuk Daejuk

Malm Citytunnel, Sweden

A railway tunnel under the central part of Malm linking the present central station with the resund link between Sweden and Denmark is being constructed.
Tunnels

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The two parallel 4.6 km long bored tunnels are 7.9 m internal diameter tunnels with pre-cast concrete segmental lining. The bored tunnels will be excavated by two Earth Pressure Balance TBMs, which will have to be pulled through the Trianglen station, approximately half way on the bored tunnel section. At the southern end, a 360 m long twin tube cut & cover tunnel and a 390 m permanently drained open ramp bring the alignment to the surface. 13 cross passages connect the two main tunnels every 300-400 metres. Two of the cross passages will be combined with emergency access shafts situated approximately at the quarter points of the tunnels.

230 m long cut & cover bifurcation tunnel passes under a harbour bridge and connect to the bored main tunnels. The proximity of the harbour, the existing station, other existing buildings and utilities and the groundwater requirements create a complex groundwater situation, which requires special works and provisions during construction.
Triangeln Station

Services by SWECO-COWI JV Conceptual studies of structures and E&M systems Support to environmental hearing Clients tender design of tunnels and station structures Detailed design of station internals and nishes Design follow-up during construction Project Period 1999 - 2011 Client Banverket (Swedish National Rail Administration) Construction Cost USD 1.25 billion

Triangeln station is a two-track station with a central 14.5 m wide platform. The platform is 250 m long and located 25 m below ground surface. The station will connect to the town square via escalators at both ends of the platform. The station platform will be situated in a large NATM cavern constructed from two 30 metres diameter shafts. The cross-sectional area of the cavern is approximately 320 m. The cavern will be supported by a central row of columns.
Monitoring and Control

Malm Central Station

The central station is a four-track double box cut and cover structure with a 325 m long platform located 10 m below ground. West of the station the railway is brought to the surface via a 340 m long ramp. East of the station a

The tunnels and underground stations are monitored and controlled by SCADA, CCTV and re alarm systems in order to ensure safety during railway operation.

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Limerick Immersed Tunnel, Ireland

The Limerick Southern Ring Road will provide an east-west bypass of the Limerick City for both regional and local trafc. The ring road shall pass the Shannon River and allow unrestricted shipping trafc to the Ted Russel Dock in Limerick. The project is being tendered as a PPPproject with award of contract for construction and operation & maintenance expected in early 2006. A number of crossing options (low level opening bridge, high level xed bridge and immersed tunnel) have been considered with due consideration of environmental and aesthetic constraints and the soil conditions.
Immersed Tunnel Installations

Safe egress has been in focus and a forceful tunnel ventilation system will be provided. E&M systems as well as a state of the art trafc control system (Intelligent Transport System - ITS) is developed covering the whole ring road.

Services by MCOS COWI JV Constraints study, route selection and conceptual design Conceptual design for immersed tunnels, cut and cover tunnels and ramp sections Design basis for tunnel works Proposals for temporary structures, casting basins and sedimentation ponds Tender design Tender evaluation Design follow-up Project period 1999 - 2010 Client Limerick County Council, Limerick Corporation, Clare Council, National Roads Authority

The preferred option is a tunnel comprising a dual tube immersed concrete tunnel with a length of about 600 m. A temporarily drained open ramp of approximately 150 m will be used as a construction dock for the tunnel elements on the northern bank. On the southern bank a ramp of 150 m combined with an embankment through Bunlicky Clayeld Pond is anticipated. The works entail major excavations/dredging and foundation of structures in very soft, organic clays and very hard limestone. A large sedimentation basin is envisaged for dredged material on the northern bank.

Hallandss TBM Tunnel, Sweden

The Hallandss Tunnel is part of the expansion of the railway network in the western part of Sweden. This expansion, which is planned by Banverket (Swedish National Railway Administration), involves the increase of capacity from one to two tracks along the western coastline of Sweden and preparing the railway network for high-speed trains. Part of the preparation for high-speed trains is the construction of two single-track tunnels trough the Hallandss ridge. The work commenced in the early 1990s but was stopped in 1997 due to severe water inows and environmental problems. The work re-commenced in 2002, and the tunnel construction will now be carried out with TBMs instead of the rst attempted drill and blast techniques. COWI was awarded the key positions in the supervision of the Tunnel Boring Machines (TBMs) and the tunnel lining concrete production. The two single-track tunnels will each be 8,600 m long with connecting tunnels at 500 m intervals. The TBMs are going to be 210 m long including the service module, have an outer diameter of 10.5 m and weight 1,350 tons. 41,000 tunnel segments will have to be installed. Each ring consists of 8 segments.

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Services by COWI Supervision tunnel boring machines Supervision Segmental Lining Project Period 2002 - 2011 Client Banverket (Swedish National Railway Administration)

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Tunnels for Copenhagen Metro, Denmark

Copenhagen Metro is the rst underground mass rapid transport system to be in operation in Denmark. The project was constructed under design and construct contracts. The Metro runs underground for a length of 9 km under the central part of Copenhagen, where several buildings of national and cultural heritage are located. Underground stations are located approximately per 1 km. Emergency shafts are located at half point between stations, providing emergency exits per maximum 300 m. In addition to the underground sections the Metro includes elevated and at grade sections and stations as well as a control and maintenance centre.
Tunnels

of TBM launch chambers, cross passages and for deeper parts of the emergency shafts which were excavated in limestone. Cut & cover tunnelling was used to connect the bored tunnels to ramps where the ground cover for bored tunnelling was insufcient.
Installations

Services by COWI Tender design for: TBM tunnelling, NATM tunnelling and Cut & Cover tunnels Segmental linings, in-situ linings, shotcrete linings, steel linings and waterproong systems Conceptual design Preparation of tender documents including a reference project Tender evaluation and contract negotiation, Design follow-up and site supervision Construction management Feasibily study for a new circle line Project Period: 1994 - 2007 Client restadsselskabet I/S Construction Cost USD 1 billion

Tunnel ventilation facilities are provided in the underground stations and in some of the intermediate shafts as well as dedicated extraction from the cross-over cavern. At the stations platform screen doors create a partition between the tracks and the platform for safety and comfort reasons as well as for improving the tunnel ventilation in case of re emergencies.
New Circle Line in Copenhagen

Photo: restadsselskabet / Thomas Ibsen

Most of the tunnels are constructed in limestone containing layers of hard int. In the outer sections where the alignment raises the tunnels are located in mixed faces of limestone and a clayed sandy till. The 4.9 m internal diameter running tunnels were constructed by using two Earth Pressure Balance TBMs to ensure ground stability and that the groundwater level would stay essentially unchanged during tunnelling. NATM tunnelling was used at few locations where non-circular cross-sections were required, i.e. for excavating an underground cross-over cavern and two bifurcation chambers. NATM was also used for the construction

In the period from 2002-2005, for the Danish Ministry of Transport and Energy COWI has carried out a feasibility study for a new 15 km long Circle Line in Copenhagen, all underground with 16-17 deep stations and ve transfers to existing railway lines and the Metro. It is expected that planning and design of the Circle Line will continue from 2006 and it is anticipated that the new line can be opened for operation in 2017.

Photo: restadsselskabet / Jens Dige

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Preveza - Aktio Crossing, Greece

The project consists of a 152 m cut & cover tunnel on the Aktio side, a 909 m immersed tunnel under the strait and a 509 m cut & cover tunnel on the Preveza side. The immersed tunnel is designed for two lanes of trafc within a box cross-sectional prole of 10.6 m internal width. The outer dimensions of the immersed tunnel are 12.6 m wide by 8.75 m high. The eight prefabricated tunnel elements of 59.2 m to 134.5 m length were constructed in a casting basin connected to the strait by an approximately 150 m long channel. From the casting basin the elements were oated to their nal position. The elements were then installed in a pre-dredged trench. Before excavation of the trench, 0.6 m diameter stone columns were constructed, in order to prevent liquefaction under possible earthquake loadings. Flexible joints are provided between the tunnel elements. The water-tightness of the joints is ensured by rubber gaskets. The tunnel elements are further encased within a watertight membrane in order to avoid potential leakage. The tunnels have been designed to withstand severe seismic loadings. In comparison to normal immersed tunnels, the shear keys at the joints between the tunnel elements have been strengthened. Furthermore, prestressing cables have been placed across the joints in order to limit differential movements during seismic events.

Services by COWI Tender design Detailed design Construction follow-up Project Period 1993 - 2002 Client and Contractor Joint Venture between Christiani & Nielsen Ltd. (UK) and Technical Company of General Constructions SA (Greece).

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Fehmarn Belt. Tunnel Feasibility Study, Denmark - Germany

A xed link is being investigated between Puttgarden in Germany and Rdby in Denmark. This link will provide a direct connection between Scandinavia and Central Europe. A feasibility study has been carried out for bridge and tunnel alternatives by the joint venture COWI-Lahmeyer and the rst phase is now concluded. Bored tunnels as well as immersed tunnels in steel and concrete have been investigated. At the location of the link the width of the Belt is about 19 km and the water depth up to 30 m. The diameters for the bored tunnels range from 8.0 m for the railway tunnels to 14.2 m for the three-lane roadway tunnel. The thickness of the concrete lining ranges from 0.5 m to 0.7 m. The boring is proposed to be carried out with earth pressure balance machines in the clay strata, and slurry/mixshield machines in deposits with sand, silt, gravel and boulders. The immersed tunnels are expected to be fabricated in 150 m long elements which will be fully embedded into the seabed for environmental reasons. For the railway and shuttle tunnel with a width of 19 m a steel immersed tunnel may be competitive. For the other immersed tunnel alternatives with widths ranging from 27 m to 43 m, concrete tunnels are the most favourable solutions. During operation the railway tunnels will be ventilated by the piston effect, with fans intended for emergency use. For the road tunnels semi-transverse ventilation is required with a ventilation shaft, protected by an articial island in the middle of the Belt.

Services by COWI-Lahmeyer JV: Pre-feasibility study Technical and environmental feasibility study Project Period: 1993 - 2002 Client The Danish and German Ministries of Transport

Photo: JW Luftfoto

Selected References
Green Heart Tunnel, The Netherlands Tunnels for Taiwan High-Speed Rail Project Description: Sections C240 and C250 including 3 km long Miaoli tunnel and 13 small tunnels with a total length of 3.5 km, 3 km cut & cover tunnels and 9 km cuts and embankments. Expected Completion: 2006 Client: Hyundai Cheng Lin JV, HochtiefBallast Nedam-Pan Asia JV Services by COWI: Independent Design Checker.

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Description: Single tube 14.5 diameter and 8 km long high-speed railway tunnel under the Green Heart of Holland. Completed: 2004 Client: Dutch Ministry of Transport and Public Works Services by COWI: Review of tunnel durability design, TBM operating procedures, pre-cast concrete lining production, erection and repair and independent tunnel/TBM inspection.

District Heating Tunnel in Copenhagen, Denmark Description: 4 km 5 m ext. diameter EPB TBM bored tunnel for district heating, between 3 shafts. Lower parts of shafts and tunnel ends are constructed using the NATM technique. Expected Completion: 2008 Client: Copenhagen Energy (KE) Services by COWI: Feasibility study, conceptual and preliminary design, tender documents and contract negotiation, detailed design and supervision.

Helsingr - Helsingborg Tunnel, Denmark - Sweden Description: 5 km subsea railway tunnel between Denmark and Sweden performed as a twin bored tunnel, as an immersed tunnel or as a combined bored and immersed tunnel. Client: Municipalities of Helsingr and Helsingborg Services by COWI: Feasibility study in joint venture with SCC.

Jacked Tunnel under Odense , Denmark

Yenkapi TCDD transfer station Yenkapi tube tunnel station

Bosphorus Crossing, Turkey Description: 13.3 km new underground railway line with 4 stations, consisting of 8.2 km bored tunnel, 1.8 km cut & cover sections and 1.8 km immersed tunnel. Client: HPYG JV: Hazama (J) PentaOcean (J) Yksel (TR) and Gris (TR) Services by COWI: Tender design programme management.

Highway overpass Yedkule tube tunnel station

Assumed existing ground profile

Srkec station skdar station

Description: New rain water discharge system in Odense, including app. 10 pipe jacking sections of 25 m to 250 m length, lined with 2.5 m int. diameter concrete lining. Expected Completion: 2006 Client: Odense Water Supply Services by COWI: Detailed design, construction management, site supervision.
Photo: Tao Lytzen

+10 m

0m
-10 m -20 m -30 m -40 m -50 m

Bored tunnel

IMT

Bored tunnel

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Selected References
The resund Link, Immersed Tunnel, Sweden / Denmark Desciption: 18 km combined road and railway link across the sound between Denmark and Sweden, including a 4 km immersed tunnel section in ssured limestone to cross the main navigation channel. Client: Skanska (SE), MT Hjgaard (DK) and Hochtief (D) Completed: 2000 Services by COWI: Conceptual design. Guldborgsund Road Tunnel, Denmark Description: 460 m 2-lane immersed road tunnel under the Guldborgsund with drained ramps. Completed: 1988 Client: Danish Ministry of Public Roads, Road Directorate Services by COWI: Conceptual design, tender design, detailed design and supervision.

Conwy Estuary Tunnel, Wales Description: Dual two-lane highway tunnel with 710 m long immersed section under the 5-12 m deep Conwy Estuary, 320 m long in-situ section and 610 m long ramps in alluvial sands and clays. Completed: 1991 Client: The Welsh Ofce, Transportation and Highways Group Services by COWI: Tender design, detailed design and supervision in joint venture with Travers Morgan. Fourth Victoria Harbour Immersed Tunnel, Hong Kong Description: 1.7 km double metro tunnel for the new Shatin - Central Link under Victoria Harbour in Hong Kong, including a 1.35 km immersed tunnel. Client: KCRC Kowloon - Canton Railway Corporation Services by COWI as sub to Scott Wilson: Initial design, scheme design and tender design.

Bjrvika Immersed Tunnel, Oslo, Norway Description: Dual tube highway connection under Bjrvika and Bispevika in Oslo Harbour. The design includes approximately 600 m immersed tunnel and 250 m cut & cover tunnels. Expected completion: 2010 Client: Statens Vegvesen, Oslo Vegkontor (The Norwegian National Road Administration) Services by COWI: Design review.

Thessaloniki Immersed Tunnel, Greece Description: 4 km 6 lane road tolltunnel. 1.5 km immersed tunnel and 2.5 km cut & cover tunnel. Client: FCC (ES), Pantechniki (GR), Attikat (GR), Pihl & Sn (DK) Services by COWI: Tender design management, tender design of immersed tunnel and mechanical installations in tunnels.

Selected References
Ltschberg Base Tunnel, Switzerland Description: 34.6 km long twin tunnel as part of the Swiss-Cross-Alpine Rail Tunnels from Frutigen to Raron. Rock temperatures of up to 45 o C are expected. Expected completion: 2007 Client: Bundesamt fr Verkehr, Switzerland Services by COWI: Review of tunnel ventilation strategy and concept design report for emergency ventilation. Suggestions on alternative design and ventilation methods.

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Road, Railway and Subway Tunnels by the Reichstag, Berlin, Germany Description: 530 m long and total 90 m wide tunnelled trafc corridor below the river Spree in Berlin. The cut & cover tunnels comprise dual road, - railway and - metro tunnels placed in 20 m deep excavations below groundwater with anchored diaphragm walls and jetgrouted or anchored bottoms. Completed: 2001 Client: Spie - Batignolles SA Services by COWI: Detailed design.

Lrdal Tunnel, Norway Copenhagen Airport Railway Station, Denmark Description: The Copenhagen Airport Railway Station comprises a 600 m railway station for a double-tracked railway. The consulting services are performed in a joint venture with COWI as lead partner. Completed: 1999 Client: resund A/S Services by COWI: Detailed design, construction management and site supervision. Copenhagen Airport and Sydhavnsgadetunnel, Denmark Description: 600 m long cut & cover station and app. 4 km cut & cover tunnels in total on the resund Link railway line between Copenhagen Central Station and Copenhagen Airport. Completed: 2001 Client: resund A/S Services by COWI: For various parts of the works: Tender documents, detailed design, design check, construction management, technical support and site supervision. Description: A 24.5 km long road tunnel - the worlds longest. The tunnel is bi-directional and is provided with 15 turning points and 48 breakdown laybyes. Completed: 2000 Client: Norwegian Road Directorate Services by COWI: Detailed design of electrical installations (electrical power systems, control systems and emergency phone system and electrical design of the tunnel ventilation system).

Nam Wan Tunnel for Route 9 Hong Kong Description: The Nam Wan tunnel is a 1.25 km long 3-lane highway tunnel. It has two separate tubes, 12 cross passages, and a portal building at each end. Expected completion: 2007 Client: Ove Arup & Partners Hong Kong Ltd. Services by COWI: Basic design of electrical and mechanical systems as well as review of clients detailed design.

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Our International Tunnel Project Managers

COWI Group Main Ofce

COWI A/S Parallelvej 2 DK-2800 Kongens Lyngby Denmark

Christian Boye cbo@cowi.com Casper Paludan-Mller cpm@cowi.com Michael Tonnesen mit@cowi.com Poul Marinus Nielsen pon@cowi.com Stephen Slot Odgaard sso@cowi.com Simon David Taylor sdt@cowi.com
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