Bored Tunnel Design Report (CW To Surat)
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DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
GUJARAT METRO RAIL CORPORATION (GMRC) LIMITED. Bored Tunnel Design report (D3- Central warehouse to Surat station)
R-EUGP1-TPT-F-TUN- GEO-REP-001-R00
DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6 7160.6M, M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA KAPODRA,, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I
Contract UG P1 PREPARED BY CONTRACTOR
GULERMAK-SAMINDIA JV
DESIGN CONSULTANT CONSULTANT
TUMAS INDIA-PROTA INDIA-PROTA J V
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DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
Employer:
Checked By
Checked By
Approved By
Checked By
Verified By
Approved By
Pankaj Sharma
Evrim Gezer
Deniz Buyukgomen
Contractor:
Designer:
Prepared By
Checked By
Approved By
Vishal Bansal
Rakesh Kumar
Atul Sachan
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DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
Technical Verification / Revision Record
Bored Tunnel Design
R-EUGP1-TPT-F-TUN-
report (D3- Central Document Name:
warehouse station to
Document No.:
GEO-REP-001-R00
Surat) Verification
Name
Date
Prepared:
Vishal Bansal
20.10.2021
Checked:
Rakesh Kumar
20.10.2021
Approved:
Atul Sachan
20.10.2021
Revision
Date
Approved
0
20.10.2021
Atul Sachan
Signature
Description
Definitive Design Submission
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DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
TABLE OF CONTENTS 1 INTRODUCTION ......................................................................................... 7
Project.................... ........................................... .............................................. ............................................. ............................................ ......................................... ................... 7 Scope of the Report .............................. .................................................... ............................................ ............................................. .................................. ........... 7 2 References ....................................................................................................... 7
Tender Documents .................... .......................................... ............................................ ............................................ ............................................. ....................... 7 Standards ................... .......................................... ............................................. ............................................ ............................................ ...................................... ................ 8 2.2.1
Bureau of Indian Standards .......................................................................... 8
2.2.2
British Standard ............................................................................................. 8
2.2.3
European Standard ....................................................................................... 8
2.2.4
International Tunnel Association ................................................................... 9
2.2.5
Others ........................................................................................................... 9
2.2.6
Design documents ........................................................................................ 9
3 Site Conditions .............................................................................................10
Site Overview ................... .......................................... .............................................. ............................................. ............................................. ............................ ..... 10 Geology and Background ............. .................................... ............................................. ............................................ ....................................... ................. 10 Hydrogeology ................... .......................................... .............................................. ............................................. ............................................. ............................ ..... 12 4 Design Parameters .......................................................................................14
Geotechnical Design parameters ............................ .................................................. ............................................. .................................... ............. 14 4.1.1
4.1.2
Tangent stiffness at p ref (Eoed ref ) .................................................................. 17 ref
ref
Secant stiffness at p (Eoed ) .................................................................... 18
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DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
4.1.3
Reference stiffness in unloading/reloading at pref (Eur ref ) ............................ 18
4.1.4
Reference shear stiffness at very small strain, < 10 (G0 ) .................... ............. ....... 18
4.1.5
Shear strain at which Gsecant = 0.7 G0 ......................................................... 19
4.1.6
Parameters considered for plaxis modelling................................................ 19
-6
ref
Material Design parameters..................... ............................................ ............................................. ............................................ ............................ ...... 20 5 Segmental ring geometry and systems .......... ................... ................... ................... ................... .................21 .......21
Characteristics properties of segmental li lining ning ................................. ....................................................... ................................ .......... 21 Tolerances ..................... ............................................ ............................................. ............................................ ............................................. ................................ ......... 23 6 TBM Tunnel Design Criteria......... .................. ................... ................... ................... ................... ................... ..............23 ....23 7 Segment lining design – design – Production Production and transient stages .......................26 .......................26
Segment stripping (Demolding) ............................. ................................................... ............................................. .................................... ............. 26 Segment Storage.............................. ..................................................... ............................................. ............................................. .................................... ............. 27 Segment Handling ........................................... ................................................................. ............................................ ........................................... ..................... 28 8 Segment Lining design – design – TBM advance stages ........... .................. ................... .................... ............29 ..29 9 Segment Lining Design – Design – Service Analyses and Design ......... .................. ..................30 .........30 Finite Element Analysis ................... ......................................... ............................................ ............................................ .................................... .............. 30
Analytical method (Muir wood & Curtis) ............................................ ................................................................... ............................ ..... 32 Critical sections along the tunnel drives..................... ........................................... ............................................. ................................ ......... 34 34 Design Parameters............................................................. ................................................................................... ............................................. ........................... 35 Load Combinations ...................... ............................................ ............................................. ............................................. ....................................... ................. 38 10 Loads and reinforcement summary ............ ...................... ................... ................... ................... ..................39 .........39
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DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
Loads Summary........................ ............................................... ............................................. ............................................ ........................................... .....................39 10.1.1
Numerical analysis ................................................................................. 39
10.1.2
Analytical Analysis............ ......................... .......................... .......................... .......................... .......................... .................. ..... 41
10.1.3
Lifting, Handling and Stacking ................................................................ 42
10.1.4
Unequal Grouting ................................................................................... 43
Reinforcement Summary......................... ................................................ ............................................. ............................................ ............................ ...... 44 Appendix A (Lifting and Handling checks) ......... ................... ................... ................... .................... ...............45 .....45 Appendix B (Numerical Design Checks) ......... .................. ................... ................... .................. ................... ...........46 .46 Appendix C (Analytical Design check) ........ .................. ................... ................... ................... ................... ..............47 ....47 Appendix D (Unequal grout load check) ............. ....................... ................... ................... ................... ...............48 ......48 Appendix E (Tunnel se segment gment reinforcement drawings) ......... .................. ................... ..............49 ....49
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DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
1 INTRODUCTION Gujrat Metro Rail Corporation (GMRC) Ltd. has awarded works to GULERMAK-SAM INDIA Surat Metro UG P1 Joint Venture for Surat Metro UG01 which include includess the design, construction and completion of Underground Stations and Tunnel including finishes from Kapodra Ramp to Surat Railway Station from Chainage 3700m to Chainage 7160.6m, comprising twin bored underground tunnel between Northern Ramp and Surat Railway Metro Station, all cut and cover portion including three underground stations viz. Kapodra, Labseshwar Chowk and Central Warehouse with Entry/Exits & connecting subway by Box Pushing method and a portion of NATM and Launching and Receiving chambers of TBM for Surat Metro Rail Project, Phase-I. Furthermore, the JV has subcontracted the design services to TUMAS India PROTA JV for the mentioned works. Project
The project covers the design and construction of approximately 3.46km (UG-1) underground stretch starting from Ch. 3700 to 7160.6m which includes design and construction of tunnel from Kapodra ramp to Surat Railway Station including three underground metro stations. Scope of the Report
This report presents the design calculations for segmental reinforcement design for the bored tunnel stretches of the mentioned projects. Calculations have been presented for the stretch of tunnels of drives between central warehouse station and Surat station st ation as per Definitive design alignment.
2 References Tender Documents •
UG01/PKG CS2: Tender Documents Volume 4 – Division Division G – Part Part 1 & 2 - Outline Design Specifications
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DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
•
UG01/PKG CS2: Tender Documents Volume 4 – Division Division H – Part Part 1 & 2 - Outline Construction Specifications
•
UG01/PKG CS2: Tender Documents Volume 4 – Division Division I – Soil Soil Investigation Report
•
UG01/PKG CS2: Tender Documents Volume 5 – Part Part 1 to 4 - Tender Drawings. Standards
2.2.1 Bureau of Indian Standards
IS 432:1982: Mild steel and medium tensile steel bars and hard-drawn steel wire for concrete reinforcement. 1. IS 456:2000: Code of practice for plain and reinforced concrete. 2. IS 516:1959: Method of test for strength of concrete. 3. IS 875:1987: Code of practice for design loads (other than earthquake) for buildings and structures. 4. IS 1786:1985: High strength deformed steel bars and wires for concrete reinforcement. 5. IS 1893:1984: Criteria for earthquake resistant design of structures. 6. IS
1893:2002:
Criteria
for
earthquake
resistant
design
of
structures,
Part 1: General Provisions and Buildings 7. IS 1904: 1986: Design and construction of foundations in soils - General Requireme Requirements nts 8. IS 4326:1993: Earthquake resistant design and construction of buildings – code of practice. 9. IS 10262:1982: Recommended guidelines guidelines for concrete mix design. 2.2.2 British Standard
1. BS: 8110 Structural uses of concrete 2.2.3 European Standard
1. Eurocode 2: Reinforced Concrete 2. Eurocode 7: Geotechnical Design
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DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
2.2.4 International Tunnel Association
1. ITA-AITES Guidelines for the Design of Tunnels 2. ITA-AITES Guidelines for the Design of Shield Tunnel Linings 3. ITA-AITES Seismic design and analysis of underground structures 2.2.5 Others
1. Seismic Design and Analysis of Underground Structures, Youssef M.A, Hashash, Jeffery J. Hook, Birger Schmidt, John I-Chiang Yao, Tunnelling and Underground Space Technology (16) 2001, pp. 247-293. 2. Muir-Wood, A M (1975) : The Circular Tunnel in Elastic Ground, Geotechnique Geotechnique,, 25, No. 1, 115-127. 115-127. 3. Curtis, D J (1976): Discussion on Circular Tunnel in Elastic Ground, Geotechnique, 26, No. 1, 231-237. 4. Austrian Society for Rock Mechanics: Geotechnical Underground Structure Design 5. National Building code, code, 2016 6. Specification for Tunnelling: The British Tunnelling Society and Institution of Civil Engineers, Thomas Telford Publishing, 2000 7. A Contribution to the Analysis of Stress in a Circular Tunnel: H D Morgan, Geotechnique, Geotechniqu e, 1971 March pp 37-46 8. American Concrete Institute technical design standard, Analysis and Design of Reinforced and Prestressed Concrete Guideway Structures 2.2.6 Design documents
1. Upline horizontal and vertical alignment with cross passages R3 Definitive design 2. Geotechnica Geotechnicall Interpretative report ffrom rom Central warehouse to Surat Station 3. Design Basis report (Bored tunnels)
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DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
3
Site Conditions
Site Overview Twin bored tunnels are planned to be constructed between various stations of the mentioned projects. The details details of such bored tunn tunnel el drives are presented bbelow: elow: Table 3-1 Tunnel drives summary of Surat UG01
Start of Drive
End of Drive
Start Chainage End Chainage Total
length
(UL)
(UL)
(m)
Kapodra Station Labheshwar Chowk station
4+286 (UL)
5+741 (UL)
1455 (UL)
4+286 (DL)
5+742 (DL)
1456 (DL)
Labheshwar
Central
5+931 (UL)
6+591 (UL)
660 (UL)
chowk
warehouse
5+932 (DL)
6+595 (DL)
663 (DL)
Central
Surat Station
6+781 (UL)
7+170 (UL)
389 (UL)
6+785 (DL)
7+172 (UL)
386 (DL)
Warehouse
Geology and Background Major geological formations exposed in the district are Quaternary alluvium, Tertiary limestone and sandstones and Deccan Trap basalt. The geology of the district and the succession of geological formations in the district are given below:
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DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
Table 3-2 Geological Succession
Era
Period
Epoch/ Series Description
Cenozoic
Quaternary
Holocene
Soil, Younger alluvium Blown and Fluviomarine deposits.
Tertiary
Pleistocene
Older alluvium., conglomerate
Miocene
Ferruginous sandstone (Gaj)
Eocene
Numulitic limestone
Palaeocene
Sub-Numulitic
limestone,
gypseous
shale,Supra- Trappean Sediments lateritised and having bauxite pockets. Mesozoic
Early Eocene Deccan trap basalt with dykes
Lower tertiary
to to upper
upper cretaceous
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DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
Figure 3-1 Geological Map of Surat Surat district, Gujarat
Hydrogeology The hydrogeological framework of the area is essentially governed by geological setting, distribution of rainfall and facilities of circulation and movement of water through interconnected primary and secondary porosity of the geological units forming the aquifers. The major aquifers in the district are formed by alluvium and Deccan Trap basalt with Tertiary formations occupying a small patch. The alluvium occurs in the western part of the district and along the streams whereas in eastern parts weathered and fractured basalt form aquifers. hydrogeologicall units: hydrogeologica 1. Fissure Formations 2. Porous Formation Fissure Formations Deccan Traps from the aquifers in north-eastern, eastern, and southeastern parts of the district dist rict comprising Mangrol, Mandvi, Vyara, Valod Mahuva, Songadh, Uchc Uchchhal hhal
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DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
and Nizar talukas. The ground water occurs in unconfined to semi-confined conditions. The occurrence and movement of ground water is governed by the thickness and extent of weathered zone and presence of fractures and joints. At places, dikes act as ground water barriers and restrict the flow of ground water. On the other, at places, the dykes themselves from good aquifers owing to deeper levels of weathering in them. Depths of dug wells in Deccan traps ranges from less than 2m to 25m with maximum number of wells, about 80%, being 5 to 15m deep. The depths to water levels in the dug wells range from 1 to 20m. However, in 90% of the wells, the water levels are less than 10 m.b.g.l. Yields of the dug wells are low to moderate in central parts whereas they are low to very low on the hill slopes. The dug wells generally sustain pumping for 4 to 5 hours at the yields of 50 to 150 m3 /day. Recuperation of water levels is generally slow. Alluvium
The western and northwestern parts of the district comprising Choryasi, Olpad, Kamrej, Palsana and parts of Bardoli talukas is covered by Alluvium. This aquifer can broadly be demarcated into two zones namely newer alluvium and older alluvium. The newer alluvium is present along the river r iver courses and comprises fine to coarse grained sand trap wash with cay intercalations. The sand is unconsolidated but shows some degree of cohesion at places. Water levels are in general deeper in newer alluvium. Older alluvium is present in inter river plains and comprises sand, clay, kankar, gravel and silt. The ground water occurs mostly under unconfined conditions but at places semi-confined conditions are also observed, probably due to presence of clay lenses. The depths of the wells in alluvium generally range from 3.0 to 30.0m with some of the wells having bores down to 50m below bottom of the wells. The maximum number of wells, about 80% are 5 to 20m deep. Depths to water levels in the wells range from 0.5 to 15 m.b.g.l about 90% wells shows water levels less than 10 m.b.g.l. Yields of the dug wells and dug well- bored wells range between 100 and 450 m3 /day.
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DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
4 Design Parameters Geotechnical Design parameters From the Geotechnical Interpretative Report (GIR) for Drive 3, the following geotechnical design parameters in Table 8-5: Geotechnical Design Parameters are adopted in the design. Table 4-1 Geotechnical design parameters for Surat UG01 (Between Central warehouse Station and Surat stations)
Unit Weight Depth
Unit Weight
Poisson’s Ratio
Strata Strata
Angle of Friction (φ’) φ’)
Cohesion (c’ c’))
Undrained Shear Strength (Cu)
kPa
(γd γd))
(γb γb))
(ν')
kN/m3
kN/m3
-
(˚)
kPa
(m)
0-1.5
FM
13
17
0.3
30
0
1.5-17
CI/CH/CL
14.73
17.95
0.4
33
0
17-22
SM/SC
17
19
0.3
32
0
22-25
CH/CL
15
18
0.4
34
0
Depth (m)
Strata Strata
Coefficient of Volume Compressibi lity (mv)
m2/k N
0-1.5
FM
1.5-17 CI/CH/CL
-
Drained Youngs Modulus (E’) (E’)
kPa 12000
Undrained Youngs Modulus (Eu)
kPa 15000
0.0004
17-22
SM/SC
-
22-25
CH/CL
-
2168Z+ 4645.86
2710Z+ 5807.32
Z+ 2.1429/0.1107 2.1429/0.1107
Permeabilit y (k)
Earth Pressur e at Rest (K0)
m/s
-
-
0.5
-
0.46
4*10-08
0.47
-
0.44
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DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
For analytical design considerations, the parameters shall be considered at tunnel axis level. The unloading/reloading unloading/reloading soil sti stiffness ffness has been considered for analytical design which is taken as three times of the young’s modulus of the ground on conservati ve side. For numerical
designs, Hardening soil model with small stiffness constitutive model have been used. As per Plaxis manual, it is always desired to use the HS small stiffness models for UG excavations in the strata as expected in this project.
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DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
The required soil parameters of HS Small model are as follows: E50 ref
Secant stiffness from standard drained triaxial test at reference pressure
Eoed ref
Tangent stiffness from oedometer test at p ref
Eur ref
Reference stiffness in unloading/reloading
Go ref
Reference shear stiffness at small strain
ɣ0.7
Shear strain at which Gsecant = 0.7Go
m
Rate of stress dependency in stiffness behaviour
Page | 16
DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
P ref
Reference pressure taken as 100kPa
µ ur
Poisson’s ratio in unloading/reloading (refer to detailed design parameters, µ ‘)
c’
Drained cohesion (refer to detailed design parameters)
Φ’
Drained friction angle (refer to detailed design parameters)
Dilatancy angle taken as 0
Rf
Failure ratio taken as default 0.9
K onc
K o value for normal consolidation (default K onc=1-sin Φ’)
In the literature (Brinkgreve et al. – refer refer material manual), the rate of stress dependency in the stiffness behaviour, m, is typically taken as 0.5 and 1.0 for sand and normally consolidated clay, respectively. For the given project, where the strata predominantly consists of sand, m value of 0.5 is considered while for clay, m value of 0.9 has been considered. 4.1.1
Tangent stiffness at pref (Eoed ref )
Back-calculated from effective drained stiffness, E’, using the following relationships:
′ ′ = [ ] = [ ] where,
(− −)) ; ′ is the major principal stress (+ve for pressure) taken as = ′ (+ +)()(− −))
the effective overburden pressure at triaxial test sample depth; and m is typically between 0.5 and 1.0 (Considered as 0.5 for sandy strata and 0.9 for clayey strata in this project).
Page | 17
DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
4.1.2
Secant stiffness at pref (Eoed ref )
The estimate of E50 ref based on the following approximation (Plaxis V21.01) :
= 1.2255 Where,
is tangent stiffness from effective drained stiffness, E’
Although for soft soils,
could be as high as 2, this high value could lead to
a limitation in the modeling; therefore, a lower value is used. 4.1.3
Reference stiffness in unloading/reloading at pref (Eur ref )
The estimate of Eur ref based on the following approximation (Plaxis V21.01) :
= (3 5) assumed = 3 Where, is Secant stiffness from standard effective drained stiffness at reference
pressure, p ref . 4.1.4
Reference shear stiffness at very small strain, < 10-6 (G0 ref )
The estimate of G0 ref based on the following approximation (Plaxis V21.01) :
= (2(2..5 20) , is stiffness sti ffness in unloading / reloading a reference pressure, where, = (+ ) ’
p ref . The reference shear modulus at a very small strains (G 0ref ) may be taken as 2.5 times of unloading / reloading shear stiffness (Gur ref ) on conservative side. i.e.
= 2.5
Page | 18
DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
4.1.5
Shear strain at which Gsecant = 0.7 G0
Estimation based on Andrzej Truty (2009) quoted in PLAXIS material model manual: ɣ0.7 = 0.0001 to 0.0002 for sand and ɣ0.7 = 0.00005 to 0.0001 for clay
For plaxis analyses of the mentioned project, value of 0.00005 has been chosen and considered as there is predominance of clayey strata in this project. 4.1.6
Parameters considered for plaxis modelling
Based on the mentioned formulations, the parameters considered for plaxis modelling are tabulated in the table below: HS model parameters for Drive between CW Station and Surat Station
Layer name Fill CI/CH/CL -1 CI/CH/CL -2 CI/CH/CL -3 SM/SC CH/CL
0
1.5
0.75
1.5
7
7
12.5
Depth_mid Bulk unit weight (kN/m3) (m bgl) kN/m3
c' kPa
Ko
Deg
Rad
17
0
30
0.524
0.50
4.25
17.95
0
33
0. 0.576
0.51
9.75
17.95
0
33
0 0..576
0.46
phi'
12.5
17
14.75
17.95
0
33
0.576
0.46
17 17
22
19.5
19
0
32
0.559
0.47
22 22
25
23.5
18
0
34
0.593
0.44
Depth_min (m bgl)
Depth_max (m bgl)
Depth_mid (m bgl)
u'
Ei (At mid of each layer) (kPa)
Eoed (At mid of each layer) (kPa)
m
pref (kPa)
0
1.5
0.75
0. 0.30
12000
16153.84615
0.5
100
1.5
7
4.25
0. 0.40
13859.86
29699.7
0.9
100
7
12.5
9.75
0.40
25783.86
55251.12857
0.9
10 100
12.5
17
14.75
0.40
36623.86
78479.7
0.9
100
17
22
19.5
0.30
46921.86
63164.04231
0.5
100
22
25
23.5
0 0..40
55593.86
119129.7
0.9
100
Layer name Fill CI/CH/CL -1 CI/CH/CL -2 CI/CH/CL -3 SM/SC CH/CL
Depth_max (m bgl)
Layer name Fill CI/CH/CL -1 CI/CH/CL -2 CI/CH/CL -3 SM/SC CH/CL
Depth_min (m bgl)
De pth_min (m bgl)
Depth_max (m bgl)
De pth_mid (m bgl)
sigma3' (kPa)
sigma1' (kPa)
Eoedre f (kPa)
E50re f (kPa)
Euref (kPa)
Gore f (kPa)
y0.7 -
0
1.5
0.75
6.375
12.75
45239.82
56549.77
169649.3
163124.3
0.00005
1. 5
7
4. 25 25
38. 17 17988
74. 86 8625
38540. 22 22
48175. 27 27
144525. 8 129040. 9
0. 00 00005
7
12. 5
9. 75 75
79. 04 04497
173. 58 5875
33633. 69 69
42042. 12 12
126126. 3 112612. 8
0. 00 00005
12.5
17
14.75 .75
119.91 .9136
263.33 .3375
32831.89 .89
41039.86 .86
123119.6 109928.2
0.00 .00005
17
22
19.5
106.7083
227
41923.45
52404.31
157212.9
151166.3
0.00005
22
25
23.5
132.9033
30 301.5
44 44122.64
55153.3
165459.9
147732
0.00005
Page | 19
DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
Material Design parameters
The following design parameters in Table 3: Material Design parameters are adopted in the design of the bored tunnels. Material
Property
Value
Concrete Grade
M50
Concrete strength, f cu cu
50 MPa
Poisson’s ratio
0.2
Concrete
Modulus of Elasticity for 35355 MPa Short term, Es Modulus of Elasticity for 17678 MPa long term, El High tensile steel deformed 500 Mpa bars, f y Reinforcement
Minimum concrete cover
50mm (Ext) 40mm (Int)
Young’s modulus, Es
200 GPa
Page | 20
DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
Waterproofing
Composite EPDM gasket between segments segments
Bolts
Straight bolts
Grade 8.8, M24 Galvanized
Notes: 1. A minimum nominal cover of 50 mm in extrados and 40 mm in intrados to all reinforcing bars shall be provided. provided. 2. The following partial safety factors for material strengths are considered in the design as per IS456: Concrete: 1.50 Reinforcement: 1.15
5 Segmental ring geometry and systems Characteristics properties of segmental lining
The thickness of the precast segmental liner is selected as 275mm, and the internal diameter of the finished ring is 5800mm. The length of the ring is selected as 1.4m (nominal) as shown in the below figure:
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DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
Figure 5-1 Tunnel Segment configuration
Universal type ring is selected in order to satisfy the design requirements adequately. All rings are composed of five + 1 Key Segment. (O1, O2, O3, T1, T2 and K). The geometry is defined in detail in the drawings. The ring has a universal rotatable structure. The purpose of the ring is to follow the route of TBM that follows its own curb radius. In order to follow the route designed in the form of curbs and apply changes in slope, the structure will be tapered on both sides. The rings shall be placed harmoniously between previous and forward ring in order to allow continuous structure. st ructure. As can be seen from the figure, rings can only be rotated 22.5 degrees in order to coincide with the longitudinal bolt bolt holes. To achieve a robust design, the segment thickness shou should ld be capable of handling all loading cases and service conditions. The lining thickness may be increased in order to cater for unforeseen loads, particularly if sealing gaskets are installed. i nstalled. The TBM shield outer diameter is determined by adding the tail clearance and shield skin plate thickness, also known as overcut, to the segmental lining outer diameter (RTRI, 2008). The minimum radius of curvature is a function of ring ri ng geometry (taper, ring width), overcut, shield design (articulated or not) and radial gap between segment and tailskin rather than just the shield outer diameter. The universal ring system is selected for the ring configuration.
Page | 22
DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
Universal system, where both circumferential faces of the ring are inclined to the tunnel axis, the ring taper is split between the two circumferential faced and all curves and directional corrections can be negotiated through the rotation of the segmental ring. The main advantage of the system is that only one type of formwork is required (ÖVBB, 2011). For this project, 25mm tapering has been considered at the extrados of the ring. Tolerances
The dimensions of precast concrete segments shall be within the following tolerances as per OCS, 9.5.1 (17): a) Circumferential Length ±1mm b) Thickness ±3mm c) Width ±1mm d) Internal diameter of completed ring ±0.2% of internal dia or 6mm whichever is higher e) Bolt holes size
±1mm-0.2mm
f) Bolt holes position 1mm g) Width of Gasket sealing groove ±1mm h) Depth of gasket sealing groove ±1mm, 0.5mm i) Mismatch of gasket sealing groove at corner < 2mm
6 TBM Tunnel Design Criteria Detailed design criteria can be found in the Design Criteria document established at the preliminary stage of the project. project. The adequacy of the segmental lining can be checked at three stages. -
Pre-production stage: at this stage, the minimum strength of the segment should be higher than 12.50 MPa when it is removed from the mold and should reach 15 MPa during the storage stage. In all calculations, it should be taken into account that the
Page | 23
DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
concrete is under loading at a any time. Additional loads due to impact must also be taken into account. -
In the case of TBM progression: at this t his stage, the maximum pressing force is transferred on the last placed ring by means of hydraulic pistons and shoes. The expected result is that the ring can carry this force f orce correctly. At this stage, st age, it must be guaranteed that the maximum strength reaches 50MPa.
-
During long-term use (when in service): within this period, the segment must withstand all the loads that the tunnel will be exposed to during its lifetime including the seismic loads.
Page | 24
DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
Table 6-1 Segment Production Stages
Stage A
Precast
Demoulding
and
Initial
The control of demoulding and transportation forces acting on the segments
Transportation Storage
The control of forces acting on the segments due to stacking while storage
Transportation /
Lifting with Erector
Erection B
TBM Advance
The control of segments that aare re subjecte subjectedd to dynamic erection forces
Interaction
with
Segment coating control against stresses that
TBM ( Interaction
may occur as a result of pressure, (taking into
between
account the eccentric loading status)
Pistons,
shoes and Precast concrete segments The
pressure
The control of pressures applied by the TBM
applied
by
Pistons
the
piston shoes
C
Service
Placement
of
Placement of the key segment and deviation
Segments
and
control of the ring during construction and
deviations
placement
Service Stage
Structural control according to earth rock or hydrostatic loads
Interaction between
The control of stress and strain at the
the segments
longitudinal joints between the segments.
Page | 25
DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
Gasket
The performance of the gasket and the interaction of the gaskets at the longitudinal joints
Seismic Properties
The control of segments according to seismic forces
7 Segment lining design – design – Production Production and transient stages Production and transient loadings include all the loading stages from stripping (demolding) of the segment up to the time of segment erection within the TBM shield. During these phases, the internal forces and stresses developed during stripping (demolding), storage, transportation, and handling are considered for the design of the precast concrete segments. The loads developed during these stages result in significant bending moments with no axial forces. Segment stripping (Demolding)
The design of the segment is given in Figure 7-1. Things to consider are net weight of the segment, humidity of fresh concrete, adhesion and vibration between formwork and segment can be listed as the effect. The design considers the required strength (12.5 MPa) when segments are stripped or demolded (i.e., 6 hours after casting) and is modeled as two cantilever beams loaded under under their own self weight (w). As indicated in Figure 7-2, the self-weight (w) is the only force acting on the segment. The design is carried out according to the heaviest segment which is Segment O1/O2/O3. Different scenarios of handling via vacuum lifting, temporary frame (while gaskets are attached) and lifting of single segment off frame using grabs are being checked. Detailed calculations are appended in Appendix A.
Page | 26
DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
Figure 7-1 Design Assumption of the segment
Figure 7-2 Design Assumption of the segment Segment Storage
Segment stripping (demolding) is followed by segment storage, where segments are stacked to gain their required strength (15 MPa) before transportation to the construction site. All segments comprising a full ring and a half ring are piled up in one stack. The distance between the stack supports considering an eccentricity of e = 50mm between the locations of the stack support for the bottom segment and the supports of the upper segments. This load case can be modeled as a simply supported beam loaded under its self-weight (W) as well as the point loads from the upper segments (F) as shown in below figure.
Page | 27
DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
Figure 7-3 Design Assumption Detailed design calculations of the various scenarios for segment stacking are presented in Appendix A. Segment Handling
Segment handling is carried out by specially designed lifting devices such as lifting lugs or vacuum lifters during the tunnel construction. The lifting shall be done by central lifting socket.
Page | 28
DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
It is considered that by the time such lifting is required, concrete shall attain its full design strength of 50MPa. Detailed calculations are presented in Appendix A for the same.
8 Segment Lining design – design – TBM TBM advance stages The progression of the TBM is ensured by the application of cylinder pistons and pressure on the last segment ring. Consequently, the suitability of the segment coating should be checked structurally to suit the following thrust loads: -
The contact pressure between the Push Cylinder Cyli nder and segment
-
The tension stress within the segment (If any)
The segments are designed to resist the shove ram loads from the TBM. TBM thrust jack apply longitudinal forces on the segment for machine advance during excavation. The forces have to be distributed via the segment face/ thrust pads and thrust into the ground. The segment reinforcement is to be checked for these additional loads. The total working thrust have been considered as operational thrust force along with partial load safety factor of 1.2 or Maximum nominal thrust load along with partial load safety factor f actor of 1.0, whichever is higher as per ITA guidelines for segmental lining design, 2019. Bursting and splitting forces due to t o concentrated ram loads have been checked. The calculated bursting force shall be assumed to be covered by tensile capacity of concrete only. Similarly, Radial joints are loaded permanently once the ring has left l eft the tail shield exposing it to pressures related to grouting, soil and groundwater. Earth and water pressures acting as loads on the extrados of the lining, generate forces in the th e segment ring, which permanently act in to the longitudinal joints. Segment contact areas attract bending moment across the joint and need to be checked for bearing stresses according according to the subjected mome moment. nt. The Be Bearing aring and Tensile splitting stresses in segment need to be checked accordingly. The design of splitting tension reinforcement in the radial joints is carried out in Serviceability Limit State and Ultimate Limit State.
Page | 29
DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
All such checks have been detailed in Appendix B of the report for the critical criti cal sections.
9 Segment Lining Design – Design – Service Service Analyses and Design Finite Element Analysis
This segment design is carried out using 2D FEM PLAXIS to obtain the stresses st resses on the tunnel lining. Hardening strain with small stiffness constitutive model is adopted and the soil material type is taken to be drained. As the 275mm thick tunnel rings are composed of jointed segments, the tunnel linings shall be modelled using the effective (reduced) moment of Inertia I, proposed by Muir Wood (1975). (1975). I = Is + In. (4/m)2 I = reduced area-wise moment Is = Area-wise moment of the force transmission tr ansmission zone = 0 m4/m In = Area-wise moment of complete section = 0.00173 m 4/m m = number of segments (small key-segment not counted) = 6-1 = 5 Hence, I = reduced area-wise moment = 0.00111 m4/m The segment design consists of various parametric studies to determine the most critical load case with respect to water table, presence of surcharge, K0 value, lining thickness, seismic forces and the depth of tunnel. Pseudo static loadings (the use of “g” value) are used in an attempt to simulate earthquake loadings on the system where applicable. Earthquake Earthquake loadings are considered for both X and Y direction. The maximum bending moment and its corresponding axial force are then used to determine the reinforcement required for the particular load case. case.
Page | 30
DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
In this report, the lining is assumed to be installed immediately thus the method may overestimate the loads on the lining. No ground relaxation shall be considered in this analysis. The detailed calculations and Plaxis outputs are appended in Appendix B. Table 9-1 Modelling Sequence
Step
Sequence
Calculation
1
Initial Conditions
Definition of ground layers, water and parameters, , reset all deformations
2
Application of surcharge
Application of suitable surcharge value as per contract specifications and DBR
3
Excavation Tube 1
Removal of ground and installation of lining in the first tunnel tube
4
Excavation Tube 2
Removal of ground and installation of lining in the second tunnel tube
5
Operational Design Earthquake (ODE)
Application of all loads including seismic acceleration
6
Maximum Design Earthquake (ODE)
Application of all loads including increased seismic acceleration
2a
Lowering of water table
Lowering of water table for dry conditions
3a
Excavation tube 1
Removal of ground and installation of lining in the first tunnel tube in dry conditions
4a
Excavation tube 2
Removal of ground and installation of lining in the second tunnel tube in dry conditions
Page | 31
DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
Analytical method (Muir wood & Curtis)
This segment design was also carried out using the analytical method based on Muir Wood (modified by Curtis) to obtain the stresses on the tunnel t unnel lining. This is to make the comparison with Numerical analyses and to countercheck the design so that design is safe and robust. Based on Muir Wood (1975) and Curtis (1976), moments, hoop forces and radial displacement due to distortional pressure, water pressure and uniform pressure can be calculated as: Total Bending Moment, M= -r e2(2Sn + St)cos2θ/6 Total Hoop Thrust, N=-r e(Sn+2St)cos2θ/3 + pwr e + No Total Radial Displacement, U= -u d cos2θ+ uw + uu Where, Normal Stress, Sn=(1-Q2)po/{2[1+Q2(3-2v)/(3-4v)} Shear Stress, St=(1+2Q2)po/{2[1+Q2(3-2v)/(3-4v)]} Stiffness Factor, Q2=Ecr e3/12EIe (1+v) Compressibility Factor, Q=(Ec /E)(r e/A)/(1+v)) 2
Maximum Bending Moment due to Distortional Pressure,
Md=-r e
(2Sn+St)/6
Page | 32
DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
(Positive for hogging moment) Maximum Hoop Thrust due to Distortional Pressure, Nd=-r e (Sn+2St)/3 Hoop Thrust due to Uniform Pressure, No=0.5(σv'+σh')r e/(1+Q)
Maximum Radial Displacement due to Distortional Pressure ud=-r e4(2Sn+St)/18EIe Radial Displacement due to Water Pressure, uw= -pwr e2/EA Radial Displacement due to Uniform Pressure, uu=-Nor e/EA Tunnel Geometry r e - Radius to extrados of lining θ - Angle measured from tunnel crown
Properties of Ground and Lining Ec - Modulus of ground v - Poisson's ratio of ground c' - Effective cohesion of the ground φ' - Effective friction angle of ground τ - Maximum shear strength of ground (=c’+ 0.5(σv'+σh')tanφ')
EL - Young's modulus of lining vL - Poisson’s ratio of lining E - E of lining l ining in plane strain condition (=EL/ (1-vL2)) A - Area of lining I - Second moment of area of lining
Page | 33
DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
σv' - Effective overburden σh' - Effective lateral earth pressure (=Kσ v’)
K - Distortional loading coefficient pw - Hydrostatic water pressure The segment design consists of various parametric studies to determine the most critical load case with respect to water table, presence of surcharge, Distortional Factor K value, lining thickness, and the depth of tunnel. The maximum bending moment and its corresponding axial force are then used to determine the reinforcement required for the particular p articular load case. Please note that the proposed method doesn’t simulate the arching of ground and the elasto -plastic
nature of the material. The detailed design calculations are attached in Appendix C. Critical sections along the tunnel drives
Along the alignment, several cross sections shall be analyzed based on the following factors. •
Maximum and minimum overburden
•
Maximum and minimum groundwater table
•
Ground Parameter
•
Spacing between two tunnels
•
Surcharge
•
Any other special loading conditions as per project specific needs
To identify the reinforcement design for the bored tunnels for definitive design purposes, sections at maximum and minimum overburden have been considered. considered. The complete alignment at this stretch is situated s ituated below road and hence no other critical section is envisaged. For design purposes, as per DBR and contract specifications, design ground water table has been considered as per maximum water level at the Ground level + 1m. In addition, lowest water table check has also been performed at critical sections which is considered as well below the tunnel invert levels to cover the two extremes of the t he tunnel designs.
Page | 34
DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
Table 9-2 Critical Sections along the drive between Central ware warehouse house and Surat station
Drive
Case
Chainage
Condition
Existing
Proposed
Elevation
ground
rail level difference
C/c
level (m)
(m)
spacing
between rail
Tunnel
level (m)
and ground level(m)
Central
A
warehouse to Surat
7+150
Max
(UL)
Overburden
6+790
Min
(UL)
Overburden
13.47
-10.139
23.61
15.6
11.54
-3.162
14.86
15.6
station B
Design Parameters
The below design parameters are used for both design methods. Groundwater Table – Lowest Lowest
and highest ground water table based on site investigation,
outline design specifications and monitoring results respectively for critical sections is adopted for the design as this will give the critical forces on tunnel lining. As per ground information from GFRs and site investigations, groundwater table has been found at 18 to 21m below ground level. The design checks have been made for maximum ground water level as Existing ground level +1m and minimum ground water level as water level well below b elow the tunnel invert
Page | 35
DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
as a conservative approach to capture the extreme water conditions. However, water table at ground level, which is considered as Flood Level, will be used for Flotation check. Surcharge - Loads from existing or known future adjacent structures above or within the area
of influence, which will remain in place above the tunnels, or any specified future loading. The applicable foundation load shall be computed based on the height and type of occupancy or use. For known future buildings, a minimum load based on a dead and live load of 50 kPa at the foundations shall be used. Traffic surcharge shall be equivalent to various Class loadings as mentioned in IRC 6. For existing building loads, surcharge of 15kPa per floor has been considered conservatively. In any case, minimum surcharge of 50kPa has been considered for the design. Air pressure loading:- For
trains leaving / entering the stations, there is typically a nominal
air pressure that exerts on the tunnel linings. This nominal air pressure is equal to 1.5kPa at tunnel entrances and 0.5 kPa elsewhere. Since, this loading acts opposite in direction to the earth and ground loads, the effects of these loads shall not be considered in design further to be on a conservative conservative side. Derailment load:- Within the bored tunnel, the segmental ring will be designed to take the full
impact load, which will be resisted by the passive resistance of the ground behind the wall. Derailment loading shall be applied to adjacent structural elements in accordance with Cl 3.5.2 ACI 358.1R-92 [15] (The American Concrete Institute technical design standard, Analysis and Design of Reinforced and Prestressed Concrete Guideway Structures). As per latest Design Code ACI 358.1R, for derailment check, derailment load corresponds to the application of 50% of one coach weight, applied horizontally as a 5m long uniform impact load. Since, this loading acts opposite in direction to the earth and ground loads, the effects of these loads shall not be considered in design further to be on a conservative side. Grout load:- As per design basis report and contract specifications, the segment designs must
be checked for unequal grout loading. This is a temporary load that may act on the segments during the primary and secondary grouting of the annulus behind the segments after segment
Page | 36
DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
erection. As a worst-case loading scenario, a STAAD model has been prepared with a loading of 500kPa on one half of the segment and no load on other half of the segment. The design checks have been performed with a load factor of 1.25. Detailed calculations are appended in Appendix D of the report. Earthquake loading loading – – In FEM analysis, seismic loads shall be treated as equivalent pseudo-
static loads. As the Contract is located in Zone 3, the effective horizontal peak ground accelerations for ODE or design basis earthquake shall be considered as 0.12g and for MDE shall be considered as 0.24g.
These ground accelerations shall be reduced by the relationship between ground motion at depth and at the ground surface as per Table 4 given in the paper “Seismic Design and Analysis of Underground Structure” by Youssef M.A. Hashash, Jeffrey J. Hook, Birger Schmidt and
John I – Chiang Chiang Yao (shown below). The vertical ground acceleration is adopted as two – thirds thirds of horizontal ground accelerations as stated in the above paper.
Page | 37
DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
The effects of seismic loads shall be evaluated analytically based on Wang (1993) and Penz (2000) for (i) full slip, where no bonding in the tangential direction between the two media is considered as well as (ii) no slip conditions, where the soil and tunnel are considered to be in perfect bonding. It is known that true interface-contact interface-contact co conditions nditions are often betwe between en these two limit states. Maximum effect on the forces shall be considered for the lining design. Shear wave velocity, Vs30 equal to 320m/s shall be used for the design purposes as per GIR. Load Combinations
As per design basis report, all the analyses for the service conditions shall be considered for both numerical and and analytical method methods. s. The combina combinations tions are as follows: Load combinations for ODE case (PGA = 0.12g): Load Case 1: 1.5*(DL+IL+EP) Load Case 2: 0.9*(DL+EP) +/-1.5*EQ Load Case 3: 1.2*(DL+IL+EP+ 1.2*(DL+IL+EP+/-EQ) /-EQ) Load combinations for MDE case (PGA = 0.24g): Load Case 4: 1.0* (DL+IL+EP+/-EQ)
Page | 38
DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
Wherein, DL : Permanent loads (Dead loads) EP: Earth loads (Ground and water loads) IL: Imposed loads (Surcharge) EQ: (Earthquake loads)
10 Loads and reinforcement summary Loads Summary 10.1.1 Numerical Numerical analysis
As per Plaxis analysis, the summary of forces for ces for different load combinations is given below:
Page | 39
DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
Table 10-1 Load Summary as a s per Numerical analysis
Case-A
ULS Combinations FORCES DV 1
Design Values per tunnel meter
DV 2
DV 3
1. 1.5( 5(DL+ DL+EP EP+I +IL) L) 1. 1.2( 2(DL+ DL+EP EP+I +IL+EQ L+EQ)) 1. 1.5E 5EQ+ Q+ 0. 0.9( 9(DL DL+EP +EP))
DV4
1. 1.0( 0(DL+ DL+EP EP+I +IL+EQ L+EQ(MD (MDE) E)
Thrus t at Crown k N/m
1568
1381
777.57
1289
Thrus t at Ax is k N/m
1935
1759
1203.60
1691
Crown Bending moment (Mf ) k Nm/m
40.80
78
87.50
117
Axis B ending moment moment (Mf ) k Nm/m
-34.01
-66
-72.66
-104
Shear Force Max (V f ) k N/m
35.82
61
70.47
84
Design Values per segment of 1.4m width Design force Crown (Pu) kN
2195
1934
1089
1805
Design force force Ax is (P u) kN min
2709
2463
1685
2367
Design Bending Moment Crown (M u) kNm
57. 12
108. 56
122. 51
164. 36
Design Bending Moment Moment Ax is (M u) kNm
-47. 61
-92. 00
-101. 72
-144. 90
50. 15
85. 75
98. 65
117. 28
Shear Force Max (V f ) kN
Design Design Values includ ing additi onal bending m oment due to eccentricity eccentricity Design force Crown (Pu) kN
2195
1934
1089
1805
Design force force Ax is (P u) kN min
2709
2463
1685
2367
Design Bending Moment Crown (M u) kNm
87. 29
132. 70
134. 41
184. 48
Design Bending Moment Moment Ax is (M u) kNm
-84. 86
-121. 80
-119. 81
-169. 73
Design Shear force max (Vu), kN
50. 15
85. 75
98. 65
117. 28
Case-B
ULS Combinati Combinati ons FORCES DV1
DV 2
DV 3
1. 1.5( 5(DL+ DL+EP EP+I +IL) L) 1. 1.2( 2(DL+ DL+EP EP+I +IL+EQ L+EQ)) 1. 1.5E 5EQ+ Q+ 0.9(D 0.9(DL+EP L+EP))
Design Values per tunnel meter Thrus t at Crown k N/m Thrus t at Ax is k N/m
960 1208
836 1081
432.99 672.27
DV4
1. 1.0( 0(DL+ DL+EP EP+I +IL+EQ L+EQ(MD (MDE) E) 792 1046
Crown Bending moment (M f ) k Nm/m
44.33
61
64.76
77
Axis Bending moment (Mf ) k Nm/m
-38.57
-56
-59.78
-83
31.14
41
45.92
54
Shear Force Max (V f ) k N/m
Design Values per segment of 1.4m width Design force Crown (P u) kN
1344
1171
606
1109
Design force Axis (P u) kN min
1692
1514
941
1464
Design Bending Moment Crown (M u) kNm
62.06
84.82
90.66
107.95
Design Bending Moment Axis (M u) kNm
-53.99
-78.59
-83.70
-116.16
43.60
58.01
64.29
75.82
Shear Force Max (V f ) kN
Design Values including additional bending moment due to eccentricity Design force Crown (P u) kN
1344
1171
606
1109
Design force Axis (P u) kN min
1692
1514
941
1464
Design Bending Moment Crown (M u) kNm
80.54
99.61
97.35
120.28
Design Bending Moment Axis (M u) kNm
-77.25
-97.20
-93.88
-131.67
Design Shear force force max (Vu), kN
43.60
58.01
64.29
75.82
Page | 40
DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
10.1.2 Analytical Analytical Analysis
As per analytical equations, the summary of forces for different load combinations is given below: Table 10-2 Load Summary as per analytical analysis
Case-A
Combination FORCES DV1
Design Values per tunnel meter
DV2
DV3
1. 1.5( 5(DL DL+EP +EP+I +IL) L) 1. 1.2( 2(D DL+EP L+EP+I +IL+EQ L+EQ)) 1. 1.5E 5EQ+ Q+ 0. 0.9( 9(D DL+EP) L+EP)
DV4
1.0(D 1.0(DL+EP L+EP+I +IL+EQ L+EQ(MD (MDE) E)
Thrust at axis (Taf ) k N/ m
2628
2184
1172. 87
1888
Thrust at crown (Tcf ) kN/ m
2174
1821
696. 58
1586
37. 89 -37. 89
52. 32 -51. 67
Design force (Pu) kN max
3679
Design force (Pu) kN min
3043
Design Bending Moment (Mu) kNm max Design Bending Moment (Mu) kNm min
(Mf )
Max Bending moment kNm/ m Min Bending moment (Mf ) kNm/ m
67.26
61.94
-66.45
-60.86
3058
1642
2643
2549
975
2220
53. 05
73. 25
94. 17
86.72
-53. 05
-72. 34
-93. 04
-85.20
Design Values per segment of 1.4m width
De Design sign Values Values including additional bending m oment due to eccentricity Design force (Pu) kN max
3679
3058
1642
2643
Design force (Pu) kN min
3043
2549
975
2220
Design Bending Moment (Mu) kNm max
103. 64
113. 72
114.78
120. 44
Design Bending Moment (Mu) kNm min
-94. 90
-105. 82
-104.48
-113. 10
Case-B
Page | 41
DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
Combination FORCES DV1
DV 2
DV 3
DV4
1.5(D 1.5(DL+EP L+EP+I +IL) L) 1.2(D 1.2(DL+EP L+EP+I +IL+EQ) L+EQ) 1.5EQ+ 1.5EQ+ 0.9(D 0.9(DL+EP L+EP))
Design Design Values per tunnel meter Thrust at axis (Taf ) kN/m
1651
1370
1.0(D 1.0(DL+EP L+EP+I +IL+EQ( L+EQ(MDE) MDE)
698.47
1183
Thrust at crown (Tcf ) kN/m
1349
1129
415.86
982
Max Bending moment (M f ) kNm/m
37.90
50.83
61.08
59.45
Min Bending moment (M f ) kNm/m
-37.90
-50.38
-60.51
-58.70
Design force (Pu) kN max
2312
1919
978
1656
Design force (Pu) kN min
1889
1580
582
1374
Design Design Values per segment of 1.4m wi dth
Design Bending Moment (M u) kNm max
53. 06
71. 16
85. 51
83. 24
Design Bending Moment (M u) kNm min
-53. 06
-70. 53
-84. 72
-82. 18
Design Design Values includi ng additional bending m oment due to ecc eccentricity entricity Design force (Pu) kN max
2312
1919
978
1656
Design force (Pu) kN min
1889
1580
582
1374
Design Bending Moment (M u) kNm max
84. 85
96. 60
97. 77
104. 43
Design Bending Moment (M u) kNm min
-79. 03
-91. 31
-91. 54
-99. 50
10.1.3 Lifting, Lifting, Handling and Stacking
Summary of the forces due to Lifting, Handling and Stacking of the segment are given below. Table 10-3 Load Summary for temporary load cases
Case Vacuum Lifter
Moment (kN-m)
Load Factor
Factored Moment (kN-m)
Temp. Frame
BMA BMB
5.0 2.5
5 5
25.0 12.6
Temp. Frame
BMC
5.0
5
25.0
Single segment
BMD
6.0
5
30.1
2 seg'ts & key
BME
0.0
5
0.0
9 seg'ts
BMG
39.1
-
39.1
9 seg'ts
BMH
23.7
-
23.7
9 seg'ts
BMJ
62.9
-
62.9
9 seg'ts
BMK
49.2
-
49.2
Page | 42
DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
Centre sock't
BML
14.7
5
73.5
Note: All bending moments from the stack of 9 segments have been factored factored
10.1.4 Unequal Grouting
Summary of the forces due to Unequal grouting of the segment are given below. Check
Max Shear Staad (kN/m)
Axial Force Staad (kN/m)
Shear force Design (kN)
Axial Force for Design (kN)
Shear force
220
642
385
1123.5
Check
Max BM Staad (kN-m/m)
Axial Force Staad (kN/m)
BM Design (kN)
Axial Force Design (kN)
B.M
93
670
162.75
1172.5
Check
Maximum Axial force (kN/m) Staad
Axial force (kN) design
Axial Force
880
1540
Page | 43
DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
Reinforcement Summary
As per analysis and design, reinforcement have been provided for different stretches of the tunnel drives. The summary of such reinforcement is given below: Table 10-4 Segments reinforcement summary
Applicability
Segment Type
Type A
Main
Transverse
reinforcement
reinforcement
Upline Chainages
Downline Chainages
(mm2)
(mm2)
From 6+781 to 7+170
From 6+785 to 7+172
2487 sqmm
1910 sqmm
For reinforcement detailing, please refer tunnel segment drawings attached in Appendix E.
Page | 44
DESIGN, CONSTRUCTION AND COMPLETION OF UNDERGROUND STATIONS AND TUNNEL INCLUDING FINISHES FROM KAPODRA RAMP TO SURAT RAILWAY STATION FROM CHAINAGE 3700M TO CHAINAGE 7160.6M, COMPRISING TWIN BORED UNDERGROUND TUNNEL BETWEEN NORTHERN RAMP AND SURAT RAILWAY METRO STATION, ALL CUT AND COVER PORTION INCLUDING THREE UNDERGROUND STATIONS VIZ. KAPODRA, LABHESHWAR CHOWK AND CENTRAL WAREHOUSE WITH ENTRY/EXITS & CONNECTING SUBWAY BY BOX PUSHING METHOD AND A PORTION OF NATM AND LAUNCHING AND RECEIVING CHAMBERS OF TBM OR SURAT METRO RAIL PROJECT, PHASE-I.
Appendix A (Lifting and Handling checks)
Page | 45
Subject: Calculation for TBM Tunnel Segmental Lining Lining - Lifting and Handling Project : Surat UG01
Prepared by
:
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Checked by Date
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Lifting and Handling Mean radius
Rm =
3037.5 mm
= =
275 mm 67.5 °
Segment thickness Segment angle
As =
∴ Cross-sectional area of seg't Length of segment Density of segment
= =
0.984 m2 1400 mm 25 kN/m3
W s =
∴ Self weight of segment
34.4 kN 3.44 tonnes
= Self weight of O1/O2/O3 segment, W =
34.4 kN
Plan length of O1/O2/O3 segment, Lplan = UDL from self weight of segment, ω = W/Lplan =
3416 mm 10.0 10.08 8 kN/m kN/m
a) Vacuum Lifter 1000
1416
1000
Suction pad
Assume edges of segment segment projecting beyond the vacuum lifter act as a cantilever.
Moment at A, BM A =
ωL
2
2
L=
∴ BM A =
1 m 5. 5.0 0 kNm kNm
∴ BM A = 5. 5.0 0 kNm kNm
Shear Force at A, V A =
ωL
∴ V A =
10 10.1 .1 kN
∴ V A = 10 10.1 .1 kN
g and Han dling.xls
Subject: Calculation for TBM Tunnel Segmental Lining Lining - Lifting and Handling Project : Surat UG01
Prepared by
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b) Temporary Frame (while gaskets are attached)
Frame support Frame support
C B
1000
1416
1000 L=
3.416 m
2 Moment at centre of segment, BMB = ( ωL/2) × 1.416/2 – 1.416/2 – (ωL /8)
∴ BMB =
-2.5 -2.5 kNm kNm
∴ BMB = -2. -2.5 5 kNm kNm
L=
1 m
Moment at support, BM C = ω L2/2
∴ BMC =
5. 5.0 0 kNm kNm
∴ BMC = 5. 5.0 0 kNm kNm
L= Maximum shear taken at support, VC = ω L/2
∴ VC =
3.416 m 17 17.2 .2 kN
∴ VC = 17 17.2 .2 kN
c) Lifting of Single Segment off Frame using Grabs Bending moments for this case are the same as those for the temporary frame above. However, there is the additional bending moment induced across the width of the segment owing to the nature of the grab. D
Grab position
1400 L= λ = Weight of segment/L =
1.4 m 24.6 24.60 0 kN/m kN/m
Moment at centre of segment, BMD = λ L2/8
∴ BMD =
6. 6.0 0 kNm kNm
∴ BMD = 6.0
g and Han dling.xls
Subject: Calculation for TBM Tunnel Segmental Lining Lining - Lifting and Handling
Project : Surat UG01
Prepared by
:
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Checked by Date
: :
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d) Stack of Two Counter-key Segments and One key Key
Counter-key segment
Counter-key segment
1000
1439
1000
Looking at the loading on the top counter-key segment from the key: 367.8205 600 367.8205
E
1000 NOTE:
1439
1000
Location of key battens has been assumed as shown W eight of 22.5° key = eight of 67.5° counter-key segment = W ei R= L= λ = weight of counter-key segment/L =
11.48 34.44 22.96 3.439 10.0 10.02 2
kN kN kN m kN/m kN/m
Moment at centre of segment, BME, is given by: 2
× .9/2) = BME = (R × 1.439/2) – ( λL /8) – (Weight of key segment/2 segment /2 ×
0. 0.0 0 kNm kNm
∴ BME = 0. 0.0 0 kNm kNm
Maximum shear force, VF =
23 23.0 .0 kN
∴ VF = 23 23.0 .0 kN
g and Han dling.xls
Subject: Calculation for TBM Tunnel Segmental Lining Lining - Lifting and Handling Project : Surat UG01
e) Full Stack of 9 Segments (one and a half ring)
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RK
1000
1416
1000
With the full stack of 9 segments in place, investigate the moments induced due to batten misalignment with ±50 mm tolerance. (LHS stack shall be critical as it has more load l oad as compared to RHS) A load factor of 5.0 is used for the load for the self weight of all segments Weight of top 8 segments including key = Weight of one individual segment =
252.580 kN 34.44 kN
g and Han dling.xls
Subject: Calculation for TBM Tunnel Segmental Lining Lining - Lifting and Handling Project : Surat UG01
Prepared by
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e1) Bottom Segment a) Upper batten +50 mm out of position: 50
F
F
F = (250.58×5.0)/2 ∴ F =
631.5 kN
G
10.08×1.5 ×1.5 UDL ω = 10.08 UDL ω = R
1000
1416
1000
15 15.1 .1 kN/m kN/m
18-10-2021
Maximum shear force (under point load), V = R = + 0.05) + ω x (1.416 (1.416 + + 1.000 1.000)^2 )^2 / 2] / 1.416 1.416 (1.416 + R = [F x (1.416 ∴ R = 684.9 kN Calculate moment at G: 1.0^2 ^2 / 2) BMG = (F × 0.05) + (ω × 1.0
∴ BMG =
∴ V = 68 684. 4.9 9 kN
∴ BMG =
39.1 kNm
39. 39.1 1 kNm kNm
b) Upper batten –50 mm out of position: 50
F=
631.5 kN
F F H
UDL ω =
15 15.1 .1 kN/m kN/m
R
1000
1416 1000 [F x (1.416 (1.416 - 0.05) + x ((1.416 1.416 + + 1.000 1.000)^2 )^2 / 2] / 1.416 R= ω ∴ R = 640.3 kN Calculate moment at H (location of max. moment from differentiation): BMH = (R × 0.05) – (ω × (0.05 + 1.000)^2 1.000)^2 /2)
∴ BMH =
23.7 kNm
∴ BMH = 23. 23.7 7 kNm kNm
g and Han dling.xls
Subject: Calculation for TBM Tunnel Segmental Lining Lining - Lifting and Handling Project : Surat UG01
Prepared by
:
VB
Checked by Date
: :
RK 18-10-2021
e2) Second from Bottom Segment a) Upper batten +50 mm out of position, lower batten –50 mm out of position: 50 F F F = (34.44x6+11.88)×5. (34.44x6+11.88)×5.0)/2 0)/2 J ∴ F = 545.3 kN UDL ω = 10.08×1.5 UDL ω =
R
1000
1416
15 15.1 .1 kN/m kN/m
1000 50
Maximum shear force (under point load), V = R = + 0.05) + ω x ((1.416 1.416 + + 1)^2 / 2] / (1.416 (1.416 - 0.05) (1.416+ R = [F x (1.416 ∴ R = 617.6 kN Calculate moment at J: 1.0)^2 )^2 / 2) BMJ = (F × (0.05 + 0.05)) + ( ω × (0.05 + 1.0
∴ V = 61 617. 7.6 6 kN
∴ BMJ =
62.9 kNm
∴ BMJ = 62. 62.9 9 kNm kNm
b) Upper batten –50 mm out of position, lower batten +50 mm out of position: 50 F F= F
545.3 kN
K
UDL ω = 1000
R
1416
15 15.1 .1 kN/m kN/m
1000
50 R = [F x 1.416 - 0.05) + ω x ((1.416 1.416 + + 1)^2 / 2] / (1.416 (1.416 + + 0.05) ∴ R = 575.5 kN Calculate moment at K (location of max. moment from differentiation): BMK = (R × (0.05+0.05) – ( ω × (0.05 + 1.0 1.0)^2 )^2 /2)
∴ BMK =
49.2 kNm
∴ BMK = 49. 49.2 2 kNm kNm
g and Han dling.xls
Subject: Calculation for TBM Tunnel Segmental Lining Lining - Lifting and Handling Project : Surat UG01
Prepared by
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f) Lifting of Ordinary Segm Segment ent by Central Lifting Socket (During Construction)
L
3416 L= ω = 2 Moment at segment centre, BML = ωL /8 = Shear ffo orce at distance d from segment ce centre, V = Shear force at distance 2d from segment centre, V = (where d is the effective depth of the segment)
3.416482 m 10.1 10.1 kN/m kN/m 14 14.7 .7 kNm kNm 14.9 kN 12.6 kN
∴ BML = 14. 14.7 7 kNm kNm
g and Han dling.xls
Project : Surat UG01
Subject: Calculation for TBM Tunnel Segmental Lining Lining - Lifting and Handling Prepared by Checked by Date
:
VB
: :
RK 18-10-2021
g) Summary - Bending Moments Hoop Direction BS 8110
Determine depth of neutral axis, xu, using the following formula:
Cl 3.4.4.4
xu / d =
0.95f y Ast 0.45f cu cubd
Limiting value of xu/d =
Mu = 0. 0.95 95f f y Astd(1 – α) fy = Ast =
where α =
0.45 0.95fy Ast
0.9f cubd
500 Mpa 1244 mm2
Considering
12
11
D=
275 mm
b=
dia 1400 mm
Cover=
50 mm
d=
225 mm
f cu cu (factored) 2
(N/mm )
Demoulding Stacking Lifting
10 12 40
nos
xu/d
Check xu/d against limiting value
α
Moment Capacity (kNm)
0.42 0.35 0.10
OK OK OK
0.2084 0.1737 0.0521
96.4 100.6 115.4
Load Factor
Factored Moment (kNm)
f ccuu (N/mm )
Moment (kNm)
Bars
2
Check capacity
Vacuum Lifter
BM A
5.0
5.0
25.2
10
OK
Temp. Frame
BMB
-2.5
5.0
-12.6
10
OK
Temp. Frame
BMC
5.0
5.0
25.2
10
OK
Single segment
BMD
6.0
5.0
30.1
10
OK
2 seg'ts & key
BME
0.0
5.0
0 .0
12
OK
9 seg'ts
BMG
39.1
N/A
39.1
12
OK
9 seg'ts
BMH
23.7
N/A
23.7
12
OK
9 seg'ts
BMJ
62.9
N/A
62.9
12
OK
9 seg'ts
BMK
49.2
N/A
49.2
12
OK
Centre sock't
BML
14.7
5.0
73.5
40
OK
NOTE:
All bending moments moments from the stack of 6 segments segments have been factored
All bending moments in the hoop direction due to lifting and handling are w within ithin the capacity of the section.
g and Han dling.xls
Subject: Calculation for TBM Tunnel Segmental Lining Lining - Lifting and Handling Project : Surat UG01
Prepared by Checked by Date
: : :
VB RK 18-10-2021
h) Summary - Shear Forces 2
i) Maximum shear before stack of 9 segments (f cu = 12.5 12.5 N/mm N/mm ) Maximum design shear , V = 23.0 kN
BS 8110
Segment width, bv =
14 1400 00.0 .0 mm
Effective depth, d =
225.0 mm 2
∴ Shear stress, v =
2
2.83 N/mm2 1244.07 mm2
τc =
Cl 3.4.5.2
0.07 N/mm
Ασ=
(0.8 sqrt(f ccuu) or 5 N/mm )
Shear capacity sufficient
BS 8110
1/3
(100As/bvd = 1)
1/3
=
0.794
(fcu As, req
68.1 2011 OK
2011 OK
TBM Tunnel Design Analytical (Case B).xls
Subject: Calculation for TBM Tunnel Segmental Lining (DL+EP+IL) Lining (DL+EP+IL) (Surcharge with full water load) Project : Surat UG01
Prepared by
:
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Chainage
Checked by
:
RK
Date
:
19-10-2021
: CH 3+700 to CH 7+170
Analysis Section Chainage Chainage : CH 6+790 (CW to Surat)
SECTION 4 - CIRCUMFERENTIAL JOINT 4.1 Ultimate Capacity
f t =
γ m = Segment thickness:
h= L=
4.95 N/mm2 1.5 275 mm 3417 mm
CLof ram shoe e Eccentricity is obtained from centreline of ram shoe and centreline of bearing area. Ram to segment eccentricity is 10 mm and from segment to bearing area is 15 mm. Thus total is 25 mm.
NOTE:
pinned connection of ram shoe to cylinders removes any eccentricity induced by circumferential joint packers. packers.
CL of bearing area
61 mm 137.5 mm
∴ e =
25 mm
184 mm 0.05h =
13.75 mm
Maximum ram thrust, T = No. of ram shoes, n =
40000 16
kN
Jacking force per ram shoe, Fr =
2500
kN
Effective depth of ram pad, d pad =
184
mm
Effective width of ram pad, W pad =
1143
mm
Gap between ram pads, gpad =
50
mm
Eccentricity of ram pad, eram =
25
mm
Jacking pressure, Pr =
12
MPa
= Fr /(dpadWpad)
50.0
MPa
cu/γ m) = 0.67(f cu
Allowable compres compressive sive strengt strength h of concre concrete, te, f c =
= T/n = πDm/n-gpad
OK
TBM Tunnel Design Analytical (Case B).xls
Subject: Calculation for TBM Tunnel Segmental Lining (DL+EP+IL) Lining (DL+EP+IL) (Surcharge with full water load) Project : Surat UG01
Prepared by
:
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Chainage
Checked by
:
RK
Date
:
19-10-2021
: CH 3+700 to CH 7+170
Analysis Section Chainage Chainage : CH 6+790 (CW to Surat)
1193
mm
= πDm/n
Maximum stress of segment, f max =
12
MPa
= Fr /(tsWseg)(1+6eram/ts)
Minimum stress of segment, f min min =
3
MPa
= Fr /(tsWseg)(1-6eram/ts)
Half depth of ram bearing area, ypor =
92
mm
= dpad/2
Spread (on extrados), yor1 =
153
mm
Spread (on intrados), yor2 =
122
mm
Maximum spread, yor =
153
mm
ypor /yor =
0.60
Fburst/Fr = = Bursting force, Fburst =
0.14 349
kN
Bursting stress, f burst burst =
1.06
MPa
= Fburst/(1.8yor πDm/n)
Allowable bursting stress of co concrete, ncrete, f b =
2.55
MPa
= 0.36(f cu cu)
Segment width per pad, W seg =
BS 8110 Table 4.7
OK
= ts-yor1
1/2
TBM Tunnel Design Analytical (Case B).xls
Subject: Calculation for TBM Tunnel Segmental Lining (DL+EP+IL) Lining (DL+EP+IL) (Surcharge with full water load) Project : Surat UG01
Prepared by
:
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Chainage
Checked by
:
RK
Date
:
19-10-2021
: CH 3+700 to CH 7+170
Analysis Section Chainage Chainage : CH 6+790 (CW to Surat)
SECTION 5 - LINING REINFORCEMENT 5.1 Hoop Reinforcement The contact stresses at the radial joints produce an eccentricity which creates a bending moment in the lining. This is not accounted for in Curtis Formulae. To allow for this, the induced moment will be added to that from Curtis Formulae. Based on BS8110, minimum eccentricity of (20mm, 0.05xD) to be used for design Ec E ccentricity = BS 8110 Cl 3.8.2.4
Factored Hoop load (from Curtis Formulae) = Additional ecc bendin bending g mome moment nt is given by 1651 x 20 = Bending moment (from Curtis Formulae) = ∴ Total bending moment =
14 mm mm Ma Max x (at (at ax axis is)) Mi Min n (a (att cr crow own) n) 1651 1349 kN/m 23 19 kNm/m 37.90 61
37.90 56
f y =
500
N/mm
2
f cu cu =
50
N/mm
2
kNm/m kNm/m
b
D
d'
Pu bD Mu 2
bD
b=
1400 mm
D=
275 mm
Pu =
2312
1889
d' =
50 mm
Mu =
85
79
=
6.01
=
0.80
Forces adjusted for segment length: Ma Max x (at (at ax axis is)) Mi Min n (a (att cr crow own) n)
0.18
d'/D =
=
K
kN kNm
TBM Tunnel Design Analytical (Case B).xls
Subject: Calculation for TBM Tunnel Segmental Lining (DL+EP+IL) Lining (DL+EP+IL) (Surcharge with full water load) Project : Surat UG01
Prepared by
:
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Chainage
Checked by Date
: :
RK
: CH 3+700 to CH 7+170
Analysis Section Chainage Chainage : CH 6+790 (CW to Surat)
BS 8110 Table 3.25
19-10-2021
With reference to BS 8110 a minimum of 0.4% steel should be provided. 100As bD
=
0.4
∴ As = ∴ Asreq =
1540 mm2 770 mm2 (each face)
However, in order to resist moments induced by lifting and handling of the segments T12 bars (each face) 11 No.
∴ Asprov =
2
1244 mm (each face)
HOOP STEEL Bars per face: 11 No.
T12's
(0.65% overall)
TBM Tunnel Design Analytical (Case B).xls
Subject: Calculation for TBM Tunnel Segmental Lining (DL+EP+IL) Lining (DL+EP+IL) (Surcharge with full water load) Project : Surat UG01
Prepared by
:
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Chainage
Checked by Date
: :
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: CH 3+700 to CH 7+170
Analysis Section Chainage Chainage : CH 6+790 (CW to Surat)
19-10-2021
5.2 Longitudinal Reinforcement BS 8110
Provide minimum reinforcement according to BS 8110: 100As/Ac =
Table 3.25
0.15
2
∴ for one segment, the total area of steel required is:
1410 1410 mm
∴ area of steel per face =
705 mm
2
LONG'NAL STEEL Bars per face:
Provide 19 No.
T8 bars (each face)
∴ Asprov =
955 mm2/face
Therefore use 19 no T8's for each face.
SECTION 6 - FLOATATION CHECK Minimum overburden occurs at: Ground level Distance from tunnel axis to rail level Rail level Depth of cover (to tunnel axis)
Ch
Groundwater level (m above ground level) (for flotation che Hydrostatic head to tunnel axis 2
6+790 11.54 2.17 -3.16 12.53 0.00 0.00 12.53
m m m m m m
Uplift force, Fu = 10 × ( π × OD /4) =
317 kN
Overburden force, Fd =
535 kN
Weight of concrete lining, W l =
131 kN
Net force (downward) = Fd + Wl – Fu =
349 kN
Net force is positive, therefore ok Factor of Safety against uplift =
TBM Tunnel Design Analytical (Case B).xls
2.10
19 No.
T8's
(0.18% overall)
Subject: Calculation for TBM Tunnel Segmental Lining (DL+EP+IL) Lining (DL+EP+IL) (Surcharge with full water load) Project : Surat UG01
Prepared by
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Chainage
Checked by Date
: :
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: CH 3+700 to CH 7+170
Analysis Section Chainage Chainage : CH 6+790 (CW to Surat)
19-10-2021
SECTION 7 - BOLT DESIGN Inner radius of the segment
Ri
=
2900 mm
Outer radius of the segment
R0
=
3175 mm
Mean radius
Rm
=
3037.5 mm
Segment thickness
=
275 mm
Segment angle
=
67.5 °
=
0.984 m
Length of segment
=
1400 mm
Density of concrete
=
25.00 kN/m
=
34.44 kN
Cross-sectional area of segment
Self weight of segment
As
Ws
=
2
3
3.44 tonnes 1.5
Load Factor for self weight
=
Radial bolts per segment
=
2 no
Circumferential bolts per segment
=
0 no
Bolt angle to horizontal Bolt type T 25 x 120
= =
25 ° 25 mm
ps
=
400 N/mm
As
=
490.87 mm
Ps=ps x As
=
196.35 kN
pt
=
At
=
Shear strength of bolt
Shear capacity,
Tensile strength of bolt,
Tensile capacity,
0.8 × pt × At =
Pnom=
2
2
700 N/mm2 490.87 mm2 274. 274.89 89 kN
7.1 Forces due to self weight of individual segment Factored self weight of segment =
51.66 kN
By simple force resolution Shear force/bolt =
23.41 kN
Tensile force/bolt =
10.92 kN
TBM Tunnel Design Analytical (Case B).xls
Subject: Calculation for TBM Tunnel Segmental Lining (DL+EP+IL) Lining (DL+EP+IL) (Surcharge with full water load)
Project : Surat UG01
Prepared by
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Chainage
Checked by Date
: :
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: CH 3+700 to CH 7+170
Analysis Section Chainage Chainage : CH 6+790 (CW to Surat)
19-10-2021
7.2 Force due to perfectly circular ring Assuming a perfectly circular rring ing and full gap closur closure, e, the bo bolts lts will have to carry the max maximum imum gasket load
33.3
kN/m, thus
Total circumferential gasket force = Maximum gasket force × circumference × Load factor for self wt. Total circumferential gasket force = Gasket force per connector, FGB
=
953.30
kN
=
59.58
kN/connector
NOTE: Maximum gasket force as used in the equation above is the gasket force at full closure. By simple force resolution (see following diagram) Fshear =
=
25.18
kN
Allowable Allowab le shear, Ps
=
196.35
kN
Fbolt
=
54.00
kN
=
274.89
kN
Allowable Allowab le tension, P norm
43.58
mm
93.92
mm
107.5
mm
30
mm
Shear Ok
Tension Ok
TBM Tunnel Design Analytical (Case B).xls
Subject: Calculation for TBM Tunnel Segmental Lining (DL+EP+IL) Lining (DL+EP+IL) (Surcharge with full water load) Project : Surat UG01
Prepared by
:
VB
Chainage
Checked by
:
RK
Date
:
19-10-2021
: CH 3+700 to CH 7+170
Analysis Section Chainage Chainage : CH 6+790 (CW to Surat)
7.3 Forces due to compression of Gasket by bolts
For a ovalised ring, assume the maximum gap closure obtained is 5 mm. Thus the gasket force is FG12
=
33.3
kN
Total circumferential gasket force
=
953.30
kN
Gasket force per connector, F GB
=
59.58
kN/bolt
= =
R 111.6
x kN
108
Fshear
=
47.18
kN
Fbolt
=
101.18
kN
By taking moments about point A (see previous diagram) 59.6
x
201.42 R
Resolve R into Fbolt and Fshear
7.4 Summary Checking worst case loading of self weight combined with bolt forced due to compression of gasket by bolts Sh Shear = Tension=
23.411818 +
47.17957796
Fs
= 70.59
kN
Shear ok
10.91711
101.1769314
Ft
= 112.09
kN
Tension ok
+
Fs Ps
+
Ft Pnom
=
< 1.40
0.77
Combined check ok
TBM Tunnel Design Analytical (Case B).xls
Subject: Calculation for TBM Tunnel Segmental Lining (DL+EP+IL) Lining (DL+EP+IL) (Surcharge with full water load) Project : Surat UG01 Chainage
: CH 3+700 to CH 7+170
Analysis Section Chainage Chainage : CH 6+790 (CW to Surat)
SECTION 8 - TYPICAL GROUT/LIFTING SOCKET
Prepared by
:
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Checked by
:
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Date
:
19-10-2021
Length of socket
Is
=
169.5
mm
Diameter of socket
ds
=
64.7
mm
γdyn
=
2
Islant Islant'
= =
239.71 38.018
mm mm
w
=
34.44
kN
W
=
103.33
kN
f bu bu
=
β(f cu cu)
Dynamic load factor Tangential lengths
Weight of the segment 2 2 (θ/360)(π(DE -DI )/4)(B*γ)
Load on socket γg *γdyn*w BS8110 cl.3.12.8.4
8.1 Check Bonding:
Table 3.28
Design ultimate anchorage bond stress
0.5 2
N/mm
2.83 Bond capacity
Fs
=
π*ds*Is*Fbu 97.45
kN
<
W
TBM Tunnel Design Analytical (Case B).xls
Subject: Calculation for TBM Tunnel Segmental Lining (DL+EP+IL) Lining (DL+EP+IL) (Surcharge with full water load) Project : Surat UG01
Prepared by
:
VB
Chainage
Checked by
:
RK
Date
:
19-10-2021
: CH 3+700 to CH 7+170
Analysis Section Chainage Chainage : CH 6+790 (CW to Surat)
8.2 Check for concrete rupture Area of failure failure plane
Allowable Allowab le tensile st stress ress for co concrete ncrete
Factor of safety for concrete failure
A
f t
FOS
=
π*(Is+ds/2)*Islant)-(π*ds/2*Islant')
=
148143.08
=
0.36*(f cu cu)
=
1.8
=
1.5
mm
0.5 2
N/mm
A f t/FOS
Allowable Allowab le design lo load ad =
177.77
kN
>
W
=
π*(Is+ds/2)*Islant)-(π*ds/2*Islant')
=
148143.08
vc
=
0.43
v
= =
W /bd 0.38
8.3 Check shear Shear area
A
The shear capacity for 275 thick section is as follows: BS8110 Part 1
Shear capacity 1/3 1/4 1/3 0.84(100As/(bvd)) (400/d) /γm x (40/30)
Table 3.9 Design shear stress along failure cone
OK
<
vc
TBM Tunnel Design Analytical (Case B).xls
Subject: Calculation for TBM Tunnel Segmental Lining (DL+EP) Lining (DL+EP) (No surcharge with dry conditions) Project : Surat UG01
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Analysis Section Chainage Chainage : CH 6+790 (CW to Surat)
SECTION 1 - INPUT DATA FOR LINING DESIGN 1.1 Concrete Compressive strength Tensile strength Density of concrete Material factor
f cu cu =
50 N/mm2
f t =
4.95 N/mm2
=
γ m =
25.00 kN/m3 1.5
1.2 Reinforcement f y =
Yield strength
500 N/mm2
γ m =
1.15
1.3 Tunnel & Segment Geometry Internal diameter
ID =
5800 mm
ts =
275 mm
OD =
6350 mm
Material factor
Segment thickness External diameter
19-10-2021
Dm =
6075 mm
Segment width Number of segments (excl. key) Segment angle (maximum)
= = =
1400 mm 5 no 67.5 °
Segment length (radial) Allowable ovalisation Allowable
= =
3417 mm 0.86%
I value
=
0.00173 m /m
I value (adjusted for joints)
=
0.00111 m /m
Young's Modulus (short term)
=
3,53,55,000 kN/m
Mean diameter
1.4 Segmental Lining Properties
IS456
Poisson's Ratio
νl =
4
4
2
0.2
TBM Tunnel Design Analytical (Case B).xls
Subject: Calculation for TBM Tunnel Segmental Lining (DL+EP) Lining (DL+EP) (No surcharge with dry conditions) Project : Surat UG01
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Analysis Section Chainage Chainage : CH 6+790 (CW to Surat)
1.5 Gasket Properties Gasket force (full gap closure) Gasket force (10mm gap closure) Load factor
FG =
28 kN/m
FG10 =
33.3 kN/m
γ = =
1.5
TBM Tunnel Design Analytical (Case B).xls
Subject: Calculation for TBM Tunnel Segmental Lining (DL+EP) Lining (DL+EP) (No surcharge with dry conditions) Project : Surat UG01
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Analysis Section Chainage Chainage : CH 6+790 (CW to Surat)
1.6 TBM Data Soft Ground TBM Lr =
Shoe length
1080 mm
Operating thrust force/jack shoe Total operating thrust force
= =
1125 kN 18000 kN
Maximum thrust force/jack shoe
Tr =
2500 kN
Total maximum thrust force
=
40000 kN
∴ Maximum ram thrust
=
40000 kN
NOTE:
Maximum ram thrust is the greater of the total maximum thrust force or 1.2 x total operating thrust force.
TBM Tunnel Design Analytical (Case B).xls
Subject: Calculation for TBM Tunnel Segmental Lining (DL+EP) Lining (DL+EP) (No surcharge with dry conditions) Project : Surat UG01
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Analysis Section Chainage Chainage : CH 6+790 (CW to Surat)
1.7 Bolt Properties Grade of T 25x 120 bolt Shear strength
ps =
400 N/mm
Grade of T 25 x 120 bolt Tension strength
pt =
700 N/mm
Load factor
γ = =
2 2
1.5
SECTION 2 - TUNNEL LOADINGS AND FORCES Check the worst case loading as the minimum overburden minimum overburden in soft ground: 2
Surcharge = Groundwater Level
0 kN/m
Ground Level
Cover to Ground
Tunnel Axis Rail Level
2.1 Ground Properties Eg =
Young's Modulus Poisson's Ratio Bulk Unit Weight
νg =
γ = = K0 =
Stress Ratio Unit weight of water
γω =
95446 kN/m2 0.3 3
19 kN/m 0.47
3
10 kN/m
Minimum overburden Minimum overburden occurs at: Ground level Distance from tunnel axis to rail level Rail level Depth of cover (to tunnel axis)
6+790 11.540 2.170 -3.162 12.5
Ch
msl m msl m
-30.000 m 0.0 m
Groundwater level (m above ground level) Hydrostatic head to tunnel axis 2.2 Ground Loading
TBM Tunnel Design Analytical (Case B).xls
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Analysis Section Chainage Chainage : CH 6+790 (CW to Surat)
2
q=
0 kN/m
Factored Surcharge (Factor = 1.5 )
=
0 kN/m
Overburden
=
238 kN/m
Factored Overburden (Factor = 1.5 )
=
357 kN/m
Vertical effective stress (unfactored)
p=
238 k kN N/m
Vertical effective stress(fac stress(factored) tored)
pf =
357 kN/m2
Horizontal effective stress (unfactored)
q=
112 kN k N/m
Horizontal effective stress (factored)
qf =
168 kN/m2
pw = pwf =
0 kN/m2 0 kN/m2
Surcharge
2
2
2
Combined loading on tunnel (at tunnel centreline)
Hydrostatic stress (unfactored) Hydrostatic stress(factored)
2
2
From Tunnels & Tunnelling, Nov 1974
2.3 Curtis Equations
Assume λ = unity. This implies that the lining is inserted immediately after the ground is excavated, allowing no relaxation of the ground and imposing full loading on the lining - a conservative assumption. 2
Q1 =
Sn/S0 =
3
Eg(1 – νl )Rm
Q3 =
El(1 + νg)h
λ(1 – Q3) (1 + Q3)ω
St/S0 =
where:
NOTE:
ω =
2
R Eg(1 – νl ) 12ElIl(1 + νg)
λ(1 + 2Q3) (1 + Q3)ω 3 – 2 νg 3 – 4 νg
All notation/formulae notation/formulae are cong congruous ruous w with ith the Te Technical chnical Note included in main report
∴ Q1 =
0.0220
∴ Sn/S0 =
-0.51
∴ Q3 =
4.79
∴ St/S0 =
1.43
TBM Tunnel Design Analytical (Case B).xls
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Analysis Section Chainage Chainage : CH 6+790 (CW to Surat)
2.3.1 Unfactored loads P0 = 175 kN/m2 S0 = 63 kN/m2 Nmax =
701 kN/m
Nmin=
387 kN/m
∴ Sn = ∴ St = Mmax =
-32.38 kN/m2 90.37 kN/m2 39.37 kNm/m
2.3.2 Factored loads P0 =
263 kN/m2
∴ Sn =
-48.57 kN/m2
S0 =
95 kN/m2
∴ St =
135.55 kN/m2
Nmax =
1051 kN/m
Nmin=
580 kN/m
Mmax =
59.06 kNm/m
2.3.3 Summary Unfactored Thrust at axis
Ta =
701 kN/m
Thrust at crown
Tc =
387 kN/m
Bending moment
M=
39.37 kNm/m
Factored Thrust at axis
Taf =
1051 kN/m
Thrust at crown
Tcf =
580 kN/m
Bending moment
Mf =
59.06 kNm/m
2.4 Self weight of the segment Self weight of the segment Factored Self weight
(γ con x depth x width)
= =
2.5 Load Summary Unfactored Thrust at axis
Ta =
708 kN/m
Thrust at crown
Tc =
394 kN/m
Bending moment
M=
39.37 kNm/m
6.88 kN/m 10.31 kN/m
19-10-2021
TBM Tunnel Design Analytical (Case B).xls
Subject: Calculation for TBM Tunnel Segmental Lining (DL+EP) Lining (DL+EP) (No surcharge with dry conditions) Project : Surat UG01
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Analysis Section Chainage Chainage : CH 6+790 (CW to Surat)
Factored Thrust at axis Thrust at crown
Taf = Tcf =
1061 kN/m 590 kN/m
Bending moment
Mf =
59.06 kNm/m
NOTE:
Hoop loads shown are the sum of those in Sections 2.3 and 2.4 above.
TBM Tunnel Design Analytical (Case B).xls
19-10-2021
Subject: Calculation for TBM Tunnel Segmental Lining (DL+EP) Lining (DL+EP) (No surcharge with dry conditions) Project : Surat UG01
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Analysis Section Chainage Chainage : CH 6+790 (CW to Surat)
SECTION 3 - RADIAL JOINT 3.1 Maximum Joint Rotation The maximum allowable ovalisation is 0.862068965517241% of internal tunnel diameter Thus the maximum distortion to be considered is: 50 mm This will be considered for a 67.5° segment:
D
A
G 25 mm
66° F
O
α C
B
β E
25 mm
Assume segments rotate a as s rigid bod bodies ies OA = OB = 2900 mm α = 56 ° OC = 1110 mm
∴ CB = ∴ AB = DE = OE = OG =
17 1790 90 32 3222 22 2925 2875
mm mm mm mm
Equation of an ellipse:
EG 2 OG 2
+
OF 2 OE 2
=
1 DF
(OE − OF )2 + DF 2
=
2
=
OF 2 OG 2 1 − 2 OE
DE 2
...Equation 1 …Equation 2
Substituting Eqn 1 into Eqn 2 yields:
TBM Tunnel Design Analytical (Case B).xls
Subject: Calculation for TBM Tunnel Segmental Lining (DL+EP) Lining (DL+EP) (No surcharge with dry conditions)
19-10-2021
Project : Surat UG01
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Analysis Section Chainage Chainage : CH 6+790 (CW to Surat) OG 2 2 1 OE 2 OF
−
(
2OE × OF + OE 2
∴ OF =
+
OG 2
−
DE 2
)
=
19-10-2021
0
11 1108 08 mm
∴ β = Angular rotation, rotation, α - β =
55.667 ° 0.583 °
Total rotation at joint due to movement of two adjacent segments, θ θ = 1.166 ° = 0.0203 rads
∴θ = 0.0203 0.0203 rads rads
3.2 Closure Check at Extrados - no packer 2.5 mm 5 mm cham chamfe ferr
As Assu sume me rota rotati tion on occu occurs rs abou aboutt A Closure =
0.0203 x 56
56 mm
A
=
1.14 mm
Gap provided = 2 x =
2.5 mm 5 mm
Therefore gap sufficient 184 mm
30 mm
TBM Tunnel Design Analytical (Case B).xls
Subject: Calculation for TBM Tunnel Segmental Lining (DL+EP) Lining (DL+EP) (No surcharge with dry conditions) Project : Surat UG01
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Analysis Section Chainage Chainage : CH 6+790 (CW to Surat)
3.3 Check on Flat Joint with No Packer For the case of construction of the tunnel without including any radial packers. The following calculation has been included as a result of this decision and will seek to determine whether or not the joint can withstand the bearing stresses without failing. 1 x f cu cu
Assume the the maxim maximum um allow allowable able bear bearing ing stress to be:
50 N/mm2
∴ f b = BS 8110 Figure 2.1
Given a linear strain variation over the length of concrete which is in bearing contact, a stress diagram can be constructed using BS 8110. In this case, the variation of stress shall be assumed to be parabolic.
FR
ρ
xu w
50.0 N/mm2
σmax = fb =
The area of the stress block is given by σmax × 0.9x
BS 8110 Cl 3.4.4.4 (figure 3.3)
In order to calculate the minimum required depth of neutral axis x and the resultant force FR, we equate the area of stress block to maximum hoop force derived from Curtis. 0.67 × (50/1.5) × 0.9x
=
1061
∴ x = 24 mm W= 184 mm Sufficient bearing area to take stress The relative rotation of the segments (from Section 3.1), θ = 0.020 0.0203 3 rads rads The maximum deformation of each segment at point B, δ = ½(θx) ∴ δ = 0.24 0.24 mm
TBM Tunnel Design Analytical (Case B).xls
Subject: Calculation for TBM Tunnel Segmental Lining (DL+EP) Lining (DL+EP) (No surcharge with dry conditions) Project : Surat UG01
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Analysis Section Chainage Chainage : CH 6+790 (CW to Surat) BS 8110 Figure 3.3
The resultant force (FR) from the stress block shown is located a distance ρ from the edge of the segment contact area:
ρ = 0.5 × (0.9x) ∴ ρ = 10.6 10.6 mm
3.4 Assessment of load required to close joint Characteristic strength of concrete, f cu cu
=
2
N/mm
50 2
Characteristic Characteristi c strength of reinfocement, f y
=
500
Partial safety factor for reinforcement, γ s
=
1.15
Young's Modulus, E
=
35355
MPa
Lining thickness, t
=
275
mm
Internal depth of gasket, i int
=
30
mm
External depth of gasket, i ext
=
61.0
mm
Bearing width = t - iint- iext
=
184.0
mm
Angular opening per segm segment ent (half o off total open opening) ing)
=
0.58
o
giving distance d
=
1.87
mm
Chord length, L = 2 R sin ( b / 2 )
=
3222.3
mm
but the axial shortening occurs at L L//2
=
1611.15
mm
Peak stress required to close gap, s = d / 2L*E
=
Load required, N1=1/2* s x bearing width
=
3779.11
kN/m
Minimum factored hoop laod, Nmin
=
826.52
kN/m
N/mm
41.08
2
N/mm
Joint does not close!!
Remaining total opening is
=
1.46
mm
Minimum factored hoop laod, Nmin
=
826.52
kN/m
Original total joint opening, d
=
3.74
mm
Reduced joint opening, d'
=
2.28
mm
Bearing width, b Equivalent bearing width,b' = (d'/d)*b
= =
184.00 112.12
mm mm
TBM Tunnel Design Analytical (Case B).xls
Subject: Calculation for TBM Tunnel Segmental Lining (DL+EP) Lining (DL+EP) (No surcharge with dry conditions) Project : Surat UG01
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18.69
mm
: CH 3+700 to CH 7+170
Analysis Section Chainage Chainage : CH 6+790 (CW to Surat)
e
b'/2
Eccentricity , e = b'/2 - b'/3
=
Moment due to eccentricit eccentricity y
=
15.45
kNm
due to eccentricity moment, Nadd
=
275.51
kN
Axial laod at the ed edge, ge, Nedge = Numin + Nadd
=
1102.03
kN
b'
=
mm
σc
=
112.12 Nedge / b'
=
9.83
N/mm
=
50
N/mm
Additionall force add at edge Additiona
3.5 Compresive stresses at joints Design bearing width of radial joint,
Compressive stress,
2
Allowable Allowab le conc. co compressive mpressive stress
σc-all σc-all
>
2
σc
Therefore, bearing area is sufficient to take the axial thrust. 3.6. Tensile stresses at joints Tensile stresses at intrados ypo= (b'/2) yo=
= =
ypo / yo=
=
0.41
Fburst/Nmin=
=
0.20
Fburst =
=
Half the side of loaded area Half the side of end block,
56.0 56.06 6 mm 137. 137.50 50 mm
Ratio between bearing area and supporting area,
Therefore,
BS 8110 Cl. 4.11
217.86 kN/m
Tensile stresses at extrados
TBM Tunnel Design Analytical (Case B).xls
Subject: Calculation for TBM Tunnel Segmental Lining (DL+EP) Lining (DL+EP) (No surcharge with dry conditions) Project : Surat UG01
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Analysis Section Chainage Chainage : CH 6+790 (CW to Surat)
Half the side of loaded area, Half the side of end block,
ypo= (b'/2)
=
56.0 56.06 6 mm
yo=
=
137. 137.50 50 mm
ypo / yo=
=
Ratio between bearing area and supporting area, 0.41
19-10-2021
TBM Tunnel Design Analytical (Case B).xls
Subject: Calculation for TBM Tunnel Segmental Lining (DL+EP) Lining (DL+EP) (No surcharge with dry conditions) Project : Surat UG01
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Analysis Section Chainage Chainage : CH 6+790 (CW to Surat)
Therefore,
BS 8110 Cl. 4.11
Fburst/Nmin=
=
Fburst =
=
217.86 kN/m
=
501.07 mm2/m
0.20
Required area of bursting reinforcement, As,req =
Abst = (Fbst x γ s) / f y = 0.2yo=
27.500 mm
2yo= 275.000 Note: As,prov considers set of Links, closest to the radial joint, placed between 0.2yo to 2yo from edge (Provided in two layers as closed stirrups) Total Bursting Steel Provided on cross section of 275 x 1400
20T8
Spacing across segment length ls Area of bursting bursting ste steel el provided per segm segment, ent, As prov = Check: As,prov > As, req
68.1 2011 OK
2011 OK
TBM Tunnel Design Analytical (Case B).xls
Subject: Calculation for TBM Tunnel Segmental Lining (DL+EP) Lining (DL+EP) (No surcharge with dry conditions) Project : Surat UG01
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Analysis Section Chainage Chainage : CH 6+790 (CW to Surat)
SECTION 4 - CIRCUMFERENTIAL JOINT 4.1 Ultimate Capacity
4.95 N/mm2
f t =
γ m = Segment thickness:
1.5 275 mm 3417 mm
h= L=
CLof ram shoe e Eccentricity is obtained from centreline of ram shoe and centreline of bearing area. Ram to segment eccentricity is 10 mm and from segment to bearing area is 15 mm. Thus total is 25 mm.
NOTE:
pinned connection of ram shoe to cylinders removes any eccentricity induced by circumferential joint packers. packers.
CL of bearing area
61 mm 137.5 mm
∴ e =
25 mm
Maximum ram thrust, T =
184 mm 0.05h =
40000
13.75 mm
kN
No. of ram shoes, n =
16
Jacking force per ram shoe, Fr =
2500
kN
Effective depth of ram pad, d pad =
184
mm
Effective width of ram pad, W pad =
1143
mm
Gap between ram pads, gpad =
50
mm
Eccentricity of ram pad, eram =
25
mm
Jacking pressure, Pr =
12
MPa
= Fr /(dpadWpad)
50.0
MPa
= 0.67(f cu cu/γ m)
Allowable compres compressive sive strengt strength h of concre concrete, te, f c =
= T/n = πDm/n-gpad
OK
TBM Tunnel Design Analytical (Case B).xls
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Analysis Section Chainage Chainage : CH 6+790 (CW to Surat)
1193
mm
= πDm/n
Maximum stress of segment, f max =
12
MPa
= Fr /(tsWseg)(1+6eram/ts)
Minimum stress of segment, f min min =
3
MPa
= Fr /(tsWseg)(1-6eram/ts)
Half depth of ram bearing area, ypor =
92
mm
= dpad/2
Spread (on extrados), yor1 =
153
mm
Spread (on intrados), yor2 =
122
mm
Maximum spread, yor =
153
mm
ypor /yor =
0.60
BS 8110
Fburst/Fr =
0.14
Table 4.7
Bursting force, Fburst =
349
kN
Bursting stress, f burst =
1.06
MPa
= Fburst/(1.8yor πDm/n)
Allowable bursting stress of co concrete, ncrete, f b =
2.55
MPa
= 0.36(f cu cu)
Segment width per pad, W seg =
OK
= ts-yor1
1/2
TBM Tunnel Design Analytical (Case B).xls
Subject: Calculation for TBM Tunnel Segmental Lining (DL+EP) Lining (DL+EP) (No surcharge with dry conditions) Project : Surat UG01
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Analysis Section Chainage Chainage : CH 6+790 (CW to Surat)
SECTION 5 - LINING REINFORCEMENT 5.1 Hoop Reinforcement The contact stresses at the radial joints produce an eccentricity which creates a bending moment in the lining. This is not accounted for in Curtis Formulae. To allow for this, the induced moment will be added to that from Curtis Formulae. Based on BS8110, minimum eccentricity of (20mm, 0.05xD) to be used for design Ec E ccentricity = BS 8110 Cl 3.8.2.4
Factored Hoop load (from Curtis Formulae) = Additional ecc bendin bending g mome moment nt is given by 1061 x 20 = Bending moment (from Curtis Formulae) =
∴ Total bending moment = f y = f cu =
14 mm mm Ma Max x (at (at ax axis is)) Mi Min n (a (att cr crow own) n) 1061 590 kN/m 15 8 kNm/m 59.06 59.06 kNm/m 74 500
67 2 N/mm
50
N/mm
kNm/m
2
b
D
d'
Pu bD Mu 2
bD
b=
1400 mm
D=
275 mm
Pu =
1486
827
kN
d' =
50 mm
Mu =
103
94
kNm
=
3.86
=
0.97
Forces adjusted for segment length: Ma Max x (at (at ax axis is)) Mi Min n (a (att cr crow own) n)
0.18
d'/D =
=
K
TBM Tunnel Design Analytical (Case B).xls
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Analysis Section Chainage Chainage : CH 6+790 (CW to Surat)
BS 8110 Table 3.25
19-10-2021
With reference to BS 8110 a minimum of 0.4% steel should be provided. 100As bD
=
0.4
∴ As = ∴ Asreq =
1540 mm2 770 mm2 (each face)
However, in order to resist moments induced by lifting and handling of the segments T12 bars (each face) 13 No.
∴ Asprov =
2
1470 mm (each face)
HOOP STEEL Bars per face: 13 No.
T12's
(0.76% overall)
TBM Tunnel Design Analytical (Case B).xls
Subject: Calculation for TBM Tunnel Segmental Lining (DL+EP) Lining (DL+EP) (No surcharge with dry conditions) Project : Surat UG01
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Analysis Section Chainage Chainage : CH 6+790 (CW to Surat)
19-10-2021
5.2 Longitudinal Reinforcement BS 8110
Provide minimum reinforcement according to BS 8110: 100As/Ac =
Table 3.25
0.15 2
∴ for one segment, the total area of steel required is:
1410 1410 mm
∴ area of steel per face =
705 mm
2
LONG'NAL STEEL Bars per face:
Provide 18 No.
T8 bars (each face)
∴ Asprov =
905 mm2/face
Therefore use 18 no T8's for each face.
SECTION 6 - FLOATATION CHECK Minimum overburden occurs at: Ground level Distance from tunnel axis to rail level Rail level Depth of cover (to tunnel axis)
Ch
Groundwater level (m above ground level) (for flotation che Hydrostatic head to tunnel axis 2
6+790 11.54 2.17 -3.16 12.53 0.00 0.00 12.53
m m m m m m
Uplift force, Fu = 10 × ( π × OD /4) =
317 kN
Overburden force, Fd =
535 kN
Weight of concrete lining, W l =
131 kN
Net force (downward) = Fd + Wl – Fu =
349 kN
Net force is positive, therefore ok Factor of Safety against uplift =
TBM Tunnel Design Analytical (Case B).xls
2.10
18 No.
T8's
(0.18% overall)
Subject: Calculation for TBM Tunnel Segmental Lining (DL+EP) Lining (DL+EP) (No surcharge with dry conditions) Project : Surat UG01
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Analysis Section Chainage Chainage : CH 6+790 (CW to Surat)
19-10-2021
SECTION 7 - BOLT DESIGN Inner radius of the segment
Ri
=
2900 mm
Outer radius of the segment
R0
=
3175 mm
Mean radius
Rm
=
3037.5 mm
Segment thickness
=
275 mm
Segment angle
=
67.5 °
=
0.984 m
Length of segment
=
1400 mm
Density of concrete
=
25.00 kN/m
=
34.44 kN
Cross-sectional area of segment
Self weight of segment
As
Ws
=
2
3
3.44 tonnes
Load Factor for self weight
=
Radial bolts per segment
=
2 no
Circumferential bolts per segment
=
0 no
Bolt angle to horizontal Bolt type T 25 x 120
= =
25 ° 25 mm
ps
=
400 N/mm
As
=
490.87 mm
Ps=ps x As
=
196.35 kN
pt
=
At
=
Shear strength of bolt
Shear capacity,
Tensile strength of bolt,
Tensile capacity,
0.8 × pt × At =
Pnom=
1.5
2
2
700 N/mm2 490.87 mm2 274. 274.89 89 kN
7.1 Forces due to self weight of individual segment Factored self weight of segment =
51.66 kN
By simple force resolution Shear force/bolt =
23.41 kN
Tensile force/bolt =
10.92 kN
TBM Tunnel Design Analytical (Case B).xls
Subject: Calculation for TBM Tunnel Segmental Lining (DL+EP) Lining (DL+EP) (No surcharge with dry conditions)
Project : Surat UG01
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: CH 3+700 to CH 7+170
Analysis Section Chainage Chainage : CH 6+790 (CW to Surat)
19-10-2021
7.2 Force due to perfectly circular ring Assuming a perfectly circular rring ing and full gap closur closure, e, the bo bolts lts will have to carry the max maximum imum gasket load 33.3 kN/m, thus Total circumferential gasket force = Maximum gasket force × circumference × Load factor for self wt. Total circumferential gasket force = Gasket force per connector, FGB
=
953.30
kN
=
59.58
kN/bolt
NOTE: Maximum gasket force as used in the equation above is the gasket force at full closure. By simple force resolution (see following diagram) Fshear =
=
25.18
kN
Allowable Allowab le shear, Ps
=
196.35
kN
Fbolt
=
54.00
kN
=
274.89
kN
Allowable Allowab le tension, P norm
43.58
mm
93.92
mm
107.5
mm
30
mm
Shear Ok
Tension Ok
TBM Tunnel Design Analytical (Case B).xls
Subject: Calculation for TBM Tunnel Segmental Lining (DL+EP) Lining (DL+EP) (No surcharge with dry conditions) Project : Surat UG01
Prepared by
:
VB
Chainage
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:
RK
Date
:
19-10-2021
: CH 3+700 to CH 7+170
Analysis Section Chainage Chainage : CH 6+790 (CW to Surat)
7.3 Forces due to compression of Gasket by bolts For a ovalised ring, assume the maximum gap closure obtained is 5 mm.
Thus the gasket force is FG12
=
33.3
kN
Total circumferential gasket force
=
953.30
kN
Gasket force per connector, F GB
=
59.58
kN/bolt
= =
R 111.6
x kN
108
Fshear
=
47.18
kN
Fbolt
=
101.18
kN
By taking moments about point A (see previous diagram) 59.6
x
201.42 R
Resolve R into Fbolt and Fshear
7.4 Summary Checking worst case loading of self weight combined with bolt forced due to compression of gasket by bolts Sh Shear = Tension=
23.411818 +
47.17957796
Fs
= 70.59
kN
Shear ok
10.91711
101.1769314
Ft
= 112.09
kN
Tension ok
+
Fs Ps
+
Ft Pnom
=
< 1.40
0.77
Combined check ok
TBM Tunnel Design Analytical (Case B).xls
Subject: Calculation for TBM Tunnel Segmental Lining (DL+EP) Lining (DL+EP) (No surcharge with dry conditions) Project : Surat UG01
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:
VB
Chainage
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:
RK
Date
:
19-10-2021
: CH 3+700 to CH 7+170
Analysis Section Chainage Chainage : CH 6+790 (CW to Surat)
SECTION 8 - TYPICAL GROUT/LIFTING SOCKET
Length of socket
Is
=
180
mm
Diameter of socket
ds
=
73
mm
γdyn
=
2
Islant Islant'
= =
254.56 127.78
mm mm
w
=
34.44
kN
W
=
103.33
kN
f bu bu
=
β(f cu cu)
Dynamic load factor Tangential lengths
Weight of the segment 2 2 (θ/360)(π(DE -DI )/4)(B*γ)
Load on socket γg *γdyn*w BS8110 cl.3.12.8.4
8.1 Check Bonding:
Table 3.28
Design ultimate anchorage bond stress
0.5 2
N/mm
2.83 Bond capacity
Fs
=
π*ds*Is*Fbu 116.76
kN
>
W
TBM Tunnel Design Analytical (Case B).xls
Subject: Calculation for TBM Tunnel Segmental Lining (DL+EP) Lining (DL+EP) (No surcharge with dry conditions) Project : Surat UG01
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:
VB
Chainage
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:
RK
Date
:
19-10-2021
: CH 3+700 to CH 7+170
Analysis Section Chainage Chainage : CH 6+790 (CW to Surat)
8.2 Check for concrete rupture Area of failure failure plane
Allowable Allowab le tensile st stress ress for co concrete ncrete
Factor of safety for concrete failure Allowable Allowab le design lo load ad
A
f t
FOS
=
π*(Is+ds/2)*Islant)-(π*ds/2*Islant')
=
158486.85
=
0.36*(f cu cu)
=
1.8
=
1.5
=
A*f t/FOS
mm
0.5 2
N/mm
=
190.18
kN
>
W
=
π*(Is+ds/2)*Islant)-(π*ds/2*Islant')
=
158486.85
vc
=
0.43
v
= =
W /bd 0.38
8.3 Check shear Shear area
A
The shear capacity for 275 thick section is as follows: BS8110 Part 1
Shear capacity 1/3 1/4 1/3 0.84(100As/(bvd)) (400/d) /γm x (40/30)
Table 3.9 Design shear stress along failure cone
OK
<
vc
TBM Tunnel Design Analytical (Case B).xls
Subject: Calculation for TBM Tunnel Segmental Lining (Seismic) Lining (Seismic) (ODE) Project : Surat UG01
Prepared by
:
VB
Chainage
Checked by
:
RK
Date
:
19-10-2021
: CH 3+700 to CH 7+170
Analysis Section Chainage : CH 6+790 (CW to Surat)
Seismic formulas and calculations in this spreasheet is based on " Seismic design and analysis of underground structures by Youssef M.A.Hashash , Jeffrey J. Hook, Birger Schmidt, John I-Chiang Yao "
INPUT PARAMETERS I
Earthquake and Soil Parameters
=
Source to site distance Mw Peak ground particle acceleration at surface Apparent velocity of S-wave propagation
II
Mw
=
6.50
amax
=
0.12 g
Cm
=
320.00 m/s
Soil unit weight
ᵨ =
Soil Poisson Ratio
νm
Structural Parameters
10.00 km
m
=
(As per GIR) 3
19.00 KN/m 0.30
Lining thickness
t=
0.275 m
Tunnel diameter
d=
5.80 m
Tunnel inner radius
ri =
2.90 m
Lining outer radius
r
3.18 m
= r=
3.04 m
=
12.53 m
0
Tunnel radius to centreline Depth below the ground Concrete young's modulus
El =
Poissons ratio for lining Area of tunnel lining per unit width
vl = Al =
Lining cross sectional area
Ac =
5.32 m
lc =
0.00111 m
Moment of inertial of the tunnel section (per unit width)
35355000.00 kN/m
2
0.20 2
0.275 m /m 2 4
Subject: Calculation for TBM Tunnel Segmental Lining (Seismic) Lining (Seismic) (ODE) Project : Surat UG01
Prepared by
:
VB
Chainage
Checked by
:
RK
Date
:
19-10-2021
: CH 3+700 to CH 7+170
Analysis Section Chainage : CH 6+790 (CW to Surat) Penzien's approach assuming Full Slip condition
1
Detemine the racking ratio (Rn) and the displacement term Δ D
n lining
as= amax
Estimate ground motion at depth of tunnel
=
0.12 g
(Refer Table 4 )
Assuming stiff soil
Vs=
94
as
=
11.2 11.28 8 cm/s cm/s
=
0.11 0.11 m/s m/s
=
0.00
=
36709. 367 09.89 89 kPa
=
95445. 954 45.71 71 kPa
=
0.22
=
2.30
=
0.00
2 Detemine the Maximun tangential thrust (T) and moment (M) due to S-waves: =
5.90
=
17.09
=
1952.89
3 Detemine combined stress σ and strain ϵ from thrust and bending moment
Subject: Calculation for TBM Tunnel Segmental Lining (Seismic) Lining (Seismic) (ODE) Project : Surat UG01
Prepared by
:
VB
Chainage
Checked by
:
RK
Date
:
19-10-2021
: CH 3+700 to CH 7+170
Analysis Section Chainage : CH 6+790 (CW to Surat)
Penzien's approach assuming No Slip condition
=
0.25
=
2.25
=
0.00
=
11.53
=
16.72
=
1930.95
2 Detemine the Maximun tangential thrust (T) and moment (M) due to S-waves:
3 Detemine combined stress σ and strain ϵ from thrust and bending moment
Subject: Calculation for TBM Tunnel Segmental Lining (Seismic) Lining (Seismic) (ODE) Project : Surat UG01
Prepared by
:
VB
Chainage
Checked by
:
RK
Date
:
19-10-2021
: CH 3+700 to CH 7+170
Analysis Section Chainage : CH 6+790 (CW to Surat) Wang's approach assuming Full Slip condition
1 Determine the flexibility ratio (F) and full-slip lining response coefficient (k1) =
8.40
=
0.42
=
5.51
=
16.72
=
1909.46
2 Determine the maximum tangential thrust (T) and moment (M) due to S-waves:
3 Detemine combined stress σ and strain ϵ from thrust and bending moment
Subject: Calculation for TBM Tunnel Segmental Lining (Seismic) Lining (Seismic) (ODE) Project : Surat UG01
Prepared by
Chainage
: CH 3+700 to CH 7+170
Analysis Section Chainage : CH 6+790 (CW to Surat)
:
VB
Checked by
:
RK
Date
:
19-10-2021
Wang's approach assuming No Slip condition
1 Determine the no-slip lining response coefficient (k2) =
8.40
=
0.06
x=
=
1.09
y=
=
24.11
=
1.05
=
41.09
=
16.72
=
2038.85
K2
=
1+(x/y)
2 Determine the maximum tangential thrust (T) and moment (M) due to S-waves:
3 Detemine combined stress σ and strain ϵ from thrust and bending moment
Subject: Calculation for TBM Tunnel Segmental Lining (Seismic) Lining (Seismic) (ODE) Project : Surat UG01
Prepared by
:
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Chainage
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:
RK
Date
:
19-10-2021
: CH 3+700 to CH 7+170
Analysis Section Chainage : CH 6+790 (CW to Surat)
SUMMARY
Summary T (kN) M (kN-m) σ (kPa)
Wang (1993) Full Slip
No Slip
Penzien (2000) Full Slip
No Slip
5.51
41.09
5.90
11.53
16.72
16.72
17.09
16.72
1909.46
2038.85
1952.89 1930.95
Subject: Calculation for TBM Tunnel Segmental Lining (Seismic) Lining (Seismic) (MDE) Project : Surat UG01
Prepared by
:
VB
Chainage
Checked by
:
RK
Date
:
19-10-2021
: CH 3+700 to CH 7+170
Analysis Section Chainage : CH 6+790 (CW to Surat)
Seismic formulas and calculations in this spreasheet is based on " Seismic design and analysis of underground structures by Youssef M.A.Hashash , Jeffrey J. Hook, Birger Schmidt, John I-Chiang Yao "
INPUT PARAMETERS I
Earthquake and Soil Parameters
=
Source to site distance Mw Peak ground particle acceleration at surface Apparent velocity of S-wave propagation
II
Mw
=
6.50
amax
=
0.24 g
Cm
=
320.00 m/s
Soil unit weight
ᵨ =
Soil Poisson Ratio
νm
m
=
(As per GIR) 3
19.00 KN/m 0.30
Structural Parameters Lining thickness
t=
0.275 m
Tunnel diameter
d=
5.80 m
Tunnel inner radius
ri =
2.90 m
Lining outer radius
r0 =
3.18 m
r=
3.04 m
=
12.53 m
Tunnel radius to centreline Depth below the ground Concrete young's modulus
El =
Poissons ratio for lining Area of tunnel lining per unit width
vl = Al =
Lining cross sectional area
Ac =
Moment of inertial of the tunnel section (per unit width)
10.00 km
lc =
35355000.00 kN/m 0.20 2
0.275 m /m 2
5.32 m
4 0.00111 m
2
Subject: Calculation for TBM Tunnel Segmental Lining (Seismic) Lining (Seismic) (MDE) Project : Surat UG01
Prepared by
:
VB
Chainage
Checked by
:
RK
Date
:
19-10-2021
: CH 3+700 to CH 7+170
Analysis Section Chainage : CH 6+790 (CW to Surat) Penzien's approach assuming Full Slip condition
1
Detemine the racking ratio (Rn) and the displacement term Δ D
n lining
as= amax
Estimate ground motion at depth of tunnel
=
0.24 g
(Refer Table 4 )
Assuming stiff soil
Vs=
94
as
=
22.5 22.56 6 cm/s cm/s
=
0.23 0.23 m/s m/s
=
0.00
=
36709. 367 09.89 89 kPa
=
95445. 954 45.71 71 kPa
=
0.22
=
2.30
=
0.00
=
11.80
=
34.19
=
3905.78
2 Detemine the Maximun tangential thrust (T) and moment (M) due to S-waves:
3 Detemine combined stress σ and strain ϵ from thrust and bending moment
Subject: Calculation for TBM Tunnel Segmental Lining (Seismic) Lining (Seismic) (MDE) Project : Surat UG01
Prepared by
:
VB
Chainage
Checked by
:
RK
Date
:
19-10-2021
: CH 3+700 to CH 7+170
Analysis Section Chainage : CH 6+790 (CW to Surat)
Penzien's approach assuming No Slip condition
=
0.25
=
2.25
=
0.00
=
23.06
=
33.44
=
3861.89
2 Detemine the Maximun tangential thrust (T) and moment (M) due to S-waves:
3 Detemine combined stress σ and strain ϵ from thrust and bending moment
Subject: Calculation for TBM Tunnel Segmental Lining (Seismic) Lining (Seismic) (MDE) Project : Surat UG01
Prepared by
:
VB
Chainage
Checked by
:
RK
Date
:
19-10-2021
: CH 3+700 to CH 7+170
Analysis Section Chainage : CH 6+790 (CW to Surat) Wang's approach assuming Full Slip condition
1 Determine the flexibility ratio (F) and full-slip lining response coefficient (k1) =
8.40
=
0.42
=
11.01
=
33.45
=
3818.91
2 Determine the maximum tangential thrust (T) and moment (M) due to S-waves:
3 Detemine combined stress σ and strain ϵ from thrust and bending moment
Subject: Calculation for TBM Tunnel Segmental Lining (Seismic) Lining (Seismic) (MDE) Project : Surat UG01
Prepared by
Chainage
: CH 3+700 to CH 7+170
Analysis Section Chainage : CH 6+790 (CW to Surat)
:
VB
Checked by
:
RK
Date
:
19-10-2021
Wang's approach assuming No Slip condition
1 Determine the no-slip lining response coefficient (k2) =
8.40
=
0.06
x=
=
1.09
y=
=
24.11
=
1.05
=
82.18
=
33.45
=
4077.70
K2
=
1+(x/y)
2 Determine the maximum tangential thrust (T) and moment (M) due to S-waves:
3 Detemine combined stress σ and strain ϵ from thrust and bending moment
Subject: Calculation for TBM Tunnel Segmental Lining (Seismic) Lining (Seismic) (MDE) Project : Surat UG01
Prepared by
Chainage
: CH 3+700 to CH 7+170
Analysis Section Chainage : CH 6+790 (CW to Surat)
SUMMARY
Summary
Wang (1993) Full Slip
No Slip
Penzien (2000) Full Slip
No Slip
T (kN)
11.01
82.18
11.80
23.06
M (kN-m)
33.45
33.45
34.19
33.44
3818.91
4077.70
σ (kPa)
3905.78 3861.89
:
VB
Checked by
:
RK
Date
:
19-10-2021
Subject: Calculation for TBM Tunnel Segmental Lining (Summary) Lining (Summary) Project : Surat UG01
Prepared by
:
VB
Chainage
Checked by
:
RK
Date
:
19-10-2021
: CH 3+700 to CH 7+170
Analysis Section Chainage ::CH CH 6+790 (CW to Surat)
CHAINAGES FORCES
6+790 DL+EP+IL Curtis
Unfactored
Ecc
DL+EP Curtis
Seismic Ecc
Seismic (ODE) S Se eismic (MDE)
Thrust at axis (Ta ) kN/m
1101
708
41
82
Thrust at crown (Tc) kN/m
899
394
41
82
Max Bending moment (M) kNm/m (curtis)
25.27
39.37
17.09
34.19
Min Bending moment (M) kNm/m (curtis)
-25.27
-39.37
-16.72
-33.44 -
Ecc Max Bending moment (M ecc) kNm/m ECC Min Bending moment (Mecc) kNm/m
-
15.14
-
9.73
-
-
12.37
-
5.41
-
-
Total Max Bending moment (Mtmax) kNm/
40.40
49.10
17.09
34.19
Total Min Bending moment (Mtmin) kNm/m
-37.63
-44.79
-16.72
-33.44
Subject: Calculation for TBM Tunnel Segmental Lining (Summary (Summary of forces) Project : Surat UG01
Prepared by
Chainage
: CH 3+700 to CH 7+170
Analysis Section Chainage : CH 6+790 (CW to Surat)
FORCES
Design Values per tunnel meter
:
VB
Checked by
:
RK
Date
:
19-10-2021
Combination DV1
DV2
DV3
1.5( 1.5(DL DL+E +EP+I P+IL) L) 1.2( 1.2(DL DL+EP +EP+I +IL+ L+EQ EQ)) 1.5E 1.5EQ+ Q+ 0.9( 0.9(DL DL+E +EP) P)
DV4 1.0( 1.0(DL DL+E +EP+I P+IL+ L+EQ EQ(M (MDE) DE)
Thrust at axis (Taf ) kN/m
1651
1370
698.47
1183
Thrust at crown (Tcf ) kN/m
1349
1129
415.86
982
Max Bending moment (Mf ) kNm/m
37.90
50.83
61.08
59.45
Min Bending moment (Mf ) kNm/m
-37.90
-50.38
-60.51
-58.70
Design force (Pu) kN max
2312
1919
978
1656
Design force (Pu) kN min
1889
1580
582
1374
Design Bending Moment (M u) kNm max
53.06
71.16
85.51
83.24
Design Bending Moment (M u) kNm min
-53.06
-70.53
-84.72
-82.18
Design Values per segment of 1.4m width
Design Values including additional bending moment due to eccentricity Design force (Pu) kN max
2312
1919
978
1656
Design force (Pu) kN min
1889
1580
582
1374
Design Bending Moment (M u) kNm max
84.85
96.60
97.77
104.43
Design Bending Moment (M u) kNm min
-79.03
-91.31
-91.54
-99.50
Project
Surat UG01
REINFORCED CONCRETE COUNCIL
Client
GMRC
M Ma ade by
Subject
M-N Interaction chart for summary of forces
D a te
VB
BENDING AND AXIA L FORCE to BS 8110:1985
19-Oct-21
Checked
Revision
RK
MATERIALS
fcu
40 N/mm²
gs
1.05
fy
500 N/mm²
gc
1.50
S SE ECTION
Page
Job No
-
COVERS (to main steel) h
275 mm
TOP
50 mm
b
1400 mm
BOTTOM
40 mm
SIDES
45 mm
REINFORCEMENT TOP BOTTOM
Bar Ø
No
Area
%
Space
12 12
11 11
1244 1244
0.323 0.323
118.8 117.8
. .
M:N interaction chart for 275 x 1,400 section, M40 concrete. 14000
12000
] 10000 N k [ D
N n 8000 o i s s e r p m 6000 o C l a i x A 4000
2000
0
Capacity Line Design Value 1 Design Value 2 Design Value 3 Design Value 4
0
50
100
150
200
250
300
350
Bending Moment MD [kNm]
L LO OADS
(ULS) De esi sig g n Valu e ess
De esi sig g n Val Val ue ue 1
Location
Axis Crown De esi sig g n Valu e ess
1.5 (DL+EP+IL)
Axis Crown
1.2(DL+EP+IL+EQ)
ND
MD
ND
MD
2312 1889
85 79
1919 1580
97 91
De esi sig g n Val Val ue ue 3
Location
Design Value 2
1.5EQ+0.9(DL+EP)
Design Value 4
DL+EP+IL+EQ (MDE)
ND
MD
ND
MD
978 582
98 92
1656 1374
104 99
Crack width segment (Crack width check Case B)
Member Properties Width,b Width at centriod of steel bars Overall depth, h Crack Width limit Cover to main Compression Steel (including link diameter) Cover, Cmin to Main Tension reinf. (including link bar dia) Spacer Diameter
1400 1400 1400 275 0.2 48 58
= = = = = = =
mm mm mm mm mm mm mm
Material Properties Concrete grade steel grade Steel Modulus Concrete Modulus Modular Ratio
fcu fy Es Ec, 28 m
50 500 200 17.68 11.314
N/ N/mm2 N/mm2 KN/mm2 KN K N/mm2
Design Service moment (Msls) Design Service axial force (N)
=
62.706 KNm 551.6 KN
DESIGN FOR SLS LOADING AND CRACK WIDTH REQUIRMENTS Prefered Bar Arrangement Compression steel layer 1 Compression steel layer 2 Compression steel layer 3 Centroid of Compression steel Tension steel layer 3 Tension steel layer 2 Tension steel layer 1
Cover to steel Centroid (mm) ac1 = 54 ac2 = 0 ac3 = 0 d' = 54 a1= a2= a3=
Bar Size Spacing (mm) (mm) 12 129.8 0 135 0 135 Total Comp. Steel =
As prov (mm2) 1244 0 0 1244
0 135 0 0 135 0 12 129.8 59 Total Tensile Steel (Ast) =
0 0 1244 1244
Crack width segment (Crack width check Case B)
Member Properties Calculation of neutral axis X
A0=
-3.15957E+06
A1= A2= A3=
1.6285E+04 -8.6762E+01 1.2141E+00
X=
127.0694162
Section Uncracked
F(X)=
Stain (mm) 0.000358 0.000206 0.000417 0.000417 0.00025
Concrete Compression steel Tensile steel layer 1 Tensile steel layer 2 Tensile steel layer 3
-9.3132E-09
Stress (N/mm2) 6.32629001 41.1574714 83.3241742 83.3241742 50.0915177
CRACK WIDTH e1 = e2 = em =e1-e2
0.000417 0.000462 -4.5E-05
acr
85.14829 mm
=
Estimated crack width, Wcr =
Section Uncracked
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