A case study on the reconstruction after demolition of existing tunnel lining

Y.S. Shin Korea Infrastructure Safety & Technology Corporation T.K Yoon Korea Infrastructure Safety & Technology Corporation S.G Han Korea Infrastructure Safety & Technology Corporation ABSTRACT: Through the safety diagnosis of Namsan 2nd tunnel in Seoul, we find not only cracks and leakage in the tunnel lining but also cavities between lining and earth. And there was a possibility of a cave-in along faults and discontinuities . Therefore, the KISTEC proposed three-repair and reinforcement schemes. According to the proposal, the tunnel was reinforced after removing the existing tunnel lining and this study present the case. 1 INTRODUCTION Korea Infrastructure Safety and Technology Corporation(KISTEC), as the affiliated organization under the ministry of construction & transportation of Korea government, mainly deals with detailed inspection and safety diagnosis of major national structures within Korea. Tunnel, subway, bridge, building, dam and structures of water supply and drainage are considered to be object structures of evaluation. Namsan 2nd tunnel, as one of object structures, is a tunnel of 2 lanes per a direction of highway which is passing through the Mt. Namsan located in the center of Seoul, Korea, connecting Jang choongdong of Joong-gu and Itaewon-dong of Yong san-gu. diagnosis of safety through the investigation of records, field observation and safety evaluation, the proper devices of repair and rehabilitation were suggested for Namsan 2nd tunnel, and reconstruction considering safety and economic factors were performed after demolition of existing lining concrete. So, in this paper, considering the results of close safety diagnosis as the focus of contents, wed like to introduce the case of reconstruction after that existing lining concrete was dismantled. 2 MAIN SUBJECT The inspection of structures, Namsan 2 nd tunnel, comprises the investigation of records, field observation, the evaluation of structural safety, the evaluation of current status and the proposition of proper repair and rehabilitation methods. Detailed contents on each item are as follows: 2.1 Specifications of tunnel 1) Location: Seoul (Jang choong -dong, Joong gu ~ Itaewon-dong, Yong san-gu.) 2) Shape: Horseshoe-shaped section 3) Type: Highway tunnel 4) C o n s t r u c t i o n m e t h o d : C o n v e n t i o n a l method(ASSM) 5) Length: 1,620m 6) Width: 9.60m (real width of highway 7.2m) 7) Date of placement: Dec. 1970 2.2 Investigation of records Interior structures of Namsan 2nd tunnel, including air duct slabs, were renovated and existing duct slabs

Fig. 1 View of objective tunnel in 1985

This structure was completed in Dec. 1970, by m e a n s o f t h e c o n v e n t i o n a l m et h o d o f construction(ASSM), but interior structures were renovated in 1976 due to deterioration as like crack, leakage and exfoliation. Thus, as the results of close

were removed at 6 years after that it was placed in 1970. Therefore, such rehabilitations of the lining concrete sections and interior structures reduced the interior section of tunnel. It also made sidewalks for road maintenance useless, and it was easy to feel a narrow prospect in driving.
C L

original ground was also found out within partial cavities of lining concrete.

Fig. 3 Cracking and leakage of Namsan 2 nd tunnel

Fig. 2 before and after the rehabilitation of Namsan 2 nd tunnel

2.3 Visual inspection of status Visual inspection was performed at classified measuring point as lining, interior structures and highway after dividing tunnel into equal distances of 20m. At that time, a vehicle for inspection of tunnel, a magnifying glass and an endoscope were used as testing apparatus. 1) Tunnel lining Longitudinal and lateral cracks occurred at every parts of tunnel lining, the maximum crackwidth was 5.0mm, and leakage of water was mostly occurred at the surroundings of cracks. Besides, concentration of cracks was observed at the contact location of curved section and straight section, as alteration of longitudinal alignment. It is reason why lateral cracks were concentrated on the right side of arch due to thin depth of lining concrete. Other cracks occurred around places where anchor bolts once installed for fixing ventilator, and it was also observed that lots of cracks appeared in testing holes for backward grouting and construction joint. In the case of leakage, it was found through the whole section of tunnel lining, especially, occurrence of leakage was serious at derived drainpipe, which was a half circle shape, though that was already repaired. Moreover, occurrence of leakage led to lots of efflorescence and frost damage, and it was supposed that leakage parts were exposed to the air through ventilator. Partially, it was observed that damage of lining and cavitation, and
Fig. 4 Cavitation of Namsan 2nd tunnel

2) Holes of tunnel lining Because there were scattered holes within tunnel such as holes for installation of anchor bolts, grouting holes for filling cavities, and testing holes, they were up to the number of 182, so, we measured existence of cavities, the depth of cavities and thickness of lining concrete, and then it were intended to compared with results of G.P.R. As results of inspecting holes, the variation of blasting section and depth of lining became more critical, and occurrences of cavities were in the holes of 49% among all, at that case, the depth range of cavities was 2cm~113cm and average depth was about 30cm. It showed leakage due to such holes, and cracking and efflorescence were occurred in surroundings. 2.4 Field observation and examination 1) Quality test of concrete The methods of quality test related to concrete of tunnel lining and Interior structures are follows: -Nondestructive test: surface hardness testing by rebound hammer, measurement of velocity of ultrasonic pulse), inspection of bars location,

Table. 1 Parameter of G.P.R test

Items Sampling Rate Measurement Range Vertical Filter Horizontal Filter

Lining concrete 30ns HP: 4, LP: 40

Interior duct Investigation of Investigation of retaining wall structures stratum 512 sampling/scan, 50 scan/sec 12, 20ns HP:2, LP:30 60, 80ns HP:4, LP:40 N:5 which is mainly in including steel tape. As the result after 3times measurement, the value of inner displacement was inspected as 0.06~1.33mm. At this time, the error range due to temperature change was evaluated by following formula. L = K T (L-0.2) K : coefficient of temperature expansion(12106 /degree celsius ) T : temperature change at measuring point L : length of measurement As measuring error was 1.2mm by means of temperature change and length of measurement, inner displacement was satisfied within error range. So, it was evaluated that there was not safety in structure and ground according to variation of tunnel section. 4) Geological survey Geological survey was performed by subsurface exploration and boring test. Strata mainly consisted of biotite and granite of the Jurassic and the Mesozoic. It was measured that surface soil layer, common rock layer and hard rock were located in order from surface of ground. The surface soil layer was distributed at the location of GL(-)6.8m. As the results of standard penetration test, gave the N value of surface soil layer ranging between 4~50, it represented that density was from loose to very dense. Therefore, weathering degree of base rock layer, which is s e o u l-granite layer contained particles of 3~5mm, was Slightly~ Moderately Weathered.
Rehabilitation of cavity Existing lining Newly lining 0.142 0.465 3.305 0.693 0.132 0.2610 -4 0.110-3 0.3110 -3 0.76 0.39

30, 40ns HP:4, LP:40

steel corrosion test, carbonation test. -Core sample test: compressive strength test chloride content test As results of measurement, compressive strengths of tunnel lining concrete and Interior duct structures were higher than standard design strength. 2) G.P.R The depth of lining concrete and inspection of cavities, bars and steel timbers were investigated using G.P.R method. Test apparatus for them was SIR-20A, and parameters of test are shown in table 1. The results of G.P.R test showed that the thickness of lining concrete was very irregular, and the range of thickness was 13cm~104cm. The reason why the blasted section was not uniform was due to the conventional blasting method and differences of centreline of tunnel between design and execution of work. Therefore, cavity of back lining was inspected in portion of arch and side wall, and it was treated as cavity portion compared to results of lining holes. 3) Inspection of inner displacement In order to evaluate safety of structures and ground by means of measuring results as like variation status of tunnel section and velocity of variation, it was applied that inner displacement seismograph,

Table. 2 Evaluation results of structural safety Items Max. shearing stress of 2 lining(kg/cm ) Bending stress of lining(tm ) Max. axial stress of 2 lining(kg/cm ) Max. vertical(mm) Displacement Within tunnel Horizontal(mm) Original ground 0.04 0.246 3.26 0.558 0.139

5) Other Inspections In addition to the above mentioned test, survey of tunnel section and several inspections such as vibration, poisonous gas, the quality of water, ventilation equipment, electricity equipment, fire extinguishing equipment were performed. 6) Evaluation of structural safety Evaluation of structural safety was performed by analysis of tunnel and interior duct structures. Especially, analysis of tunnel using Finite Difference Method was carried out at the places, within 50m from the tunnel exit. At those places , it was already confirmed that deterioration of lining concrete was serious due to thin overburden and leakage. 3 SELECTION OF PROPER REPAIR AND REHABILITATION METHOD 3.1 Results of tunnel inspection It was analyzed there was not structural variation in Namsan 2nd tunnel, so, it was not necessary for need of any structural reinforcement. But it deserved to be suggested as application of proper repair and rehabilitation methods according to considering large parts of damage and deterioration. 1) General status of lining concrete - Occurrence of cavities more than 50% at the longitudinal direction of arch parts of lining - Occurrence o f c r a c k i n g m o r e t h a n crackwidth of 0.3mm(arch of lining : 70%, wall of lining : 50%) - Occurrence of leakage at whole parts result from execution of work without considering waterproofing agent - Occurrence of frost damage at the entrance and exit of duct due to ventilation air. 2) Other problems - There were limits of general repair, rehabilitation and maintenance, because the distance between interior structure and sidewall of lining was so narrow due to newly construction of interior structure. 3.2 Comparison of repair and rehabilitation methods 1) If only reinforcing concrete are overlaid, the problems, as following, will be occurred due to lack of uniform of section, alignment and thickness of existing lining concrete.

- Size of reduced section is 133m, which is need for removal existing lining concrete - Difficulty in making uniform thickness of reinforcing concrete section owing to disagreement of alignment between normal portion and reinforcing concrete. - Difficulty in setting up proper countermeasure for removing of existing lining concrete which is less than 30cm. 2) lots of leakage were occurred in structures result from inflow of underground water according to deterioration and damage of existing lining concrete. So, if the method of sheet waterproofing will be performed as like 2nd proposal, it will be expected that continuous deterioration and damage, such as corrosion of steel timbers and bars, will be occurred by higher moisture percentage of existing lining concrete, although leakage is controlled by derived drain. 3) As results of G.P.R test and inspection of existing lining holes, cavities, more than 50%, were distributed at the longitudinal direction of arch parts of lining, besides much more cavities are expected by fault, joint of rock and bad filling up. Therefore, back grouting itself is not sufficient to be perfect countermeasure for them. 4) Wedge failure was observed in the intersection point of developing joint. Beside, surface water was flowed in throughout the fault of exposed rock. So, in the case of execution of work after removal of existing lining concrete, as like 1st proposal, it is evaluated as the optimum method for repair and rehabilitation. That reason is why new methods like shotcrete, rock bolts and new measuring system could be applied in accordance with ground status of lining concrete. So, in this paper, the 1st proposal was suggested as the better method. 4 CONCLUSION Namsan 2nd tunnel, which is passing through the Mt. Namsan located in the center of Seoul Korea, is the tunnel of 2 lanes per a direction of highway, connecting Jang choong -dong of Joong-gu and Itaewon-dong of Yong san-gu. From results of detailed inspection, we found occurrence of cavities in arch part of lining and lots of cracking which was larger than crackwidth of 0.3mm. Moreover, because of construction without considering waterproofing agent, frost damage around the entrance and exit o f duct were observed by leakage. There were limits of general repair, rehabilitation and maintenance, because the distance between interior structure and sidewall of lining was

LININGCONC

LININGCONC

LIMINGCONC

LIMING CONC

so narrow due to earlier works on the interior structure. Consequently, as the result of evaluation, it was suggested that reconstruction, after removing of existing lining, was the preferred method. Based on those results, reconstruction was performed after demolition of existing tunnel lining, and now, the tunnel i s r e o p e n e d f o r s e r v i c e w i t h t h e reconstruction completed.

C L

C L

(UNINCCONC)

100)

100)

LS-50X50XG C.T.C 4,000

LS-50X50XG C.T.C4,000

350)

350)

Table. 3 Comparison of repair and rehabilitation methods 1st proposal 2nd proposal Reconstruction after removal of existing lining

3rd proposal

Methods

Pla c i n g c o n c r e t e f o r Reinforcing of existing reinforcing of lining after removal tunnel after establishing new of interior structures tunnel with 2 lane 1. removal of interior structures 1. construction of new and drainage channel tunnel 2. light weight grouting to cavities 2. following 2nd proposal of lining in order after completion of 3. cleaning of lining surface new tunnel 4. sheet waterproofing works 5. placing lining concrete 6. placing duct slab concrete 7. installation of interior decoration and incidental equipment 8. pavement and setting drainage channel 2 lanes 4 lanes 9,000,000,000 won 12 months 1. extension of tunnel width, effective again s t s h o r t t e r m transportation countermeasure 2. semipermanent method 3. facility in maintenance by means of sidewalk 4. low cost 5. increasing efficiency of ventilation 6. no disturbance to Namsan 1st tunnel 40,000,000,000 won 44 months 1. effective against short and long term transp ortation countermeasure 2. permanent method 3. facility in maintenance 4. better ventilation 5. application of new method 6. management of measuring is possible 7. needless of control traffic 1. need of additional cost for construction of new tunnel 2. need of countermeasure for disturbance to Namsan 1st tunnel

1. removal of interior structures, drainage channel and existing lining 2. installation of timbering 3. installation of shotcrete and Outline of rock bolts duct slab concrete 4. placing work 5. installation of interior decoration and incidental equipment 6. pavement and setting drainage channel lane cost period 2 lanes 15,000,000,000 won 20 months 1. extension of tunnel width 2. permanent method 3. facility in maintenance 4. increasing efficiency of ventilation 5. adjustment of section is possible 6. management of measuring is possible 7. method considering status of ground 1. cost up than 1st proposal 2. need of measuring managem e n t a b o u t c o l l a p s e under construction 3. need long period than 1st proposal 4. need of ventilation at center of tunnel 5. need of countermeasure for disturbance to Namsan 1st tunnel O

merit

defect

Recomme ndation

5 REFERENCES R.S Sinha, Elsevier, Underground Structure, 1991 -

Hoek. E. and Brown, E.T., London, Underground Excavation in Rock, Instn Min and Metall, 1980 Richard E. Goodman, John Wiley & Sons, Introduction to Rock Mechanics, 1989

Roye Hunt McGraw-Hill, Geotechnical Engineering Analysis and Evaluation, 1986 Z.T.Bieniawski, John Wiley & Sons, Engineering Rock Mass Classification