Enlargement of live line tunnel by drilling and blasting

Y. Kobayashi Affiliation Sato kogyo Co., Ltd. H. Imaoka, K. Ito, T. Yamamoto, K. Saito Affiliation Sato kogyo Co., Ltd.

ABSTRACT: Technological development for the enlargement of existing tunnels is increasingly required to cope with problem related to traffic congestion, partial amendments of the Japanese ordinance of the public road structures and large-sizing of freight vehicles. There are cases , when the tunnel traffic must be maintained through existing tunnels during their reconstruction due to non-availability of detours, sometimes for widening a hard rock tunnel. Then, excavation by drill and blast is sometimes desired for widening a hard rock tunnel. Enlargement of live line tunnel (ELLTN for short) is a tunneling method that adopts a travelling protector (staging ) which can endure the impact by drilling and blasting. By the ELLTN method, reduction of construction cost and time can be achieved. It is applicable to various geology and tunnel lengths. This paper reports on the outlines of the ELLTN method and the Shikishimanai tunnel project, which used the ELLTN method. the construction is suspended temporarily (for a two lane tunnel, for example, traffic might be restricted to a single lane during construction, and the control is lifted to allow two -lane traffic when the construction is suspended temporarily), and (6) efficiency and economy. 2 CONVENTIONAL CONSTRUCTION METHODS AND PROBLEMS The conventional tunnel widening method with open traffic is shown in Figure 1. Fixed portal protectors are installed throughout the tunnel before excavation to secure traffic safety.

1 INTRODUCTION The Road Structure Ordinance was partly modified in 1993 in Japan. To ensure safe and smooth passage for pedestrians, and to cope with increasing large vehicle traffic, the rule on reduction of min imum width of tunnels was abolished. For a solution of traffic jams by sharp increase in vehicles in recent years and for renewal of old tunnels, the section and width of many existing tunnels are required for an enlargement. Tunnel widening is considered better than construction of a new tunnel because it reduces effect on natural environment and promotes environmental compatibility by not constructing another tunnel. Most tunnel widening projects involve complete closure of traffic during construction. It is necessary, however, to widen tunnels while allowing traffic when no detours are available or traffic closure impacts the community life seriously. The conventional widening projects with open traffic used portal protectors that were installed throughout the tunnel to provide passage for vehicle. The conventional method has problems in workability and economy. It is necessary to develop a new construction method to enlarge and widen the existing tunnel sections more efficiently. We have tried to develop a new construction method satisfying the following requirements, (1) widening a tunnel without traffic closure, (2) excavation by blasting, (3) possibility of machine excavation if necessary, (4) suitability for long tunnels, (5) ease of lift of traffic control when

Figure 1 Conventional Live Line Tunnel Widening

Machine excavation is carried out most cases using breakers and partial cutting machines . For this reason, the tunnel widening method is restricted to tunnels located in the relatively soft bedrock area where

machine excavation can be used. Some tunnel widening projects are actually carried out in hard rock areas for various reasons. In one of the cases, machine excavation with the rock breaking method was used, but the rock breaking method was very inefficient and a huge construction cost and long construction period were required. In another case, excavation by blasting, which features very high efficiency for hard rock applications, was used. When using the blasting method, very robust protectors must be designed, manufactured, and installed considering shock force of scattered muck resulting from blasting. For this reason, a huge amount of cost and a long construction period resulted. Generally, for the tunnel widening with open traffic, blasting was not much used in Japan. The machine method has been used to widen tunnels, but in most cases, the application was limited to short tunnels. 3 OUTLINE OF ELLTN CONSTRUCTION METHOD

Figure 3 shows travelling protector. Figure 4 illustrates the structure and mechanism of units. The protector generally comprises a front, an intermediate, and an end frame-unit.

Figure 3 Structure and Mechanism of Travelling Protector (Stage)

Front frame Intermediate frame End frame Figure 4 Structure and Mechanism of Units

3.1 Structure, Mechanism, and Features of Travelling Protector Figure 2 shows the construction by ELLTN method.

The portal shaped front frame is approximately 10 meters long. The frame is inserted into the existing tunnel to excavate. The cut face lies along and above the front frame. When excavation is done by blasting, the effect of blasting is always limited to the front frame. The front frame is designed robust enough to resist shock load due to the blasting. As will be detailed later, the support walls on both sides of the frame will open up horizontally to put into service traffic lanes that are restricted during construction. The -shaped intermediate frame is also approximately 10 meters long. The intermediate frame provides a working deck for construction machines. The number of intermediate frames varies with the number and size of construction machines to be used. The standard configuration of the system, shown in Figure 3, has three intermediate frames. The support walls on both sides of the intermediate frame also open up horizontally. The 15 meters long end frame is basically of the same structure as the intermediate frame. It is provided with a lift to carry in and out construction machines and materials. The support walls of the end frame also open up horizontally. All frames are connected together. The total length of the system with the number of frames shown in the figure for the standard configuration is approximately 55 meters. The gross weight is approximately 420 tons. 3.2 Safety and Environmental Considerations The newly developed travelling protector is provided with a protective bulkhead, as shown in Figure

Figure 2 Construction by the ELLTN Method

The ELLTN method is used to widen a tunnel while opening traffic by blasting using the newly developed travelling protector. The travelling protector consists of a working deck and support walls provided underneath the working deck. The support walls have a traveling device. By laying rails in the tunnel, the whole protector can move freely along the tunnel. The protector length can thus be minimized, and unlike conventional construction methods, the protector need not cover the whole tunnel to be widened. As the protector is movable, only a part that is subject to the effect of blasting need be designed and manufactured firmly enough for resisting the effect of blasting. It is thus possible to design and manufacture an economical protector.

5, on each the front and the rear of the system. The bulkheads perfectly separate the work area from the public traffic area for safe driving of vehicles through the protector. After-gas, dust, and generated by blasting or spraying are perfectly removed within the work area using dust collectors, ventilating pipes, and other ventilating equipment that are installed in an effective layout within the completely enclosed work area. This design assures that the surrounding environment is not affected.

4 CONSTRUCTION PROCEDURES Major widening operations with the newly developed travelling protector is shown in Figure 7. The working procedures are basically similar to the NATM tunnel excavation method.
(1) Drilling and Charging

Drilling and charging are performed using boom type drill jumbos arranged on the upper and lower half.
(2) Blasting

Figure 5 Protective Bulkheads and Effective Ventilation System

Controlled blasting is used to prevent damage to the ground, to restrict vibration and noise, and prevent damage to the frames. During blasting, protection sheets are set in front of the working machines pulled back. Traffic is shut down in the tunnel for safety. After blasting, ventilation and safety are confirmed before opening the tunnel for traffic. Traffic shutdown lasts approximately 20 minutes.
(3) Mucking

3.3 Two Lanes Are Secured At a pause of operation work With the conventional tunnel widening method with protectors installed throughout the tunnel, the number of lanes in the tunnel is restricted and it is impractical to increase the number of lanes during the construction period unless all protectors are removed. With the newly developed travelling protector method, the support walls open up laterally as shown in Figure 6. When, for example, a two-lane tunnel is controlled for a single-lane alternating traffic for construction, the restriction can be released and the original two-lane traffic is recovered during a pause of operation work by moving the protector back to completed reconstruction area, and extending the support walls on both.

Excavation muck is tipped from the protector with a backhoe o r a breaker into a loading machine (Schaeff Loader, etc.) or transport machines (dump trucks, etc.) for disposal. In parallel with mucking or chopping , supports and lock bolts of the existing tunnel are dismantled, cut, and removed.
(4) Supporting

Steel and other supports are erected using the booms of boom type drill jumbos. Concrete is sprayed using a shotcreting robot set up on the protector. Rock bolts are applied from above the protector in principle. When enough space is not available, connecting bolts are used or bolts are applied diagonally. The bolts are applied to the existing tunnel before construction when necessary.
(5) Movement of Travelling Protector (Stages)

When the above operations are completed, the protector is moved forward to do the next cycle of excavation. The protector is provided with hydraulic units for self-mobility.
Figure 6 Release of Lane Control at a pause of operation work

With the conventional construction method, such as invert-excavation and lining of the widened sections can only be initiated after removing the protector. Because the protector that is movable as shown in Figure 8, the invert excavation and the lining can be

performed in parallel with excavation. This greatly reduces the construction period.

Figure 8 Succeeding Operations can be performed simultaneously

5 MERITS OF THE ELLTN CONSTRUCTION METHOD The merits of the ELLTN construction method are listed below in comparison with the conventional methods. Construction length: The conventional method requires installation of protectors throughout the tunnel length. For this reason, widening is generally limited to short tunnels of approximately 100 meters or so considering efficiency and economy. The new method can use blasting and thus is highly efficient and is suitable for widening of long tunnels. Construction period: Conventional methods typ ically rely on machine excavation using a rock breaking method with low excavation efficiency in hard rocks in the last resort. As a result, a very long construction period is required. With the new method that uses blasting, efficiency is improved even in hard rock areas and thus the construction period can be shortened. The succeeding operations, which must be done after removing the protectors in the conventional method, can be done simultaneously. Protector: The protectors used in the conventional method must be installed throughout the tunnel because they are fixed types. When blasting is expected, all the protectors must be reinforced. With the new method, the total length of the protectors can be only approximately 55 meters because they are movable. Furthermore, protectors are only partially reinforced because the area affected by blasting can be identified. This enables for efficient blasting.
Supporting Figure 7 Major Operations

Blasting

Mucking

Traffic control: A short protector can be set up and removed more quickly than long one used in the conventional method. Traffic lane is controlled throughout the construction period and until the protectors are removed in the conventional method. With the new method, the number of lanes can be increased at during construction pause because the support walls can be extended.

6 SHIKISHIMANAI TUNNEL CONSTRUCTED BY ELLTN METHOD The 10 km stretch from Iwanai Town to Suttu Town on the National Road 229 is the trunk road in this area. The road showed significant deterioration recently, and the tunnels were narrow. Otaru Development and Construction Department, Hokkaido Development Bureau, Ministry of Land, Infrastructure and Transport, planned to improve the Iwanai Road including construction of a new long tunnel and widening of a existing tunnel. The Shikishimanai tunnel is located approximately 5 km away from Iwanai Town. It was constructed in 1962 as a part of the National Road that is 6.0 meters wide. The tunnel is so narrow that large vehicles can hardly pass each other. It is difficult to build a detour by a new tunnel because the tunnel is positioned along the coast. It was decided, therefore, to widen the existing tunnel. It is impossible to stop traffic completely during the expected construction period because no nearby detour is available and the route is a lifeline for distribution and community life in the area. A plan was set up to widen the tunnel while opening to traffic. Sato Kogyo Co., Ltd. construction company for this project, decided to use the ELLTN method to widen the tunnel without closing the road for vehicles , as the ground was made up of granite and other hard rocks, and excavation by blasting was imperative for efficient work. 7 OUTLINE OF THE PROJECT Table 1 shows the outline of the tunnel-widening project. Figure 9 shows the standard cross section for widened tunnel.
Table 1 Project Outline Project name Shikishimanai Tunnel Construction, General National Road Iwanai Town in 2000 Project Dwner Otaru Development and Construction Department, Hokkaido Development Bureau, Ministry of Land, Infrastructure and Transport Site Address Shikishimanai, Iwanai Town, Iwanai County, Hokkaido Tunnel length 146m 2 Inner sectionionl Existing tunnel 31.0 m ; widened tunnel 2 Area 62.9 m

Figure 9 Standard Cross Section

The length of the original Shikishimanai tunnel was 146 meters, inner section 31.0 m2, and road width 6.0 meters. It was difficult for large vehicles to pass each other. The purpose of the project was to increase the inner section to 62.9 m 2 and road width to 9.75 meters with sidewalks. The travelling protector consists of one front and one end frame each, and two intermediate frames. The total length is 46.5 meters. Photo 1 shows the travelling protector set at the Shikishimanai tunnel.

Photo 1 Travelling Protector (Stages) set on the Site

The road was closed for 20 minutes for each blasting. All other operations were performed while securing single lane traffic inside the travelling protector. Photo 2 shows the face immediately after blasting. The blasting system adopted a non-electric percussion cap type detonator that was safer against static electricity occurring at the protector and also to the driving power source. Controlled blasting was employed to minimize shock load from blasted rock to the protector. Blasting was made only once every day at night when the night traffic was low. No

blasting was done in the daytime because the area belonged to a sightseeing spot.

The tunnel was excavated 1.0 to 1.2 meters per day. Excavation completed in approximately five months. After nearly 100 rounds of blasting, the travelling protector sustained no serious damage. Traffic was not obstructed during the construction. The widening excavation was successfully carried out. This verified the effectiveness of the newly developed ELLTN method. 7 CONCLUSION The new widening method can widen and reconstruct tunnels without stopping traffic. It is a safe, economical, effective for widening of tunnels with open traffic. We hope that the method should be used in many existing tunnels. Recently, a series of accidents of fractional fall of linings on old tunnels occur in Japan. As a countermeasure, it is possible to use this method for a partial repairing.

Photo 2 Face Immed i ately after Blasting