International Symposium on Underground Excavation and Tunnelling 2-4 February 2006, Bangkok, Thailand

Causes of Shield Segment Damages During Construction

Mitsutaka Sugimoto1
1

Department of Civil Engineering, Nagaoka University of Technology, Niigata, Japan

ABSTRACT Recently, wider segment, thinner segment, and segment without secondary lining have been adopted to save the construction cost in Japan. Furthermore, since shallow underground space has been congested, urban tunnels have been constructed in deeper underground. As a result, shield segment damage during construction increased. These facts indicate that construction load is one of the dominant loads for segment. Segment damage makes less durability of the shield tunnel. Therefore, JSCE established the technical committee on construction loads on segment during construction in 2003. This paper presents the cause of shield segment damage during construction, based on the interim report by the above TC in 2005.

1. INTRODUCTION The design loads for shield segment in Japan (JSCE, 2001) are shown in Table 1. In this table, Primary loads are the basic loads to be always considered in segment design. Secondary loads are the loads to act during construction or after completion of the tunnel, which shall be taken into account according to the objective, the construction condition, and location of the tunnel. While, Special loads are the loads to be specifically considered according to the ground condition and the tunnel usage. Here, Construction load is categorized in Secondary loads and is composed of 1) shield jack thrust, 2) backfill grouting pressure, 3) erector operation load, and 4) others. Wider segment, thinner segment, and segment without secondary lining adopted recently cause shield segment damage during construction, such as crack, striping, and chipping. These facts indicate that construction load is one of the dominant loads for segment. Through the experience from the huge amount of shield tunnelling works, it was indicated that almost shield segment damages are occurred by the construction loads, the increase of earth pressure due to the consolidation settlement around the tunnel after completion of the tunnelling, and the change of earth pressure due to Table 1. Classification of loads (JSCE, 2001, p.39) the adjacent construction work Type Loads around the tunnel (Koyama, Primary loads 1. Vertical and horizontal loads 2001). Segment damage makes 2. Water pressure less durability of the shield 3. Dead weight tunnel. Therefore, JSCE 4. Effects of surcharge established the technical 5. Soil reaction committee on construction Secondary loads 6. Internal loads loads on segment during 7. Construction loads 8. Effects of earthquake construction in 2003. To Special loads 9. Effects of two or more shield tunnels construction establish the segment design 10. Effects of working in the vicinity method taking account of the 11. Effects of ground subsidence construction loads during 12. Others construction, this TC is carrying out the followings: 1)

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Carry out the questionnaire survey and collect the site data concerned with construction loads to grasp the recent actual status of segment damage; 2) Examine the collecting site data to study the mechanism of shield segment damage during construction; 3) Develop the preliminary evaluation method on construction loads on segment during construction; and 4) Study the segment design method taking account of construction loads during construction. This paper presents the recent actual status of segment damage and the cause of shield segment damage during construction from the questionnaire survey, and finally, the recommendation for further research to escape the shield segment damage during construction, based on the interim report (JSCE, 2005) by the above TC.

2. SEGMENT DAMAGE The questionnaire survey concerned with construction loads was carried out for 15 major experienced general construction companies to grasp the recent actual status of segment damage. As a result, the information on the shield tunnelling work and the segment damage was obtained from 50 sites. The characteristics of these data are as follows: 1) The grounds at the tunnel are distributed from soft alluvial layer to stiff diluvial layer. 2) About 80% of minimum radius of the tunnel alignment is larger than 50m. 3) The diameters of TBM have a range from 3m to 10m. 4) About 90% of the target segments are RC segment with less than 1.5m width. This section shows the brief summary of the questionnaire survey (JSCE, 2005). Note that this questionnaire survey allows multiple answer, and the answer depends on the subjectivity of the answerer. Table 2 shows the classification of segment damage during construction, based on the site experience. Figure 1 shows the frequency of segment damage during construction for segment damage type basis, and the number of Type of segment damage during construction in Figure 1 corresponds to the number in Table 2. From this figure, the followings were found: the major segment damages are Crack in axial direction (Type 1) and Chipping at segment corner (Type 3); and the next frequent segment damages are Crack/ Stripping around ring joint box (Type 6), Crack/ Stripping around segment joint box (Type 7), and Crack in circumferential direction (Type 2) in descent order. Figure 2 shows the construction stage at segment damage appearance. From this figure, it was found that about 70% of Crack in axial direction (Type 1) appears at the curve alignment, but even at the straight alignment the same type damage appears. On the other hand, the other type segment damages have no obvious relation with the construction stage and the tunnel alignment. These facts indicate the followings: Type 1 segment damage has much relation with the tunnel alignment; and the other type segment damages get less influence of the construction stage and the tunnel alignment. Figure 3 shows the position of segment damage during construction. From this figure, the followings were found: segment damage at spring line appears in Type 1 segment damage significantly, compared with the other type segment damages; about 60% of Crack in axial direction (Type 1) appears at A segment and B segment; and about 70% of Chipping at segment corner (Type 3), Crack/ Stripping around ring joint box (Type 6), and Crack/ Stripping around segment joint box (Type 7) appears at B segment and K segment. These facts indicate the followings: Type 1 segment damage is related with the position of segment; and Type 3, Type 6, and Type7 segment damages have much relation with the shape of segment piece, i.e., B segment and K segment. Figure 4 shows the timing of segment damage during construction. From this figure, the followings were found: Type 1 segment damage does not appear at the segment installation; about 80% of Type 1 segment damage appears during the excavation when the segment is inside tail and at tail passing; and about 80% of Type 3, Type 6, and Type7 segment damage appears at the segment installation and during the excavation. These facts indicate the followings: Type 1 segment damage gets the influence of excavation; and Type 3, Type 6, and Type7 segment damages have a relation with the workmanship.

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No. Shield segment Figure damage 1 Crack in axial dir. 2 Crack in circumferential dir. 3 Chipping at segment corner 4 Stripping around segment joint 5 Stripping around ring joint 6 Crack/ Stripping around ring joint box 7 Crack/ Stripping around segment joint box 8 Stripping at outer surface

Number of damage

Table 2. Classification of segment damage during construction (JSCE, 2005, p.17)

:less than once within 20-30ring :more than once within 20-30ring :more than once within 2-3ring

Type of segment damage during construction

Figure 1. Frequency of segment damage during construction (JSCE, 2005, p.17)

:others :excavation at curve :excavation at straight line :initial excavation at curve :initial excavation at straight line

Number of damage

Type of segment damage during construction

Figure 2. Construction stage at segment damage appearance (JSCE, 2005, p.19)

:others :invert :crown :spring line :whole segment :A segment :B segment :K segment

10 Appearance of non-visible crack 11 Buckling of longitudinal rib (steel segment) 12 Deformation of rib (steel segment) 13 Break of joint bolt

Number of damage

9 Hair crack at inner surface

Type of segment damage during construction

Figure 3. Position of segment damage during construction (JSCE, 2005, p.19)

Number of damage :others :just after tail :during excavation, at tail passing :during excavation, inside tail :at segment installation

14 Others

Type of segment damage during construction

Figure 4. Timing of segment damage during construction (JSCE, 2005, p.19)

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Table 3. Classification of cause of segment damage during construction (JSCE, 2005, p.19)
Stage Design Category Ground Cause A. Stiff ground B. Soft ground C. High hydraulic pressure D. Sharp curve E. Sudden slope transition F. Insufficient tail clearance G. No articulated mechanism H. Thinner segment I. Wider segment J. Division pattern of segment K. Characteristics of joint L. Characteristics of sealing material a. Excess jack thrust b. Eccentric each jack thrust on segment piece c. Inclination of jack against segment d. Eccentric total jack thrust acting on segment ring e. Contact between tail and segment f. Non-flat joint g. Open joint h. Accuracy of segment installation i. Eccentric grease pressure j. Eccentric grouting pressure k. Improper tightening force of joint l. Insufficient grouting Refer

Tunnel alignment TBM Segment

Construction

Shield jack

Shield tail Segment installation Others

Fig. 5 b. Fig. 5 c. Fig. 5 d. Fig. 5 e. Fig. 5 f. Fig. 5 g. Fig. 5 h. Fig. 5 i Fig. 5 j.

3. CAUSE OF SEGMENT DAMAGE Cause of segment damage exists not only at construction stage but also at design stage. Table 3 shows the classification of cause of segment damage during construction, based on the site experience, under the condition that all of the products have a certain accuracy on the dimension and the material property. The cause of segment damage at design stage comes from ground, tunnel alignment, TBM, and segment. In case of stiff ground (A), since larger ground reaction force does not allow rotation of the TBM, the TBM axis direction has some deviation from the segment axis direction. In case of soft ground (B), the control of TBM at sharp curve is sometimes difficult since less ground reaction force is insufficient to support the jack thrust and the jack moment along the segment. High hydraulic pressure (C) requires the high jack thrust. Sharp curve (D) and sudden slope transition (E) decreases the tail clearance due to geometric condition. Furthermore, composite alignment in horizontal and vertical direction makes the TBM control difficult. Insufficient designed tail clearance (F) and wider segment (I) make the contact between the segment and the tail easily. No articulated mechanism on TBM (G) gives less fitting of the skin plate for the excavation surface around the skin plate. Thinner segment (H) generates the eccentric each jack thrust on the segment piece. Improper division pattern of segment (J) makes the segment installation work difficult. Improper characteristics of joint (K) and improper characteristics of sealing material (L) generate the stress concentration on the segment. The above mentioned is the example of the effect of each cause. On the other hand, the cause of segment damage at construction stage is related with shield jack, shield tail, segment installation, and others, as shown in Table 3. Furthermore, some causes are illustrated in Figure 5. The example of the effect of each cause is shown below. Excess jack thrust (a) increases the compressive stress in the segment. Eccentric each jack thrust on segment piece (b) and open joint (g) generate the moment to the segment piece. Eccentric total jack thrust acting on segment ring (d) generates the moment to the segment ring. Inclination of jack against segment (c), contact

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Stripping

Jack spreader

Segment

Jack

Skin plate Segment Jack thrust Crack

Tail brush Segment

Stripping

Eccentric pressure

Insert Jack thrust Segment

Crack

Chipping

Figure 5 Cause of segment damage during construction (JSCE, 2005, p.37)

tal lat io n

en t

100 90 80 70 60 50 40 30 20 10 0
G

Number

32

Number

L K J

11 12 1

C B A
nd ro u

13 7 7
nm

D,E
33

H G
1
TB M t Se gm en

37

100 90 80 70 60 50 40 30 20 10 0

d
41

h
44

b
28 13

e
55

f,g
41

a
ja ck eld

l k i, j
O th er s

5 11 6

el al ig

iel d

tai l Sh Se gm en

Figure 6 Frequency of cause of segment damage during construction (JSCE, 2005, p.19)

Tu nn

71

ti ns

sh i

between tail and segment (e), non-flat joint (f), less accuracy of segment installation (h), eccentric grease pressure (i), and eccentric grouting pressure (j) generate the stress concentration on the segment. Less tightening force of joint (k) allows the deformation of the segment ring easily. Insufficient grouting (l) decreases the effect of the ground reaction force. Figure 6 shows the frequency of each cause of segment damage during construction. From this figure, the followings were found. At the design stage, the shape of segment such as thinner segment (H) and wider segment (I), and the tunnel alignment such as sharp curve (D) and sudden slope transition (E) are the major causes of segment damage. While TBM in Figure 6 shows small contribution to segment damage, it is noted that insufficient designed tail clearance (F) at TBM increases the possibility of the contact between tail and segment (e). At the construction stage, contact between tail and segment (e) in shield tail is the major cause of segment damage. The next frequent causes of segment damage are related with segment installation such as, non-flat joint (f), open joint (g), and less accuracy of segment installation (h). Eccentric total jack thrust acting on segment ring (d) and eccentric each jack thrust on segment piece (b) in shield jack also have a large contribution to segment damage. For example, the mechanism of Type 1 segment damage due to contact between tail and segment (e) is examined. At the design stage, tunnel alignment (D, E), designed tail clearance (F), TBM with/without articulated mechanism (G), and segment width (I) determine the geometric condition for tail clearance. At the construction stage, ground reaction force (A, B), applied jack moment (d), overcutting area by copy cutter, and so on, determine the shield postulate, where usually the overcutting area has more influence to the shield postulate than the jack moment. Consequently, the inclination of the TBM axis against the segment axis is occurred. Then the distribution of tail clearance becomes non-uniform. Under a certain condition, the shield tail contacts with the segment (e). Furthermore, smaller designed allowance of tail clearance from the viewpoint of the geometric condition, existence of the hardened grouting material inside the tail brush after the intrusion of grouting material due to large tail clearance at the sharp curve, excess grouting pressure (j), and insufficient grease injection to the tail clearance (i), increase the possibility of contact between the tail and the segment. When the shield tail contacts with the segment, Type 1 segment damage appears due to the large moment on the segment, as illustrated in Figure 5 e.. The contact between the tail and the segment makes the segment deformation easily. The segment deformation makes non-flat joint (f), open joint (g), less accuracy of the segment installation (h), eccentric each jack thrust on the segment piece (b), inclination of the jack against the segment (c). Furthermore, non-flat joint (f), open joint (g), and less accuracy of segment installation (h) also depends on the workmanship. As shown in the above, when a cause of segment damage is examined, it is necessary to remind the followings: 1) The design stage contributes to the segment damage. Therefore, in order to escape segment damage, it is necessary to examine the design conditions carefully. Furthermore, under a certain setting condition at the design stage, it is impossible to escape segment damage, even if the construction work is done correctly. 2) A segment damage usually results from the several causes not only at the design stage but also at the construction stage. 3) A cause is related with another causes complicatedly.

4. RECOMMENDATION To escape the shield segment damage during construction, the following process is required for further research: 1) Grasp the actual status of construction load and segment by measurement. 2) Make clear the major causes of each segment damage and the mechanism of each segment damage, based on empirical rule and site measurement. 3) Develop the analysis method on construction loads on segment during construction. 4) Establish the segment design method taking account of the construction loads during construction.

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5) Carry out the preliminary study on the Table 4. Method vs. objective construction loads on segment during Method Study on Preliminar Constructi Mechanis y study on construction, and feed back its information to m manageme the design of tunnel alignment, TBM, and nt segment before start of the construction. Empirical yes yes yes 6) Carry out the construction management by rule using some measurements which are required Measuremen yes no yes by the above method. t These progress stages are shown in Table 4. Analysis yes yes yes/no Measurement is important and 2.00 measurement plan should be made according 1.95 to the requirements of its objective. Usually, the 1.90 intensive measurement is required to make clear the 1.85 1.80 mechanism of segment damage, while the 1.75 measurement for construction management should 1.70 cover the indexes concerned with the construction 1.65 Segment loads on segment. 1.60 Segment front On the other hand, analysis approach is also end necessary to escape segment damage in advance by the prediction of construction loads on segment. For example, the predicted tail clearance distribution at segment front end section and at tail end section by the shield kinematic model (Sugimoto and Sramoon, 2002)(Sramoon and Sugimoto, 2002) is shown in Figure 7, which is Figure 7 Distribution of tail clearance at straight line with articulated angle 3 calculated under the condition that the TBM
excavates the stiff diluvial sandy ground along straight line with 5mm overcutting and 3 deg. of horizontal articulated angle. From this figure, the followings were found: 1) The improper TBM operation generates the inclination of TBM axis against the segment axis and the shift of TBM center from the segment center. 2) The uniform tail clearance distribution is not expected under a certain condition. 3) The tail clearance at tail end section is the crucial condition from the view point of the contact between tail and shield in this case. Furthermore, the evaluations of the construction loads by using 3D FEM analysis were carried out recently by Leendertse et al. (2001) and Tajima et al. (2004).

5. CONCLUSIONS This paper presents the recent actual status of segment damage, the cause of shield segment damage during construction, and the recommendation for further research, based on the interim report (JSCE, 2005). Furthermore, the classification of segment damage during construction and the classification of cause of segment damage during construction are shown in Table 2 and Table 3 respectively. The followings are concluded: 1) The major segment damages are Crack in axial direction (Type 1) and Chipping at segment corner (Type 3). Type 1 segment damage appears around spring line at the curve alignment during excavation, while Type 3 segment damage appears at B segment and K segment at segment installation and during excavation. 2) The major cause of segment damage during construction are the shape of segment, the tunnel alignment, and the designed tail clearance of TBM at the design stage, and the contact between tail and segment, the accuracy of segment installation, and the shield jack thrust at the construction stage. Furthermore, the control of the shield postulate is also important.

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3) A segment damage usually results from the several causes not only at the design stage but also at the construction stage. 4) A cause is related with another causes complicatedly.

ACKNOWLEDGEMENTS The author greatly appreciates the members of the technical committee on construction loads on segment during construction supported by the Japanese Society of Civil Engineering, who contribute to the interim report on construction loads on segment.

REFERENCES JSCE, 2001. Japanese standard for shield tunnelling -1996-The third edition, JSCE, Japan. JSCE, 2005. Interim report on construction loads on segment, JSCE, Japan. (in Japanese) KOYAMA Y., 2001. Behaviors of segmental linings constructed by closed-type shield, IS-Kyoto Short Course Text, Kyoto, pp.113-127. Leendertse W.L., JovampvicP.S., and Blom C.B.M., 2001. Using 3D FEM models for predicting damage during assembling of shield driven tunnel lining of the Green Heart Tunnel, Proc. of Int. Symp. on Modern Tunneling Science and Technology(IS-KYOTO), Vol. 2, Balkema, pp. 653656. Sramoon A. and Sugimoto M., 2002. Theoretical model of shield behavior during excavation: II. Application, J.of Geotechnical and Geoenvironmental Eng., 128(2)2, pp.156-165. Sugimoto M., and Sramoon A., 2002. Theoretical model of shield behavior during excavation: I.Theory, J.of Geotechnical and Geoenvironmental Eng., 128(2)2, pp.138-155. Tajima H., Kishida M., Fukai N., and Saitou M., 2004. Study on shield tunnel construction loads using a three dimensional FEM model, Proc. of Tunnel Engineering, Vol. 14, JSCE, pp. 353-360. (in Japanese)

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