Seismic Analysis of Urban Tunnel

Systems for the Greater Cairo Metro

Line No.4
Hamdy, H.A.Abd-el.rahim1, Mahmoud Enieb1*,
Ahmed Abdelmoamen Khalil2, Abdou SH.Ahmed1*
1
Department of Civil Engineering, Assiut University, Assiut, 71516, Egypt
2
Department of Civil Engineering, Shoubra faculty of Engineering, Benha
University Benha, 11629, Egypt
Corresponding author e-mails m.enieb@aun.edu.eg,
ahmed.khalil@feng.bu.edu.eg, eng.ae72@yahoo.com

ABSTRACT
The objective of the study is to investigate the influence of seismic analysis of tunnel systems (single
and twin tunnels). The seismic analysis is significant for tunnel projects in urban cities to avoid the
collapse of tunnels in this crowded city due to displacements generated as a result of earthquake
waves. A case study is The Greater Cairo metro line No.4, Phase No.1. To evaluate the influence of
seismic waves on single and twin tunnels, four cases were simulated, the first case of a single tunnel
and three cases of twin tunnels. For more serious understanding of the issue of seismic waves on
twin tunnels, the horizontal, vertical and diagonal alignment are analyzed.. Total displacement was
presented for tunnel systems. Moreover, induced internal forces in tunnel lining have been
computed. The paper presents a two-dimensional model using numerical simulations by PLAXIS
program. Based on the calculated result, a higher displacement occurs in tunnel lining during the
earthquake. The maximum change of internal forces during an earthquake occurs in shear force, then
bending moment. Moreover, the normal force of tunnel lining is less affected by seismic actions.
KEYWORDS: Seismic analysis, Tunnel systems, internal forces, numerical analysis,
displacement

INTRODUCTION
The reason for construction of tunnels in crowded cities is to limit traffic congestion in the
streets. Therefore, we must take care when designing such facilities, this is because its collapse
caused many problems which affected the surrounding buildings and alarm the population in these
cities. Seismic waves are one of the main reasons for the collapse of tunnels, although tunnels less
effective against earthquakes compared to above-ground structures. Damage of tunnels as a result
of seismic loads Because of many reasons, including strong ground shaking and difficulty
earthquakes analysis for the designer who makes it neglects loads of earthquakes in the design.
Mohammad and Akbar (2005) studied the interaction between the ground and tunnel lining
during earthquake excitation and found that Effect of earthquake on tunnel–ground interaction
depend on various parameters including peak acceleration, intensity and duration of earthquake and
the relative rigidity between tunnel and ground. Increasing structural dimensions of lining in static
design cannot always be a reliable method against earthquake loading, because this would increase

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 Vol. 20 [2015], Bund. 10 4208

the rigidity of lining and therefore, would increase the effect of earthquake loading. (Ulas and
Gopal, 2010) discussed a model study on the effects of input motion on the seismic behaviour of
tunnels, they found that the magnitude of the maximum input acceleration plays a crucial role on
the maximum and residual lining forces, which the tunnel experiences. (Sahoo and Kumar, 2014)
concluded that an increase in the magnitude of the earthquake acceleration leads to a significant
increment in the magnitude of internal compressive pressure. (Liu and song, 2005) found that the
increase in buried depth improved the safety of the underground structure against earthquake
damage. (Asheghabadi and Matinmanesh, 2011) used finite element seismic analysis and found that
existence of tunnel amplifies the seismic waves on the soil surface and the maximum amplification
occurs on the interface of the tunnel and soil. (Park et al., 2009) simulated tunnel response under
spatially varying ground motion, they found that the spatially variable ground motion causes
longitudinal bending of the tunnel and can induce substantial axial stress on the tunnel lining. The
effect can be significant at boundaries at which the properties of the ground change in the
longitudinal direction. (Cheng et al., 2014) studied the seismic response of fluid–structure
interaction of undersea tunnel during bidirectional earthquake and concluded that the vertical
displacement of the lining structure is greater than its horizontal displacement. (Manofis et al.,
1995) concluded that the seismically induced stress state in a buried pipeline is more pronounced in
the case of transverse vibrations than in the case of longitudinal vibrations.
Shahrour et al. (2010) analyzed elastoplastic analysis of the seismic response of tunnels in soft
soils and concluded that the plastic deformations induce an important reduction in the seismic-
induced bending moment in the tunnel, while the soil dilatancy moderately affects the bending
moment in the liner. (Azadi and Hosseini, 2010) presented an analyses of the effect of seismic
behaviour of shallow tunnels in liquefiable grounds and found that reduction of the frequency from
3 Hz to 1 Hz caused the axial force, shear force, and bending moment of the tunnel lining to
increase 19%, 115% and 131%, respectively. Also, they concluded that reduction of the loading
frequency causes the pore pressure to increase in the area below the tunnel and since the loading
amplitude decreases 50%, the bending moment reduces to 12.7%. In this regard, when the loading
amplitude increases 2.5 times, the maximum bending moment becomes 1.28 times more than that in
the reference model.
Shong-loong and Meen-wah (2011) concluded that the deeper the location of the tunnel, the
less the tunnel lining is affected by the effect of earthquake. (Hatzigeorgiou and Beskos, 2010)
concluded that the damage in the liner increases with decreasing rock strength and liner thickness.
(Sahoo and Kumar, 2012) examined seismic stability of a long unsupported circular tunnel and
found that the failure zones around the periphery of the tunnel becomes always asymmetrical with
an inclusion of horizontal seismic body forces. (Gomes, 2013) investigated the effect of stress
disturbance induced by construction on the seismic response of shallow bored tunnels, he
concluded that stress disturbance due to tunnel construction may significantly increase lining forces
induced by earthquake loading. (Azadi, 2013) studied the seismic behaviour of urban tunnels in soft
saturated soils, he concluded that the bending moment induced in the tunnel lining increases and
then decreases about 33% during cyclic loading. (Hosseini et al., 2010) concluded that increasing
the stiffness of the support system can increase the effect of the seismic loads. (Abdel-Motaal et al.,
2013) presented mutual seismic interaction between tunnels and the surrounding granular soil and
concluded that the maximum exerted straining actions in tunnel lining are directly proportional to
the relative stiffness between tunnel and surrounding soil (lining thickness and soil shear modulus).
Moreover, it is highly affected by the peak ground acceleration and the tunnel location (embedment
depth).
 Vol. 20 [2015], Bund. 10 4209

BACKGROUND
Study area
The Greater Cairo metro line No.4 passes under the River Nile in Egypt land. Phase No.1 of
line No. 4 will extend from El-Malek El-Saleh station on line No. 1 to Remaya square station. It
will meet the route of line No. 2 in Giza station. The study area for Greater Cairo Metro Line No. 4
starts from Station No. 1 (El-Malek El-Saleh) and extend up to Station No. 6 (Madkor Station)
(Fig. 1).

Figure 1: General Layout of Greater Cairo Metro Line No. 4 (Phase No.1 )
Source: JICA. Project document (2010)

Table 1: Soil parameters sand layers

Soil layers Fill Dense Very
Sand dense
Parameters Sand
Saturated unit weight, ɣsat, 18 20.00 20.00
(kN/m3) (Bulk)
Angle of internal friction Ǿ27o 36o 38o
Young’s modulus, E, (MPa) 10 75 100
Poisson ratio (µ) 0.35 0.29 0.28
Source: JICA Preparatory study (2012)
 Vol. 20 [2015], Bund. 10 4210

PROBLEM DEFINITION AND DOMAIN

Table 2: Soil parameters for clay layer
Soil layers Top Bottom
clay clay
Parameters
Saturated unit weight, ɣsat, (kN/m3) 19 19
Undrained shear strength Cu (kN/m2) 8.50 20.00
Undrained Young’s modulus, E, (MPa) 8.50 30.0
Angle of internal friction Ǿ 20o 20o
Poisson’s ratio (µ) 0.40 0.40
Source: JICA Preparatory study (2012)

Table 3: Properties of concrete segment

Property value

Design Standard Strength (MPa) fcu=50

Modulus of elasticity, EC (MPa) 31500
Poisson ratio (µ) 0.20
Unit weight of concrete/(kN·m−3) 25.0

Recently (NAT) suggested twin tunnel system for metro line No.4, as shown in Fig.2 (b). In
this study, the analysis of this system with another system proposed by the authors which is a single
tunnel system, as shown in Fig. 2(a), will be presented. The proposed cross section by the
contractor for twin tunnels shows that the outside diameter is 6.40 m and lining segment thickness
0.30 m. Also, cross section of single tunnels show that the outside diameter of the tunnel is 9.10 m
and lining segment thickness is 0.50 m. Therefore the studied problem consists of two proposed
systems (single and twin tunnels) as shown in Fig. 2(a) and Fig.2 (b).

Single tunnel system

For proposed system single tunnel starts from station No.1 to station No.5. In this paper, the
numerical analysis of single tunnel will be between station No.3 and station No.4 (Section No.1), as
shown in Fig.2 (a).

Twin tunnel system

Horizontally aligned twin tunnels are a widely used for tunnel configuration in urban metro
projects. But, vertical aligned twin tunnels are used between station No.3 and station No.4 because
a narrow street between these two stations. For that, diagonally aligned twin tunnels are used to
connect the vertical and horizontal alignment, as shown in Fig.2 (b). The numerical analysis of twin
tunnels will be for vertical alignment between station No.3 and station No.4 (Section No.2),
diagonal alignment between station No.4 and station No.5 (Section No.3)and horizontal alignment
between station No.5 and station No.6 (Section No.3), as shown in Fig.2 (b).
Vol. 20 [2015], Bund. 10 4211

Figure 2 (a): Proposed single tunnel system

Figure 2 (b): Proposed twin tunnel system

Figure 3: Geological cross sections and different configuration of tunnels.

 Vol. 20 [2015], Bund. 10 4212

NUMERICAL ANALYSIS PROCEDURE

In this study, Finite Element Analysis was conducted using PLAXIS Finite Element program.
In PLAXIS program, a 2-D plane strain model were used for soil modeling and 2-D beam elements
for tunnel lining modeling. To simulate the soil behavior, 15-node triangular element was used.
Standard earthquake boundaries have a convenient default setting to generate standard boundary
conditions for earthquake loading. These boundaries consist of a combination of absorbent
boundaries and prescribed displacements, velocities or accelerations. The vertical boundaries were
taken relatively far away from the tunnel. The finite element model is plotted in Fig. 4. It is
constituted by a rectangular domain 120m wide and 55 m high, in order to place far enough the
lateral boundaries.

Figure 4: Boundary conditions of bottom, surface and vertical boundaries of a two-

dimensional model

Choice of input acceleration time history

In numerical computation, the earthquake loading was often imposed as an acceleration time
history at the base of the model. Seismic action was considered for 2D analysis using PLAXIS, load
multiplier from data file (earthquake 28/2/1990). The duration of the dynamic analyses was
truncated as 10 sec. Fig.5, shows the graphical acceleration time-history that was applied in the
analysis as an input data file from the PLAXIS library.
 Vol. 20 [2015], Bund. 10 4213

Figure 5: Acceleration time-history

RESULTS AND COMPARISONS

To evaluate the influence of seismic waves on single and twin tunnels, four cases were
simulated, the first case of a single tunnel and three cases of twin tunnels. For more serious
understanding of the issue of seismic waves on twin tunnels, the horizontal, vertical and diagonal
alignments are analyzed. The recording points are tunnel invert and crown, and the left and right
edges (points) of the tunnel.

Effect of seismic waves on single tunnel

Using the finite element code PLAXIS with our data file (earthquake 28/2/1990), total
displacement, shear force, the normal force and bending moment are obtained, in order to
investigate the single tunnel failure during the seismic activity, as shown in Fig.6 - Fig.9.
Fig. 6. Indicates the time history of total displacement registered at the invert, crown, left and
right points of single tunnel. It can be seen that the total displacement change randomly during
seismic wave. Moreover, total displacement up to 62% of maximum displacement at the first third
of the earthquake duration, then stops suddenly and then up to the maximum displacement at the
mid-time of the earthquake action. In addition to, Change the displacement during the earthquake is
about 100% with respect to the average value. Fig. 7 Shows the time history of the shear force
registered at the maximum shear force points. It observed that, Change the shear force during the
earthquake is about 9.0% with respect to the average value. Also, Change the bending moment and
normal force during the earthquake is about 4.0% and 1.0% respectively, with respect to the
average value, as shown in Fig.8 and Fig.9.
 Vol. 20 [2015], Bund. 10 4214

Fig.6: Time history total displacement for single tunnel. Fig.7: Time history shear force for single tunnel.

Fig.8: Time history of lining bending moment for single tunnel.

Fig.9: Time history of lining normal force for single tunnel.

 Vol. 20 [2015], Bund. 10 4215

Effect of seismic waves on horizontal alignment (twin tunnels)

Fig. 10. Indicates the time history of total displacement registered at the invert, crown, left and
right points of horizontal twin tunnels, Change the displacement during the earthquake is about
100% with respect to the average value. Fig.11. Shows the time history of the shear force registered
at the maximum shear force points. It observed that, the shear force change randomly during
seismic wave. Moreover, shear force up to maximum value at the third time of the earthquake
duration. In addition to, Change the shear force during the earthquake is about 17% with respect to
the average value. Also, Change the bending moment and normal force during the earthquake is
about 8.0% and 4.0% respectively, with respect to the average value, as shown in Fig.12 and
Fig.13.

Fig.10: Time history total displacement for twin tunnel. Fig.11: Time history shear force for twin tunnel.

Fig.12: Time history of lining bending moment for twin tunnel.

 Vol. 20 [2015], Bund. 10 4216

Fig.13: Time history of lining normal force for twin tunnel.

Effect of seismic waves on vertical alignment (twin tunnels)

Fig. 14 and Fig.15, Indicates the time history of total displacement registered at the invert,
crown, left and right points of vertical twin tunnels, Change the displacement during the earthquake
is about 100% with respect to the average value. Fig.16 and Fig.17, Shows the time history of the
shear force registered at the maximum shear force points, Change the shear force of top and bottom
tunnel during the earthquake is about 4.0% and 3.0% respectively, with respect to the average
value.

Fig.14: Time history total displacement for top tunnel. Fig.15: Time history total displacement for bottom tunnel.

Also, the difference in the normal force of top and bottom tunnel during the earthquake is about
0.50% for both tunnels, with respect to the average value, as shown in Fig.18 and Fig.19. Moreover,
Change the bending moment of top and bottom tunnel during the earthquake is about 1.50% and
1.0% respectively, with respect to the average value, as shown in Fig.20 and Fig.21.
 Vol. 20 [2015], Bund. 10 4217

Fig.16: Time history shear force for top tunnel. Fig.17: Time history shear force for bottom tunnel.

Fig.18: Time history of lining normal force for top tunnel. Fig.19: Time history of lining normal force for bottom tunnel.

Fig.20: Time history of lining bending moment for top tunnel.

 Vol. 20 [2015], Bund. 10 4218

Fig.21: Time history of lining bending moment for bottom tunnel.

Effect of seismic waves on diagonal alignment (twin tunnels)

Fig. 22 and Fig. 23 indicate the time history of total displacement registered at the invert,
crown, left and right points of diagonal twin tunnels, in order to investigate the diagonal twin
tunnels failure during the seismic activity. Change the displacement during the earthquake is about
100% with respect to the average value. Fig.24 and Fig.25 show the time history of the shear force
registered at the maximum shear force points, change the shear force of top and bottom tunnel
during the earthquake is about 10.0% and 4.0% respectively, with respect to the average value.
Also, Change the normal force of top and bottom tunnel during the earthquake is about 2.0% and
1.0% respectively, with respect to the average value, as shown in Fig.26 and Fig.27. Moreover,
Change the bending moment of top and bottom tunnel during the earthquake is about 4.0% and
2.0% respectively, with respect to the average value, as shown in Fig.28 and Fig.29.

Fig.22: Time history total displacement for top Fig.23: Time history total displacement for bottom
tunnel. tunnel.
 Vol. 20 [2015], Bund. 10 4219

Fig.24: Time history shear force for top tunnel. Fig.25: Time history shear force for bottom tunnel.

Fig.26: Time history of lining normal force for top Fig.27: Time history of lining normal force for top
tunnel. tunnel.

Fig.28: Time history of lining bending moment for top tunnel.

 Vol. 20 [2015], Bund. 10 4220

Figure 29: Time history of lining bending moment for bottom tunnel.

CONCLUSION
2D finite element model is used to simulate the seismic action on tunnel system .therefore, the
total displacement of tunnel lining was obtained. Moreover, the bending moment, shear force and
normal force of tunnel lining were computed. Based on the calculated result, it can be seen that:
1) For tunnel systems, higher displacement occurs in tunnel lining during the earthquake, the
total displacement change randomly during seismic wave. Moreover, the maximum
displacement occurs at the mid-time of the earthquake action and displacement stops
suddenly at the third time of earthquake. In addition to, Change the displacement during the
earthquake is about 100% with respect to the average value.
2) For tunnel systems, maximum change in lining internal forces (bending moment, shear
force and normal force ) occurs at third time of earthquake duration and this the same time
that displacement stops suddenly.
3) According to study conditions, horizontal twin tunnels is the most effected by seismic
action, then diagonal twin tunnels and single tunnel. In addition to, vertical twin tunnels is
less effected by seismic action compared to other systems.
4) According to study conditions and for tunnel systems, the maximum change of internal
forces during earthquake occurs in shear force, then bending moment. Moreover, the
normal force is less effected by seismic actions.
5) The left and right tunnel of horizontal twin tunnels, were effected by earthquake with the
same value.
6) The bottom tunnel of vertical and diagonal twin tunnels, is less effected by earthquake than
top tunnel.

ACKNOWLEDGEMENTS
Authors would like to acknowledge the providing of data by the members of National Authority
of Tunnels in Cairo.
Vol. 20 [2015], Bund. 10 4221

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