Feb7, 2020.

Nagpur Mumbai Super Expressway

PKG 15 –Tunnel T2

PE Comments on Designs of Intersection:

General:

1. Please see attachment for conceptual structural behavior of rock mass in roof of tunnels at
intersection. (Annexure 1)
2. The region of distressed rock mass at intersection shall be considered. Block / wedge failure
likely.
3. Researchers suggest: ‘The relationship between additional roof settlement and the distance from
the intersection must be investigated. It can be used to evaluate the range, which requires
additional reinforcement. The additional roof settlement in the intersection area decreases with
the distance from the intersection center. On the acute angle side, smaller intersection angle
causes much larger increase in roof settlement than that with larger intersection angle. On the
obtuse angle side, however, the same tendency occurs only in the vicinity of intersection. For 30 0
intersection angle and 0.25< σcm / Po >0.5, additional support system is recommended upto 2.5D
on acute angle side and 1 D on obtuse angle side, where D is the span of cross passage. σcm = rock
mass strength, Po = max. stress in rock mass. Another criteria is, the support system in main
tunnel shall extend upto a section where the tunnel roof settlement exceeds 10% before
excavation of cross passage. Similar shall be in the cross passage’. Bhavani Singh cites Trineclin
recommendation, a 25% increase in the length of rock bolts near intersection of Mine Roadways,
which ensures that the rock mass in tension is effectively reinforced.
4. Monitoring of tunnels roof stability by Instrumentation is important at intersections. Please
include.

Empirical Design:
5. In calculations for reading the Q Chart, Excavation span is considered as 17.71m, width of
excavation of main tunnel. Instead, it shall be the width of largest unsupported roof span at
intersection, measured normal to left side wall of main tunnel to cross passage right side wall on
opposite end, 26.82m. Q value for intersection shall be considered as Q/3= 12.7/3= 4.23 (for
class B rock) Chart suggests Category 5 support system of Rock anchors at 2.1m c/c and fibre
reinforced sprayed concrete 90-120mm thick. On the basis of excavated span, B=26.82m, length
 of rock anchor is 6m, driven into imaginary roof arch, see Annexure 1. The lengths of bolts may
vary considering the depth of distressed zone.

Numerical Analysis:
6. The Geotechnical Strength parameters considered in 3D analysis are the same as adopted in 2D

analysis of main tunnels, for all classes of rock. Parameters at intersection shall be based on Q=
Q/3.
7. Please see Total Displacement images in the 3D output of Midas (See Analysis Report).

Displacements have extended to the ground level with maximum surface settlement for class
A=0.004m, Class B=0.0008m and Class C =0.0021m. The displaced rockmass length is equal to
length of model and its width equal to out to out dimension of twin tunnels. It indicates
tunneling is in low rock cover zone and intersections are critical.
8. A comparison of output of 2D & 3D Numerical Analysis of Tunnel and Intersection indicates :
Phase-2 (2D) MIDAS - 3D

S.no Description Class - A Class - B Class - C Class – A Class - B Class - C

1 Rock Mass Quality (Q) 70 12.70 7 70 12.70 7

2 Rock Mass Rating

90 65.50 50 90 65 50
(RMR)

3
Young's Modulus (E) MPa 43000 37975 32000 43000 37975 32000

4 Uni-axial compressive
MPa 80 67 50 80 67 50
strength (σci)

6 Max. Deformation mm 0.912 4.17 24.70

7 Max. Deformation

i. Before excavation of
mm 0.50 1.10 2.70
CP

ii. After excavation of

mm 0.70 1.60 4.00
CP

45
iii. % increase in
40 48
deformation
9. See rows 6 and 7(i) in the Table. The deformation values in Main Tunnel, before excavation of
cross passage are not comparing with 2D analysis and widely differ. Please explain. Considering
3D analysis the percentage increase in deformation before and after cross passage excavation is
45% for Class B rock. Please check it is with unsupported or supported section. Rock Anchors
are not observed in class B rock 3D images.
10. Please see Annexure 2: Phase 2 analysis of tunnels at intersection, by us, based on conceptual
structural behavior. A distressed zone at the intersection of both the roof lines can be identified
and imaginary structural roof arch above main/cross tunnel roof profiles too. (see Stress
trajectory diagrams). Midas 3D analysis may give similar diagrams/information as Phase2.
Please forward Midas output corresponding to Phase2 diagrams for examination. A comparative
statement of Deformations and Stress before and after excavation of cross passage as obtained
from Phase 2 Analysis (Annexure3) is also attached.
11. Please see Annexure 4: Phase 2 Analysis of Main Tunnel in Class C rock. Deformations extend to
the surface/ground level, a feature in tunnels with shallow rock cover.

Conclusion:
12. Due to low rock cover and acute intersection angle, to a void adverse effect of cross passage
excavation, intersection shall preferably be located in class A and B rock masses. Please with
hold design of intersection and cross passage in Class C and D. If inevitable, design may be
evolved based on actual rock condition prevailing.
13. BIC may please review the design of Intersections based on the above comments.

Attachments: Annexure 1, 2, 3 and 4.