Tunnelling and Underground Space Technology 24 (2009) 647–653

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Tunnelling and Underground Space Technology

journal homepage: www.elsevier.com/locate/tust

Homogeneity of self-compacting concretes used in tunnel

strengthening – A case study
Xavier Pintado a,*, Bryan E. Barragán b
a
ESTEYCO, Barcelona, Spain
b
BASF Construction Chemicals, Admixture Systems Europe, Treviso, Italy

a r t i c l e i n f o a b s t r a c t

Article history: This work presents the results of an experimental study carried out to evaluate the homogeneity of the
Received 16 September 2008 self-compacting concrete (SCC) used for the strengthening of the Montblanc tunnels, in Spain. These tun-
Received in revised form 25 June 2009 nels are part of the new high-speed railway line Madrid–Zaragoza–Barcelona–French border, partly
Accepted 26 June 2009
under construction. The experimental program involved non- and semi-destructive techniques; georadar
Available online 26 July 2009
scanning combined with the extraction and laboratory testing of core samples. The results indicate that
the great filling ability capacity of SCC allows obtaining an adequate material homogeneity in this type of
Keywords:
applications, characterised by very high reinforcement ratios and difficult casting conditions.
Self-compacting concrete
Homogeneity
Ó 2009 Elsevier Ltd. All rights reserved.
Georadar

1. Introduction tion of Tarragona; an important harbour in the Mediterranean Sea

Historically, underground excavation in expansive soils has
not been free of difficulties (Tu et al., 2005). In Spain, the case
of the Transvasur tunnels in the Canary Islands is an example
of such cases; started to be bored about 30 years ago, the con-
struction was discontinued due to expansions at the bottom
part. Finally, the tunnels were completed by strengthening
the tunnel floor and part of the arch (Pérez-Romero et al.,
2007).
In 2002, cracking and significant deformations were observed in
three tunnels of the high-speed railway line being constructed in
Spain, connecting Madrid–Zaragoza–Barcelona–French border.
The damage to the tunnel lining was attributed to unforeseen
expansions of the soil, which produced displacements of up to
500 mm in the tunnel floor.
In order to repair and strengthen the tunnels and make them
serviceable, several sections were instrumented to measure the ac-
tual soil pressure taking place, and several solutions were studied.
Finally, a new inner-lining was designed to resist the forces gener-
ated by the soil expansion, as well as the other actions to which the
lining was subjected. It must be remarked that these tunnels, de-
noted as Camp Magre, Puig Cabrer and Lilla, affected the critical
path for the high-speed railway line to reach the intermediate loca-
* Corresponding author. Current affiliation: B+TECH OY, Helsinki, Finland. Tel.:
+34 973 230 836; fax: +34 932 212 720.
E-mail address: xavier.pintado@hotmail.com (X. Pintado).
and the largest oil industry of Spain.
This work presents the studies carried out to evaluate the
homogeneity of the self-compacting concrete (SCC) used for the
strengthening of the three mentioned tunnels, which included
124,000 m3 of SCC. The experimental program includes the use of
non- and semi-destructive techniques, i.e., the use of georadar in
combination with core sampling. Though the work focuses on
the final homogeneity of the material once part of the actual struc-
ture, the characteristics of the mixes and its fresh-state behaviour
have been presented in Pintado et al. (2005).
SCC has been previously used in structural elements with small
thicknesses and high density of reinforcement, like gas tanks and
tunnel linings (Okamura, 1997; Nishizaki et al., 1999; Takeuchi
et al., 1994), where the practical difficulties to carry out the high
labour-demanding vibration works could finally redound in a lack
of material homogeneity along the structure, with un-compacted
areas that would facilitate the access of chemically aggressive
agents. SCC has also been used in case of structural repair, where
the reinforcement ratio is often large (Lacombe et al., 1997). The
precast industry is another field of application where SCC is
continuously demonstrating outstanding possibilities in terms of
productivity, economy, quality and enhancement of the working
environment (Natio and Hoover, 2005).
In fresh state, SCC is defined by its flowability, passing ability,
and its stability or segregation resistance. Such characteristics sub-
stantially differ from the fresh properties of conventional vibrated
concrete, and cannot be evaluated by means of the traditional
slump measure. Thus, new engineering tests have been developed

0886-7798/$ - see front matter Ó 2009 Elsevier Ltd. All rights reserved.
doi:10.1016/j.tust.2009.06.005
648 X. Pintado, B.E. Barragán / Tunnelling and Underground Space Technology 24 (2009) 647–653
along the past 10–15 years. Today, tests for fresh SCC characterisa-
tion are proposed by different standards and recommendations.
For example, Italian Standards UNI 11040-44 from 2003, American
Standards ASTM C1611, C1621, C1610 from 2005 to 2006, Spanish
Standards UNE 83361-64 from 2007, and Recommendations by
EFNARC (2002), the European Project Group (EPG) (2005), and
ACI (2007). However, it is generally agreed that it is not possible
to characterise the behaviour of a SCC with only one test (Lecreux
et al., 2005). Usually, a combination of at least two different fresh-
state tests is required.
The georadar has been used for the assessment of soil condi-
tions in tunnel construction, to evaluate zones that could be af-
fected by structural collapse (Cardarelli et al., 2003), and also for
the evaluation of tunnel strengthenings (Granada and Cambero,
1988). This non-destructive testing technique has presented satis-
factory results, permitting a rapid and economic appraisal of
important parts of the construction site. However, as most indirect
evaluation methods, the georadar program should be comple-
mented with a study on cores to calibrate the obtained results.
2. Tunnel section design
Several cross sections with different reinforcement conditions
were designed. In terms of geometry, two main cross sections
can be observed for the arch, Fig. 1:
(1) A section of 760 mm thickness reinforced with eight circum-
ferential steel bars of 32 mm/m of tunnel plus shear stirrups
of 12 mm diameter bars every 300 mm, Fig. 1a.
(2) A section of 460 mm thickness reinforced with eight circum-
ferential steel bars of 32 mm/m in an exterior layer and
another two 32 mm bars in an interior layer, with no shear
stirrups. At the arch, the interior layer had eight bars of
32 mm instead of two bars, Fig. 1b.
As it can be observed, a maximum bar spacing of 30 mm comes
out in the splice zone of the first case. In the second case, the layers
have a separation of 30 mm. Therefore, the concrete had to be able
to flow through a 30 mm gap without blocking. The bar spacing in
the longitudinal and shear reinforcement was always larger than
70 mm. The minimum clear cover specified was 35 mm. As it can
be observed, the structural design involves an especially high rein-
forcement ratio, reaching values as high as 3.5% of the cross sec-
tional area in some portions of the lining. A view of the
Fig. 1. Tunnel cross sections; 760 mm thick arch (a) and 460 mm thick arch (b).
reinforcement arrangement in the case of the 460 mm thick
strengthening arch can be observed in Fig. 2.
The project originally contemplated the use of a high-strength
(80 MPa), high-slump concrete and intensive compaction through
the use of shutter vibrators. The scheduled conditions demanded
a very high construction rate, which could only be achieved if
the concrete reached a compressive strength of 12.5 MPa at 12 h.
The formworks can be observed in Fig. 3.
3. Self-compacting concrete solution
After considering the small bar spacings and the high density of
the reinforcement, the use of SCC in the construction of the new in-
ner strengthening tunnel lining was emphasized. Apart from the
flowability, passing ability and resistance to segregation of SCC,
essential for this application, the required high strength is far from
difficult to achieve with SCC. Due to the higher cementitious paste
content of SCC (>2% higher than conventional concrete), necessary
to lubricate the system, carry the aggregates, and give the material
characteristics of a fluid, such concrete can easily reach high early
strength levels.
Two different classes of SCC were optimised, Table 1. Utilised
materials involve sulphate resistant CEM I 52.5 cement, silica
fume, two types of policarboxilic based superplasticisers, viscosity
modifying agent, two types of 0–5 mm sands (siliceous and calcar-
eous) and two maximum sizes of calcareous coarse aggregates; 6–
12 and 12–18 mm. As it can be seen, apart from the use of a viscos-
ity modifying admixture to enhance robustness or, in other words,
reduce the material sensitiveness against slight changes of the mix
proportions, the concrete component materials are the same as for
conventional vibrated concrete.
SCC 1 (Table 1) was majorly applied in all three tunnels where
the arch thickness was 760 mm. SCC 2 was used in the sections
of Lilla tunnel were the arch thickness was 460 mm and the rein-
forcement ratio increases. In this SCC, optimised at the Structural
Technology Laboratory of the UPC according to the mix design
method developed by (Gomes, 2002), the 12–18 mm fraction of
coarse aggregate was eliminated to assure the adequate passing
ability of the concrete through the highly congested reinforcement
and achieve the specified concrete cover. As it can be seen in Table
1, given the extremely demanding conditions this mix incorpo-
rated a viscosity modifying admixture, mainly to allow for a higher
resistance to segregation and robustness (making the mix less sus-
ceptible to minor changes in its proportions).
 X. Pintado, B.E. Barragán / Tunnelling and Underground Space Technology 24 (2009) 647–653 649

Fig. 2. View of the reinforcement arrangement in the case of the 460 mm thick arch.

Fig. 3. Formworks of the arch (left) and floor-to-arch transition (right).

Table 1 SCC 1 had to reach a final diameter, Df, between 550 and
Proportions of SCC mixes. 650 mm, which corresponds to a class 1 (SF1) SCC according to
Component (kg/m3) SCC 1 SCC 2 the European recommendations (EPG, 2005).
Cement 500 500
Given the high exigencies of the 460 mm thick section to be
Silica fume 50 50 cast, three tests where specified for control on site in the case of
Water 155 193 SCC 2; slump-flow, V-funnel and J-ring. With the following accep-
Superplasticiser 1 12.5 – tance criteria:
Superplasticiser 2 – 11.0
Viscosity-modifying admixture – 2.0
0–5 mm calcareous sand 400 576 – Slump flow: Df = 650 ± 50 mm, and time to reach a spread diam-
0–5 mm siliceous sand 600 411 eter of 500 mm, T50 = 6 ± 3 s.
6–12 mm calcareous gravel 125 658 – V-funnel: time for the SCC to completely flow out of the V-funnel,
12–18 mm calcareous gravel 600 – TV = 10 ± 5 s. The funnel has a rectangular cross section that nar-
rows from a top 490  75 mm section, down to a bottom open-
ing of 65 mm  75 mm. The bottom opening is fitted with a trap
3.1. Control and acceptance on site door and entire funnel attached to a metal frame. The test result
is given as a TV (s). The selected V-funnel can be used in mixes
For SCC 1, only the slump-flow test was used for control on site with up to 25 mm maximum size aggregate. This test is regu-
(ASTM C 1611/C 1611M-05; UNE 83.361:2007). Such test is carried lated by the Spanish Standard UNE 83.364:2007.
out using a traditional Abrams cone (height 300 mm, bottom base – J-ring: final diameter, DfJ P Df  50 mm. The J-ring test measures
£ = 200 mm, top base £ = 100 mm), but the final diameter of the the capacity of the material to pass through the reinforcement
spread (Df) instead of the vertical slump of the fresh concrete is bars. The J-ring spread can be compared with the unrestricted
measured. In addition to Df, also the time taken for the spread to slump-flow spread to quantify the material passingability. As
reach a diameter of 500 mm, can be measured. This is usually re- an independent measure, the difference in the concrete height
ferred to as time T50, and recorded in seconds. For acceptance, between measures taken inside and outside of the ring can also
650 X. Pintado, B.E. Barragán / Tunnelling and Underground Space Technology 24 (2009) 647–653
be evaluated. The equipment consists of a 300 mm diameter ring
of bars that inside accommodates the Abram’s cone without the
feet-plates. The followed Spanish Standard (UNE 83.362:2007)
considers two bar configurations depending on the maximum
size aggregate; for this specific case, 20 bars of £ = 10 mm.
4. Construction process
To further give reasons for the construction process, it is inter-
esting to consider the context of the works. In this regard, the time
limit for the construction was of extreme importance, since the
tunnels directly affected the critical path for the high-speed rail-
way line to arrive from Madrid to Tarragona; an important harbour
in the Mediterranean Sea, with the largest oil industry of Spain.
The strengthening of the tunnels was carried out in three
phases; the floor of the tunnel was to be constructed first, and sub-
sequently the floor-to-arch transition area within the lining and
the semi-circular arch (Fig. 1). The casting cycle (formworking–
casting–demoulding) was reduced to 24 h.
The strengthening of the floor-to-arch transition area and the
arch were carried out with a metallic formwork running on rails,
Fig. 2. The formwork was removed and pushed forward at a rate
of 12 m/day, after placing the reinforcement. The formwork was
designed to support a 9 m fluid-concrete column pressure. In this
way, the casting rate was not conditioned by the structural capac-
ity of the formwork, which had three pouring levels along the
height. The pouring of SCC began at the lower level and, once the
level of the trap door was reached, the pump whose was moved
the next upper position. The casting process was continuous, since
there were a total of four readymix concrete plants supplying only
this construction site. It was a 24-h cycle, with the following times:
 Placing the formwork: 5 h.
 Casting: 3.5 h.
 Time to remove the formwork: the necessary for the SCC to reach
a compressive strength of 12.5 MPa; approximately 8 h.
 Removing the formwork: the remaining time up to 24 h.
The floor of the tunnel was cast in 24-m modules, and the floor-
to-arch transition area and the arch in 12-m modules. In this case,
the construction cycles were of 24 h, as well.
5. Experimental program
Given the novel characteristics of SCC and the lack of similar
applications in Spain, a georadar study was designed to verify
the actual final homogeneity of the concrete. Such non-destructive
technique would allow detecting the existence of internal honey-
combs and/or places where the filling was inadequate. These stud-
ies were complemented with the extraction of cores to be tested
under compression load, for modulus of elasticity and compressive
strength. Also, the penetration of water under pressure was mea-
sured in the side of the core in contact with the surrounding rock,
according to the European Standard UNE-EN 12390-8:2001.
5.1. Georadar studies
To carry out the examination of the SCC homogeneity by means
of the georadar, a mono-static antenna with a central frequency of
900 MHz, was used. One of the principal features of this antenna is
its high screen and resolution, characteristics that make it espe-
cially suitable for this type of georadar studies.
The field equipment used for this work consisted in the follow-
ing items from Geophysical Survey System, Inc.:
 Continuous scanning georadar digital system, Model SIR-200.
 Screen antenna with central frequency of 900 MHz, Model
3101D.
 Georadar analysis and signal processing code WINRAD.
All georadar scans were taken at a height of 1.2 m from the base
of the arch.
5.2. Core sampling
As most of the indirect methods used to non-destructively esti-
mate the material properties in situ, the georadar measures have to
be complemented with the direct evaluation of the material to be
studied, in order to relate the direct and indirect parameters for the
actual conditions. With this aim, cores were extracted from the
arch. Core samples were also extracted from the floor to verify
the correct execution of that part of the tunnels.
The samples were extracted with a Tecoinsa TP-50 system,
alternating between diamond and widia drills due to the high rein-
forcement ratio. The diameter of the cores was of 86 mm, reaching
a depth of about 0.80 m, both at the arch and tunnel floor.
The tunnel floor was executed in fractions or modules of 24 m
length, and the arch ends in modules of 12 m length, in complete
cycles of 24 or 48 h. A total of 10 samples were drilled from three
modules of the floor of the tunnel, in staggered formation; five
cores were taken from the first module, two from the second,
and three from the third (sense is always Madrid ? Barcelona).
The position of the drills in the first module is presented in
Fig. 4. The drills of the second and third modules were carried
out to verify that the results obtained from the first module were
in fact representative.
A total of 19 samples were drilled from the archs of the tunnels,
nine in the right side and 10 in the left side, at 1.2 m from the arch
base (same height than the radar scanning). The first five drills
were performed equidistant in a 12 m long module, to verify the
homogeneity of the SCC, i.e., absence of segregation and uniformity
of the material properties along the module. The rest of the drills
were taken at the points where the radargram showed signs of
possible concrete heterogeneities that could be caused by the pres-
ence of honeycombs or segregation.
6. Results
6.1. Georadar studies
Fig. 5 shows typical radargrams of the right side of the Camp
Magre tunnel (in direction Madrid ? Barcelona). Fig. 6 presents
the radargrams of the Lilla tunnel, for the 0.76 and 0.46 m thick
archs, of maximum aggregate size of 18 and 12 mm, respectively.
A higher density of darkness can be observed in the second case,
due to the different type of concrete (smaller aggregate size). From
the calibration obtained from the radargrams of the Camp Magre
tunnel, an appropriate concrete homogeneity is observed, product
of the adequate SCC characteristics and pouring conditions (i.e.,
respecting the specified height of freefall).
Direction:
8m
Madrid→Barcelona
24 m
Fig. 4. Position of drilling points in the first module of Lilla tunnel.
 X. Pintado, B.E. Barragán / Tunnelling and Underground Space Technology 24 (2009) 647–653 651

As mentioned in Section 5.2, the possible critical areas in terms must be noted that in this case, the interpretation of the radar-
of homogeneity were identified from the radargrams. Such zones grams is done in relative terms; the heterogeneity of the colours
are presented in Fig. 7 for the case of the Camp Magre tunnel. It in the radargram is related to the heterogeneity of the material,

Fig. 5. Radargram of the right side of Camp Magre tunnel (in direction Madrid ? Barcelona).

Fig. 6. Radargram of the right side of Lilla tunnel (in direction Madrid ? Barcelona).

Camp
TÚNEL Magre
DE CAMP tunnel.
MAGRE (mod. Right side
31-lado derecho)

Distance (m)
LONGITUD (m)
00.00
.0 5.00 110.00
0.0 15.00 220.00
0.0
0.0 0.00

Steel bars
ARMADURAS
ConcreteHORMIGÓN
ARMADURAS
0.5
0.50 Steel bars

1.0
1.00

220.00
0.0 25.00 330.00
0.0 35.00 440.00
0.0
0.0
0.00

Steel bars
ARMADURAS
PROFUNDIDAD (m)

Concrete
(m)

HORMIGÓN
Deep (m)

0.5
Deep

0.50
Steel bars
ARMADURAS

1.0
1.00

440.00
0.0 45.00 550.00
0.0 55.00 660.00
0.0
0.0
0.00

ARMADURAS
Steel bars
HORMIGÓN
Concrete
0.5
0.50
Steel bars
ARMADURAS

1.0
1.00

Largest heterogeneity

Fig. 7. Core extraction areas in the right side of the 31st module of Camp Magre tunnel.
652 X. Pintado, B.E. Barragán / Tunnelling and Underground Space Technology 24 (2009) 647–653
Table 2
Mechanical properties.
Core Position Modulus of elasticity, E Compressive strength, fc
sample (GPa) (MPa)
S-2 Camp Magre 44.55 109
arch
S-11 Lilla floor 43.04 112
S-12 Lilla floor 37.89 79
S-19 Camp Magre 46.76 131
arch
S-22 Lilla floor 43.38 102
and therefore such situation must be corroborated by testing core
samples. In this manner, a calibration or relationship between the
results of the radargram and the core test results can be defined,
which of course is valid for particular conditions and cannot be
extrapolated to other cases (not only depends on the material
but also the geometry and the environment influence the results).
6.2. Core samples
The first analysis to verify the concrete quality was the direct
observation of the samples in order to detect signs of segregation,
porous concrete or stratification. All cores presented an appropri-
ate distribution of the coarse aggregate along height, and no differ-
ences were observed between samples from different zones of the
arch. Note that any portion of the core containing pieces of steel
bars was avoided in all tests.
Table 2 shows the results of compressive strength (fc) and mod-
ulus of elasticity (E) of the cores from the arch of the Camp Magre
tunnel and from the floor of the Lilla tunnel. With most of the val-
ues above 100 MPa, the SCC presented a mean compressive
strength of 98 MPa, with a coefficient of variation of 17%. The var-
iability of the modulus of elasticity was even lower, with an aver-
age value of 41 GPa and coefficient of variation of 7%.
A total of six tests of penetration of water under pressure were
performed on cores from different locations following the Euro-
pean Standard UNE-EN 12390-8:2001. The test consist in applying
water under pressure to the end of the cylinder that is laterally
impermeabilized (i.e., by an epoxy coating); firstly a 100 kPa water
pressure is applied during 48 h and afterwards two cycles of 24 h
with a water pressure of 300 and 700 kPa, respectively. Finally,
the sample is broken by Brazilian test to measure the water pene-
tration. As mentioned, the tests were carried out on a slice of the
core cut from the end in contact with the surrounding rock. All
the cores presented a water penetration depth equal to zero, which
assures a high durability response in this regard.
The minimum unconfined compressive strength specified for
this concrete was 80 MPa; all cores except one (with 79 MPa) are
above this value. The Young modulus (E) values were in all cases
higher than the estimation provided by the Spanish Code for struc-
pffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi
tural concrete (E ¼ 8500  3 runconf strength , article 39.6 of EHE), and
there were no signs of water penetration under pressure in any of
the cores.
7. Conclusions
This work has presented a case study of the homogeneity of the
self-compacting concrete applied for the strengthening of three
high-speed railway tunnels. The experimental program involved
non- and semi-destructive techniques; georadar together with
the extraction of cores, respectively. The analysis of the concrete
properties from the response of the cores included the evaluation
of the compressive strength, modulus of elasticity and depth of
penetration of water under pressure.
The combined evaluation of the georadar and core sampling test
programs shows that the SCC presented an adequate distribution
of the coarse aggregate, with no evidence of segregation, stratifica-
tion or honeycombs.
The laboratory experimental program confirms a regular con-
crete homogeneity. The compression tests indicate modulus of
elasticity and compressive strength values mostly above 44 GPa
and 100 MPa, respectively. The coefficients of variation of the cores
from Lilla tunnel were of 17% and 7% for the compressive strength
and modulus of elasticity, respectively.
With regard to the penetration of water under pressure tests, all
specimens showed a water penetration depth equal to zero, which
guarantees the concrete durability in a media with sulphated
water, such as that surrounding the tunnels.
It has been observed that in situ placing of concrete in tunnel
linings can benefit significantly from the use of self-compacting
concrete, especially when the lining thickness is relatively small,
the reinforcement density is high, and the casting conditions are
difficult. The use of SCC redounds in an adequate overall homoge-
neity of the structure, assuring a higher quality in terms of
mechanical properties and durability.
Acknowledgements
The authors thank companies Corsan-Corviam and Ferrovial-
Agroman, main contractors of the construction, for their financial
and technical support to the Structural Technology Laboratory of
the Technical University of Catalonia (former affiliation of the
authors). The technical assistance of Getinsa consultants is
acknowledged. Finally, the authors specially thank Mr. Rafael Rod-
ríguez and Mr. Jaime García-Germán from ADIF (Spanish Adminis-
trator of Railway Infrastructure), for their confidence in LTE-UPC
team to carry out this study on the application of self-compacting
concrete in tunnel linings.
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