1A 98eng PDF

See discussions, stats, and author profiles for this publication at: https://www.researchgate.
net/publication/267765195
Hard Rock Tunnel Boring Vol. 2 - Design and Construction
Thesis · November 2000

DOI: 10.13140/2.1.4074.8482
CITATION READS
1 1,273
1 author:
Amund Bruland
Norwegian University of Science and Technology
63 PUBLICATIONS 728 CITATIONS
SEE PROFILE
Some of the authors of this publication are also working on these related projects:
Prediction model for drill and blast tunnelling View project
Hard Rock Tunnel Boring View project
All content following this page was uploaded by Amund Bruland on 05 November 2014.
The user has requested enhancement of the downloaded file.

Design and Construction
Hard Rock Tunnel Boring
Doctoral theses at NTNU 1998:81
Amund Bruland
Vol. 2 of 10
NTNU Trondheim
Norwegian University of
Science and Technology
Doctoral thesis
for the degree of doktor ingeniør
Faculty of Engineering Science
and Technology
Department of Civil and
Transport Engineering
PREFACE 1
0 GENERAL 3
0.1 Project Reports about Hard Rock Tunnel Boring 3
1 TUNNEL DESIGN 6
1.1 Tunnel Boring Vs Drill and Blast Tunnelling 6
1.2 Tunnel Geometry 8
1.3 Water Tunnels 11
1.4 Sewage Tunnels 14
1.5 Road and Railway Tunnels 15
1.6 Examples of Innovative Application 17
2 RIGGING 22
2.0 Introduction 22
2.1 Dump Station 23
2.2 Muck Disposal Site 26
2.3 Electricity Supply 27
2.4 Water 28
3 TRANSPORT 30
3.0 Introduction 30
3.1 Track-Bound Transport 31
3.2 Truck Transport 42
3.3 Continuous Conveyor 50
4 VENTILATION 52
4.0 Introduction 52
4.1 Dust Sources 55
4.2 Air Cleaning 58
4.3 Fresh Air Supply 59
Continues next page

5 ROCK SUPPORT 68
5.0 Introduction 68
5.1 Stability Problems 69
5.2 Support Methods 74
APPENDICES 79
A. Previous Editions 79
B. Research Partners 80
C. List of Parameters 81
D. Estimation Forms 84
PREFACE
HARD ROCK TUNNEL BORING Design and Construction

Project Report 1A-98
The report is one of six reports about hard rock tunnel boring:
•= 1A-98 HARD ROCK TUNNEL BORING Design and Construction

•= 1B-98 HARD ROCK TUNNEL BORING Advance Rate and Cutter Wear
•= 1C-98 HARD ROCK TUNNEL BORING Costs
•= 1D-98 HARD ROCK TUNNEL BORING Geology and Preinvestigations
•= 1E-98 HARD ROCK TUNNEL BORING Performance Data and Back-mapping
•= 1F-98 HARD ROCK TUNNEL BORING The Boring Process
In addition, HARD ROCK TUNNEL BORING Background and Discussion gives

general information about the basis of the above listed reports.
Combined with the other reports in the Project Report Series from the Department of
Building and Construction Engineering at NTNU, the reports present an updated and
systematised material on rock excavation and tunnelling to be used for:
•= Economic dimensioning
•= Choice of alternative
•= Time planning
•= Cost estimates, tender, budgeting and cost control
•= Choice of excavation method and equipment.
A list of available Project Reports may be requested from the Department of Building
and Construction Engineering at NTNU.
The advance rate, cutter wear and excavation cost models also exist as a WINDOWS
programme.
The report is prepared by Amund Bruland and is part of his dr.ing thesis about
hard rock tunnel boring.
1
PREFACE
The reports listed above describe a comprehensive model developed at NTNU. The
model covers the complete tunnel boring process from the early planning stage
through preinvestigations, time and cost estimates, tunnel excavation and finally
acquisition and treatment of experience data. The models and data presented in the
reports are meant to be a practical tool for owners, consultants and contractors,
more than a theoretical analysis of the tunnel boring process.
The project has been granted financial support by our external research partners, see
list in Appendix.
For reference, registration and similar, we ask for the following:
NTNU-Anleggsdrift (1998): Project Report 1A-98 HARD ROCK TUNNEL

BORING Design and Construction.
When copying from the report, the source should be stated.
Trondheim, April 1999
Odd Johannessen
Professor
Contact address: Amund Bruland

Department of Building and Construction Engineering, NTNU
N-7491 Trondheim
NORWAY
Telephone +47 73 59 47 37 Fax +47 73 59 70 21

e-mail amund.bruland@bygg.ntnu.no
Internet http://www.bygg.ntnu.no/batek/batek.htm
2
0. GENERAL 0.1 Project Reports about Hard Rock Tunnel Boring
0.1 PROJECT REPORTS ABOUT HARD ROCK TUNNEL BORING
1A-98
The report presents information and data for cross section design of various tunnel
types. Options and limitations of curve radius, tunnel length, tunnel inclination,
rock support, etc. are presented. Estimation models for transport capacity and ven-
tilation requirements are given.
Project Report 1A-98 is partly based on the project reports 1-76, 1-79, 1-83, 1-88 and
1-94, all published by the Department of Building and Construction Engineering at
NTNU. The report presents updated and revised information from the previous re-
ports as well as experience data from recent tunnelling projects.
Appendix A shows a list of previous editions of the HARD ROCK TUNNEL

BORING report.
Other Reports
The Project Report 1B-98 HARD ROCK TUNNEL BORING Advance Rate and
Cutter Wear provides methods and necessary data for estimation of time consump-
tion and cutter wear for tunnel boring. Geological parameters and machine factors of
significance for the penetration rate and the cutter wear are presented briefly.
The Project Report 1C-98 HARD ROCK TUNNEL BORING Costs presents
models and data for estimation of tunnel excavation costs and total construction costs.
The Project Report 1D-98 HARD ROCK TUNNEL BORING Geology and Pre-
investigations treats the rock mass parameters of the model in more detail. Preinves-
tigations and building of an engineering geological model adapted to the estimation
models for penetration rate and excavation costs are treated closely.
3
The Project Report 1E-98 HARD ROCK TUNNEL BORING Performance Data
and Back-mapping covers follow-up procedures and collecting of performance data
from tunnel boring projects. Engineering geological back-mapping is treated in detail.
Project Report 1F-98 HARD ROCK TUNNEL BORING The Boring Process
covers rock breaking and chipping, machine factors affecting performance, boring in
fractured rock mass, and various types of cutter wear.
Use of the Estimation Models
The estimation models are aimed at being used through several stages in a project:
•= Preliminary and feasibility studies

•= Project design and optimisation
•= Tendering and contract
•= Construction
•= Possible claims.
The estimation models for Hard Rock Tunnel Boring should be used with care. Com-
bined with other estimation models in the Project Report Series from the Department
of Building and Construction Engineering, the Hard Rock Tunnel Boring reports pro-
vide a reliable and practical tool to be used for:
•= Estimating net penetration rate and cutter wear

•= Estimating time consumption and excavation costs, included risk
•= Assess risk with regard to variation in rock mass boreability or machine
parameters
•= Establish and manage price regulation in contracts
•= Verify machine performance
•= Verify variation in geological conditions.
4
Background
The estimation models are based on job site studies and statistics from tunnelling in
Norway and abroad, including more than 35 job sites and more than 250 km of tunnel.
The data have been systematised and normalised. The results are regarded as being
representative for well organised tunnelling.
A more detailed treatment of the background and the basis for the Hard Rock Tunnel
Boring estimation models is found in HARD ROCK TUNNEL BORING Back-
ground and Discussion.
5
1. TUNNEL DESIGN 1.1 Tunnel Boring Vs Drill and Blast Tunnelling
1.1 TUNNEL BORING VS DRILL AND BLAST TUNNELLING
Planning and design of a tunnel system should at a very early stage evaluate the tun-
nel excavation method. A standard design approach is to plan the tunnel system for
drill and blast as the excavation method, all through to the bidding phase. This ap-
proach may exclude the most cost saving features of the tunnel boring method com-
pared to drill and blast excavation, e.g.:
•= Reduced number of adits

•= Reduced cross section area, especially for water tunnels
•= The circular cross section resulting in reduced rock support
•= Higher advance rates, especially for small tunnel cross section areas
When comparing drill and blast tunnelling to tunnel boring, the comparison must take
into account the total time consumption and the total costs, as well as topics like envi-
ronmental impact and third-party relations.
In addition to the direct tunnel excavation costs, the total costs include items like:
•= Rock support
•= Construction and operation of roads, communications, power supply, etc.
•= Labour housing
•= Auxiliary plants
•= Share of general costs
•= Interest during the construction period
See also the example in Project Report 2C-95 TUNNELLING Costs for Drill and
Blast.
Most of the items vary with the tunnelling method, either because of the method itself
(rock support) or because of different time consumption (operation of all auxiliary
functions, interest during the construction period).
Tunnels may be longer for tunnel boring than for drill and blast tunnelling, due to
increased advance rates and reduced ventilation requirements. This may facilitate a
more favourable tunnel system layout, e.g. with fewer adits.
6
1. TUNNEL DESIGN 1.1 Tunnel Boring Vs Drill and Blast Tunnelling
For geological reasons, it may be advantageous to choose a different route for a bored
tunnel than for a drill and blast tunnel.
It is highly important that tunnel boring is evaluated at an early phase in the planning
process to ensure full benefit of the possible advantages by the use of the method.
7
1. TUNNEL DESIGN 1.2 Tunnel Geometry
1.2 TUNNEL GEOMETRY
Tunnel Cross Section
Tunnel boring gives a circular cross section with a smooth surface. TBMs with a
diameter from approximately 2 m to 12 m (3 m2 to 113 m2) have been developed for
boring in hard rock. New machines may be built to comply with any diameter
specification between 2 m and 12 m, or even larger.
When specifying the machine diameter, one must consider that the wear of the gage
cutters may reduce the tunnel diameter by as much as 40 mm from new cutters to
worn cutters (applicable for a cutter diameter of 483 mm).
The diameter of an existing machine may be changed when rebuilt. Modifications of

± 10 - 20 % are normal, depending on diameter and manufacturer. For some
machines, the diameter may be changed even more; a 100 % variation from smallest
to largest possible diameter.
Tunnel Gradient
Tunnel boring machines can be built for boring at virtually all tunnel gradients. The
gradient is limited by the muck transport system, which may be
•= Rail-bound transport
•= Truck transport
•= Conveyor belt transport
Rail-bound transport has a gradient limit of approximately ± 2 %, without using

special equipment. At the same time, the tunnel gradient should be larger than
± 0.15 % to facilitate a self-draining tunnel invert.
Truck transport is feasible for diameters larger than approximately 8 m if one wants to
avoid turning niches. A turning table may accommodate turning of the trucks. The
practical gradient limit is then ± 15 %, presupposing a roadway pavement of high
quality. Truck transport requires a minimum gradient of 0.25 % for good drainage.
8
A continuous conveyor belt is feasible for tunnel diameters larger than approximately
3 m. A standard conveyor belt may be used for tunnel gradients as steep as ± 20 %.
Since use of a conveyor belt must be combined with a different transport system for
personnel, cutters, etc., the tunnel gradient is limited by the auxiliary transport
method.
Shafts may be bored with an inclination from 25° to vertical. Scraping or flushing of
muck facilitates boring at even lower inclination.
Development of special equipment for transport in small cross sections, pumping of

muck or use of special conveyors may move the gradient limitations.
Curve Radius
The minimum curve radius for tunnel boring depends on both the TBM and the
backup. Tunnel boring machines have a minimum curve radius of 40 - 80 m when
boring (without boring it is 15 - 25 m).
The backup, i.e. the conveyor belt, determines the minimum curve radius. When using
a long backup (track-bound transport), the minimum curve radius is 250 - 450 m. Use
of a continuous conveyor for muck transport may increase the necessary curve radius
even more. The possible conflict between the backup and installed rock support also
affects the minimum curve radius.
Tunnel Length
The tunnel length that may be bored from one end is very long. The limiting factors
are:
•= Occupational environment - ventilation

•= Muck transport - method and capacity
•= Tunnel gradient - boring at decline
•= Tunnel diameter
9
•= Total construction time

•= Total construction costs, particularly the interest during construction.
Using the estimation models presented in the Project Report 17-91 TUNNELLING
Ventilation, a TBM of 3.5 m diameter may bore more than 25 km of tunnel from one
end. The basic assumptions are track-bound transport, tunnel gradient of 0.2 %, and
net penetration rate of 6 m/h. In general, the technical feasible tunnel length to be
bored from one end increases with the tunnel diameter. Use of a continuous conveyor
for muck transport will increase the possible tunnel length even more.
Hence, the total construction time and costs will be the decisive factors of the feasible
tunnel length to be bored from one end.
10
1. TUNNEL DESIGN 1.3 Water Tunnels
1.3 WATER TUNNELS
Loss of head in a bored tunnel is smaller than in a blasted tunnel with the same cross
section area because of the circular, smooth profile.
Figure 1.1 shows the relation between the cross section area of a blasted and a bored
tunnel with the same capacity (hydraulic equivalent cross section areas). The curves
are calculated on the basis of the assumptions shown in Table 1.1.
2 2 2
Cross Section Area 8m 20 m 50 m
Blasted cross section
Absolute roughness, mm - - -
Manning's Number 32.8 33.9 34.6
Bored cross section, schistose rock
Absolute roughness, mm 4.5 4.5 4.5

Bored cross section, homogenous rock
Absolute roughness, mm 3.0 3.0 3.0

Table 1.1 Roughness for varying tunnel cross section area.
The marginal cost for bored tunnels increases with increasing cross section area,
whereas it decreases for drill and blast tunnels. Furthermore, the marginal cost for
bored tunnels is strongly dependent on the rock mass boreability. For economic
optimisation of the cross section area, a different relation between the blasted and the
bored cross section area than those shown in Figure 1.1 will most likely be obtained.
Such estimations must be carried out for each individual project.
The relation between the economic optimal cross section area for a specific project is
shown in Figure 1.2. The example is from the Project Report 6-81 PEAK POWER
AT RØSSÅGA The Tunnel System (Norwegian edition).
11
9
dtbm Schistose rock
m
8
Homogenous rock
7
6 1.8
5 Adb/Atbm
4 1.7
3
Homogenous rock
2 1.6
1 Schistose rock
1.5
20 40 60 80 100
Cross section area of blasted tunnel, m2
Figure 1.1 Equivalent cross section area. Lower: Relation between blasted and
bored tunnels. Upper: TBM diameter of equivalent cross section area.
12
DRI=49
Adb/Atbm
1.8
DRI=65
1.6
DRI=49
DRI=56
DRI=65
1.4
10 20 30 40 50 60
Cross section area of blasted tunnel, m2
Figure 1.2 Relation between economic optimal cross section area for tunnel boring
and drill and blast tunnelling. Example from Bleikvatn Hydro Power
Project 1981.
13
1. TUNNEL DESIGN 1.4 Sewage Tunnels
1.4 SEWAGE TUNNELS
In blasted sewer tunnels, it is often necessary to concrete a V-shaped channel in the

invert to achieve a self-cleaning effect for low flow rates.
In bored tunnels, it is usually not necessary to concrete such a channel, because the
circular cross section is sufficiently self-cleaning when bored with accurate control of
the inclination. The TBM may be controlled and steered to achieve a maximum
deviation from the vertical alignment of a few centimetres.
Figure 1.3 Self-cleaning invert.
14
1. TUNNEL DESIGN 1.5 Road and Railway Tunnels
1.5 ROAD AND RAILWAY TUNNELS
The circular cross section is not optimal for road tunnels. Due to the required traffic
area and free clearance, the cross section area will be unnecessarily large if bored, see
Figure 1.4.
Cross section conditions for railway tunnels are similar to those for road tunnels, but
the cross section area may often be better utilised. Figure 1.5 shows relevant tunnel
profiles for single-track railroad tunnels, electric traction.
The cross section area will be better utilised if the lower part of the tunnel is enlarged
by blasting or other stoping methods, see Figure 1.4. However, the blasting will
introduce an undesired operation concerning time consumption and occupational
environment during the excavation.
Presumably, the best solution is to take advantage of the circular bored profile and the
more or less continuous excavation process. The circular profile is advantageous
concerning:
•= Better stability and less rock support than a corresponding drill and blast tunnel
•= Lighter and cheaper rock support methods than for a drill and blast tunnel
•= More systematic and mechanised installation of water and frost protection,
lighting, ventilation, communications, etc.
When using a continuous conveyor for muck transport, the tunnel behind the TBM
and backup is available to carry out the following operations while boring:
•= Construct the road and install the drainage system

•= Install water and frost protection
•= Install lighting, ventilation, communications and other permanent equipment
•= Excavate the required niches, preferably by mechanical excavation.
Road tunnels are discussed in more detail in the Project Report 8-88 ROAD
TUNNELS Drill and Blast or Tunnel Boring and the Project Report 2E-95
TUNNELLING Road Tunnels - Equipment and Installations (Norwegian editions
only).
15
1. TUNNEL DESIGN 1.5 Road and Railway Tunnels
Figure 1.4 Cross sections for road tunnels.
Figure 1.5 Cross sections for railway tunnels. Minimum diameter for the bored
cross section is approximately 8.5 m.
16
1. TUNNEL DESIGN 1.6 Examples of Innovative Application
1.6 EXAMPLES OF INNOVATIVE APPLICATION
Tunnels to Offshore Oil and Gas Fields
In the early 1980s several studies were done looking into the possibilities of using
tunnels from the shore to the oil and gas fields off the Norwegian coast. The Project
Report 2-81 TUNNELLING FOR THE OFFSHORE OIL FIELDS (Norwegian edi-
tion) presented the basic design solutions and models for estimation of time consump-
tion and total construction costs.
The design was based on three components:
Excavation by TBM, electrically operated muck transport

Two parallel tunnels, of which one is used for fresh air supply
Base stations with crossover tunnels at certain intervals, serving the functions of an
adit in common tunnelling.
The design allows very long tunnels to be bored from one end. The only limiting fac-
tor is the construction time. The principle design for a 50 km long tunnel is shown in
Figure 1.6.
Gneiss Sediments
5.6k
m
1:8 18.0km 26.4km
6.5km 5.0km 5.0km 7.9km
D&B TBM
23m2 Fresh air supply dtbm=3.5m
45m2 dtbm=4.5m
Transport
Base station with crossover tunnels
Figure 1.6 Proposed design for a tunnel to an offshore oil and gas field.
17
Transport of Gas in Tunnels
In 1994 a feasibility study of a deep tunnel for transport and storage of natural gas
between two onshore gas terminals and processing plants were conducted.
The total tunnel length was just above 375 km, at a depth of 1000 m below the sea
level. The rock is mostly Precambrian gneisses with low boreability, with an expected
net penetration rate of around 4 m/h. Due to the limitations in construction time, the
basic design was vertical shafts at approximately 50 km spacing, resulting in the need
of 9 shafts and 16 TBMs. The construction time was estimated at 3.5 years.
The study did not conclude with regard to the muck transport method for the tunnels
and shafts. The time and cost estimates were based on track-bound transport in the
tunnels and hoisting in the shafts. However, a combination of a continuous conveyor
in the tunnel and slurry pumping in the shaft seemed very promising.
Figure 1.7 General layout of the proposed gas tunnel.
18
Vertical shaft
TBM startup Drill and blast 70m2 dtbm=3.5m Vertical shaft
area dtbm=3.5m
Muck silos 70m2 Muck silos

Drainage sump Drainage sump
~250m
SIDE VIEW HORIZONTAL LAYOUT
Figure 1.8 Arrangement at the bottom of each shaft of the proposed gas tunnel.
The Trollberget Hydropower Tunnels
The planning of the tunnel system at Trollberget, a part of the Svartisen Hydropower
Project, started in the early 1970s. At that time, Norway had no experience with TBM
tunnelling, and the tunnel system was planned for drill and blast. Tunnel boring was
employed at several projects in Norway until the late 1980s when the final design of
the tunnel system at Trollberget was done.
Through several phases, the plans were adapted to TBM tunnelling as the know-how
and experience of TBM tunnelling increased, resulting in a tailor-made TBM project
of approximately 40 km of tunnel being bored from one adit by 4 TBMs.
The number of adits was reduced from 5 to 1, avoiding extensive environmental and
landscape impacts such as building of roads, power lines and other communications in
a barren and vulnerable region, close to the Svartisen glacier. All service functions
and housing of workers could be placed at Trollberget, ensuring safe and undisturbed
transport of people and equipment to and from the site.
19
Vegdalen
Chainage 12537
TBM 220
3.5m diameter
Storglomvatn
Chainage 13630 Chainage 5766
Rebuild of TBM 251
TBM 251
5.0m diameter
TBM 251 Staupåga

Chainage 0 Chainage 12326
4.3m diameter
Adit
Trollberget TBM 257
1000m 3.5m diameter
Chainage 4034
TBM 252
4.3m diameter
Bogvasselv
Chainage 12218
Figure 1.9 The tunnel system at Trollberget. Courtesy of Statkraft Anlegg AS.
20
Start boring
Assembly
area
22 Workshop
5m
Warehouse
Drainage and
ventilation
shaft
Dump station
and muck silo
3 draw points
Drainage and Start

ventilation shaft boring
Adit
Figure 1.10 The Tunnel Excavation Central in Trollberget. Courtesy of Statkraft

Anlegg AS.
21
2. RIGGING 2.0 Introduction
2.0 INTRODUCTION
The chapter gives a brief treatment of rigging and auxiliary installations that provide
the necessary service functions to achieve high productivity in the tunnel excavation.
A well-planned system of support functions may save a substantial amount of time

and money for long tunnels. However, the system must still be of a moderate size and
should not be designed to be able to handle all situations that may occur.
When designing the rig area and the support functions, one should try to incorporate
the following aspects in the plans:
•= Separate the functions from each other

•= Access to the functions both from the tunnel and from the outside.
The basic support functions are:
•= Muck transport in the tunnel

•= Dump station and muck disposal
•= Ventilation in the tunnel
•= Electricity supply
•= Water supply
•= Water discharge
•= Workshop
•= Cutter repair shop
•= Warehouse
•= Rock support.
Each project has its own features, and the items above do not cover all situations.
Muck transport and ventilation are treated in Chapter 3 and Chapter 4 respectively.
For long tunnels, it is very important that the design criteria and assumptions are valid
when the tunnel excavation is in progress. One should do systematic measurements
and tests of e.g. the ventilation system and the transport system as the excavation pro-
gresses, to confirm that the systems will be capable to serve their functions through-
out the tunnel length.
22
2. RIGGING 2.1 Dump Station
2.1 DUMP STATION
Track-Bound Transport
There are several available methods of discharging the muck-cars, e.g.:
•= Bottom dump
•= Side dump
•= Rotational dump (e.g. Rotadump and forklift).
Bottom and side dump systems have proved to be very efficient with regard to time
consumption and necessary number of muck-car trains (see Table 3.1).
Selection of location and type of dump station should at least be based on the follow-
ing aspects:
•= Costs - unit costs per m3 and total construction costs

•= Time consumption - unit time for transport and total construction time
•= Reliability and risk
•= Occupational environment
•= Environmental and third party impact (e.g. runoff, dust and noise).
In some cases, the dump station may be located at a muck disposal site close to the
tunnel, facilitating the use of a wheel or LHD loader to place and compact the muck.
But in most cases, the distance between the tunnel and the muck disposal site requires
truck transport of the muck.
If possible, one should avoid reloading the muck with a wheel loader onto the trucks
for transport to the permanent muck disposal site. A silo system with draw points at
the bottom is an economically favourable solution even for shorter tunnels. The silo
system provides buffer capacity and may be adapted to all dumping methods. Figure
2.1 shows a possible layout of an underground silo system.
23
Figure 2.1 Layout of an underground silo system for bottom dump muck-cars.
An underground silo system gives a high degree of freedom with regard to the design
of the adit and the start-up area.
A general problem of muck-cars is compaction of wet muck during transport or long

stops with (partly) loaded muck-cars. The problem is most evident for bottom dump
cars, but may be reduced substantially with various measures. Compressed air flush-
ing of the muck-cars should be available at the dump station. Remote-operated vibrat-
ing beams or immersion vibrators at the dump station will help. The opening in the
bottom of the cars should be maximised in size. Using as little water spraying as pos-
sible while boring, emptying the muck-cars when longer stops occur, and good track
conditions are general measures to avoid settling of the muck in the cars.
For the same reason as above, one must avoid water flowing into the muck silo.
Drainage water from the tunnel should be conveyed carefully past the silo. Ground-
water inflow to the silo should be sealed by pregrouting.
Truck Transport
Using truck transport in the tunnel should imply direct transport to the muck disposal
site. Public roads have regulations with regard to truck size and weight, which may
require reloading of the muck at the tunnel site before entering the public road sys-
tem. Reloading the muck may be done similar to that of track-bound transport.
24
Continuous Conveyor
In principle, a continuous conveyor in the tunnel should include a conveyor belt sys-
tem for muck transport all the way to the muck disposal site. When this is not appli-
cable, the reloading of the muck should be handled similar to that of track-bound
transport.
25
2. RIGGING 2.2 Muck Disposal Site
2.2 MUCK DISPOSAL SITE
The design and the filling plan of the disposal site should be available when the muck
transport system is selected. The filling plan must ensure compaction, slope stability
and erosion protection.
The TBM muck may be described as a well-graded material with larger prismatic and
flaky chips.
CLAY SILT SAND GRAVEL

100
Percentage < d
Older Machines
80
Standard Machines
60
40
20
HP Machines
0.002 0.006 0.02 0.06 0.2 0.6 2 6 20 60
Grain size d, mm
Figure 2.2 Sieve curves of TBM muck.
The muck must be compacted during placement of the fill to avoid large settlements
later. If the muck is placed in layers of 1.5 - 2 m, the trucks or the wheel loader driv-
ing on top of the layer may be able to compact the muck to a volume expansion factor
of 1.55 - 1.6 from in situ rock to fill volume. The compaction is best achieved by a
predetermined driving pattern when the muck is placed in the fill.
The final surface of the muck fill should have a maximum slope of 1 : 3. Furthermore,
the fill must be protected by a drainage system along the perimeter and at the surface
of the fill to avoid erosion from precipitation.
For more information on use and disposal of TBM muck, see the Project Report
16-91 TBM MUCK Properties and Use (Norwegian edition).
26
2. RIGGING 2.3 Electricity Supply
2.3 ELECTRICITY SUPPLY
The cutterhead rotation during boring is by far the most power consuming operation
in the tunnel excavation process. Installed cutterhead power as a function of TBM
diameter and cutter diameter is shown in Figure 2.3.
Ptbm dc=483mm
kW
3000
dc=432mm
2000
dc=394mm
1000 dc=356mm
4.0 5.0 6.0 7.0 8.0 9.0
TBM diameter, m
Figure 2.3 Installed cutterhead power.
Additional power consumption at the TBM and backup normally adds up to less than
10 % of the installed cutterhead power. The capacity of the power supply (transform-
ers and cable) into the tunnel should be at least 20 % higher than the installed cutter-
head power to ensure stability in the supply system.
At the adit, the required power supply to the ventilation fan(s), water supply pumps,
continuous conveyor, etc. normally adds up to less than 30 % of the installed cutter-
head power. Hence, the capacity of the power supply to the adit should be at least 1.5
times the installed cutterhead power.
27
2. RIGGING 2.4 Water
2.4 WATER
Water Supply
The water is needed for spraying, cooling and cleaning, and should in principle be
clean freshwater. The water supply capacity must be dimensioned with regard to the
instantaneous consumption, see Figure 2.4.
l/min
600
500
4 5 6 7 8 9
TBM diameter, m
Figure 2.4 Estimated instantaneous water consumption.
The water pipeline should be designed for an internal pressure of 20 - 25 bar and the
water pumps should deliver a pressure of at least 10 - 15 bar for a horizontal tunnel.
Drainage Water
When the tunnel has an incline of 0.15 % or more, the drainage water will flow easily
by gravity in normal rock conditions. If high water inflow is expected, the tunnel in-
clination should be 0.25 % or more. At low inclination, it is necessary to pump the
drainage water from the cutterhead and TBM area to the outer end of the backup.
28
2. RIGGING 2.4 Water
Boring on a decline necessitates a relative high pumping capacity in the cutterhead

and TBM area to handle process and ground water, and a high capacity pipeline in the
tunnel to convey the water to the adit. An under-dimensioned system will cause seri-
ous problems with regard to muck removal, machine utilisation and excavation costs.
The drainage water contains suspended fines from the TBM muck and oil from the
hydraulic and lubrication system. The drainage water should be treated in sedimenta-
tion and oil separation basins before it is discharged.
The amount of fines in the drainage water is best reduced by keeping the bucket lips
on the cutterhead in a good condition.
29
3. TRANSPORT 3.0 Introduction
3.0 INTRODUCTION
The trend towards machines with higher maximum gross thrust resulting in higher net
penetration rate sets greater demands to the performance of the transport equipment
and the transport system.
The aim of this chapter is to design the transport system to achieve continuous boring
that is not disturbed by insufficient transport capacity.
Capacity estimation models for track-bound transport and for transport with trucks are
presented. The models estimate the necessary number of transport units, i.e. muck-car
trains or trucks, to be able to continuously transport a muck volume corresponding to
a predetermined dimensioning net penetration rate. A brief treatment of conveyor belt
capacity is also given.
The decisive dimensioning parameter of the transport system is the dimensioning net
penetration rate. The estimated net penetration rate (see Project Report 1B-98
HARD ROCK TUNNEL BORING Advance Rate and Cutter Wear) should be
interpreted as a dimensioning average for longer tunnel sections, to be used for the
estimation of time consumption and excavation costs. The dimensioning net penetra-
tion rate for the transport capacity should be at least 50 % higher than the estimated
net penetration rate.
30
3. TRANSPORT 3.1 Track-Bound Transport
3.1 TRACK-BOUND TRANSPORT
Tracks
Efficient transport operation depends on tracks of good quality. Under-dimensioned,

poorly laid or maintained tracks result in reduced transport speed and frequent
derailing.
Track transport operations must therefore be planned carefully. The backup, muck
cars, locomotives, shunting and dumping arrangements, tracks and the system for
installing tracks, must be rational and functional.
Installation of the track takes place in the area between the TBM and the backup. A
crane mounted on a monorail system under the bridge conveyor is used.
The system for track installation may vary:
•= Pre-made track sections with steel sleepers and special blocks of wood or steel
as support
•= Single rails mounted on wood or steel sleepers
•= Single rails bolted to the invert with special fastening brackets (suitable in hard
rock only, bolts are prone to loosen in medium to soft rock).
•= Rails mounted on concrete segments.
Choice of track must be adapted to the backup equipment and the transport volumes.
Experience shows that pre-made track sections with steel sleepers as shown in Figure
3.1 will give a good track for high transport capacity.
The track gauge should be at least 900 mm. The rail weight should be at least 35
kg/m.
Bypass stations may be:
•= Blasted niches
•= Build-up of invert to sufficient bypass width
•= California Switch - a movable bypass station running on the permanent track.
31
Steel sleeper
Pandrol fastening 35kg rail
Steel sleeper
Figure 3.1 Examples of a well functioning rail and sleeper.
Estimation Model
The model is based on muck transport from a double-track backup with a minimum of
2 muck-car sets and 1 locomotive. The transport capacity for a TBM with a single-
track backup and a California Switch directly behind the backup may also be
estimated by the model.
The model designs the loading and transport capacity so that continuous TBM
production can be obtained. In other words, the cycle time for one train must be less
than the loading time at the backup for one set of muck-cars.
t cycle ≤ t load (min) [3.1]
tcycle = train cycle time

tload = loading time for one set of muck-cars
32
Loading time
The loading time consists of the following sub-operations:
•= Filling of muck into the muck-cars while boring

•= Regripping the TBM
•= Changing of muck-car sets on the backup.
Normally, a muck-car set with a capacity corresponding to the muck production from
at least one TBM stroke is chosen.
The boring time for one stroke is:
l s ⋅ 60
t stroke = (min) [3.2]
In
ls = stroke length of the TBM (m)

In = dimensioning net penetration rate (m/h)
When a muck-car set is fully loaded, it must be changed with an empty set in the
backup. This causes a time loss on a backup where loading can not be carried out
during changing of sets. Time for changing of sets is observed as tset ≤ 1 minute.
When the set has a capacity of 1 or 2 strokes, the changing of sets can take place
during the regripping of the TBM. As a rule, the regripping time exceeds the set
changing time, so that changing of sets will not be a part of the loading time.
The regrip time depends on the TBM's hydraulic system. Boring in curves, alignment
requirements, etc. will influence the regrip time. The observed average is tregrip = 4.5
minutes.
The total rock volume per muck-car set is:
33
Vcar ⋅ n set
V set = (sm 3 ) [3.3]
k swell
Vcar = load volume of one muck-car (lm3)

nset = number of cars in the set
kswell = swelling factor from solid to loose rock, usually 1.8 - 2.
The rock volume of one stroke is:
2
d tbm ⋅ π ⋅ ls
V stroke = (sm 3 ) [3.4]
4
dtbm = TBM diameter (m)
The actual number of TBM boring strokes per muck-car set is:
V set
k set = [3.5]
Vstroke
The loading time per muck-car set will be:
t load = ( t stroke + t regrip + t set ) ⋅ k set (min) [3.6]
Number of Muck-Cars in a Set
To increase the transport capacity, it may be advantageous to increase the number of

muck-cars per set if the space in the backup allows so. As a result of the extra muck-
cars, the set loading time will increase and there is more time available for the
transport cycle.
34
Transport without Bypasses (2 Muck-Car Sets, 1 Locomotive)
The cycle time is defined as the time it takes to drive a fully loaded muck-car set from
the backup and return with an empty set to the backup, see Figure 3.2.
TBM
Backup Equipment
tloco
t100
tout = tin
tdump
tadit tshunt
Adit
Dump Station
Figure 3.2 Transport model without bypass, 2 muck-car sets and 1 locomotive.
The cycle time includes the following sub-operations:
t cycle = t100 + t out + t adit + t shunt + t dump + t shunt + t adit + t in + t100 + t loco
[3.7]
= 2 ⋅ ( t100 + t out + t adit + t shunt ) + t dump + t loco (min)
t100 = driving the 100 m close to the backup
tout = driving from 100 m behind the backup to the adit

tin = driving from the adit to 100 m behind the backup
35
tadit = driving in the adit and from the adit to the dump station
tshunt = shunting at the dump station before dumping
= shunting at the dump station after dumping
tdump = discharging the muck-cars
tloco = shunting of the locomotive at the backup
t dump = t car ⋅ n set (min) [3.8]
tcar = discharging of one muck-car at the dump station

nset = number of muck-cars in one set
(l back − 100) ⋅ 60
t out = t in = (min) [3.9]
v out ⋅ 1000
lback = distance from the adit to the backup (m)

vout = driving speed in the tunnel (km/h)
(l adit + l dump ) ⋅ 60
t adit = (min) [3.10]
v adit ⋅ 1000
ladit = length of the adit (m)

ldump = distance from the adit to the dump station (m)
vadit = driving speed in the adit and to and from the dump station (km/h)
Transport with Bypasses
When the cycle time exceeds the loading time, bypasses in the tunnel and extra muck-
car sets and locomotives are needed. The transport system is shown in principle in
Figure 3.3.
36
It is assumed that the cycle time of each cycle (outer, middle, inner) must be less or
equal to the loading time to obtain continuous TBM production. Optimal locations of
the bypasses are found when:
t outer = t middle = t inner = t load (min) [3.11]
Inner loop Middle loop Outer loop
TBM
tinner tmiddle touter
Figure 3.3 Transport model with bypasses.
A new bypass is installed when the time for the inner cycle is larger than the loading
time. The demand for locomotives is then:
n loco = nbypass + 1 [3.12]
The demand for muck-car sets is:
n train = n bypass + 2 [3.13]
nbypass = number of bypasses
37
Transport with One Bypass (3 Muck-Car Sets and 2 Locomotives)
A model for transport with 1 bypass, 3 muck-car sets and 2 locomotives is shown in
Figure 3.4.
TBM
tloco
t100
tinner
tout-i=tin-i Inner loop
tbypass
tout-o=tin-o Outer loop
tadit tshunt
tdump
touter
Adit
Dump Station
Figure 3.4 Transport model for 1 bypass, 3 muck-car sets and 2 locomotives.
Since the bypass is located as far into the tunnel as possible, without the time of the
outer cycle exceeding the loading time, the cycle time will be defined by the outer
cycle.
38
t outer = t bypass + 2 ⋅ (t out − o + t adit + t shunt ) + t dump (min) [3.14]
tbypass = time for meeting at and driving past the bypass (the outbound train waits
for the inbound train)
tout-o = driving from the bypass to the adit
In addition, the time for the inner cycle must not exceed the loading time.
t inner = t loco + 2 ⋅ (t100 + t out − i ) + t bypass (min) [3.15]
tout-i = driving from 100 m behind the backup to the bypass
If the time for the inner cycle exceeds the loading time, another bypass is needed.
To avoid later moving, the first bypass should be placed at an optimal point found by:
t outer = t load (min) [3.16]
t load = t bypass + 2 ⋅ (t out − o + t adit + t shunt ) + t dump (min) [3.17]
l bypass ⋅ 60
t out −o = (min) [3.18]
v out ⋅ 1000
(t load − t bypass − 2 ⋅ (t adit + t shunt ) − t dump ) ⋅ v out ⋅ 1000

l bypass = (m) [3.19]
2 ⋅ 60
lbypass = distance between the adit and the first bypass (m)
39
When more than one bypass is necessary, the optimal placement is found by:
t middle = t load (min) [3.20]
t middle = 2 ⋅ (t out − m + t bypass ) (min) [3.21]
(l bypass − 2 − l bypass −1 ) ⋅ 60
t out − m = (min) [3.22]
v out ⋅ 1000
(t load − 2 ⋅ t bypass ) ⋅ v out ⋅ 1000

l bypass − 2 = l bypass −1 + ( m) [3.23]
2 ⋅ 60
Unit Time and Transport Speed
The transport speed and unit times vary with the type of locomotive, backup and
dump system. It is therefore important to carry out time studies of the transport
system to obtain an optimal use of the transport equipment. Table 3.1 lists some
average values for tunnel inclination of 0.15 - 0.4 %.
Figure 3.5 illustrates the need for bypass installation as a function of the tunnel length
and the net penetration rate. The estimations are based on the following assumptions:
•= The TBM diameter is 5.5 m

•= 9 muck-cars of 12 lm3 each in one set
•= The average driving speed in the tunnel is 20 km/h
•= The length of the adit and the distance from the adit to the dump station sums up
to 600 m
•= Unit times in Table 3.1.
40
Variable Operation Speed (km/h) Unit time (min)

tset Changing of sets in the backup 1
tregrip Regripping the TBM 4.5
tloco Shunting at the backup 2
t100 Driving the 100 m close to the backup 5 1.2
vout = vin Driving in the tunnel 15 – 30
tbypass Driving past the bypass 2
vadit Driving in the adit and to the dump station 5 – 10
tshunt Shunting at the dump station 2
tcar Dumping side dump 0.3 min/car
Rotadump 1.0 min/car
bottom dump 0.3 min/car
fork lift 1.2 min/car
Table 3.1 Transport speed and unit times.

Lowest speed for 25 kg/m rails and 10 ton locomotives. Highest speed for 35 kg/m rails
and 22 ton locomotives.
In, m/h
6.0
5.0 3 California
Switches
4.0 2 California
Switches
3.0
1 California
Switch
2.0
No meeting
1.0
2 4 6 8 10 12 14 16 18 20
Tunnel length, km
Figure 3.5 Demand for bypasses for 35 kg/m rails and 22 ton locomotives.
41
3. TRANSPORT 3.2 Truck Transport
3.2 TRUCK TRANSPORT
When using standard trucks, the roadway may be built as:
•= Two-lane concrete segment roadway

•= Concrete segment roadway
•= Muck roadway, see Figure 3.6
For tunnel diameters less than approximately 8 m, bypasses must be established by:
•= Excavating niches
•= Filling up the invert until the required width is established.
Figure 3.6 Roadway. Sorted muck may be used if the rock quality is suitable.
The bypasses may also be utilised as a turning place before the dump trucks backs
into the backup. For tunnel diameter larger than 8 m, the trucks may be turned by a
turning table, see Figure 3.7.
42
Figure 3.7 Turning table for trucks in a 8.5 m diameter tunnel.
Estimation Model
The transport capacity depends on the number of trucks, cycle time and volume per
truck. To maintain continuous boring, the transport capacity must exceed the muck
volume to be transported at the dimensioning net penetration rate.
Qtrans ≥ Qout (sm 3 / h ) [3.24]
Qtrans = Qtruck ⋅ ntruck

60 ⋅ Vtruck ⋅ ntruck [3.25]
= (sm 3 / h )
t cycle ⋅ k swell
Qtrans = muck transport capacity of the trucks (sm3/h)

Qout = muck volume to be transported out of the tunnel (sm3/h)
Qtruck = transport capacity of one truck (sm3/h)
43
tcycle = cycle time for one truck (min)

Vtruck = loading volume per truck (lm3)
kswell = swell factor from solid to loose rock, measured to 1.8 - 1.9 for trucks
ntruck = number of trucks
The cycle time is defined as the time it takes to drive a fully loaded truck from the
backup hopper to the dumping station, dumping, return to the backup and load the
truck.
The cycle time includes the following operations:
t cycle = t to + t meet + t in + t turn + t man + t load + t man + t out + t to + t dump (min) [3.26]
tto = driving from the dump station to the tunnel portal and vice versa
tmeet = meeting in the tunnel
tin = driving from the tunnel portal to the turning point, including the adit
tturn = turning the truck in the tunnel
tman = backing from the turning point to the backup loading point
= driving from the backup loading point to the turning point
tload = loading the truck at the backup
tout = driving from the turning table to the tunnel portal, including the adit
tdump = turning the truck and dumping the load
The time for driving from the dump station to the tunnel portal is:
l dump ⋅ 60
t to = (min) [3.27]
v to ⋅ 1000
ldump = distance from the dump station to the tunnel portal (m)
vto = average speed for the distance ldump (km/h)
When the trucks meet in the tunnel, the empty truck driving in has to wait. Maximum
total meeting time is:
44
t meet = t m ⋅ ( ntruck − 1) (min) [3.28]
tm = unit time for one meeting of one in-bound and one out-bound truck
ntruck = total number of trucks in the transport system
TBM
tload
2 tman
tturn
tout = tin
tmeet
tdump
2 tto
Dump Station
Figure 3.8 Transport cycle for trucks.
Time for driving from the tunnel portal to the turning table is:
l turn ⋅ 60
t in = (min) [3.29]
v in ⋅ 1000
lturn = distance from the tunnel portal to the turning point, including adit (m)
vin = average speed of the in-bound empty trucks (km/h)
45
Normally, a turning table is placed 50 – 100 m behind the backup. The empty truck is
turned at the table, backs from the table to the backup silo, loads and drives outwards
and past the turning table.
Driving time from the turning point to the tunnel portal is:
l turn ⋅ 60
t out = (min) [3.30]
v out ⋅ 1000
vout = average speed of the out-bound loaded trucks (km/h)
Unit Time and Transport Speed
The transport speed and unit times vary with the type of truck, backup and dump
system. It is therefore important to carry out time studies of the transport system to
obtain an optimal use of the transport equipment. Table 3.2 lists some average values
for tunnel inclination of 0.25 - 4 %.
Variable Operation Speed (km/h) Unit time (min)

vto Driving speed from the dump station to the 30
tunnel and vice versa
tm Unit time per meeting 0.23
vin Driving speed in the tunnel, empty truck 55
tturn Turning at a turning table 0.83
tman Backing from the turning point to the 0.5
backup
tman Driving from the backup past the turning 0.5
point
tload Loading at the backup hopper 0.4
vout Driving speed in the tunnel, loaded truck 50
tdump Turning the truck and dumping the load 1.2
Table 3.2 Transport speed and unit time for truck transport.
46
Transport Volume
The roadway may be built by using some of the muck from the TBM (preferably
sorted muck, using the largest fraction for the roadway). Later, this muck must be
removed, and therefore as little muck as possible should be used for the roadway
construction. The recommended thickness of the roadway is hroad = 0.9 m due to
drainage pipes placed on the invert of the tunnel (see Figures 3.9 and 3.10).
The volume of muck to be transported by the trucks depends on:
•= The tunnel diameter

•= The net penetration rate
•= Muck consumption for building the roadway.
Qout = Qtbm − Qroad (sm 3 / h ) [3.31]
The production volume from the TBM depends on the TBM diameter and the net
penetration rate.
2
d tbm ⋅π ⋅ In
Qtbm = (sm 3 / h ) [3.32]
4
In = dimensioning net penetration rate (m/h)
The muck volume used for the roadway depends on the cross section area of the road
and the net penetration rate.
Aroad ⋅ I n
Qroad = (sm 3 / h ) [3.33]
k road
Aroad = cross section area of the roadway, see Figure 3.9 (m2)
kroad = swell factor from solid to compacted roadway, measured to 1.5
47
The necessary number of trucks is found by combining [3.30] and [3.24].
Qout ⋅ t cycle ⋅ k swell

ntruck = [3.34]
60 ⋅ Vtruck
Roadway Cross Section
The muck volume required for the roadway construction may be estimated from the
tunnel diameter and the roadway height, see Figure 3.9. Figure 3.10 shows the
roadway cross section area as a function of tunnel diameter for varying hroad.
hroad
ϕ = 2 ⋅ arccos(1 − ) (°) [3.35]
d tbm / 2
2
d tbm π ⋅ϕ
Aroad = ⋅( − sin ϕ ) (m 2 ) [3.36]
8 180
Figure 3.9 Cross section of tunnel with roadway.
48
hroad=1.5m
Aroad 8
m2
7
6 1.2m
4 0.9m
2 0.6m
8 9 10 11 12
TBM diameter, m
Figure 3.10 Cross section area of the roadway for hroad = 0.9 m.
Waiting Time
The waiting time per truck at the backup hopper before loading begins depends on the
transport capacity, the muck volume to be transported and the cycle time.
æ Q ö
t wait = çç1 − out ⋅ t cycle (min ) [3.37]
è Qtrans
When the waiting time is > 0, it means that the trucks are waiting at the backup to be
loaded. When the waiting time is < 0, the TBM must wait for trucks, i.e. more trucks
are needed.
49
3. TRANSPORT 3.3 Continuous Conveyor
3.3 CONTINUOUS CONVEYOR
The capacity of the continuous conveyor must be dimensioned on the basis of the
muck volume corresponding to the dimensioning net penetration rate. Figure 3.11
shows produced muck volume as a function of TBM diameter and net penetration
rate.
sm3/h
6m/h 5m/h
300
In=10m/h
4m/h
8m/h
200
3m/h
2m/h
100
1m/h
4 5 6 7 8 9
TBM diameter, m
Figure 3.11 Muck volume produced by the TBM.
The transport capacity of a continuous conveyor is basically a function of the belt

width and the belt speed. Other parameters are belt through angle and friction angle of
the muck. Figure 3.11 shows the transport capacity as a function of belt width and
belt speed. The capacity estimation is based on Kai Nielsen, NTNU (1996): Conveyor
Belts, 28 pp. The following assumptions are made:
•= Lateral friction angle of the muck is 20°

•= Trough angle of the belt is 30°
50
3. TRANSPORT 3.3 Continuous Conveyor
•= Horizontal tunnel
•= The swell factor from solid rock to loose material is 2.0
•= 60 % of the maximum belt capacity is utilised.
The belt speed should be low to avoid release of dust to the tunnel air. The release of
dust from the TBM muck on the belt starts at a belt speed below 1 m/s.
vb=3.5m/s 3.0m/s
3
sm /h
2.5m/s
600
2.0m/s
400 1.5m/s
1.0m/s
200
600 800 1000 1200 1400 1600
Belt width, mm
Figure 3.12 Dimensioning transport capacity for continuous conveyors.
51
4. VENTILATION 4.0 Introduction
4.0 INTRODUCTION
The occupational environment and the design and dimensioning of the ventilation
system for tunnelling is described in more detail in the Project Report 17-91
TUNNELLING Ventilation (Norwegian edition).
In TBM tunnelling, part of the rock is crushed to fine particles. The smallest particles
may become airborne, called Suspended Particulate Matter. Table 4.1 shows the time
one quartz particle will use to settle 1 m in stagnant air. These very fine particles are
easily suspended in turbulent air.
Particle size in µm Time to settle 1 m in stagnant air

10 2 minutes 5 seconds
5 8 minutes 19 seconds
4 13 minutes
3 23 minutes
2 52 minutes
1 3 hours 28 minutes
0.5 13 hours 44 minutes
0.1 14 days 14 hours
Table 4.1 Settling time in air of suspended quartz dust.
The Norwegian authorities require the occupational environment to be of a certain

standard with regard to gases, dust, aerosols, etc. The Norwegian regulations are
given as Threshold Limit Values found in the Administrative Norms for the Occupa-
tional Environment. The maximum allowable dust content depends on the quartz con-
tent of the dust (or the rock type).
•= Total dust (dust particles less than 10 µm)

•= Respirable dust (75 % of the particles < 5 µm)
•= Respirable dust is the fine particles that may enter the fine alveoli of the lungs,
and therefore regarded as potentially harmful.
The Threshold Limit Values for dust and quartz dust are shown in Table 4.2.
52
Dust Type mg/m3

General Dust total dust 10
respirable dust 5
Quartz Dust
Alpha Quartz total dust 0.3
respirable dust 0.1
Cristobalite total dust 0.15

respirable dust 0.05
Tridymite total dust 0.15

respirable dust 0.05
Table 4.2 Threshold Limit Values for dust in the tunnel air.
The rock type itself does seldom consist of 100 % quartz. Hence, the Threshold Limit
Values should be adjusted for the quartz content of the rock type.
cTLV − q ⋅ 100
cTLV − d = ( mg/m3 ) [4.1]
pQ − q
cTLV-d = Threshold Limit Value of dust containing quartz (mg/m3)

cTLV-q = Threshold Limit Value of the quartz type q (mg/m3)
pQ-q = rock content of the quartz type q (%)
The value of cTLV-d to be used for dimensioning and similar must be less or equal the
Threshold Limit Value of General Dust.
If more than one type of quartz is present, the Threshold Limit Value is estimated
according to additive effect.
53
cQ −1 cQ − 2 cQ − q
+ + ⋅⋅⋅⋅⋅ + ≤1 ( mg/m 3 ) [4.2]
cTLV −1 cTLV − 2 cTLV − q
cQ-q = concentration of quartz type q

cTLV-q = Threshold Limit Value of quartz type q
54
4. VENTILATION 4.1 Dust Sources
4.1 DUST SOURCES
The dust is produced through the boring process in front of the cutterhead. The
greater part of the dust is included in the TBM muck that is transported out of the
tunnel. However, some of the dust enters the tunnel air.
Cutterhead
The air in front of the cutterhead contains a large amount of dust, resulting in a higher
specific gravity than the surrounding air. Without closed air suction from the cutter-
head, the heavy air will flow out under the cutterhead, see Figure 4.1. The rotation of
the cutterhead will press some of the dust-filled air outwards along the periphery of
the cutterhead. The front of the cutterhead is exposed to negative pressure by means
of an air suction system to avoid the dust-filled air to enter the tunnel air.
Figure 4.1 Dust in front of the cutterhead.
The suction should be from the upper third of the cutterhead to avoid coarse particles
to enter the system. The capacity of the suction fan depends on the TBM diameter and
how efficient the dust seal around the cutterhead is. The suction capacity may be re-
duced somewhat if the dust seal functions well.
55
In rock of low boreability (frequently combined with high quartz content), the boring
will produce extra fines, including quartz fines. This should be considered when di-
mensioning the suction capacity.
To estimate the suction capacity, we have adopted the empirical model developed by
the Norwegian contractor Statkraft anlegg AS. Recommended suction capacity is:
Qa = k rock ⋅ (d tbm + 1) (m 3 /s) [4.3]
dtbm = TBM diameter (m)

krock = correction for rock boreability and dust seal properties
krock is found in Table 4.3 based on the rock drillability index DRI and the seal proper-
ties. For low drillability and no dust seal, the high krock value will include a safety fac-
tor to avoid dust to flow below the cutterhead and into the tunnel air.
Rock Conditions With Dust Seal Without Dust Seal

Good Drillability
DRI = 65 0.30 m2/s 0.40 m2/s
Poor Drillability
DRI = 37 0.35 m2/s 2
0.45 m /s
Table 4.3 krock value for suction capacity.
Tunnel Walls
The tunnel roof and walls right behind the cutterhead will be covered with fine parti-
cles and dust. The roof and walls should be washed continuously by a spray system
mounted close to the cutterhead. Leaving the fines on the walls will increase the dust
problem at the backup and in the tunnel.
56
Conveyor Belts
The muck on the conveyors will release dust to the tunnel air. The main source is the
reloading points where the drop height should be as low as possible. In difficult con-
ditions, the reloading points may be encapsulated with a suction system, but water
spraying will help in most cases.
The belt speed affects the dust release. According to experience, the belt speed should
be 1 m/s or lower.
Water must be used with caution. Too much water, sprayed either in front of the cut-
terhead or on the conveyor belt, may cause the muck to set in the muck-cars and com-
plicate the discharge of the muck at the dump station.
A lot of dust is released when the muck is dumped from the cutterhead scopes to the
machine conveyor. Encapsulating the forward part of the machine conveyor will
cause most of the released dust to be sucked back to the front of the cutterhead.
Use of a continuous conveyor must be given special notice with regard dust release
along the tunnel. Possible booster stations must be treated as reloading points.
57
4. VENTILATION 4.2 Air Cleaning
4.2 AIR CLEANING
The TBM has a cleaning device for the air from the suction system. The air is cleaned
before it is released further back from the cutterhead. However, the dust cleaning sys-
tem is not able to remove all respirable dust from the air, and the tunnelling process
should be focused on producing and releasing as little dust as possible. There are ba-
sically three principles of cleaning being used.
Dry Filter (Turbo Filter)
In a dry filter, the dust is deposited in a chamber with several filter bags through
which the suction air is filtered. The recommended air speed through the filter bags is
0.7 - 0.8 m/s, corresponds to 0.072-0.075 m3/s air per m2 filter area. The filter is self-
cleaning. After the air has been filtered, it is released in the backup area.
The filter principle functions well under favourable conditions, but the self-cleaning
effect is substantially reduced if the air is humid.
Wet-Washers
The separation of the dust is based on contact between the dust particles and water.
Small nozzles spray water into the air coming from the cutterhead and the dust is
bound to the water. After the dust has been moistened, a centrifugal separator re-
moves the moist dust from the air by negative pressure.
Electrostatic Filter
The method is best suited for additional cleaning. First, the air is ionised and then
passing between electrically charged plates. The ionised particle is drawn to the plate
with the opposite polarity of the particle. The plates are cleaned by water.
58
4. VENTILATION 4.3 Fresh Air Supply
4.3 FRESH AIR SUPPLY
It is necessary to supply fresh air to the TBM and backup to ensure that the air from
the cutterhead will be forced out of the tunnel. When the fresh air supply to the
backup area is too low, the released air from the dust cleaning system will flow to-
wards the cutterhead again.
The estimation model presented in this chapter is based on blowing ventilation.
For electric driven muck transport, the suction volume from the cutterhead will be
dimensioning for the ventilation duct size and the capacity of the fan(s). For diesel
driven muck transport it is necessary to dilute the exhaust gases from the locomotives
or trucks. Sufficient air must be supplied to the backup area or along the tunnel to
ensure good working conditions along the whole tunnel.
Leakage in the ventilation duct may be a problem in TBM tunnels. Often, the tunnels
are long, but of small diameter with little space for the ventilation duct. The air pres-
sure in the duct is generally high, and the duct must frequently be inspected and re-
paired.
Figure 4.2 shows the ventilation principle of the TBM and backup.
Figure 4.2 The ventilation system at the TBM and the backup.
59
Fresh Air to the TBM
The fresh air supply to the TBM must be larger than the suction capacity of the dust
cleaning system (Q0 > Qa). The fresh air discharge must be closer to the cutterhead
than the air discharge of the dust cleaning system. Hence, the effect of the cleaning
device will not influence the conditions at the TBM, only the conditions in the tunnel
behind the discharge of the dust cleaning system (i.e. the locomotive or truck drivers).
The air supply to the backup should not be unnecessarily high, since this will result in
high air speed and extra release of dust from the walls. Figure 4.2 indicates fresh air
ducts directly to the permanent working places.
In general, the discharge air velocity should be kept low to avoid dust to be sus-
pended.
The fresh air supply must always be at least 20 % larger than the volume being re-
moved from the cutterhead, but not more than 30 - 40 % larger than the volume from
the cutterhead.
1.2 ⋅ k rock (d tbm + 1) ≤ Q0 ≤ 1.4 ⋅ k rock (d tbm + 1) (m 3 /s) [4.4]
Q0 = fresh air supply to the TBM and backup
A main cause of dust problems in a TBM tunnel is that the principles described above
are not followed. As the tunnel gets longer, the pressure drop in the ventilation duct
increases and leakage from the duct increases, resulting in less fresh air supply to the
TBM.
The airborne dust follows the air movement. Hence, it is very important to avoid high
air velocity in the work area. If the leakage from the ventilation duct is high, the leak-
age must be repaired instead of increasing the overall air supply to the tunnel.
60
Fresh Air Supply to the Transport (when Diesel Driven)
The necessary transport work must be estimated for track-bound and truck transport.
The forces acting against the movement of the vehicle must be calculated. These are:
•= Rolling resistance
•= Air resistance
•= Tunnel gradient.
The dimensioning principles and basis are given in Project Report 17-91
TUNNELLING Ventilation (Norwegian edition). Only the resulting equations are
shown here.
The input parameters are:
•= Gradient fs, given by the tunnel data

•= Rolling resistance fr, see Table 4.4
•= Air resistance Substantially less than inclination and rolling resistance,
and therefore estimated at 0
•= Relative load weight kload, see [4.5] and Table 4.5
•= Transport volume For trucks: Qtrans = Qout, see [3.31]
For track-bound, see [4.6]
Track or Road Quality Rolling Resistance, fr

Good tracks, small steel wheels 0.006 - 0.010
Poor tracks, small steel wheels 0.010 - 0.020
Concrete or asphalt roadway 0.015 - 0.020
Gravel roadway - good quality 0.025 - 0.030
Gravel roadway - standard quality 0.03 - 0.04
Loose, muddy, uneven roadway 0.04 - 0.06
Table 4.4 Rolling resistance for various transport alternatives.
61
Wvehicle
k load = [4.5]
Wload
Wvehicle = vehicle (truck or train) weight empty

Wload = load weight
Vehicle Vehicle, kg Load, kg kload

Truck 6x2 12000 15500 1.29
Truck 6x4 14000 20000 1.43
Truck 6x6 14500 20500 1.41
Truck 35 T 22200 35000 1.58
Muck car train with locomotive
6 ⋅ 6 m3 muck-cars 48000 59000 1.23
Table 4.5 Relative load weight for various transport vehicles. Truck 6x4 means a
truck with 3 axles, and traction on 2 axles.
2
d tbm ⋅π ⋅ In
Qtrans = (m 3 / h ) [4.6]
4
In = dimensioning net penetration rate
The necessary fresh air supply per metre of tunnel is estimated for 3 different cases.
Case 1 - Horizontal Tunnel (-fr < fs < fr)
Qtrans ⋅ (2 ⋅ f r + k load ⋅ ( f r − f s ))
q trans = ( m 3 / s ⋅ m) [4.7]
k load ⋅ 1180
62
Track-bound transport is in general under Case 1 since the tunnel incline most often is
from 0.2 to 0.5 %.
Case 2 - Inclined Tunnel (fr < fs)
Qtrans ⋅ ( f r + f s )
q trans = (m 3 / s ⋅ m) [4.8]
k load ⋅ 1180
Case 3 - Declined Tunnel (-fr > fs)
Qtrans ⋅ (1 + k load ) ⋅ ( f r − f s )
q trans = ( m 3 / s ⋅ m) [4.9]
k load ⋅ 1180
Necessary air delivered from the fan is:
Q fan = Q0 + l t ⋅ q trans ( m 3 / s) [4.10]
lt = tunnel length (m)

Must include the adit if the dump station is outside the adit or if the muck transport in
the adit is diesel driven as well.
If qtrans is less than the duct leakage, use [4.11] to estimate Qfan.
The total fresh air supply for electric driven muck transport is estimated on the basis
of the fresh air supply to the TBM and the ventilation duct leakage.
Q0
Q fan = ( m 3 / s) [4.11]
100 − pleakage Ld
( )
100
63
pleakage = ventilation duct leakage in percent per km (usually 5-15 %/km)

Ld = duct length in km (usually tunnel length + length of adit + 100 m)
To select the fan (or fans), the total pressure drop along the ventilation duct must be
estimated in addition to the air delivery from the fan. A rough estimation model is
presented in the following. A more complete model is given in the Project Report
17-91 TUNNELLING Ventilation (Norwegian edition).
When selecting the ventilation duct size, the maximum air velocity in the duct should
be 20 - 25 m/s.
The total pressure drop consists of the following parts:
•= Singular losses at the air intake and outlet

•= Singular losses at duct size changes
•= Singular losses at duct direction changes (bends, sharp curves)
•= Singular losses in the fan(s)
•= Friction loss in the duct.
Air Intake and Outlet

The experience value is pintake = poutlet = 200 Pa.
Bends, Sharp Curves and Fans

The experience value is pbend = pfan = 200 Pa.
Duct Size Change

The singular loss at a duct size change is assumed to be very low when the transition
between the two duct sizes is less than 10°, and is set to 0 Pa.
64
Friction
The friction loss in the duct is by far the largest contribution to the total pressure drop
for long tunnels. The friction loss in the ventilation duct for duct section i may be es-
timated as:
1.85
Qduct
pduct −i = 0.017 ⋅ 4.96−i ⋅ l duct −i ( Pa ) [4.12]
d duct
Qduct-i = average air volume at the actual duct section (m3/s)

dduct = diameter of the ventilation duct (m)
lduct-i = length of the actual duct section, 500 - 1000 m
The Figures 4.3 and 4.4 show the dimensioning airflow in the duct as a function of the
tunnel length.
Qfan
Qx = Qo + qtrans (lt - x)
Qo
lt
0 x (m)
Figure 4.3 Airflow in the ventilation duct for diesel driven transport.
65
Qfan
Qo
Qx =
100 - pleakage Ld-x
( ) Qo
100
Ld
0 x (km)
Figure 4.4 Airflow in the ventilation duct for electric transport.
When the total duct length is divided into n sections of length lduct-n, the air volume at
the end if section i is for diesel driven transport:
Qi = Q0 + (l t − l duct − n ⋅ i ) ⋅ q trans ( m 3 / s) [4.13]
And for electric driven transport:
Q0
Qi = (m 3 / s) [4.14]
100 − p leakage Ld i
( )
100
Ldi = (lt - lduct-n ⋅ i) / 1000 (km)
Qduct-i for duct section i is the average of Qi and Qi-1.
The total pressure drop in a ventilation duct will be:
66
n
p total = p intake + p fan + p bend + p outlet + p duct − i (Pa ) [4.15]
i =1
The fan is selected on the basis of the performance diagram of the fan, which is
shown in principle in Figure 4.5. The estimated total pressure drop combined with the
estimated fan capacity must plot below the curve of the actual fan type.
ptotal
Pa
1 Fan type 1
2 Fan type 2
Estimated ptotal Fan type 2 must

be selected
Estimated Qfan
2
1
Air delivery, Qfan, m3/s
Figure 4.5 General performance diagram for ventilation fans.
When more than one fan is needed because of the size of total pressure drop, there
should be a rest pressure in the ventilation duct of at least 500 Pa at the point where
the new fan is installed.
67
5. ROCK SUPPORT 5.0 Introduction
5.0 INTRODUCTION
Tunnel boring as excavation method affects the remaining rock mass less than drill
and blast excavation, with considerably improved stability as a result. In medium or
good rock conditions, rock support is not needed or reduced to a minimum.
However, tunnel boring is less flexible than drill and blast tunnelling in handling sta-
bility problems at the face. Unforeseen problems may therefore cause long delays and
additional costs.
It is vital to locate stability problems through the engineering geological preinvestiga-

tions with regard to type and extent. Accordingly, the TBM should be equipped to
overcome the expected stability problems and the extent of the rock support. The tun-
nel crew must have the necessary know-how to handle the expected stability prob-
lems.
The TBM should not be equipped for all the conceivable stability problems and sup-
port methods, but be focused on the more or less systematic rock support needed. Ex-
pected single events (e.g. large crushed zones or concentrated water inflow) may be
handled through predetermined procedures with auxiliary or stand-by equipment.
This chapter relates to open hard rock TBMs.
68
5. ROCK SUPPORT 5.1 Stability Problems
5.1 STABILITY PROBLEMS
Crushed Zones
Steep and dry crushed zones containing clay seldom represent any acute danger. Fall-
outs do seldom occur until 1/2 - 2 days after boring into the zone. The time span en-
ables rock support work to be carried out efficiently in the area behind the TBM.
However, this requires a predetermined strategy to handle stability problems with
regard to time and method - to avoid unnecessary loss of time due to ad hoc solutions
from zone to zone.
Fall-outs begin almost immediately when boring into zones of "water-sick" clay,
loose material such as "sugar-lump" jointed rock or clay-infected, medium to heavily
jointed and blocky rock. This requires ground support right behind the cutterhead.
The most difficult zones to handle are zones with low dip angle in the tunnel direc-
tion. Zone material and unsupported rock have a tendency to fall on the machine
without any warning when boring into the zone.
The most extensive ground support work carried out in bored Norwegian tunnels has
been related to altered mineral zones.
Gripper hold may disappear in fairly large crushed or altered zones. Sandbags, bags
with ready-made concrete mix, railway sleepers, etc., may be used for packing to get a
provisional gripper hold. It is difficult to maintain the tunnel alignment in wide zones.
Reboring into good rock is also difficult when the gripper hold is poor.
Mechanically Weak Rock
Rock with low strength combined with rock stress results in squeezing ground. The
whole tunnel must be supported with systematic bolting, ring beams or concrete seg-
ments to maintain the tunnel profile.
69
Rock Burst
Required support work in moderate rock burst conditions is considerably less in bored
than in drill and blast tunnels. This is due to the favourable cross section with an even
and undamaged rock surface. Rock support is only necessary at higher stress levels,
and for a smaller part of the circumference. Furthermore, shorter bolts are required.
Less scaling is also required in a rock burst situation.
Under very high rock stress compared to the rock strength, the necessary support may
be of the same extent for the two excavation methods.
Rock burst appears first as stress loosening of blocks along joints and fissures. High
rock stress appears as bending along the schistosity planes in weak and schistose
rocks.
Fractured Rock Mass
Scaling and spot bolting is extensively reduced in bored tunnels compared to drill and
blast tunnels. The rock mass must be heavily fractured or have clay-infected fractures
before systematic bolting is required. Horizontal joints may cause unexpected fall-
outs of blocks.
Water Inflow
Large water inflow into bored tunnels requires as extensive measures as for drill and
blast tunnelling. Small water inflows rarely represent any problem. An exception is
projects where lowering of the ground water table must be avoided. This requires ex-
tensive probe drilling and pregrouting or the use of continuous lining. Where possi-
ble, the tunnel system should be designed with an incline of at least 0.15 % to ensure
gravitational draining.
70
Figure 5.1 Rock burst in the roof due to horizontal tectonic stress. The fissure in the
foreground initiated the burst. The rock type is granitic gneiss.
Figure 5.2 Rock support against moderate rock burst. The rock type is granitic
gneiss.
71
Figure 5.3 Fall-out in limestone along horizontal bedding and vertical joints.
Figure 5.4 Bolting in a drill and blast branch-off tunnel. The large amount of rock
support is due to the disturbance of the stress concentration around the
bored tunnel. Stress and rock conditions as in Figure 5.1.
72
Gas Inflow and Heat
The risk of inflow of toxic or explosive gases into tunnel must be assessed. Where
there is any risk of such inflow, adequate systems for detection and treatment of the
gases must be installed.
Heat due to high rock temperature or hot water inflow demands air-cooling. The cool-
ing may be individual (e.g. of the operator's cabin, the cutterhead area, the track lay-
ing area, the locomotives, etc.) or more general (e.g. the TBM and backup area as a
whole). In rock temperatures of 35 - 40 °C, the best cooling is achieved by a system
based on general cooling using pre-cooled water from the surface.
Heat and gas may seriously disrupt the tunnel boring process, and must be addressed
properly if they are expected to occur.
73
5. ROCK SUPPORT 5.2 Support Methods
5.2 SUPPORT METHODS
Alertness
The net penetration rate and the torque increase when boring into crushed or altered
zones. This is a warning to the operator of possible poor rock mass quality ahead.
Limit values for the combination of high net penetration rate, high torque and low
thrust should be predetermined. When the limits are approached, the operator must
stop the boring and inspect the rock mass at the face. When boring through zones, the
stability of the exposed roof must be carefully assessed, especially when cutters are
being changed.
When boring through zones of difficult rock conditions, continuous monitoring of the
muck on the machine conveyor may give valuable information as a supplement to
repeated inspections of the face. The inspections should be done at intervals shorter
than the length of the cutterhead and the cutterhead support. Usually a machine can
only be retracted a few stroke lengths before it butts into the backup.
One must also ensure that the results and interpretations of the engineering geological
preinvestigations are available to the TBM operators.
Scaling
Scaling is required after boring through heavily fractured or altered zones. Scaling is
often a sufficient rock support method.
Bolting
Drilling of the boltholes is carried out with pusher leg or carriage mounted pneumatic
or hydraulic drills at or behind the TBM. The TBM should be designed to carry out
the bolting while boring to get a best possible machine utilisation. When continuous
bolting over a longer part of the tunnel has to be applied, the tunnel crew should be
increased by 1 or 2 persons.
Bolting may be combined with straps, mesh or similar. Some types of mesh are unfa-
vourable in water tunnels due to corrosion, and must be shotcreted.
74
Shotcreting
Shotcrete alone (with or without steel fibres), or combined with bolts or steel ring-
beams, is a good rock support method. Track transport in small diameter tunnels may
make the use of wet-mix shotcrete inconvenient because of the transport. Dry-mix
shotcrete may be more practical for small volumes.
Shotcreting from the TBM or the backup always involves additional cleanup work.
Special care should be taken when designing the shotcreting system.
Concrete Lining
Continuous concrete lining is used as permanent ground support, and should be in-
stalled as a separate operation after the boring is finished.
Pumping concrete in front of the cutterhead to fill up larger cave-ins is also a form of
concrete lining. The concrete may then provide a stable roof and walls when boring
starts again. This method may also be used in situations of cave-ins with water inflow
if sufficient draining of the water from the zone and into the tunnel behind the TBM is
provided (e.g. by boreholes with casing).
Segmental Lining (Concrete Segments)
Concrete segments are used with shield machines in mechanically weak rock. Where
weak rock is expected or where lowering of the ground water table must be avoided
for long tunnel sections, the segmental lining is a well-suited support method. A dou-
ble shield machine with segmental lining will be able to obtain a weekly penetration
rate of approximately two times that of an open TBM with continuous probe drilling
and pregrouting.
75
Ring-beams
Ring-beams of all types and sizes (U-, I- and H-profiles) may be used as continuous
rock support in fractured or weak to medium strong rock mass. Ring-beams are also
well suited to be used in singular situations to be able to bore through crushed zones
or blocky ground and install the final rock support behind the TBM or even behind
the backup. The ring-beams may be installed rapidly right behind the cutterhead, and
may be combined with weld-mesh or liner plates as rock support. The ring-beams
should be shotcreted in water tunnels.
Probe Drilling and Pregrouting
Probe drilling is used to detect possible water inflow or unfavourable rock conditions
ahead of the tunnel face. Pregrouting the rock mass in front of the face is primarily
used to avoid water inflow, but may also be used to stabilise crushed zones or blocky
ground before boring through possible unstable rock mass.
For small diameter TBMs, the available space for the probe drilling equipment is lim-
ited, causing a risk of blind zones for the probe drilling and grouting holes. The avail-
able space also limits the drilling capacity for the probe and grouting bore holes. For
the larger TBMs, the available space close to the cutterhead is sufficient to perform
the probe drilling and pregrouting efficiently. However, for continuous pregrouting,
the time consumption of the grouting process will in most cases be larger than that of
the tunnel boring.
Rock Support Equipment
The type and amount of rock support expected should decide the design of the rock
support equipment. In tunnels where only insignificant amounts of rock support is
needed, the rock support equipment may be based on the use of pusher leg drills for
spot bolting and ring-beams to handle crushed zones and similar. The final rock sup-
port (e.g. shotcreting) may be carried out when the boring is finished or as single
events behind the backup.
76
When more or less systematic rock support is expected, the TBM should be equipped
with equipment and working platforms as close to the cutterhead as possible. For the
larger TBM diameters, working platforms, drilling machines, ring-beam erector, shot-
creting equipment, etc., may be mounted directly on the TBM.
For the smaller TBM diameters, use of a dedicated rock support platform between the
TBM and the backup may be a good solution. Still, the TBM must be equipped to
install preliminary rock support right behind the cutterhead.
Figure 5.5 Rock support platform between the TBM and the backup. Courtesy of
Statkraft Anlegg AS.
Figure 5.6 Rock support equipment for a large diameter TBM. After the Robbins
Company.
77
Summary
There is no universal machine able to handle all stability problems in an economically

justifiable way. It is important to find the best possible solution for the expected pre-
dominant stability problems, and at the same time maintain a certain flexibility.
The total cost and quality of the tunnel will benefit from engineering geological pre-
investigations adapted to the tunnelling method, and not only transferred from inves-
tigations aimed at drill and blast excavation.
78
APPENDIX A. Previous Editions
A. PREVIOUS EDITIONS
Previous editions of the Hard Rock Tunnel Boring Report including project group
members:
1-76 Norwegian edition

Bengt Drageset
Roy-Egil Hovde
Erik Dahl Johansen
Roar Sandnes
O. Torgeir Blindheim
Odd Johannessen
1-79 Norwegian edition

Knut Gakkestad
Jan Helgebostad
Svein Paulsen
Oddbjørn Aasen
Erik Dahl Johansen
O. Torgeir Blindheim
Odd Johannessen
1-83 Norwegian and English edition

Arne Lislerud
Steinar Johannessen
Amund Bruland
Tore Movinkel
Odd Johannessen

Arne Lislerud
Amund Bruland
Bjørn-Erik Johannessen
Tore Movinkel
Karsten Myrvold
Odd Johannessen

Bård Sandberg
Amund Bruland
Jan Lima
Odd Johannessen
79
APPENDIX B. Research Partners
B. RESEARCH PARTNERS
The following external research partners have supported the project:
•= Statkraft anlegg as
•= Norwegian Public Roads Administration
•= Statsbygg
•= Scandinavian Rock Group AS
•= NCC Eeg-Henriksen Anlegg AS
•= Veidekke ASA
•= Andersen Mek. Verksted AS
•= DYNO Nobel
•= Atlas Copco Rock Drills AB
•= Tamrock OY
•= The Research Council of Norway
80
APPENDIX C. List of Parameters
C. List of Parameters
The parameters used in the report are listed in the following. The list is according to
when the parameter first is explained or treated.
Parameter Description Unit Page
Adb cross section area of a drill and blast tunnel m2 12

Aroad cross section area of the roadway m2 47
Atbm cross section area of a bored tunnel m2 12
cQ-q concentration of quartz type q mg/m3 54
cTLV-d Threshold Limit Value of dust containing quartz mg/m3 53
cTLV-q Threshold Limit Value of quartz type q mg/m3 53
dc cutter diameter mm 27
dduct ventilation duct diameter m 65
dtbm TBM diameter m 8
DRI Drilling Rate Index 13
fr rolling resistance of the transport equipment 61
fs tunnel gradient (vertical) 61
hroad maximum height of roadway in the tunnel m 48
In (dimensioning) net penetration rate m/h 30
kload relative load weight for the transport equipment 61
kroad swell factor from solid rock to compacted roadway 47
krock correction factor for rock type and seal properties
for air volume to be sucked from the cutterhead 56
kset number of TBM boring strokes per muck-car set 34
kswell swell factor from solid to loose rock, muck-cars 34
swell factor from solid to loose rock, truck transport 43
ladit length of adit m 36
lback distance from the adit to the backup m 36
lbypass distance from the adit to the bypass m 39
lduct length of the ventilation duct m 65
ldump distance from the adit to the dump station m 44
ls stroke length of the TBM m 34
lt tunnel length (possibly including adit) m 63
lturn distance from the tunnel portal to the turning point
including the adit m 45
Ld ventilation duct length m 64
81
M Manning's Number 11
nbypass number of bypasses in the tunnel 37
nloco number of locomotives in the transport system 37
nset number of muck-cars in a set 34
ntrain number of muck-car sets in the transport system 37
ntruck number of trucks in the transport system 43
pbend singular pressure loss at the ventilation duct curves Pa 64
pduct pressure loss (friction) in the ventilation duct Pa 65
pfan singular pressure loss through the ventilation fan(s) Pa 64
pintake singular pressure loss at the ventilation fan intake Pa 64
pleakage ventilation duct leakage %/km 63
poutlet singular pressure loss at the ventilation duct outlet Pa 64
pQ-q rock content of quartz type q % 53
Ptbm installed cutterhead power kW 27
ptotal total pressure loss in the ventilation system Pa 67
3
qtrans fresh air supply for diesel driven transport m /s·m 62
Q0 fresh air volume delivered to the TBM and the backup m3/s 60
Qa air volume sucked from the cutterhead m3/s 56
Qduct air volume flowing in the ventilation duct m3/s 65
Qfan air volume delivered from the ventilation fan(s) m3/s 63
Qout muck volume to be transported sm3/h 43
Qroad muck volume used to build the roadway sm3/h 47
Qtbm muck volume excavated by the TBM sm3/h 47
Qtrans capacity of the transport system sm3/h 43
Qtruck transport capacity of one truck sm3/h 43
Qx air volume flowing in the ventilation duct at chainage x m3/s 65
t100 driving the 100 m close to the backup min 35
tadit driving in the adit and from the adit to the dump station min 35
tbypass train waiting time at and driving past the bypass min 40
tcar discharging one muck-car at the dump station min 36
tcycle train cycle time min 32
truck cycle time min 43
tdump discharging the muck-train at the dump station min 35
turning the truck and dumping the load min 44
tin drive the train from the adit to 100 m behind the backup min 35
82
tin driving the truck from the tunnel portal to the

turning point, including the adit min 44
tinner train cycle time between the backup and the inner bypass min 37
tload loading time for one set of muck-cars min 32
loading time for one truck at the backup min 44
tloco shunting of the locomotive at the backup min 35
tm meeting time for two trucks meeting in the tunnel min 45
tman backing the truck from the turning point to the
backup loading point min 44
tman driving the truck from the backup loading point
to the turning point min 44
tmeet total time for trucks meeting in the tunnel min 44
tmiddle train cycle time between two bypasses min 37
tout drive the train from 100 m behind the backup to the adit min 35
tout driving the truck from the turning point to the
tunnel portal, including the adit min 44
touter train cycle time between the dump station
and the outer bypass min 37
tregrip time for regripping the TBM min 33
tset time for changing one muck-car set at the backup min 33
tshunt shunting at the dump before and after dumping min 35
tstroke time for boring one stroke of the TBM min 33
tto driving the truck from the dump station to the
tunnel portal and vice versa min 44
tturn time for turning the truck in the tunnel min 44
twait waiting time for trucks to be loaded at the backup min 49
vadit driving speed in the adit and to the dump station km/h 36
vin driving speed in-bound in the tunnel km/h 45
vout driving speed out-bound in the tunnel km/h 36
vto driving speed between the adit and the dump station km/h 44
Vcar load volume of one muck-car lm3 34
Vset total rock volume of one muck-car set sm3 34
Vstroke rock volume of one stroke of the TBM sm3 34
Vtruck loading volume of one truck lm3 43
Wload truck or train load weight kg 62
Wvehicle truck or train weight empty kg 62
83
APPENDIX D. Estimation Forms
D.1 Track-Bound Transport - 2 Muck-Car Sets, 1 Locomotive Page 1 of 2
Tunnel Date Signed
TBM diameter dtbm m
Maximum chainage of backup lback m
Length of adit ladit m
Distance from adit to dump station ldump m
Dimensioning net penetration rate In m/h
Stroke length of TBM ls m
Time per regrip tregrip min Page 33
Muck-car volume Vcar lm3
Muck-cars per set nset Page 34
Swell factor from solid to loose rock kswell Page 34
Solid volume per set Vset = Vcar ⋅ nset / kswell sm3 [3.3]
Solid volume per stroke V stroke = d tbm

2
⋅ π ⋅ ls / 4 sm3 [3.4]
Number of strokes per set kset = Vset / Vstroke [3.5]
l s ⋅ 60
Time per stroke t stroke = min [3.2]
In
Continues on the next page.
The Department of Building and Construction Engineering, NTNU, Trondheim 84

D.1 Track-Bound Transport - 2 Muck-Car Sets, 1 Locomotive Page 2 of 2
Driving the 100 m close to the backup t100 min Table 3.1
Distance to adit lout = lback - 100 m Page 35
Average speed in tunnel vout km/h Table 3.1
l out ⋅ 60
Driving time in tunnel t out = min [3.9]
v out ⋅ 1000
Average speed in adit and to dump station vadit km/h Table 3.1
Driving time in the adit and to the dump station

t adit = min [3.10]
v adit ⋅ 1000
Shunting time at dump station tshunt min Table 3.1
Dumping time per muck-car tcar min Table 3.1
Dumping time per muck-car set tdump = tcar ⋅ nset min [3.8]
Shunting time at backup tloco min Table 3.1
Cycle time
t cycle = 2 ⋅ (t100 + t out + t adit + t shunt ) + t dump + t loco min [3.7]
Stop time TBM for change of muck-car sets tset min Page 33
Loading time one set t load = (t stroke + t regrip + t set ) ⋅ k set min [3.6]
If tcycle is larger than tload, a bypass has to be installed and one new muck-car set and
one new locomotive have to be added to the transport equipment. Use Appendix D.2
to find the optimum placement of bypass no. 1.

D.2 Track-Bound Transport - 3 Muck-Car Sets, 2 Locomotives, 1 Bypass Page 1 of 2
Tunnel Date Signed
TBM diameter dtbm m
Length of adit ladit m
Solid volume per set Vset = Vcar ⋅ nset / kswell sm3 [3.3]

2
⋅ π ⋅ ls / 4 sm3 [3.4]
Number of strokes per set kset = Vset / Vstroke [3.5]
l s ⋅ 60
In
Loading time one set

t load = (t stroke + t regrip + t set ) ⋅ k set min [3.6]

D.2 Track-Bound Transport - 3 Muck-Car Sets, 2 Locomotives, 1 Bypass Page 2 of 2
Driving past the bypass tbypass min Table 3.1
Average speed in adit and to dump station vadit km/h Table 3.1
Driving time in the adit and to the dump station

t adit = min [3.10]
v adit ⋅ 1000
Shunting time at dump station tshunt min Table 3.1
Dumping time per muck-car tcar min Table 3.1
Dumping time per muck-car set tdump = tcar ⋅ nset min [3.8]
Driving speed outer loop vout km/h Table 3.1
Optimal placement of bypass

(tload − tbypass − 2 ⋅ (tadit + t shunt ) − tdump ) ⋅ vout ⋅ 1000 m [3.19]
lbypass =
2 ⋅ 60
Driving the 100 m close to the backup t100 min Table 3.1
Distance to bypass linner = lback - 100 - lbypass m Page 38
l inner ⋅ 60
Driving time in tunnel t out −i = min [3.18]
v out ⋅ 1000
Cycle time inner loop

tinner = 2 ⋅ (t100 + tout −i ) + tbypass + tloco min [3.15]
If tinner is larger than tload, a new bypass has to be installed, and one new muck-car set
and one new locomotive have to be added to the transport equipment. Use Appendix
D.3 to find the optimum placement of bypass no. 2.

D.3 Track-Bound Transport - 2 or more Bypasses Page 1 of 2
Tunnel Date Signed
TBM diameter dtbm m
Chainage of bypass 1 lbypass-1 m D.2
Chainage of bypass 2 lbypass-2 m
Solid volume per set Vset = Vcar ⋅ n / kswell sm3 [3.3]

2
⋅ π ⋅ ls / 4 sm3 [3.4]
Number of strokes per set kset = Vset-s / Vstroke [3.5]
l s ⋅ 60
In
Loading time one set

t load = (t stroke + t regrip + t set ) ⋅ k set min [3.6]

D.3 Track-Bound Transport - 2 or more Bypasses Page 2 of 2
Driving past the bypass tbypass min Table 3.1
Driving speed middle loop vout km/h Table 3.1
Optimal placement of bypass no. 2

(tload − 2 ⋅ tbypass ) ⋅ vout ⋅1000 m [3.23]
lbypass − 2 = lbypass −1 +
2 ⋅ 60
Driving 100 m behind backup t100 min Table 3.1
Distance to bypass linner = lback - 100 - lbypass-2 m Page 38
l inner ⋅ 60
Driving time in tunnel t out −i = min [3.18]
v out ⋅ 1000
Cycle time inner loop

tinner = 2 ⋅ (t100 + tout −i ) + tbypass + tloco min [3.15]
If tinner is larger than tload, a new bypass has to be installed, and one new muck-car set
and one new locomotive have to be added to the transport equipment. Bypass no. 3
should be placed a distance equal to lbypass-2 - lbypass-1 from bypass no. 2.

D.4 Truck Transport - Loading from Hopper in Backup Page 1 of 2
Tunnel Date Signed
TBM diameter dtbm m
Maximum chainage of turning point lturn m Page 46
Truck load volume Vtruck lm3 Table 4.5
Cross section area of roadway Aroad m2 Figure 3.10
Swell factor from solid to compacted rock kroad Page 47
Aroad ⋅ I n
Muck volume in roadway Qroad = sm3/h [3.33]
k road
2
d tbm ⋅π ⋅ In
Muck volume from TBM Qtbm = sm3/h [3.32]
4
Muck volume for transport Qtrans = Qtbm - Qroad sm3/h [3.31]
Driving speed from dump station to adit vto km/h Table 3.2
l dump ⋅ 60
Driving time dump station to adit t to = min [3.27]
vto ⋅ 1000
Department of Building and Construction Engineering, NTNU 90

D.4 Truck Transport - Loading from Hopper in Backup Page 2 of 2
Driving speed empty trucks in-bound vin km/h Table 3.2
l turn ⋅ 60
Driving time in-bound t in = min [3.29]
vin ⋅ 1000
Turning time tturn min Table 3.2
Time for backing tman min Table 3.2
Loading time tload min Table 3.2
Driving speed loaded trucks outbound vout km/h Table 3.2
lturn ⋅ 60
Driving time outbound t out = min [3.30]
vout ⋅ 1000
Dumping time tdump min Table 3.2
Tentative cycle time (no meeting)

t cycle = 2 ⋅ t to + t in + t turn + 2 ⋅ t back + t load + t out + t dump min [3.26]

Tentative number of trucks ntruck = [3.34]
60 ⋅ v truck
Time per meeting tm min Table 3.2
Meeting time t meet = t m ⋅ ( ntruck − 1) min [3.28]
Cycle time
t cycle = 2 ⋅ t to + t meet + t in + t turn + 2 ⋅ t man + t load + t out + t dump min [3.26]

Necessary no. of trucks n truck = [3.34]
60 ⋅ v truck

D.5 Ventilation for Track-Bound Transport Page 1 of 2
Tunnel Date Signed
TBM diameter dtbm m
Tunnel length lt m Page 63
Tunnel inclination fs Page 61
Rolling resistance fr Table 4.4
Relative load weight kload Table 4.5
Rock drillability DRI Table 4.3
Cutterhead dust seal yes/no Table 4.3
Specific air supply krock m2/s Table 4.3
Ventilation duct leakage per km pduct %/km Page 64
Suction from cutterhead Qa = k rock ⋅ (d tbm + 1) m3/s [4.3]
TBM air supply Q0 = 1.2 ⋅ Qa m3/s [4.4]
2
d tbm ⋅π ⋅ In
Dimensioning transport volume Qtrans = m3/h [4.6]
4
Transport air supply, horizontal tunnel

Q ⋅ (2 ⋅ f r + k load ⋅ ( f r − f s ))
q trans = trans m3/s⋅m [4.7]
k load ⋅ 1180


D. 5 Ventilation for Track-Bound Transport Page 2 of 2
Transport air supply, inclined tunnel

Q ⋅ ( fr + fs )
qtrans = trans m3/s⋅m [4.8]
k load ⋅ 1180
Transport air supply, declined tunnel

Q ⋅ (1 + k load ) ⋅ ( f r + f s )
q trans = trans m3/s⋅m [4.9]
k load ⋅ 1180
Necessary fan capacity Q fan = Q0 + l t ⋅ q trans m3/s [4.10]
Duct length Ld ≥ lt / 1000 km Page 64
Necessary fan capacity, duct leakage > qtrans

Q0
Q fan = m3/s [4.11]
100 − p leakage Ld
( )
100
Pressure loss intake pintake Pa Page 64
Pressure loss fan(s) pfan Pa Page 64
Pressure loss bends pbend Pa Page 64
Pressure loss outlet poutlet Pa Page 64
n
Pressure loss duct p duct = p duct −i Pa D.7
i =1
Total pressure loss

p total = p intake + p fan + p bend + p outlet + p duct Pa [4.15]

D.6 Ventilation for Truck Transport Page 1 of 2
Tunnel Date Signed
TBM diameter dtbm m
Tunnel length lt m Page 63
Tunnel inclination fs Page 61
Rolling resistance fr Table 4.4
Relative load weight kload Table 4.5
Rock drillability DRI Table 4.3
Cutterhead dust seal yes/no Table 4.3
Specific air supply krock m2/s Table 4.3
Ventilation duct leakage per km pduct % Page 64
Suction from cutterhead Qa = k rock ⋅ (d tbm + 1) m3/s [4.3]
TBM air supply Q0 = 1.2 ⋅ Qa m3/s [4.4]
2
d tbm ⋅π ⋅ I n
Excavated volume TBM Qtbm = m3/h [4.6]
4
Roadway cross section area Aroad Figure 3.10
Swell factor roadway kroad Page 47

D. 6 Ventilation for Track-Bound Transport Page 2 of 2
Aroad ⋅ I n m3/h [3.33]

Roadway volume Qroad =
k road
Dimensioning transport volume Qout = Qtbm − Qroad m3/h [3.31]
Transport air supply, horizontal tunnel

Q ⋅ (2 ⋅ f r + k load ⋅ ( f r − f s ))
q trans = out m3/s⋅m [4.7]
k load ⋅ 1180
Transport air supply, inclined tunnel

Q ⋅ ( fr + fs )
k load ⋅ 1180
Transport air supply, declined tunnel

Q ⋅ (1 + k load ) ⋅ ( f r + f s )
k load ⋅ 1180
Necessary fan capacity Q fan = Q0 + l t ⋅ q trans m3/s [4.10]
Duct length Ld ≥ lt / 1000 km Page 64
Necessary fan capacity, duct leakage > qtrans

Q0
Q fan = m3/s [4.11]
( )
100
Pressure loss intake pintake Pa Page 64
Pressure loss fan(s) pfan Pa Page 64
Pressure loss bends pbend Pa Page 64
Pressure loss outlet poutlet Pa Page 64

n
Pa D.7
Pressure loss duct p duct = p duct −i
i =1
Total pressure loss

p total = p intake + p fan + p bend + p outlet + p duct Pa [4.15]

D.7 Pressure Loss in the Ventilation Duct Page 1 of 2
Tunnel Date Signed
Duct length lduct m Page 64
Number of sections n Page 66
Section length lduct-i = lt / n m Page 66
Section length Ldi = lduct-i / 1000 km Page 66
TBM air supply Q0 m3/s D.5 or D.6
Transport air supply qtrans m3/s⋅m D.5 or D.6
Necessary fan capacity Qfan m3/s D.5 or D.6
Duct diameter dduct m
Air flow end of section i, duct leakage < qtrans See next
Qi = Q0 + (lt − l duct −n ⋅ i ) ⋅ q trans page [4.11]
Air flow end of section i, duct leakage > qtrans

See next
Q0
Qi = page [4.12]
( ) i
100
Qi + Qi −1 See next
Average air flow section i Qduct − i =
2 page
1.85
Qduct See next
Pressure loss section i p duct −i = 0.017 ⋅ 4.96
−i
⋅ l duct −i [4.10]
d duct page

D.7 Pressure Loss in the Ventilation Duct Page 2 of 2
Section lt - lduct-n ⋅ i Qi Qduct-i pduct-i

i
0 lt = Q0 = Not applicable
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
n
Pressure loss in the ventilation duct p duct −i Pa
i =1

ISBN 82-471-0281-1
ISSN 0802-3271
View publication stats

1A 98eng PDF

Загружено:

Сведения о документе

Оригинальное название

Авторское право

Доступные форматы

Поделиться этим документом

Поделиться или встроить документ

Параметры публикации

Этот документ был вам полезен?

Это неприемлемый материал?

Авторское право:

Доступные форматы

1A 98eng PDF

Загружено:

Авторское право:

Доступные форматы

See discussions, stats, and author profiles for this publication at: https://www.researchgate.

Hard Rock Tunnel Boring Vol. 2 - Design and Construction

Thesis · November 2000

Prediction model for drill and blast tunnelling View project

Hard Rock Tunnel Boring View project

The user has requested enhancement of the downloaded file.

0.1 Project Reports about Hard Rock Tunnel Boring 3

1.1 Tunnel Boring Vs Drill and Blast Tunnelling 6

1.2 Tunnel Geometry 8

1.3 Water Tunnels 11

1.4 Sewage Tunnels 14

1.5 Road and Railway Tunnels 15

1.6 Examples of Innovative Application 17

2.1 Dump Station 23

2.2 Muck Disposal Site 26

2.3 Electricity Supply 27

3.1 Track-Bound Transport 31

3.2 Truck Transport 42

3.3 Continuous Conveyor 50

4.1 Dust Sources 55

4.2 Air Cleaning 58

4.3 Fresh Air Supply 59

Continues next page

5.1 Stability Problems 69

5.2 Support Methods 74

HARD ROCK TUNNEL BORING Design and Construction

•= 1A-98 HARD ROCK TUNNEL BORING Design and Construction

In addition, HARD ROCK TUNNEL BORING Background and Discussion gives

For reference, registration and similar, we ask for the following:

NTNU-Anleggsdrift (1998): Project Report 1A-98 HARD ROCK TUNNEL

When copying from the report, the source should be stated.

Trondheim, April 1999

Contact address: Amund Bruland

Telephone +47 73 59 47 37 Fax +47 73 59 70 21

0.1 PROJECT REPORTS ABOUT HARD ROCK TUNNEL BORING

Appendix A shows a list of previous editions of the HARD ROCK TUNNEL

Use of the Estimation Models

•= Preliminary and feasibility studies

•= Estimating net penetration rate and cutter wear

1.1 TUNNEL BORING VS DRILL AND BLAST TUNNELLING

•= Reduced number of adits

1.2 TUNNEL GEOMETRY

Tunnel Cross Section

The diameter of an existing machine may be changed when rebuilt. Modifications of

Rail-bound transport has a gradient limit of approximately ± 2 %, without using

Development of special equipment for transport in small cross sections, pumping of

•= Occupational environment - ventilation

•= Total construction time

1.3 WATER TUNNELS

Blasted cross section

Bored cross section, schistose rock

Absolute roughness, mm 4.5 4.5 4.5

Bored cross section, homogenous rock

Absolute roughness, mm 3.0 3.0 3.0

Table 1.1 Roughness for varying tunnel cross section area.

Cross section area of blasted tunnel, m2

Cross section area of blasted tunnel, m2

1.4 SEWAGE TUNNELS

In blasted sewer tunnels, it is often necessary to concrete a V-shaped channel in the

Figure 1.3 Self-cleaning invert.

1.5 ROAD AND RAILWAY TUNNELS

•= Construct the road and install the drainage system

Figure 1.4 Cross sections for road tunnels.