Experimental investigation on load-carrying capacity of concrete tunnel lining

H.Mashimo, N.Isago, S.Yoshinaga Independent Administrative Institution Public Works Research Institute H.Shiroma, K.Baba Japan Highway Research Institute

ABSTRACT: The main purposes of concrete tunnel lining are improvement of safety, interior finishing and prevention of water leakage. However, the design of lining parameters such as thickness and material are usually determined from the previous experience and are almost the same regardless of ground condition in Japan. To design concrete lining economically and to improve the durability of lining, it is important to evaluate the load-carrying capacity of concrete lining taking material characteristic and ground condition into consideration. In this study, full-scale model test simulating the load on the lining was carried out and results were compared with frame analysis and FEM by considering the development of crack to evaluate the loadcarrying capacity of lining. The results showed that concrete lining reinforced with fibre was more effective in preventing the fall of debris after crack's development and in improving the load-carrying capacity of lining under a certain loading condition. 1 INTRODUCTION The number of tunnel construction projects has been increasing due to the increase of road traffic, and the section of tunnel has been larger in Japan. Furthermore, some tunnels have the phenomena that concrete debris is falling from permanent lining. The permanent lining is expected to have mechanical characteristics and useful functions , however, the design of thickness and selection of material in Japan are mainly determined from previous experience and same examples of construction. More proper design method of permanent lining should be proposed considering mechanical characteristic and adopting new materials. It could lead to reducing construction cost and also improving safety of tunnel structure. In this study the loading experiment was carried out to obtain the basic data to grasp mechanical characteristic of tunnel lining, which was made of plain concrete or concrete mixed with fibre, to establish the design method of lining. The analyses were also carried out to examine the load-carrying capacity of tunnel lining. 2 METHODOLOGY OF RESEARCH 2.1 Methodology of Experiment 2.1.1 General introduction Photo 2.1 shows the outline of specimen in experiment. Concrete specimens of semicircular shape with outer diameter 9700mm, thickness 300mm, and height 1000mm, simulated the tunnel lining. Load was applied radially by several jacks. Two jacks per section were placed at 17 sections every 10 degree from the bottom.

Photo 2.1. Outline of specimen for tunnel lining in experiment. 2.1.2 Type of load Two jacks per section were used in the experiments, and they were placed at 30cm and 70cm height from the bottom of specimen. The loading board was inserted between the two jacks and specimen to be able to reproduce the real loading. Three kinds of loading type, that is, loading type (A), (B), and (C), were adopted in this experiment. The method of control in loading was load -control method in loading type (A) and (C), and displacement-control method in loading type (B). Figure 2.1 shows the image of loading type (A). Influence of axial force was dominant compared to that of bending moment in loading type (A). Load-

ing was done in all of 17 sections . Loading was continued in 3 sections at the part of tunnel crown, after the axial force was introduced with all 34 jacks up to 20kN/jack. The rest of the jacks were held to keep the force, which were simulated as the spring considering ground reaction in the analysis. Loading type (A) was assumed as the case in which load due to loosened rock acted on tunnel crown and the lining was supported by the ground.
Load Jacks holding the force

2.1.3 Specification of lining Table 2.1 shows the specification of each specimen and the result of material test for cylindrical spec imen. Case A-1 was the basic case, whose specification was based on technical standard for road tunnel (1989) in Japan, which was 300mm-thick, 18MPa of aimed compressive strength, and plain concrete in material, with loading type (A). Case A-2, which used SFRC (Steel Fibre Reinforced Concrete ) for its material, was tested at the same loading pattern to grasp the influence of steel fibre for lining. The length of steel fibre was 60mm and the mixture ratio was 0.5%.
Table 2.1. Specification and result of material test for experiment. __________________________________________________ Case Number A-1 A-2 B-1 B-2 __________________________________________________ Thickness(mm) 300 300 300 300 Outer radius(mm) 9700 9700 9700 9700 Reinforcing Material for lining no SF no SF Loading type (A) (A) (B) (B) Mixture ratio of fibr e [%/volume] no 0.5 no 0.5 Diameter / length of steel fibre [mm] no 0.8/60 no 0.8/60 __________________________________________________ Compressive strength(MPa) 26.3 19.9 26.7 21.2 Young's modulus(GPa) 20.7 16.9 18.2 22.1 __________________________________________________ Modulus of simulated ground spring (MN/m) 50 50 50 10 __________________________________________________ ________________________________________________ Case Number ______________________________________ B-3 B-4 C-1 C-2 ____________ Thickness(mm) 300 300 300 300 Outer radius(mm) 9700 9700 9700 9700 Reinforcing Material for lining SF vinyl no SF Loading type (B) (B) (C) (C) Mixture ratio of fibre [%/volume] 0.5 0.5 no 0.5 Diameter / length of steel fibre [mm] 0.8/30 0.8/50 no 0.8/60 __________________________________________________ Compressive strength(MPa) 23.7 28.3 14.4 12.8 Young's modulus(GPa) 17.2 20.4 14.4 13.2 __________________________ ________________________ Modulus of simulated ground spring (MN/m) 25 25 no no __________________________________________________

Figure 2.1 Image of loading type (A). Figure 2.2 shows the image of loading type (B). In this type, influence of bending moment was dominant in shoulder part compared to that of axial. Loading was applied to 9 sections, which were 4 sections from the left and right bottom, and 1 section at the crown. Loading was continued in 1 section at the crown after the axial force was applied with all 18 jacks up to 10kN/jack. The rest of jacks were also held to keep the force in the same manner as in loading type (A). Loading type (B) was assumed as the case in which the loosen load acted when there was the cavern behind the lining in the part of tunnel crown and shoulder.
Load Jacks holding the force

Figure 2.2 Image of loading type (B). Figure 2.3 shows the image of loading type (C). Loading was done in all of the section till the specimen collapsed Loading type (C) was assumed as the case in which load was acted in bad ground.
Load

Figure 2.3 Image of loading type (C).

Case B-1, which had the same specification as case A-1, was tested with loading type (B) to grasp the effect of loading condition. Case B-2, which had the same specification as case A-2, was tested with loading type (B). Case B-3, which used concrete reinforced with the short length (30mm) steel fibre, was tested with the loading pattern (B). Furthermore, case B-4, which was reinforced by vinyl fibre, was tested as the loading pattern (B). The length of fibre was 50mm and the mixture ratio was 0.5%.

Case C-1 was tested with loading type (C) to grasp the effect of loading condition. However, the compressive strength was lower than case A -1 and B-1, that was 13.5MPa. The reason was that the specimen whose strength was 18MPa, might not collapse till loading machine was up to maximum load level. Case C-2 was tested with SFRC in material with loading type (C). The aimed strength was the same as case C-1. The modulus of reaction for each section, which was simulated as the ground spring , was also shown in Table 2.1. This modulus was calculated by the relation between the reaction force and the stroke of jack in the experiment. 2.2 Methodology of Analysis 2.2.1 Frame-model analysis Figure 2.4 shows the outline of frame analysis. The lining was considered as a beam element in the analysis, and the relation between stress and strain for this model was linear. Youngs modulus and Poissons ratio for the element were adopted from the result of material tests as shown in Table2.1. The spring representing the ground reaction was attached to the model. The rotation spring was placed at the point of the occurrence of crack in this model. The modulus of the rotation spring was determined so that displacement at crown agreed with the one in analysis. The rotation spring had the modulus based on the relation that the bending moment and the rotational angle was bi-linear. The modulus was large value before the occurrence of crack, and the relation between the bending moment and rotating angle after the occurrence of cracks in the section was considered linear. The axial force N and the bending moment M were calculated with adopted modulus of the rotation spring, and the relation between N and M (MN curve) was developed. Furthermore, MN curve without the effect of the rotation spring and the one in which all of the modulus of the rotation springs were zero were also developed.
Load Spring considering ground reaction

The relation between MN curve and the section durability curve was examined. Figure 2.5 shows the outline of the section durability curve. This curve consists of two parts. One is the relation of axial force to bending moment when an edge of a section reaches the limit of compressive strength for concrete (shown as (1) in figure 2.5). Concrete strain 0.0035 was defined as the ultimate state in Japan. The other is the relation of axial force to bending moment when the depth of crack in a section reaches the limit ratio (shown as (2) in figure 2.5). The ratio of the depth of crack in a section was 0.5 in plain concrete and 0.7 in fibre reinforced concrete. The tensile strength for plain concrete was neglected and the one for fibre reinforced concrete was calculated on the basis of compressive strength as given by equation (1). ft = 0.23 fc 2/3 (1) where, ft = tensile strength; and fc = compressive strength.
Axial force N (1) Reaching the limit of compression in concrete

(2) Reaching the limit of crack depth in material 0 Bending moment M

Figure 2.5 Outline of section durability curve. 2.2.2 FEM analysis considering development of cracks The results of experiment were also examined by analysis considering the occurrence and development of cracks in lining. Nonlinear finite element method was used in this analysis. Modified Newton-Raphson method was adopted for solution of nonlinear equations. Planestress element for material and Kupfers failure criterion were adopted. Compressive strength, Young's modulus, and Poissons ratio were adopted as shown in Table 2.1. Tensile strength was calculated by the equation (1). Figure 2.6 shows the characteristic of compression in this analysis. The curve was simulated as quadric curve till strain reached -0.002. Stiffness decrease was defined as -0.1Ec after that. This value was acquired by material test.

Support (Displacement fixed)

Figure 2.4 Outline of frame analysis model.

400
stress

A-2 : 2nd crack at shoulder

Load at crown (kN/jack)

f'c -0.1Ec Young's modulus Ec 0 -0.00 2 -0.00 35 strain

300
A-2 : 1st crack at crown

200

A-1 : 2nd crack at shoulder

100

A-1
A-1 : 1st crack at crown

Figure 2.6 Characteristic of compression for concrete. Figure 2.7 shows the characteristic of tensile stress which was regulated by tensile-softening curve. Matsuoka et al. (1996) used allowable crack width in plain concrete as 0.02mm. In this analysis allowable crack width in plain concrete was set as 0.02mm. Ratio of residual strength, that is m shown in figure 2.7, was 1.0. Allowable crack width in SFRC and vinyl fibre reinforced concrete was calculated by material test. Isago et al. (2001) used ratio of residual strength as 0.80 in case B-2 and C-2, and 0.55 in case B-3 and B-4. The relation of each line was considered as linear in both cases. The analysis was conducted considering no selfweight. Loading in analysis was continued as the same step in experiment and loading was acted in the point, not at the face. The modulus of spring considering ground reaction was set as in Table 2.1. The springs were considered as acting in the sections that held the force with negligble tension.
tensile stress ft m ft Plain concrete Fibre reinforced concrete

A-2

0 0 10 20 30 40 Displacement at crown (mm) 50

Figure 3.1 Load-displacement curve (Loading type (A)). The surface of concrete was nearly peeled off at the outer face around the crown as the load increased, and the section exceeded the limit of the compressive strength for concrete, that is, the strain exceeded approximately -0.002 as mentioned afterwards. However, the outer face was constrained by the loading board, the specimen did not collapse around the part. The collapse of specimen occurred around the shoulder in case A-1 and A-2. Photo 3.1.1 and photo 3.1.2 show the state of collapse at shoulder in case A-1 and A-2. The load atcollapse was 390kN/jack in case A-1 a n d 330kN/jack in case A-2. The difference between the loads at collapse was thought to be the result of the difference of the compressive strength of each specimen. It was concluded that steel fibre had little effects to improve the load-carrying capacity under loading type (A), in which the influence of axial force was dominant. While case A-1, whose material was plain concrete, had the falling of concrete debris from specimen around part of shoulder, case A-2 had no falling of debris. The effect of reinforcement by steel fibre was shown even under the load condition that axial force was dominant.

0 0.02mm

Crack width

Figure 2.7 Characteristic of tensile for concrete (tensile-softening curve). 3 RESEARCH RESULT 3.1 Experiment Result Figure 3.1 shows the load-displacement curve at crown in loading type (A). The cracks firstly occurred on the inner face around the crown, and secondly in the outer face around the shoulder in both case A-1 and A-2. The load that the cracks actually occurred was a little different from the load that the cracks were observed because the visible cracks in experiment were only observed.

Photo 3.1.1 Outline of specimen collapse at shoulder (Case A-1).

load was acquired after the crack in sidewall, that is, the 3rd crack occurred.
160
B-1 : 2nd crack B-1 : 3rd crack at shoulder at sidewall

B-1 B-4

Load at crown (kN/jack)

120

B-1 : 1st crack at crown

80

B-4 : 3rd crack at sidewall B-4 : 2nd crack at shoulder

40

B-4 : 1st crack at crown

Photo 3.1.2 Outline of specimen collapse at shoulder (Case A-2). Figure 3.2 shows the load-strain curve near crown and at shoulder in case A-1. It is found that outer part near crown in case A-1 exceeded the limit of compressive strength for concrete, however, the collapse did not occur because of the constraint by the loading board. It is found that inner face at shoulder in case A-1 reached the limit of concrete compression, and the collapse occurred by the bending co mpression. Tensile strain occurred at the inner face of crown and the outer face of shoulder, and it agreed with the position of crack occurrence.
400

0 0 10 20 Displacement at crown (mm) 30

Figure 3.3.1 Load-displacement curve (Loading type (B), Case B-1 and B-4).
160
B-2 : 3rd crack at sidewall

B-2 B-3
B-2 : 2nd crack at shoulder

Load at crown (kN/jack)

120
B-3 : 3rd crack at sidewall

80

40

B-2 : 1st crack at crown

B-3 : 2nd crack at shoulder B-3 : 1st crack at crown

0
crown, in

10

Load at crown (kN/jack)

20 30 40 Displacement at crown (mm)

50

60

300

crown, out shoulder, in shoulder, out

200

Figure 3.3.2 Load-displacement curve (Loading type (B), Case B-2 and B-3). The biggest maximum load in 4 cases was case B-2, in which steel fibre with the length of 60mm was used, and the smallest maximum load was obtained in case B-1. From the figure 3.3.1 and 3.3.2, it can be seen that the load-carrying capacity has improved by the introduction of fib re. In the three cases with fibres, the maximum load in case B-2 was 1.5 times as much as that in case B-4. The understanding of the behaviour of fibre reinforced concrete is important because the load-carrying capacity is varied by the kind of fibre under the loading condition that the bending moment is dominant such as the loading type (B). The phenomenon of falling concrete debris was not observed in all cases of loading case (B), and effect of prevention of falling concrete debris could not be examined. Figure 3.4 shows the load-strain curve near crown and at shoulder in case B-2. Both outer face near crown and inner face at shoulder did not reach the limit of compressive strength for concrete. Mashimo et al. (2001) showed that the strain near crown and in sidewall did not reach the limit of con-

100

0 -0.004 -0.003 -0.002 -0.001 0 0.001 (-) compression strain tensile (+)

Figure 3.2 Load-strain curve (Case A -1). Figure 3.3.1 and Figure 3.3.2 show the loaddisplacement curve at crown in loading type (B). The cracks firstly occurred in the inner face around the crown, secondly in the outer face around the shoulder, and thirdly in the inner face around the sidewall in every cases. The load when cracks occurred was impossible to be found except case B-1 from the figures. The loads when the cracks occurred were obtained from the observation in experiment. The difference between the load in all cases when the cracks occurred was larger than that of compressive strength for concrete, however, the evaluation of the difference was difficult. Cracks generally occurred in 5 sections, and the maximum

crete compression in other cases. Tensile strain occurred at the inner face of crown in both pos itions.
200
crown, in

Load at crown (kN/jack)

150
crown, out

100
shoulder, in

50
shoulder, out

0 -0.003 -0.002 -0.001 0 0.001

Photo 3.2 Outline of specimen collapse at foot (Case C-1). Figure 3.6 shows the load-strain curve at crown, shoulder and foot in case C-1. Inner face at foot exceeded the limit of compressive strength for concrete. This strain agreed with the phenomenon that the collapse occurred at the part of foot.
300

(-) compression strain tensile (+)

Figure 3.4 Load-strain curve (Case B-2). Figure 3.5 shows the load-displacement curve at crown of loading type (C). The crack was not found in both case C-1 and case C-2 during the application load. The load at collapse was 290kN/jack in case C-1 and 250kN/jack in case C-2. The difference of the loads in collapse was thought to be the result of the difference of the compressive strength of each specimen, as well as the cases in loading type (A).
300

250 200 150 100 50 0 -0.005 -0.004 -0.003 -0.002 -0.001 0

Load at crown (kN/jack)

250 200 150 100 50 0 0 2 4 6 Displacement at crown (mm) 8 10

crown, in crown, out shoulder, in shoulder, out foot, in foot, out

Load at crown (kN/jack)

(-) compression strain tensile (+)

Figure 3.6 Load-strain curve (Case C-1). Figure 3.7.1 and 3.7.2 shows the situation of the cracks occurring in cases A -1 and B-2. The development pattern of the crack in case A -1, whose material was plain concrete, was to concentrate in one crack. The cracks in case B-2, whose material was SFRC, developed dispersedly in the area where cracks occurred.
sidewall crown sidewall foot shoulder shoulder foot outer

Figure 3.5 Load-displacement curve (Loading type (C)). Photo 3.2 shows the state of collapse at foot in case C-1. The collapse of the specimen occurred around the foot in case C-1 and C-2, and the crack with collapse occurred in the transverse direction of specimens. Furthermore, the specimen was split around the foot as shown in photo 3.2. Case C-1, whose material was plain concrete, had the falling of concrete debris from specimen around part of the foot. Case C-2 had no falling of debris. The effect of reinforcement by steel fibre was also shown even under the load condition that axial force was dominant as well as the cases in loading type (A).

inner left 1st crack

Figure 3.7.1 Occurrence of crack (Case A -1).

sidewall crown sidewall foot shou lder shoulder foot outer

inner left
1st crack 3rd crack 2nd right crack

have been thought to decrease as the crack developed. In the case that the modulus of rotation spring is small, bending moment does not increase so much, the axial force increase to the contrary, as shown in the analysis where Kr1 and Kr2 were 0. Then the gradient of MN curve increases, and the state that a section reaches the limit of compressive strength for concrete can be reproduced. Figure 3.10 shows the MN curve and the section durability curve at shoulder in case A-1. MN curve considering the crack did not intersect the line both the limit of crack depth and the limit of compression in this figure. The strain at shoulder in experiment exceeded -0.002, which was considered as the limit of compressive strength for concrete, at the load of 335kN/jack, the result of analysis differed from the experiment as well as the result at crown. It was concluded that the proper evaluation of rotation spring is needed to reproduce the experiment in frame analysis under this loading condition. The MN curve in analysis was near the line where the crack depth reached its limit before the occurrence of 1st crack, and it was found that the result of frame analysis agreed with the one of experiment during the range of linear relation.
6 5
Experiment No rotation spring 2nd crack 160kN/jack Kr1=50, Kr2=20 Kr1=0, Kr2=0 Limit of compression 1st crack 80kN/jack Limit of crack depth

Figure 3.7.2 Occurrence of crack (Case B-2). 3.2 Analysis Result 3.2.1 Result of frame-model analysis Figure 3.8 shows the load-displacement curve in experiment and the one in analysis at crown of case A1, considering the rotation spring. The modulus of rotation spring Kr1 and Kr2 were varied, and adopted when the analytical displacement and the one in experiment were almost equal. Kr1 correspond to characteristic of the 1st crack, which occurred at the load of 80kN/jack, around crown as shown in figure 3.7.1. Kr2 correspond to the characteristic of the 2nd crack, which occurred at the load of 160kN/jack, around shoulder. The modulus of rotation spring w a s d e t e r m i n e d a s K r 1 w a s 50MN.m/rad and Kr2 was 20MN.m/rad
500

Axial force (MN)

Experiment

4 3 2 1 0 0 200

Load at crown (kN/jack)

400 300 200 100 0 0 10 20 30 40 50 Displacement at crown (mm)

400

600

Bending moment (kN*m)

Figure 3.9 MN curve and section durability curve around crown (Case A-1).
4
Experiment No rotation spring Kr1=50, Kr2=20
1st crack 80kN/jack

Figure 3.8 Load-displacement curve in experiment and analysis result (Case A-1).
Axial force (MN)

Figure 3.9 shows the MN curve and the section durability curve at crown in case A -1. The MN curve considering the crack intersected the line where the crack depth in the section reached its limit, which the ratio was 0.5, at the load of approximately 60kN/jack. However, the strain near crown in e xperiment exceeded around -0.002, which was considered as the limit of compressive strength for concrete, at the load of 345kN/jack, the result of analysis differed from the experiment. The reason was that the change of structure characteristic was not reproduced as the value of Kr1 and Kr2 were constant. The modulus of rotation spring should

Kr1=0, Kr2=0 Limit of compression Limit of crack depth

1 0 0

2nd crack 160kN/jack

100 200 Bending moment (kN*m)

300

Figure 3.10 MN curve and section durability curve at shoulder (Case A-1).

In loading type (B), the 3rd crack was occurred in sidewall of lining, then Kr3 that simulated the 3rd crack was considered. Figure 3.11 shows the MN curve and the section durability curve near crown in case B-2. The analytical displacement and the one in experiment were almost equal in the case that the value of Kr1 was 5MN .m/rad, Kr2 was 5MN.m/rad, and Kr3 was 1MN .m/rad. The MN curve cons idering the crack intersected the line where the crack depth reached its limit before starting to act the load to specimen in experiment. However, the crack was not observed at the stage that the axial force was introduced. It was concluded that the proper evaluation of tensile strength for concrete is needed to reproduce the experiment. Figure 3.12 shows the MN curve and the section durability curve at the part of shoulder in case B-2. The MN curve in analysis intersected the line where the crack depth reached its limit after the occurrence of the 1st crack. The gradient of MN curve slightly increased from the point that the 2nd crack occurred in the part of shoulder. It was reproduced that the structure of lining became more deformable after the occurrence of crack, and that the axial force increased while the bending moment did not increase so much.
2.0
Experiment

Figure 3.13 shows the MN curve and the section durability curve at the part of sidewall in case B-2. MN curve in analysis intersected the line where the crack depth reached its limit around the load where the 2nd crack was observed.
0.5
3rd crack 151.2kN/jack 1st crack 55.8kN/jack

Axial force (MN)

0.4 0.3 0.2 0.1 0.0 0

No rotation spring Kr1=5, Kr2=5, Kr3=1 Kr1=0, Kr2=0

2nd crack 104.8kN/jack

Limit of crack depth

50 100 150 Bending moment (kN*m)

Figure 3.13 MN curve and section durability curve at sidewall (Case B-2). Figure 3.14 shows the MN curve and the section durability curve in case C-1. The result of analysis agreed with the result of experiment. In both cases, which were under the compression condition in full section, the phenomena that an edge of certain section reached the limit of compressive strength and specimen collapsed was reproduced.
5.0

Axial force (MN)

1.6 1.2 0.8 0.4 0.0 0 40 80

2nd crack 104.8kN/jack 1st crack 55.8kN/jack

No rotation spring Kr1=5,Kr2=5, Kr3=1 Kr1=0, Kr2=0 Limit of crack depth

Experiment at foot crown

Axial force(MN)

4.0 3.0 2.0 1.0 0.0 0 50 100 150 Bending moment(kN*m) 200

shoulder

3rd crack 151.2kN/jack

foot

120

160

200

Limit of compression

Limit of compression

Bending moment (kN*m)

Figure 3.11 MN curve and section durability curve around crown (Case B-2).
0.6
Experiment
2nd crack 104.8kN/jack 3rd crack 151.2kN/jack

Figure 3.14 MN curve and section durability curve (Case C-1). As for frame analysis, the rough behavior of lining could be grasped in the stage of design because of the convenience of frame analysis, especially in linear condition. The relatively accurate load-carrying capacity could also be calculated particularly in the case that the lining reached collapse by the compression, that is, without the influence of cracks. However, the modulus of rotation spring was thought to be easily influenced by the open width of crack and the combination between the axial force and the bending moment. The change of mechanical stage when the crack occurred and developed itself should be grasped. Furthermore, the load-carrying capacity

Axial force (MN)

0.5 0.4 0.3 0.2 0.1 0.0 0

No rotation spring Kr1=5, Kr2=5, Kr3=1 Kr1=0, Kr2=0

1st crack 55.8kN/jack

Limit of crack depth

20 40 60 80 100 Bending moment (kN*m)

Figure 3.12 MN curve and section durability curve at shoulder (Case B-2).

may be underestimated when the evaluation of rotation spring was mistaken or neglected. Mo reover, the evaluation of tensile strength in lining should also be examined. The load-carrying capacity in final stage should be examined on the basis of the upper things. 3.2.2 Result of FEM analysis considering development of cracks The FEM analysis considering the development of cracks was carried out to compare the result from the experimental analysis. Figure 3.15 shows the load-displacement curve obtained from the FEM analysis considering the development of cracks and experiment result in case A-1 and A -2. The result of both cases in analysis relatively agreed with the one in experiment till the point that the load in the analysis reached approximately 230kN/jack, and displacement in the analysis at crown rapidly increased after that.
400

shoulder, which had no constraint, led to compressive collapse.

Load at crown(kN/jack)

300

200
Analysis at crown(A-1) Experiment near crown(A-1)

100

Analysis near crown(A-1) Analysis at crown(A-2) Experiment near crown(A-2) Analysis near crown(A-2)

0 0 -0.001 -0.002 -0.003 Strain compression (-) -0.004

Figure 3.16 Load-strain curve in experiment and analysis result by FEM considering the development of crack (Case A-1 and A-2). Table 3.1 shows the load at crack occurrence and the width of crack in case A -1. The observation of crack in experiment was carried out in a constant step. The occurrence of microcrack was thought to be reproduced in analysis , as the load when cracks occurred in analysis was a little smaller than that in experiment. However, as the crack width in analysis almost agreed with the one in experiment when the crack was observed, it is concluded that the analysis could reproduce the experiment. The area of crack occurrence in analysis was a little larger than that in experiment, however, a certain crack developed in analysis. The value was 0.001mm at most, which could not be visible in observation stage.
Table 3.1 T he situation of crack occurrence load and width (Case A-1). __________________________________________________ Load Crown (inner) Shoulder (outer) (kN/jack) Experiment Analysis Experiment Analysis __________________________________________________ 55 occurred 80 0.15mm 0.2mm 102.5 0.3mm occurred 160 0.5mm 0.5mm 0.1mm 0.1mm 247.5 analysis ended 390 collapse __________________________________________________ - : Crack not found or not measured

Load at crown(kN/jack)

300

200

Experiment(A-1) Analysis(A-1) Experiment(A-2) Analysis(A-2)

100

0 0 10 20 30 Displacement at crown(mm) 40 50

Figure 3.15 Load-displacement curve at crown in experiment and analysis result by FEM considering the development of crack (Case A-1 and A-2). Figure 3.16 shows the load-strain curve in case A -1 and A -2. The value of strain in analysis was acquired from both at the outer face of crown and near the outer face of the crown, which was offset by 2.5 degree from the crown. The value of strain in experiment was also obtained from near the outer face of the crown. The strain reached its limit which corresponded to the compressive strength for concrete at the edge of the section in experiment around the point that the load was around 230kN/jack. Judging from this, the strain in outer face of crown exceeded -0.002. Then the lining was thought to lead the collapse natively, however, it does not because the deformation of specimen to outside was constrained from the existence of loading board. The loading could be continued in experiment, and the part of

Figure 3.17 shows the load-displacement curve in case B-1 and B-2, comparing the analysis result with the experimental one. The load when cracks occurred and the maximum load in analysis almost agreed with the ones in experiment. However, some drops of load when the crack occurred did not agree. It was thought that the modulus of ground spring in analysis was constant, while the one in experiment was not.

160

2) The state where the lining reaches its load carrying capacity in design stage should be examined.

Load at crown(kN/jack)

120

80 40 0 0 10

Experiment(B-1) Analysis(B-1) Experiment(B-2) Analysis(B-2)

REFERENCE Japan Road Association, 1 989. Technical standard for road tunnel (Part of structure) and the explanation. (in Jap anese) Matsuoka, S. & Masuda, A. et al. 1996. A study on simulation of tunnel lining which involves crack. Proceedings of Japan society civil engineers No.554/III-37: 147-155 (in Japanese) Isago, N. & Mashimo, H. et al. 2001. Basic study of structural strength for tunnel lining: JSCE Committee of tunnel eng., Proc. of tunnel engineering, Tokyo, November 2001. (in Japanese) Mashimo, H. & Isago, N et al. 2001. Experimental study on static behavior of road tunnel lining: Proc. of Modern Tunneling Science and Technology 1:451-456

20

30

40

Displacement at crown(mm)

Figure 3.17 Load-displacement curve in experiment and analysis result by FEM considering the development of crack (Case B-1 and B-2). As for the FEM analysis considering the development of cracks, the load -carrying capacity for lining could be evaluated because the model could reproduce the change of mechanical stage in lining. The lining could be designed economically by expecting the load -carrying capacity of the lining and the interaction between the lining and ground. However, the model in analysis is complex and the detailed grasp of material characteristic in lining is needed. 4 CONCLUSION The full-scale loading experiment for tunnel lining and the analysis on the basis of the result were carried out and the following results were acquired. 1) Fibre reinforced concrete improved the load carrying capacity under the condition that the influence of bending moment was dominant. The load carrying capacity was varied by the length and the kind of fibre. 2) Prevention of falling debris from lining with the fibre in concrete was confirmed whether the bending moment or the axial force was dominant in the loading condition. 3) The behavior of tunnel lining could be reproduced by frame analysis easily, however, proper setting of the modulus of rotation spring was needed. 4) The load-carrying capacity of lining could be evaluated using the FEM considering the development of cracks. The following points must be solved for the proposal of design method and improvement of load-carrying capacity of permanent tunnel lining. 1) Various kinds of material for lining, loading condition, and ground condition should be considered to evaluate.