Tunnelling in Greece: Past, Present, Future · Thassos Sifnos Mining place in prehistoric Greece...

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Tunnelling in Greece: Past, Present, Future

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Tunnelling reflects the cultural development and, particularly,

the great technical and economic power of certain civilizations

Sandstrom (1963)

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Ancient Greek Tunnelling

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Ancient Greek Tunnelling

Mining applications

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Lavrion

Thassos

Sifnos

Mining place in prehistoric Greece (since 2000 BC)

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Lavrion miners (Corinthian vase, 5th century B.C.)

Lavrion mines

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Ancient Greek Tunnelling

Quarrying applications

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Gortys Labirinth

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The ear of Dionysius. In the northwest corner of the quarries

- Latomia del Paradiso “opens” the ear of Dionisius (Orecchio di Dionisio) quarry 65 m long, 5-11

m wide and 23 m high.

Syracuse

The Syracuse, Magna Graecia, quarries

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Ancient Greek Tunnelling

Catacombes

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Catacombs

Syracuse, Magna Graecia, Catacombs

Milos, Greece, Catacombs

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Ancient Greek Tunnelling

Tunnels in warfare

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The citizens of the besieged Plataies went through the tunnel beneath the walls, cancelling the Spartans siege.

Thucydides (B ', 76)

Tunnels in warfare

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Ancient Greek Tunnelling

Hydraulic tunnels for water supply

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Phaeax constructed a system of tunnels for collecting and

transporting water (section 2 m x 1 m)

to feed about twenty fountains in the whole city. The total

length of these tunnels beneath the ancient city surpasses 15 km

Akragas (Agrigento), Magna Graecia

Akragas

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Ten kilometres underground aqueducts (1 and 2),

bringing water from the springs of the Ilissos River

and the foothills of Hymettus mountain at a

distance around 7.5 km, to the centre of the city near

Acropolis (ca. 510 BC)

The Peisistratean aqueduct in Athens

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Eupalinos, an engineer from Megara,

constructed a 1,036 m long tunnel with about 4 m2 cross section for

transporting water from a fountain to

theancient capital of Samos (today’s Pythagoreion)

Tunnel of Eupalinos or Eupalinian aqueduct (in Greek: Efpalinion orygma)

Samos Megara

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Vertical section and horizontal plan of the tunnel.

Duct where the water pipes were laid.

Tunnel of Eupalinos or Eupalinian aqueduct (in Greek: Efpalinion orygma)

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Athens in the classical era.

Some of the major hydraulic projects in Greece were associated with the water supply of Athens

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Adrian Aqueduct 20 km underground aqueduct (5), bringing water from Mount Parnis

foothill to Athens (140 AD)

w=0.8-0.9 m , h=1.6-1.8 m , dmax=25 m

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Mitteilungen des Deutschen Archäologischen Instituts, Athenische Abteilung

“qanat” system developed in ancient Athens

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Ancient Greek Tunnelling

Hydraulic tunnels for drainage

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Minyans tunnel

Minyans Tunnel (1300 BC ??) Kopais Lake drainage

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About 2.2 km long tunnel, 1.8 m wide and 1.5 m high. Sixteen vertical shafts were excavated along the axis of the tunnel and through those the

tunnel was excavated

Minyans Tunnel (1300 BC ??) Kopais Lake drainage

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Ancient Greek Tunnelling

Road tunnels

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The Cocceio’s tunnels in the vicinity of Neapolis (Napoli), Italy

Crypta Neapolitana

Grota di Seiano

Grotta di Cocceio

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The Cocceio’s tunnels in the vicinity of Neapolis (Napoli), Italy

Caratteristiche delle gallerie di Cocceio

Dispensa Prof. Carlo Viggiani

Pozzuoli Tunnel

Cocceio Tunnel

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Tunnels in the greater ancient Hellenic world

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Recent Historical Background of Tunnelling in Greece

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Modern hydraulic tunnels in Greece

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Water supply in Athens at the 18th-19th century

The Adrian aqueduct was abandoned. Athenians used water from springs and wells.

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Water supply in Athens at the end of the 19th and the beginning of the 20th century

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The Marathon Dam and the Boyiati Tunnel

Boyiati Tunnel

Marathon Dam

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The Marathon Dam and the Boyiati Tunnel

Boyiati Tunnel l = 13.4 m w = 2.6 m h = 2.1 m

Marathon Dam

54 m high, 285 m long

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The Yliki Lake and the Mornos Dam & Aqueduct

Mornos Dam Yliki Lake

Mornos Aqueduct

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The Mornos Dam & Aqueduct

Mornos Dam 126 m earthfill dam

Mornos Aqueduct Total length 188 km

15 tunnels (71 km) of 3.2 m diameter

12 siphons (7 km) 15 canals (110 km)

It was the first time of a TBM use in Greece for

the excavation of the Giona Tunnel (14.75 km)

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The Evinos Dam & the Evinos-Mornos Aqueduct

Evinos Dam

Evinos-Mornos

Aqueduct

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The Evinos-Mornos Aqueduct

Geological longitudinal section of Evinos - Mornos Tunnel (types of TBMs used)

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The Acheloos River Diversion Project

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Tunnelling in Major Transportation Infrastructure Projects in Greece

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Attiki Odos The Athens northern peripheral motorway

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Athens METRO

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Thessaloniki METRO

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Concession Motorway Projects

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ATHENS

PATRAS

ΚΙΑΤΟ

TITHOREA

LIANOKLADI

DOMOKOS

EVAGELISMOS

LEPTOKARIA

THESSALONIKI

Ν.ΙΚΟΝΙΟ

SKA

RAILWAY TUNNELS PATRAS – ATHENS –

THESSALONIKI

The total number of railway tunnels is 93 (52 main tunnels and 41 escape tunnels) with total length 95.680 km The railway tunnels are either single tunnels of double direction or twin tunnels of single direction with cross escape tunnels. In tunnels of double direction, having length > 1,000 m, the escape tunnels are constructed at every 1,000 m maximum distance. Special ventilation systems have been applied and the tunnels are being checked with telematic systems of high technology.

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Tunnels of the recent major transportation infrastructure projects in Greece

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Tunnels of the recent major transportation infrastructure projects in Greece

In the last 20 years, the total length of motorway and railway tunnels

either constructed or at the stage of construction / completion is 347.5km

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Tunnels of the recent major transportation infrastructure projects in Greece

After Italy, Austria and Germany, Greece has become the fourth country, among all the countries of the European Union, on the basis of the number of the existing motorway tunnels having length > 500m (1).

(1) European Commission, Safety in European Tunnels, PG TREN, Information & Communication Paper, December 2002

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New tunnel design methodologies, such as the Geological Strength Index (GSI) and the Tunnel Stability Factor (TSF), were developed, providing sound solutions to numerous challenging engineering problems. The GSI is an evolving rock mass rating system, aiming to the derivation of reliable rock mass strength and deformability input parameters for the numerical analyses or closed form solutions of tunnelling problems. The TSF is an engineering index for the qualitative and quantitative assessments of tunnel stability problems, continuously being calibrated on the basis of reliable data from recorded tunnels’ behaviours.

Gained experiences linked to tunnels’ excavation and primary support

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Construction Challenges in Tunnelling in Adverse Geotechnical Conditions

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Microtunnelling application for Athens METRO

Microtunnelling

application

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Monastiraki Underground Station Complex

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Monastiraki Underground Station Complex

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Monastiraki Underground Station Complex Geotechnical Conditions

• Weak metamorphosed mudrock with some meta-siltstone / sandstone horizons. Extensive shears exist in the original mudrock material. The whole formation is intensively disturbed, that finally it is characterized by numerous discontinuities, randomly spaced and oriented shears. Additionally the formation’s weathering is extensive

• Very “poor” geotechnical conditions, which created skepticism about the safety of the needed excavations, and their impact on the structural integrity of the numerous old buildings at the surface

• The major and challenging engineering problem was the control of the unavoidable surface settlements, caused by the excavations, in acceptable limits, without triggering the existing serviceability conditions of the buildings at the surface

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Monastiraki Underground Station Complex Microtunnelling application

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Jet grouting application for Athens METRO

Jet Grouting area

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Jet grouting application for Athens METRO

Surface collapses during TBM operations

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Jet grouting application for Athens METRO

Tunnel face collapses during TBM operations in Aghiou Konstantinou street

1. Description of collapses: Non - controllable face collapses at the TBM cutterhead

2. Causes of collapses: • Poor cohesion characteristics of the ground • Existence of ancient man-made cavities (i.e. wells),

usually back-filled with rubble and mud, reaching to the tunnel crown

3. Effects of ground collapses:: • Excessive settlements at the surface (in some

cases surface collapses) • Buildings damages due to differential settlements • Serious delays in the progress of the Project

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Jet grouting application for Athens METRO

Ground conditions in the areas of overbreaks and excessive settlements – Aghiou Konstantinou street

• Overburden layer of alluvial deposits and backfill materials: Brownish sandy, silty clay with occasional fragments of limestone and siltstone. Thickness: 2m - 6m.

• First horizon of the Athenian schist: Greenish – greyish fractured weak meta-siltstone with medium to high degree of weathering. Thickness: 4m - 8m.

• Second horizon of the Athenian schist: Greyish - black highly weathered very weak phyllite & fractured very weak meta-siltstone.

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Jet grouting application for Athens METRO

The philosophy of the ground pre-treatment by jet grouting along Aghiou Konstantinou street

Typical cross-section with jet grouted columns • 1.10 m x 2.00 m pattern • Diameter of jet grouted

columns 60cm. • Double water cut jet

grouting (without water pre-cutting) was used.

Length of treated area ~ 190m

Depth of the tunnel’s crown ~ 12m

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Egnatia Odos Motorway Tunnel S3

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Egnatia Odos Motorway Tunnel S3

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Egnatia Odos Motorway Tunnel S3 Characteristics of Tunnel S3

•Shallow twin bored hill-slope tunnel. The slope has a mild inclination 200 parallel to the tunnel axis

•Tunnel’s length = 230m

•Tunnel’s width = 12m

•Axial spacing between the bores = 30m

•Maximum overburden height Hmax=30m

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Egnatia Odos Motorway Tunnel S3

Geological & Geotechnical conditions

• Highly tectonised alterations of thin-bedded to mid-bedded limestones and argillaceous phyllites. No groundwater at the excavations’ level

• Entrance portal area: Highly weathered phyllites dominate. Soil – like behavior

• Exit portal area: Better quality phyllites dominate

• General conclusion: The geological formations are of poor quality. Especially the surface formations are in limit post-equilibrium situation

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Egnatia Odos Motorway Tunnel S3 Problems encountered during underground excavations

• Slope translation movements downhill, initiated with the tunnel excavation and continued even during the stoppage of the excavations

• High displacements • Cracks of the temporary

support shell (temporary invert)

• Cracks on the ground surface upstream of the hill

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Egnatia Odos Motorway Tunnel S3 Monitoring results

i. The tunnel total displacements at the exit portal (~6cm to 8cm) were significantly lower than those at the entrance portal (~ 30cm to 40cm)

ii. The maximum recorded surface movements above the two tunnel bores were at the order of 25cm to 30cm

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Egnatia Odos Motorway Tunnel S3 The solution for the stabilization

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Conclusions

Tunnelling in Greece: Past, Present, Future

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• The last 20 years can be considered as the “tunnelling golden age” for Greece

• The most significant achievement is that numerous real difficult tunnelling projects were finalized on time and within reasonable cost budgets

• Especially tunnelling in the framework of the new concession projects provided to the Greek engineers with real “value engineering” skills

Tunnelling in Greece: Past, Present, Future

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Tunnelling in Greece: Past, Present, Future

•The gained design and construction experiences in dealing with weak, heterogeneous geological formations are ready to be transferred to a number of new similar tunnelling projects in abroad

•The future of tunnelling in Greece is promising, although the very tough financial crisis

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Tunnelling in Greece: Past, Present, Future

Thank you very much for your attention