PII:S0086--7798(97)0003~-~5

The L6tschberg Railway Base Tunnel

F. Vuilleumier, P. Teuscher, and R. Beer
Abstract.--In 1991, the Swiss government announced a major rail network project to establish northsouth high capacity rail links across the Alps. The L6tschberg base tunnel is a key component of this endeavour. I t will connect the Swiss capital city of Bern to the Rhone valley, thus ensuring a liaison between northern Europe and ltaly via the existing Simplon tunnel. The tunnel project encompasses two parallel single track tubes measuring approximately 30 km each. The project also includes two intermediate access tunnels with underground emergency stations and cross-over links. The selection of the construction metho&r (excavation and support) is presented together with the measures foreseen for crossing typical geologic conditions. The role of the project engineer and that of the project geologist in the selection of the excavation modes and support requirements is discussed. The construction of the base tunnel is scheduled for 1.998 and its completion for rail traffic is foreseen for 2006.

1997PubiishedbyElsevierScienceLtd

1.0 The L6tschberg Base Tunnel as Part of the Alptransit Project

he Alptransit project is a major railway infrastruc ture planned for development in Switzerland. Launched in 1991 by the Swiss transport authorities, it includes two main components: the L6tschberg and the Gotthard high-capacity railway lines. Each of these lines encompasses one long tunnel crossing the Alps at an elevation corresponding to that of the valley bottom. These so-called "base ~ tunnels are integrated in the Swiss rail network, as illustrated schematically in Figure 1. This paper presents the I~tschberg tunnel project as it stood at the end of 1996. The tunnel will link the Swiss capital city of Bern to the Rhone valley and to northern Italy through the existing Siimplon base tunnel. To assure the responsibility of the design and the construction of the L~tschberg basis axis, the Swiss government made an greement with the railway company BLS (Bern-L~tschberg-Simplon) and its subsidiary, the BLS AlpTransit S.A. The supervision and controlling functions for the project remain with the Swiss Federal Office of Transportation. The LOtschberg tumml project is designed to fulfill various transportation functions, the main one being to carry high-speed passenger and goods trains through the Alps. This so-called t r a n s i t f u n c t i o n requires the European clearance profile EBV4 shown in Figure 2a. The tunnel will also be designed to carry car, bus and lorry traffic on the Fmtigen-Steg route. This so-called shuttle f u n c t i o n requires a wider clearance profile, as shown in Figure 2b. The design speed for the project varies with the type of trains: it is 200 km/h for passenger trains (Eurocity trains), 140 km/h for goods trains, and 120 km/h for shuttle trains. These high speeds require a minimum of 4000 m for curvature radius and a maximum of 13% for grade in ramps.

The L/~tschberg tunnel project, a double single-track tube development, will be implemented in stages. Figure 3 shows the project configuration as presently foreseen for implementation. This configuration is limited to the transit function of the project. It is, however, designed to be upgraded later to provide the Frutigen-Steg shuttle function. The location of the project is shown in Figure 4. The total length of the tunnel is about 34.5 kin. Two access tunnels are planned to allow for several intermediate points of attack and, hence, reduce the overall construction time. These access tunnels also provide ventilation and safety functions at the operational stage. The project includes two underground emergency stations where trains may stop and passengers be directed to a ventilated area. Cross-over links are provided near these emergency stations to improve the operational flexibility of the project.

Present address: F. Vuilleumier, P. Teuscher, and R. Beer, BLS AlpTransit AG, Bahnhofpllatz 10A, 3011 Bern, Switzerland.

2.0 Geological Conditions Figure 5 shows the geologic longitudinal profile of the L6tschberg tunnel project. Starting in the north, the new L6tschberg tunnel will cross, in the first 9.4 kin, flysch, including Taveyannaz sandstones (mainly Tertiary), built up of sandy and marly shales as well as volcanic graywackes, and the lower part of the W i l d h o r n n a p p e (Jurassic, Cretaceous and Eocene), with several southeast-dipping slabs and a strongly tectonized "m61ange" zone at the base (Wildhorn-Gellihorn level). The different slabs at the base of the level consist of limestone and are separted by thin layers of incompetent shales. The upper part of this level, formed by relatively simple folds, is not touched by the tunnel. In the next 4.5 kin, the Doldenhorn level (JurassicTertiary), a large overturned fold with a core of limestones and marls and a thick frontal package of argillaceous flysch will be traversed. Then follows, over a distance of 0.5 kin, the autochthonous sedimentary cover (Triassic-Jurassic), comprising a strongly deformed succession of shales, graywackes, cornieule, anhydrite, dolomite, shales, etc. More to the south, the pre-Triassic,basement r o c k s of the A a r Massif will be crossed over a distance of about 18 km. This basement complexis composed ofvarious gneisses,

and UnJ.ersround8pace Techno/oy,Vo]. 12, No. 3, pp. 361-368,1997 O 1997 Ehmvie~ScieuceLtd Printed in Great Britain. All nghta ]werved 0886-7798/97 $17.00 + 0.00

Pergamon

Strasbourg

Frankfurt

Stuttgart

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Paris Dijon
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Figure 1. The two base tunnels of the Alptransit endeavor: the I.~tschberg and the Gotthard Tunnel projects.
schists and amphibolites, a very thin zone of carbonaceous sediments ("Carboniferous of Ferden"), and the Variscan G a s t e r n granite, C e n t r a l A a r g r a n i t e and B a l t s e h i e d e r g r a n o d i o r i t e . Strong Alpine deformation dominates over the older structures of the area, in which the foliation dips generally to S-SE. Two prominent shear zones are worth mentioning: the "Faldumbach" and "Dornbach ", with up to 60 m of thin-bedded schists and phyllites. The so-called J u n g f l ' a u k e f l , a narrow wedge of Mesozoic sediments, separates the Gastern granite from the main body of the Aar massif and represents the most likely root zone of the Doldenhorn nappe. The southernmost approx. 0.5 km of the tunnel will be situated again in a u t o c h t h o n o u s s e d i m e n t s (TriassicJurassic), which comprise limestones, marls, dolomite, and argillaceous and calcareous shales. The rock quality is mainly fair to very good, with the exception of some short intervalls with phyllites, very brittle schists, etc. Special attention must be paid to violent decompressions that may occur in massive intrusive

b) o)
,

EBV4
I

j-

L6tschberg

Shuttle

If} r~ u~

!50o0!

o4oo

Figure 2. Clearance profiles for (a) European clearance standard EBV4 and (b) the LStschberg shuttle function.

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rocks as, for example, the Gastern granite, owing to an overburden of up to 2000 m.

3.0 Hydrogeology
The Flysch and the Taveyannaz sandstone represent sediments of low perumability with minor or no waterflow. In the Wildhorn nappe the, different slabs form more or less independent aquifers built up mainly of well jointed or karstified limestone. However, waterflow is generally low because of the very limited recharge areas. The limestones of the Doldenhorn nappe show some maj or karstification near the surface. In greater depths, the karst may be filled ~ad tightened with mud or loam. A locally high waterflow under high pressure (more than 100 bar) is presumed. In the crystalline rocks of the basement, permeability is rather low and water circulation normally is limited to some open joints and J~acture zones. Because the original cover contained sulfate-bearing sediments, water may aggressive to concrete. Water with a high sulfate content is found in the Jungfraukeil. Typical for this zone is a high permeability along the bordering faults, with a strong waterflow under high pressure (up to 140 bar). It is planed to make it tight in advance by injections. In the southern Autochthonous, the main water-conducting features are karstifled joints in the carbonate rocks. The associated shales act as confining layers.

The first part of Package 14 AB is devoted to constructing the 3300-m-long access tunnel from the Steg portal site to the underground branching point at L~tschen. The second part of this package includes the extension of the twin tubes

~FRUTIGEN

K
MITHOLZ //

4.0 Selection of Excavation Method

The choice between the drill-and-blast excavation technique and the use of a tunnel boring machine (TBM) is of central significance at the project planing phase. Various factors such as geological conditions, construction schedule, and complexity of the underground works are scrutinized at the time of making such a decision. As far as possible, both methods are authorised at the tender stage for the sake of project economy. However, authorising TBMs in some areas would be risky and could jeopardize the overall project implementation. In such areas the tender documents will call for specified drill-and-blast techniques only. Careful consideration was given to the selection of the excavation method early in the project planning phase. The splitting of the project into a series of separate construction packages was planned with an optimal use of TBMs and, at the same time, a minimum risk of delays. As an example, the organisation of construction packages currently retained for the southern half of the tunnel is shown in Figure 6. The reasons for having chosen such an organisation are briefly discussed below. Package 13A includes the construction of a 4200-m-long access tunnel from the Ferden access site. The steep gradient of 12%, the expected crossing ofa phyllite zone, and the need to build several lateral openings and connection galleries has determined the selection of the drill-and-blast technique. Package 13BC is devoted to constructing the twin tubes of the base tunnel from the bottom of the Ferden access tunnel. The first part of this package includes the construction of an underground emergency station, a cross-over link, and various connecting galleries. Several geological difficulties are to be crossed in this area. including two phyllite zones and the "Jungfraukeil", where high water pressures are expected. The use of a TBM is thus prohibited. The second part of this construction package includes the extension of the twin tubes of the base tunnel northwards over a 4000-m-long section in favourable granitic rock conditions. In this area, elevated bedrock stresses are expected because of the significant cover height. Potential for rock bursts and high abrasiveness of the granitic rock mass are considered unfavourable factors for the use of TBMs. The decision will, however, be left to the contractors.

/
[! t~

tl

FERDEN A

RR N AO

Fully equipped single track tube with Shuttle clearance profile. Fully equipped sinqle
frock tube with EBV4 clearance profile.

)::::z::c

Unlined tunnel.

Figure 3. LStschberg tunnel project configuration, as of September 1996.

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TU~ELL~O ANDUNDERGROUND SPAC]~TECHNOLOGY 363

towards the emergency station at Ferden. The construction method for this package will also be left to the contractor's decision. Package 15 includes the construction of the twin tubes of the base tunnel over a length of about 4000 m, from the Raron portal site to the underground branching point at L~tschen. The first 500 m of this section are characterised by potentially water-bearing sedimentary rocks. Limited rock cover is expected locally. According to the general planning, the construction of this section of the tunnel will be on the critical path. The need to avoid delays in this first section calls for the conventional drill-and-blast excavation technique. The recourse to TBMs for the remaining section of this package will be left to the contractor's appraisal.

5.0 Temporary Support Systems

According to the Swiss code of practice SIA 198, the selectionofthe temporary support systems shallbe made by the Owner in consultation with the Contractor. The responsibility for deciding where and when a temporary rock

support element will be installed lieswith the Owner. In order to standardise this task, a series of rock support profileshave been prepared. Each profileindicates the type of support (rock bolts,shotcrete, steel ribs)for a given type of excavation (i.e., drill-and-blastor TBM). The selectionof the specificsupport profileto be implemented is decided at the tunnel face as a function of the encountered geologic conditions. Table 1 lists the support profiles that are typically envisaged for a drill-and blast-excavation. One specific profile (ESA1) is illustratedin Figure 7. As noted, the selectionof the appropriate support profile will depend upon the actual rock conditions encountered. Based on the present level of geological knowledge, over 99.5 % ofthe tunnel length willbe excavated in the fullface. The sections requiring half face excavation or divided face excavation represent only 0.2 and 0.3 % ofthe tunnel length respectively. In addition to the above-mentioned rock support profiles, specialrock treatment willbe required locally. Specifically, ground treatment by grouting is envisaged for crossing the "Jungfraukeil" area.

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Figure 4. The new Gotthard and L6tschberg tunnel routes.

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tD

"4

Seological section

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3oldenhom nappe

~ildhomnappe

~ar massif

:(~tschberg
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3 qorthem Autochthonous md .Faldumbach"

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~o Nitdhom/Gellihom nappe mainly mads 3oldenhom nappe mainly limestones ~ar massif basement rocks (gneisses, schistes, amphibolttes) Gastem granite ~ar massif central Aar granite Baltschieder granodiorite

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I'aveyannaz sandstone

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:lysch in general

upper pert with simple folds

Nildhom nappe

lower part with slabs

JI

~igure 5. 3eologic longitudinal profile of the LStschberg tunnel project.

6.0 P e r m a n e n t Lining FRUTiGEN

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Km 31.5

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Ventilation short

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The tunnel cross section is shown in Figure 8. Along most of the tunnel length, the concrete lining is cast in place directly against the rock. This provides for a smooth interior surface. In areas of varying geometry (cross-over links, branching points), shotcrete is used for the permanent lining. In areas where water inflows are expected, a waterproofing system is incorporated in between the rock support system and the permanent concrete lining. This system includes drainage elements placed against the rock and a waterproofing membrane. Such precautions are planned for areas of sedimentary rocks and areas with significant water inflows. The Owner has stringent requirements with respect to the durability of each of the tunnel elements. A durable and waterproof lining is a central concern for such a major investment. Consequently, a particularly dense concrete with very little lime content has been selected. The concrete fining is designed to support the total of the rock pressures arising from long term rock deformation (creep) and failure of rock support (rebar and bolt corrosion). However, it is not designed to support the hydrostatic water pressure, since they may reach significantly high levels (in the order of 20 MPa). The drainage system incorporated will be designed to allow for its permanent control and cleaning.
7.0 Project I m p l e m e n t a t i o n

o(%<o
Figure 6. Organisation of the construction packages for the southern part of the I]$tschberg Tunnel.
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On the northern side of the project, construction began in December 1994 with the advancement of a reconnaissance pilot tunnel. Subsequently, the excavation of the Mitholz intermediate access tunnel was initiated. On the southern side of the project, the preparatory works are scheduled to begin by the end of 1996. According to the planning of the project, the tunnel may be opened to rail traffic in 2006. The preparation of a reliable construction plan for such a major project is a highly complex undertaking. For example, more than 150 distinct construction activities were considered just for the southern half of the project. Stringent links with preceeding and subsequent activities h a v e to be incorporated, leaving very little room to recover

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Flee iection Concrete slab
Excavated

Concrete I
,
section = 63.8 2 m.

= 46.3 m, 2

LI 12

: Up to 5 m behind excavation face : From 5 to 25 m behind excav(~tion face

Figure 7. Typical rock support profile (drilling and blasting).

Figure 8. Permanent lining profile (drilling and blasting).

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Table 1. Typical rock support profiles envisaged for the L6tschberg Tunnel.

Profile ESAI ESA2 ESA3a ESA3b

Sectioa m2 63.8 63.8 63.8 63.8

Excavation class I II HI
HI

Appikatioa conditions No rock dislocation Slight dislocation Average dislocation Average rock bursts

SaplmM Shoterete Swellex bolts Shotcrete Swellex bolts Shoterete + mesh Yielding Swellex or Split Set bolts Wire mesh Shotcrete Fibreglass bolts on tunnel face Steel ribs Steel plates
Shotcrete

Floor
Lean concrete Lean concrete Protection concrete Protection concrete or lean

concrete

FULL FACE TYPE A

ESA4a

65.0

IV

Significant dislocation

Protec~on concrete

ESA4b

65.0

IV

Severe rock bursts

ESASa

74.0

Extreme

dislocation

Yielding Swellex or Split Set bolts Wire mesh Shotcrete + mesh Fibreglass bolts Steel plates Reinforced steel ribs + formwork mesh Poured-in-place concrete Fibreglass bolts on tunnel face Grouted rebars Sliding ribs Shoterete + mesh Grouted rebara and Swellex Sholcrete + mesh Grouted rebars + fibreglass bolts Steel ribs Steel plates Shotcrete Rebars and fibreglass bolts Sliding ribs Shotcrete + mesh Rebars and fibreglass bolts Sliding ribs Shotcrete + mesh Rebars and fibreglass bolts Sliding ribs Shotcrete + mesh

Protection concrete

Steel ribs Floor concrete

ESA5b

79.0

High
deformations

Sliding ribs + grouted rebars Shocrete Floor concrete + mesh Protection concrete Protection concrete

ESB3a HALF FACE TYPE B ESINa

64.1
65.8

I11 IV

Average dislocation

Significant
dislocation

ESBSa

79.0

High
deformations

Sliding ribs

Protection concrete + mesh

Sliding ribs Shou:rete Rebars and fibreglass bolts Sliding ribs

ESC4a

79.2

IV

DIVIDED
FACE TYPE C ESC5a 79.2

Signification dislocation Extreme dislocation

Table 2. Planned excavation rates for the L6tschberg base tunnel.

Rates in m/day Excavation and rock reinforcement Placement of concrete lining Construction of lateral benches Drill and blast 7.5 34 60 TBM 13 34 60

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unexpected delays. Moreover, the general duration of the works is highly dependent upon the rate of advancement considered. The rates adopted in the preparation of the planning are shown in Table 2. The 7.5 m per day rate for conventional drill-and-blast excavation corresponds to 3-m-long blasts with a 10-hour shil~ duration. Even though the use of modern automated drilling rigs may allow faster rates, it was considered prudent to retain the above-mentioned value in the planning.

8.0 Conclusions
The construction of the L~tschberg base tunnel is not only a major financial investment for Switzerland, but also a considerable technical challenge for its designers. Rock mechanics engineers need to cope with potentially severe rock burst conditions, while construction planers have been challenged by the need to limit the total construction time so as to provide the Owner with a fully operational tunnel as early as 2006.

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