Part 3

Construction

Downloaded by [ University of Liverpool] on [15/09/16]. Copyright © ICE Publishing, all rights reserved.
 Chapter 14 UK tunnels: geotechnical monitoring and
encountered conditions

C. D. Warren, P. M. Varley and R. Parkin

14.1 UK tunnelling system 14.1.2 Anticipated geology

14.1.1 General Site investigations have been carried out across the Chan­
A major element of the UK underground construction nel since 1875. Well over 100 boreholes have been sunk
works was the requirement for 84 km of tunnels to be and various geophysical surveys undertaken including the
constructed by tunnel boring machines (TBMs). The over­ most recent in 1986-87 and 1988-89. All the available
all arrangement called for the boring of two 8.2 m (outside data indicated that the tunnelling could be confined mainly
diameter) running tunnels spaced 30 m apart and a 5.2 m to the Chalk Marl on the UK side, where the geological
diameter service tunnel located centrally between them structure was relatively simple with no major fault dis­
(Fig. 14.1), 3.3 m diameter crosspassages connecting all placements. The largest faults and greater degree of secon­
three tunnels at intervals of 375 m throughout the drive and dary folding was found to occur on the French side, where
2 m diameter piston relief ducts passing between the they were aligned parallel to the axis of the main Quenocs
running tunnels every 250 m had also to be excavated Anticline e.g. major faults at chainage km 47 (8-10 m
(Chapman etal, 1992). downthrow south) and 49.6 (3-5 m downthrow north).
As far back as the 1880s, when the Beaumont-English The Chalk Marl is a clayey carbonate mudstone some
tunnel boring machine was used for the first Channel 25-30 m thick, found in layers which can range from
Tunnel attempt, it was believed by engineers that a tunnel moderately strong carbonate beds to a weak clay-rich
boring machine was the most economic solution. In the material. It is essentially impermeable with any water
1980s, the same was true but the choice had narrowed to restricted to discontinuities, such as faults or fissures, and
that between different types of TBM; a choice governed can be considered an excellent tunnelling medium, as it is
by two main factors: the anticipated geology and the both easy to excavate and possesses sufficient strength to
project programme. stand with minimal support. The Chalk Marl had also

UK Castle Hill Portal Service tunnel

I Shakespeare Cliff TYPICAL SECTIONS

UK Km 10 , 15 20 , , 2 5 30 , 35 , , , , 40 , , , , 45 , 50- 55 60
Fr«nctiPK I 45 40 35 ' 30 ' 25 20 15 10 ' 5 0 ' ' I
- 200 1
' ' ' ' 1
' 1
' ' ' ' ' ' ' ' ' ' ' ' ' ' 1
' ' ' ' ' 1 1 1
' ' ' ' ' ' ' 1 ' ' • ' ' >—< ' ' >-L
GEOLOGICAL SECTION

Figure 14.1 Geological section and tunnel alignment (as built).

219

Downloaded by [ University of Liverpool] on [15/09/16]. Copyright © ICE Publishing, all rights reserved.
 CONSTRUCTION
proved suitable for rapid excavation by machine during the
1974-75 works.
The evidence suggested that the optimum tunnelling
horizon would be within the unweathered Chalk Marl
some 5-15 m above the base of the Glauconitic Marl. In
the UK sector, the tunnels would be kept at least 10 m
below the base of weathering, as identified from the bore­
holes and at least 18 m below the sea-bed or base of
superficial deposits (Fig. 14.1).
14.1.3 Project programme
The project programme called for all bored tunnelling to
l build cycle times of 18 and 22.5 minutes respectively.
be carried out in a 3 /z year period, between December
1987 and June 1991. This requirement dictated the need
for six TBMs capable of rates of advance of 5 m per hour
for the service tunnels and 4 m per hour for the running
tunnels. The programme also demanded an early start-up
of the TBM drives which in turn led to the adoption of the
fast-track construction of the Shakespeare Underground
Development. This was carried out by roadheaders apply­
ing the New Austrian Tunnelling Method (NATM) and
primary shotcrete lining; the secondary lining being de­
layed until completion of tunnelling and removal of asso­
ciated construction plant and equipment.
On this basis, it was decided that the most suitable
tunnelling system would be an open, full-face TBM, used
in conjunction with unbolted, expanded precast concrete
linings.
14.1.4 Excavation of cross-tunnels and
pumping stations
With a compressive strength of approximately 7 MN/m ,
the Chalk Marl is hard to dig by hand (London Clay has a
2
strength of about 0-2 MN/m ). For this reason a number
of experiments were carried out which involved cutting the
Chalk Marl with small track-mounted roadheaders. None
of these proved successful and hence all cross-tunnels
(crosspassages, piston relief ducts etc.) were generally
hand dug by the miners using pneumatic spades. For the
complex undersea pumping stations NATM was em­
ployed to excavate the shafts and intersection chambers.
The crosspassages, which housed temporary substa­
tions and stage pumping stations, were constructed from
the service tunnel to within 2 m of the running tunnels.
The construction of these advanced with the tunnel
drive, lagging some 2-3 km behind the advancing face of
the TBM. The remaining cross-tunnels were constructed
much later to minimise disruption to the logistics support­
ing the drive. In total, on the UK side there were 245
crosspassages and 106 piston relief ducts, involving 42000
3
m of excavation.
14.1.5 Working environment
Evidence of a safe working environment in the tunnels and
at the work faces, was provided by a comprehensive ar­
rangement of remote sensors, connected by means of a
telemetry system to the Control Centre located above
ground at Shakespeare Cliff. These monitored the air tem­
perature and humidity, in addition to the concentrations of
oxygen, hydrogen, carbon monoxide, methane and oxides
of nitrogen in the air. Alarms were set at levels which were
designed to allow corrective action to be taken to prevent
a situation (e.g. a fire) developing where personnel and the
tunnels would be put at risk.
220
Downloaded by [ University of Liverpool] on [15/09/16]. Copyright © ICE Publishing, all rights reserved.
14.2 TBM tunnels
To meet the very high sustained rates of progress required
by the programme, the TBMs had to be of a type which
would allow the erection of the linings to proceed concur­
rently with face excavation. This called for a telescopic
TBM, in which the front body contained the excavating
cutterhead and the rear body contained the grippers. The
front body had to be capable of being pushed forward 1.5
m, using the gripper unit as a reaction point, while a 1.5 m
long ring was being built concurrently at the rear of the
TBM, about 13 m behind the face. The service tunnel and
running tunnel machines were designed to achieve ring-
These times were achieved in practice.
On the UK side, six TBMs (Figs 14.2, 14.3 and 14.4)
were employed to drive a total distance of 84 km. All six
TBMs were erected and launched from erection chambers
in the underground marshalling area at Shakespeare Cliff.
Three TBMs were driven seawards initially on a downhill
grade and three landwards on a uphill grade emerging at
Sugarloaf Hill some 8 km further west of Shakespeare
Cliff. The combined weight of the six machines was 6500
tonnes and the total value including necessary spares was
£60 million.
The back-up equipment on sledges behind the TBMs was
typically 200 m long and contained segment handling and
erection equipment and muck disposal conveyors, together
with electro hydraulic power packs, ventilation equipment,
drainage and water supply and a complex electric power
supply system.
From the TBM cab, the operator controlled the excava­
tion and alignment of the TBM using a ZED 260 laser
2
guidance system. The cab was equipped with CCTV moni­
tors that showed the conveyor operations, and with VDU's
that displayed the operational status of the TBM. Loading
of the survey information into the inboard computer could
be made by way of a remote station further back of the
TBM sledges.
14.2.1 Spoil handling
The spoil handling was to be carried out by conveyors that
loaded the Chalk Marl from the cutting head into 14 m 3
side tipping skips. These tipped into a bunker storage
system at the Shakespeare marshalling area, which then
delivered the material by means of a conveyor to the
surface. Here it was carried by a conveyor system to the
landfill lagoons behind the new sea wall (see Chapter 12).
14.2.2 Tunnel linings
Geotechnical studies had suggested that the expanded
lining would be suitable for some 95% of the drives. The
method of expansion chosen was the use of a wedge-
shaped key, supplied in three different sizes to cater for
variations in cut diameter (Fig. 14.5). Each segment had to
have four 20 mm thick pads on its back to provide initial
contact with the excavated profile, leaving a 20 mm void
after expansion of the ring. The annular void was then
filled with grout to provide full contact with the ground.
This enabled the lining, which was not designed to be
watertight, to control the water ingress to manageable
amounts.
An initial provision of 5% of the total drive length was
made for areas of potential faulted and broken ground.
Conventional bolted and gasketed spheroidal graphite cast
iron linings were provided for these areas.
 UK TUNNELS: GEOTECHNICAL MONITORING

seal
13-15 m

Figure 14.2 Howden Marine Service Tunnel TBM.

Figure 14.3 Robbins-Markham Marine Running Tunnel TBM.

F o l l o w i n g e a r l y e x p e r i e n c e w i t h the s e r v i c e tunnel l i n ­ 14.2.3 Grouting

i n g s , a h y b r i d l i n i n g o f precast c o n c r e t e a n d s p h e r o i d a l G r o u t i n g m e t h o d s e m p l o y e d o n the d r i v e s w e r e b o t h tra­
graphite cast i r o n s e g m e n t s w a s d e s i g n e d , to a l l o w the ditional (using pan-type paddle mixers and Craelius
rapid c o n s t r u c t i o n o f o p e n i n g s f o r crosspassages, piston p u m p s ) a n d m o r e m o d e r n (e.g. a c o n t i n u o u s s y s t e m using
relief ducts a n d p u m p i n g stations. a S c h w i n g m i x e r and p u m p arrangement). Grouts used

221

Downloaded by [ University of Liverpool] on [15/09/16]. Copyright © ICE Publishing, all rights reserved.
 CONSTRUCTION

Figure 14.4 Howden Land Running Tunnel TBM.

Figure 14.5 Expanded concrete wedge-block lining (running tunnel).

222

Downloaded by [ University of Liverpool] on [15/09/16]. Copyright © ICE Publishing, all rights reserved.
 UK TUNNELS: GEOTECHNICAL MONITORING

included Pozament GP3 and Ordinary Portland Cement

(OPC), with various other retarding and accelerating agents
being added in order to obtain the necessary properties.
In practice, primary grouting of the rings up to axis level
was completed within 48 m of the build area in the Marine
Service Tunnel (invert and up to axis level being grouted
within 12 m) and within 15 m in the Land Service Tunnel.
In all four running tunnels, primary grouting was nor­
mally complete within 10-18 m of the build area, an upper
grouting platform being employed to gain access to the
crown area. Such platforms close to the build area were
only installed in both marine running tunnels after early
problems had been experienced with water ingress and
overbreak, the original intention having been to carry out
grouting some 80-100 m further back.
Any leaks or areas missed during the primary grouting
were dealt with at the rear of the TBM, from a proof
grouting platform.

14.2.4 TBM drives

The longest of the six drives was the Marine Service Tunnel
at 21.7 km. The two marine running tunnels were 18 and
19 km long, and all the land tunnels were about 8 km long.
The two service tunnel machines at 5.38 m and 5.76 m
outer diameter were both supplied by James Howden of
Glasgow who also supplied both land running tunnel ma­
chines at 8.7 m outer diameter. The two marine running
tunnel machines at 8.36 m outer diameter were supplied I I j ! i i I I I I I I I I | I I i I I I I I I I I I I I I i I M ! I I I | I I I I I I I I
NOiJ F M A M J J A S O N D U F M A M J J A S O N o i j F M A M J J A S O N D J F M A M J J A
by Robbins Markham Joint Venture. i l l !

1988 1989 1990 1991

The Marine Service Tunnel TBM, the first on the project
to be commissioned, began to cut rock on 29 Nov. 1987;
the other five started progressively between August 1988
and November 1989. At peak, five TBMs were in opera­
tion concurrently between August 1989 and September
1990. Each drive was manned on a three eight-hour shift
basis, seven days per week. Shift changes took place at the
TBM.
In order to sustain the progress, the gangs included a
maintenance team; the aim was to keep TBM downtime
below 10% which was generally achieved. Initial progress
on each of the marine drives was slow as the TBMs
encountered wet blocky ground; however this improved as
better ground conditions were met and working methods
and equipment were refined.
Over the final six months of the marine running tunnel
drives, the work forged ahead of programme as rates of
progress of over 350 m per week were consistently
achieved. New production records were repeatedly estab­
lished through the period, culminating in an advance of
428 m by the Marine Running Tunnel South TBM in the
week ending 24 March 1991. The overall average progress
for all machines was 150 m/week.
The breakthrough of the Marine Running Tunnel South
in June 1991 marked the completion of the tunnel drives.
By that date a total of 84 km of bored tunnel had been
driven by the UK side, and 3.9 million cubic metres of rock
had been excavated.
Details of the bored tunnel progress and drive data is
shown on Fig. 14.6 and Tables 14.1-14.3.
Figure 14.6 UK tunnel drives: planned vs. actual
progress.
centres on the UK side and consequently there was still an
element of risk attached to the tunnel drives. This was dealt
with by using the service tunnel, centrally placed between
the running tunnels, as a pilot tunnel and probing ahead of
its face. Thus both Land and Marine Service Tunnel drives
were commenced at an early date so as to:
(a) establish the geology along the route
(b) identify zones of broken ground and/or water-bearing
fissures.
The miners, engineers and geologists who worked in the
pilot tunnels were therefore the real pioneers, gathering
information from the exposed virgin ground and pointing
the way for others to follow.
Geological information was derived from the detailed
mapping of the rock exposed in the face or by way of
exploratory probing carried out from within the tunnels.
This data then enabled designers, engineers and tunnellers
alike to respond to the encountered conditions, thereby
allowing appropriate measures to be taken well in advance
of the main running tunnel drives. Such measures in­
cluded:
(a) modification to the tunnel alignment
(b) optimisation of the tunnelling system and methods

14.3 Geotechnical monitoring of tunnel (c) ground treatment of fractured rock and/or zones of
high water inflow to locally improve its mechanical
drives properties and reduce its permeability.
14.3.1 General
Despite the extent of the previous site investigation, this Due to the increased risk (e.g. use of open-face TBMs,
still resulted in boreholes being located at only about 1 km excavation of large caverns by NATM), 30 geologists were

223

Downloaded by [ University of Liverpool] on [15/09/16]. Copyright © ICE Publishing, all rights reserved.
 CONSTRUCTION

Table 14.1 Summary of drives data

Description MST MRTN MRTS LST LRTN LRTS Totals

T B M manufacturer Howden Robbins-Mark Robbins-Mark H o w d e n Howden Howden

ham ham
T B M cost (million £) 4.82 9.27 9.27 4.82 8.03 8.03
T B M erection duration 89 112 111 93 118 98
(days)
Cut rock date 29 N o v . 1987 27 Feb. 1989 30 M a y 1989 30 Sept. 1988 2 A u g . 1989 20 N o v . 1989
Start o f driving date (first 4 Jan. 1988 27 Feb. 1989 16 June 1989 30 Sept. 1988 2 A u g . 1989 27 N o v . 1989
cut)
C o m m i s s i o n chainage 20 500 20 400 20 400 18 537 18 431 18 475
Commissioning average rate 43 46 39 45 42 39
(m/week)
5 k m f r o m adit A 2 27 Jan. 1989 12 A p r . 1990 14 M a y 1990 N / A N/A N/A
E n d date (last ring built b y 30 Oct. 1990 22 A p r . 1991 17 M a y 1991 9 N o v . 1989 11 Sept. 1990 20 N o v . 1990
machine)
Breakthrough date 1 D e c . 1990 22 M a y 1991 28 June 1991 9 N o v . 1989 11 Sept. 1990 20 N o v . 1990
Trailing edge ring 1 (ch) 19 841 19 571 19 531 19 075 19 072 19 004
Leading edge last ring (ch) 41 611 37 222 38 334 11 145 11 161 11 145
D r i v e n distance (m) 21 770 17 651 18 803 7930 7911 7859 81 924
Rings built 14 478 11 716 12 474 5252 5240 5207 54 367
Distance f r o m adit A 2 (m) 22 310 17 921 19 033 8156 8140 8156
Length o f crossover N/A 162m/108R 162 m / 1 0 8 R N/A N/A N/A
P C C rings (m/rings) 13 363 10712 11 670 5027 4925 4918 50615
Opening set rings 521 319 321 163 148 148 1620
P R D opening set rings N/A 224 234 N/A 92 92 642
H e a v y duty C I rings 394 354 141 62 75 49 1075
Opening set numbers 115 77 80 36 36 36 380
P R D opening set numbers N/A 71 76 N/A 31 31 209
Shield length (m) 13.52 14.11 14.11 13.52 14.03 14.03
Cut diameter (m) 5.38 8.36 8.36 5.76 8.72 8.72
Internal diameter (m) 4.8 7.6/7.78 7.6/7.78 4.9 7.6 7.6
Segment thickness (m) 270 270/360 270/360 410 540 540
R i n g length (m) 1.5 1.5 1.5 1.5 1.5 1.5
V o l u m e o f rock/ring ( m ) 3
34.10 82.33 82.33 39.09 89.58 89.58
T o t a l v o l u m e o f rock ( m ) 494 895 983 704 1 044 743 206 637 472 448 469 343 3 672 770
Bulking factor o n excavation 1.9 1.9 1.9 1.9 1.9 1.9
Bulking factor as 1.24 1.24 1.24 1.24 1.24 1.24
compacted behind sea wall

TBM performance

T B M availability overall (%) 73.4 65.4 71.7 67.2 77.6 81.9

T B M utilization overall (%) 50.0 43.4 48.1 49.3 47.0 55.3

Production time allocation (hrs)

R i n g building 11 064 8173 8325 5072 4570 4971

Head and shield delay 484 895 624 231 206 212
Erectors and crane delays 1608 769 683 432 428 337
C o n v e y o r delays 524 741 502 253 210 207
T B M miscellaneous delays 289 2607 1905 118 433 424
T B M maintenance delays 3969 1499 1184 1972 984 461
Probing 1868 0 0 49 0 0
T r a i n delays 4269 2037 2047 1324 1810 1121
Service delays 459 60 48 93 52 125
G r o u n d delays 427 126 168 212 505 345
Other delays 910 1932 1817 228 716 820

224

Downloaded by [ University of Liverpool] on [15/09/16]. Copyright © ICE Publishing, all rights reserved.
 UK TUNNELS: GEOTECHNICAL MONITORING

Table 14.2 Progress records

Description MST MRTN MRTS LST LRTN LRTS Totals

Best shift (8 hours) 24 m 30 m 30 m 21 m 21 m 25.5 m

4 Feb. 1989 1 F e b . 1991 22 Feb. 1991 30 Mar. 1989 30 Mar. 1990 7 June 1990
Best 24 hours 60.1 m 70.9 m 75.5 m 56 m 52 m 59.4 m 214.3 m
8 Feb. 1989 31 Jan. 1991 24 Feb. 1991 17 A p r . 1989 23 A p r . 1990 8 June 1990 23 A p r . 1990
Best week - M o n d a y 293 m 409 m 426 m 267 m 308 m 320 m 1210m
to Saturday 5 Feb. 1989 10 Mar. 1991 24 Mar. 1991 14 M a y 1989 15 A p r . 1990 10 June 1990 6 M a y 1990
Best calendar month 997 m 1637 m 1718m 923 m 1043 m 1222 m 4481 m
A p r . 1989 Mar. 1991 Mar. 1991 A p r . 1989 Mar. 1990 June 1990 Mar. 1990
Best project month 1042 m 1862 m 1911 m 1007 m 1178 m 1164 m 5170 m
A p r . 1989 Mar. 1991 Mar. 1991 J u l . 1989 A p r . 1991 June 1990 A p r . 1990
A c h i e v e d average 142 156 179 137 134 151
m/week in U K
Ring cycle average 46 43 41 58 54 58
(min)
B l o c k y ground 76 82 130 117 104 125
average rate (m/week)
Ring cycle blocky 85 71 63 82 89 91
ground (min)
A c h i e v e d average 111 149 159 72 77 68
m/week in France

Table 14.3 UK TBM tunnels: history and progress

1986 1987

Main geotechnical events

Marine Service T u n n e l 4 J a n . 88

Marine R u n n i n g T u n n e l N o r t h

Marine R u n n i n g T u n n e l South

L a n d Service T u n n e l

Land Running T u n n e l N o r t h

L a n d R u n n i n g T u n n e l South

Problems with blocky ground: marine tunnels chainage m 20400-23400

land tunnels chainage m 12000-breakout

Main geotechnical events

1 7 Feb. 1986: Tender advertisement for UK TBMs
2 21 Aug. 1987: Development Study 17 Report issued
3 Mar. 1988: First problems experienced with overbreak and saline water ingress in MST (chainage m 20400)
4 4 June 1988: Steel trailing fingers fitted to MST TBM (chainage m 20772)
5 Sept.-Oct. 1988: Ground treatment trial at undersea cross-passage (chainage m 20661)
6 Sept. 1988: Downward realignment of undersea tunnels beyond km 21.8 after probe shows Gault Clay to be 8 m lower than predicted
7 Nov. 1988: MST driven through 35 m long unprobed section (chainage m 23251-23286) to see if forward probes exacerbating overbreak
8 9 Dec. 1988: Stainless steel hood fitted to MST TBM (chainage m 23700)
9 Dec. 1988-Mar. 1989: Sideprobes drilled from MST across to crown of MRT through wet section
10 Sept.-Oct. 1989: Major modifications to MRT TBMs (upper slat conveyor removed and grout platform moved forward)
11 15 May 1989: Start of excavation UK Crossover
12 July 1989: Problems with overbreak and face collapse in LST as Glauconitic Marl and blocky Gault Clay encountered beyond chainage m 13800
13 3 Nov. 1989: Ground collapse into face of LST TBM immediately adjacent Sugarloaf shaft
14 Jan.-Mar. 1990: Ground treatment of MRTs from MST (chainage m 22700-23400)
15 Aug.-Sept. 1990: MRTs pass through UK Crossover Cavern
16 30 Oct. 1990: Contact made with French TBM by forward probe drilled from face of MST
17 I Dec. 1990: Breakthrough between UK and French sides

225

Downloaded by [ University of Liverpool] on [15/09/16]. Copyright © ICE Publishing, all rights reserved.
 CONSTRUCTION
employed on the UK side compared with six geologists on
the French side. In total, 3468 geological logs of the UK
TBM drives were made (equivalent to one report per
190 m of drive length). On each side of the Channel one
geologist was specifically trained in micropalaeontology,
enabling rapid assessment of the encountered versus pre­
dicted stratigraphy to be made.
14.3.2 Exploratory probing
In early 1988, a specific study was made of the risk of
inundation and of the requirements for probing. In parallel
with this study, trials were carried out to prove both the
capability of drilling equipment, the results obtainable
from various down-the-hole logging tools, and the poten­
tial of seismic tomography.
The study identified six possible sources of geological
hazards which could be located and/or investigated by
probing, namely:
(a) Water-bearing fissures
It was recognized that undetected water-bearing fis­
sures could be encountered in the hand-mined sec­
tions, as well as in the TBM drives. However, the
greatest risk of sudden inundation was in the TBM
drives.
(b) Site investigation boreholes
Numerous boreholes had been drilled in the Channel
over a period of many years, and the locations of the
early ones were not precisely known. The study
showed that five boreholes, drilled and grouted in
1972-73, were within 70 m of a running tunnel, the
closest being 26 m although the locations of these
holes was known only to within ±10 m.
(c) Areas of deep weathering
Several boreholes had indicated greater depths of
weathering, with the strata above the Chalk Marl
being more prone to weathering. Of particular concern
was potential weathering associated with the Fosse
Dangeard (see below).
(d) Proximity to the Grey Chalk
The Grey Chalk above the Chalk Marl; due to its
increased calcium carbonate content, was generally
stronger, more brittle and jointed and hence more
permeable than the Chalk Marl.
(e) Proximity to the Gault Clay
The Gault Clay, an overconsolidated mudrock, is
prone to swelling and instability. Therefore it was to
be avoided if possible. This concern was more related
to the stability of the excavation rather than to inun­
dation.
(f) Proximity to the Fosse Dangeard palaeovalley
The Fosse Dangeard is an ancient offshore valley
system extending down to 80 m below seabed, and
located 500 m south of the tunnel between chainage
kms 38 and 42. The valley is infilled with silts and
sandy clays. A 10 m deep subsidiary channel, extend­
ing off the main palaeovalley system, crosses the route
at chainage km 39. This was considered to warrant
very close examination, and much use was made of
knowledge of the geology acquired during the ad­
vance of the service tunnel.
The study concluded that the risk of inundation was very
small, provided that adequate probing was carried out.
226
Downloaded by [ University of Liverpool] on [15/09/16]. Copyright © ICE Publishing, all rights reserved.
The TBMs were specified, however, to be capable of
withstanding inundations arising from encounters with
unsealed boreholes or open fissure within the TBM face,
or inundation caused by passing close to an unsealed
borehole; which could burst into the excavation at the tail
of the TBM before the lining was placed. All marine TBMs
had the capability of shutting off the face by retracting the
spoil conveyor and closing a door which was controlled by
the TBM driver pressing an inundation button. The annular
gap around the outside of the TBM could also be closed
off by applying enhanced pressures to the grippers with the
whole activity being completed within 15 to 20 seconds.
In the event of an inrush of water at the rear, pumps capable
of handling up to 900 litres/minute would be started and
an evacuation alarm sounded.
Forms of probing carried out during progress of the
service tunnel drives included:
(a) advance probing ahead of the TBM face
(b) vertical downwards probing
(c) sideways probing behind the TBM drive.
This exploratory probing (Figs 14.7 and 14.10) proved
to be one of the major successes of the project with the total
length drilled on the UK side almost equalling the distance
across the Channel.
14.3.2.1 Advance probing ahead of the T B M face
Extensive forward probing was carried out ahead of the
tunnel face to check the geology and locate areas of fault­
ing and broken ground and/or zones of high water ingress.
The probing system consisted of two Diamec 260 drilling
rigs located at the front of the TBM which were folded
away under the conveyor head assembly during mining
operations. The conveyor was withdrawn from the TBM
face cone to give access to the face for the probing opera­
tion. Strict isolation procedures were enforced before any
entry into the head. Drilling rods were made of aluminium,
to allow, if necessary, for safe abandonment ahead of the
TBM face.
All probes were normally 56 mm in diameter and gener­
ally 120-200 m in length (max. 260 m), and were destruc­
tively bored. Drilling parameters monitored on a regular
basis included water outflow and salinity, the penetration
rate and the nature of the drilling returns with any anoma­
lies being noted. When the probe entered the Glauconitic
Marl, as evidenced by a change in colour of the drilling
returns from light grey to dark green, the probing was
terminated.
Although automatic recorders were initially used to
measure the thrust, torque, water inflow/outflow and pene­
tration rates, electrical/mechanical problems associated
system with these devices led to excessive stoppages and down­
time and hence they were replaced by more conventional
methods (measurement by stopwatch and bucket). Such
methods were not only more reliable but sometimes pro­
vided better quality information e.g. water outflow, where
the automatic recorders became insensitive to the minor
flows experienced.
Samples of rock cuttings obtained by sieving the drilling
returns (Fig. 14.8) were sent up to surface for on-site
microfossil analysis (Chapter 26). This enabled both the
stratigraphic level of the tunnel and the likely path of the
probe to be determined, the latter being verified on occa­
sion by the use of downhole survey methods and face
mapping.

1 ^ 0 1 2 3 4 5m
SCALE
Figure 14.7 Arrangement of probing rigs in service tunnel.
In the Marine Service Tunnel advance probing was sys­
tematic and continuous as a consequence of the increased
level of risk (i.e. wide spaced boreholes, shallow cover to
sea-bed, early downhill gradient).
Over the low cover section (i.e. less than 30 m cover),
dual 100-140 m long probes inclined upwards and out­
wards at a gentle angle (usually 2-4°) were employed.
Drilling also took place through a standpipe to enable the
hole to be shut off if any large quantities of water were
encountered. However, with increasing cover and confi­
dence, supported by data provided by the drive, this was
substituted by a single 200-240 m long hole drilled ahead
of the face. This enabled the entire weekly production to
be covered by one probe, taking 8 hours to complete (4
hours setup time, 4 hours drilling time). In all, downtime
associated with probing accounted for 7% lost production
time. As essential TBM maintenance was carried out on
the probing shifts this figure was, in practice, even smaller.
Results from the probing are shown in Fig. 14.15.
The Land Service Tunnel was driven uphill and thus
advance probing was limited to those areas where prob­
lems were anticipated e.g. anticipated zones of faulting
such as the Lydden Fault. Regular face inspection was,
however, undertaken with the knowledge that any major
inflow of water would run back down the tunnel from the
face and could be pumped out from the Shakespeare Un­
derground Development.
14.3.2.2 Vertical d o w n w a r d p r o b i n g
These probes were drilled in the build area some 16m back
from the TBM face. These provided 35 mm diameter cores
down through the Chalk Marl and Glauconitic Marl into
the underlying Gault Clay (including Bed 6a).
Downloaded by [ University of Liverpool] on [15/09/16]. Copyright © ICE Publishing, all rights reserved.
UK TUNNELS: GEOTECHNICAL MONITORING
Geological descriptions of these cores were completed in
the tunnel upon retrieval. The cores were then despatched to
the surface for detailed core logging, laboratory analysis and
detailed microfossil examination. This enabled comparison
of the actual geology to that predicted on the basis of the
borehole and geophysical evidence e.g. stratigraphical levels,
calcimetry etc. Drilling was carried out during the same shift
as a forward probe so as to minimise TBM downtime.
Downward probing was more frequent in the Marine
Service Tunnel with the 22 km of undersea drive being
covered by some 48 holes spaced at intervals ranging from
200-600 m. Figure 14.9 indicates the Channel-wide accu­
racy of the geophysical prediction in relation to the en­
countered geology. Tunnel realignments were carried out
on the UK side seawards of chainage km 21.8 (realignment
1) when the Glauconitic Marl was found to be 8 m lower
than predicted and again beyond km 36 (realignment 2)
when the boundary was found to be 6-7 m higher than
predicted. In the former case, the discrepancy occurred at
the boundary between the inshore and offshore geophysi­
cal surveys and incorrect velocity assumptions probably
account for the anomaly. In the latter case, the large
difference is probably attributable to the absence of any
control boreholes in the area. The discrepancies on the UK
side exacerbated the tunnelling problems at both locations;
at the former location the tunnel crown lay much closer to
the Grey Chalk (a more jointed and permeable strata),
while at the later location Glauconitic Marl was encoun­
tered in the face which resulted in spalling of the sidewalls
and excessive pick wear.
In the Land Service Tunnel little or no downward probing
was undertaken as a consequence of the greater accuracy
of prediction associated with the more closely spaced site
227
 CONSTRUCTION

Face Chainage 31B91m 28.10.89

400

350

300

250

200

150

100

50
Negligible 0.0661/min/m 0.0251/min/m Negl igible
0
i i i i 30
i i i i i i i i i i 60
i i i i i i i i i i 90
i i i i i i i i i i i i i i i i i i i i i i i i i i i i i i180
iiiiiiitiiiiiiiiiiii i
120 150 210 240
Distance (m from face) Left Hand Probe

•j m •

5 5 H B P * < T F T M

Figure 14.8 Advance probing. Top: typical plot of advance probe showing penetration rate, water outflow and cutting
returns; bottom: sampling cutting returns from advance probing.

i n v e s t i g a t i o n b o r e h o l e s a n d the i n f o r m a t i o n d e r i v e d f r o m n o t e d , a n d adjacent to the U K C r o s s o v e r , w h e r e the p i l o t

the adjacent cliffs.
14.3.2.3 S i d e w a y s p r o b i n g
T h e s i d e w a y s p r o b i n g e x t e n d e d across to the c r o w n o f b o t h
r u n n i n g tunnels ( F i g . 14.10) a n d w a s g e n e r a l l y c o n f i n e d
to t h o s e areas w h e r e d i f f i c u l t g r o u n d h a d a l r e a d y b e e n
n o t e d d u r i n g p r o g r e s s o f the s e r v i c e t u n n e l d r i v e , o r w h e r e
information w a s lacking.
T h e g e o l o g i c a l descriptions f r o m the 35 m m diameter cores
r e c o v e r e d f r o m the probes together w i t h m e a s u r e m e n t o f
water o u t f l o w , salinity a n d p e r m e a b i l i t y ( F i g . 14.11) enabled
assessments to b e m a d e o n the need f o r a d v a n c e p r o b i n g in
the r u n n i n g tunnels, o r f o r a n y g r o u n d pre-treatment.
I n the M a r i n e S e r v i c e T u n n e l s i d e w a y s p r o b i n g w a s
c o n f i n e d t o t h e l e n g t h u p to k m 2 8 , w h e r e i n c r e a s e d w a t e r
i n g r e s s a n d a d e t e r i o r a t i o n in g r o u n d c o n d i t i o n s h a d b e e n
t u n n e l h a d d e v i a t e d further north a n d b e l o w the l e v e l o f
the r u n n i n g tunnels.
I n the L a n d S e r v i c e T u n n e l , s i d e w a y s p r o b i n g w a s c o n ­
f i n e d to the last 0.7 k m , c l o s e to the e s c a r p m e n t e d g e
adjacent the S u g a r l o a f portal, w h e r e g r o u n d c o v e r w a s
s h a l l o w a n d there w a s a p o s s i b i l i t y o f e n c o u n t e r i n g w e a t h ­
ered and broken rock.
14.3.3 Geological inspection of strata in the
tunnel
I n a d d i t i o n to the a b o v e e x p l o r a t o r y p r o b i n g , r e g u l a r d e ­
tailed i n s p e c t i o n w a s carried o u t o f the g r o u n d e x p o s e d in
the face a n d s i d e w a l l s o f the tunnel b o r e a n d t a i l s k i n area.
U n l e s s g r o u n d c o n d i t i o n s s o w a r r a n t e d , face e n t r y w a s
n o r m a l l y c o n f i n e d to the e n d o f each shift o r d u r i n g a
period o f maintenance or advance probing, thereby limit-

228

Downloaded by [ University of Liverpool] on [15/09/16]. Copyright © ICE Publishing, all rights reserved.
 UK T U N N E L S : G E O T E C H N I C A L MONITORING

D i f f e r e n c e a c t u a l to p r e d i c t e d d e p t h (m)

1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
- 1 0 —
19 21 2 3 2 5 27 29 31 3 3 3 5 37 39 41 4 3 4 5 47 49 51 5 3 55 57
chainage km

Figure 14.9 Results of downward probes.

PACKER PERMEABILITY TEST

im\\\\\\N ROCK CORES TAKEN S C A L E ° ] ] * * 5m

Figure 14.10 Typical arrangement of sideprobes.

ing downtime associated with this activity. A typical geo­
logical record is presented in Fig. 14.12.
Basic parameters recorded included:
(a) rock type, strength and weathered state
(b) discontinuity details; including the nature and orien­
tation of bedding, jointing and faulting e.g. number of
joint sets, spacing and persistence of joints and bed­
ding planes, throw/mineralisation of faults etc.
(c) estimate of water inflow entering the face or build
area. Estimates of water inflow entering the build area
inevitably on occasion included water emanating
from behind the previously built rings
(d) estimate of Rock Mass Quality Q (NGI) based on the
above observations
(e) nature and volume of overbreak around the tunnel
periphery.
It should be emphasised that the above observations
(Fig. 14.13), particularly those made in the build area
some 16 m back from the face, may have been influenced
by the nature of the tunnelling operations (e.g. action of
TBM grippers against tunnel sidewalls opening up joints
and increasing potential for major overbreak) and time
(e.g. greater degree of overbreak during mainte­
nance/probing shift when TBM standing). These factors
had to be considered during subsequent analysis of this
data.
Better quality data was normally provided by logging of
either the cross-tunnels (i.e. crosspassages, piston relief
ducts and pumping stations) which were excavated by the
miners using pneumatic spades, or the NATM excavations
such as the UK Crossover. Greater emphasis with more
regular inspection was placed on those areas of increased
risk e.g. Fosse Dangeard.
14.3.4 T h e T M L Channel Tunnel Geological
Database
A standard database program, DataEase, was used as a data
storage and analysis facility for certain Geological infor­
mation (Figure 14.14). Geological face records, forward

229

Downloaded by [ University of Liverpool] on [15/09/16]. Copyright © ICE Publishing, all rights reserved.
 CONSTRUCTION

3.0
probing results, vibrating wire strain gauge data, and the
O
results of micropalaeontology and calcimetry analysis
South
were entered into the database. DataEase was already
2.5 - * North
being used on other parts of the project for staff records,
engineers' shift reports, the drawing office drawing regis­
ter etc and it was realised early on in the project that there
* * was a great deal of geological information from the Marine
* Service Tunnel drive that would need analysing prior to
the start of the marine running tunnel drives. It was very
o <p o time consuming trying to leaf through the hundreds of A3
0.5 o * g sized geological logs in order to pick out geological trends
o o
and locations of high water inflows/large overbreak. Using
the database to printout graphs of various geological pa­
25 26
22 23 24 rameters enabled the geologists to easily pick out the areas
chainage km of poor ground ahead of the running tunnel TBMs. It also
30 allowed the immediate presentation of the findings as high
O S o u t h (Packer test)
quality graphical plots to construction management. Pro­
* N o r t h (Packer test) duction of stereonets from the discontinuity data was used
for stability analysis of the hand excavated tunnels.
20 The relational database was fast and simple to set up. It
had a large storage capacity and could be run on standard
386/486 personal computers of which the TML Geotech­
nical Department had three, one of which was dedicated to
the database. Built-in mathematical functions allowed cal­
culations to be done by the computer on data that was
entered by the user. The advantage of using a database over
***** a * a spreadsheet program was that the database was designed
* o *

to store much larger quantities of data.

24 25 26
22 23 The use of a relational database allowed a number of
chainage km
forms to be linked by simple user defined relationships
Figure 14.11 Results of sideprobes in Marine Service which meant that related forms could iook-up' informa­
Tunnel to chainage km 26. Top: outflow sideprobes tion from each other without having to re-enter the infor-
(l/min/m); bottom: permeability of Chalk Marl (m/s)
7
(x1(T ).

L11H0LOGIC A
OtSCRlPtlON

l^talC. ONE BA~U <JF LYKT^jrij, FRW ik C>-xjiL~ll.'X*. L,~*STO~J±

(sponge bed) J
iTAUC t o *-uiderr»teUj .

SAMPLE

4\ OEiCRIPIION ,4 ONA .
PHOTOGRAPH
DESCRIPTION j m .
None tuKc^l

A ICR -IF R
T E ­

STABILITY . - ~
OVERQREAK a/O o/B , face. <a~d -=>'c/eLj*tf± SL.^K
«°0 /OO 1

JOINTING OE T AILS

J'I(I. V.) /Jo - SOO. P . S T <. of A CRO2,ER.

J - « ( 7 - / - t f 0 S>s ?, S. T. o b .

JS(t<>//YC) C*, P, s.-r.^.

3 * SI
SUMMARY WEATHERING GRAOE CHECKED

GROUNO CQMOITION ROCK QUALITY

MARINE SERVICE TUNNEL FACE

7
GEOTECHNICAL
w RECORD

Figure 14.12 Typical geotechnical log.

230

Downloaded by [ University of Liverpool] on [15/09/16]. Copyright © ICE Publishing, all rights reserved.
 UK TUNNELS: GEOTECHNICAL MONITORING

Table 14.4 Marine tunnels: observed inflow and overbreak

3
Chainage (km) Tunnel Water (l/min) Overbreak (m )

Build Face Build Face

Start-20.4 MST D r y (0.4) D r y (0.5) N e g (0.5) N e g (neg)

MRTN D r y (2) Dry(l) N e g (neg) N e g (neg)
MRTS D r y (5) D r y (5) N e g (0.8) N e g (0.3)

20.4-20.9 MST 1.3(10) 1.5 (7) 0.47 (2.5) N e g (1.1)

Z o n e o f l o w cover to seabed MRTN 19.5(116) 10(30) 0.12(0.75) N e g (0.24)
MRTS 10.7 (80) 6.4 (25) 0.20 (0.75) N e g (1.0)

20.9-21.3 MST 2.2 (9) N / A (0.5) 0.18(0.9) N e g (0.15)

Z o n e o f l o w cover to seabed but MRTN 3.5(17) 3.2(10) 0.23 (0.5) N e g (neg)
following modifications to T B M s
MRTS 5.8 (20) 0.8(1) 0.11 (0.3) N e g (neg)

21.3-22.7 MST 2.5(15) 1.1(10) 0.37 (2.0) N e g (0.35)

Shallow cover above tunnel MRTN 3.1 (20) 1.4(4) 0.15(1.0) N e g (0.25)
crown
MRTS 1.4 (7) 3.8(17) N e g (0.4) N e g (0.25)

22.7-23.4 M S T (untreated) 8.6 (88) 9.3(15) 0.55 (2.7) N e g (0.4)

Z o n e o f shallow cover and M R T N (treated) D a m p (0.3) 1.3 (8.5) N e g (0.3) 0.14(0.45)
geological structure
M R T S (treated) D a m p (6) 1.4(5) 0.11 (0.4) 0.27 (0.55)

23.4-27.6 MST 0.8 (35) 1.4(14) N e g (0.4) N e g (0.25)

MRTN D a m p (3.5) D a m p (3) N e g (0.8) N e g (0.15)
MRTS D a m p (5) D a m p (1.3) N e g (0.4) N e g (0.3)

27.6-28.0 MST 1.8(2.0) 18.5(110) N e g (0.4) N e g (0.25)

Z o n e o f geological structure MRTN 13.3 (50) 2.3 (5.5) 0.23 (0.7) 0.11 (0.25)
MRTS 1.7 N/A 0.16 N/A

28.0-end MST Seeps(7) Seeps(18) N e g (0.2) N e g (0.2)

MRTN Dry(l) D r y (seep) N e g (0.45) 0.12(0.2)
MRTS D r y (dry) D r y (seep) N e g (0.2) N e g (0.1)

Notes
General V a l u e s i n parentheses represent m a x i m u m observed Water D r y g r o u n d refers t o less than 0.01 l / m i n o n average
values D a m p g r o u n d refers t o range 0 . 0 1 - 0 . 0 2 l / m i n o n average
Seeps refers t o less than 0.05 l / m i n o n average
Tunnel M S T : service
B u i l d water l i k e l y t o i n c l u d e some water e m a n a t i n g f r o m
M R T N : r u n n i n g tunnel n o r t h
ungrouted rings outbye and around T B M shield i n b y e
M R T S : r u n n i n g t u n n e l south

Overbreak Overbreak recorded i n the b u i l d area represents o n l y that N/A N o t applicable because t o o f e w logs available
observed. Observed overbreak reduces once fingers/hood
i n place. Overbreak i n face includes s p a l l i n g f r o m face

mation, thereby saving time and reducing the chance of
data entry error.
Data could also be imported from and exported to spread­
sheets (e.g. Lotus 1-2-3, Quattro Pro), graphics programs
(e.g. Lotus Freelance, Harvard Graphics) and other data
formats. The vibrating wire strain gauge information from
the instrumented parts of the tunnels that was read by a
datalogger was downloaded directly into the database
where it was analysed and reported from. During this
process there was almost no user interaction involved.
Being in a database format, the huge quantities of data
could be sorted quickly and the results of concern identi­
fied and checked.
Once the geologist returned from underground, the face
records were drawn up onto a standard proforma and then
checked by the senior geologist and agreed with Eurotun­
nel. Once checked, the data were entered on to the database
in a form that outwardly mimicked the paper log - a
process that took less than a minute per log. Each day, the
database was automatically edited for data entry mistakes
and any required analysis was undertaken (producing
stereonets, graphs of water inflow etc).

231

Downloaded by [ University of Liverpool] on [15/09/16]. Copyright © ICE Publishing, all rights reserved.
 CONSTRUCTION

By (he end of the project a large amount of information

was stored on the computer:
Database Form No. of Records
Geological Face Logs (data from) 4,735
Discontinuity Records 20,746
(orientation, openness etc.)
Forward Probe Reports 82
Quantitative Micropalaeontology 825
Analyses
Probe Water Inflow Chemistries 567
(chlorides, sulphates etc.)
Rock Sample Testing Data 1169
(calcimetry etc.)
Vibrating Wire Strain Gauge 423
Results
Once the data had been entered, the database was inter­
rogated to retrieve the specific information in the format
required. This was done by writing a procedure that que­
ried the database, sorted the required information and
output it to either a computer file or a printer.
The output could then be sent to a disk tile and picked up
by a graphics program where a graph showing the variation
in the above parameters (water inflow, nature of jointing,
volume of overbreak etc.) could be plotted against chain-
age. By the user specifying the location of the information
required, any part of the works could be analysed or
compared. Another procedure was written to query the
database and output joint orientations that could then be
imported into a stereonet producing program (DataFrac).
The database had four main uses:
(a) The rapid reporting of any changes in geological
conditions underground, such as increasing probe
Figure 14.13 Logging environment: Marine Service
water flows, to alert both TML management and the
Tunnel TBM. Top: conditions at the face; bottom:
Eurotunnel geotechnical team.
conditions in the build area.
(b) Production of as-built drawings for the service tunnels
which were used to predict the areas of poor ground (d) To allow the rapid reinterpretation of the geological
in advance of the running tunnels. and geotechnical data in order to provide an explana­
(c) To produce data plots for other contractual reports. tion for the adverse ground conditions.

One-to-Many Relationship
MAIN FORM SUB-FORM

GEOLOGY JOINT

FIELDS FIF.LDS

TUNNEL
DATE OF LOG
RING NUMBER LOOKUP
T1ME OF LOG ^
LOG TYPE
ROCK TYPE JOINT NUMBER
GEOLOGIST DIP
T U N N E L ORIENTATION DIRECTION
RQD IRREGULARITIES
WATER INFLOW APERTURE
VOLUME OF OVERBREAK
NUMBER OF JOINTS
NUMBER OF JOINT SETS Number of Join! Records
FAULTS per Geological Log

Figure 14.14 TML geotechnical database.

232

Downloaded by [ University of Liverpool] on [15/09/16]. Copyright © ICE Publishing, all rights reserved.

Although a large amount of staff time was taken up in
entering and editing the data the database proved an invalu­
able tool. Its main benefits over manual presentation were:
(a) The production of high quality data plots and printouts
that could be presented immediately to senior man­
agement without the need for drafting (many dead­
lines for internal reports were only met due to this
facility).
(b) The flexibility it allowed in the interpretation and
presentation of data.
(c) It produced plots and listings from edited data which
only required the minimum of further editing.
14.4 UK marine drives: encountered
tunnelling conditions
14.4.1 General
A summarised description of the ground conditions en­
countered during progress of the marine drives as related
to the amount of cover above the tunnel crown and height
of tunnel above the Gault Clay/Bed 6a material is illus­
trated on Fig. 14.15.
Information shown includes:
(a) results of advance probing in the Marine Service
Tunnel
(b) Marine Service Tunnel: water inflow and overbreak
(c) Marine Running Tunnel North: water inflow and
overbreak
(d) measured salinity of the water entering the tunnels and
flowing out of probe holes
(e) measured salinity of the water entering the tunnels and
flowing out of probe holes since passage of the face
of the Marine Service Tunnel.
Of particular interest is the good correlation between the
outflow from the advance probe and the inflows observed
at the face of the Marine Service Tunnel. Further details of
the conditions encountered are given in Table 14.4.
14.4.1.1 Strata types
The strata met during tunnelling predominantly comprised
weak to moderately weak unweathered Chalk Marl, mid
to dark grey in colour and sometimes containing lighter
grey moderately strong sponge beds.
The service tunnel also encountered Glauconitic Marl/Bed
6a material between km 26.2 and km 29.1 as it deviated
further north and below the level of the UK Crossover; Bed
6a being in the face between km 26.4 and 27.8.
Glauconitic Marl was again encountered between chain-
age kms 34.7 and 37, this unit was also present in both
running tunnels between chainage kms 33.8 and 36.8,
where it remained below axis level.
14.4.1.2 Jointing and rock mass characteristics
The rock was blocky and jointed with general RQD values
above 90%. Information from vertical probes and side­
probes drilled along the length of the drive indicated a
typical joint spacing of 1 to 3 joints per metre for the Chalk
Marl. A similar joint spacing was indicated by the site
investigation boreholes.
Geological logging of the exposed face and tailskin area
indicated comparable joint frequencies of 1 to 2 J/m
Downloaded by [ University of Liverpool] on [15/09/16]. Copyright © ICE Publishing, all rights reserved.
UK TUNNELS: GEOTECHNICAL MONITORING
2
intermittently approaching 3 J/m (Chapter 25), such as in
an area of structural folding adjacent to chainage km 23.
Joints recorded at the tunnel face/sidewalls and in
crosspassages were generally planar, smooth and tight.
Some degree of openness generally up to 5 mm and occa­
sional clay infill, was sometimes recorded along joints.
Such occurrences were both limited and discontinuous in
nature, being usually confined to lengths up to 100 mm
along any given joint.
Major joint sets observed comprised a subhorizontal set
generally associated with bedding, complementary sets
striking subparallel to the tunnel and dipping above 60° to
the NNE and SSW and a shallow set dipping 10^5° in a
general SSW direction (Fig. 25.1). Less prominent sets
were also recorded e.g. dipping 40-70° southeastwards.
14.4.1.3 Faulting
Evidence of major faulting was not observed although
several minor local faults and/or slickensided 'shear joints'
with clay veneer, calcite and pyrite infill were sometimes
noted e.g. adjacent chainage km 28 where disturbed and
broken ground was met.
14.4.2 Encountered ground conditions:
overview
14.4.2.1 Early part of drive to chainage km 2 3 . 4
In all three marine tunnels, ground conditions were in­
itially favourable, similar to those in the earlier 1974 drive,
but quickly deteriorated from about chainage km 20.4 and
thereafter up to chainage km 23.4. The drive was slowed
by overbreak and by seepage inflow.
Jointing was more frequent and sometimes open, associ­
ated with the low cover to sea-bed and zones of structural
disturbance. This led to downward percolation of seawater
into the tunnel and development of high water pressures in
the surrounding rock mass. This, together with the adverse
nature of the jointing, gave rise to block fallout around the
tunnel periphery.
In the service tunnel, porewater containing 4000-8000
mg/l of chloride were quickly replaced by seawater i.e.
19600 mg/l; the time taken to do so reflecting the local
permeability conditions above the tunnel crown. Where
permeability was high, even the initial salinity was high
e.g. face chainage m 20751 where a chloride content of
16619 mg/l was measured (Fig. 14.15).
Wedge-type failures of the crown and shoulders were
commonly observed in the build area, the shape of the
blocks being defined by two joint sets i.e. a subhorizontal
bedding set and a steeply dipping set aligned subparallel
to the tunnel wall (Fig. 14.16).
3
Block sizes were typically 0.2-0.5 m but when TBM
progress was slowed, larger volumes of overbreak would
3
occur i.e. up to 2.7 m . This made expansion of the con­
crete rings difficult until trailing steel fingers (and later a
complete thin steel hood) were fitted at the back of the
TBM to restrain blocks from falling (Fig. 14.16) and allow
safe erection of the unbolted ring. The hood successfully
contained the broken ground, reduced the overbreak and
prevented unacceptable distortion of the expanded lining.
Similar hood and finger arrangements were fitted to both
running tunnels before this area of unstable ground was trav­
ersed. The historical development of the hood/finger arrange­
ment in all three marine tunnels is outlined in Table 14.5.
The ground conditions described above were further
2
aggravated by the following geological factors:
233
 CONSTRUCTION

80 120

70 Fosse Dangeard large inflows from open joints

cover to seabed above , in Glauconitic Marl
60
service tunnel crown
50 t -

40

30

20 height of tunnel
above Gault/6A
10

0
realignment 1 realignment 2 Ljlu—. . , , , eu. ,
-10
19 21 23 25 27 29 31 33 35 37 39 41 43 19 21 23 25 27 29 31 33 35 37 39 41 43
chainage km chainage km
(a) (b)

Marine Service Tunnel

GM : high outflows from

Glauconitic Marl

Mi > A
19 21 23 25 27 29 31 33 35 37 39 41 43 21 23 25 27 29 31 33 35 37 39 41 43
chainage km chainage km
(c) (d)
120
Marine Running Tunnel North hood installed ch 2 3 3 7 7
100
fingers fitted ch 20772

80
Ground treatment
60
km 22.7 - 23.4
i

21 23 25 27 29 31 33 35 37 39 41 43 21 23 25 27 29 31 33 35 37 39 41 43
chainage km chainage km
(e) (f)

20000 r. seawater salinity seawater salinity

O MST/XPs — 0-1 days

+
—
MRT •ample*
Advance probe
***** o
•
1-3 d a y s
3-100 days
& Sideprobes >100 d a y s

19 21 23 25 27 29 31 33 35 37 39 41 43
22 23
chainage km chainage km
(9) (h)

Figure 14.15 Ground conditions in the undersea tunnels, (a) height (m); (b) inflow into face (l/min), Marine Service
Tunnel; (c) outflow from advance probes (l/min/m); (d) inflow into build area (l/min), Marine Service Tunnel; (e) inflow into
3
build area (l/min), Marine Running Tunnel North; (f) overbreak in build area ( m ) , Marine Service Tunnel; (g) salinity
(mg/l chloride); (h) salinity with time (mg/l chloride).

234

Downloaded by [ University of Liverpool] on [15/09/16]. Copyright © ICE Publishing, all rights reserved.
 UK TUNNELS: GEOTECHNICAL MONITORING

Table 14.5 Development of hood and finger arrangement (a) Low Cover Section: chainage km 20.4 to 21.8
in marine tunnels Along the early part of the drive up to chainage km
21.8, the vertical probes indicated the service tunnel
Tunnel Chainage Modification to be generally 3-4 m (up to 8 m) higher as compared
Service 20774 4 fingers installed to the anticipated geology. This resulted in the tunnel
Tunnel 20779 3 fingers installed (total = 7) being entirely located within the higher Chalk Marl
22459 3 fingers removed (total = 4) with its crown lying closer to the overlying Grey
22500 3 fingers replaced (total = 7) Chalk and base of weathering. Consequently more
22512 2 fingers installed (total = 9) permeable and jointed strata was encountered leading
22624 1 finger installed (total = 10) to increased seepage inflow and overbreak.
23311 to 23379 H o o d extended o n north side Immediate improvement was thus sought by steep­
23392 to 23454 H o o d extended o n south side ening the tunnel gradient beyond chainage km 21.8 in
order to increase the ground cover and bring the tunnel
Running 19807 H o o d installed profile lower into the more favourable Lower Chalk
Tunnel 20392 Fingers deformed Marl (some 14-15 m thick).
North 20805 Shorter fingers installed Consideration was also given to lowering the marine
22438 Extra fingers added at axis
running tunnel profile below the level of the service
tunnel through the section of difficult ground up to
Running 19748 H o o d installed chainage km 21.8. This was rejected due to problems
Tunnel 19988 Fingers modified associated with construction of the crosspassages and
South piston relief ducts and the effect on the long-term

Stainless steel plate

Trailing fingers

(a) (c)

Figure 14.16 Overbreak and hood and finger arrangements fitted to TBMs. (a) Typical overbreak observed in build area
of Marine Service Tunnel, (b) Typical overbreak and arrangement of trailing fingers: Marine Service Tunnel, (c) TBM
trailing fingers, (d) Typical overbreak and arrangement of trailing fingers and formers: Marine Running Tunnels.

235

Downloaded by [ University of Liverpool] on [15/09/16]. Copyright © ICE Publishing, all rights reserved.
 CONSTRUCTION
operations.
The encountered conditions were in practice more
adverse in the marine running tunnels through this
length due to their higher crown elevation as com­
pared to the service tunnel. This resulted in a tenfold
7
increase in permeability i.e. from 10~ to 10~ m/s and 6
corresponding increase in inflow. On occasion, where
ground cover to seabed was below 25 m, build inflows
of up to 120 l/min were recorded (as compared to 10
l/min in the adjacent service tunnel).
(b) A rea of Minor Folding/Faulting: chainage km 22.7 to
23.4
Through this zone, tunnelling conditions in the Ma­
rine Service Tunnel deteriorated even though the tun­
nel was sited low down in the Lower Chalk Marl (the
preferred host medium).
In November 1988 a short 35 m section of ground ahead
of the TBM was left unprobed in order to evaluate a theory
that forward probing, and the possible high water pressure
associated with it, was causing hydrofracture of the rock,
exacerbating the overbreak problem. Geotechnical log­
ging of the excavated surfaces in the trial length was
carried out with records of overbreak, water inflows,
number of joints and the volume of cavity grout injected
being collected. A comparison of the ground conditions
through the unprobed length, extending between chainage
m 23251 and 23286, with that immediately before and
after, however, indicated that the drilling water pressures
were not having a detrimental effect on the rock mass.
The high water inflows entering the tunnel appeared to
be the result of more open jointing brought about by minor
flexuring and destressing of the chalk strata. Encountered
-6
permeabilities were generally above 1 0 m/s and hence
this section of ground was subjected to grout pretreatment
prior to entry of each running tunnel machine.
The ground treatment was carried out by the injection of
Silacsol T grout into three inclined holes, drilled sideways
from the service tunnel to the axis/crown area of each
running tunnel. Every other ring was drilled i.e. 3 m
3
spacing and some 80000 m of fissured chalk treated
around a 3 m wide annulus. All relevant parameters were
automatically monitored and logged.
The work was commenced on 18th December 1989 and
was completed by 25th March 1990, immediately prior to
the arrival of each running tunnel boring machine.
The task required the assembly of a large team of drillers
and grouters together with supervisory staff, totalling 92
in number. So as to maintain rail access and material
supply to other activities in the service tunnel, including
the main TBM drive itself, the drilling and grouting was
restricted to one side of the tunnel at a time, with the north
side being completed first.
Little or no water was subsequently met when tunnelling
through this zone with both of the marine running tunnel
TBMs achieving better progress.
This section of ground treatment is discussed fully in
Chapter 16.
14.4.2.2 Chainage k m 23.4 to breakthrough
Beyond chainage km 23.4, up to the end of the service
tunnel drive at chainage km 41.6, tunnelling conditions
were consistently good to very good. Dry conditions or
only minor inflows and intermittent overbreak was noted.
The low salinity of the incoming water, equivalent to the
chemistry of the porewater held in the rocks i.e.
236
Downloaded by [ University of Liverpool] on [15/09/16]. Copyright © ICE Publishing, all rights reserved.
4000-8000 mg/l chlorides, is a further indication of the
low permeability and negligible downward drainage exist­
ing in this area.
Close to chainage km 28, however, there did exist a
further localised length of fractured ground where high
saline inflow was met in the tunnel. Again, this can be
explained by the presence of a geological structure -
probably associated with minor faulting/folding. A col­
lapse feature was also reported from the 1974 geophysical
evidence. In the service tunnel, flows approaching 110
l/min were observed issuing from open joints/minor faults
in the Glauconitic Marl at the face.
Occasional problems were also subsequently experi­
enced between chainage kms 34.3 and 37 as the service
tunnel bored through Glauconitic Marl exhibiting vari­
ations in its engineering properties i.e. sometimes unce­
mented and friable leading to spalling of sidewalls or
well-cemented and strong requiring frequent replacement
of cutting picks.
14.4.3 Conclusions
In conclusion, the problems associated with water and
overbreak in the marine drives and in particular the section
up to chainage km 24 can generally be attributed to the
open nature of the jointing within the rock mass i.e. gen­
erally 2-\ mm. The degree of openness was particularly
pronounced where cover to sea-bed was less than 30 to 35
m but was further aggravated by geological structure such
as the occurrence of faulting and folding. No major face
collapses occurred on the marine drives.
The ground conditions had a direct effect on progress in
that:
(a) the wet conditions and broken ground caused prob­
lems with spoil clogging up the TBM head, convey­
ors, muckcars, bunkers etc.
(b) the overbreak spoil had to be dug out by hand from
the build area invert and removed in small muck trays
(c) the overbreak void behind the ring had to be firmly
packed to hold the ring in shape prior to grouting
(d) in the marine running tunnels, curved aluminium for­
mer rings were introduced. These formers were se­
curely attached to adjacent plates of each ring and
helped minimise stepping at the radial joints by hold­
ing the ring until it was grouted (Fig. 14.16)
(e) the amount of grout to be injected was substantially
increased and subsequent proof grouting made more
difficult
(f) more damage to the segments occurred during their
erection and had to be repaired
(g) the wet saline conditions increased the incidence of
plant breakdown
(h) the general nuisance factor of working in wet condi­
tions slowed down the operations and made it more
difficult to complete repairs, clean up etc.
Additional problems also arose due to the presence of a
thin layer of compacted remoulded material ('swarf usu­
ally 20 mm but up to 60 mm thick in places) representing
the subsequent degradation of minor overbreak falling
down and being crushed behind the TBM shield. This
reconstituted material had to be removed by the miners
using hand pneumatic spades as it emerged from behind
 UK TUNNELS: GEOTECHNICAL MONITORING

the shield into the b u i l d area b e f o r e the r i n g c o u l d b e

p l a c e d . O n o c c a s i o n , the p r e s e n c e o f this material in the
c r o w n area resulted in the d o w n w a r d d e f l e c t i o n o f the
installed f i n g e r s / h o o d a r r a n g e m e n t l e a d i n g to f u r t h e r p r o b ­
l e m s w i t h the r i n g b u i l d i n g . I n s u c h instances, s o m e o f the
trailing f i n g e r s had to b e t e m p o r a r i l y r e m o v e d s o as to
release the c o n s t r a i n e d m a t e r i a l e.g. c h a i n a g e m 2 7 7 9 7 in
Running Tunnel North.
I n v i e w o f the a b o v e , the t u n n e l r o u t e adjacent to the
F o s s e D a n g e a r d w a s m o d i f i e d to m a x i m i s e the a m o u n t o f
g r o u n d c o v e r existing a b o v e tunnel c r o w n . T h i s w a s
a c h i e v e d b y m o v i n g the a l i g n m e n t 90 m further n o r t h
t h e r e b y i n c r e a s i n g the m i n i m u m r o c k c o v e r f r o m 22 m to
28 m at c h a i n a g e k m 39, w h e r e a s u b s i d i a r y b u r i e d v a l l e y
associated w i t h the F o s s e crosses o v e r the t u n n e l . N o m a j o r
i n f l o w s o f w a t e r w e r e e n c o u n t e r e d t h r o u g h o u t this l e n g t h .
O n 30 O c t o b e r 1990, contact w a s m a d e w i t h the F r e n c h
T B M b y w a y o f a 56 m m d i a m e t e r p r o b e h o l e d r i l l e d f r o m
the face o f the U K s e r v i c e t u n n e l . F o l l o w i n g s u r v e y i n g o f
this p r o b e , the U K T B M w a s d r i v e n o f f o n a 300 m radius
h o r i z o n t a l c u r v e to a p o s i t i o n adjacent to the F r e n c h T B M ,
the final c o n n e c t i o n b e i n g m a d e b y w a y o f a short h a n d
d u g lateral h e a d i n g ( F i g . 14.17).
T h e historic b r e a k t h r o u g h ( F i g . 14.18) b e t w e e n the U K
and F r e n c h s e r v i c e tunnels o c c u r r e d o n 1 st D e c e m b e r 1990
at c h a i n a g e m 4 1 6 1 1 , s o m e 3 y e a r s a n d a l m o s t 22 k m after
the start o f the s e r v i c e t u n n e l d r i v e f r o m S h a k e s p e a r e C l i f f .
Figure 14.17 Junctioning between UK and French
C o n n e c t i o n b e t w e e n the U K a n d F r e n c h r u n n i n g tunnels
service tunnel TBMs.
o c c u r r e d at c h a i n a g e m 3 7 2 2 2 f o r the n o r t h tunnel o n 2 2 n d
M a y 1991 a n d c h a i n a g e m 38334 f o r the s o u t h t u n n e l o n
28th J u n e 1991. T h e U K T B M s h a d i n i t i a l l y b e e n d r i v e n
d o w n w a r d s o n a 300 m r a d i u s v e r t i c a l c u r v e w i t h g r o u n d
s u p p o r t b e i n g c a r r i e d out u s i n g t e m p o r a r y s e g m e n t s i n the
invert a n d shotcrete a n d fibreglass r o c k b o l t s in the c r o w n .
T h i s a l l o w e d the F r e n c h T B M to m a k e a f u l l face c o n n e c ­
t i o n , w i t h these T B M s b e i n g d r i v e n o v e r the t o p o f the
a b a n d o n e d U K m a c h i n e s ( F i g . 14.19).

14.5 UK land drives: encountered

tunnelling conditions
14.5.1 General
A l l three land t u n n e l s w e r e d r i v e n u p h i l l f r o m S h a k e s p e a r e
C l i f f o n a g r a d i e n t o f 1 in 91 ( F i g . 14.1). G r o u n d c o v e r
a b o v e the t u n n e l s o v e r m o s t o f the d r i v e r e m a i n e d o v e r 100
m but d e c r e a s e d b e y o n d c h a i n a g e k m 11.5 to g e n e r a l l y less
than 30 m as the t u n n e l s a p p r o a c h e d the S u g a r l o a f portal.
B e t w e e n c h a i n a g e k m s 12.2 a n d 11.5, the d r i v e s also
skirted c l o s e a n d i m m e d i a t e l y northeast o f the e s c a r p m e n t
edge.

14.5.2 Encountered ground conditions:

overview
F r o m S h a k e s p e a r e C l i f f to c h a i n a g e k m 13.8, g r o u n d
c o n d i t i o n s e n c o u n t e r e d b y the l a n d d r i v e s w e r e g o o d to
e x c e l l e n t , i.e. g e n e r a l l y d r y u n w e a t h e r e d C h a l k M a r l w i t h
o n l y occasional incidences o f block fallout along closed
joints. Figure 14.18 The breakthrough between the UK and
I n c i d e n c e s o f o v e r b r e a k a p p e a r e d to b e m o r e p r o m i n e n t French service tunnels.
o u t b y e o f c h a i n a g e k m 17, b e i n g c o n c e n t r a t e d at certain
sections, e.g. adjacent c h a i n a g e k m 18.3.
N o e v i d e n c e w a s o b s e r v e d to indicate the o c c u r r e n c e o f S e v e r a l m i n o r faults w e r e , h o w e v e r , o b s e r v e d a l o n g the
the L y d d e n F a u l t , an apparent w a t e r - b e a r i n g structure l e n g t h o f the d r i v e .
w h i c h s u p p o s e d l y cuts across the r o u t e adjacent to c h a i n - B e y o n d c h a i n a g e k m 13.8, all three tunnels e n c o u n t e r e d
age k m 16.5. F o r w a r d p r o b i n g w a s carried out in this area. m i x e d face g e o l o g y as first G l a u c o n i t i c M a r l a n d then

237

Downloaded by [ University of Liverpool] on [15/09/16]. Copyright © ICE Publishing, all rights reserved.
 CONSTRUCTION
Figure 14.19 Breakthrough sequence for both the north
and south running tunnels.
Gault Clay entered the face, as a consequence of an anti­
clinal fold centred at chainage km 13.1 and the north­
eastward dip of the strata. Gault Clay, brought up into the
tunnels by this fold, was generally observed between
chainage kms 13.4 and 12.8 where it disappeared only to
reappear at chainage km 12.2, rapidly rising to axis level.
Figures 14.20 and 14.21 inclusive illustrate the influence
that the mixed face geology had on the land drives.
The progress of all three tunnels was continually ham­
pered by difficulties associated with the blocky nature of
the encountered strata. Discontinuity data for the under­
land section of tunnels is presented on Fig. 27.3. Problems
associated with each geological unit are outlined below.
14.5.2.1 Chalk Marl
Weak jointed rock gave rise to overbreak in the crown and
shoulder area above axis level. Overbreak became more
frequent close to the edge of the escarpment and west of
the Canterbury Road where ground cover was low and the
rock weathered.
238
Downloaded by [ University of Liverpool] on [15/09/16]. Copyright © ICE Publishing, all rights reserved.
Sugarloaf
Portal * Inflow into build O inflow into face
11 12 13 14 15
chainage km
Figure 14.20 Ground conditions towards the end of the
Land Service Tunnel. Top: water inflow (l/min); bottom:
3
overbreak ( m ) .
14.5.2.2 Glauconitic Marl
The stronger, more massive, characteristics of this unit,
and in particular the cemented sandstones at its base, led
to large boulders which the TBM hopper/conveyor system
could not cope with. Such boulders were generally promi­
nent where the upper section of the face had collapsed due
to ravelling back of the underlying Gault Clay. Some
overbreak was also experienced in the build area due to the
friable, sandy nature of the Glauconitic Marl. The thick­
ness of the Glauconitic Marl was generally 2-2.5 m close
to the Sugarloaf portal, thickening eastwards to 3-4 m.
14.5.2.3 Gault Clay
This weak, blocky, highly jointed and fissured calcareous
mudstone resulted in both overbreak and face collapse
associated with failure along adversely orientated joints
(Figs 14.22 and 14.23). Some of the joint surfaces were
slickensided. Joint sets included a subhorizontal set, a set
dipping steeply to the SSE (and less dominantly to the
NNW) and a subvertical set dipping either ENE or WSW.
Other minor sets were sometimes present e.g. shallow
30-45° dips to SSE. Conditions were particularly adverse
where the top of this unit was above or close to tunnel axis
level and where minor water ingress was encountered.
Problems associated with minor heave in the build area
were occasionally reported.
Table 14.6 presents a summary of the ground conditions
encountered in the land tunnels as related to the chainage
and geology.
Overbreak in the crown and sidewalls again became a
regular occurrence as joints opened up and minor ingress
 UK TUNNELS: GEOTECHNICAL MONITORING

volume m

build overbreak ^ face collapse

4 - ' a-"

SUGARLOAF PORTAL
Crown

TUNNEL DRIVE

Invert
12 13 14 15

Chainage km

Figure 14.21 Land Running Tunnel North: overbreak and face collapse towards the end of the drive.

Figure 14.22 Blocky jointed nature of Gault Clay outcropping in excavations for cut-and-cover section further west of
Sugarloaf portal.

b e c a m e m o r e n o t i c e a b l e c l o s e to the e s c a r p m e n t e d g e .
F i n g e r s / h o o d a r r a n g e m e n t s installed at the start o f the
d r i v e s h a d to restrain b l o c k f a l l o u t i n b o t h s e r v i c e t u n n e l
( G a u l t C l a y / G l a u c o n i t i c M a r l ) a n d r u n n i n g tunnels ( g e n ­
erally Glauconitic M a r l / C h a l k Marl). T y p i c a l overbreak
patterns i n relation to the g e o l o g y a r e illustrated o n F i g .
14.23.
F a c e c o l l a p s e a l s o b e c a m e a r e g u l a r o c c u r r e n c e as m i n o r
i n f l o w s o f w a t e r lubricated ' g r e a s y b a c k s ' w i t h i n t h e G a u l t
3
C l a y . T h i s , i n t u r n , g e n e r a t e d l a r g e 0.4 m s i z e d b o u l d e r s
o f g l a u c o n i t i c s a n d s t o n e w h i c h c o n s e q u e n t l y b l o c k e d the
h e a d a n d c o n v e y o r s y s t e m a n d h a d to b e h a n d b r o k e n b y
miners using pneumatic tools. T h e p r o b l e m s w e r e m o r e
a d v e r s e w h e r e the G a u l t l a y a b o v e a x i s l e v e l .

239

Downloaded by [ University of Liverpool] on [15/09/16]. Copyright © ICE Publishing, all rights reserved.
 CONSTRUCTION
0 1 2 3 4 5 to the ground surface.
' * • » < i m Straw bales and grout were used to stabilise the area prior
(a)
0 1 2 3 4 5 holes, through which cementitious grout was injected.
(b)
Figure 14.23 (a) Land Running Tunnel: typical face
failure; (b) Land Service Tunnel: typical build overbreak.
Particular problems were experienced during break­
through of the service tunnel into the portal shaft at chain-
age m 11148 due to the low amount of cover above the
tunnel crown i.e. 6 m.
On the day shift of 3/11/89, at chainage m 11155, close
to the breakout following the building of 4 No. cast iron
rings, it was found that the TBM head would not turn. A
collapse of Gault Clay had occurred at the face and as the
head was pulled back to remove this material, the roof of
Gault Clay with Glauconitic Marl immediately above it
continued to fall in.
The first ring built on that shift i.e. Ring 5237 had to be
taken down in order that the TBM could back off from the
face. The process of pushing and pulling the TBM back­
ward and forward permitted further overbreak in the build
area above Ring 5238. The head was eventually cleared
and pushed forward. Approximately 1-2 m of overbreak 3
was dug out of the invert and Ring 5238 completed on the
backshift.
Although the head could turn, the hoppers again became
blocked with the spoil and the TBM was unable to cut.
During the back and nightshift this was cleared and the
head was able to cut and two Rings were built i.e. Rings
5239 and 5240. During the cut two trainloads of skips were
required for one metre of face advance. Following an
240
Downloaded by [ University of Liverpool] on [15/09/16]. Copyright © ICE Publishing, all rights reserved.
inspection of both the face and the ground surface imme­
diately behind the tunnel portal, it became clear that void
migration had developed upwards from the tunnel crown
to the ground surface 5-6 m higher.
A small hole appeared at the surface some 4 m back from
the portal shaft but enlarged quickly to some 8-10 m
diameter as attempts were made to bring the TBM into the
specially prepared shotcrete eye of the shaft. Inspection of
the ground at this location showed it to comprise com­
pletely of highly weathered Chalk Marl above the weak
and moderately weathered Glauconitic Marl close to
crown elevation. It appeared that the weakened and weath­
ered Glauconitic Marl was unable to span the full tunnel
diameter when the head was pulled back and once this had
failed, there was negligible resistance to continued upward
migration of the void through the weathered Chalk Marl
to completing the final few metres of the TBM drive after
3
which the hole was then backfilled with 46 m of concrete
and fully grouted.
To prevent similar problems recurring during break­
through of both running tunnel TBMs, 20 m long entry
chambers were constructed back into the main hillside
using NATM techniques. These extended back from the
portal shafts to a position where both cover and rock
quality was considered adequate.
Steps were also taken to exclude the minor amounts of
water and improve the stability of the ground beyond the
end of the chamber by drilling and grouting from each
headwall. A protective hood was formed over the crown
of each tunnel, consisting of 30 m long 75 mm diameter
Although the service tunnel had successfully traversed
through the ground over the length where low cover ex­
isted, the fact that its crown was some 3 m lower meant
that the nature and quality of the Chalk Marl to be encoun­
tered in the roof of both running tunnels remained un­
known. Hence, cored sideprobes were drilled from the
service tunnel inbye chainage km 11.8 across to the crown
area to investigate the permeability and rock mass charac­
teristics (weathered state, degree of fracturing etc.) of the
Chalk Marl. These holes did indeed indicate the Chalk
Marl to be weathered although rock mass permeabilities
7
were low i.e. less than 1 Lugeon (approx. 10~ m/s).
On the basis of this information and taking account of the
difficulties experienced in the service tunnel, even with
minor amounts of water, a decision was taken to employ
ground treatment over the last 0.7 km of each running
tunnel drive. Holes were thus drilled from the adjacent
service tunnel in advance of the running tunnels and ce­
ment grouted using controlled pressures up to 18 bar (the
maximum overburden pressure) and claquage techniques
so as to penetrate the fine fissures (see Chapter 16).
The ground conditions encountered in the south running
tunnel were similar to those met in the north tunnel, albeit
slightly improved towards the Sugarloaf breakout as a
consequence of the increased ground cover and less weath­
ered and fractured state of the rock.
14.6 Review of encountered geology and
tunnelling conditions
Of particular interest is the extent to which the encountered
geology and tunnelling conditions were as predicted. The
subject is further discussed in Chapters 29, 31 and 32.
 UK TUNNELS: GEOTECHNICAL MONITORING

Table 14.6 Summary of observed overbreak and water inflow

Tunnel section Geological provenance Overbreak/face failures (m )3

Water (l/min)

Build Face Build Face

Land Service Tunnel

Ch 1907^13800 Chalk M a r l ; fresh rock; A v e . 0.04 m (424 3
Actual Actual Actual
high cover records) Negligible (42 D r y (424 records) D r y (42 records)
3
65 records > 0.1 m records
overbreak Max.
Max. 3
0.1 m C h 17385
3
1.0 m C h 18550
3
0.9 m C h 18598
3
0.6 m C h 17997
3
0.6 m C h 16389
3
0.6 m C h 16387

C h 13800-12800 M i x e d face o f Chalk A v e . 0.07 nr> (39 A v e . 0.1 m (5 3

A v e . < 0.01 l/min A v e . < 0.01 l/min
M a r l ; Glauconitic M a r l records) records) (39 records) (5 records)
and Gault; anticlinal Max. M a x . 0.5 m 3
Max. 0.04 l/min Max.
fold; fresh rock; high 3
0.25 m C h 13017 C h 13186 C h 13288 and 0.02 l/min
cover 3
0.6 m C h 13175 (elsewhere = nil) C h 13290 C h 13186
3
0.35 m C h 13288 0.02 l/min C h 13210,
3
0.22 m C h 13290 C h 13211,
3
0.30 m C h 13334 C h 13228 and
C h 13230

C h 12800-12200 M i x e d face o f Chalk A v e . 0.03 m ( 1 5 J

Actual (2 records) Actual A v e . 0.05 l/min
M a r l and Glauconitic records) N i l C h 12245 D r y (15 records) (2 records)
M a r l ; fresh rock; high Max. N i l C h 12712 Actual
cover 3
0.2 m C h 12260 0.1 l/min C h 12245
3
0.03 m C h 12497 D r y C h 12712
3
0.03 m C h 12499
3
0.04 m C h 12500
3
0.03 m C h 12727
3
0.03 m C h 12789

C h 12200-11500 M i x e d face o f A v e . 0.21 m (63 3

A v e . 0.08 m A v e . 0.17 l/min 3
A v e . 0.25 l/min
Glauconitic M a r l and records) (12 records) (63 records) (12 records)
Gault; fresh rock; close Max. Max. Max. Max.
to escarpment edge; 0.6 n r C h 11623
3
0.35 m C h 11690 3 l/min C h 11591
3
0.5 l/min C h 11625
high c o v e r 3
1.4 m C h 11705
3
0.5 m C h 11696 3 l/min C h 11751 1.5 l/min C h 11690
3
1.0 m C h 11741 0.14 m C h 11886 3
1 l/min C h 11566, D r y C h 11696
3
1.0 m C h 11751 0.02 m C h 12040 3
11653, 11675, 0.8 l/min C h 11886
0.65 m C h 119633
11676, 11697 0.06 l/min C h 12040
0.64 m C h 119643
(elsewhere = nil)
3
1.0 m C h 11978

C h 11500-11147 M i x e d face o f A v e . 0.25 A v e . 0.03 m 3

A v e . 0.4 l/min A v e . 2.34 l/min
(Sugarloaf Portal) Glauconitic M a r l and (41 records) (3 records) (41 records) (3 records)
Gault; weathered rock; Max. Actual Max. Actual
shallow cover 3
0.5 m C h 11167
3
0.1 m C h 11170 5 l/min C h 11184 0.02 l/min C h 11170
3
1.1 m C h 11185 N i l C h 11188 3 l/min C h 11185 2 l/min C h 11188
3
0.5 m C h 11211 N i l C h 11244 1 l/min C h 11240 5 l/min C h 11244
3
1.6 m C h 11240 ( N B Collapse at 5 l/min C h 11271
3
0.7 m C h 11250 Sugarloaf not 0.4 l/min C h 11283
3
0.5 m C h 11264 included)
3
1.2 m C h 11271

14.6.1 Land tunnels 14.6.2 Marine tunnels

T h e o v e r a l l conditions in the land tunnels w e r e in general
as p r e d i c t e d , albeit m o r e o n e r o u s t o w a r d s the e n d o f t h e
d r i v e c l o s e t o t h e e s c a r p m e n t e d g e w h e r e the t u n n e l s
e n c o u n t e r e d a m i x e d face g e o l o g y (i.e. C h a l k M a r l / G l a u -
conitic M a r l / G a u l t C l a y ) .
O t h e r w i s e , d r y tunnelling conditions p r e v a i l e d w i t h i n the
Chalk M a r l with minor overbreak.
I n r e s p e c t o f t h e m a r i n e t u n n e l s , the f o l l o w i n g is o f r e l e ­
vance.
W a t e r i n f l o w s as e x p e r i e n c e d w e r e g e n e r a l l y i n a g r e e m e n t
w i t h those predicted o n the basis o f the b o r e h o l e i n f o r m a t i o n
7 - 6
i.e. permeabilities r a n g i n g from 10~ to 1 0 m / s . E n h a n c e d
i n f l o w s w e r e e x p e r i e n c e d w h e r e the g r o u n d c o v e r a b o v e
tunnel c r o w n to sea-bed w a s l i m i t e d (particularly w h e r e the

241

Downloaded by [ University of Liverpool] on [15/09/16]. Copyright © ICE Publishing, all rights reserved.
 CONSTRUCTION

Table 14.6 (cont.)

3
Tunnel section Geological provenance Overbreak/face failures (m ) Water (l/min)

Build Face Build Face

Land Running Tunnel North

3
C h 19069-13800 Chalk M a r l ; fresh rock; A v e . 0.1 m Actual Actual Actual
high cover (125 records) 0.14 m 3

D r y (125 records) D r y (19 records)

3
34 records > 0.1 m (19 records) Max.
overbreak Max. 0.1 l/min C h 15903
Max. 3
0.6 m C h 19005
0.5 C h 18831 3
2.0 m C h 18791
0.9 C h 18324
0.6 C h 18333 (elsewhere =
0.9 C h 17994 negligible)
1.0 C h 16645
0.6 C h 14224

3
C h 13800-12800 M i x e d face o f Chalk A v e . 0.06 m (36 A v e . 0.01 m 3
Actual Actual
M a r l ; Glauconitic M a r l records) (2 records) D r y (36 records) D r y (19 records)
and Gault; anticlinal Max. Actual Max.
fold; fresh rock; high 0.11 m C h 3
13016 3
0.02 m C h 13328 0.1 l/min C h 15903
cover 0.1 m C h 3
13017 N i l C h 13715
3
0.1m Ch 13031
3
0.1 m C h 13032
3
0.3 m C h 13196
3
0.22 m C h 13232
3
0.3 m C h 13243
3
0.12 m C h 13327

-3
C h 12800-12200 M i x e d face o f Chalk A v e . 0.05 m (11 N o records A v e . < 0.01 l/min N o records
M a r l and Glauconitic records) (11 records)
M a r l ; fresh rock; high Max. Max.
cover 3
0.03 m C h 12207, 0.1 l/min C h 12205
12408, 12705 0.01 l/min C h 12707
3
0.05 m C h 12360
3
0.06 m C h 12661 (elsewhere = dry)
3
0.2 m C h 12662
3
0.05 m C h 12707

3
C h 12200-11500 M i x e d face o f Chalk A v e . 0.31 m (54 A v e . 0.23 m 3
A v e . < 0.02 l/min A v e . 0.31 l/min
M a r l ; Glauconitic M a r l records) (5 records) (54 records) (5 records)
and Gault; fresh rock; Max. Actual Max. Actual
3
close to escarpment 0.84 m C h 11578 3
> 3 . 0 m C h 11552 0.2 l/min C h 11501 D r y C h 11552
3
edge; high cover 0.73 m C h 11681 3
0.84 m C h 11609 0.3 l/min C h 11548 0.02 l/min C h 11609
3
1.4 m C h 11682 3
2.0 m C h 11624 0.1 l/min C h 11578 0.511/rninCh 11624
3
0.82 m C h 11702 3
0.22 m C h 11696 0.5 l/min C h 11811 1 l/min C h 11696
3
0.75 m C h 11705 3
0.08 m C h 12055 0.04 l/min C h 12010 0.03 l/min C h 12055
3
1.0 m C h 11717 (elsewhere < 0.04
3
0.8 m C h 11765 l/min)

3
C h 11500-11167 M i x e d face o f Chalk A v e . 0.29 m Actual A v e . 0.09 l/min Actual
M a r l ; Glauconitic M a r l (23 records) 0.02 m C h 11296 (23 records) 3
0.1 l/min C h 11296
and Gault; weathered Max. Max.
rock; shallow cover 1.0-1.5 m 3
0.2 l/min C h 11192
C h 11191 0.5 l/min C h 11218
3
0.6 m C h 11212 0.02 l/min C h 11228
3
0.35 m C h 11228 0.02 l/min C h 11289
3
0.40 m C h 11403 0.5 l/min C h 11269
3
0.4 m C h 11409 0.1 l/min C h 11271

tunnel w a s close to the top o f the C h a l k M a r l ) o r w h e r e d r i l l e d in 1986 a n d 1988 as part o f this p r o j e c t , a d o p t e d

p r e v a i l i n g g e o l o g i c a l structure existed.
E v e n o v e r the s h a l l o w c o v e r s e c t i o n , p r e c i s e d e t e r m i n a ­
t i o n o f e x p e c t e d w a t e r i n g r e s s w a s d i f f i c u l t as a c o n s e ­
q u e n c e o f the l o n g p e r m e a b i l i t y test lengths (i.e. 1 5 - 3 0 m )
a d o p t e d in the p r e - 1 9 8 6 b o r e h o l e s . S u b s e q u e n t b o r e h o l e s ,
m u c h s h o r t e n e d test lengths (i.e. 4 - 5 m ) e n a b l i n g a better
u n d e r s t a n d i n g o f the p e r m e a b i l i t y p r o f i l e w i t h d e p t h b e l o w
sea-bed.
T h e salinity o f the i n c o m i n g waters entering the tunnel w a s
as e x p e c t e d , the t i m e taken to revert to seawater being influ-

242

Downloaded by [ University of Liverpool] on [15/09/16]. Copyright © ICE Publishing, all rights reserved.
 UK TUNNELS: GEOTECHNICAL MONITORING

Table 14.6 (cont.)

Tunnel section Geological provenance Overbreak/face failures 3

(m ) Water (l/min)

Build Face Build Face

Land Running Tunnel South

C h 19004-13800 Chalk M a r l ; fresh rock; A v e . 0.06 m 3
Actual Actual Actual
high cover (93 records) Negligible D r y (93 records) D r y (6 records)
24 records > 0.1 m 3
(6 records)
overbreak
Max.
3
0.5 m C h 17176
3
0.5 m C h 16045

C h 13800-12800 M i x e d face o f Chalk Ave. 0.14m J

N o records A v e . < 0.01 l/min N o records
M a r l ; Glauconitic M a r l (29 records) (29 records)
and Gault; anticlinal Max. Max.
fold; fresh rock; high
3
0.25 m C h 12993 0.01 l/min C h
cover
3
0.39 m C h 13245 13263, 13328,
3
0.25 m C h 13283 13330, 13476
3
0.46 m C h 13292
3
0.5 m C h 13294 (elsewhere = d r y )
3
0.25 m C h 13330
3
0.3 m C h 13454

C h 12800-12200 M i x e d face o f Chalk A v e . 0.03 m J

N o records Actual N o records
M a r l and Glauconitic (6 records) D r y (6 records)
M a r l ; fresh rock; high Max.
3
cover 0.02 m C h 12267
3
0.03 m C h 12269
3
0.04 m C h 12270
3
0.04 m C h 12572
3
0.04 m C h 12876

C h 12200-11500 M i x e d face o f Chalk A v e . 0.27 m J

A v e . 1.74 m A v e . 0.01 l/min A v e . 0.31 l/min
M a r l ; Glauconitic M a r l (22 records) (3 records) (22 records) (3 records)
and Gault; fresh rock; Max. Actual Max. Actual
close to escarpment 3
0.63 m C h 11500 3
3.5 m C h 11724 0.1 l/min C h 12130 D r y C h 11724
edge; high cover 0.55 m ^ C h 11777 1 . 7 m C h 11981 0.02 l/min C h
J
0.1 l/min C h 11981
3
0.45 m C h 12009 3
0.01 m C h 12197 11500, 11630, D r y C h 12197
3
0.55 m C h 12183 11632, 11777
3
0.35 m C h 12184 (elsewhere = d r y )

C h 11500-11147 M i x e d face o f Chalk A v e . 0.45 nr N o records

3
A v e . 0.23 l/min N o records
(Sugarloaf Portal) M a r l ; Glauconitic M a r l (7 records) (7 records)
and Gault; weathered Max. Max.
rock; shallow cover 3
0.4 m C h 11186 0.04 l/min C h 11185
3
0.6 m C h 11261 0.04 l/min C h 11186
3
0.7 m C h 11439 0.5 l/min C h 11261
3
0.29 m C h 11450 1.0 l/min C h 11304
3
0.64 m C h 11498 0.5 l/min C h 11498

enced by the pre-existing groundwater chemistry and the
permeability profile to sea-bed. In areas of high permeabil­
ity (e.g. the shallow cover section) the change was very
rapid (i.e. within less than a day) as compared to the low
8
permeability areas <10~ m/s where the change could take
several years.
Regarding the prediction of overbreak, including its ex­
tent, this was a more difficult problem to address as it
largely depends on one's viewpoint with regard to prece­
dent experience (e.g. 1974-75 experience at Shakespeare
Cliff and Sangatte etc.).
Despite all of the problems encountered it is a credit to
the miners and the ingenuity of contractors and designers
alike in overcoming the many difficulties encountered in
the tunnelling works thereby enabling the drives to be
completed on schedule.

243

Downloaded by [ University of Liverpool] on [15/09/16]. Copyright © ICE Publishing, all rights reserved.