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Geotechnical Engineering Aspects ofGeotechnical Engineering Aspects of Trans-Tokyo Bay Highway Project
TATSUOKA FTATSUOKA, F.Tokyo University of Science
1
Geotechnical Engineering Aspects of Trans-Tokyo Bay Highway Project
■ History and structure of Trans-Tokyo Bay Highway
■ Four difficult design factors
■ Significant design and construction issues related to geotechnical engineeringrelated to geotechnical engineering
- Cement-mixed soil- OthersOthers
■ Concluding remarks2
Concluding remarks
Trans-Tokyo Bay Highway
15.1 km-long toll highway3
g g y
Brief historyMay 1971:The technical investigation t t dstarted.
May 1983:The Japanese GovernmentThe Japanese Government approved the construction.
October 1986:The Trans-Tokyo Bay Highway Corporation was established.
M 1989May 1989:The construction started.
December 1997:December 1997:The construction completed; and the highway was opened to
4public on 18th December.
Trans-Tokyo Bay Highway
5
Ukishima access
Kisarazu man-made island
Kawasaki man-made island
Bridge
6
Structure of TTB Highway
・Ukishima access; ・Two 9.5 km-long shield tunnels; ・Kawasaki man-made island; ・Kisarazu man-made island;Kawasaki man made island; Kisarazu man made island;・Bridge
PLAN
PROFILEPROFILE
7
Ukishima access
The starting point of the shield tunnels
8
of the shield tunnels, towards the center of the Tokyo Bay
Steel caisson:1) to start the shield tunnel construction;1) to start the shield tunnel construction;2) the ventilation tower after competition.
Approach fill, retaining shield tunnels.Approach fill, retaining shield tunnels.
9
Ukishima access
10
Structure of TTB Highway
・Ukishima access; ・Two 9.5 km-long shield tunnels;・Kawasaki man-made island; ・Kisarazu man-made island;Kawasaki man made island; Kisarazu man made island;・Bridge
PLAN
PROFILEPROFILE
11
Kawasaki man-made island
Cross-section
12Artist’s view of the completed structure
A huge offshore diaphragm wall;- 98 m in int. dia.; & 119 m in height; g
13An artist’s view from underground
A i f di h llA ring space for a diaphragm wall
190 m
14
Kawasaki man-made islandImmediately after
Immediately before the ground excavationImmediately after the end of ground excavation
15
Ground improvement by sand compaction pile technology
16
Ground improvement by sand compaction pile technology
17
Construction of external and internal steel structures after necessary ground improvement work
18
19
20
Filling up the ring space with cement-mixed sand slurry
21
Construction of a diaphragm wall in the cylindrical ring of cement-mixed sand fill and cement mixed in situ soft claycement-mixed in-situ soft clay
22
Filled with mud slurry:
Excavation machine
yWhy the vertical wall can stand without support for a so
23
Excavation machine large depth ?
24
Excavation of the inside ground
25
Excavation of the inside ground
26
Construction of the internal structure inside the diaphragm wall
27
Structure of TTB Highway
・Ukishima access; ・Two 9.5 km-long shield tunnels;・Kawasaki man-made island; ・Kisarazu man-made island;Kawasaki man made island; Kisarazu man made island;・Bridge
PLAN
PROFILEPROFILE
28
Two 9.5 km-long shield tunnels
29
Two 9.5 km-long shield tunnels
2 2 2 22 2 2 2
Two tubes; constructed Th thi d i th f tThe third one; in the future.
Eight shield tunnel machines worked simultaneouslyt d th t t l t ti i d
30to reduce the total construction period.
Blind typeBlind type using pressurized mud slurryslurry
The world’s largest diameterThe world s largest diameterat the time of construction
14.14 m
31
32
Development of shield tunnel diameter
33
Blind typeBlind type using pressurized mud slurryslurry
The world’s largest diameter
Pressurized mud slurry
The world s largest diameterat the time of construction
Pressurized mud slurry.Why ? 14.14 m
34
Shield tunnel machine re-assembled to startfrom Kawasaki m-m island
35
Two 9.5 km-long shield tunnels
36
Secondary inner RC liningy g(inside the RC segments)
RC segments
37
Structure of TTB Highway
・Ukishima access; ・Two 9.5 km-long shield tunnels; ・Kawasaki man-made island; ・Kisarazu man-made island;Kawasaki man made island; Kisarazu man made island;・Bridge
PLAN
PROFILEPROFILE
38
Kisarazu man-made island
Shield t ltunnels
39
Structure of TTB Highway
・Ukishima access; ・Two 9.5 km-long shield tunnels; ・Kawasaki man-made island; ・Kisarazu man-made island;Kawasaki man made island; Kisarazu man made island;・Bridge
PLAN
PROFILEPROFILE
40
Geotechnical Engineering Aspects of Trans-Tokyo Bay Highway Project
■ History and structure of Trans-Tokyo Bay Highway
■ Four difficult design factors
■ Significant design and construction issues related to geotechnical engineeringrelated to geotechnical engineering
- Cement-mixed soil- OthersOthers
■ Concluding remarks41
Concluding remarks
One of the proposals that were not acceptedp p p
42
Four difficult design factors that controlled the structural form
・A relatively deep sea;
that controlled the structural form
・Heavy shipping routes;
43
44
Four difficult design factors that controlled the structural form
・A relatively deep sea;
that controlled the structural form
・Heavy crossing shipping routes;・Poor ground conditions; and・A high seismic activity.
Late Holocene very soft clay
Early Holocene sand and clay
45
46
47
Four difficult design factors that controlled the structural form
・A relatively deep sea;
that controlled the structural form
・Heavy crossing shipping routes;・Poor ground conditions; and・A high seismic activity.
Late Holocene very soft clay
Early Holocene sand and clay
48
Very high seismic activityIn Tok o Ba areaIn Tokyo Bay area
19231923The Great Kanto Earthquake
49
Geotechnical Engineering Aspects of Trans-Tokyo Bay Highway Project
■ History and structure of Trans-Tokyo Bay Highway
■ Four difficult design factors
■ Significant design and construction issues related to geotechnical engineeringrelated to geotechnical engineering
- Cement-mixed soil- OthersOthers
■ Concluding remarks50
Concluding remarks
Significant design and construction issues related to geotechnical engineering 1:
Large scale improvement of existing soft clay deposits
related to geotechnical engineering - 1:
Large-scale improvement of existing soft clay deposits by cement mixing in place,
controlling the strength of cement mixed soft clay; and- controlling the strength of cement-mixed soft clay; and - in total 3.77 million m3.
51
Ground improvement techniques by cement-mixingused in the TTB Highway projectused in the TTB Highway project
Cement-treatment method Mixing proportion Construction site Volume; 1,000 m3
Ordinary DMM Cement: 140 kg/m3
W/C ratio: 100 % Ka asaki m m island 132W/C ratio: 100 % Kawasaki m-m island 132
Low strength-type DMM Cement : 70 kg/m3 Ukishima Access 1,248W/C ratio: 100 % Kisarazu m m isl 289W/C ratio: 100 % Kisarazu m-m isl. 289
Kawasaki m-m isl. 168
Slurry type cement-mixed Sand: 1 177 kg/m3 Ukishima Access 1 028Slurry type cement mixed Sand: 1,177 kg/m Ukishima Access 1,028sand (*: 80 kg/m3 in the Cement: 100 kg/m3* Kisarazu m-m isl. 351original design) Clay : 110 kg/m3 Kawasaki m-m isl. 118
Sea water: 505 kg/m3Sea water: 505 kg/m
Dry mixture type Sand: 1,330 kg/m3 Kisarazu m-m isl. 435cement-mixed sand Cement: 100 kg/m3
52
gAnti-segregationadhesive 110 g/m3
Ukishima access
Very soft clay improved by in-situ cement-mixing,achieving a controlledachieving a controlled strength; i.e.,a) strong enough fora) strong enough for
the stability of the structure; and
53b) weak enough for
smooth tunnelling.
54
Cement mixing in placeof soft clay deposits
55
Haneda airport-restriction to the height of gthe construction plants (50 m)
56
Conventional design for cement-mixed soft clay:
Allowable stress method i th ki tensuring the working stress
evaluated by the elastic theory be smaller than thetheory be smaller than the allowable stress, equal to about 1/6 of unconfinedabout 1/6 of unconfined compressive strength
→ Unduly conservative design for huge masses q – ε1 relations from U & CU TC tests on cement-mixed
g g
clay (aw= 20 %) (Kobayashi & Tatsuoka, 1982).
Significant effects of drained condition anddrained condition and confining pressure (when drained)drained)
→ The in-situ stress-strain behaviour is largely different from the unconfined compression test
→ Need for triaxial tests
q – ε1 relations from U & CU TC tests on cement-mixed clay (aw= 20 %) (Kobayashi & Tatsuoka, 1982).
Following the principleFollowing the principle of effective stress, as ordinary soilsordinary soils
Peak stress envelops fromPeak stress envelops from U and CD & CU TC tests on uncemented clay and cement-mixed clay (aw= 8 %, 10 %, 14 % & 20 %) (T t k & K b hi(Tatsuoka & Kobayashi, 1983).
Significant effects of confining pressure onconfining pressure on the drained peakstrengthstrength
→ Not used in the design gto take into account effects of progressive failure
Normalised drained peak pstrength plotted against σc’ for cement-mixed clay (Kobayashi & Tatsuoka, 1982).
Significant effects of confining pressure onconfining pressure on the drained residual strengthstrength
→ Used in the design as gthe conservative strength
Normalised drained residual strength plotted
i t ’/ f tagainst σc’/qu for cement-mixed clay (aw= 8 %, 10 %, 14 % & 20 %) (Kobayashi14 % & 20 %) (Kobayashi & Tatsuoka, 1982).
Nearly no effects ofNearly no effects of confining pressure on the undrained peakthe undrained peak and residual strength at low consolidation a o co so da opressure
Normalised undrainedNormalised undrained peak and residual strengths plotted against σc’/qu for cement-mixed clay (Kobayashi & Tatsuoka(Kobayashi & Tatsuoka, 1982).
Large-scale yield stress, qy, divided by qu versus effective confining pressure divided by q from CD TC tests onconfining pressure divided by qu from CD TC tests on cement-mixed clay (Kobayashi & Tatsuoka,1982)
qr/qu or q /q / (d i d) fqy/qu qr/qu (drained) for
design under static conditionDesign strength in static condition
ADesign strength in zone A was used in the limit equilibrium
qr/qu (undrained)for seismic
the limit equilibrium stability analysis
design
qy/qu (Y1: drained)Normalised drained and undrained residual strengths & drained yield stress plotted against
’/ (T t k & σc’/qu0 σc’/qu (Tatsuoka & Kobayashi, 1983)
Ukishima access
Very soft clay improved by in-situ cement-mixing,achieving a controlledachieving a controlled strength; i.e.,a) strong enough for thea) strong enough for the
stability of the structure; and
65b) weak enough for
smooth tunnelling.
Controlled shear strength of cement-mixed soft clay
qmax (kgf/cm2) (t= 28 days)wn (%) γt (gf/cm3)
Compressive strength after cement mixingmixing
: qu by unconfined compression testsx : qmax by CU TC tests
Original ground:qu (kg/cm2)= 0.044z – 0.88(z= depth; z= 0 m at TP= 0.0).( p )
(m)
66
Too large scatter in the unconfined compressive strength due to effects of sample disturbance, not reliable:Fi l d i i b d th CU TC t t
qmax (kgf/cm2) (t= 28 days)wn (%) γt (gf/cm3)
Final decision based on the CU TC tests.
Compressive strength after cement mixingmixing
: qu by unconfined compression testsx : qmax by CU TC tests
Original ground:qu (kg/cm2)= 0.044z – 0.88(z= depth; z= 0 m at TP= 0.0).( p )
(m)
67Reliable data ?
Significant design and construction issues related to geotechnical engineering 2:
Construction of large embankments by using
related to geotechnical engineering - 2:
Construction of large embankments by using - cement-mixed sand slurry with a controlled strength at the ramp sectionsat the ramp sections.
68
Ground improvement techniques by cement-mixingused in the TTB Highway projectused in the TTB Highway project
Cement-treatment method Mixing proportion Construction site Volume; 1,000 m3
Ordinary DMM Cement: 140 kg/m3
W/C ratio: 100 % Ka asaki m m island 132W/C ratio: 100 % Kawasaki m-m island 132
Low strength-type DMM Cement : 70 kg/m3 Ukishima Access 1,248W/C ratio: 100 % Kisarazu m m isl 289W/C ratio: 100 % Kisarazu m-m isl. 289
Kawasaki m-m isl. 168
Slurry type cement-mixed Sand: 1 177 kg/m3 Ukishima Access 1 028Slurry type cement mixed Sand: 1,177 kg/m Ukishima Access 1,028sand (*: 80 kg/m3 in the Cement: 100 kg/m3* Kisarazu m-m isl. 351original design) Clay : 110 kg/m3 Kawasaki m-m isl. 118
Sea water: 505 kg/m3Sea water: 505 kg/m
Dry mixture type Sand: 1,330 kg/m3 Kisarazu m-m isl. 435cement-mixed sand Cement: 100 kg/m3
69
gAnti-segregationadhesive 110 g/m3
Ukishima access
Embankment ofcement-mixed sand slurry
ithwith:a) a controlled strength;
andand b) a controlled high density
to resist the buoyant 70
yforce of the tunnels.
Underwater placement of cement-mixed sand slurry
71
72
73
No previous construction experiences
→Placement test in a ship-building dock; and block-sampling from the deposit to obtain specimens forsampling from the deposit to obtain specimens for laboratory stress-strain tests to evaluate the strength and stiffnessand stiffness
74
7526 August 1988 ( several years before the actual construction)
7626 August 1988 ( several years before the actual construction)
Reduction of the strengthby absorbing waterby abso b g ateduring under-waterplacement
77
Reduction of the strength by absorbing waterduring under-water placement, not due to losing the cement conentdu g u de ate p ace e t, ot due to os g t e ce e t co e t
78
Sampling of large samples(30 cm in dia) to evaluate possible large scale effects by possibily siginificant in-h i f h i lhomogeneity of the material placed under water.
It was found after TC testsIt was found after TC tests on these large samples and small samples that it was notsmall samples that it was not the case.
79
80
Triaxial testing system for 30 cm-dia. specimens
81
pat the University of Tokyo.
Triaxial testing system for small specimens
82
for small specimensat the University of Tokyo.
Use of LDT with small and large specimens
8312 cm H x 5 cm D 60 cm H x 30 cm D
Membrane
Pseudo-hinge
Phosphor bronzestrain-gaged strip
LDT Instrument leadwire
TerminalGage leadwireActive e.r.s.g.
B'
Heart of LDT(includes electric resistance strain gages, PB strip
(Front)
Teflon tube protection
D' C
A
No. 2
No. 1
Front face (tension side)
terminals, wiring, sealant)
Scotch tape used to fix wireon the specimen surface
(Front)
C'
A'
B
DNo. 3
p
Instrument Leadwire (Back)
Back face (compression side)
No. 4
LDT; Local deformation transducer (Goto et al 1991)
Membrane Surface
84
LDT; Local deformation transducer (Goto et al., 1991).
Dr. Goto,S.; the inventor of LDT (local deformation transducer)LDT (local deformation transducer)
Institute of Industrial Science,University of Tokyo,y y ,1986
85
Summary of results from CD TC tests on large core samples of slurry type cement-mixed sand (Uchida et al., 1993) - Significant effects of consolidation pressure
Summary of results from CU TC tests on large core samples of slurry type cement-mixed sand (Uchida et al., 1993) - Insignificant effects of consolidation pressure
Essentially no scale effects on the peakeffects on the peak strength !
But large scale effects on the stiffness → Why?
C i f ’ t ll
on the stiffness → Why?
Comparison of q-’externally measured axial strains from CU TC tests using small andCU TC tests using small and large core samples from the same mass of slurry type y ypcement-sand constructed in the full-scale field
d t l t t tunderwater placement test (Tatsuoka et al., 1997).
Essentially no scale effects on the peakeffects on the peak strength !
But large scale effects on the stiffness → Why?
C i f ’ t ll
on the stiffness → Why?
Comparison of q-’externally measured axial strains from CD TC tests using small andCD TC tests using small and large core samples from the same mass of slurry type y ypcement-sand constructed in the full-scale field
d t l t t tunderwater placement test (Tatsuoka et al., 1997).
A typical CU TC test on a large core sample of slurry type cement-mixed sand (Tatsuoka & Shibuya 1991)type cement mixed sand (Tatsuoka & Shibuya, 1991).
A typical CU TC test on a small core sample of slurry type cement-mixed sand (Tatsuoka & Shibuya 1991)type cement mixed sand (Tatsuoka & Shibuya, 1991).
Einitial: the value that had been reported by an geotechnical consultant
b t i i l t t f ll i th ti t th t ti→ by triaxial tests following the common practice at that time→ a significant underestimate (about 1/10) of the true value of
small-strain stiffness to be used in deformation analysis ofsmall-strain stiffness to be used in deformation analysis of the cement-mixed soil in the field
The first case where:
1. LDT was used for a practicalcase; and
2 th l ti d l f2. the elastic modulus from triaxial tests exhibits nearly the same value with thatthe same value with that from the field shear wave velocity.
96
The Young’s modulus valuethat had been obtained by
t h i l lt ta geotechnical consultant:Einitial = 0.3 Gpa(by conventional drained TC(by conventional drained TC tests)
Thi l id blThis value considerablyunderestimates the true elastic modulus:elastic modulus: E0= 3.0 GPa
and also the value at theoperating strain !
Th i i h fThe engineers in charge of the TTB Highway project could become confident with
97
could become confident with the use of this material for this project !
Shear modulus vs shear strain relations from monotonic and cyclic loading triaxial tests on core samples (30 cm in diameter) from test fills of slurry type cement-mixed sand (Tatsuoka & Shibuya, 1991).
Strains in the cement-mixed fill lower than 0.05 % (estimated by FEM earthquake response analysis) →by FEM earthquake response analysis) Nearly linear behaviour at small strainsImportance of elastic modulus &d its accurate measurementsp
99
Evaluation of the stress-strain properties of cement-mixed soil filled in the field
to confirm whether fills of cement-mixed soilto confirm whether fills of cement-mixed soil as considered at the design stage were actually constructedactually constructed
100
Underwater placement work of slurry type cement-i d d Uki hi A d Kimixed sand at Ukishima Access and Kisarazu man-
made island (Uchida et al., 1993).
Vessel conveying materials(capacity: 1 000 2 000 m3)
Vessel having a mixing l t ( d ti it
Vessel having Tremmie piles(capacity: 3,000 ton)(capacity: 1,000 – 2,000 m3) plant (production capacity:
450 m3/hour)
( p y , )
V l d l Lift (m)
TP 0.0 m
Vessel carry mud slurry(capacity: 2,000 m3)
( )
Mound produced on the sea bed
Rotary core tube sampling at th Uki hi A Original shore
14 m
the Ukishima Access;a) to obtain undisturbed
samples; and
Original shore protection works
y
5 m
N2N1samples; andb) to measure shear wave
velocities.Steel caisson
Toky
o Ba
yH
ighw
ay
N2N1
Shield tunnels*
Tran
s H
S1S2
(*) th t i thi(*) the top one in this figure has not been
constructed)
102
Comparison of elastic the Young’s moduli from triaxial compression tests (E0) and those from field shear wave velocities p ( 0)(Ef) in the fill of cement-mixed sand (slurry type), Ukishima Access
E and E are similar !E0 and Ef are similar !
103
Comparison of elastic the Young’s moduli from triaxial compression tests (E0) and those from field shear wave velocities p ( 0)(Ef) in the fill of cement-mixed sand (slurry type), Ukishima Access
E0 and Ef are similar !
104
Completed Kawasaki man-made island
193 mFilling of slurry type Cement-mixed sand
Upper RC slab
189 m98 m
TP 5 mOuter jacket
TP – 6 m
35 m 2.8 m 2.8 m4 m
2.8 m 2.8 m 35 m4 m Filling Outer jacket
Inner wall
TP 5 mTP 0 m TP 0m
46.7
m
Slab
TP – 28 m
SCPDMM
Steel pipe sheet pile
TP – 41.7 mSCP
DMM
Steel pipe sheet pile
74.2
m
m
Bottom RC slabTP – 73 m 6
m
21.
5 m
Bottom RC slab
Continuous diaphragm wall (L= 119 m)
Thickness= 2.8 mThickness= 2.8 m 90 m98 m4 m 4 m
TP - 114 m
Filling up the ring space with cement-mixed sand slurry,Kawasaki man-made island
106
A typical test result on an undisturbed sample of cement-mixed sand (slurry type)of cement mixed sand (slurry type)
3 200
MPa
) LDT
Pa)
stre
ss, q
(M
1.5
External100
tress
, q (k
P
Dev
iato
r
CU TC (σc’= 127 kPa) CU TC (σc’= 127 kPa)Dev
iato
r st
Axial strain ε (%)0 0.5 1.0
0
Axial strain (LDT) ε1 (%)0 0.005 0.01
0D
107
Axial strain, ε1 (%) Axial strain (LDT), ε1 (%)
Initial Young’s modulus, E0, based on locally measured axial strains vs initial Young’s modulus, Einitial, based on externally
d i l t i f CU TC t t f imeasured axial strains from CU TC tests of specimens prepared in the laboratory and core sample from Kawasaki man-made island slurry type cement-mixed sand (Tatsuoka etman-made island, slurry type cement-mixed sand (Tatsuoka et al., 1997).
Confirmation that the external axial strain measurement in TC tests is
l li blutterly unreliable to accurately evaluate the stiffness at small strains ofstiffness at small strains of cement-mixed soil.
Comparison of elastic the Young’s moduli from triaxial gcompression tests (E0) and those from field shear wave
l iti (E ) i th fill fvelocities (Ef) in the fill of cement-mixed sand (slurry type) Kawasaki man-madetype), Kawasaki man-made island
E0 and Ef are similar !
109
Significant design and construction issues related to geotechnical engineering 2:
Construction of large embankments by using
related to geotechnical engineering - 2:
Construction of large embankments by using - cement-mixed sand slurry with a controlled strength at the ramp sections; andat the ramp sections; and
- dry cement-mixed sand at the flat place of Kisarazu man-made islandKisarazu man made island.
110
Ground improvement techniques by cement-mixingused in the TTB Highway projectused in the TTB Highway project
Cement-treatment method Mixing proportion Construction site Volume; 1,000 m3
Ordinary DMM Cement: 140 kg/m3
W/C ratio: 100 % Ka asaki m m island 132W/C ratio: 100 % Kawasaki m-m island 132
Low strength-type DMM Cement : 70 kg/m3 Ukishima Access 1,248W/C ratio: 100 % Kisarazu m m isl 289W/C ratio: 100 % Kisarazu m-m isl. 289
Kawasaki m-m isl. 168
Slurry type cement-mixed Sand: 1 177 kg/m3 Ukishima Access 1 028Slurry type cement mixed Sand: 1,177 kg/m Ukishima Access 1,028sand (*: 80 kg/m3 in the Cement: 100 kg/m3* Kisarazu m-m isl. 351original design) Clay : 110 kg/m3 Kawasaki m-m isl. 118
Sea water: 505 kg/m3Sea water: 505 kg/m
Dry mixture type Sand: 1,330 kg/m3 Kisarazu m-m isl. 435cement-mixed sand Cement: 100 kg/m3
111
gAnti-segregationadhesive 110 g/m3
Underwater placement of dry mixture of cement-mixed sand(Ki d i l d)(Kisarazu man-made island):a lower cost and a low quality
112
Underwater placement of dry mixture of cement-mixed sand (Ki d i l d)(Kisarazu man-made island): a new method to minimize the segregation of material during placingof material during placing
Special double-chute
113
Underwater placement of dry mixture of cement-mixed sand(Ki d i l d)(Kisarazu man-made island)
114
Comparison of elastic the Young’s moduli from triaxial compressionptests (Eo) and those from field shear wave velocities (Ef) at the fill f t i dfill of cement-mixed sand (dry type), Kisarazuman-made islandman-made island
E0 and Ef are similar !115
Summary of elastic Young’s moduli of the cement-treated soils in the TTB Project
E d fi d f t i lEmax defined for strains lessthan 0.001 % from triaxial compression tests using LDTs on undisturbed samples (kgf/cm2)
116Ef from field shear wave velocity Vs (kgf/cm2)
RCTBS+DC
Slurry Dry
Cement-treated soilDMM
RCT=rotary coringDC=direct coringBS=block samplingTS=fixed-piston thin-wall sampling
G values from
BS+DC
RCT Kazusa
Sedimentary soft rock Kobe Sagara
Miura
Uraga-A
RCT rotary coring
Uraga-B
Tokoname
G0 values from CU TC tests 5000
BS+DC
Local axial strain measurements
s)
versus 1000Range for Soft rocks andC t t t d il
Pa)
or s
oftro
cks
Gf from field shear wave
Cement-treated soils(BS+DC) and clays
{2(1
+ν)}
(Man
d 0.
42 fo
field shear wave velocities 100
G0=
E 0/{5
for c
lays
Pleistocene clay site
(1:2)(1:
1)(ν=0
.5
TSBS
Tokyo bay
Osaka bay
OAP
Suginami
11710 100 1000 5000
10
Gf=ρ(Vs)vh2 (MPa)
Summary of E0 versus qpeak relations from triaxial tests, TTB project (Tatsuoka et al., 1997).
The strength and deformation characteristics* of cement-mixed soil could be made similar withouta large difficulty to those of natural sedimentary soft rock.
(* should be measured accurately)
1000010,000
10000
10,0001000
E0/q
peak= 1,000
MPa
)
E0/qpeak= 1,0001,000
MPa
)
1000
Pa)
1,000
MPa
)100
E0/qpeak= 100E o (M
E0/qpeak= 100100
E 0(M
100E0/qpeak= 1,000
E0/qpeak= 100
E 0 (M
E0/qpeak= 1,000 E0/qpeak= 100
100
E 0(M
0.1 1 10 10010
Sedimentary softrocks
q (MPa)
Sedimentary soft rocks10
0.1 1 10 100
0.1 1 10 10010
Cement-mixed soil
p
qpeak (MPa)
Cement-mixed soils
E0/qpeak 100
100.1 1 10 100
qpeak (MPa)qpeak (MPa)
Cement-mixed soil having t ll d t th d peak
qpeak (MPa)119
a controlled strength; made intentionally weak
Strength of cement-mixed soil: between soil and concrete
1,000
Manus clay (TC; Jardine 1985)Artificially produced materials
100Manus clay (TC; Jardine, 1985)London clay (TC; Jardine, 1985)
Sand (monotonic torsional shear, n= 0.5)Sand (monotonic drained TC)
Gravel (monotonic drained TC)S d il ( i d i d TC)
10
Pa)
Sandy silt (monotonic drained TC)
Cement-mixed sand in TTB highway project (core samples from full-scale tests)
dry type
1E 0(G
P slurry type
E0/qpeak= 1,000
0.1
Steel (SS41)Hard rock core
(ultrasonic for E0)Concrete
0.01
ConcreteMudstone (Sagamihara)*
Mudstone (Sagara)*Sand/mudstone (Sagara)**: Sedimentary soft rock
E0/qpeak= 100
1200.01 0.1 1 10 100 1,000qpeak (MPa)
: Sedimentary soft rock
Geotechnical Engineering Aspects of Trans-Tokyo Bay Highway Project
■ History and structure of Trans-Tokyo Bay Highway
■ Four difficult design factors
■ Significant design and construction issues related to geotechnical engineeringrelated to geotechnical engineering
- Cement-mixed soil- OthersOthers
■ Concluding remarks121
Concluding remarks
Significant design and construction issues related to geotechnical engineering 3:
Construction of shield tunnels;
related to geotechnical engineering - 3:
;a) Consecutively in very stiff cement-mixed soil and very soft
clay at a very shallow depth
122
Ukishima access
A sudden large change Two tunnelsfrom Ukishimag g
in the cutting torque ofshield machine (tonf-m)
from Ukishima
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( )
Ring number (one ring= 1.5 m)
Ukishima access
Very soft claywith a very thin overlaying soft clay
A danger of floating up
overlaying soft clay
A danger of floating up of the tunnels by large buoyant force acting to the tunnels,g ,compared to a small surcharge; prevented by placing weight i th t l d f l
124in the tunnels and careful tunnelling work.
Significant design and construction issues related to geotechnical engineering - 3:
Construction of shield tunnels with the world’s largest diameter;
related to geotechnical engineering 3:
g ;a) successively in stiff cement-mixed soil and very soft clay at avery shallow depth; andb) underground connection of shield machines with the help of
ground freezing to shorten the drive of each tunnel.
Locations of tunnel connection
125
Two 9.5 km-long shield tunnels
126
Underground connection of shield machines with the help of ground freezing
Longitudinal section
Cutting faceCutting face gg
Second arrived First arrived
Freezing pipe
shield tunnel shield tunnel
Frozen zone
Freezing pipe
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Frozen zone
Significant design and construction issues related to geotechnical engineering - 4:related to geotechnical engineering 4:
A huge offshorediaphragm wall;
98 m in int dia ; &- 98 m in int. dia.; &- 119 m in heightfor Kawasakiman-made island.
An artist’s view128
An artist s viewfrom the beneath
Construction of the internal structure inside the diaphragm wall
129
Construction of the internal structure
130
Deep well system to avoid the ground failure by seepage Drainage wells
Observationwellsthe ground failure by seepage g wells
Diaphragmwall
A-sandy layer
Thin clay layer
layer
B-sandy layer
Thick clay layer C-sandy layer
131
layer
Drainage wellsObservation
wellsg wells
Diaphragmwall
A-sandy layer
Thin clay layer
layer
B-sandy layerA serious seepage accident;
Thick clay layerC-sandy
layer
accident;
Start of unusual ground 132
c c ay ayelayergwater spouting 14th Nov. 1993
Time histories of ground water spouting and water depth inside the diaphragm wall
Amount ofDepth of waterinside theAmount of
spouting ground water(m3 per day)
diaphragm wall(m)
First stage Second stage
Depth ofwater in theIncrease in the
rate of ground
Amount ofspoutingground water
diaphragmwall
rate of groundwater spouting
ground water
Start of unusualspouting of
Start of pouringsea water intothe inside of thespouting of
ground waterthe inside of thediaphragm wall
133Date for a period from 14 November to 4th December 1993
Time histories of ground water spouting and water depth inside the diaphragm wall
Amount ofDepth of waterinside theAmount of
spouting ground water(m3 per day)
diaphragm wall(m)
First stage Second stage
Depth ofwater in theIncrease in the
rate of ground
Amount ofspoutingground water
diaphragmwall
rate of groundwater spouting
ground water
Start of unusualspouting of
Start of pouringsea water intothe inside of thespouting of
ground waterthe inside of thediaphragm wall
134Date for a period from 14 November to 4th December 1993
Sea water poured to reduce the hydraulic gradient in the ground inside and immediately below the the diaphragm wall
135
Restart of constructionRestart of constructionafter a delay of six months
136
137
Geotechnical Engineering Aspects of Trans-Tokyo Bay Highway Project
■ History and structure of Trans-Tokyo Bay Highway
■ Four difficult design factors
■ Significant design and construction issues related to geotechnical engineeringrelated to geotechnical engineering
- Cement-mixed soil- OthersOthers
■ Concluding remarks138
Concluding remarks
Brief historyMay 1971 (25):The technical investigation started.
May 1983 (37):The Japanese GovernmentThe Japanese Government approved the construction.
October 1986 (40):October 1986 (40):The Trans-Tokyo Bay Highway Corporation was established.
May 1989 (43):The construction started.
December 1997 (51):December 1997 (51):The construction completed; and the highway was opened to
139
and the highway was opened to public on 18th December.
CONCLUDING REMARKS-1
The Trans-Tokyo Bay Highway was constructed;a) in a relatively deep sea;a) in a relatively deep sea;b) crossing heavy shipping routes;c) under poor ground conditions; andc) under poor ground conditions; and d) with a high seismic activity.
Several geotechnical engineering design and construction problems had to be solved for theconstruction problems had to be solved for the success of the project.
140
CONCLUDING REMARKS-2
The ground improvement by four types ofcement-mixing technologies solved a number ofcement-mixing technologies solved a number ofpotential technical problems;
1) in-situ cement mixing of very soft clay;a) conventional type deep mixing method (DMM);a) conventional type deep mixing method (DMM);
andb) low strength-type DMM;b) low strength-type DMM;
and2) embankment using;2) embankment using;a) slurry type cement-mixed sand; andb) dry mixture type cement-mixed sand
141
b) dry mixture type cement-mixed sand.
CONCLUDING REMARKS-3
Successful construction of shield tunnels with the world’s largest diameter, govercoming several difficult technical problems, including:ga) successive tunnelling in very stiff cement-mixed
soil and very soft clay;y yb) a very shallow depth in a very soft clay with
a danger of floatation of the tunnels; and gc) underground connection of shield machines with
the help of ground freezing to reduce the shield tunnel drive.
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CONCLUDING REMARKS-4
The construction of an offshore diaphragm wall with an int. dia. of 98 m and a height of 119 m was delayed g ya half year by a serious seepage accident in the groundinside the diaphragm wall.p g
a) The accident would have become a fatal one for the )success of the project if relevant measures were not taken promptly. y
b) The accident might have not taken place if the hydraulic gradient in the ground inside and immediately below the diaphragm wall had been made substantially lower, for example, by making the
143bottom of the diaphragm wall substantially deeper than the actual one.
Thank you very much for your attentions !Thank you very much for your attentions !
144
Terima kasih atas perhatian anda !Terima kasih atas perhatian anda !
Home page:145
Home page: http://geotle.t.u-tokyo.ac.jp/index-j.html
REFERENCES・Uchida K Shioi Y Hirukawa T and Tatsuoka F (1993) “TheUchida,K., Shioi,Y., Hirukawa,T. and Tatsuoka,F. (1993), The Trans-Tokyo Bay Highway Project - A huge project currently under construction”, Invited Paper, Proc. of Transportation , p , pFacilities through Difficult Terrain, Balkema, pp.57-87.
・Tatsuoka,F., Uchida,K., Imai,K., Ouchi.T. and Kohata,Y. (1997), “Properties of cement-treated soils in Trans-Tokyo Bay HighwayProperties of cement-treated soils in Trans-Tokyo Bay Highway project”, Ground Improvement, Thomas Telford, Vol.1, No.1, pp.37-58. pp
T t k F (2010) “C t i d il i T T k B・ Tatsuoka, F. (2010): “Cement-mixed soils in Trans-Tokyo Bay Highway project”, Soils and Foundations, Vol.50, No. 6, pp.785-804
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