Tunnels in water are by no means new in civil engineering. Since about 1900, more then 100 immersed tunnels have been constructed. Bridges are the most common structures used for crossing water bodies. In some cases immersed tunnels also used which run beneath the sea or river bed. But when the bed is too rocky ,too deep or too undulating submerged floating tunnels are used .
The Submerged Floating Tunnel concept was first conceived at the beginning of the century, but no actual project was undertaken until recently. As the needs of society for regional growth and the protection of the environment have assumed increased importance, in this wider context the submerged floating tunnel offers new opportunities. The submerged floating tunnel is an innovative concept for crossing waterways, utilizing the law of buoyancy to support the structure at a moderate and convenient depth .The Submerged floating Tunnel is a tube like structure made of Steel and Concrete utilizing the law of buoyancy .It supported on columns or held in place by tethers attached to the sea floor or by pontoons floating on the surface. The Submerged floating tunnel utilizes lakes and waterways to carry traffic under water and on to the other side, where it can be conveniently linked to the rural network or to the underground infrastructure of modern cities.
Tube like structure made up from steel & concrete under water bodies called submerged Floating Tunnel. Advantages of this structure is less energy consumption, reduces air & noise pollution. This structure is under the water so ships can easily pass over it.
The document discusses submerged floating tunnels (SFTs). SFTs are tube structures made of steel and concrete that float underwater, supported by cables anchored to the seafloor or pontoons at the surface. SFTs are considered for crossing bodies of water that are too deep for conventional bridges or tunnels. They can be constructed using positive or negative buoyancy and their shape is optimized to reduce stresses during installation and operation. SFTs provide advantages over bridges such as allowing crossings in extremely deep water and having minimal environmental impacts.
The concept of submerged floating tunnels is based on well-known technology applied to floating bridges and offshore structures, but the construction is mostly similar to that of immersed tunnels: One way is to build the tube in sections in a dry dock; then float these to the construction site and sink them into place, while sealed; and, when the sections are fixed to each other, the seals are broken. Another possibility is to build the sections unsealed, and after welding them together, pump the water out.
The ballast used is calculated so that the structure has approximate hydrostatic equilibrium (that is, the tunnel is roughly the same overall density as water), whereas immersed tube tunnels are ballasted more to weight them down to the sea bed. This, of course, means that a submerged floating tunnel must be anchored to the ground or to the water surface to keep it in place (which of these depends on which side of the equilibrium point the tunnel is)
A submerged floating tunnel is a tunnel that floats underwater, supported by buoyancy. It consists of prefabricated concrete or steel tube sections joined together. The tube is placed deep enough below the water surface to avoid traffic and weather. Submerged floating tunnels have advantages over bridges such as lighter construction load and less impact from earthquakes. They can be built faster without issues from wind or seas. Traffic can also run faster through them compared to ferries.
THE INTRODUCTION OF SUBMERGED FLOATING TUNNELSYash Jethwa
This document discusses submerged floating tunnels as an innovative solution for waterway crossings. It introduces submerged floating tunnels and their main structural features, including different cross-sectional shapes and materials that can be used. It also describes how submerged floating tunnels are anchored, joined together, and installed. Key advantages are that they are invisible from the surface, have a very low gradient, and can be constructed away from populated areas. Cost comparisons show they may be more economical than suspension bridges for some waterway crossings.
A submerged tunnel floats underwater, supported by buoyancy, with cables anchoring it to prevent floating up or sinking down. It has advantages over bridges such as being lighter and experiencing less stress during earthquakes. Submerged tunnels can be constructed by dredging a trench, casting tunnel elements, transporting them to the site, and lowering them into place before sealing the joints and backfilling over top. While requiring specialized marine construction, the technique is often less risky than other tunneling methods and allows for faster construction between shores.
This document discusses submerged floating tunnels, which are tunnels that float underwater at a certain depth below the surface. It provides details on how submerged floating tunnels work based on Archimedes' principle of buoyancy. The tunnels are made of multiple layers including aluminum, foam, and concrete to resist saltwater corrosion and provide strength. Construction involves precasting tunnel segments, transporting them underwater, joining them with rubber gaskets, and anchoring them to cables attached to foundations on the seafloor. Advantages are provided such as allowing transportation routes in extremely deep waters and reducing environmental impacts. A transatlantic tunnel connecting North America and Europe is proposed as an example project.
Tube like structure made up from steel & concrete under water bodies called submerged Floating Tunnel. Advantages of this structure is less energy consumption, reduces air & noise pollution. This structure is under the water so ships can easily pass over it.
The document discusses submerged floating tunnels (SFTs). SFTs are tube structures made of steel and concrete that float underwater, supported by cables anchored to the seafloor or pontoons at the surface. SFTs are considered for crossing bodies of water that are too deep for conventional bridges or tunnels. They can be constructed using positive or negative buoyancy and their shape is optimized to reduce stresses during installation and operation. SFTs provide advantages over bridges such as allowing crossings in extremely deep water and having minimal environmental impacts.
The concept of submerged floating tunnels is based on well-known technology applied to floating bridges and offshore structures, but the construction is mostly similar to that of immersed tunnels: One way is to build the tube in sections in a dry dock; then float these to the construction site and sink them into place, while sealed; and, when the sections are fixed to each other, the seals are broken. Another possibility is to build the sections unsealed, and after welding them together, pump the water out.
The ballast used is calculated so that the structure has approximate hydrostatic equilibrium (that is, the tunnel is roughly the same overall density as water), whereas immersed tube tunnels are ballasted more to weight them down to the sea bed. This, of course, means that a submerged floating tunnel must be anchored to the ground or to the water surface to keep it in place (which of these depends on which side of the equilibrium point the tunnel is)
A submerged floating tunnel is a tunnel that floats underwater, supported by buoyancy. It consists of prefabricated concrete or steel tube sections joined together. The tube is placed deep enough below the water surface to avoid traffic and weather. Submerged floating tunnels have advantages over bridges such as lighter construction load and less impact from earthquakes. They can be built faster without issues from wind or seas. Traffic can also run faster through them compared to ferries.
THE INTRODUCTION OF SUBMERGED FLOATING TUNNELSYash Jethwa
This document discusses submerged floating tunnels as an innovative solution for waterway crossings. It introduces submerged floating tunnels and their main structural features, including different cross-sectional shapes and materials that can be used. It also describes how submerged floating tunnels are anchored, joined together, and installed. Key advantages are that they are invisible from the surface, have a very low gradient, and can be constructed away from populated areas. Cost comparisons show they may be more economical than suspension bridges for some waterway crossings.
A submerged tunnel floats underwater, supported by buoyancy, with cables anchoring it to prevent floating up or sinking down. It has advantages over bridges such as being lighter and experiencing less stress during earthquakes. Submerged tunnels can be constructed by dredging a trench, casting tunnel elements, transporting them to the site, and lowering them into place before sealing the joints and backfilling over top. While requiring specialized marine construction, the technique is often less risky than other tunneling methods and allows for faster construction between shores.
This document discusses submerged floating tunnels, which are tunnels that float underwater at a certain depth below the surface. It provides details on how submerged floating tunnels work based on Archimedes' principle of buoyancy. The tunnels are made of multiple layers including aluminum, foam, and concrete to resist saltwater corrosion and provide strength. Construction involves precasting tunnel segments, transporting them underwater, joining them with rubber gaskets, and anchoring them to cables attached to foundations on the seafloor. Advantages are provided such as allowing transportation routes in extremely deep waters and reducing environmental impacts. A transatlantic tunnel connecting North America and Europe is proposed as an example project.
Connecting opposite shores of a lake, sea or river, has always been one of
the major tasks to be faced by Civil Engineering, it being a fundamental need
for the development of the areas surrounding a waterway. Nowadays, this
issue is still topical and of great importance, as it is proved by the numerous
large infrastructures which have been built or planned to be built in the last
years all over the world, such as, for instance the Channel Tunnel, linking the
shores of France with the ones of the United Kingdom, the Immersed Tunnel
under construction in the Bosporus Strait (Turkey) or the Suspension Bridge
designed to connect Calabria and Sicily in the Messina Strait (Italy).
Numerous other important and noticeable cases could be mentioned, however
the aforementioned ones probably represent the most advanced examples of
the structural solutions which are traditionally most widely used to link areas
divided by the presence of waterways: Cable Supported Bridges (i.e.
Suspension or Cable stayed Bridges), Underground Tunnels and Immersed
Tunnels.
An underwater tunnel is a passage, gallery, or roadway beneath a body of water. Underwater tunnels are used for highway traffic, railroads, and subways; to transport water, sewage, oil, and gas; to divert rivers around dam sites while the dam is being built; and for military and civil defence purposes.
Modern underwater tunnelling begins by constructing an immersed tube within a pre-dug trench on the river or sea floor. To do this, pre-fabricated sections of steel tube are floated into position and strategically sunk into the trench.
The complexity of the design issues related to these classic technological solutions, increases as the distance to be covered grows up, so that the
crossing of long span waterways can be, in many cases, very difficult and
sometimes impossible. Moreover, the traditional systems feature some
disadvantages which in some cases are of great importance, leading to the
necessity to find alternative technical solutions.
Tunnels in water are by no means new in civil engineering.
Since about 1900, more then 100 immersed tunnels have been constructed.
Bridges are the most common structures used for crossing water bodies.
In some cases immersed tunnels also used which run beneath the sea or river bed.
Advanced construction equipments and techniquesselva ganesh
This document discusses advanced construction techniques and modern materials. It describes underwater construction methods like caissons and cofferdams. Trenchless technology techniques for installing pipes are also covered, including pipe jacking, auger boring, and microtunneling. Modern materials presented include fly ash bricks, translucent concrete, liquid granite, carbon nanotubes, and solar panel roofing tiles. The document concludes that these advanced techniques and innovative materials can improve properties, recycling, and make construction more efficient.
This document discusses submerged floating tunnels (SFTs), which are tunnels that float underwater at a certain depth and are fixed in place by cables. SFTs are constructed using prefabricated segments that are joined together with rubber gaskets. They are anchored to foundations installed on the seafloor using cables to prevent excessive movement. SFTs allow for transportation tunnels to be constructed in very deep waters where conventional bridges or tunnels are not feasible. They provide benefits like avoiding disruptions to ship traffic and reducing environmental impacts compared to other crossing options. The document proposes an ambitious transatlantic tunnel between New York and London using SFT technology.
This document discusses translucent concrete, also known as light transmitting concrete. It begins with an introduction and overview of the material. It then discusses the history, materials used, working principle, manufacturing process, and applications. Translucent concrete is made from a fine concrete with optical fibers distributed throughout. This allows light to be transmitted along the fibers. It has a variety of applications in construction for floors, walls, and other structures where light transmission is desirable. The document concludes with a discussion of advantages and disadvantages as well as examples of real-world applications of translucent concrete.
Spillway crest gates are adjustable gates used to control water flow in reservoir and river systems. They act as barriers to store additional water, allowing the height of dams to be increased and requiring more land acquisition. The main types of spillway gates are dripping shutters, stop logs, radial/tainter gates, drum gates, and vertical lift/rectangle gates. Vertical lift gates are rectangular gates that spin horizontally between grooved piers and can be raised or lowered by a hoisting mechanism to control water flow.
The document discusses different types of pavements. It describes flexible pavements as having multiple layers that distribute loads through aggregate interlock. Rigid pavements distribute loads through the beam strength of concrete slabs. Flexible pavements are composed of surface, base, and sub-base layers over a subgrade, while rigid pavements typically only require a concrete surface layer. Both pavement types are designed to reduce loads from vehicles to prevent damage to the subgrade. The document compares advantages and disadvantages of flexible and rigid pavements.
Scientists have identified this commonly used sealcoat as a major source of dangerous chemicals in streams and lakes, and as a significant health risk to the public, especially young children. These chemicals, which will are discussed in depth in the webinar, are found in the sediments of nearby lakes and streams from pavements coated with this type of product.
Our expert speaker is Dr. Barbara Mahler, a Research Hydrologist with the USGS at the Texas Water Science Center. She is part of the Contaminant Trends in Lake Sediments (CTLS) team, which uses cores of sediments from lakes to reconstruct the contaminant histories of watersheds.
Bridges: Classification of bridges – with respect to construction
materials, structural behavior of super structure, span, sub structure,
purpose. Temporary and movable bridges. Factors affecting site
selection. Various loads/stresses acting on bridges. Bridge hydrology –
design discharge, water way, afflux, scour depth, economical span.
Bridge components – foundation, piers, abutments, wing wall, approach,
bearings, floor, girders, cables, suspenders. Methods of erection of
different types of bridges. River training works and maintenance of
bridges. Testing and strengthening of bridges. Bridge architect.
This document discusses quality control of concrete through various tests on fresh and hardened concrete. It begins with an introduction to concrete and quality, then discusses where quality control begins in the production of materials and continues through handling, batching, mixing, transporting and placing concrete. Key tests on fresh concrete include slump and compacting factor tests, while tests on hardened concrete include compression, tensile strength, and flexural strength tests to evaluate the quality and strength of the concrete. The document also reviews materials used in concrete such as cement, water, aggregates, and admixtures.
1. Underwater tunnels are transport routes that are partly or wholly constructed under bodies of water, with different types including soft ground tunnels dug below the ocean bed, immersed tunnels made on the ocean floor, and floating submerged tunnels that float due to attached tethers.
2. Constructing underwater tunnels presents significant engineering challenges due to the tremendous water pressure from above and squeezing pressure from soft ground. Different tunnel construction methods are used depending on the material and conditions.
3. A proposed transatlantic underwater tunnel would connect North America and Europe, but presents massive challenges including the scales of resources, time, and extreme working conditions required that make completion effectively impossible with current technology.
PRESENTATION ON ROAD CONSTRUCTION INTERNSHIP NH34 BY IMRUL QUESHImrul Quesh
This document provides an overview of road construction and quality control processes. It discusses the importance of roads for transportation and economic development. It then describes the planning process for road projects, including maintaining files, analyzing labor and equipment needs, and preparing plans. The document outlines different types of road structures, quality control procedures and tests, and safety measures for road works. Machinery used on road construction sites is also listed. Overall, the document covers key aspects of road construction projects from planning and design to quality assurance and safety.
Diaphragm wall: Construction and DesignUmer Farooq
The document discusses diaphragm walls, which are concrete or reinforced concrete walls constructed below ground using a slurry-supported trench method. Diaphragm walls can reach depths of 150 meters and widths of 0.5-1.5 meters. They are constructed using tremie installation or pre-cast concrete panels. Diaphragm walls are suitable for urban construction due to their quiet installation and lack of vibration. The document discusses different types of diaphragm walls based on materials and functions, and provides details on their design, construction process, and material requirements.
This document summarizes a summer training report on the construction of cement concrete road pavement by a civil engineering student. It includes an introduction to the public works department and different types of roads in India. It then discusses the materials used - cement, sand, aggregate - and various tests conducted on concrete - slump test, compression test, impact test, cube test. The main body of the report provides details on the different steps of cement road construction from site preparation to curing.
The document discusses the proposed design of a cable suspension bridge connecting Haldia Dock Complex to Kalitala, West Bengal, India. The 3,310 meter long bridge would cross the busy Hooghly River. Key components of the bridge design include the deck, stiffening girder, pylons, suspension cables, and foundations. Loads such as dead load, live load, wind load, and seismic load will be considered in the structural analysis. The objectives are to design and analyze the bridge using STAAD Pro software and assess the environmental impact using Simapro.
ROAD CONSTRUCTION(BITUMEN) SUMMER TRAINING REPORTssuser5fea8f
The document is a summer training report submitted by Sudhanshu Kumar to the Uttar Pradesh Public Works Department about bituminous (asphalt) roads. It includes an introduction to bitumen and bituminous roads, descriptions of the different layers in a flexible bituminous pavement including sub-grade, sub-base, base, binder and wearing courses. It also details test procedures for determining the Marshall stability of bituminous mixtures and the key steps for constructing a bituminous road which include preparing the base with a water bound macadam layer, applying a tack coat, constructing layers from bottom to top, and compacting each layer.
The document discusses bendable or engineered cementitious composite (ECC) concrete. It is a type of fiber-reinforced concrete that is ductile and crack-resistant. ECC concrete uses microfibers, a slick coating on the fibers, fine sand, and superplasticizers. It bends like metal and is stronger and more durable than regular concrete. Structures made of ECC concrete are earthquake and crack resistant. Examples of uses include earthquake-proof buildings, flexible concrete canvases for military use, and more durable bridges and roads.
Construction Challenges For Bridges In Hilly AreasShantanu Patil
Hilly region pose unique problem for bridge construction. In a restricted hilly area itself climatic condition, Geographical features and hydrological parameters affect considerably. Keeping in view the bridge site and various constraints, type of bridges and method of construction are to be selected carefully for safe, economical and successful completion of bridges construction.
Connecting opposite shores of a lake, sea or river, has always been one of
the major tasks to be faced by Civil Engineering, it being a fundamental need
for the development of the areas surrounding a waterway. Nowadays, this
issue is still topical and of great importance, as it is proved by the numerous
large infrastructures which have been built or planned to be built in the last
years all over the world, such as, for instance the Channel Tunnel, linking the
shores of France with the ones of the United Kingdom, the Immersed Tunnel
under construction in the Bosporus Strait (Turkey) or the Suspension Bridge
designed to connect Calabria and Sicily in the Messina Strait (Italy).
Numerous other important and noticeable cases could be mentioned, however
the aforementioned ones probably represent the most advanced examples of
the structural solutions which are traditionally most widely used to link areas
divided by the presence of waterways: Cable Supported Bridges (i.e.
Suspension or Cable stayed Bridges), Underground Tunnels and Immersed
Tunnels.
An underwater tunnel is a passage, gallery, or roadway beneath a body of water. Underwater tunnels are used for highway traffic, railroads, and subways; to transport water, sewage, oil, and gas; to divert rivers around dam sites while the dam is being built; and for military and civil defence purposes.
Modern underwater tunnelling begins by constructing an immersed tube within a pre-dug trench on the river or sea floor. To do this, pre-fabricated sections of steel tube are floated into position and strategically sunk into the trench.
The complexity of the design issues related to these classic technological solutions, increases as the distance to be covered grows up, so that the
crossing of long span waterways can be, in many cases, very difficult and
sometimes impossible. Moreover, the traditional systems feature some
disadvantages which in some cases are of great importance, leading to the
necessity to find alternative technical solutions.
Tunnels in water are by no means new in civil engineering.
Since about 1900, more then 100 immersed tunnels have been constructed.
Bridges are the most common structures used for crossing water bodies.
In some cases immersed tunnels also used which run beneath the sea or river bed.
Advanced construction equipments and techniquesselva ganesh
This document discusses advanced construction techniques and modern materials. It describes underwater construction methods like caissons and cofferdams. Trenchless technology techniques for installing pipes are also covered, including pipe jacking, auger boring, and microtunneling. Modern materials presented include fly ash bricks, translucent concrete, liquid granite, carbon nanotubes, and solar panel roofing tiles. The document concludes that these advanced techniques and innovative materials can improve properties, recycling, and make construction more efficient.
This document discusses submerged floating tunnels (SFTs), which are tunnels that float underwater at a certain depth and are fixed in place by cables. SFTs are constructed using prefabricated segments that are joined together with rubber gaskets. They are anchored to foundations installed on the seafloor using cables to prevent excessive movement. SFTs allow for transportation tunnels to be constructed in very deep waters where conventional bridges or tunnels are not feasible. They provide benefits like avoiding disruptions to ship traffic and reducing environmental impacts compared to other crossing options. The document proposes an ambitious transatlantic tunnel between New York and London using SFT technology.
This document discusses translucent concrete, also known as light transmitting concrete. It begins with an introduction and overview of the material. It then discusses the history, materials used, working principle, manufacturing process, and applications. Translucent concrete is made from a fine concrete with optical fibers distributed throughout. This allows light to be transmitted along the fibers. It has a variety of applications in construction for floors, walls, and other structures where light transmission is desirable. The document concludes with a discussion of advantages and disadvantages as well as examples of real-world applications of translucent concrete.
Spillway crest gates are adjustable gates used to control water flow in reservoir and river systems. They act as barriers to store additional water, allowing the height of dams to be increased and requiring more land acquisition. The main types of spillway gates are dripping shutters, stop logs, radial/tainter gates, drum gates, and vertical lift/rectangle gates. Vertical lift gates are rectangular gates that spin horizontally between grooved piers and can be raised or lowered by a hoisting mechanism to control water flow.
The document discusses different types of pavements. It describes flexible pavements as having multiple layers that distribute loads through aggregate interlock. Rigid pavements distribute loads through the beam strength of concrete slabs. Flexible pavements are composed of surface, base, and sub-base layers over a subgrade, while rigid pavements typically only require a concrete surface layer. Both pavement types are designed to reduce loads from vehicles to prevent damage to the subgrade. The document compares advantages and disadvantages of flexible and rigid pavements.
Scientists have identified this commonly used sealcoat as a major source of dangerous chemicals in streams and lakes, and as a significant health risk to the public, especially young children. These chemicals, which will are discussed in depth in the webinar, are found in the sediments of nearby lakes and streams from pavements coated with this type of product.
Our expert speaker is Dr. Barbara Mahler, a Research Hydrologist with the USGS at the Texas Water Science Center. She is part of the Contaminant Trends in Lake Sediments (CTLS) team, which uses cores of sediments from lakes to reconstruct the contaminant histories of watersheds.
Bridges: Classification of bridges – with respect to construction
materials, structural behavior of super structure, span, sub structure,
purpose. Temporary and movable bridges. Factors affecting site
selection. Various loads/stresses acting on bridges. Bridge hydrology –
design discharge, water way, afflux, scour depth, economical span.
Bridge components – foundation, piers, abutments, wing wall, approach,
bearings, floor, girders, cables, suspenders. Methods of erection of
different types of bridges. River training works and maintenance of
bridges. Testing and strengthening of bridges. Bridge architect.
This document discusses quality control of concrete through various tests on fresh and hardened concrete. It begins with an introduction to concrete and quality, then discusses where quality control begins in the production of materials and continues through handling, batching, mixing, transporting and placing concrete. Key tests on fresh concrete include slump and compacting factor tests, while tests on hardened concrete include compression, tensile strength, and flexural strength tests to evaluate the quality and strength of the concrete. The document also reviews materials used in concrete such as cement, water, aggregates, and admixtures.
1. Underwater tunnels are transport routes that are partly or wholly constructed under bodies of water, with different types including soft ground tunnels dug below the ocean bed, immersed tunnels made on the ocean floor, and floating submerged tunnels that float due to attached tethers.
2. Constructing underwater tunnels presents significant engineering challenges due to the tremendous water pressure from above and squeezing pressure from soft ground. Different tunnel construction methods are used depending on the material and conditions.
3. A proposed transatlantic underwater tunnel would connect North America and Europe, but presents massive challenges including the scales of resources, time, and extreme working conditions required that make completion effectively impossible with current technology.
PRESENTATION ON ROAD CONSTRUCTION INTERNSHIP NH34 BY IMRUL QUESHImrul Quesh
This document provides an overview of road construction and quality control processes. It discusses the importance of roads for transportation and economic development. It then describes the planning process for road projects, including maintaining files, analyzing labor and equipment needs, and preparing plans. The document outlines different types of road structures, quality control procedures and tests, and safety measures for road works. Machinery used on road construction sites is also listed. Overall, the document covers key aspects of road construction projects from planning and design to quality assurance and safety.
Diaphragm wall: Construction and DesignUmer Farooq
The document discusses diaphragm walls, which are concrete or reinforced concrete walls constructed below ground using a slurry-supported trench method. Diaphragm walls can reach depths of 150 meters and widths of 0.5-1.5 meters. They are constructed using tremie installation or pre-cast concrete panels. Diaphragm walls are suitable for urban construction due to their quiet installation and lack of vibration. The document discusses different types of diaphragm walls based on materials and functions, and provides details on their design, construction process, and material requirements.
This document summarizes a summer training report on the construction of cement concrete road pavement by a civil engineering student. It includes an introduction to the public works department and different types of roads in India. It then discusses the materials used - cement, sand, aggregate - and various tests conducted on concrete - slump test, compression test, impact test, cube test. The main body of the report provides details on the different steps of cement road construction from site preparation to curing.
The document discusses the proposed design of a cable suspension bridge connecting Haldia Dock Complex to Kalitala, West Bengal, India. The 3,310 meter long bridge would cross the busy Hooghly River. Key components of the bridge design include the deck, stiffening girder, pylons, suspension cables, and foundations. Loads such as dead load, live load, wind load, and seismic load will be considered in the structural analysis. The objectives are to design and analyze the bridge using STAAD Pro software and assess the environmental impact using Simapro.
ROAD CONSTRUCTION(BITUMEN) SUMMER TRAINING REPORTssuser5fea8f
The document is a summer training report submitted by Sudhanshu Kumar to the Uttar Pradesh Public Works Department about bituminous (asphalt) roads. It includes an introduction to bitumen and bituminous roads, descriptions of the different layers in a flexible bituminous pavement including sub-grade, sub-base, base, binder and wearing courses. It also details test procedures for determining the Marshall stability of bituminous mixtures and the key steps for constructing a bituminous road which include preparing the base with a water bound macadam layer, applying a tack coat, constructing layers from bottom to top, and compacting each layer.
The document discusses bendable or engineered cementitious composite (ECC) concrete. It is a type of fiber-reinforced concrete that is ductile and crack-resistant. ECC concrete uses microfibers, a slick coating on the fibers, fine sand, and superplasticizers. It bends like metal and is stronger and more durable than regular concrete. Structures made of ECC concrete are earthquake and crack resistant. Examples of uses include earthquake-proof buildings, flexible concrete canvases for military use, and more durable bridges and roads.
Construction Challenges For Bridges In Hilly AreasShantanu Patil
Hilly region pose unique problem for bridge construction. In a restricted hilly area itself climatic condition, Geographical features and hydrological parameters affect considerably. Keeping in view the bridge site and various constraints, type of bridges and method of construction are to be selected carefully for safe, economical and successful completion of bridges construction.
The document discusses different types of tunnels used for transportation, including those resting on the sea bed, floating in the sea, and tunnels dug below the sea bed. It focuses on submerged floating tunnels, which are tube-like structures that float underwater at a certain depth, fixed by cables. This allows tunnels to be constructed in extremely deep waters where conventional bridges or tunnels are not feasible. The document outlines the principles behind submerged floating tunnels and describes their construction process which involves building segments on dry dock and joining them together underwater. Examples of significant tunnels discussed include the Channel Tunnel between Britain and France, and the Seikan Tunnel in Japan. Tunnel boring machines are also described as the method used to excavate underwater and below sea bed tunnels
This document discusses bridges in hilly areas and the various challenges associated with their construction. It outlines different types of bridges suitable for hilly regions, including beam bridges, truss bridges, cantilever bridges, arch bridges, tied-arch bridges, suspension bridges, and cable-stayed bridges. For each bridge type, it provides a brief definition and example image. It also discusses challenges like foundation construction, substructure, superstructure, plant and materials management, and financing.
Use of Waste Plastic for Road Construction by Shantanu PatilShantanu Patil
Human being generally generate plastic and utilize it for different purposes.
Today, every vital sector of the economy starting from agriculture to packaging, automobile, building construction, communication or Info-Tech has been virtually revolutionized by the applications of plastic.
But after its use, the plastic material can not be disposed off properly.
This disposed plastic is considered as a waste.
Generally this type of waste plastic is collected, re-circulated and recycled by the local scrap dealers.
Now-a-days this waste plastic can be used for different fields…
This document discusses various methods for underwater construction. It describes wet construction using water tight retaining structures like caissons and cofferdams to create dry environments for building bridge piers, buildings, and dams. It also discusses the challenges of underwater construction when water depths increase and the objectives of maintaining structural stability. Furthermore, it outlines techniques for underwater concreting using tremie pipes, pumps, and toggle bags to place concrete below the water surface.
This document discusses buoyancy, floatation, and the equilibrium of submerged and floating bodies. It defines buoyancy as the upward force that opposes gravity when an object is immersed in a fluid. Archimedes' principle states that the buoyant force is equal to the weight of the fluid displaced by the object. The point where the buoyant force is applied is called the center of buoyancy. For a floating body to be in stable equilibrium, the metacenter must be above the center of gravity. The distance between these two points is called the metacentric height.
Underwater construction involves building structures where foundations or parts will lie underwater. It presents difficulties due to depth and water conditions. Common underwater construction activities include bridges, dams, utilities, and industrial projects. Construction techniques include both wet construction using divers and dry construction using caissons and cofferdams to create a dry work environment. Caissons are permanent watertight structures sunk into place while cofferdams are temporary structures that can be pumped out. Concrete is often placed underwater using a tremie pipe method to displace water and prevent washout of material.
This document discusses underwater concrete, including its production, placement methods, and quality control. It notes that underwater concrete must have proper mix design and flowability to consolidate under its own weight without vibration. The main placement methods described are tremie, pump, toggle bags, and bagwork. Quality control includes monitoring placement rate and volume. Common issues with underwater concrete include cement washout, laitance, and segregation, which mix design and proper placement seek to prevent.
The document provides an introduction to immersed tube tunnel technology. It discusses how immersed tunnels are an alternative to bridges and bored tunnels for large sea crossings. Immmersed tunnel elements are constructed in a dry dock, floated and lowered into a pre-dredged trench, and joined together using gaskets to form a continuous tunnel. Several major immersed tunnel projects from around the world are described such as the Oresund Link between Denmark and Sweden and the planned Hong Kong-Zhuhai-Macao Link tunnel crossing. The challenges of immersed tunnel construction and their advantages over other options are also summarized.
The document discusses various techniques for underwater construction including caissons, cofferdams, and concrete placement methods. Caissons are watertight retaining structures used for foundations in deep water, while cofferdams are temporary structures used to create a dry work area for shallow water projects. Common concrete placement techniques include the tremie method, pump method, toggle bags, and bagworks. The tremie method, where concrete is poured below the water through a pipe, is the standard for placing high-quality underwater concrete in major structures.
The Oresund Bridge connects Denmark and Sweden across the Oresund Strait between Copenhagen and Malmo. Construction began in 1995 and included building an artificial island and a tunnel. The bridge opened in 2000 and is over 7 kilometers long, making it the longest combined bridge-tunnel structure in the world. It carries road and rail traffic across the strait using concrete immersed tunnel sections and a cable-stayed bridge design.
Konferencijos "Transporto infrastruktūros inovacijos 2015" pranešimas "Immersed Tunnels Recent developments", autorius René Zijlstra, Royal HaskoningDHV.
A seminar report on control of corrosion on underwater pilesRam Sayan Yadav
This document is a seminar report on controlling corrosion on underwater piles. It provides background on corrosion mechanisms of steel in seawater and defines zones of corrosion on steel piles. It then discusses corrosion management in three phases: assessment, physical assessment and remediation, and future monitoring. The report also describes various corrosion protection methods like protective coatings (inorganic zinc silicates primers, high build epoxy coatings, aliphatic polyurethane topcoats, zinc rich epoxy primers, non-skid deck coatings) and cathodic protection (suspension anodes, rod anodes). It gives examples of applying FRP composites on bridges to control corrosion.
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3. Submerged Floating Tunnel
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INTRODUCTION
Tunnels in water are by no means new in civil engineering. Since about 1900,
more then 100 immersed tunnels have been constructed. Bridges are the most
common structures used for crossing water bodies. In some cases immersed
tunnels also used which run beneath the sea or river bed. But when the bed is
too rocky ,too deep or too undulating submerged floating tunnels are used .
The Submerged Floating Tunnel concept was first conceived at the beginning
of the century, but no actual project was undertaken until recently. As the needs
of society for regional growth and the protection of the environment have
assumed increased importance, in this wider context the submerged floating
tunnel offers new opportunities. The submerged floating tunnel is an innovative
concept for crossing waterways, utilizing the law of buoyancy to support the
structure at a moderate and convenient depth .The Submerged floating Tunnel is
a tube like structure made of Steel and Concrete utilizing the law of buoyancy .It
supported on columns or held in place by tethers attached to the sea floor or by
pontoons floating on the surface. The Submerged floating tunnel utilizes lakes
and waterways to carry traffic under water and on to the other side, where it can
be conveniently linked to the rural network or to the underground infrastructure of
modern cities.
1.1 REASON FOR CHOOSING FLOATING TUNNEL
Floating tunnel is the totally new concept and never used before even for very
small length. It can be observed that the depth of bed varies from place to place
on a great extent. The maximum depth is up to 8 km. also at certain sections.
The average depth is 3.3 km. The two alternatives are available for constructions
are bridge above water level or tunnel below ground level. Since the depth is up
to 8 km it is impossible to construct concrete columns of such height for a bridge.
And also the pressure below 8km from sea surface is nearly about 500 times
than atmospheric pressure so one can not survive in such a high pressure zone.
So the immersed tunnels also cannot be used. Therefore, floating tunnel is
finalised which is at a depth 30m from the sea level, where there is no problem of
high pressure. This is sufficient for any big ship to pass over it without any
obstruction.
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1.2.BASIC PRINCIPLE OF SFT
SFT is a buoyant structure which moves in water. The relation between
buoyancy and self weight is very important, since it controls the static behaviour f
the tunnel and to some extend, also the response to dynamic forces. Minimum
internal dimension often result in a near optimum design. There are two ways in
which SFT can be floated. That is positive and negative buoyancy.
Positive buoyancy : In this the SFT is fixed in position by anchoring either by
means of tension legs to the bottom or by means of pontoons on the surface.
Here SFT is mainly 30 metres below the water surface.
Negative buoyancy: Here the foundations would be piers or columns to the sea
or lake. This method is limited to 100 meters water depth
SFT is subjected to all environmental actions typical in the water environment:
wave ,current , vibration of water level, earthquake, corrosion, ice and marine
growth. It should be designed to with stand all actions, operational and
accidental loads, with enough strength and stiffness. Transverse stiffness is
provided by bottom anchoring.
1.3 OPTIMAL SHAPE OF SFT
The shape of the SFT in Fig. 1 has been chosen for the following reasons:
When the vertical curvature is concentrated in the middle of the SFT, it is easier
to shorten the concrete tube during installation, variations in the buoyancy in the
middle of the tunnel introduce little bending in the tunnel. Similarly an unusual
amount of water in the middle of the tunnel gives little bending and axial force.
Fig 1. Optimal shape of an SFT
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STRUCTURAL COMPONENTS OF SFT
Submerged floating tunnel consists of many structural components. These
components should provide strength and stiffness against the various forces
acting under the water surface. The three basic structural components are:
Tube
Anchoring
Shore connections
2.1 Tube : It should accommodate the traffic lanes and the equipments. External
shape can be circular , elliptical or polygonal. It may be constructed of steel or
concrete. Corrosion protection is the main issue. Tube is composed of elements
of length varying from one hundred meters to half a kilometre.
2.2 Anchoring:
There are basically fours types of anchoring:
SFT with pontoons
SFT supported on columns
SFT with tethers to the bottom
SFT unanchored
2.2.1 SFT with pontoons: It is independent of water depth, the system is
sensitive to wind, waves, currents and possible ships collision. Design should be
such that if one pontoon is lost ,then also the structure will survive.
2.2.2 SFT supported on columns: It is an “underwater bridge” with foundations
on the bottom, in principle the columns are in compression but they may also be
a tension type alternative. Water depth will play an important role in this case and
a few hundred meters depth is considered a limit at the present time. However,
much deeper foundations are at present under investigation.
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2.2.3 SFT with tethers to the bottom : It is based on tethers being in tension in
all future situations, no slack in these tethers may be accepted in any future load
cases. The present practical depths for this type of crossing may be several
hundred meters, whether the tethers are vertical or a combination of vertical and
inclined.
2.2.4 SFT unanchored: It is interesting as it has no anchoring at all except at
landfalls and is then independent of depth. There is obviously a limit to the length
but only further development will answer this. Perhaps an alternative for light
traffic should be designed, possibly a 100 or 200 meter long .
The four types of anchoring are given in FIG 2.(a), 2.(b),2.(c), 2(d)
Fig. 2(a). SFT with pontoons
Fig. 2(b). SFT supported on columns
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Fig. 2(c). SFT with tethers to the bottom
Fig. 2(d). SFT unanchored
2.3 Connections:
The connections of the tube to the shore require appropriate interface elements
to couple the flexible water tube with the much more rigid tunnel bored in the
ground. This joint should be able to restrain tube movements, without any
unsustainable increase in stresses. On the other hand , the joints must be water
tight to be able to prevent entry of water. Additional care in shore connections is
required, especially in seismic areas , due to the risk of submarine landslides.
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COMPETITIVE FEATURES OF SFT
3.1 Invisible
Crossing waterways, whether being from main land to islands in the sea or
maybe more important crossing an inland lake, perhaps the one we are at now
will in many cases meet protests both from tourist interests and also from the
public in general. Lakes of special beauty or perhaps historical value should be
preserved for the future, the crossing of such areas and lakes with SFT may
make this possible. An illustration of this may be seen in Fig. 3.1
3.2. Length only from shore to shore
The actual SFT structure is only as long as the distance between the shores.
If desired the SFT may be connected directly to tunnels and then be completely
out of sight for any desired distance.
Fig. 3.1.SFT crossing of lakes
3.3. Very low gradient
Crossings with undersea tunnels or bridges will frequently mean longer
structures with consequently higher costs and this may offset the higher cost per
meter for an alternative SFT. An SFT crossing may have a very gentle gradient
or being nearly horizontal giving considerable savings in energy used by traffic.
3.4. Access to underground service-parking space at ends
As the SFT may continue in tunnels having crossed the waterway, it is
possible to arrange parking places or service areas under ground and provide
9. Submerged Floating Tunnel
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access to the surface by lifts directly into cities or recreational areas as shown in
Fig. 3.2. These possibilities may be one of big advantages in future, in fact for all
types of tunnels.
Fig.3.2. Parking and service areas
3.5. May surface just above shoreline
As an SFT may be positioned at any depth below the surface arrangements
may be made that the SFT surfaces at or very near the shoreline. This may be
an advantage for connections to new or existing road systems and gives the
planners freedom to locate connections in a very flexible way.
3.6. Constructed away from densely populated areas
Construction of infrastructure is a major everyday problem in many cities,
traffic is piling up, new one way streets daily and generally great frustrations by
millions of people. One very interesting feature with SFT is that the actual
construction may be done away from the densely or highly populated areas, a
feature also for immersed tunnel construction. After the sections of the tunnel are
finished they may be towed to the actual site and there joined together and
installed at the desired depth. In some instances the whole length of the SFT
may be assembled at the construction site and the complete structure towed to
the actual site and installed. This would ensure minimum disturbances to the
local area and perhaps the whole operation may only take months instead of
years.
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3.7. Easy removal at end of life
All structures will have to be removed or replaced sooner or later and as the
amount of structures increase it is important to prepare for these operations
already at the planning and design stage. Removal, recycling or reuse of
materials or parts of the structures will become increasingly necessary in the
future, for both economic and environmental reasons. SFT is in most cases a
floating structure as a whole and may therefore be towed away to some place
where parts of the SFT may be reused. One may imagine such an operation by
for instance placing bulkheads in the original elements and then separating the
SFT in suitable lengths to be perhaps towed to different locations for reuse or
destruction.
3.8. Some possibilities of reuse or recycling SFT
Sections of a tunnel may be used for many purposes, depending on its size
and condition. One obvious possibility is for various types of storage facilities,
whether in the sea or on dry land, a section of tunnel ,say 12 meters in diameter
cut to a length of 10 to 15 meters would not present any difficulty to get up on dry
land if that was desired. To cut a concrete tunnel into sections would not present
big difficulties either; it’s more a question of overall economy than technology.
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CASE STUDY ON A SFT : TRANSATLANTIC TUNNEL
A Transatlantic tunnel is a theoretical submerged floating tunnel which would
span the Atlantic Ocean between North America and Europe. The transatlantic
tunnel would be built of 54000 prefabricated sections connected by watertight
and vacuum-tight gaskets. Each section of tunnel is to be attached to tethers
which are to be affixed to an anchor at the see floor, which is, in some places
almost 8 km deep. The tunnel would hover at about 45 meter below the see
surface, ideal to avoid ships and still minimize pressure and also to sway a bit
under pressure. A high-speed train could theoretically run from New York to
London in 54 minutes. But the train would have to go at a speed of 8000 km/h
through a 5000 km long tunnel, that is itself floating in the Atlantic Ocean. To
reach this speed, almost a perfect vacuum would have to be maintained in the
tunnel and the train would have to be magnetically levitated. There will be 3 rails.
Two are bidirectional and one reserve, to be used during accidents and repairs.
Fig.4.1. Location of Transatlantic tunnel
4.1 COMPONENTSOF TRANSATLANTICTUNNEL
Transatlantic tunnel consists of many components. The main components of this
Tunnel are listed below.
Gasket/shell
Sea anchors
Utility conduits and service port
Vacuum pumps
Maglev train
Guide ways
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4.1GASKET/SHELL
As the tunnel is situated at a depth of 30m, it should be perfectly water tight
and secondly it should resist the salty sea water and thirdly it should be withstand
against hydrostatic forces coming on it.
It is made of 4 layers. Outermost layer is constructed of aluminium to resist the
salty sea water. Second and third layer is made of the foam to float the tunnel
easily in water. Fourth layer is of concrete which gives strength to the tunnel.
As the length of tunnel is very large, it is not possible to construct the tunnel at
situ. Therefore it is made up of 54000 precast units. These units are casted on
shore and transported to place where they have to fix the units with two large
floating platforms .A diagram of shell is given in Fig. 4.1.1
Fig. 4.1.1. Shell
4.2 SEA ANCHORS
As the tunnel is in the Atlantic Ocean, it should have to face high current
velocity in Atlantic Ocean. The tunnel should not deflect much with water current.
Therefore it anchored to the sea bed with the help of steel anchors.
The procedure is as follows :
First, ropes are attached to a block and this block is inserted in sea bed
water come out from top and forms a hydro-statics seal which holds the
block firmly in sea bed. A diagram of sea anchor is given in Fig. 4.2
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Fig. 4.2.1 Sea Anchor
4.3 VACUUM PUMP
The train is running with such a thrilling speed of 5000 mph in the tunnel. The
air resistance is too high on such a high speed. Therefore to reduce it and
increase the speed of train, vacuum is created in tunnel. But creating vacuum in
such a long tunnel is very difficult task. With available equipments, 100 propellers
of most powerful boing jet are require to evacuate the air continuously for 15
days. The vacuum pumps are installed throughout the length of tunnel to
maintain the vacuum in it.
4.4 SERVICE PORT
The tunnel is powered by electrically which should be available for entire
length of tunnel. These electrical wires are carried out through utility
conduits. The two service ports are provided in tunnel, one above and other
below the track conduit. These are provided for communication and access for
repair works. Figure showing the service port is shown in Fig.4.4.1
Fig.4.4.1 Service Port
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4.5 MAGLEV TRAIN
These are magnetically elevated trains. These trains do not run over the track
but floats slightly above the track. Thus we can achieve practically zero tractive
resistance between train and track. Further this train will pass though vacuum,
which increase the speed of train. The sensation of flying at 400mph with no
engine noise or vibration will make the journey through the tunnel a unique
experience. Special rotating and pivoting seats are provided to further reduce the
effect of gravitational force. A diagram of train is given in Fig. 4.5.1.
Fig. 4.5.1 Meglev Train
Figure showing the various components of transatlantic tunnel is given in Fig
4.5.2
Fig 4.5.2 Components Of Transatlantic Tunnel
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4.2 CHALLENGES TO BE FACED
1. Cost: - Due to lots of material and machinery involved in project, estimated cost is
nearly 1.2 Thousand crore dollars.
2. Fire: - It is difficult to rescue people if fire will break out in train and also to face
the problems due to the smoke of fire.
3. Collision: - If in case of collision of two trains took place, it is very difficult to
rescue the people.
4. No Stoppage: - It is very difficult to stop the train travelling on such a high speed.
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CONCLUSION
The submerged floating tunnel will set up new trends in transportation
engineering and which shows with the advances in technology that will reduce
the time required for travelling. And make the transportation more effective by
hiding the traffic under water by which the beauty of landscape is maintained
and valuable land is available for other purposes. Benefits can be obtained with
respect to less energy consumption, air pollution and reduced noise
emission. For wide and deep crossings the submerged floating tunnel may be the
only feasible fix link, replacing present days ferries and providing local
communities with new opportunities for improved communication and regional
development.
17. Submerged Floating Tunnel
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REFERENCES
1. Forum Of European National Highway Research Laboratories (1996),
Analysis of the submerged floating tunnel concept, Transport Research
Laboratory Crowthrone,Berkshire,RG45 6AU.
2. Havard Ostlid (2010), When is SFT competitive, Procedia Engineering, 4, 3–
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3.http://dsc.discovery.com/convergence/engineering/transatlantictunnel/interactiv
e/interactive.html