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The purpose of the Lower Lea Valley Cable Tunnel project is to relocate the overhead power lines circuits, which currently cross the proposed site for the 2012 London Olympics in East London. This was the first contract to be awarded as an Olympic project and is on the critical path for the proposed Olympic Park as the construction of the Olympic village, stadium and other venues cannot begin until the tunnels are complete, the cables installed and the overhead power lines removed. The tunnelling works for the scheme include two parallel tunnels between Hackney and West Ham. Each tunnel is approximately 6 km in length. One tunnel is 4.15 m ID and connects the National Grid substations. The other is 2.82 m ID and connects the EDF Energy substations. The tunnels were constructed through mixed ground using four earth pressure balance tunnel boring machines. These were driven simultaneously from two drive shafts within a single site. The 12 km of main tunnels were constructed within a year from start to finish, with completion in June 2007. The shafts range between 6 m and 15 m ID. These were constructed using a combination of caisson sinking and underpinning techniques. Dewatering was adopted to suit the groundwater conditions.Other works include the design and construction of the head house buildings, cable and ventilation culverts, mechanical and electrical (M&E) installations and all associated works. In addition to the above, a further 1 km of tunnel and two shafts were added to the project scope connecting the EDF Energy tunnel to the substation at Bow. These additional works provided further challenges to the project to ensure that these works were constructed within the program constraints for the 2012 London Olympics. This involved refurbishing one of the tunnel boring machines from the main EDF Energy tunnel drives and relaunching the machine to construct the Bow tunnel. The Bow tunnel was constructed within two and a half months, with the tunnel boring machine breaking through in August, ahead of schedule. The main challenge presented by this project is the program constraints. This project outlines the requirement for team work between the client, stakeholders, contractor and designer in order to provide program certainty. A close working relationship between the contractor and the designer is required to provide value engineered, time-saving solutions to mitigate the risks associated with the design and construction program.

Jan 1, 2008

By Stephen J. Navin, Francis P. D. Navin

Long-distance movement of various materials by conveyor is becoming common; therefore, it is no surprise that conveyors are frequently found in very long tunnels. In such long tunnels, there is a continual controversy between the tunnel operator's requirement for a maximum of clear space for the conveyor and vehicles and the investor's wish to make the minimum capital investment for excavation. This analysis shows that the question becomes more pressing as the tunnel becomes longer. The result given in this paper is a straightforward method by which an economic and operational optimal tunnel width may be selected for any specified tunnel length. Detailed computational formulas are developed relating costs of construction, vehicle operation, vehicle accidents, and conveyor downtime to both tunnel width and length.

Jan 1, 1985

By Ali Kahriman

This paper presents the results of ground vibration and air blast measurements from tunnel blasting activities during the construction of the Beylerbeyi-Kucuksu waste water tunnel under a residential area in Istanbul, Turkey. Within the scope of the study, the blasting pattern of the tunnel was engineered using Tunnel2000 design software and field studies and measurements for evaluating the productivity and safety of shots were realized for 136 rounds. During the study, the advance of the tunnel, face condition, ground vibration, air blast and neighbours’ complains and comments after every round were observed and the tunnel pattern was improved. Finally, an empirical relation for this tunnel route was developed between scaled distance and maximum amount of explosives, to continue activities in a safe and productive manner.

Jan 1, 2006

By Frank T. Wheby

The cost of tunneling is highly sensitive to the rock characteristics through which the tunnel is to be driven. These characteristics affect in a major way the rates at which tunnels and shafts can be driven and the degree to which the openings must be supported to maintain them in a permanent stable condition. Tunnel and shaft design and cost criteria have been computerized, permitting estimates of tunnel-shaft systems to be made directly from inputs of rock mechanics characteristics and other data. Curves of quantities of steel, rock bolts, and other rock support items as related to tunnel size and rock quality designation are presented. An illustrative example of the use of the program in calculating the cost of a hypothetical tunnel system is included.

Jan 1, 1971

By Saba Gharedash

In this study the results of a series of numerical simulations which are conducted for one of the tunnels of the Mashhad metro line 2 project are presented to evaluate the role of tunnel face support pressure and soil strength parameters on deformation of tunnel lining and face deformation. To achieve this goal, comparative numerical simulations of a mechanized tunnel advance in soft non- homogeneous soil on top of the ground water table and beneath the building are conducted and sensitivity analysis is performed. Development of a step by step tunnel construction process is modeled using a three dimensional finite difference model (FLAC3D) taking into account all the relevant components of shield tunneling. In order to understand the mechanism of the effects of a variety of support pressures on face deformation and lining stresses, numerical simulations are conducted. It is found that the use of different face supports causes a considerable influence on the forces of tunnel lining. In addition, it is revealed that building weight help to change the stress paths and the stress distributions in the tunnel lining.

Aug 1, 2013

By Steve Kral

In December 2013, the Colorado Department of Transportation (CDOT) completed the widening of the eastbound tunnel on Interstate 70 (I-70) from two lanes to three. Work on the westbound tunnel began earlier this year and is scheduled for completion in December. The Twin Tunnels project is located in the mountains about 55 km (35 miles) west of Denver. They were bored during the 1960s when I-70 was being built and became the main access to Colorado?s growing number of ski areas and the state?s Western Slope. Throughout the decades following their construction, traffic on I-70 continued to increase and now the tunnels have a major bottleneck. Com-mutes to and from the mountain resorts, particularly on weekends, have become long and slow. Adding a third lane through the tunnels will help alleviate the congestion. (A complete report on the project can be found in T&UC, December 2013, page 61.) Once the eastbound tunnel was completed late last year, CDOT authorized the funding to begin work on the westbound side. That made economic sense, as the equipment used on the eastbound tunnel needed to only be shifted across I-70 to begin work on the westbound side, rather than removing it in December and bringing it back in March when construction began on the westbound tunnel. Work on the westbound tunnel uses essentially the methods that were used on the eastbound tunnel ? removal of the existing concrete lining and using drill-and-blast methods for tunneling widening. The main difference between the two tunnels is that the westbound side requires more blasting on both ends to widen I-70 to three lanes.

Today, more and more tunnel ventilation systems are based on NO2 (or NO) and visibility measurements. Due to the significant decrease of CO emissions in countries with EU emission standards, which were adopted by Australia in 2004, CO is no longer a key factor for tunnel air quality monitoring and is often only measured for plausibility reasons (eg according to the German guideline RABT2006). Nitrogen dioxide, which is a good indicator for the overall air pollution along roads, is now taking over the leading role not only for ventilation control but also for air quality monitoring and in future probably for checking the function of air filtration plants in tunnels. Due to the lack of equipment for reliable and long-term NO2 measurements in road tunnels in the past, there are only very few standards giving limit values for NO2 in road tunnels. Furthermore there are not many records of NO2 readings over longer periods in different types of tunnels. SICK MAIHAK, a major supplier of measurement devices for controlling tunnel ventilation, has introduced the first monitor in 2006, specifically designed for measuring NO2, NO and visibility simultaneously in road tunnels. There are now experiences and results from the first tunnels equipped with this kind of system. This paper will present and discuss the results and experiences from these tunnels and explain the different levels of NO2 in different tunnel types. Furthermore, the status of air quality standards for road tunnels regarding NO2 limit values and the current status of discussion in various countries about NO2 limits will be presented.

Jan 1, 2008

By Jun Ho Lee, Dae Young Kim, Ebrahim Farrokh, Ki Chang Hyun

"The Jinhae Geoje gas pipeline tunnel project is the largest (7.8 km) and the deepest (90 m) subsea tunnel in South Korea. This tunnel will house a pipeline to carry natural gas from the mainland to Geoje Island southeast of the country to alleviate the increased demands for natural gas, especially in the winter season. Tunneling is currently underway using two slurry shield TBMs of 3.5 m diameter. This paper describes the major design elements of the tunneling machines and their performance evaluation. For this purpose, a thorough analysis of geotechnical information was performed to evaluate the tunnel elevation to reduce the risk of tunneling under high water pressure in unstable and permeable rock mass under 9 bar water pressure. TBM specification and TBM performance were also analyzed using different methods, including well-known models as well as a rotary cutting machine test developed in house in Hyundai Engineering and Construction Company. INTRODUCTION High demand for natural gas, especially in winter season was the primary driving factor for the design of the Jinhae Geoje gas pipeline project. This project is located southeast of South Korea between Jinhae district and Geoje Island and runs for over 50 km length. The mid part of this project includes a 3.5 m diameter subsea tunnel consisting of two sections of Geoje to Jiri Island (4.3 km) and Jinhae to Jiri Island (3.5 km). Figure 1 shows the tunnel project location and its layout. Figure 2 shows the geological profile along the tunnel. As can be seen, the tunnel passes mainly through three rock types: granite, tuff breccia, and andesite tuff. This tunnel was planned to be constructed by two face pressurized shielded TBMs and to be lined with a segmental lining of 2.8 m internal diameter. The major challenge for this tunnel is its maximum expected water pressure at the tunnel invert (8.83 bar). At such a high water pressure, the TBMs required special design to ensure they can handle unexpected water pressure and to ensure the risks for the TBM maintenance intervention are minimal. In this regard, a thorough analysis was conducted on the TBM design parameters and geotechnical information to define required TBMs’ design parameters and to identify the safest tunnel elevation. This paper provides a brief overview of the project geotechnical information, TBM selection and its design specification, tunnel elevation selection, and TBM penetration rate evaluation. In this regard, a rotary cutting machine testing equipment was used to perform trial tests on a similar rock type encountered along the tunnel for performance evaluation and optimization."

Jan 1, 2016

By Patricia Pride, Mike Robison, Jon Bergenthal, Wojciech Klecan

"The Lower and Middle River Des Peres (LMRDP) CSO Storage Tunnel is the largest single component of Metropolitan St. Louis Sewer District’s (MSD) CSO control system improvements planned to meet consent decree requirements for MSD’s Lemay Service Area. The 13.7-km (8.5-mile) long, deep, hard rock tunnel will have a finished diameter of 9.1 m (30 ft). Beginning at the Lemay Wastewater Treatment Plant (WWTP), the alignment follows the channelized River Des Peres to the outfall of the existing Forest Park tubes, as indicated in Fig. 1.The project includes three construction shafts, 34 intakes and a deep, cavern-style pump station located adjacent to the WWTP. The tunnel will be driven from the Defense Mapping shaft to the Macklind shaft. Another shaft is located near the midpoint at the tunnel in River Des Peres Park.The Forest Park intake, located at the upstream end of the tunnel just beyond the Macklind shaft, is a large, tangential vortex intake structure. With a peak flow rate of 170 m3/s (6,000 cfs), it will have a 6.1-m (20-ft) diameter dropshaft to transfer flow into the tunnel.The project includes another three large tangential vortex-flow intake structures with peak flow rates ranging from 28 to 44.5 m3/s (990 to 1,570 cfs). These large intakes are located at points where three large sewers (formerly creeks) enter the River Des Peres. Dropshaft diameters for these intakes range from 3 to 3.7 m (10 to 12 ft) in diameter. The 30 remaining intakes are smaller tangential vortex-style, with dropshafts in the range of 0.8 to 1.7 m (30 to 66 in.) in diameter.Each intake structure drops flow into a deaeration chamber constructed adjacent to the tunnel at tunnel depth. Intake tunnels transfer flow from the deaeration chambers to the main tunnel. Most of the intake tunnels are short. However, two are long. The Glaise Creek tunnel will extend 762 m (2,500 ft) from the main tunnel to the Alaska Park intake, while the Rock Creek tunnel will extend 823 m (2,700 ft) from the main tunnel to the Rock Creek intake. The dewatering pump station, located at the downstream end of the tunnel, will be built inside a large, horseshoe-shaped cavern with two access shafts. Excavation of the cavern and its access shafts will be performed by the tunnel contractor. Build-out of the dewatering pump station will be performed under separate contract."

Jun 1, 2019

By Sadatoshi Ohmori, Karen Shinoda, Nobuharu Isago

Method of tunnel excavation is generally classified such as full-face excavation, bench-cut excavation, diaphragm with center pillar excavation, center drift advancing excavation and so on. These excavation methods should be selected properly in terms of ground condition, the area of tunnel section, the arrangement of construction. Center drift advancing excavation method in mountain tunnel construction, is often applied under quite weak ground condition, prior to the main tunnel widening excavation. Recently, the advancing drift is for the excavation of extreme larger section in main tunnel to confirm the stability of face. In addition, we make advancing deformation occur in drift when the construction was done in poor ground like squeezing and swelling ground, and the force occurred in main tunnel was expected to reduce by the effect of ‘dodging’ for support structure. Mechanical relation between drift and main tunnel has been mainly grasped on past experiences in Japan. However, the characteristic of tunnel enlargement was partially discussed by using the three dimensional analysis and the result was grasped by past experiences on the basis of each tunnel construction. It is considered that the natural ground stress is normally released as the advance displacement, but it was released after the main tunnel widening, causing a displacement and deformation increase. Up to now, the construction practice has shown the reduced displacement during the main tunnel widening excavation by the drift, and the numerical analysis agreed with above observation. However, there is no report found that the displacement and deformation at the time of widening excavation of the main tunnel become larger in case of a drift application. In Kyusyu area, western part of Japan, the northern part of Yoshinomoto tunnel was applied an advancing bench-cutting method for a center drift for the purpose of obtaining the geological information for support selection of the main tunnel in widening excavation. The shape of center drift was a perfect circle with a diameter of 4.0 m or 6.0 m and the same temporary support regardless of the geological situation. As a result, the displacement and deformation of the main tunnel after widening excavation were larger than the section where the center drift was not applied. Furthermore, the displacement and deformation of the main tunnel after its widening excavation was considered larger in the section where the cross-section of the center drift with 4.0 m diameter was applied than one with 6.0 m. Therefore, the center drift with a high rigidity support structure had the effect of suppressing the advancing deformation prior to the main tunnel widening excavation.

Jun 13, 2021

By M Edhammer

In 2007, Atlas Copco introduced an integrated tunnel scanner/profiler. The tunnel scanner, which is integrated into the control system, is mounted on the drill rigs, and replaces the previous variants of non-integrated scanner equipment. The Atlas Copco Tunnel Profiler, which is the name of this system, is currently being used by several contractors and mines on various projects in Scandinavia, Finland and Australia. Atlas Copco Tunnel Profiler can scan a tunnel of 65 m2 in just five minutes and is integrated with the computerised control system for the drill rig. This integration means that the results of scanning are immediately available for analysis on the computer screen both in the drill rig and in Tunnel Manager; a software for tunnel and drift planning.In 2008, a method was introduced for locating the drill rig with a total station navigation (TSN) system, integrated into the control system. TSN systems are used by a number of contractors in Scandinavia and Finland, as well as elsewhere in the world. Using a TSN for navigation is in itself not new, but when this is integrated with the control system it provides the opportunity for individual drill rig operators to use this method, without the direct assistance of a surveyor. TSN gives a very precise indication of the drill rig’s position in relation to the tunnel design. An accuracy of ±1 cm compared with the ±10 cm which is normally obtained with the traditional method using tunnel laser and sight plates on the drill rig’s feeder. The closer a tunnel is blasted to its planned profile, potentially the more is saved in terms of less shotcreting, extra rock bolting and other corrective work. A better quality tunnel is the key to better overall economy and today’s technology makes it possible to achieve that goal in every type of tunnelling and mining project.In addition to total station’s ­navigation and Tunnel Profiler, the concept of ‘high precision tunnelling’ also includes:•Software tunnel planning: Tunnel Manager, Tunnel Manager Pro and Tunnel Manager Measure while drilling.•Measurement While Drilling (MWD)collects the various drilling data and the interpretation of these for the early identification of variations in the rock.•Rig Remote Access (RRA) is a support for wireless or wired communication between drill rig and planning office. The result is being able to send planning data to the drill rig and to simultaneously have the facility for logged files to be sent from the rig to the office. There is an option of an external computer logging in to the drill rig’s control system to view menu screens and settings, and remotely troubleshoot and plan appropriate action.

Mar 21, 2011

By Hosking IA, Mirkov P

Among the solutions currently being considered for improving traffic flow in Sydney are the construction of major road tunnels, principally the Eastern Distributor Tunnels, leading from the end of the Cahill Expressway to Drivers Triangle and South of Taylor Square and the Sydney Harbour Tunnel, which incorporates sections of driven tunnel at the northern and southern sides of the harbour. The Eastern Distributor Tunnels, known as Stages 2 and 3 of the Eastern Distributor Scheme comprise: Stage 2 - A south bound two lane tunnel from north of William Street to Driver's Triangle. The southern end includes two Y junctions (locally 3 to 4 lane widths) with exits into South Dowling Street, Anzac Parade and Moore Park Road. Stage 3 - A north bound, two lane tunnel from Taylor Square to Palmer Street just north of William Street. Further details of the Eastern Distributor Tunnels are given in the paper by Baxter, Chappel and Fishburn (1986) which is included in this conference.

Jan 1, 1987

By Mark Leggett, Kevin Roberts

The need to modernise and increase the safety provision of older road tunnels raises challenges in maintaining the operation of the tunnel during such improvement works. The Mersey Kingsway twin road tunnels located in Liverpool UK, constructed in the late 1960s, have had three new cross passages constructed to allow emergency evacuation from one tunnel to the other tunnel and provide safer access for emergency services. The 3200m long road tunnels are lined with an unusual reinforced concrete steel-faced segmental lining with a paint finish. Construction of the cross passages occurred during night possessions with the tunnels returned to normal operation during the daytime. Constructed through water bearing sandstone and lined with precast concrete segments, the passages required advance ground treatment and support works. This paper presents the historical background to the Mersey Tunnels and describes the procurement strategy, design and construction approach adopted for these important safety improvements.

Jan 1, 2003

By Alireza Ayoubian, Richard Finno

The network of freight tunnels in Chicago consists of about 62 miles of horseshoeshaped tunnels constructed typically less than 50 feet below ground surface. These tunnels serve as repositories of much infrastructure and should remain serviceable. The tunnels are often impacted by adjacent excavations and the question arises as to the existing state of stress in the final liner. This paper discusses construction of these tunnels and presents the results of finite element analyses which were used to obtain ranges for axial forces and bending moments that have developed in the final liner of the freight tunnels since their construction.

Jun 13, 2023

By H Vigil, G. Peach

Long tunnels with only one access shaft pose many program problems for logistics, combine these with the requirement to drive directly out under the seabed for 10.2 km, and the program issues become even more challenging. The Musaimeer outfall tunnel was one such tunnel and to meet and eventually improve on the planned completion date required a complex and extensive management of all tunnel logistics required to support consistent tunneling for a two-year period. This technical paper will discuss the management issues and solutions implemented to meet the challenges of the Outfall tunnel construction.

Dec 1, 2022

By Ken Mathers, Tom Conley, Jim Rozek

The Melbourne City Link Tunnels have been constructed through a BOOT process, the largest undertaking in Australia to date. Tolling commenced on the 1.6 kilometer Domain tunnel in April 2000, and the 3.4 kilometer Burnley tunnel December 2000. The project was delivered by design construct contracting and under ISO 9000. There were a number of major challenges in completing the tunnels, including much higher than expected groundwater infiltration, hydrostatic pressures greater than 6 bar, and unique design and construction applications required to prepare the tunnels for service. This paper covers the end play and final delivery of the tunnels.

Jan 1, 2001

By Jan L. Reichelderfer, Thomas L. Richardson

Completion of the H-3 Highway Tunnel Project was a critical element in opening this award winning project. The exploratory tunnel was completed as a maintenance tunnel and included difficult shafts extending into the main tunnel cross passages. The project also involved a major addition to the traffic operations center including a deep excavation in close proximity to the tunnel portal structures. The projects also included various completions and improvements to the main tunnels, such as paving, drainage, maintenance, and a variety of critical life-safety issues, such as radio systems, telephones, etc. The highway opened in December 1997.

Jan 1, 2001

By E. E. Wahlstrom

The Harold D. Roberts tunnel, in Summit and Park Counties, Colorado, is a concrete-lined pressure tunnel finished to a circular cross section of 10.25 ft diam. The tunnel is 23.3 miles long and is designed to transport water for domestic use by the City and County of Denver from reservoir storage at Dillon to a tributary of the South Platte River at Grant. The tunnel passes beneath the Continental Divide at the crest of the Front Range and intersects rocks of diverse types and origins and geologic structures of extreme complexity. Geologic investigations preceded and were continued during construction and contributed materially to the safe and economical advance of the tunnel headings. Geological data obtained and evaluated during construction include plans and sections on a scale of 1 in. to 50 ft, rock temperatures at 2000-ft intervals, records of progress related to geology, records of ground-water conditions, summaries of the use of steel and timber supports, and summaries of grouting operations. Adverse conditions required use of steel and timber supports for 71.74% of the total length of the tunnel. Most supported sections reached a condition of equilibrium within a few hours to a few months after being excavated, and the concrete lining serves chiefly to provide an additional safety factor and to provide necessary hydraulic characteristics to the tunnel. Efforts to attain a maximum rate of advance of the tunnel headings necessitated use of more steel and timber supports than would have been required in a less accelerated tunneling operation. This report summarizes geologic investigations prior to and during construction of the Harold D. Roberts tunnel in Summit and Park Counties, Colorado (Fig. 1) and analyzes the tunneling operation as it is related to the various kinds of geologic conditions encountered in the tunnel. The tunnel is concrete lined to a circular cross section of 10.25 ft and is designed to transport 788 sec ft from reservoir storage at Dillon 23.3 miles along a dog-leg course passing under the Continental Divide to outlet and control works at Grant, Colo. The primary purpose of the tunnel is to augment the domestic water supply of the City and County of Denver, but plans include provisions for power generation at the outlet portal at a future date. Location of the tunnel was made after extensive preliminary geologic and engineering investigations by the Board of Water Commissioners of the City and County of Denver, and the U.S. Bureau of Reclamation. In 1946 the Board of Water Commissioners started tunnel driving on a limited scale from the east (outlet) portal and by 1955 had completed 9986 ft of tunnel. An urgent need for additional sources of water supply required acceleration of the tunneling operation, and, in 1955, Tipton and Kalmbach Inc. of Denver were assigned the responsibility of reviewing the project and preparing plans and specifications for the tunnel and appurtenant features. Additional geologic studies were made, and the geology of several possible alternate tunnel lines were compared before determining that the tunnel should be driven along the course previously adopted by the Board of Water Commissioners. On July 12, 1956, a contract for construction was awarded to Blue River Constructors Inc., a combine

Jan 1, 1962

By Lei Fu

In the wake of the collapse of the ceiling panels in the I-90 section of the Central Artery/Tunnel (CA/T) Project in 2006, the long term performance of tunnels became the focus of the tunneling industry. At the time of the accident, the tunnel had been open to traffic for about 10 years. This paper will discuss design methods and considerations to improve the long term performance and durability of a tunnel. The major problems found during the inspection of several tunnels will also be presented and the causes for these problems will be discussed.

Jan 1, 2008

By G. Viggiani, J. Bel, H. Wong, N. Losacco, D. Branque

"Within the framework of the European project NeTTUN, the Laboratory of Civil Engineering and Building Sciences of ENTPE in Lyon (France) is in charge of a large experimental campaign to investigate the impact of tunneling on neighbouring piled structures. For this study, an original reduced-scale (around 1:10) physical model of EPBS is used. This ""1g"" laboratory model is able to reproduce the main features of the excavation method. For this new experimental program, the miniature EPBS advances inside a large tank filled with a model soil (dry sand), in which instrumented piles were pre-installed. In this paper, the authors describe briefly the original 3D device and present results concerning the impact of tunneling on a single pile located above the tunnel. Different tunneling face pressure are studied in connection with the practice. Machine parameters, pile solicitations and stress-strain behavior of the soil mass monitored under real time conditions are discussed. INTRODUCTION When tunnels are constructed in urban areas, they often come close to pre-existing structures, such as pile foundations. Perturbations of tunnel construction on these neighbouring structures must be considered during design and construction of the tunnel. Ground movements due to tunnelling may induce bending moments, lateral and vertical loads, settlements and lateral deflections in the piles, which may lead to structural damage or failure of the piles or the supported structure. The interaction between piles and a tunnel in construction is a complex three dimensional problem. To date, several experimental approaches have been carried out to analyse the effects of tunnelling on piled foundations (Bezuijen et al., 1994, Loganathan et al., 2000, Jacobsz et al. 2004, Lee and Basset, 2006, Marshall and Mair, 2011, ). These different studies carried out in the laboratory on 1 g or centrifuged models aim at a better understanding of tunnel - piles interaction and a quantification of the influence of each dominating parameter on the structural responses. Parameters like foundation type (single pile, group of piles) and geometry, relative tunnel – pile position, volume loss induced by tunnelling, ground characteristics, pile loading history were considered. However, most of these experiments were carried out under plane strain conditions by modelling the volume loss due to tunnel excavation by decreasing the tunnel diameter or the radial support pressure. As a result, these models do not adequately account for the variations of settlements both in the longitudinal and the transverse direction, which can induce significant flexional and torsional effects on the structures. These effects are particularly critical and detrimental in the case of historical monuments."

Jan 1, 2016