SUBMERGED FLOATING TUNNEL

A
Seminar
Report on
“SUBMERGED FLOATING TUNNEL”
By
SHIRKE TUSHAR ABHAY (T150350065)

Under The
Guidence of
Prof.
R.R.Khartode.

DEPARTMENT OF CIVIL ENGINEERING

VIDYAPRATISHTHAN’S
KAMALNAYAN BAJAJ INSTITUTE OF ENGINEERING AND
TECHNOLOGY VIDYANAGARI, BARAMATI.
2018-2019

VPKBIET, BARAMATI Page 1

 SUBMERGED FLOATING
TUNNEL

Vidya Pratishthan's
Kamalnayan Bajaj Institute of Engineering andTechnology,
Baramati.
(Vidyanagari, Bhigwan Road, Baramati, Dist. Pune (Maharashtra) - 413 133, India.)

DEPARTMENT OF CIVIL ENGINEERING

CERTIFICATE

This is to certify that, the Seminar Report entitled “SUBMERGED FLOATING TUNNEL”
submitted by Shirke Tushar Abhay.(T150350065)Savitribai Phule Pune University, Pune
for the partial fulfillment of the requirements for the Bachelor’s degree with specialization
in Civil Engineering is a record of bonafide work carried out by him under my supervision
and guidance. Further it is certified that, the work done by him is original and carried out
under my guidance as prescribed in the syllabus of Savitribai Phule Pune University, Pune
during the academic year 2018-2019.

Dr. R.J.PATIL Mr.R.R.Khartode Dr. R. S.Bichkar

HOD, Assistant Professor, Principal,
Department of Civil
Civil Engineering VPKBIET, Baramati
Engineering

EXTERNAL
INTERNALEXAMINER
EXAMINER

VPKBIET, BARAMATI Page

 ACKNOWLEDGEMENT

It is my proud my privilege and duty to acknowledge the kind of people and

guidance received from several peoples in preparation of this report. It would not have
been possible to prepare this report in this form without their valuable help, corporation
and guidance first and foremost, I wish to record my sincere gratitude to management of
this college and to our beloved Principal Dr. R. S. Bichkar, Principal, Vidya Pratishthan’s
Kamalnayan Bajaj Institute of Engineering & Technology, Baramati for his constant
support and encouragement in preparation of this report and for making available library
and laboratory facilities needed to complete this report. My sincere thanks to Dr. R. J.
Patil, Head of the Department of Civil Engineering, Vidya Pratishthan’s Kamalnayan
Bajaj Institute of Engineering &Technology Baramati, for his valuable suggestions and
guidance through the period of this report.

I express my sincere gratitude to our guide Mr. R. R .Khartode for guiding us in

investigation for this seminar. The research on our seminar topic “Submerged Floating
Tunnel” was very helpful to me. Their contribution and support in preparing this report
are greatly acknowledged.
 SUBMERGED FLOATING
TUNNEL

ABSTRACT

Several crossings with a variety of different conditions under which a Submerged

Floating Tunnel, SFT or Archimedes Bridge, may be used. However, swell, vortex
shedding and slowly varying internal waves due to layers of different salinity
presented a hazard of significant dynamic oscillations. In addition to the challenge of
these various conditions some common accidental situations have to be solved f or
all applications including f ire, sinking ships, falling anchors as well as sudden
massive water ingress into the tube. Combining with the characteristics of
submerged floating tunnel (SFT) and surrounding environment, it is of great
theoretical and practical significance to develop research in the areas of potential
risk and impact factors, risk index system, risk level of SFT. Risk management work
flow of SFT was given. Then we focused on discussing the potential risks of SFT in
investment, design, and environmental condition during planning and feasibility
stud y stage.

Some measures and suggestions in risk control strategy were given. Based on the
design technology of immersed tunnel, bridge and tunnel engineering, combining the
current relevant design codes segment is presented according to safety, applicability,
economy, Fine appearance and environmental protection. the selection of tube cross
section type, structural analysis, design load, waterproofing and resistant
corrosion, tube joint design and tunnel ventilation of submerged floating tunnel
etc. Are described and explored by comprehensively considering the design load,
flow resistance performance, durability and other factors of submerged floating
tunnel.

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 INDEX

CHAPTER PAGE
TITLE
NO. NO.
1 INTRODUCTION 7
1.1 HISTORY 7
1.2 GENERAL 7
1.3 REASONS FOR CHOOSING FLOATING TUNNEL 8
2 LITERATURE REVIEW 9
2.1 GENERAL 9
2.2 REVIEW OF PREVIOUS PAPERS 9
2.2.1 BERNT JACOBSON 9
2.2.2 RAVI CHOPRA 9
2.2.3 CHRISTIAN INGERSLEV 9
3 SUBMERGED FLOATING TUNNEL 10
3.1 BASIC PRICIPAL 10
3.2 CONSTRUCTION 10
3.3 DESIGN PRICIPALS AND PROCESS OF SFT TUBE 11
4 STRUCTURAL COMPONENTS OF SFT 12
4.1 TUBE 12
4.2 ANCHORING 12
4.2.1 SFT WITH PONTOONS 12
4.2.2 SFT SUPPORTED ON COLUMNS 13
4.2.3 SFT WITH TETHERS TO THE BOTTOM 13
4.2.4 SFT UNANCHORED 14
5 DYNAMIC EFFECTS AND THEIR CHALLENGES 15
5.1 WAVE LOAD 15
5.2 CURRENT LOAD 17
5.3 ARTIFICIAL DAMPING 18
6 COMPETITIVE FEATURES OF SFT 20
6.1 INVISIBLE 20
6.2 LENGTH ONLY FROM SHORE TO SHORE 20
6.3 VERY LOW GRADIENT 20
6.4 ACCESS TO UNDERGROUND SEVICE PARKING SPACE 21
AT ENDS
6.5 MAY SURFACE JUST ABOVE SHORE LINE 21
6.6 CONSTRUCTED AWAY FROM DENSLY POPULATED 21
AREAS
6.7 EASY REMOVAL AT END OF LIFE 22
6.8 ME POSSIBILITIES OF REUSE OR RECYCLING SFT 22
7 CONCLUSION 23
8 REFERENCES 24
 FIGURE INDEX

FIGURE NO TITLE PAGE NO

3.1 CONSTRUCTION VIEW 11

4.1 SFT WITH PONTOONS 13
4.2 SFT SUPPORTED ON COLUMN 13
4.3 SFT WITH TETHERS TO THE BOTTOM 14
4.4 SFT UNANCHORED 14
5.1 CROSSING SITE AT INLET OF AN 16
EXPOSED FJORD
5.2 WAVE FORCE AS A FUNCTION OF 18
WAVE PERIOD AND DEPTH
6.1 SFT CROSSING OF LAKES 20

6.2 PARKING AND SERVICE AREAS 21

 CHAPTER 1
INTRODUCTION

1.1 HISTORY
The first underwater tunnel was built over four thousand years ago, but
floating tunnels are much more recent. Certainly an engineer and builder of railways,
S. Préault, proposed but did not build an SFT across the Bosphorus in 1860, an
elegant underwater railway viaduct with spans of about 150 m founded on piers,
located some 20 m below the surf ace. Per Hall proposed a deeper SFT f or the
Bosphorus in 1976, but by 1977 his proposal had become a buried immersed tunnel
for environmental reasons (fish habitat). An immersed tunnel is now in place beneath
the Bosphorus awaiting the last of the TBMs to reach it. Going back now to 1882,
Edward Reed proposed a submerged railway tunnel across the English Channel
supported on caissons, but Parliament in England rejected it for fear of invasion. It
was patented and since then, many other patents have been taken out f or SFT,
including some in the UK, USA, Norway, Sweden and Italy. Once the first immersed
tunnel had been successfully built in 1893, the way was open also f or constructing
SFT – initially at least those that would be pier supported. Since 1923, the potential of
an SFT has been recognized in Norway as a way to create a practical coastal highway
across fjords that would otherwise be too deep even f or bored tunnels to make
sense; some of the existing bored tunnel connections even with 10% grades are very,
very long. This need for shorter shallower tunnels for a number of fjord crossings
has led to detailed investigations and field tests that still continue today. The most well-
known crossing evaluated in some detail in Norway is for Hogs fjord but the SFT was a
band on EDF or local political reasons. Private investors have examined a number of
other locations. Another serious contender is the Sula- Hareld crossing. The first of a
series of Strait Crossing Symposia in Norway began in 1986 (the fifth was in 2009) in
which SFT have played an increasingly greater part.

1.2 GENERAL
Tunnels in water are by no means new in civil engineering. Since about 1900,
more than 100 immersed tunnels have been constructed. Bridges are the most
common structures used f or 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 f
or 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 f or 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 surf ace. 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.

1.3 REASON FOR CHOOSING FLOATINGTUNNEL

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. 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 below8km
From sea surface is nearly about 500 times than atmospheric pressure so one
cannot survive in such a high pressure zone. So the immersed tunnels also cannot be
used. Therefore, floating tunnel is finalized 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.
 CHAPTER 2
LITERATURE REVIEW

2.1 GENERAL

In the previous chapter the brief information about Submerged Floating Tunnel is
summarized in this chapter the studies and practice about many researches are
reviewed also research gaps in these studies are summarized which are leads to decide
methodology of the dissertation work.

2.2 REVIEW OF PREVIOUS STUDIES:

There is little available published data on Submerged Floating Tunnel. Some of

the previous studies or Literature data is presented as below:

2.2.1 Bernt Jakobsen (2010)

Design of Submerged Floating Tunnel operating under various conditions. It
includes Accidental Scenarios, Methodologies of construction, Artificial Damping,
Dynamic Effects and their challenges and Design Issues.

2.2.2 Christian Ingerslev (2010)

The similarities and differences between immersed tunnels and Submerged Floating
Tunnels (SFT), also known as Archimedes Bridge, are explored. It follows the
development of SFT through ITA Working Group 11 “Immersed and Floating
Tunnels” that has resulted in proposed designs for tunnels in Europe and where SFT
might be used world-wide.

2.2.3 Ravi Chopra (2018)

This paper presents analysis on submerged floating tunnel (SFT) with working loads
considered on the tunnel are current and wave loads. The tunnel structure is assumed
of steel tube with 150 m length and 5 m of diameter. Several crossings with a variety
of different conditions under which a Submerged Floating Tunnel, SFT or
Archimedes Bridge, may be used.
 CHAPTER 3
SUBMERGED FLOATING TUNNEL

3.1 BASIC PRICIPAL:

SFT is a buoyant structure which moves in water. The relation between buoyancy
and self-weight is very important, since it controls the static behavior of the tunnel
and to some extent, 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 surf ace. Here SFT is mainly
30 meters below the water surf ace.

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.

3.2 CONSTRUCTION:
The concept of submerged floating tunnels is based on well- known technology
applied to floating bridges and off shore 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

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anchored to the ground or to the water surf ace to keep it in place (which of these
depends on which side of the equilibrium point the tunnel is).

Fig 3.1: Construction view.

3.3 DESIGN PRINCIPLE AND PROCESS OF SFTTUBE:

SFT tube provides space for traffic and buoyancy for carrying different dead
and live loads. The design of SFT tube relates to oneself safety and applicability.
The design load, buoyancy to weight ratio, f low resistance performance, durable
performance and other factors are considered comprehensively during the tube
design process. By alternatives comparison from technique, economy and
environmental protection, the optimal plan should extremely utilize the space to satisfy
the traffic headroom and meet the demand of ventilation and escape according to the
requirements of safety applicability, reliable quality, economical rationality and
advanced technology.

The principles of tube design are as follows:

• The buoyancy to weight ratio is less than 1.0, related researches show that the
ratio should be between 0.5and 0.8.
• Tube should meet the demand of strength, stiffness and stability during
construction and operation stages.
• The variation of surf ace curvature should be gentle to resist the hydrodynamic.
Meet the standard f or classification of seismic protection of buildings.
 CHAPTER 4
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
4.1 TUBE:
It should accommodate the traffic lanes and the equipment. 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 kilometer.

4.2 ANCHORING:
There are basically four types of anchoring:
• SFT with pontoons
• SFT supported on columns
• SFT with tethers to the bottom
• SFT unanchored

4.2.1 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.
 Fig 4.1: SFT with Pontoons
:
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.

Fig 4.2 SFT supported on columns

4.2.3 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.
 SUBMERGED FLOATING
TUNNEL

Fig. 4.3 SFT with tethers to the bottom

4.2.4 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 f or light traffic should be
designed, possibly a 100 or 200 meter long.

Fig. 4.4 SFT unanchored

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14
 SUBMERGED FLOATING
TUNNEL

CHAPTER 5
DYNAMIC EFFECTS AND THEIR CHALLENGES

5.1 WAVELOADS
Waves in a fiord basin may have different origins. Firstly, the wind induced waves
generated in the basin itself will depend on several factors, for instance the fetch length. In
Norwegian fiords significant wave heights of a 100 year storm would typically be in the
range of Hs = 1.5-2.5 m with spectral peak periods of Tp= 4-6seconds.
If the crossing is located not too far from the inlet of the fiord and the fiord is not well
protected from the storm waves coming from the open sea by islands and alike, large, long-
periodic waves can hit the structure. In a case on the north-west coast of Norway between
Hareid and Sulasundet, see Fig. 4, waves with significant wave heights of Hs =
5.7 m with a spectral peak period of Tp= 15.5 s were analytically estimated at the crossing
site for a 100 year storm situation out in the nearby North Sea of H s= 15.0 m and Tp =
15.8s.
It is not so much the difference in wave heights that causes higher wave loads on
the structure from the sea waves, but more the difference in wave periods. Fig. 5 illustrates
the effect of different wave periods on the wave force as a function of the depth at which
the tube is located. The effect of the “fiord-waves” can effectively be reduced by locating
the crossing on a larger depth. As seen, to achieve the same effect for the sea waves the
crossing must be located at very large depths. This is even more so if very long-periodic
swell waves, say with periods of some 20-30 seconds can penetrate in to the site. In the
Hareid-Sula-crossing the tube had to be located at a water depth of 80 m to reduce the
wave forces to manageable forces.
It is not likely that swell waves have amplitudes higher than some few decimeters
in a fiord, so the wave loading as such would be very moderate. However, since the SFT
system is generally very flexible it consequently also has very high dynamic Eigen
periods. One thus has to be aware that detrimental resonance for such long-periodic waves

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should be avoided.
Non-linear effects in the waves create small unbalanced wave drift forces of which the so-
called difference frequency loads will be long-periodic and may also cause resonances for
the lower Eigen modes.
Another source for such possible long-periodic resonances are the so-called
internal waves. These are effects that generate from potential layering of water with
different densities due to salinity variations. In fiords with significant supply of fresh
water, a lighter layer of breakwater can exist on top of a denser layer of sea water with
higher salinity. The most important effect of this layering is the free internal waves which
can give rise to wave forces on an object in the vicinity of a boundary between two layers.
It has been estimated that such waves can occur at periods higher than 40 seconds. These
phenomena were subject to serious investigations during the Høgs fjord- project, but it
was never confirmed that they occurred in reality. However, until it has been verified that
they are not real phenomena and since they can cause dangerous resonance, ,they have to
be taken seriously and be designed for.

(a)Map of the area with the North Sea tothenorth-west (b) Detail of the sound with estimated waveheights
Crossing at Highway no. 61

Fig 5.1: Crossing Site At Inlet Of An Exposed Fjord

5.2 CURRENTLOADS:

A maximum current speed at the surface of a Norwegian fiord is typically up to1.5

m/s. It can vary very much across the fiord, so both symmetrical as well as ant metrical
current profiles have to be considered in the design. On the tube the current gives rise to
a constant in-line force which is proportional to the square of the current velocity. For a
horizontal arch-shaped tube the symmetrical current profile is very well resisted by the
axial forces in the arch, and the capacity of the arch is largely governed by its buckling
capacity. An ant metrical current profile will not create significant axial forces in the
arch, and the current forces have to be resisted by the bending moment capacity of the
tube unless some supporting tendon systems or similar are introduced.
The current speed may also have some slowly varying velocity components, which
should be kept in mind when evaluating the potential for resonance phenomena induced
by slowly varying forces.
Current will give rise to vortex shedding when passing an obstacle. When passing
a cylinder the vortex shedding occurs at a frequency that is proportional to the current
velocity. When this frequency approaches the natural frequencies of the cylinder Vortex
Induced Vibrations (VIV) occur. For a circular cylinder in-line vibrations typically start
at a reduced velocity of Ur = 1-2 (Ur = Uc/(fn·D) where UC is the current speed, fn the
natural frequency of the tube and D is its diameter) and cross-flow oscillations at a
reduced velocity of typically 3-4. These oscillations are self-limiting in the sense that
the in-line oscillations stabilize at amplitude of some 0.15D while the cross-flow
oscillations stabilize at amplitudes up to about 1.3D. It is interesting to note that
simultaneous wave loading tend to reduce the amplitudes of vortex induced motions.
These phenomena are closer discussed in a paper by Professor T. Søreide at this
symposium.
For the tube such cross-flow oscillations should be avoided. With an outer
diameter of a tube of some 16 m and a maximum current velocity of 1.5 m/s the
fundamental period of the vertical vibration modes should then be lower than about 30
seconds. In-line vibrations are relatively small and present mostly a fatigue issue.
For the tethers and tendon stiffening systems, however, it may be difficult to avoid
cross-flow vibrations. Say the diameter of these members is 1m, and then their
fundamental period has to be lower than 3-4 seconds to avoid cross- flow vibrations
when assuming that the governing current velocity is reduced to 1m/s at the relevant
water depth.

Fig. 5.2: Wave Force As A Function Of Wave Period And Depth

5.3 ARTIFICIAL DAMPING

As discussed above, there are many various sources of slowly varying environmental
forces of low magnitude. As such, they would normally not do any harm to the SFT
and its components if it had not been for the danger of resonance with major vibration
modes of the tunnel tube.
One safe way of dealing with this challenge is to design the tube and its supports such
that the lower fundamental Eigen periods are safely below the periods of these forces.
In the more recent studies in Norway the first Eigen-period has thus been kept below 5-
6 seconds to also limit the dynamic effects of the larger first order wave forces. This
however may have a big cost penalty since it generally would require a relatively large
number of anchoring points, either through tethers or as pontoons. For recent
Norwegian case studies with two-lane traffic and an outer diameter of the tube of some
12 m this has called for anchoring points every 250m.
If it had been possible to design reliable artificial damping systems that could limit the
resonance phenomena to tolerable levels, the number of such anchoring points and then
also the cost could probably be significantly reduced. For the 4200 m long and 450 m
deep Hareid-Sula crossing the cost associated with the tethers and their foundation was
estimated to approximately 30% of the total cost. There are thus significant saving
potentials by reducing the number of anchoring points.
Such damping systems could be in the form of tuned mechanical dampers; i.e. internal
mechanical systems that have Eigen periods tuned to the frequencies that should be
damped out. The space below the roadway could be utilized for this matter. Also,
heavy concrete blocks hanging in e.g. chains underneath the tunnel might have the
same effect. This latter system could furthermore increase the hydrodynamic damping.
Another possibility is, still under the roadway, to install water basins on each side of
the cross-section and connect these basins with a tube. Water flow from one basin to the
other induced by the motions of the tube could then create viscous damping.
To our knowledge the challenge with these tuned damper systems is that they have not
yet been designed for periods above some 20 seconds. Due to the long periodic
movements in question and the limitations on the acceptable amplitudes imposed by the
psychological reactions of the passing drivers the accelerations that would activate these
systems are very low.
In Norway up till now, there has not been made any development work on this issue,
and it may be a challenge for the international community interested in SFT’s to
develop such systems.
 SUBMERGED FLOATING
TUNNEL

CHAPETER 6
COMPETITIVE FEATURES OF SFT

6.1 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 f or the
future, the crossing of such areas and lakes with SFT may make this possible. An
illustration of this may be seen in Fig.6.1

6.2 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
f or any desired distance.

Fig. 6.1.SFT Crossing of Lakes

6.3 VERY LOWGRADIENT

Crossings with undersea tunnels or bridges will f frequently mean longer
structures with consequently higher costs and this may offset the higher cost per
meter f or an alternative SFT. An SFT crossing may have a very gentle gradient or being
nearly horizontal giving considerable savings in energy used by traffic.

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6.4 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 access to the surf
ace by lifts directly into cities or recreational areas as shown in Fig. 6.2. These
possibilities may be one of big advantages in future, in fact for all types of tunnels.

Fig.6.2. Parking and service areas

6.5 MAY SURFACE JUST ABOVE SHORELINE

As an SFT may be positioned at any depth below the surf ace arrangements
may be made that the SFT surf aces at or very near the shoreline. This may be an
advantage f or connections to new or existing road systems and gives the planners
freedom to locate connections in a very flexible way.

6.6 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 f 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.

6.7 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 f or 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 f future, f or 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 f or instance placing bulkheads in the original elements and
then separating the SFT in suitable lengths to be perhaps towed to different locations f or
reuse or destruction.

6.8 SOME POSSIBILITIES OF REUSE OR RECYCLING SFT

Sections of a tunnel may be used f or many purposes, depending on its size and condition.
One obvious possibility is f or 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.
 SUBMERGED FLOATING
TUNNEL

CHAPTER 7
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 f or 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 f or 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 f ix link, replacing
present day ferries and providing local communities with new opportunities f or
improved communication and regional development.

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 CHAPTER 8
REFERENCES
1. Christian Ingerslev “Immersed and f loating tunnels” Science Direct VOL. 4 ,2010
PP:51- 59.

2. Keqian Z hanga, Yiqiang Xianga,*, Yinguang Dub “Research on tubular

segmentdesign of submerged f loating tunnel” Science Direct VOL. 4,2010
.PP:195-205.

3. Yiqiang Xiang*, Chengxi Liu, Keqian Z hang, Qiangqiang “Risk analysisand

management of submerged f loating tunnel and its applications” Science
Direct VOL. 4,2010,PP:107-116.

4. Bernt Jakobsen “Design of the Submerged Floating Tunnel operating under

various conditions” Science Direct VOL. 4 2010 ,PP:71-79.

5. Ravi Chopra, “Review Paper on Submerged Floating Tunnels”,ISSN 2394 – 3386

Volume 5, Issue 4 April 2018