Ain Shams Engineering Journal (2013) 4, 709–716

Ain Shams University

Ain Shams Engineering Journal

www.elsevier.com/locate/asej
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CIVIL ENGINEERING

Finite element model of Cairo metro tunnel-Line 3

performance
1
S.A. Mazek *, H.A. Almannaei

Civil Engineering Department, Military Technical College, Cairo, Egypt

Received 20 June 2012; revised 14 January 2013; accepted 11 April 2013

Available online 15 May 2013

KEYWORDS Abstract The Greater Cairo metro-Line 3, the major project of underground structure in Cairo
Tunnels; city, Egypt, is currently under constructed. Ground movement is expected during the construction
Surface settlement; with tunneling boring machine as Cairo metro tunnel passes through sand soil.
Numerical modeling and In the present study, finite element model is used to model tunnel system performance based on
analysis; the case study. An elasto-plastic constitutive model is adopted to represent the soil behavior sur-
Displacement; rounding the tunnel. The effects are expressed in terms of surface displacement and soil stress
Design; change caused by tunneling. The subsoil stresses undergo three phases of change. At these phases,
Deformations
the loading steps of the tunnel construction are predicted using the 2-D finite element analysis.
Ground movement and construction influence are obtained by the numerical model. A compar-
ison is made between the computed tunnel performance and the observed behavior. The compari-
son reveals a good agreement between the calculated and the observed values.
 2013 Ain Shams University. Production and hosting by Elsevier B.V.
All rights reserved.

1. Introduction around the world and in Egypt to solve the transportation

Tunneling is an effective solution to overcome high density
population challenges such as transportation and utilities
activities, so it is increasingly used. Tunnels are used for several
purposes such as underground railways, water and power sup-
ply, and sewage [1,2]. Several tunnels have been constructed
* Corresponding author. Tel.: +20 1226391261.
E-mail addresses: samazek@yahoo.com (S.A. Mazek), hsnos@
hotmail.com (H.A. Almannaei).
1
Tel.: +20 1144332266.
Peer review under responsibility of Ain Shams University.
Production and hosting by Elsevier
problems such as the Greater Cairo metro and the El-Azhar
road tunnels [1,3]. These tunnels are considered as major pro-
jects in Cairo city. There are technologies to assist in excava-
tion such as tunneling boring machine (TBM), new Austrian
tunneling method (NATM), immersed-tube tunneling system,
and cut and cover method [4].
It is necessary to investigate the geotechnical problems for
better understanding the performance of the tunnel system.
Many geotechnical problems were encountered during the con-
struction of the Greater Cairo metro, El-Azhar road tunnels,
and the Greater Cairo sewage tunnel [5,6]. Most problems
are related to the damage of surrounding buildings due to sur-
face and subsurface ground subsidence [5,6]. Finite element
method is considered as the most appropriate analytical tech-
nique to solve geotechnical problems [7,8].

2090-4479  2013 Ain Shams University. Production and hosting by Elsevier B.V. All rights reserved.
http://dx.doi.org/10.1016/j.asej.2013.04.002
710
Darabi et al. [9] presented an appropriate model to predict
the behavior of the tunnel in Tehran No. 3 subway line. They
employed empirical methods to determine the variation of ra-
dial displacements along the longitudinal direction of a tunnel.
They also determined the tunnel deformation using numerical
analyses. Elsayed [10] used 2-D finite element analysis to model
two phases of tunneling process. First phase, the excavation
phase, was responsible to determine the pre-lining rock mass
deformations and the reduced in situ stresses. Second phase,
the interaction phase, modeled the compatibility of the rock-
lining system. The deformations and stresses of the rock-lining
system and the final rock mass pressure acting on the lining
were determined. Cavalaro et al. [11] analyzed the influence
of the contact deficiencies between the segmented tunnel lining
during the construction of tunnels and the consequent damage
procedure with TBM. They used the finite element analysis to
simulate the contact deficiencies.
Kivi et al. [12] investigated settlement control of large span
underground station in Tehran metro using 3-D finite element
analysis. They discussed the impact of central beam column
(CBC) on the rigidity of the supporting tunnel system. Liu
et al. [13] discussed the ground movement property caused
by shield tunneling and expanding construction. Ground
movement and construction influence were obtained by
numerical model. Wang et al. [14] used finite element analysis
to predict surface settlement above tunnel in clay till. The influ-
ence of drainage condition on surface settlement was investi-
gated. Wang et al. [15] applied finite element analysis to
investigate the effect of tunneling induced ground movement
on buried pipelines. Modeling of geotechnical properties and
tunneling procedure is a sophisticated numerical problem
[8,16–19].
The Greater Cairo metro tunnel-Line 3 is presented and
discussed in the present study as a case study. Line 3 has been
constructed since 2011. 2-D finite elements analysis (FEA) is
used to understand performance of tunnel system based on a
case study. The 2-D FEA is also adopted to estimate surface
Figure 1 Plan of the Greater Cairo metro (Line 3) (after NAT, 2009).
S.A. Mazek, H.A. Almannaei
settlement and vertical displacement at different locations
and levels around tunnel system. The constitutive model for
this analysis utilizes elasto-plastic materials. A yielding func-
tion of the Mohr–Coulomb type and a plastic potential func-
tion of the Drucker–Prager type are employed. A linear
constitutive model is employed to represent the tunnel liner.
Model boundaries and volume losses (VL) are discussed to
understand the performance of the metro tunnel. The associ-
ated stress changes in soil are studied and presented based
on different loading steps of the tunnel construction. The re-
sults obtained by the 2-D FEA are compared with those ob-
tained by the field measurement to assess the accuracy of the
2-D finite element model. There is a good agreement between
readings obtained by both the FEA and the filed data.
2. Greater Cairo metro-Line 3 (case study)
The Greater Cairo metro-Line 3 passes through a wide range
of soil condition [20]. Line 3 moves underground from Abb-
asia station to Attaba station. Line 3 is 4.3 km long. Fig. 1
shows the plan of the Greater Cairo metro-Line 3 [20]. The
internal diameter of tunnel liner is 8.30 m, as shown in
Fig. 2. Based on the project document prepared by the NAT
[20], the soil profile is analyzed and discussed to use soil prop-
erties at the 2-D finite element model. Line 3 tunnel was exca-
vated under the central region of Cairo city. Line 3 was built
on alluvial deposits through the Nile valley.
3. Soil and metro tunnel interaction
The analyzed project area lies within the alluvial plain, which
covers the major area of the lowland portion of the Nile valley
in Cairo vicinity [20]. Five distinct soil layers are encountered
through the case study [20].
Site investigations along Line 3 alignment indicate that the
soil profile consists of a surficial fill layer ranging from 2 to 4 m
Finite element model of Cairo metro tunnel-Line 3 performance 711

Figure 2 Cross section of the Greater Cairo metro (Line 3) (after NAT, 2009).

in thickness. The fill is followed by upper sand layer. The
upper sand layer is varied from dense to very dense poorly
graded silty sand with a thickness varying from 2.1 m to
6.6 m. Underneath the upper sand layer, the soil is very dense
sand. This sand layer is called middle sand below the upper
sand layer. The thickness of the middle sand layer is varied
from 5.5 m to 10 m. Beneath the middle sand layer, there is
a very stiff silty clay layer with thickness of the layer which
is varied from 1.5 m to 4.4 m. Below the silty clay layer, the soil
layer is sand soil. This sand layer is called lower sand layer.
The lower sand layer is very dense gravely sand. The lower
sand layer is extended down to bedrock. The ground water ta-
ble varies between two meters to four meters from the ground
surface. The main soil parameters required to model the per-
formance of the case study are analyzed by the authors and
presented in Table 1 based on the soil report prepared by the
National Authority for Tunnels (NAT) [20].
Fig. 3 shows the cross section of soil parameters. The tunnel
liner is composed of 50-cm thick segments. The segments joints
are never aligned along the tunnel, and the thickness reduction
is not as local construction as it is simulated in the model,
which is conservative. The computed normal forces and bend-
ing moment values must comply with the strength of the 50-cm
thick reinforced segments and the 30-cm thick joints between
the segments. The tunnel liner is assumed to behave in a linear
manner in the 2-D FEA. The characteristic of the tunnel liner
is tabulated in Table 2.
Effective stress is used in the finite element analysis, as the
metro tunnel is located in the lower sand layer. The variation
of soil modulus (Es) with confining pressure is related to effective
pressure based on Janbu’s empirical equation [21] as presented
in Eq. (1). The different soil parameters (m, n) are selected to
simulate the behavior of different sand soil types [22,23].
 n
r3
Es ¼ mPa ð1Þ
Pa
In which, modulus number (m) and exponent number (n)
are both pure numbers, Pa is the atmospheric pressure ex-
pressed in appropriate units, and r3 is an effective confining
pressure.

Table 1 Geotechnical properties in Central Cairo city-Line 3 (after NAT, 2009).

Layer Fill Upper sand Middle sand Silty clay Lower sand
3
Bulk density cb (t/m ) 1.7 1.9 1.95 1.8 1.95
Drained Poisson’s ratio ms 0.3 0.3 0.3 0.35 0.30
Effective angle of initial friction (/) 27 36 38 29 38
Effective cohesion, C (t/m2) 0 0 0 0 0
Standard penetration (blows/0.3 m) 4–20 28 32 13–15 35
Modulus number (m) 300 400 500 325 400–700
Exponent number (n) 0.74 0.55 0.52 0.6 0.5–0.6
Over consolidation ratio (OCR) 1 – – 1.5 –
Coefficient of lateral earth pressure, K0 1 0.412 0.385 0.8 0.385
712 S.A. Mazek, H.A. Almannaei

Figure 3 Cross section of soil parameters along the Greater Cairo metro-Line 3 tunnel.

4. Finite element model of Line 3

Table 2 Mechanical properties of metro tunnel liner (Line 3)

The finite element computer program (COSMOS/M) is used in
(after NAT, 2009).
the present study [25]. The finite element model (FEM) takes
Type Eb (t/m2) t (cm) Fc (t/m2) c (t/m3) V into account the effects of the vertical overburden pressure,
6
Tunnel liner 2.1 · 10 50 4000 2.5 0.20 the lateral earth pressure, the non-linear properties of the soil,
and the linear properties of the metro tunnel liner. The numer-
ical modeling of the metro tunnel must reflect the characteristic
of the ground continuum and the metro tunnel. In addition,
The construction of the metro tunnel is under the initial the interface between the soil media and the tunnel liner should
in situ stress condition. The excavation of the metro tunnel be idealized in the numerical model.
causes the soil around the excavated tunnel to respond in 2-D plane strain elements are used for modeling the soil
an unloading manner, and unload moduli are appropriate media and 2-D beam elements for modeling the metro tunnel
during this stage. Under the unload-reload condition, the ra- liner. Three-node triangular plane strain elements are adopted
tio of the unload and reload modulus (Eur) to the vertical to simulate behavior of the soil media. The soil, the metro tun-
drained modulus (Ev) is used and considered to be two for nel liner, and the interface medium are simulated using appro-
sand soil [23,24]. A shear modulus (Gvh) is used in the finite priate finite elements. The 2-D beam element and the
element analysis. The ratio of the shear modulus to the verti- triangular plane strain element interface is used between the
cal modulus Gvh/Ev is about 0.35 in initial loading condition soil media and the tunnel liner to ensure the compatibility con-
for sand. In unloading condition, the Gvh/Ev ratio is about ditions at the interface between them as well as the associated
0.25 for sand. stress and strains along the interface surface.
Finite element model of Cairo metro tunnel-Line 3 performance
The horizontal plane at the bottom of the mesh represented
a rigid bedrock layer, and the movement at this plane is re-
strained in all directions. The vertical boundaries of the 2-D fi-
nite element model are restrained by roller supports to prevent
a movement normal to the boundaries. The movement at the
upper horizontal plane is free to simulate a free ground sur-
face. The 2-D finite element mesh is shown in Fig. 4.
The finite element analysis is carried out to simulate the
construction of Line 3. The stress changes in surrounding soil
due to tunneling are investigated to study the detailed soil
behavior around the metro tunnel. The stresses in the subsoil
have undergone three phases of change. At these phases, the
loading steps of the metro tunnel construction are simulated
using the 2-D finite element analysis.
First, the initial principal stresses are computed with the ab-
sence of the metro tunnel. Second, the excavation of the metro
tunnel is modeled by means of the finite element method. The
excavation is simulated by the removal of those elements inside
the boundary of the metro tunnel surface to be exposed by the
excavation. The excavated tunnel boundary is free to move un-
til the soil comes into contact with the metro tunnel liner
resulting from volume loss. The volume loss is considered in
this study. Third, the calculated changes in stresses are then
added to the initial principal stresses computed from the first
phase to determine the final principal stresses resulting from
the metro tunnel construction. Fig. 5 shows final vertical stress
around the metro tunnel system.
The initial in situ stresses before tunneling are calculated and
plotted in Fig. 6 at the right-hand side. The vertical stress
change after tunneling is calculated and shown in Fig. 6 at the
left-hand side. The results show that as the soil depth beneath
the invert of the metro tunnel exceeds three times the tunnel
diameter, there is no change in the soil stress due to tunneling
process, as shown in Fig. 6. Based on the proposed 2-D FEM,
the calculated vertical stress change in soil due to tunnel con-
struction at 54 m below ground surface level is equal to zero va-
lue. At 54 m below the ground surface level, there is no soil
displacement occurred due to tunneling. The results also reveal
that the soil above the crown of the metro tunnel settles down-
ward as the final vertical stress moves downward. The soil under
the invert of the metro tunnel excavation heaves as the final
vertical stress moves upward.
5. Geometric model boundaries
A parametric study is conducted to choose the suitable geo-
metric boundaries of the 2-D numerical model. The 2-D
Figure 4 2-D finite element model of the Greater Cairo metro-
Line 3.
713
numerical model should reflect the behavior of the metro tun-
nel in the field. The 2-D finite element mesh models soil block
width and depth in x and y directions, respectively, as shown in
Fig. 4. The soil media are modeled and simulated using an
elasto-plastic constitutive model. A yielding function of the
Mohr–Coulomb types and a plastic function of the Drucker–
Prager type are adopted in this study [26]. At the plain strain
condition for soil media, the Drucker–Prager model can be
used to simulate the soil behavior at the 2-D FEA [26].
The element size is chosen to be three meters along the out-
er boundary of the soil block. The element size is chosen to be
one meter along the boundary of the tunnel liner. The diameter
of metro tunnel is 9.15 m. Numerical analysis is adopted for
the metro tunnel located at 23 m depth from the ground sur-
face, as shown in Fig. 1. The volume loss (VL) is the ratio of
the difference between excavated soil volume and tunnel vol-
ume over excavated soil volume. In this section, the parametric
study assumes volume loss to be 3%. In the present study, vol-
ume loss is studied and varied from 1.5% to 4.5% as discussed
later in Section 6.
The suitable geometric boundaries (model width and model
height) are studied to reflect performance of tunnel system.
Based on soil stress change along geometric model boundaries,
the parametric study is conducted to determine the suitable
dimensions beyond which no changes in soil stress and vertical
displacement are occurred. In this study, the model width is
varied from 40 m to 120 m.
The calculated surface settlements of the metro tunnel
against different model widths are shown in Fig. 7. The calcu-
lated crown settlement of the metro tunnel-Line 3 versus dif-
ferent model widths is also presented in Fig. 8. The
calculated invert heave of the metro tunnel against different
model widths is again presented in Fig. 9. Based on the finite
element analysis, the 100-m model width is chosen for the rest
of 2-D analysis to reflect the performance of the metro tunnel
system beyond which no change in vertical displacement and
soil stress is occurred.
6. Volume loss impact
The suitable volume loss is studied to reflect the performance
of the metro tunnel system-Line 3. The 100-m model width
and 54-m model height are studied using the 2-D FEA based
on different volume losses. The volume loss (VL) is ranged
from (1.5% to 4.5%) [1]. In the presented study, the VL is var-
ied from 1.5% to 4.5%.
Surface settlement due to construction of the metro tunnel
is calculated by the 2-D FEM. The calculated surface settle-
ment against different volume losses is shown in Fig. 10. The
results show that the increase in the volume loss leads to in-
crease the surface settlements due to tunneling. The volume
loss of 3% is chosen to practically reflect the performance of
the metro tunnel system-Line 3.
7. The Greater Cairo metro tunnel-Line 3 performance
Based on the previous study, the 2-D non-linear finite element
analysis is used to predict performance of the Greater Cairo
metro tunnel-Line 3 to assess the accuracy of the numerical
model (Line 3). The numerical results are compared with the
recorded field measurement. The comparison is presented
714
Figure 5 Calculated vertical stress around the metro tunnel system.
Figure 6 Calculated vertical stress change before and after
tunneling (The Greater Cairo metro tunnel-Line 3), Notes. point
(1) shows that the calculated vertical stress change in soil due to
tunnel construction at 54 m below ground surface level is equal to
zero value.
Figure 7 Calculated surface settlement against different model
widths due to tunneling.
between the calculated results and the measured values at the
ground surface in case of 3% volume loss. The comparison be-
tween the calculated results using the 2-D FEA and the mea-
S.A. Mazek, H.A. Almannaei
Figure 8 Calculated crown settlement of metro tunnel against
different model widths due to tunneling.
Figure 9 Calculated invert heaves of metro tunnel against
different model widths due to tunneling.
sured values results is presented in Fig. 11. The study shows
that the results calculated by the 2-D FEA have a good agree-
ment with those obtained by the field measurements. However,
this comparison is used to assess the accuracy of the proposed
2-D finite element model.
The calculated surface settlement along centerline of Line 3
is shown in Fig. 12 at different levels. The crown settlement of
the metro tunnel is calculated and presented in Fig. 12. The in-
vert heave of the metro tunnel is calculated and shown in
Fig. 12. The results show that the soil above the crown of
Finite element model of Cairo metro tunnel-Line 3 performance
Figure 10 Calculated surface settlement along C.L of metro
tunnel based on different volume losses.
Figure 11 Comparison between measured and calculated settle-
ment of the Grater Cairo metro tunnel-Line 3.
Figure 12 Calculated vertical displacement at different levels
along centerline of the metro tunnel-Line 3.
metro tunnel moves down due to the soil stress change. The
soil stress change above the crown tunnel pushes soil to move
downward. The soil under the invert of the metro tunnel
heaves due to the soil stress change around tunnel excavation.
The soil stress change beneath the tunnel invert pushes soil to
move upward.
715
8. Conclusions
A 2-D finite element analysis is used to understand the perfor-
mance of the metro tunnel system-Line 3. The analysis takes
into account the change in stress, the non-linear behavior of
the soil, and the construction progress. The following conclu-
sions can be drawn regarding the performance of the metro
tunnel under the effects of different factors.
1. A 2-D numerical model is applicable to analyze and predict
the detailed performance of the metro tunnel system-Line 3.
2. The results calculated by the proposed 2-D finite element
model have a good agreement with the field data. The pre-
dicted surface settlements are underestimated by up 10%
for Line 3 with respect to the field measurement.
3. The minimum width of the 2-D numerical model is set to be
ten times the metro tunnel diameter.
4. Ground loss is an important parameter effect on the perfor-
mance of the metro tunnel system.
Acknowledgement
The authors acknowledge the National Authority for Tunnels
(NAT) and the Egyptian Tunneling Society for the technical
support.
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S.A. Mazek, H.A. Almannaei
Dr. Sherif Abdel Aziz Mazek is an Associate
Prof. of Civil Engineering Department, Mili-
tary Technical College, Cairo, Egypt. He was
born on October 7, 1968. He completed B.Sc.
in Civil Engineering on July 1991. His Accu-
mulated Evaluation was Excellent with Honor
and final year evaluation was also Excellent.
After graduation, he was worked as an
Assistance Lecturer (1991–1998). He got a
Egyptian scholarship from Faculty of Engi-
neering, Carleton University, Ottawa, Canada
(1999–2003) for Ph.D. Degree in Civil Engineering. His Affiliation was
a faculty member at Military Technical College (2003–2010). He
completed his M. Sc. on April 1997 (1993–1997). His M.Sc. Thesis
Title was ‘‘Underpinning of tunnel and underground structure.’’ He
got Faculty Graduation of M. Sc. in Military Technical College, Cairo,
Egypt. He got Ph. D. on March 2003 (1999–2003). His Ph.D. Thesis
Title was ‘‘Soil structure interaction modeling and analysis of tunnel
structures.’’ And he got Faculty Graduation of Ph. D. in Faculty of
Engineering, Carleton University, Ottawa, Canada. He joined as a
Consultant Engineer on June 2007. He also finished a course, ‘‘Certi-
fication at Time Management,’’ from American University, Cairo. He
teaches the following courses: (1) Reinforced Concrete, (2) Foundation
Analysis and Design, (3) Tunnel and underground structure Engi-
neering, (4) Finite element analysis, (5) Theory of structure. He
supervised nine theses (two Ph.D. Theses and seven M.Sc. Theses). His
scientific activities are as follows: (1) Member at Egyptian Society of
Tunnels-Cairo-Egypt (Scientific Society), (2) Member at Intentional
Society of Tunnels (Scientific Society), (3) Members at Egyptian
Geotechnical Society (EGS), (4) Members at International Society of
Soil Mechanics and Geotechnical Engineering (ISSMGE). He pub-
lished 35 papers.
Eng. Hassan Abdul Wahab Almannai is a civil
engineer at engineering department in Bahrain
and at Ismail Khonji Associates (Consultant
Engineers). He was born on December 26,
1984. He completed B.Sc. in Civil Engineering
in July 2007 from Military Technical College,
Cairo, Egypt. His accumulated evaluation was
good and final year evaluation was also good.
He completed his M.Sc. in civil engineering in
September 2012 (2010– 2012). He also got
M.Sc. from Military Technical College, Cairo,
Egypt. His M.Sc. Thesis Title was ‘‘Modeling and analysis of under-
ground reinforced concrete structure.