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Construction of the Turin Metro
Line 1 Extension Marconi-Lingotto
Copenhagen, 18 June 2013
Giorgio Fantauzzi
Project Leader Tecnimont (Maire Tecnimont Group)
Danish Society for Tunnel
and Underground Works
Infratrasporti.To S.r.l. is a company owned
exclusively by the City of Turin.The purpose
of the company is:
 to own and manage existing
infrastructure
 to plan and construct new infrastructure,
including railways for passenger and
freight transportation (both public and
private)
Infratrasporti.To S.r.l. owns Line 1 of the
Turin Automatic Underground (13.2 km) and
the N. 4 Tramway line (18 km).
The civil works design was governed by the
VAL (Automated Light Vehicle) system
characteristics. The train is 2.08 m wide, 52
m long and its maximum passenger capacity
is 440 people (6 pass./m2).
Base on width of train, a single 6.8 meters
diameter circular tunnel contains the double
track line has been chosen.The tunnel was
bored by TBM.
LINE 1 EXTENSION METROTORINO
GENERAL DESCRIPTION
Advantages of rubber wheels:
 Increased maximum slope (Easier track insertion in the city)
 Better acceleration/deceleration (Increased frequency of runs)
 Low vibrations and reduced noise (Better comfort)
Advantages of VAL system:
 Metro stations with reduced size
 Smaller tunnel section compared to traditional metro
LINE 1 EXTENSION METROTORINO
VAL SYSTEM
Traditional metro
station (RRT metro)
150 m x 21m
VAL typical station
(LRT metro)
54 m x16,4 m
RRT – Rapid Rail Transit
LRT – Light Rail Transit
V0
P.R. P.R.
ASSE
V1
V2
ASSE
4
Roma B1 – NATM
excavation double way
(equivalent ø 11 m)
Torino –TBM bored
tunnel double way
(ø 7.78 m)
Copenhagen – TBM bored
tunnel single way
(ø 5.78 m)
Linea Diametro Canna
Superficie
sezione (mq)
Volume per
KM (mc)
Confronto
(mc)
Linea 1 Torin 7,78 1 47,51 47.514,79 0
Linea B1 Roma 11 1 94,99 94.985,00 47.470,21
Linea 2 Copenhagen 5,78 2 52,45 52.451,19 4.936,39
LINE 1 EXTENSION METROTORINO
VAL SYSTEM
5
Tunnel 3.000 m tunnel bored using a TBM EPB (earth pressure balanced shield machines)
Stations 6 stations (cut & cover) with diaphragms.
First station (Marconi) has TBM job site and the last (Lingotto) has train interchange
5 intermediate aeration shaft, built using micropilesShafts
LINE 1 EXTENSION METROTORINO
CIVIL WORKS
 Unit 1 – superficial ground
 Unit 2 – gravel with sand from loose to slightly cemented
 Unit 3 – gravel with sand from weak to medium cemented
 Unit 4 - gravel with sand from medium to highly cemented.
The tunnel excavation interested mainly unit 2 and 3. The ground water level varied from tunnel invert up to a maximum height of 7
m measured at crown (Shaft n 6).
LINE 1 EXTENSION METROTORINO
GEOLOGY / GEOTECHNIC
 Utility relocation
 Job site alteration
 Diaphragms execution
 Station box execution
 Site cleaning and preparing for TBM
 TBM assembly
LINE 1 EXTENSION METROTORINO
FIRST OPERATIONS
8
 Tecnological wires:
• Electric
• Telephonic
 Gas pipe
 Acqueducts
 Sewer
 Parking
 Monuments
 Other
LINE 1 EXTENSION METROTORINO
UTILITY RELOCATION
LINE 1 EXTENSION METROTORINO
GREEN MANAGEMENTS
Ante-operam activities:
 Census of all the trees which could interfere with the works;
 Evaluation, for each tree, of the interference percentage;
 Evaluation of the possibility of maintaining the trees (properly protected by
crashes) in the area;
 Evaluation of the necessity of removing the trees;
 Definition of the removal intervention typology (cutting down or transplanting) in
accordance with species, dimension and phytopathological status
 Evaluation of the possibility of relocating the trees in original site, at the end of
the works.
The transplanting has been realized by special equipments in order to safeguard the trees radical planting and guarantee a correct
rooting in the new site.
Criticality
 Short period between notice to award and operation;
 Saturated market bearings from eolic request;
 High risk of failure of procurement.
LINE 1 EXTENSION METROTORINO
EPB PROCUREMENT
Countermeasures
 Market investigation about new TBM availability;
 Market investigation about used TBM availability;
 Risk plan to manage the acquisition.
Solution
Used TBM from job site in Paris with contingency plan for
refurbishment of machine.
Previous projects:
 France – Tolosa 2003 -2005 Metro project [5.600m]
 France – Parigi 2006 – 2007 Water reservoir [1.800m]
Main refurbishment works:
 Bearing inspection and service
 Service of cutter-head
 Service of screw conveyor
 Change of belt
 Cylinder pressures tests
 Certification of tanks (water and oil)
 Certification of hyperbaric chamber
 Replacement of suctions sealing
 Replacement of cables
 Replacement of guidance and operation system
 Replacement of pressures cells
LINE 1 EXTENSION METROTORINO
EPB PROCUREMENT
 Tunnel excavation diameter : 7.78 mt
 Ring external diameter : 7.48 mt
 Ring internal diameter : 6.88 mt
 Number of segments : 5 + 1 (key segment)
 Segments tickness : 30 cm
 Average segment length : 1.40 mt
 Minimum track radius: 261.8 mt
LINE 1 EXTENSION METROTORINO
THE RING
Several methods employed on Metrotorino
METHOD OF LECA & DORMIEUX (1990)
This method is based on the upper and lower limit theorems with a 3D-
modelling. The upper(+) and lower (-) limit solutions are obtained by means of
a cinematic and a static method, respectively, giving thus an optimistic and a
pessimistic estimation of the face-support pressure. In the case of dry
condition, the face support pressure σT is (Ribacchi 1994):
σT = – c’ · ctgϕ’ + Qγ · γ · D/2 + Qs · (σs + c’ · ctgϕ’)
where Qγ, Qs = non dimensional factors (from normograms), function of H/a
and ϕ’; a = radius of the tunnel; H = thickness of the ground above the tunnel
axis.
METHOD OF JANCSECZ & STEINER (1994)
According to the model of Horn (1961), the three-dimensional failure scheme
consists of a soil wedge (lower part) and a soil silo (upper part). The vertical
pressure resulting from the silo and acting on the soil wedge is calculated
according to Terzaghi’s solution.
A three-dimensional earth pressure coefficient ka3 is defined as:
ka3 = (sinβ · cos · – cos2β · tanφ – K · α · cosβ · tanφ/1.5)/(sinβ · cosβ
+ sin2β · tanφ)
where:
K ≈ [1 – sinφ + tan2(45 + φ/2)]/2;
α = (1 + 3 · t/D)/(1 + 2 · t/D).
METHOD OF ANOGNOSTOU & KOVARI (1996)
This method, later referred to as A-K method, is based on the silo theory
(Janssen 1895) and to the three-dimensional model of sliding mechanism
proposed by Horn (1961). The analysis is performed in drained condition, and a
difference between the stabilizing water pressure and effective pressure in the
plenum of an EPBS is presented. If there is a difference between the water
pressure in the plenum and that in the ground, destabilizing seepage forces
occur and a higher effective pressure is required at the face.
However, accepting this flow, the total stabilizing pressure is lower than the
pressure required in the case of an imposed hydrogeological balance. The
effective stabilizing pressure (σ’) :
σ’ = F0 · γ’ · D – F1 · c’ + F2 · γ’ · Δh – F3 · c’ · Δh/D
where F0,F1,F2,F3 are non-dimensional factors derived from
normograms, which are function of H/D and ϕ’.
LINE 1 EXTENSION METROTORINO
DESIGN PHASE - SUPPORT PRESSURE CALCULATION
MetroTorino [kPa]20'
wvakP
Past experiences in Japan (from Kanayasu)
METHOD OF DIN 4085 (GERMAN STANDARD)
In this model, three-dimensional active earth pressure is calculated according to DIN 4085,
which is based on the failure mechanism theory of Piaskowski & Kowalewski. The method
divides the tunnel face into multiple horizontal strips. The three-dimensional active earth
pressure acting on each strip is calculated with the two-dimensional active earth pressure
method, adjusted by reduction factors. These factors are calculated depending upon the ratio
of depth of the layer to tunnel diameter.
To ensure stability of the tunnel face, it is necessary to counterbalance the total force of active
earth and water pressure. These forces are multiplied separately with safety factors as per the
concept of partial factor of safety
Psupport= η a E a + η w W
Where, η a and η w are partial factors of safety for active earth pressure (Ea) and water
pressure (W) respectively.
Several methods employed on Metrotorino
DESIGN PHASE - SUPPORT PRESSURE CALCULATION
LINE 1 EXTENSION METROTORINO
10
20
30
40
50
60
70
80
90
100
110
120
1097 1147 1197 1247 1297
Pressure[kPa]
Chainage [m]
Support pressure - Calculations using different methods
Spinta attiva Ka
Spinta a riposo
Ko
DIN 4085
Anagnostou &
Kovari
Leca-Dormieux
Normativa
olandese COB
Jancsecz &
Steiner
PL2
SHAFT
NIZZA
STATION
LINE 1 EXTENSION METROTORINO
DESIGN PHASE - SUPPORT PRESSURE CALCULATION
SENSOR LAYOUT
Warning Pressure in working
chamber
Attention Po = 0.9 Pd Po = 1.2 Pd
Alarm Po = 0.8 Pd Po = 1.3 Pd
LINE 1 EXTENSION METROTORINO
CONSTRUCTION PHASE - SUPPORT PRESSURE MANAGEMENT
The main requirements a TBM should have to work in a urban
environment can be connected to:
Suitability to the anticipated geological conditions
Applicability of supplementary supporting methods, if necessary
Tunnel alignment and length
Equipments to realize tests, surveys or additional treatments
inwards;
Availability of equipments necessary to control the excavation
head pressure;
Availability of spaces necessary for auxiliary facilities behind the
machine and around the access tunnels
Interaction with monitoring parameters;
Safety of tunnelling and other related works.
Assembling, maintenance and disassembling flexibility;
Driving flexibility.
LINE 1 EXTENSION METROTORINO
EPB PROCUREMENT
The final choice of machine is always a
compromise in which one of the key
parameters is the speed of excavation.
The correct project and development of the soil stability system is extremely important.
To guarantee the pressure control at the head of the front and to allow the formation of a
material easy to be extracted from the screw conveyor it is necessary to put conditioning
agents in the excavated soil, such as bentonite, foaming agents, polymers and thin material.
In our case, we wear the TBM with a separate circuit of emergency injection of bentonite to
avoid loosing pressure and settlements.
LINE 1 EXTENSION METROTORINO
CONSTRUCTION PHASE - SUPPORT PRESSURE MANAGEMENT
SOIL CONDITIONIG
LINE 1 EXTENSION METROTORINO
CONSTRUCTION PHASE - SUPPORT PRESSURE MANAGEMENT
SLUMP TESTS
LINE 1 EXTENSION METROTORINO
CONSTRUCTION PHASE - SUPPORT PRESSURE MANAGEMENT
Several tests were conducted on
conditioned samples employing differents
products with different solution
percentage (FIR; FER; etc..)
SCREW CONVEYOR EXTRACTION TEST
LINE 1 EXTENSION METROTORINO
CONSTRUCTION PHASE - SUPPORT PRESSURE MANAGEMENT
According to EFNARC (”Specification and
Guidelines for the use of specialist
products for Mechanised Tunnelling “), the
following aspects need to be examined:
• The plasticity of the soil, needed to
transmit the pressure inside the
working chamber and along the screw
conveyor
• A low internal friction of the
soil, needed to reduce the torque of the
cutterhead and the wear of the cutter
instruments
• The persistence of the carachteristics
described above over the time, to allow
the execution of operational procedures
(ring mounting, stops not
foreseen, etc..) in safer way.
SOIL CONDITIONING
LINE 1 EXTENSION METROTORINO
CONSTRUCTION PHASE - SUPPORT PRESSURE MANAGEMENT
Natural soil
Conditioned soil
CONDITIONED SOIL
FER = 18
FIR = 25%
• Pressure transmissions are uniform and regular
• Pressure is dissipated in regular way inside the screw conveyor
• The thorque force is reduced
PENETRATION RATE [mm/min]
PRESSURE SENSORS [Bar]
SCREW CONVEYOR RATE [rpm]
EXCAVATIONS PARAMETERS
Over 100 parameters recorded by the automatic system.
The main parameters to be verified via the sensors and sensing
equipment, are:
• Face-support pressure
• Pressure and volume of the backfill grout of the annular void
• Weight of the extracted material
EXCAVATION PHASE
OPERATIONS – BUILDING RING
LINE 1 EXTENSION METROTORINO
CONSTRUCTION PHASE - SUPPORT PRESSURE MANAGEMENT
Head support pression Penetration speed
Extracted material weight Pression of the mortar injection ducts
Example of TBM parameter monitoring
LINE 1 EXTENSION METROTORINO
CONSTRUCTION PHASE - SUPPORT PRESSURE MANAGEMENT
EPB –TBM OPERATION MODE
LINE 1 EXTENSION METROTORINO
CONSTRUCTION PHASE - SUPPORT PRESSURE MANAGEMENT
END EXCAVATION PHASE
END EXCAVATION PHASE
PRESSURIZED AIR/FOAM INFLOW
SCREW CONVEYOR STOPPED
PRESSURE INCREASE
LINE 1 EXTENSION METROTORINO
CONSTRUCTION PHASE - SUPPORT PRESSURE MANAGEMENT
Definition of normal and anomalous conditions
Normal excavating conditions
All those conditions whose EPB excavation characteristic parameters fall within the “attention” thresholds
Anomalous conditions are associated with:
 Water inflows under pressure through the screw conveyor.
 Sudden oscillations of the torque of the cutterhead.
 Blockage of the cutterhead.
 Anomalous pressure values in the excavation chamber.
 Sudden and significant variations of the muck density in the excavation chamber.
 Weight of the muck extracted by the screw conveyor surpassing the “attention” threshold.
 Insufficient pressure and/or volume of the grout injected behind the lining.
Pressure management in the work chamber
Sudden variations of the face-support pressure could be the warning signals resulting from torque increases or head blockages.
In case the pressure increases:
 The head rotating speed is reduced to <1 rpm.
 The thrust is reduced so that penetration rate, Vp, is <10 mm/min.
 The foam flow is increased by 20%,without increasing the muck discharge from the screw.
In case the pressure diminishes:
 Bentonite is injected to re-establish the design support pressure.
 If pressure still does not increase, excavation is stopped and the screw gate is closed.
 Bentonite and polymer injection is continued until the designed support-pressure is achieved.
LINE 1 EXTENSION METROTORINO
CONSTRUCTION PHASE - SUPPORT PRESSURE MANAGEMENT
WEIGHT MEASUREMENTS
LINE 1 EXTENSION METROTORINO
CONSTRUCTION PHASE - WEIGHT MANAGEMENT
Material density was calculated as the average density measured on the last ten rings.
Double weight measurement :
 Scales on belt
 Scales on wagon
Special method
statement, additional
investigation
SOVRAESTRAZIONE STOP
NO
SI
ANALISI MATERIALE
ESTRATTO
Peso del materiale estratto dalla coclea oltre i
limiti di allarme +/- 5%.
INVESTIGAZIONE DA
INTERNO GALLERIA -
CAROTAGGIO CONCIO
PRESENZA DI
VUOTI
SI
RIEMPIMENTO
DALL’INTERNO / INIEZIONE
SECONDARIA
NO
REDAZIONE PROGRAMMA
INVESTIGAZIONE
DALL’ALTO (IM) E
PERFORAZIONE
CASO B)
INTERESSA DUE O PIÙ’ ANELLI CONSECUTIVI
RIEMPIMENTO DALL’ALTO A
GRAVITA’ CON MALTA
RIPRISTINO CONCIO
SI
VOLUME MALTA INIETTATA
>
VOLUME TEORICO PERFORAZIONE
PERFORAZIONE INTERNO
GALLERIA E INIEZIONE IN
PRESSIONE
RIPRISTINO CONCIO
Sovraestrazione misurata alla bilancia deL nastro
confermata da bilancia di controllo su: carroponte/
carosello, sui cassoni.
RITARATURA BILANCIA SU
NASTRO
NO
SI
STOP
STOP
NO
Volume e pressione di
iniezione malta
superano le soglie di
allarme inf. e sup.
Volume e pressione di
iniezione malta superano
le soglie di allarme inf. e
sup.
CASO A)
INTERESSA UN SOLO ANELLO E VIENE BILANCIATA DA
SOTTOESTRAZIONE ANELLO SUCCESSIVO
NO
NO
STOP
SI
SI
CASO A) O CASO B)
DA DECIDERE IN CONTRADDITTORIO CON LA DIREZIONE LAVORI
The correct choice of the TBM is the first step to manage the
excavation. Then it s necessary to identify and define the other
equipments to be used, depending of job site conditions such as:
 Tower crane for materials feeding
 Electric fan for aeration 135 kW
 Cooling tower
 Gantry crane for lifting muck
 Trains or Dumper for segments feeding
 Water treatment plant (10 mc/h)
 Winch for conveyor belt
 Electrical transfomer 22.000/20.000 V
 Emergency electric generator 400 kW
 Mixers for mortar, compressors
LINE 1 EXTENSION METROTORINO
EPB ANCILLARIES PLANTS
30
LINE 1 EXTENSION METROTORINO
EPB ANCILLARIES PLANTS
LINE 1 EXTENSION METROTORINO
EPB ANCILLARIES PLANTS
LINE 1 EXTENSION METROTORINO
WORKSITE LAYOUT – STARTING SITE
Much removal
LINE 1 EXTENSION METROTORINO
WORKSITE LAYOUT – STARTING SITE
LINE 1 EXTENSION METROTORINO
WORKSITE LAYOUT – STARTING SITE
LINE 1 EXTENSION METROTORINO
WORKSITE LAYOUT – STARTING SITE
TBM
Transport belt to
TBM starting site
Wagons and fixed
crane
Load and
transport
temporary area
Surface
temporary depot
Discharge and
creation of piles
in the
operational lots
Trasport to final
destination
36
LINE 1 EXTENSION METROTORINO
MUCK MANAGEMENT
37
 Two entrances and one lift for each station
 Station sizes 54x17m;
 Station deep from 20 to 25m;
LINE 1 EXTENSION METROTORINO
STATIONS GEOMETRY
38
TOP DOWN SEQUENCE
LINE 1 EXTENSION METROTORINO
STATION CONSTRUCTION PHASES
UTILITY RELOCATION
LINE 1 EXTENSION METROTORINO
STATION CONSTRUCTION PHASES
UTILITY RELOCATION
LINE 1 EXTENSION METROTORINO
STATION CONSTRUCTION PHASES
UTILITY RELOCATION
LINE 1 EXTENSION METROTORINO
STATION CONSTRUCTION PHASES
SITE CLEANING
LINE 1 EXTENSION METROTORINO
STATION CONSTRUCTION PHASES
SITE CLEANING
LINE 1 EXTENSION METROTORINO
STATION CONSTRUCTION PHASES
EXECUTION OF GUIDE WALLS
LINE 1 EXTENSION METROTORINO
STATION CONSTRUCTION PHASES
EXECUTION OF GUIDE WALLS
LINE 1 EXTENSION METROTORINO
STATION CONSTRUCTION PHASES
EXCAVATION OF DIAPHRAGMS
LINE 1 EXTENSION METROTORINO
STATION CONSTRUCTION PHASES
EXCAVATION OF DIAPHRAGMS
LINE 1 EXTENSION METROTORINO
STATION CONSTRUCTION PHASES
REINFORCEMENT
LINE 1 EXTENSION METROTORINO
STATION CONSTRUCTION PHASES
POURING OF CONCRETE
LINE 1 EXTENSION METROTORINO
STATION CONSTRUCTION PHASES
POURING OF CONCRETE
LINE 1 EXTENSION METROTORINO
STATION CONSTRUCTION PHASES
DEMOLITION OF TOP HEAD OF
DIAPHRAGMS
LINE 1 EXTENSION METROTORINO
STATION CONSTRUCTION PHASES
TOP SLAB REINFORCEMENT
LINE 1 EXTENSION METROTORINO
STATION CONSTRUCTION PHASES
WATERPROOFING
LINE 1 EXTENSION METROTORINO
STATION CONSTRUCTION PHASES
EXCAVATION OF STATION
LINE 1 EXTENSION METROTORINO
STATION CONSTRUCTION PHASES
55
EXCAVATION OF STATION - USE OF STRUTS
LINE 1 EXTENSION METROTORINO
STATION CONSTRUCTION PHASES
BOTTOM SLAB REINFORCEMENT
LINE 1 EXTENSION METROTORINO
STATION CONSTRUCTION PHASES
TBM SUPPORTING SADDLE
LINE 1 EXTENSION METROTORINO
STATION CONSTRUCTION PHASES
DIAPRHAGM DEMOLITION FOR TBM
START
LINE 1 EXTENSION METROTORINO
STATION CONSTRUCTION PHASES
PUSH PORTAL
LINE 1 EXTENSION METROTORINO
TBM START
USE OF STEEL SEGMENT IN
STATIONS
LINE 1 EXTENSION METROTORINO
TBM START
61
To avoid water inflow
Bottom grouting
Break Out TBM
Break In TBM
LINE 1 EXTENSION METROTORINO
SOIL IMPROVMENT
Soil improvement solutions have been implemented where the
assessments indicate potential risk of damage to the pre-existing
structures. Such interventions include improving the properties of the
ground and mitigating the deforming effects induced by tunnelling by
means of low-pressure cement injection grouting. A consolidated slab
is created above the tunnel section in order to avoid any localized
instability from developing around it.
To reduce settlements
LINE 1 EXTENSION METROTORINO
SOIL IMPROVEMENT
STRUCTURAL MONITORING
 TENSION (STRAIN GAUGES, LOAD CELLS, etc.)
 DEFORMATION, SETTLEMENT
(INCLINOMETERS, OPTICAL TARGET, etc.)
BE: Strain gauge
CTC: Optical target
IN: Inclinometer
LINE 1 EXTENSION METROTORINO
MONITORING
64
LINE 1 EXTENSION METROTORINO
MONITORING
BUILDING MONITORING
65
Automatic monitoring with
electrolevels : the distortions
measured during the excavation
phase was less than the
established trigger levels
Example of monitoring during the excavation of part of the work adjacent to the buildings
LINE 1 EXTENSION METROTORINO
MONITORING
66
NOISE
In the following chart have been highlighted the reference
and results with the trends and the PM10 limits exceeding.
AIR
VIBRATION
The noise monitoring campaigns was carried out on 20 receptors with:
 39 measurements semi-fixed workstations;
 41 measurements fixed workstations;
 15 short period measurements, living environment.
The vibration monitoring campaigns was realized on 14 receptors:
 37 short period measurements
 10 long period measurements (24 hours)
LINE 1 EXTENSION METROTORINO
MONITORING
Cleaning of
pavements where
there is the
vehicles transit;
maintenance of
clearing brushes, etc.
Optimization of pumps
acoustic insulation,
etc.
Monitoring campaigns
Comparison of the results obtained with the
threshold limits
Threshold limits
exceeded
Threshold limits met
Open af an anomaly:
Analysis of the possible causes which produced
the criticality and prompt execution of the
mitigation interventions to solve and/or control
the problems occurred
Examples of mitigation
intervention realized
LINE 1 EXTENSION METROTORINO
ENVIRONMENTAL PROCEDURE
LINE 1 EXTENSION METROTORINO
CONSTRUCTION PROBLEMS – TOOLS UNDERPERFORMANCE
EXCAVATION CHAMBER INSPECTION
First stretch Marconi - Nizza
 96 tools added or changed
 More than 250.000 Euro damages
LINE 1 EXTENSION METROTORINO
CONSTRUCTION PROBLEMS – TOOLS UNDERPERFORMANCE
Head at arrive in Nizza Station Head after refurbishment
LINE 1 EXTENSION METROTORINO
CONSTRUCTION PROBLEMS – TBM HEAD DESIGN
LINE 1 EXTENSION METROTORINO
CONSTRUCTION PROBLEMS – TBM HEAD DESIGN
Empirical methods are used to assess the settlements using
formulas that are based on empirical relations between available
data. This data has been collected and assessed by a lot of
researchers and for a lot of different projects.
Peck (1969) was the first to propose that the surface
settlement profile could be represented by a Gaussian
distribution curve.
In Turin Metro
volume loss was
usually about
0.3-0.5%
LINE 1 EXTENSION METROTORINO
BUILDING RISK ASSESSMENT
Paratie con solettone copertura e piano atrio di contrasto
-2.0
-1.5
-1.0
-0.5
0.0
141516171819202122232425262728
Distanza fondazioni-paratia [m]
Cedimento[mm]
LINE 1 EXTENSION METROTORINO
BUILDING RISK ASSESSMENT
-3.7
Volume perso [%] 1
Diametro Galleria [m] 7.90
Copertura [m] 10 0.00
Parametro K 0.375 -0.85
Distanza tra gli assi [m] 0 0.000309
-
Ascissa SX edificio [m] -24.4 0.036551
Ascissa DX edificio [m] -9.4 0.00
Altezza [m] 7.1
Rapporto E/G 12.5 0.046273
0.000000
0.050410
0.00
0.050410
1
EPS MAX flex hog 0.0007816
EPS MAX flex sag 0.0016316
EPS MAX tag hog 0.0006761
EPS MAX tag sag 0.0014412
Epsilon terreno Hogging [%]
DATI DI INPUT
Cedimento massimo singola canna [cm]
OUTPUT
Interferenza n° 1000
Cedimento vertice SX [cm]
Cedimento vertice DX[cm]
Rapporto /L zona di Hogging
Rapporto /L zona di Sagging
CATEGORIA DI DANNO
Epsilon terreno Sagging [%]
Epsilon flessionale Hogging [%]
Epsilon flessionale Sagging [%]
EPSILON MASSIMA
Epsilon Tagliante Hogging [%]
Epsilon Tagliante Sagging [%]
Deformazioni Epsilon [%]
-0.5
-0.4
-0.3
-0.2
-0.1
0
0.1
0.2
-20 -15 -10 -5 0 5 10 15 20
Canna sx
Canna dx
Totale
Cedimenti [cm]
-4
-3.5
-3
-2.5
-2
-1.5
-1
-0.5
0
0.5
-20 -15 -10 -5 0 5 10 15 20
Canna sx
Canna dx
Totale
Settlements calculation : Building damage assessment
LINE 1 EXTENSION METROTORINO
BUILDING RISK ASSESSMENT
CASE HISTORY
Settlements associated with buildings n 0973, 0974
LINE 1 EXTENSION METROTORINO
CASE HISTORY - SETTLEMENT ON BUILDINGS NEAR SPEZIA STATION
Buildings 973 - 974 : Masonry structures with direct
foundations on stone walls
SITUATION «ANTE OPERAM»
LINE 1 EXTENSION METROTORINO
CASE HISTORY - SETTLEMENT ON BUILDINGS NEAR SPEZIA STATION
973
974
973
974
MITIGATION MEASURES – SOIL INJECTIONS
LINE 1 EXTENSION METROTORINO
CASE HISTORY - SETTLEMENT ON BUILDINGS NEAR SPEZIA STATION
SETTLEMENTS DURING INJECTIONS PHASE
LINE 1 EXTENSION METROTORINO
CASE HISTORY - SETTLEMENT ON BUILDINGS NEAR SPEZIA STATION
79
LINE 1 EXTENSION METROTORINO
CASE HISTORY - SETTLEMENT ON BUILDINGS NEAR SPEZIA STATION
ADDITIONAL INVESTIGATIONS
LINE 1 EXTENSION METROTORINO
CASE HISTORY - SETTLEMENT ON BUILDINGS NEAR SPEZIA STATION
Presence of thick layers of silty-sandy-clay having
behaviour "sensitive", with metastable microstructures sensitive t
o changes in stress or strains. The microstructure
metastable, stressed beyond a critical threshold level, it ceases
to behave in an elastic way, coming to be affected by phenomena
of destructuring, with significant loss of mechanical properties
(generation of irreversible visco-plastic deformation ).
In fact, it can be observed, that the oedometric curves referred at
the end of primary consolidation and 24 hours after the load
application are significantly different.
ADDITIONAL INVESTIGATIONS
LINE 1 EXTENSION METROTORINO
CASE HISTORY - SETTLEMENT ON BUILDINGS NEAR SPEZIA STATION
DESTRUCTURED
SOIL
F.E. MODEL (PLAXIS SOFTWARE)
LINE 1 EXTENSION METROTORINO
CASE HISTORY - SETTLEMENT ON BUILDINGS NEAR SPEZIA STATION
NUMERICAL MODEL CALIBRATION
SETTLEMENT AFTER INJECTIONS PHASE
SETTLEMENT FROM F.E. MODEL
PREVISION FROM F.E. MODEL
SETTLEMENT AFTER TBM EXCAVATION -
WITHOUT MICROPILES SHIELD
SETTLEMENT AFTER TBM EXCAVATION -
WITH MICROPILES SHIELD
LINE 1 EXTENSION METROTORINO
CASE HISTORY - SETTLEMENT ON BUILDINGS NEAR SPEZIA STATION
974
TtestTcritico
25m
TBM MANAGEMENT
During the excavation of the test
section and the critical
section, we had to give particular
attention to the excavations
procedures with reference to:
Soil weight extracted from the
TBM;
Support pressure at the face;
Grouting behind the segments
(pressure and volume);
Bentonite injections around the
shield;
Additional mitigations:
Immediate availability of drilling
equipment for investigations from
surface.
Possibility to execute radial
injections from the tunnel, at the
end of shield
LINE 1 EXTENSION METROTORINO
CASE HISTORY - SETTLEMENT ON BUILDINGS NEAR SPEZIA STATION
• Settlement during TBM excavation – Effects on stability of the buildings
EXCAVATION
MANAGEMENT
MECHANIZED
EXCAVATION
MONITORING
STOP EXCAVATION
MONITORING > L alert
MONITORING OK
EXPERTS COMMITEE
(CONTRACTOR;
OWNER;CONSULTANTS)
NEW PROCEDURE
NEW COUNTER
MESURES
Work Procedure - Ttest
LINE 1 EXTENSION METROTORINO
CASE HISTORY - SETTLEMENT ON BUILDINGS NEAR SPEZIA STATION
EXCAVATION
MANAGEMENT
MECHANIZED
EXCAVATION
MONITORING
STOP EXCAVATION
(with working
chamber in pressure)
MONITORING >Lalarm
MONITORING OK
NEW PROCEDURE
NEW COUNTER
MESURES
BUILDINGS
EVACUATION
MONITORING >Lalert
MANAGEMENT
OWNER, MUNICIPALITY.
Work Procedure - Tcritico
LINE 1 EXTENSION METROTORINO
CASE HISTORY - SETTLEMENT ON BUILDINGS NEAR SPEZIA STATION
 Topographic leveling executed 3 times a day (6:00 am - 14:00 -22:00). Monitoring
data available two hours after the end of leveling.
 Clinometers and crackmeters (manual readings) recorded once a day.
 Installation of 12 crackmeters (automatic readings) to monitor effects induced by TBM
excavation on existing cracks in "real time“
 The reading of the total station has take place every 30 minutes and the return on the GIS
platform with a frequency of 1 hour.
 Monitoring data available at the end of each ring excavation.
 It has been installed n.2 vibrometers on buildings 0973, 0974
MONITORING
LINE 1 EXTENSION METROTORINO
CASE HISTORY - SETTLEMENT ON BUILDINGS NEAR SPEZIA STATION
MONITORING
LINE 1 EXTENSION METROTORINO
CASE HISTORY - SETTLEMENT ON BUILDINGS NEAR SPEZIA STATION
Example: existing sanitary sewer
LINE 1 EXTENSION METROTORINO
CASE HISTORY - INTERFERENCES WITH THE SEWERS
Interferences with subservices
Example: existing sanitary sewer
LINE 1 EXTENSION METROTORINO
CASE HISTORY - INTERFERENCES WITH THE SEWERS
Interferences with subservices
Example: existing sanitary sewer
LINE 1 EXTENSION METROTORINO
CASE HISTORY - INTERFERENCES WITH THE SEWERS
Interferences with subservices
Example: rain water sewer
LINE 1 EXTENSION METROTORINO
CASE HISTORY - INTERFERENCES WITH THE SEWERS
LINE 1 EXTENSION METROTORINO
CASE HISTORY - INTERFERENCES WITH THE SEWERS
LINE 1 EXTENSION METROTORINO
CASE HISTORY - INTERFERENCES WITH THE SEWERS
LINE 1 EXTENSION METROTORINO
CASE HISTORY - SHAFT CONSTRUCTION
LINE 1 EXTENSION METROTORINO
CASE HISTORY - SHAFT CONSTRUCTION
Problems during construction:
• Flood in shaft – Effect on tunnel connection
LINE 1 EXTENSION METROTORINO
CASE HISTORY - SHAFT CONSTRUCTION
Problems during construction:
• Flood in shaft – Effect on tunnel connection
LINE 1 EXTENSION METROTORINO
CASE HISTORY - SHAFT CONSTRUCTION
INITIAL SITUATION
LINE 1 EXTENSION METROTORINO
CASE HISTORY - FLOOD IN DANTE STATION
…AFTER FEW HOURS
• Flood in station – Effects on TBM schedule
LINE 1 EXTENSION METROTORINO
CASE HISTORY - FLOOD IN DANTE STATION
Problems during construction:
• TBM in/out does not perform – Effects on stability, flood in station and launch of TBM
Tests to check permeability value TBM In - Supplementary injections to reduce
water inflow
LINE 1 EXTENSION METROTORINO
CASE HISTORY - BREAK IN / OUT
Problems during construction:
• TBM in/out does not perform – Effects on stability, flood in station and launch of TBM
TBM Out - Supplementary injections TBM Out – Sealing System to start excavation
LINE 1 EXTENSION METROTORINO
CASE HISTORY - BREAK IN / OUT
LINE 1 EXTENSION METROTORINO
CASE HISTORY - NICHE CONSTRUCTION
Tunnelling is not a risk-free technology, each tunnel is a specific unique project on its own in a unique combination of
ground / soil. The “right” construction method with the “right” experience parties involved are crucial for the success.
The main most important factor however, the geology, is only known to a limited extent. Any accident during construction as well
as in use provokes a substantial interruption and often a standstill till the problems are solved.
Risk has two components: probability of occurrence W and amount
of damage D.
The different steps of the process are:
 Identification of the risks (initial one);
 Reduction of the initial risk working on the impact and/or
possibility of occurrence of an event (i.e. provisional building
works, choice of the machinery, control of the TBM head
pression);
 Management of the residual risk (i.e. monitoring).
Residual risks are unavoidable and they should be shared
among the Parties and systematically controlled by
countermeasures.
LINE 1 EXTENSION METROTORINO
CONCLUSIONS
The residual risk have to be managed during the construction
phase by means of an integrated monitoring system to:
 Check the hypothesis used during the desig ohase;
 Allows to understand the atypical phenomena giving the
information necessary to solve the problem.
The project must define two parameters which identify the
“attention” and “alarm” levels.
Attention level activates a specific control system in order to
reach a more specific following of the event.
Alarm level requires the adoption of the counter-measures
specifically studied for the event.
Topographical controls on buildings
LINE 1 EXTENSION METROTORINO
CONCLUSIONS
The extension of MetroTorino has take account of a multidisciplinary approach that
considers all the processes of the entire lifecycle and performance of the works.
The integrated methodological approach, implemented in the execution of projects and
works of construction into urban areas, must necessarily involve the adoption of a process of
continual revision of the initial assumptions of the design, through the continuous
analysis of monitoring data for proper risk management.
LINE 1 EXTENSION METROTORINO
CONCLUSIONS
START: 08.01.2007
Finishing date (CONTRACTUAL) : 03.05.2010
Finishing date (REAL) : 03.02.2010
LINE 1 EXTENSION METROTORINO
AWARDS
Rome
Via di Vannina, 88/94
00156 Rome
Ph. +39 06 4122 351
Fax +39 06 4122 35610
Milan
Viale Monte Grappa, 3
20124 Milan
Ph. +39 02 6313.1
Fax. +39 02 6313.9052
Turin
Corso Ferrucci, 112/a
10138 Turin
Ph. +39 011 00.56.1
Fax +39 011 00.56.444
Florence
Viale L. Ariosto 24/b
50124 Florence
Ph. +39 055 2280 609
Fax +39 055 2335 517
info@mairetecnimont.it – www.mairetecnimont.it

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Metro Torino Extension - Design and construction problems

  • 1. Construction of the Turin Metro Line 1 Extension Marconi-Lingotto Copenhagen, 18 June 2013 Giorgio Fantauzzi Project Leader Tecnimont (Maire Tecnimont Group) Danish Society for Tunnel and Underground Works
  • 2. Infratrasporti.To S.r.l. is a company owned exclusively by the City of Turin.The purpose of the company is:  to own and manage existing infrastructure  to plan and construct new infrastructure, including railways for passenger and freight transportation (both public and private) Infratrasporti.To S.r.l. owns Line 1 of the Turin Automatic Underground (13.2 km) and the N. 4 Tramway line (18 km). The civil works design was governed by the VAL (Automated Light Vehicle) system characteristics. The train is 2.08 m wide, 52 m long and its maximum passenger capacity is 440 people (6 pass./m2). Base on width of train, a single 6.8 meters diameter circular tunnel contains the double track line has been chosen.The tunnel was bored by TBM. LINE 1 EXTENSION METROTORINO GENERAL DESCRIPTION
  • 3. Advantages of rubber wheels:  Increased maximum slope (Easier track insertion in the city)  Better acceleration/deceleration (Increased frequency of runs)  Low vibrations and reduced noise (Better comfort) Advantages of VAL system:  Metro stations with reduced size  Smaller tunnel section compared to traditional metro LINE 1 EXTENSION METROTORINO VAL SYSTEM Traditional metro station (RRT metro) 150 m x 21m VAL typical station (LRT metro) 54 m x16,4 m RRT – Rapid Rail Transit LRT – Light Rail Transit V0 P.R. P.R. ASSE V1 V2 ASSE
  • 4. 4 Roma B1 – NATM excavation double way (equivalent ø 11 m) Torino –TBM bored tunnel double way (ø 7.78 m) Copenhagen – TBM bored tunnel single way (ø 5.78 m) Linea Diametro Canna Superficie sezione (mq) Volume per KM (mc) Confronto (mc) Linea 1 Torin 7,78 1 47,51 47.514,79 0 Linea B1 Roma 11 1 94,99 94.985,00 47.470,21 Linea 2 Copenhagen 5,78 2 52,45 52.451,19 4.936,39 LINE 1 EXTENSION METROTORINO VAL SYSTEM
  • 5. 5 Tunnel 3.000 m tunnel bored using a TBM EPB (earth pressure balanced shield machines) Stations 6 stations (cut & cover) with diaphragms. First station (Marconi) has TBM job site and the last (Lingotto) has train interchange 5 intermediate aeration shaft, built using micropilesShafts LINE 1 EXTENSION METROTORINO CIVIL WORKS
  • 6.  Unit 1 – superficial ground  Unit 2 – gravel with sand from loose to slightly cemented  Unit 3 – gravel with sand from weak to medium cemented  Unit 4 - gravel with sand from medium to highly cemented. The tunnel excavation interested mainly unit 2 and 3. The ground water level varied from tunnel invert up to a maximum height of 7 m measured at crown (Shaft n 6). LINE 1 EXTENSION METROTORINO GEOLOGY / GEOTECHNIC
  • 7.  Utility relocation  Job site alteration  Diaphragms execution  Station box execution  Site cleaning and preparing for TBM  TBM assembly LINE 1 EXTENSION METROTORINO FIRST OPERATIONS
  • 8. 8  Tecnological wires: • Electric • Telephonic  Gas pipe  Acqueducts  Sewer  Parking  Monuments  Other LINE 1 EXTENSION METROTORINO UTILITY RELOCATION
  • 9. LINE 1 EXTENSION METROTORINO GREEN MANAGEMENTS Ante-operam activities:  Census of all the trees which could interfere with the works;  Evaluation, for each tree, of the interference percentage;  Evaluation of the possibility of maintaining the trees (properly protected by crashes) in the area;  Evaluation of the necessity of removing the trees;  Definition of the removal intervention typology (cutting down or transplanting) in accordance with species, dimension and phytopathological status  Evaluation of the possibility of relocating the trees in original site, at the end of the works. The transplanting has been realized by special equipments in order to safeguard the trees radical planting and guarantee a correct rooting in the new site.
  • 10. Criticality  Short period between notice to award and operation;  Saturated market bearings from eolic request;  High risk of failure of procurement. LINE 1 EXTENSION METROTORINO EPB PROCUREMENT Countermeasures  Market investigation about new TBM availability;  Market investigation about used TBM availability;  Risk plan to manage the acquisition. Solution Used TBM from job site in Paris with contingency plan for refurbishment of machine. Previous projects:  France – Tolosa 2003 -2005 Metro project [5.600m]  France – Parigi 2006 – 2007 Water reservoir [1.800m]
  • 11. Main refurbishment works:  Bearing inspection and service  Service of cutter-head  Service of screw conveyor  Change of belt  Cylinder pressures tests  Certification of tanks (water and oil)  Certification of hyperbaric chamber  Replacement of suctions sealing  Replacement of cables  Replacement of guidance and operation system  Replacement of pressures cells LINE 1 EXTENSION METROTORINO EPB PROCUREMENT
  • 12.  Tunnel excavation diameter : 7.78 mt  Ring external diameter : 7.48 mt  Ring internal diameter : 6.88 mt  Number of segments : 5 + 1 (key segment)  Segments tickness : 30 cm  Average segment length : 1.40 mt  Minimum track radius: 261.8 mt LINE 1 EXTENSION METROTORINO THE RING
  • 13. Several methods employed on Metrotorino METHOD OF LECA & DORMIEUX (1990) This method is based on the upper and lower limit theorems with a 3D- modelling. The upper(+) and lower (-) limit solutions are obtained by means of a cinematic and a static method, respectively, giving thus an optimistic and a pessimistic estimation of the face-support pressure. In the case of dry condition, the face support pressure σT is (Ribacchi 1994): σT = – c’ · ctgϕ’ + Qγ · γ · D/2 + Qs · (σs + c’ · ctgϕ’) where Qγ, Qs = non dimensional factors (from normograms), function of H/a and ϕ’; a = radius of the tunnel; H = thickness of the ground above the tunnel axis. METHOD OF JANCSECZ & STEINER (1994) According to the model of Horn (1961), the three-dimensional failure scheme consists of a soil wedge (lower part) and a soil silo (upper part). The vertical pressure resulting from the silo and acting on the soil wedge is calculated according to Terzaghi’s solution. A three-dimensional earth pressure coefficient ka3 is defined as: ka3 = (sinβ · cos · – cos2β · tanφ – K · α · cosβ · tanφ/1.5)/(sinβ · cosβ + sin2β · tanφ) where: K ≈ [1 – sinφ + tan2(45 + φ/2)]/2; α = (1 + 3 · t/D)/(1 + 2 · t/D). METHOD OF ANOGNOSTOU & KOVARI (1996) This method, later referred to as A-K method, is based on the silo theory (Janssen 1895) and to the three-dimensional model of sliding mechanism proposed by Horn (1961). The analysis is performed in drained condition, and a difference between the stabilizing water pressure and effective pressure in the plenum of an EPBS is presented. If there is a difference between the water pressure in the plenum and that in the ground, destabilizing seepage forces occur and a higher effective pressure is required at the face. However, accepting this flow, the total stabilizing pressure is lower than the pressure required in the case of an imposed hydrogeological balance. The effective stabilizing pressure (σ’) : σ’ = F0 · γ’ · D – F1 · c’ + F2 · γ’ · Δh – F3 · c’ · Δh/D where F0,F1,F2,F3 are non-dimensional factors derived from normograms, which are function of H/D and ϕ’. LINE 1 EXTENSION METROTORINO DESIGN PHASE - SUPPORT PRESSURE CALCULATION
  • 14. MetroTorino [kPa]20' wvakP Past experiences in Japan (from Kanayasu) METHOD OF DIN 4085 (GERMAN STANDARD) In this model, three-dimensional active earth pressure is calculated according to DIN 4085, which is based on the failure mechanism theory of Piaskowski & Kowalewski. The method divides the tunnel face into multiple horizontal strips. The three-dimensional active earth pressure acting on each strip is calculated with the two-dimensional active earth pressure method, adjusted by reduction factors. These factors are calculated depending upon the ratio of depth of the layer to tunnel diameter. To ensure stability of the tunnel face, it is necessary to counterbalance the total force of active earth and water pressure. These forces are multiplied separately with safety factors as per the concept of partial factor of safety Psupport= η a E a + η w W Where, η a and η w are partial factors of safety for active earth pressure (Ea) and water pressure (W) respectively. Several methods employed on Metrotorino DESIGN PHASE - SUPPORT PRESSURE CALCULATION LINE 1 EXTENSION METROTORINO
  • 15. 10 20 30 40 50 60 70 80 90 100 110 120 1097 1147 1197 1247 1297 Pressure[kPa] Chainage [m] Support pressure - Calculations using different methods Spinta attiva Ka Spinta a riposo Ko DIN 4085 Anagnostou & Kovari Leca-Dormieux Normativa olandese COB Jancsecz & Steiner PL2 SHAFT NIZZA STATION LINE 1 EXTENSION METROTORINO DESIGN PHASE - SUPPORT PRESSURE CALCULATION
  • 16. SENSOR LAYOUT Warning Pressure in working chamber Attention Po = 0.9 Pd Po = 1.2 Pd Alarm Po = 0.8 Pd Po = 1.3 Pd LINE 1 EXTENSION METROTORINO CONSTRUCTION PHASE - SUPPORT PRESSURE MANAGEMENT
  • 17. The main requirements a TBM should have to work in a urban environment can be connected to: Suitability to the anticipated geological conditions Applicability of supplementary supporting methods, if necessary Tunnel alignment and length Equipments to realize tests, surveys or additional treatments inwards; Availability of equipments necessary to control the excavation head pressure; Availability of spaces necessary for auxiliary facilities behind the machine and around the access tunnels Interaction with monitoring parameters; Safety of tunnelling and other related works. Assembling, maintenance and disassembling flexibility; Driving flexibility. LINE 1 EXTENSION METROTORINO EPB PROCUREMENT The final choice of machine is always a compromise in which one of the key parameters is the speed of excavation.
  • 18. The correct project and development of the soil stability system is extremely important. To guarantee the pressure control at the head of the front and to allow the formation of a material easy to be extracted from the screw conveyor it is necessary to put conditioning agents in the excavated soil, such as bentonite, foaming agents, polymers and thin material. In our case, we wear the TBM with a separate circuit of emergency injection of bentonite to avoid loosing pressure and settlements. LINE 1 EXTENSION METROTORINO CONSTRUCTION PHASE - SUPPORT PRESSURE MANAGEMENT
  • 19. SOIL CONDITIONIG LINE 1 EXTENSION METROTORINO CONSTRUCTION PHASE - SUPPORT PRESSURE MANAGEMENT
  • 20. SLUMP TESTS LINE 1 EXTENSION METROTORINO CONSTRUCTION PHASE - SUPPORT PRESSURE MANAGEMENT Several tests were conducted on conditioned samples employing differents products with different solution percentage (FIR; FER; etc..)
  • 21. SCREW CONVEYOR EXTRACTION TEST LINE 1 EXTENSION METROTORINO CONSTRUCTION PHASE - SUPPORT PRESSURE MANAGEMENT According to EFNARC (”Specification and Guidelines for the use of specialist products for Mechanised Tunnelling “), the following aspects need to be examined: • The plasticity of the soil, needed to transmit the pressure inside the working chamber and along the screw conveyor • A low internal friction of the soil, needed to reduce the torque of the cutterhead and the wear of the cutter instruments • The persistence of the carachteristics described above over the time, to allow the execution of operational procedures (ring mounting, stops not foreseen, etc..) in safer way.
  • 22. SOIL CONDITIONING LINE 1 EXTENSION METROTORINO CONSTRUCTION PHASE - SUPPORT PRESSURE MANAGEMENT Natural soil Conditioned soil CONDITIONED SOIL FER = 18 FIR = 25% • Pressure transmissions are uniform and regular • Pressure is dissipated in regular way inside the screw conveyor • The thorque force is reduced
  • 23. PENETRATION RATE [mm/min] PRESSURE SENSORS [Bar] SCREW CONVEYOR RATE [rpm] EXCAVATIONS PARAMETERS Over 100 parameters recorded by the automatic system. The main parameters to be verified via the sensors and sensing equipment, are: • Face-support pressure • Pressure and volume of the backfill grout of the annular void • Weight of the extracted material EXCAVATION PHASE OPERATIONS – BUILDING RING LINE 1 EXTENSION METROTORINO CONSTRUCTION PHASE - SUPPORT PRESSURE MANAGEMENT
  • 24. Head support pression Penetration speed Extracted material weight Pression of the mortar injection ducts Example of TBM parameter monitoring LINE 1 EXTENSION METROTORINO CONSTRUCTION PHASE - SUPPORT PRESSURE MANAGEMENT
  • 25. EPB –TBM OPERATION MODE LINE 1 EXTENSION METROTORINO CONSTRUCTION PHASE - SUPPORT PRESSURE MANAGEMENT
  • 26. END EXCAVATION PHASE END EXCAVATION PHASE PRESSURIZED AIR/FOAM INFLOW SCREW CONVEYOR STOPPED PRESSURE INCREASE LINE 1 EXTENSION METROTORINO CONSTRUCTION PHASE - SUPPORT PRESSURE MANAGEMENT
  • 27. Definition of normal and anomalous conditions Normal excavating conditions All those conditions whose EPB excavation characteristic parameters fall within the “attention” thresholds Anomalous conditions are associated with:  Water inflows under pressure through the screw conveyor.  Sudden oscillations of the torque of the cutterhead.  Blockage of the cutterhead.  Anomalous pressure values in the excavation chamber.  Sudden and significant variations of the muck density in the excavation chamber.  Weight of the muck extracted by the screw conveyor surpassing the “attention” threshold.  Insufficient pressure and/or volume of the grout injected behind the lining. Pressure management in the work chamber Sudden variations of the face-support pressure could be the warning signals resulting from torque increases or head blockages. In case the pressure increases:  The head rotating speed is reduced to <1 rpm.  The thrust is reduced so that penetration rate, Vp, is <10 mm/min.  The foam flow is increased by 20%,without increasing the muck discharge from the screw. In case the pressure diminishes:  Bentonite is injected to re-establish the design support pressure.  If pressure still does not increase, excavation is stopped and the screw gate is closed.  Bentonite and polymer injection is continued until the designed support-pressure is achieved. LINE 1 EXTENSION METROTORINO CONSTRUCTION PHASE - SUPPORT PRESSURE MANAGEMENT
  • 28. WEIGHT MEASUREMENTS LINE 1 EXTENSION METROTORINO CONSTRUCTION PHASE - WEIGHT MANAGEMENT Material density was calculated as the average density measured on the last ten rings. Double weight measurement :  Scales on belt  Scales on wagon Special method statement, additional investigation SOVRAESTRAZIONE STOP NO SI ANALISI MATERIALE ESTRATTO Peso del materiale estratto dalla coclea oltre i limiti di allarme +/- 5%. INVESTIGAZIONE DA INTERNO GALLERIA - CAROTAGGIO CONCIO PRESENZA DI VUOTI SI RIEMPIMENTO DALL’INTERNO / INIEZIONE SECONDARIA NO REDAZIONE PROGRAMMA INVESTIGAZIONE DALL’ALTO (IM) E PERFORAZIONE CASO B) INTERESSA DUE O PIÙ’ ANELLI CONSECUTIVI RIEMPIMENTO DALL’ALTO A GRAVITA’ CON MALTA RIPRISTINO CONCIO SI VOLUME MALTA INIETTATA > VOLUME TEORICO PERFORAZIONE PERFORAZIONE INTERNO GALLERIA E INIEZIONE IN PRESSIONE RIPRISTINO CONCIO Sovraestrazione misurata alla bilancia deL nastro confermata da bilancia di controllo su: carroponte/ carosello, sui cassoni. RITARATURA BILANCIA SU NASTRO NO SI STOP STOP NO Volume e pressione di iniezione malta superano le soglie di allarme inf. e sup. Volume e pressione di iniezione malta superano le soglie di allarme inf. e sup. CASO A) INTERESSA UN SOLO ANELLO E VIENE BILANCIATA DA SOTTOESTRAZIONE ANELLO SUCCESSIVO NO NO STOP SI SI CASO A) O CASO B) DA DECIDERE IN CONTRADDITTORIO CON LA DIREZIONE LAVORI
  • 29. The correct choice of the TBM is the first step to manage the excavation. Then it s necessary to identify and define the other equipments to be used, depending of job site conditions such as:  Tower crane for materials feeding  Electric fan for aeration 135 kW  Cooling tower  Gantry crane for lifting muck  Trains or Dumper for segments feeding  Water treatment plant (10 mc/h)  Winch for conveyor belt  Electrical transfomer 22.000/20.000 V  Emergency electric generator 400 kW  Mixers for mortar, compressors LINE 1 EXTENSION METROTORINO EPB ANCILLARIES PLANTS
  • 30. 30 LINE 1 EXTENSION METROTORINO EPB ANCILLARIES PLANTS
  • 31. LINE 1 EXTENSION METROTORINO EPB ANCILLARIES PLANTS
  • 32. LINE 1 EXTENSION METROTORINO WORKSITE LAYOUT – STARTING SITE
  • 33. Much removal LINE 1 EXTENSION METROTORINO WORKSITE LAYOUT – STARTING SITE
  • 34. LINE 1 EXTENSION METROTORINO WORKSITE LAYOUT – STARTING SITE
  • 35. LINE 1 EXTENSION METROTORINO WORKSITE LAYOUT – STARTING SITE
  • 36. TBM Transport belt to TBM starting site Wagons and fixed crane Load and transport temporary area Surface temporary depot Discharge and creation of piles in the operational lots Trasport to final destination 36 LINE 1 EXTENSION METROTORINO MUCK MANAGEMENT
  • 37. 37  Two entrances and one lift for each station  Station sizes 54x17m;  Station deep from 20 to 25m; LINE 1 EXTENSION METROTORINO STATIONS GEOMETRY
  • 38. 38 TOP DOWN SEQUENCE LINE 1 EXTENSION METROTORINO STATION CONSTRUCTION PHASES
  • 39. UTILITY RELOCATION LINE 1 EXTENSION METROTORINO STATION CONSTRUCTION PHASES
  • 40. UTILITY RELOCATION LINE 1 EXTENSION METROTORINO STATION CONSTRUCTION PHASES
  • 41. UTILITY RELOCATION LINE 1 EXTENSION METROTORINO STATION CONSTRUCTION PHASES
  • 42. SITE CLEANING LINE 1 EXTENSION METROTORINO STATION CONSTRUCTION PHASES
  • 43. SITE CLEANING LINE 1 EXTENSION METROTORINO STATION CONSTRUCTION PHASES
  • 44. EXECUTION OF GUIDE WALLS LINE 1 EXTENSION METROTORINO STATION CONSTRUCTION PHASES
  • 45. EXECUTION OF GUIDE WALLS LINE 1 EXTENSION METROTORINO STATION CONSTRUCTION PHASES
  • 46. EXCAVATION OF DIAPHRAGMS LINE 1 EXTENSION METROTORINO STATION CONSTRUCTION PHASES
  • 47. EXCAVATION OF DIAPHRAGMS LINE 1 EXTENSION METROTORINO STATION CONSTRUCTION PHASES
  • 48. REINFORCEMENT LINE 1 EXTENSION METROTORINO STATION CONSTRUCTION PHASES
  • 49. POURING OF CONCRETE LINE 1 EXTENSION METROTORINO STATION CONSTRUCTION PHASES
  • 50. POURING OF CONCRETE LINE 1 EXTENSION METROTORINO STATION CONSTRUCTION PHASES
  • 51. DEMOLITION OF TOP HEAD OF DIAPHRAGMS LINE 1 EXTENSION METROTORINO STATION CONSTRUCTION PHASES
  • 52. TOP SLAB REINFORCEMENT LINE 1 EXTENSION METROTORINO STATION CONSTRUCTION PHASES
  • 53. WATERPROOFING LINE 1 EXTENSION METROTORINO STATION CONSTRUCTION PHASES
  • 54. EXCAVATION OF STATION LINE 1 EXTENSION METROTORINO STATION CONSTRUCTION PHASES
  • 55. 55 EXCAVATION OF STATION - USE OF STRUTS LINE 1 EXTENSION METROTORINO STATION CONSTRUCTION PHASES
  • 56. BOTTOM SLAB REINFORCEMENT LINE 1 EXTENSION METROTORINO STATION CONSTRUCTION PHASES
  • 57. TBM SUPPORTING SADDLE LINE 1 EXTENSION METROTORINO STATION CONSTRUCTION PHASES
  • 58. DIAPRHAGM DEMOLITION FOR TBM START LINE 1 EXTENSION METROTORINO STATION CONSTRUCTION PHASES
  • 59. PUSH PORTAL LINE 1 EXTENSION METROTORINO TBM START
  • 60. USE OF STEEL SEGMENT IN STATIONS LINE 1 EXTENSION METROTORINO TBM START
  • 61. 61 To avoid water inflow Bottom grouting Break Out TBM Break In TBM LINE 1 EXTENSION METROTORINO SOIL IMPROVMENT
  • 62. Soil improvement solutions have been implemented where the assessments indicate potential risk of damage to the pre-existing structures. Such interventions include improving the properties of the ground and mitigating the deforming effects induced by tunnelling by means of low-pressure cement injection grouting. A consolidated slab is created above the tunnel section in order to avoid any localized instability from developing around it. To reduce settlements LINE 1 EXTENSION METROTORINO SOIL IMPROVEMENT
  • 63. STRUCTURAL MONITORING  TENSION (STRAIN GAUGES, LOAD CELLS, etc.)  DEFORMATION, SETTLEMENT (INCLINOMETERS, OPTICAL TARGET, etc.) BE: Strain gauge CTC: Optical target IN: Inclinometer LINE 1 EXTENSION METROTORINO MONITORING
  • 64. 64 LINE 1 EXTENSION METROTORINO MONITORING BUILDING MONITORING
  • 65. 65 Automatic monitoring with electrolevels : the distortions measured during the excavation phase was less than the established trigger levels Example of monitoring during the excavation of part of the work adjacent to the buildings LINE 1 EXTENSION METROTORINO MONITORING
  • 66. 66 NOISE In the following chart have been highlighted the reference and results with the trends and the PM10 limits exceeding. AIR VIBRATION The noise monitoring campaigns was carried out on 20 receptors with:  39 measurements semi-fixed workstations;  41 measurements fixed workstations;  15 short period measurements, living environment. The vibration monitoring campaigns was realized on 14 receptors:  37 short period measurements  10 long period measurements (24 hours) LINE 1 EXTENSION METROTORINO MONITORING
  • 67. Cleaning of pavements where there is the vehicles transit; maintenance of clearing brushes, etc. Optimization of pumps acoustic insulation, etc. Monitoring campaigns Comparison of the results obtained with the threshold limits Threshold limits exceeded Threshold limits met Open af an anomaly: Analysis of the possible causes which produced the criticality and prompt execution of the mitigation interventions to solve and/or control the problems occurred Examples of mitigation intervention realized LINE 1 EXTENSION METROTORINO ENVIRONMENTAL PROCEDURE
  • 68. LINE 1 EXTENSION METROTORINO CONSTRUCTION PROBLEMS – TOOLS UNDERPERFORMANCE EXCAVATION CHAMBER INSPECTION
  • 69. First stretch Marconi - Nizza  96 tools added or changed  More than 250.000 Euro damages LINE 1 EXTENSION METROTORINO CONSTRUCTION PROBLEMS – TOOLS UNDERPERFORMANCE
  • 70. Head at arrive in Nizza Station Head after refurbishment LINE 1 EXTENSION METROTORINO CONSTRUCTION PROBLEMS – TBM HEAD DESIGN
  • 71. LINE 1 EXTENSION METROTORINO CONSTRUCTION PROBLEMS – TBM HEAD DESIGN
  • 72. Empirical methods are used to assess the settlements using formulas that are based on empirical relations between available data. This data has been collected and assessed by a lot of researchers and for a lot of different projects. Peck (1969) was the first to propose that the surface settlement profile could be represented by a Gaussian distribution curve. In Turin Metro volume loss was usually about 0.3-0.5% LINE 1 EXTENSION METROTORINO BUILDING RISK ASSESSMENT
  • 73. Paratie con solettone copertura e piano atrio di contrasto -2.0 -1.5 -1.0 -0.5 0.0 141516171819202122232425262728 Distanza fondazioni-paratia [m] Cedimento[mm] LINE 1 EXTENSION METROTORINO BUILDING RISK ASSESSMENT
  • 74. -3.7 Volume perso [%] 1 Diametro Galleria [m] 7.90 Copertura [m] 10 0.00 Parametro K 0.375 -0.85 Distanza tra gli assi [m] 0 0.000309 - Ascissa SX edificio [m] -24.4 0.036551 Ascissa DX edificio [m] -9.4 0.00 Altezza [m] 7.1 Rapporto E/G 12.5 0.046273 0.000000 0.050410 0.00 0.050410 1 EPS MAX flex hog 0.0007816 EPS MAX flex sag 0.0016316 EPS MAX tag hog 0.0006761 EPS MAX tag sag 0.0014412 Epsilon terreno Hogging [%] DATI DI INPUT Cedimento massimo singola canna [cm] OUTPUT Interferenza n° 1000 Cedimento vertice SX [cm] Cedimento vertice DX[cm] Rapporto /L zona di Hogging Rapporto /L zona di Sagging CATEGORIA DI DANNO Epsilon terreno Sagging [%] Epsilon flessionale Hogging [%] Epsilon flessionale Sagging [%] EPSILON MASSIMA Epsilon Tagliante Hogging [%] Epsilon Tagliante Sagging [%] Deformazioni Epsilon [%] -0.5 -0.4 -0.3 -0.2 -0.1 0 0.1 0.2 -20 -15 -10 -5 0 5 10 15 20 Canna sx Canna dx Totale Cedimenti [cm] -4 -3.5 -3 -2.5 -2 -1.5 -1 -0.5 0 0.5 -20 -15 -10 -5 0 5 10 15 20 Canna sx Canna dx Totale Settlements calculation : Building damage assessment LINE 1 EXTENSION METROTORINO BUILDING RISK ASSESSMENT
  • 75. CASE HISTORY Settlements associated with buildings n 0973, 0974 LINE 1 EXTENSION METROTORINO CASE HISTORY - SETTLEMENT ON BUILDINGS NEAR SPEZIA STATION
  • 76. Buildings 973 - 974 : Masonry structures with direct foundations on stone walls SITUATION «ANTE OPERAM» LINE 1 EXTENSION METROTORINO CASE HISTORY - SETTLEMENT ON BUILDINGS NEAR SPEZIA STATION
  • 77. 973 974 973 974 MITIGATION MEASURES – SOIL INJECTIONS LINE 1 EXTENSION METROTORINO CASE HISTORY - SETTLEMENT ON BUILDINGS NEAR SPEZIA STATION
  • 78. SETTLEMENTS DURING INJECTIONS PHASE LINE 1 EXTENSION METROTORINO CASE HISTORY - SETTLEMENT ON BUILDINGS NEAR SPEZIA STATION
  • 79. 79 LINE 1 EXTENSION METROTORINO CASE HISTORY - SETTLEMENT ON BUILDINGS NEAR SPEZIA STATION
  • 80. ADDITIONAL INVESTIGATIONS LINE 1 EXTENSION METROTORINO CASE HISTORY - SETTLEMENT ON BUILDINGS NEAR SPEZIA STATION
  • 81. Presence of thick layers of silty-sandy-clay having behaviour "sensitive", with metastable microstructures sensitive t o changes in stress or strains. The microstructure metastable, stressed beyond a critical threshold level, it ceases to behave in an elastic way, coming to be affected by phenomena of destructuring, with significant loss of mechanical properties (generation of irreversible visco-plastic deformation ). In fact, it can be observed, that the oedometric curves referred at the end of primary consolidation and 24 hours after the load application are significantly different. ADDITIONAL INVESTIGATIONS LINE 1 EXTENSION METROTORINO CASE HISTORY - SETTLEMENT ON BUILDINGS NEAR SPEZIA STATION
  • 82. DESTRUCTURED SOIL F.E. MODEL (PLAXIS SOFTWARE) LINE 1 EXTENSION METROTORINO CASE HISTORY - SETTLEMENT ON BUILDINGS NEAR SPEZIA STATION
  • 83. NUMERICAL MODEL CALIBRATION SETTLEMENT AFTER INJECTIONS PHASE SETTLEMENT FROM F.E. MODEL PREVISION FROM F.E. MODEL SETTLEMENT AFTER TBM EXCAVATION - WITHOUT MICROPILES SHIELD SETTLEMENT AFTER TBM EXCAVATION - WITH MICROPILES SHIELD LINE 1 EXTENSION METROTORINO CASE HISTORY - SETTLEMENT ON BUILDINGS NEAR SPEZIA STATION
  • 84. 974 TtestTcritico 25m TBM MANAGEMENT During the excavation of the test section and the critical section, we had to give particular attention to the excavations procedures with reference to: Soil weight extracted from the TBM; Support pressure at the face; Grouting behind the segments (pressure and volume); Bentonite injections around the shield; Additional mitigations: Immediate availability of drilling equipment for investigations from surface. Possibility to execute radial injections from the tunnel, at the end of shield LINE 1 EXTENSION METROTORINO CASE HISTORY - SETTLEMENT ON BUILDINGS NEAR SPEZIA STATION
  • 85. • Settlement during TBM excavation – Effects on stability of the buildings EXCAVATION MANAGEMENT MECHANIZED EXCAVATION MONITORING STOP EXCAVATION MONITORING > L alert MONITORING OK EXPERTS COMMITEE (CONTRACTOR; OWNER;CONSULTANTS) NEW PROCEDURE NEW COUNTER MESURES Work Procedure - Ttest LINE 1 EXTENSION METROTORINO CASE HISTORY - SETTLEMENT ON BUILDINGS NEAR SPEZIA STATION
  • 86. EXCAVATION MANAGEMENT MECHANIZED EXCAVATION MONITORING STOP EXCAVATION (with working chamber in pressure) MONITORING >Lalarm MONITORING OK NEW PROCEDURE NEW COUNTER MESURES BUILDINGS EVACUATION MONITORING >Lalert MANAGEMENT OWNER, MUNICIPALITY. Work Procedure - Tcritico LINE 1 EXTENSION METROTORINO CASE HISTORY - SETTLEMENT ON BUILDINGS NEAR SPEZIA STATION
  • 87.  Topographic leveling executed 3 times a day (6:00 am - 14:00 -22:00). Monitoring data available two hours after the end of leveling.  Clinometers and crackmeters (manual readings) recorded once a day.  Installation of 12 crackmeters (automatic readings) to monitor effects induced by TBM excavation on existing cracks in "real time“  The reading of the total station has take place every 30 minutes and the return on the GIS platform with a frequency of 1 hour.  Monitoring data available at the end of each ring excavation.  It has been installed n.2 vibrometers on buildings 0973, 0974 MONITORING LINE 1 EXTENSION METROTORINO CASE HISTORY - SETTLEMENT ON BUILDINGS NEAR SPEZIA STATION
  • 88. MONITORING LINE 1 EXTENSION METROTORINO CASE HISTORY - SETTLEMENT ON BUILDINGS NEAR SPEZIA STATION
  • 89. Example: existing sanitary sewer LINE 1 EXTENSION METROTORINO CASE HISTORY - INTERFERENCES WITH THE SEWERS
  • 90. Interferences with subservices Example: existing sanitary sewer LINE 1 EXTENSION METROTORINO CASE HISTORY - INTERFERENCES WITH THE SEWERS
  • 91. Interferences with subservices Example: existing sanitary sewer LINE 1 EXTENSION METROTORINO CASE HISTORY - INTERFERENCES WITH THE SEWERS
  • 92. Interferences with subservices Example: rain water sewer LINE 1 EXTENSION METROTORINO CASE HISTORY - INTERFERENCES WITH THE SEWERS
  • 93. LINE 1 EXTENSION METROTORINO CASE HISTORY - INTERFERENCES WITH THE SEWERS
  • 94. LINE 1 EXTENSION METROTORINO CASE HISTORY - INTERFERENCES WITH THE SEWERS
  • 95. LINE 1 EXTENSION METROTORINO CASE HISTORY - SHAFT CONSTRUCTION
  • 96. LINE 1 EXTENSION METROTORINO CASE HISTORY - SHAFT CONSTRUCTION
  • 97. Problems during construction: • Flood in shaft – Effect on tunnel connection LINE 1 EXTENSION METROTORINO CASE HISTORY - SHAFT CONSTRUCTION
  • 98. Problems during construction: • Flood in shaft – Effect on tunnel connection LINE 1 EXTENSION METROTORINO CASE HISTORY - SHAFT CONSTRUCTION
  • 99. INITIAL SITUATION LINE 1 EXTENSION METROTORINO CASE HISTORY - FLOOD IN DANTE STATION …AFTER FEW HOURS
  • 100. • Flood in station – Effects on TBM schedule LINE 1 EXTENSION METROTORINO CASE HISTORY - FLOOD IN DANTE STATION
  • 101. Problems during construction: • TBM in/out does not perform – Effects on stability, flood in station and launch of TBM Tests to check permeability value TBM In - Supplementary injections to reduce water inflow LINE 1 EXTENSION METROTORINO CASE HISTORY - BREAK IN / OUT
  • 102. Problems during construction: • TBM in/out does not perform – Effects on stability, flood in station and launch of TBM TBM Out - Supplementary injections TBM Out – Sealing System to start excavation LINE 1 EXTENSION METROTORINO CASE HISTORY - BREAK IN / OUT
  • 103. LINE 1 EXTENSION METROTORINO CASE HISTORY - NICHE CONSTRUCTION
  • 104. Tunnelling is not a risk-free technology, each tunnel is a specific unique project on its own in a unique combination of ground / soil. The “right” construction method with the “right” experience parties involved are crucial for the success. The main most important factor however, the geology, is only known to a limited extent. Any accident during construction as well as in use provokes a substantial interruption and often a standstill till the problems are solved. Risk has two components: probability of occurrence W and amount of damage D. The different steps of the process are:  Identification of the risks (initial one);  Reduction of the initial risk working on the impact and/or possibility of occurrence of an event (i.e. provisional building works, choice of the machinery, control of the TBM head pression);  Management of the residual risk (i.e. monitoring). Residual risks are unavoidable and they should be shared among the Parties and systematically controlled by countermeasures. LINE 1 EXTENSION METROTORINO CONCLUSIONS
  • 105. The residual risk have to be managed during the construction phase by means of an integrated monitoring system to:  Check the hypothesis used during the desig ohase;  Allows to understand the atypical phenomena giving the information necessary to solve the problem. The project must define two parameters which identify the “attention” and “alarm” levels. Attention level activates a specific control system in order to reach a more specific following of the event. Alarm level requires the adoption of the counter-measures specifically studied for the event. Topographical controls on buildings LINE 1 EXTENSION METROTORINO CONCLUSIONS
  • 106. The extension of MetroTorino has take account of a multidisciplinary approach that considers all the processes of the entire lifecycle and performance of the works. The integrated methodological approach, implemented in the execution of projects and works of construction into urban areas, must necessarily involve the adoption of a process of continual revision of the initial assumptions of the design, through the continuous analysis of monitoring data for proper risk management. LINE 1 EXTENSION METROTORINO CONCLUSIONS
  • 107. START: 08.01.2007 Finishing date (CONTRACTUAL) : 03.05.2010 Finishing date (REAL) : 03.02.2010 LINE 1 EXTENSION METROTORINO AWARDS
  • 108. Rome Via di Vannina, 88/94 00156 Rome Ph. +39 06 4122 351 Fax +39 06 4122 35610 Milan Viale Monte Grappa, 3 20124 Milan Ph. +39 02 6313.1 Fax. +39 02 6313.9052 Turin Corso Ferrucci, 112/a 10138 Turin Ph. +39 011 00.56.1 Fax +39 011 00.56.444 Florence Viale L. Ariosto 24/b 50124 Florence Ph. +39 055 2280 609 Fax +39 055 2335 517 info@mairetecnimont.it – www.mairetecnimont.it