METRO RAIL ASIA 2010

1,221 views
1,110 views

Published on

ADVANCING AN INTEGRATED APPROACH IN
PLANNING AND BUILDING INFRASTRUCTURE
PROJECTS SUCH AS METROS AND HIGH SPEED
RAILWAYS

Published in: Business
0 Comments
3 Likes
Statistics
Notes
  • Be the first to comment

No Downloads
Views
Total views
1,221
On SlideShare
0
From Embeds
0
Number of Embeds
6
Actions
Shares
0
Downloads
0
Comments
0
Likes
3
Embeds 0
No embeds

No notes for slide

METRO RAIL ASIA 2010

  1. 1. Giorgio Fantauzzi Project Leader Tecnimont (Maire Tecnimont Group) ADVANCING AN INTEGRATED APPROACH IN PLANNING AND BUILDING INFRASTRUCTURE PROJECTS SUCH AS METROS AND HIGH SPEED RAILWAYS METRORAIL 2010 Asia New Delhi, 25 - 27 October 2010
  2. 2. ABSTRACT • A comprehensive planning process to identify and address potential challenges • Best practices in underground tunneling for railways and high speed railways • Technological systems for optimal performance and safety Mr GIORGIO FANTAUZZI’s CAREER SUMMARY Project Leader, Tecnimont S.p.A (Maire Tecnimont Group) Giorgio Fantauzzi is a Project Leader within the Tecnimont engineering department. He developed his experience by working intensively on various projects, ranging from highways to high speed railways and metros (Highway “Variante di Valico”, High Speed Railway “Bologna-Firenze”, Turin Metro, Rome Metro). He transferred his knowledge to other projects as well as specialised universities courses, conferences and training courses. Now he manages the design phase on different infrastructures project, using and coordinating several specialist on different matters. Advancing an integrated approach in planning and building infrastructure projects such as metros and high-speed railways 2
  3. 3. 3 CORPORATE PROFILE The Group combines high quality and planning standards with a focus on multicultural and environmental issues. With a workforce of about 5,100 employees, more than half of whom outside Italy, at 30 June 2010 Maire Tecnimont reported revenues of 1112 million Euro and a backlog of about 6,151 million Euro. CC Plant - Ibritè, Brazil Maire Tecnimont is a leading Engineering and Construction Group operating worldwide in the Chemicals and Petrochemicals, Oil & Gas, Power, Infrastructure and Civil Engineering sectors. With a presence in four continents and 30 countries, the Group currently owns 50 operating subsidiaries, with main Italian offices in Rome, Milan and Turin. The Group’s success and reputation have been achieved due to its strong technology orientation as well as its advanced skills in Project Management, Engineering, Procurement and Construction services for the implementation of complex projects worldwide. It has developed and demonstrated significant expertise in managing large EPC projects on a turnkey basis in different geographical locations. Wafa plant for LNG – Mellitah, Libya Polyolefins Complex - Nanhai, China
  4. 4. INTERNATIONAL PRESENCE 4* June 2010 Maire Tecnimont presence MANPOWER* ITALIA EUROPA ASIA SUD AMERICA TOTALE 2.619 353 1.942 167 5.081
  5. 5. 5 GROUP’S STRUCTURE Corporate Initiatives Engineering and Main Contracting Licensing and IP group center Renewable energy Process Engineering Contractor
  6. 6. 6 TECNIMONT OVERVIEW Tecnimont is a global E&C player  Integrated system of technological services and installations in Oil, Gas & Petrochemicals, Power, Infrastructure & Civil Engineering  Leader in managing large EPC projects in different geographical locations.  Recognized worldwide experience in engineering and project management
  7. 7. TECNIMONT BUSINESS UNITS 7 Revenues 30.06.10 Backlog 30.06.10 45% 42% 13% 75% 13% 12% Oil, Gas & Petrochemicals Infrastructure & Civil Engineering Power The Group is a global E&C player that operates through its operating company Tecnimont on 4 business units:
  8. 8. INFRASTRUCTURES UNDERGROUNDS RAILWAYS & HIGH SPEED RAILWAYS ROADS & HIGHWAYS 8
  9. 9. METRO EXPERIENCE Tecnimont has been involved in different projects involving design and construction of Manned and Automatic metro. Project name Scope of work Type of contract Value State of art Turin Metro Collegno - Porta Nuova System Design and construction FEED + EPC – Turn key 210 M€ Completed Rome Metro B1 Line Civil Works & System Design and construction Design & Build 330 M€ Design: completed Works: under construction Milan Metro Red Line extension Civil Works Design and construction Design & Build 122 M€ Completed Turin Metro Collegno - Porta Nuova System Maintenance Level 1, 2 & 3 Global Service 16 M€ Under execution Turin Metro Ext. Porta Nuova- Lingotto Civil Works Design & Construction General Contractor 101 M€ Completed Turin Metro Ext. Porta Nuova- Lingotto System Design & construction FEED + EPC – Turn key 70 M€ Design: completed Works: under construction 9
  10. 10. Tecnimont integration activity on metros Automation Rolling stock Track Power Supply Platform Doors Operating Control CenterDepot/Workshop Civil Works INTEGRATION ACTIVITY 10
  11. 11. ITALIAN HIGH SPEED RAILWAY 11
  12. 12. HS RAILWAY TURIN - MILAN MAIN PROBLEMS • Interferencies with public services • Irrigation network and hydraulic • The proximity of highway A4 Turin-Milan • Relations with local autorities • Environmental works • Construction methodology of main structures (precasting, etc.) 12
  13. 13. 13 A A A Turin-Novara Section DESIGN QUANTITIES . 1200 PROJECTS . 40.000 DELIVERABLES Main Quantities Bridges and viaducts Commercial speed Km Km/h 21 300 Embankments Km 99 Cutting Km 2,5 Artificial tunnels km 2,5 Construction and rehabilitation of new roads network km 320 Construction of motorways km 22 Flyovers Lenght n. km 76 22 Motorway Junctions n. 18 Service Areas n. 3 HS RAILWAY TURIN - MILAN QUANTITIES
  14. 14. HS RAILWAY TURIN - MILAN ENVIRONMENTAL ASPECTS In environmental sensitive areas has been foreseen mitigation measures, including renaturation interventions in green area near residential areas and in protected areas. 14
  15. 15. GLASS STEEL CONCRETE WOOD The design The environmental simulation The construction HS RAILWAY TURIN - MILAN NOISE REDUCTIONS 15
  16. 16. • Geology and hydrogeology • Tunnel design • Technological equipment, system • Safety in tunnel • Land management HS RAILWAY BOLOGNA-FLORENCE MAIN PROBLEMS 16
  17. 17. 17 - DESIGN QUANTITIES . 1250 PROJECTS . 23.500 DELIVERABLES Main Quantities Line Length + railway interconnection Commercial Speed Bridges and viaducts Embankments Km Km Km/h Km Km 78.540 5.200 300 1,2 4 Cutting Km 0.50 Tunnels (Traditional System Excavation section 120 m2 11.5m eq. int. Ø; TBM Service Tunnel 6m Ø, length 600m) Km 77.5 New road network (ordinary viability) km 110 HS RAILWAY BOLOGNA-FLORENCE MAIN PROBLEMS
  18. 18. 18 INFRASTRUCTURES: RAILWAYS a – FUNCTIONALITY - INTERVENTION ON OTHER INFRASTRUCTURES - INTERACTION WITH LOCAL AUTHORITIES /APPROVAL - CONCURRENCY BETWEEN RAILWAY AND MOTORWAY DESIGN ACTIVITIES b - INTEGRATION WITH OTHER INFRASTRUCTURES - INTERFERED VIABILITY - MOTORWAY JUNCTIONS - RIVERS - IRRIGATION SYSTEMS MAIN ASPECTS CONSIDERED DURING THE DESIGN PHASE c – SAFETY - ACCESS ROAD FOR CIVIL PROTECTION - CLIMBING BARRIER (“DUNE”) - ANTIDAZZLING BARRIER - TECHNICAL MONITORING - RAILWAY SIGNALLING SYSTEM d – ARCHITECTURE AND ENVIRONMENT - TERRITORIAL INTEGRATION - ANTROPIC IMPACT MINIMIZATION - MITIGATION INTEGRATED PROJECTS (P.I.M.) - RECLAMATION OF POTENTIALLY POLLUTED SITES - STRUCTURES ARCHITECTURE AND UNIFORMITY
  19. 19. 19 Topography Geology/Geotechnics Hydraulic Railwayalignment Architecture Specialstructures Tunnels Equipmentandsystem Environment HealthandSafety Costing Construction Project Coordination activities 1 Project Coordination activities …n.. Final review of overall project The basic technological approach traditionally adopted shall be integrated with a multidisciplinary approach involving architecture and landscaping as essential components of the project. MULTIDISCIPLINARY APPROACH
  20. 20. GROWING DEMAND FOR UNDERGROUND TRANSPORT  A rapid expansion of the cities, growing attention to environmental issues, to higher comfort of housing and in general to a better quality of life leads to the utilization of more sophisticated design and construction criteria, aimed at minimizing the impact of existing and new infrastructures on people and existing facilities.  Cities are becoming larger and larger. The demand for public transport is getting higher accordingly. At the same time available above ground space is getting smaller, due to limitations to traffic, more green and pedestrian areas, etc.  The only way to manage these two conflicting scenarios is by maximizing the use of underground mass transport. 20
  21. 21. Best practices in underground tunneling for high speed lines and metros – Why go underground? Fundamental characteristics of underground space :  Underground medium is a space that can provide the setting for activities or infrastructures that are difficult, impossible, environmentally undesirable or less profitable to install above ground.  Underground space offers a natural protection to whatever is placed underground.  The containment created by undergound structures protects the surface environment from the risks / disturbances inherents in certain types of activities.  Underground space is opaque, an underground structure is only visible at the point(s) where it connects to the surface. Reasons for going underground :  Land use and location reasons  Isolation considerations  Environmental protection  Topographic reasons  Social benefits 21
  22. 22. Best practices in underground tunneling for high speed lines and metros – Why go underground? GO UNDERGROUND FOR LAND USE AND LOCATION REASONS Blaak Station (Rotterdam –ITA)Le Louvre (Paris –ITA) 22
  23. 23. GO UNDERGROUND FOR ISOLATION CONSIDERATIONS  CLIMATE  NATURAL DISASTERS AND EARTHQUAKE  PROTECTION  CONTAINAMENT  SECURITY Underground swimming pool (Finland -ITA) Damage on building on top, no damages on the underground shopping mall located below (KOBE -ITA) Underground storage facilities (USA -ITA) Best practices in underground tunneling for high speed lines and metros – Why go underground? 23
  24. 24. GO UNDERGROUND FOR ENVIRONMENTAL PRESERVATION Situation before and after the construction of the underground car park A motorway tunnel forming a green bridge, providing a free range for people, animals, and even vegetation. Best practices in underground tunneling for high speed lines and metros – Why go underground? 24
  25. 25. GO UNDERGROUND FOR TOPOGRAPHIC REASONS BOLOGNA FLORENCE High speed railway Bologna-Florence (Italy) – LINE LENGTH: 78.5 km, of which 73.3 km underground Best practices in underground tunneling for high speed lines and metros – Why go underground? 25
  26. 26. Best practices in underground tunneling for high speed lines and metros – Why go underground? GO UNDERGROUND FOR SOCIAL BENEFITS Turin Metro – First driverless subway in Italy Passante di Torino – Railway tunnels clear trains from surface, traffic noise and vibrations are reduced and the surface street areas may partially be used for other purposes. BEFORE AFTER 26
  27. 27. Best practices in underground tunneling for high speed lines and metros – Current practice CUT AND COVER Trench excavation, tunnel construction and soil covering of excavated tunnels are three major integral parts of the tunnelling method. The method can accommodate changes in tunnel width and non-uniform shapes and is often adopted in construction of stations. Bulk excavation is often undertaken under a top slab to minimise traffic disruption as well as environmental impacts in terms of dust and noise emissions and visual impact. This tunnelling method involves the use of explosives. Drilling rigs are used to bore blast holes on the proposed tunnel surface to a designated depth for blasting. Explosives and timed detonators are then placed in the blast holes. Once blasting is carried out, waste rocks and soils are transported out of the tunnel before further blasting. In soft soil some mining equipments such as roadheaders and backhoes are commonly used for the tunnel excavation. Adequate structural support measures are required when adopting this method for tunnelling. TRADITIONAL EXCAVATION (NATM, DRILL & BLAST) Bored tunnelling by using a Tunnel Boring Machine (TBM) is often used for excavating long tunnels. An effective TMB method requires the selection of appropriate equipment for different rock mass and geological conditions. Compared with the cut-and-cover approach, disturbance to local traffic and associated environmental impacts would be much reduced MECHANIZED EXCAVATION 27
  28. 28. 28 Best practices in underground tunneling for high speed lines and metros – CUT AND COVER 1/4 1. Applying Cement/Chemical injection from ground to make the stabilized ground and impermeable soil layers before the construction of diaphragms.
  29. 29. 29 Best practices in underground tunneling for high speed lines and metros – CUT AND COVER 2/4 2. Diaphragm Constructions using Grab or Hydromills
  30. 30. 30 Best practices in underground tunneling for high speed lines and metros – CUT AND COVER 3/4 3. Concrete casting of roof slab
  31. 31. 31 Best practices in underground tunneling for high speed lines and metros – CUT AND COVER 4/4 4. During excavation, cast in-situ concrete roof/floor slabs were used as lateral support for the diaphragms walls (downward construction).
  32. 32. 32 CUT AND COVER - Technological systems
  33. 33. 33 Best practices in underground tunneling for high speed lines and metros – TRADITIONAL EXCAVATION Assess the geological-geotechnical context is fundamental for the project success. In the case of Bologna-Florence we spent 84 €million (2% of project total cost) for the survey phase. The Italian practice foresee a four stage process: I. Survey phase DESIGN II. Diagnosys phase DESIGN III. Therapy phase DESIGN IV. Monitoring phase CONSTRUCTION
  34. 34. 34 DIAGNOSIS PHASE HIGH SPEED RAILWAY SYSTEM MILAN TO NAPOLI RAILWAY LINE * BOLOGNA TO FLORENCE SECTION Best practices in underground tunneling for high speed lines and metros – TRADITIONAL EXCAVATION Using the acquired data from survey phase, it’s possible to predict the behaviour of the rock in response to excavation Category A – 17% Category B – 57% Category C – 26%
  35. 35. 35 THERAPY PHASE HIGH SPEED RAILWAY SYSTEM MILAN TO NAPOLI RAILWAY LINE * BOLOGNA TO FLORENCE SECTION CONFINEMENT ACTIONPRECONFINEMENT ACTION Best practices in underground tunneling for high speed lines and metros – TRADITIONAL EXCAVATION In the therapy phase we define the excavation methods and the stabilisation measures to obtain the stability of the cavity.
  36. 36. 36 Best practices in underground tunneling for high speed lines and metros – TRADITIONAL EXCAVATION Once the design phase is complete, during the construction phase using monitoring it’s possible to check the correctness of predictions made during the previous phases; this monitoring is carried out by measuring and checking the response of the medium to escavation. MONITORING PHASE Advance rates were very costant, thus indicating a excellent match between design and the actual reality encountered
  37. 37. Best practices in underground tunneling for high speed lines and metros – TRADITIONAL EXCAVATION 37
  38. 38. Best practices in underground tunneling for high speed lines and metros – TRADITIONAL EXCAVATION 38
  39. 39. Best practices in underground tunneling for high speed lines and metros – TRADITIONAL EXCAVATION 39
  40. 40. 40 Best practices in underground tunneling for high speed lines and metros – TRADITIONAL EXCAVATION
  41. 41. Best practices in underground tunneling for high speed lines and metros – TRADITIONAL EXCAVATION 41
  42. 42. Best practices in underground tunneling for high speed lines and metros – TRADITIONAL EXCAVATION 42
  43. 43. 43 TRADITIONAL EXCAVATIONS- Technological systems 1/6 Tunnel face extrusion and failure
  44. 44. 44 TRADITIONAL EXCAVATIONS- Technological systems 2/6
  45. 45. 45 TRADITIONAL EXCAVATIONS- Technological systems 3/6 FOREPOLING CROWN WEAKNESS
  46. 46. 46 TRADITIONAL EXCAVATIONS- Technological systems 4/6
  47. 47. 47 TRADITIONAL EXCAVATIONS- Technological systems 5/6 Depending on soil conditions, we can use different kind of equipment.
  48. 48. 48 TRADITIONAL EXCAVATIONS- Technological systems 6/6 Shotcrete + steel net Shotcrete + fibers: Steel fibers Polyester fibers Polypropylene fibers Synthetic fibers (general polymers)
  49. 49. MECHANIZED EXCAVATIONS 49 Rock TBM EPB-S (Earth Pressure Balanced Shield) Slurry Shield
  50. 50. 50 Mechanized excavation : Basic principles The Earth Pressure Balanced (EPB) tunnelling method owns it’s name from the way the front face of the TBM is supported during excavation, using earth pressure. The principles of the EPB-tunnelling method can described as follows (Kanayasu, Yamamoto and Kitahara, 1995): • The soil is excavated by rotating cutter heads; • The excavated soil is mechanically agitated and fills the face and an excavation chamber.; • Using the thrust of the shield machine, by means of hydraulic jacks, the excavated soil is pressurized to stabilize the excavation front (force equilibrium); • Control of the soil pressure in the chamber is done by adjusting the amount of soil discharged through the screw conveyor or other soil removal devices and the amount of soil excavated to counterbalance earth and groundwater pressure (volume equilibrium); • The excavated soil in the chamber and the screw conveyors work as a water seal. The earth pressure support method is generally used in cohesive soils, enabling it to be used as a supporting medium itself, with the use of conditioning materials if necessary. A MECHANIZED EXCAVATIONS
  51. 51. 51 PENETRATION RATE [mm/min] PRESSURE SENSORS [Bar] SCREW CONVEYOR RATE [rpm] Excavation parameters control 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 Pressure sensors MECHANIZED EXCAVATIONS
  52. 52. Conventional Tunnelling Vs TBM Tunnelling 52 Conventional tunnelling is more cost effective than mechanized tunnelling for the cases of short tunnels (< 2.4 km), shafts and tunnels with changing geometry, and/or substantially changing geotechnical behaviour. There is an overlapped area where hand and mechanical mining may be equally considered and where a dual design is recommended. With tunnels longer than 3.2 km, the mechanized tunnelling becomes to be more economic than conventional tunnelling. (Sauer, 2004) Each technique have advantages and disadvantages; the right choice must be done according to specific context (soil, cover, etc..) and on the basis of the boundary conditions (environmental rules, stakeholder, etc)
  53. 53. Best practices in underground tunneling for high speed lines and metros – Risk management 1/5 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. 53
  54. 54. A recommended strategy is to carry out construction risk assessments at each stage of design and construction in accordance with the information available and the decisions to be taken or revised at each stage. Any risk management strategy should include:  Definition of the risk management responsibilities of the various parties involved (different departments within the owners organisation, consultants, contractors);  Short description of the activities to be carried out at different stages of the project in order to achieve the objectives;  Scheme to be used for follow-up on results obtained through the risk management activities by which information about identified hazards (nature and significance) is freely available;  Follow-up on initial assumptions regarding the operational phase;  Monitoring, audit and review procedures. Best practices in underground tunneling for high speed lines and metros – Risk management 2/5 54
  55. 55. 55 The problem associated with underground construction is that the excavations will alter the stress fields in the ground around the tunnels and deformations will occur. If these deformations are not strictly controlled during the construction process, excessive ground movements will propagate upwards potentially causing significant damage to adjacent buried infrastructure and surface structures. Using established methods of analysis of ground movement it’s possible to identify buildings potentially at risk. For those buildings were planned soil improvements to avoid excessive movements of its foundations. Reduction of the initial risk Project Hypothesis Detailed design Execution Best practices in underground tunneling for high speed lines and metros – Risk management 3/5
  56. 56. 56 Best practices in underground tunneling for high speed lines and metros – Risk management 4/5 The residual risk, have to be managed during the constructive phases by means of the implementation of an integrated monitoring system to:  Guarantee the correct flow of information to permit designers to analyse and verify the hypothesis used to develop the basic design;  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
  57. 57. Example of monitoring during the excavation of part of the work adjacent to the buildings: Automatic monitoring with electrolevels. The distortions measured during the excavation phase were lower than the trigger limits defined during the design phase. Best practices in underground tunneling for high speed lines and metros – Risk management 5/5 57
  58. 58. 58  The basic technological approach traditionally adopted for infrastructure projects shall be integrated with a multidisciplinary approach that considers all the processes of the entire cycle of life and performance of the works. This integrated approach would allow different disciplines to interact and mutually stimulate the development of a fully comprehensive infrastructure, as required in the present global scenario.  Nowadays architecture and landscaping are essential components of the project, the natural system and infrastructure system have an interplay that can be referred as very “sensitive”; the disturbance in one of these systems has a way of spreading to the other. To avoid this problem often the solution is found in underground infrastructures. These are, in fact, one of the best solutions for sustainable solutions for integrating utilities and transportation infrastructures within environments with social, technical or other natures difficult interfaces (such as urban areas, mountains, etc).  Today, the modern technological systems allow us to build faster tunnel and underground structures using different solutions in every kind of soil, and the monitoring systems allow us to control in real time the situation. These technologies can be very useful to optimize performance and safety. All these aspects have been studied in detail and put successfully into practice by Tecnimont during the realization of underground infrastructures in highly urbanized cities as well in highways and high speed railways. CONCLUSIONS
  59. 59. 59
  60. 60. Rome Via di Vannina, 88/94 00156 Rome P +39 06 4122 351 F +39 06 4122 35610 Milan Viale Monte Grappa, 3 20124 Milan P +39 02 6313.1 F +39 02 6313.9052 Turin Corso Ferrucci, 112/a 10138 Turin P +39 011 0056111 F+39 011 0056444 info@mairetecnimont.it – www.mairetecnimont.it

×