• Save
METRO RAIL ASIA 2010
Upcoming SlideShare
Loading in...5
×

Like this? Share it with your network

Share

METRO RAIL ASIA 2010

  • 1,178 views
Uploaded on

ADVANCING AN INTEGRATED APPROACH IN ...

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

More in: Business
  • Full Name Full Name Comment goes here.
    Are you sure you want to
    Your message goes here
    Be the first to comment
No Downloads

Views

Total Views
1,178
On Slideshare
1,176
From Embeds
2
Number of Embeds
1

Actions

Shares
Downloads
0
Comments
0
Likes
2

Embeds 2

http://www.linkedin.com 2

Report content

Flagged as inappropriate Flag as inappropriate
Flag as inappropriate

Select your reason for flagging this presentation as inappropriate.

Cancel
    No notes for slide

Transcript

  • 1. ADVANCING AN INTEGRATED APPROACH INPLANNING AND BUILDING INFRASTRUCTUREPROJECTS SUCH AS METROS AND HIGH SPEEDRAILWAYSGiorgio FantauzziProject Leader Tecnimont (Maire Tecnimont Group)METRORAIL 2010 AsiaNew Delhi, 25 - 27 October 2010
  • 2. ABSTRACT Advancing an integrated approach in planning and building infrastructure projects such as metros and high-speed railways •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. 2
  • 3. CORPORATE PROFILE 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 The Group combines high have been achieved due to its quality and planning standards strong technology orientation as with a focus on multicultural well as its advanced skills in and environmental issues. Project Management, Engineering, Procurement and Construction services for the With a workforce of about implementation of complex 5,100 employees, more than projects worldwide. It has half of whom outside Italy, at developed and demonstrated 30 June 2010 Maire significant expertise in managing Tecnimont reported revenues large EPC projects on a turnkey of 1112 million Euro and a basis in different geographical backlog of about 6,151 locations. million Euro. 3
  • 4. INTERNATIONAL PRESENCE About 5,100 employees, half of whom are employed outside Italy Over 50 operating companies worldwide MANPOWER* ITALY 2,619 EUROPE 353 ASIA 1,942 SOUTH AMERICA 167 TOTAL 5,081 Presence of Maire Tecnimont Group* Figures as of June 2010 4
  • 5. GROUP’S STRUCTURE Engineering and Process Engineering Licensing and IP Renewable Corporate Main Contracting Contractor group center energy Initiatives 5
  • 6. TECNIMONT OVERVIEW The main operating company Tecnimont is an international E&C player Integrated system of services and installations in oil, gas & petrochemicals, power, and infrastructure and civil engineering Leading role in managing complex EPC project worldwide World-class patrimony of engineering and project management expertise with high competences in technological and process innovation 6
  • 7. TECNIMONT BUSINESS UNITS Oil, Gas & Infrastructure & Power Petrochemicals Civil Engineering Revenues 45% 42% 13% 30.06.10 Backlog 75% 13% 12% 30.06.10 7
  • 8. INFRASTRUCTURES ROADS & HIGHWAYS RAILWAYS & HIGH SPEED RAILWAYS UNDERGROUNDS 8
  • 9. METRO EXPERIENCETecnimont has been involved in different projects involving design and constructionof Manned and Automatic metro. Type of Project name Scope of work Value State of art contractTurin Metro System FEED + 210 M€ CompletedCollegno - Porta Design and construction EPC – Turn keyNuovaRome Metro Civil Works & System Design & Build 330 M€ Design: completedB1 Line Design and construction Works: under constructionMilan Metro Civil Works Design & Build 122 M€ CompletedRed Line extension Design and constructionTurin Metro System Level 1, 2 & 3 16 M€ Under executionCollegno - Porta Maintenance Global ServiceNuovaTurin Metro Ext. Civil Works General 101 M€ CompletedPorta Nuova- Design & Construction ContractorLingottoTurin Metro Ext. System FEED + 70 M€ Design: completedPorta Nuova- Design & construction EPC – Turn key Works: under constructionLingotto 9
  • 10. INTEGRATION ACTIVITYTecnimont integration activity on metros Automation Rolling stock Power Supply Track Platform Doors Depot/Workshop Operating Control Center Civil Works 10
  • 11. ITALIAN HIGH SPEED RAILWAY 11
  • 12. HS RAILWAY TURIN - MILANMAIN CHALLENGES• Interferencies with publicservices• Irrigation network and hydraulic• The proximity of highway A4Turin-Milan• Relations with local autorities• Environmental works• Construction methodology ofmain structures (precasting, etc.) 12
  • 13. HS RAILWAY TURIN - MILANQUANTITIES Main Quantities Turin-Novara Section (first lot) Bridges and viaducts Km 21 Commercial speed Km/h 300 DESIGN QUANTITIES Embankments . 1200 PROJECTS Km 99 Cutting 40.000 DELIVERABLES . Km 2,5 Artificial tunnels km 2,5 Construction and rehabilitation of km 320 new roads network Construction of motorways km 22 Flyovers n. 76 Lenght km 22 Motorway Junctions n. 18 Service Areas n. 3 A A A 13
  • 14. HS RAILWAY TURIN - MILANENVIRONMENTAL ASPECTS In environmental sensitive areas has been foreseen mitigation measures, including green interventions in area near residential areas and in protected areas. 14
  • 15. HS RAILWAY TURIN - MILANNOISE REDUCTIONS GLASS The design STEEL The environmental simulation CONCRETE The construction WOOD 15
  • 16. HS RAILWAY BOLOGNA-FLORENCEMAIN CHALLENGES• Geology andhydrogeology• Tunnel design• Technologicalequipment, system• Safety in tunnel• Land management 16
  • 17. HS RAILWAY BOLOGNA-FLORENCEMAIN PROBLEMS Main Quantities Line Length Km 78.540 + railway interconnection Km 5.200 Commercial Speed - DESIGN QUANTITIES Km/h 300 . 1250 PROJECTS Bridges and viaducts Km 1,2 . 23.500 DELIVERABLES Embankments Km 4 Cutting Km 0.50 Tunnels (Traditional System Excavation section 120 m2 Km 77.5 11.5m eq. int. Ø; TBM Service Tunnel 6m Ø, length 600m) New road network (ordinary viability) km 110 17
  • 18. INFRASTRUCTURES: RAILWAYS MAIN ASPECTS CONSIDERED DURING THE DESIGN PHASE a – FUNCTIONALITY c – SAFETY - INTERVENTION ON OTHER INFRASTRUCTURES - ACCESS ROAD FOR CIVIL PROTECTION - INTERACTION WITH LOCAL AUTHORITIES /APPROVAL - CLIMBING BARRIER (“DUNE”) - CONCURRENCY BETWEEN RAILWAY AND MOTORWAY DESIGN - ANTIDAZZLING BARRIER ACTIVITIES - TECHNICAL MONITORING - RAILWAY SIGNALLING SYSTEM b - INTEGRATION WITH OTHER INFRASTRUCTURES d – ARCHITECTURE AND ENVIRONMENT - INTERFERED VIABILITY - TERRITORIAL INTEGRATION - MOTORWAY JUNCTIONS - ANTROPIC IMPACT MINIMIZATION - RIVERS - MITIGATION INTEGRATED PROJECTS (P.I.M.) - IRRIGATION SYSTEMS - RECLAMATION OF POTENTIALLY POLLUTED SITES - STRUCTURES ARCHITECTURE AND UNIFORMITY 18
  • 19. MULTIDISCIPLINARY APPROACH Project Coordination activities 1 Equipment and system Geology / Geotechnics Railway alignment Health and Safety Special structures Environment Construction Architecture Topography Hydraulic Tunnels Costing 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. 19
  • 20. GROWING DEMAND FOR UNDERGROUND TRANSPORT Growing attention to environmental issues 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. Best practices in underground tunneling for high speedlines and metros – Why go underground?Fundamental characteristics of underground space : Underground medium is a space that can provide the setting for activities or infrastructuresthat are difficult, impossible, environmentally undesirable or less profitable to install aboveground. Underground space offers a natural protection to whatever is placed underground. The containment created by undergound structures protects the surface environment fromthe 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. Best practices in underground tunneling for high speedlines and metros – Why go underground?GO UNDERGROUND FOR LAND USE AND LOCATION REASONS Le Louvre (Paris –ITA) Blaak Station (Rotterdam –ITA) 22
  • 23. Best practices in underground tunneling for high speedlines and metros – Why go underground?GO UNDERGROUND FOR ISOLATION CONSIDERATIONS CLIMATE NATURAL DISASTERS AND EARTHQUAKE PROTECTION CONTAINAMENT SECURITY Underground swimming pool (Finland -ITA) Underground storage facilities (USA -ITA) Damage on building on top, no damages on the underground shopping mall located below (KOBE -ITA) 23
  • 24. Best practices in underground tunneling for high speedlines and metros – Why go underground?GO UNDERGROUND FOR ENVIRONMENTAL PRESERVATION Situation before and after the construction of the underground car park (picture from ITA) A motorway tunnel forming a green bridge, providing a free range for people, animals, and even vegetation.(picture from ITA) 24
  • 25. Best practices in underground tunneling for high speedlines and metros – Why go underground? GO UNDERGROUND FOR TOPOGRAPHIC REASONS BOLOGNA FLORENCE High speed railway Bologna-Florence (Italy) – LINE LENGTH: 78.5 km, of which 73.3 km underground 25
  • 26. Best practices in underground tunneling for high speedlines and metros – Why go underground? GO UNDERGROUND FOR SOCIAL BENEFITS BEFORE Turin Metro – First driverless subway in Italy AFTER 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. 26
  • 27. Best practices in underground tunneling for high speedlines and metros – Current practiceCUT 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.TRADITIONAL EXCAVATION (NATM, DRILL & BLAST) 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.MECHANIZED EXCAVATION 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 27
  • 28. Best practices in underground tunneling for high speedlines 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. 28
  • 29. Best practices in underground tunneling for high speedlines and metros – CUT AND COVER 2/4 2. Diaphragm Constructions using Grab or Hydromills 29
  • 30. Best practices in underground tunneling for high speedlines and metros – CUT AND COVER 3/4 3. Concrete casting of roof slab 30
  • 31. Best practices in underground tunneling for high speedlines 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). 31
  • 32. CUT AND COVER - Technological systems 32
  • 33. Best practices in underground tunneling for high speedlines and metros – TRADITIONAL EXCAVATIONThe Italian practice foresee a four stage process:I. Survey phase DESIGNII. Diagnosys phase DESIGNIII. Therapy phase DESIGNIV. Monitoring phase CONSTRUCTION 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. 33
  • 34. Best practices in underground tunneling for high speedlines and metros – TRADITIONAL EXCAVATION HIGH SPEED RAILWAY SYSTEM MILAN TO NAPOLI RAILWAY LINE * BOLOGNA TO FLORENCE SECTION DIAGNOSIS PHASE 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% 34
  • 35. Best practices in underground tunneling for high speedlines and metros – TRADITIONAL EXCAVATION HIGH SPEED RAILWAY SYSTEM MILAN TO NAPOLI RAILWAY LINE * BOLOGNA TO FLORENCE SECTION THERAPY PHASE PRECONFINEMENT ACTION CONFINEMENT ACTION In the therapy phase we define the excavation methods and the stabilisation measures to obtain the stability of the cavity. 35
  • 36. Best practices in underground tunneling for high speedlines and metros – TRADITIONAL EXCAVATION MONITORING PHASEOnce the design phase is complete,during the construction phase usingmonitoring it’s possible to check thecorrectness of predictions madeduring the previous phases; thismonitoring is carried out bymeasuring and checking theresponse of the medium toescavation.Advance rates were very costant,thus indicating a excellent matchbetween design and the actualreality encountered 36
  • 37. Best practices in underground tunneling for high speedlines and metros – TRADITIONAL EXCAVATION 37
  • 38. Best practices in underground tunneling for high speedlines and metros – TRADITIONAL EXCAVATION 38
  • 39. Best practices in underground tunneling for high speedlines and metros – TRADITIONAL EXCAVATION 39
  • 40. Best practices in underground tunneling for high speedlines and metros – TRADITIONAL EXCAVATION 40
  • 41. Best practices in underground tunneling for high speedlines and metros – TRADITIONAL EXCAVATION 41
  • 42. Best practices in underground tunneling for high speedlines and metros – TRADITIONAL EXCAVATION 42
  • 43. TRADITIONAL EXCAVATIONS- Technological systems 1/6 Tunnel face extrusion and failure 43
  • 44. TRADITIONAL EXCAVATIONS- Technological systems 2/6 44
  • 45. TRADITIONAL EXCAVATIONS- Technological systems 3/6 CROWN WEAKNESS FOREPOLING 45
  • 46. TRADITIONAL EXCAVATIONS- Technological systems 4/6 46
  • 47. TRADITIONAL EXCAVATIONS- Technological systems 5/6Depending on soil conditions(hardness, etc.), we can usedifferent kind of equipment(explosives, excavator, etc.).Special equipments can improveperformances and safety. 47
  • 48. TRADITIONAL EXCAVATIONS- Technological systems 6/6 Shotcrete + steel net Shotcrete + fibers: Steel fibers Polyester fibers Polypropylene fibers Synthetic fibers (general polymers) 48
  • 49. MECHANIZED EXCAVATIONS Rock TBM EPB-S Slurry Shield (Earth Pressure Balanced Shield) 49
  • 50. MECHANIZED EXCAVATIONS 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 50
  • 51. MECHANIZED EXCAVATIONS Excavation parameters control PENETRATION RATE [mm/min]The main parameters, to be verified via the sensors and sensingequipment, are: Face-support pressure Pressure and volume of the backfill grout of the annular void Weight of the extracted material PRESSURE SENSORS [Bar] SCREW CONVEYOR RATE [rpm] Pressure sensors 51
  • 52. Conventional Tunnelling Vs TBM Tunnelling 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) 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) 52
  • 53. Best practices in underground tunneling for high speedlines and metros – Risk management 1/4Tunnelling is not a risk-free technology, each tunnel is a specific unique project on its own in aunique combination of ground / soil. The “right” construction method with the “right” experienceparties involved are crucial for the success. The main most important factor however, the geology, is onlyknown to a limited extent. Any accident during construction as well as in use provokes a substantialinterruption 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. Best practices in underground tunneling for high speedlines and metros – Risk management 2/4The problem associated with underground construction is that the excavations will alter thestress fields in the ground around the tunnels and deformations will occur. If thesedeformations are not strictly controlled during the construction process, excessive groundmovements will propagate upwards potentially causing significant damage to adjacent buriedinfrastructure and surface structures.Using established methods of analysis of ground movement it’s possible to identify buildingspotentially at risk. For those buildings were planned soil improvements to avoid excessivemovements of its foundations. Reduction of the initial risk Project Hypothesis Detailed design Execution 54
  • 55. Best practices in underground tunneling for high speedlines and metros – Risk management 3/4The residual risk, have to be managed during the constructive phases by means of theimplementation of an integrated monitoring system to: Guarantee the correct flow of information to permit designers to analyse and verify thehypothesis used to develop the basic design; Allows to understand the atypical phenomena giving the information necessary to solvethe 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 55
  • 56. Best practices in underground tunneling for high speedlines and metros – Risk management 4/4Example 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. 56
  • 57. CONCLUSIONS The basic technological approach traditionally adopted for infrastructure projects shall beintegrated with a multidisciplinary approach that considers all the processes of the entirecycle of life and performance of the works. This integrated approach would allow differentdisciplines to interact and mutually stimulate the development of a fully comprehensiveinfrastructure, 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. Toavoid this problem often the solution is found in underground infrastructures. Theseare, in fact, one of the best solutions for sustainable solutions for integrating utilities andtransportation infrastructures within environments with social, technical or other naturesdifficult interfaces (such as urban areas, mountains, etc). Today, the modern technological systems allow us to build faster tunnel andunderground structures using different solutions in every kind of soil, and the monitoringsystems allow us to control in real time the situation. These technologies can be veryuseful to optimize performance and safety.All these aspects have been studied in detail and put successfully into practice byTecnimont during the realization of underground infrastructures in highly urbanized cities aswell in highways and high speed railways. 57
  • 58. 58
  • 59. 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 0056444info@mairetecnimont.it – www.mairetecnimont.it