ASSOCIATION INTERNATIONALE DES TRAVAUX EN SOUTERRAIN ITA INTERNATIONAL TUNNELLING AITES ASSOCIATION
ITA newsletter -la lettre de l'AITES
N° 23 - OCTOBRE 2002 - ISSN 1267-8422 PROJECT LEFORTOVO
From a single source.
For the tunnelling of the 2km long highway tunnel in the district of Le fortovo in Russia's capital Moscow Herrenknecht not only provided the world's largest Mixshield (0 14.20m). In cooperation with affiliated companies Herren knec ht also provided the complete peripheral site equipment such as trucks, dumpers, sepa ration plant, compressor station, grout mixing plant and cooling tower. ln August 2002 the tunnelling machine has already excavated 1,108m, more than half of the tunnel route. The project development, which has run smooth ly 50 far, shows that Herrenknecht possesses the opportunities, the experience and the know-how to perform as a "Full Service Provider" in the field of mechanical tunnelling technology.
Herrenknecht. The Trailblazer.
Contractor: AD Corporation T ransstroy Geology: fine to coarse sand, clay, limestone (medium strength, partially very fissured)
Herrenknecht AG 0-77963Schwanau Tel +49 78243020 Fa x +49 7824 3403 Herrenkneeht Ib ériea S.A. E-28046 Madrid Tel +3491 3452697 Fa x +34 91 3592032 Herrenkneeht Sehweiz AG CH - 6474 Amsteg Tel +41 41 8848080 Fax +4 1 4 1 8848089 Herrenknecht Tunnelserviee Russia GUS - 107497 Moscow Tel +7 095 4623 878 Fax +7 095 4625 744
www.herrenknecht.com TRIBUNE /TA newsletter la lettre de l'A/TES
The Matsesta tunnel, 1316 m long, is situated on the Black Sea Coast road. ft has been completed and put into opera tion in 2001. SOMMAIRE • CONTENTS
Le tunnel de Matsesta (1316m) est situé sur la route de la côte de la Mer Noire. lia été mis en service en 2001. L'AITES en Bref 4 ITA in Brief
BUREAU EXÉCUTIF ET COMITÉ DE RÉDACTION Liste des Nations Membres Member Nations List EXECUTIVE COUNCIL AND EDITORIAL BOARD 4
A. Assis Brazil L'Association russe des 5 The Russian Tunnelling A.M. Muir Wood UK Travaux en Souterrain Association A. Haack Germany H. Parker USA Les travaux souterrains 7 Tunnelling in Russia J.P. Godard France en Russie J. Hess Czech R. A. Nordmark Sweden Les travaux souterrains en 18 Tunnelling in Ukraine K. Ono Japan Ukraine H. Wagner Austria H.Oud Netherlands Projet National Français 22 Eupalinos 2000 French J. Zhao Singapore Eupalinos 2000 National Project Y. Erdem Turkey C. Berenguier Synthèse du rapport du GT 15 23 WG 15 Summary report
2.600 copies of this issue have been printed Conférences 1nternationales 27 International Conferences Directeur de la publication : Claude Berenguier ITA-AITES - cIo EPFL- Bat GC Nouvelles des Nations Membres News from Member Nations CH-1015 LAUSANNE 28
ITA accepls no responsibility or liability wilh reg ard to the CH-1015 LAUSANNE • Switzerland mate rial on this newsletter. This male rial: -is information of a general nature on ly which is nol in tended Tel. +41 {O)21 693 23 10 10 address the specifie circumstances of any pa rticular indivi dual or enlity; Fax +41 {O)21 69341 53 • is not necessa rily comprehensive, co mplete, accurale or up to date; e-mail: [email protected] • may not be ITA posilion , specially signed articles are unde r Ih e responsability of th eir authors http://www.ita-aites.org • is n ot professional or legal advice (if yo u need specilic advi ce, y ou should al ways co nsult a suitabl y qualified professio-
TRIBUNE n023 - ITA-AiTES - Oc/obel' 2002 3 I lA IN B RIE F • L'AilES EN B R E F
FOUNDED IN 1974 FONDÉE EN 1974 ITA has 50 Member Nations and 280 Affiliate L'AITES compte 50 Nations Membres et 280 Members. Membres Affiliés. The aims of ITA are to encourage planning of the Les buts de l'AITES sont d'encourager l'étude de subsurface and to promote advances in the pre l'utilisation et de l'aménagement du sous-sol et de paratory investigations for tunnels and in the promouvoir les progrès dans les reconnaissances design, construction and maintenance of tun préalables, la conception, la construction et l'entre nels by bringing together information thereon tien des tunnels en rassemblant les informations and by studying questions related thereto. ainsi qu'en étudiant les questions qui s'y rapportent. The Association fulfils its mission : L'Association remplit sa mission: • by facilitating the exchange of information • en facilitant l'échange d'informations entre ses among its members, membres, • by holding public or other meetings, • en organisant des réunions publiques ou non, • by organising and coordinating studies and • en organisant et en coordonnant des études et experiments, des expérimentations, • by publishing proceedings, reports and docu • en publiant des comptes rendus, rapports et ments. documents.
ITA MEMBER NATIONS
AFRIQUE DU SUD. SOUTH AFRICA • South African National Council on ISLANDE • ICELAND • Icelandic Tunnelling Society, .6+354-5622332, Tunnelling .6+27-1164871556, sancotmsm@iafrica,com hrh@vegag,is ALGÉRIE' ALGERIA' Ministère des Travaux Publics .6+213-2851837 IRAN ' Iran Tunnelling Association, .6+98-216014828 ALLEMAGNE • GERMANY • Deutscher Ausschuss für Unterirdisches ISRAEL' Inter Ministerial Committee .6+972-26223058 Bauen, .6+49-2215979550, A.Haack@stuva,de ITALIE' ITALY • Società Italiana Gallerie .6+39-026599758, segretaria@societai ARABIE SAOUDITE. SAUDI ARABIA • Ministry of Communications, .6 talianagallerie,it +966-1 4029436 JAPON • JAPAN • Japan Tunnelling Society, ,6 +81-335536145, ARGENTINE • ARGENTINA • Association Argentina d e Ingeneria de jta@sepia,ocn,ne,jp Tuneles, .6+54-1149512293, [email protected] LESOTHO' Lesotho Tunnelling Society, .6 +266-310005 AUSTRALIE· AUSTRALIA • Australian Underground Construction & Tun MALAISIE • MALAYSIA • The In stitution of Enginee rs, Malaysia .6+603- nelling Association, .6+61-262732358, [email protected],au 7577678, keitll@mtdcap,com AUTRICHE • AUSTRIA • Austrian National Committee of ITA, ,6 +43- MAROC' MOROCCO • Association Marocaine des Travaux en Souterrain, .6 15041596, beton@netway,at +2 12-22234188, Ipee@lpee,com BELGIQUE· BELGIUM • Association Belge des Techni9ues et de l'Urba MEXIQUE ' MEXICO' Asociaci6n Mexicana de Ingenieria de Tûneles y Obras nisme Souterrain, .6 +32-22873144, willy,delathauwer@vici. gov,be Subterrâneas, .6+52-55283611 , amitos01@ienlaces ,com,mx BRÉSIL • BRAZIL • Brazilian Tunnelling Committee, .6+55-112687325, NORVÈGE' NORWAY • Norsk Forening for Fjellsprengningsteknikk (NFF), .6+47- cbtabms@metrosp,com,br 67565533 , postmaster@nff,no BULGARIE ' BULGARIA • Geotechnim-SVS, /~ +359-29526080 NOUVELLE-ZÉLANDE' NEW ZEALAND • Works Consultancy Services Ltd , .6 CANADA· Tunnelling Association of Canada, .6+1-4164457107, BGar +64-44733017, bill, darnell@opus,co,nz rod@hatchMott,com PAYS-BAS' NETHERLANDS • Tunnelling and Underground Works Division of Kivi, CHILI • CHILE Sociedad Chilena de Geotecnia, .6+56-22358407, .6+31 -30899608, info@v-o- r,nl [email protected],cl POLOGNE' POLAND • Podkomitet Budownictwa Podziemnego, .6+48-22264291 CHINE • CHINA • China Civil Engineering Society, ,6 +86-168393953, PORTUGAL' Soc iedade Portuguesa de Geotecnia, .6+351-18478187, cces,china@263,net jas@dec,us,pt COLOMBIE • COLOMBIA • Comité Colombiano de Tûneles, 'û+57- RÉPUBLIQUE TCHÈQUE' CZECH REPUBLIC • Czech Tunnelling Committee, 12884531, icospina@ingetec,com,co .6 +420-266793479, matzner@metrostav,cz CORÉE' KOREA • Korean Tunnelling Association, .6+822-22033553, admi nistrator@tunnel,or,kr ROUMANIE • ROMANIA • Assoc iation Roumaine des Tunnels, .6 +40- 13127780, stematiu@hidro,utcb,ro CROATIE • CROATIA • Croatian Tunnelling Association, .6+385- 16152685,zvonimir,sever@elektroprojekt,hr ROYAUME-UNI • UNITED KINGDOM • British Tunnelling Society, .6 +44- 1717991325, bts@ice,org,uk DANEMARK • DEN MARK • Danish Society for Tunnels & Underground Works, .6+45-43960055, [email protected] RUSSIE' RUSSIA • Russian Tunnelling Association, .6+7-0952073276, rus_tun [email protected] EGYPTE • EGYPT • Egyptian Tunnelling Society, .6+20-25787662, ets@thewayouLnet SINGAPOUR' SINGAPORE· Tunnelling and Underground Construction Socie ty, .6+65-62998983, info@tucss,org,sg ESPAGNE' SPAIN' Asociaci6n Espanola de Tûneles y Obras Subterrà• SLOVAQUIE' SLOVAKIA • Siovak Tunnelling Association, .6+421-745523103, neas, .6+34-915233683, aetos@caminos,recol. es terraprojekt@gti net,sk ÉTATS-UNIS D'AMÉRIQUE. USA. American Underground Construction SLOVÉNIE' SLOVENIA • Siovenian National Committee on Tunnel Construction Association , /~ + 1-6128258944, [email protected] , and Underground Structures, .6+386-15341680, vojkan,jovicic@i-rgo,si FINLANDE' FIN LAND • Finnish Tunnelling Association, .6+358-9467927, SUÈDE • SWEDEN • BK Swedish Rock Construction Committee, .6+46- Jouko,[email protected] 86111091 , nordmark@bergsprangningskommitten,a,se FRANCE • Association Française des Travaux en Souterrain, /-,, +33- SUISSE. SWITZERLAND • Groupe Spécialisé pour les Travaux Souterrains, .6 14764 7588, contact@aftes,asso,fr +41-332257968, sia-fgu@swisstunnel. ch GRÈCE' GREECE • Greek Tunnelling Society, .6+30-15239647, M,Stavro THAl LANDE • THAl LAND • ITA Thai Nation Member, .6+66-25245509 [email protected],gr TURQUIE' TURKEY • Turkish Road Association Erer SA, .6+90-3124258210, HONGRIE • HUNGARY • Association for Utilization of the Subsurface komite@ymtk,org,tr Space, /~ +36 -11 556182 , h13250gre@e lla, hu UKRAINE' Ukrmetrotunelbud Corporations, .6+38-0442284997 INDE . INDIA ' Central Board of Irrigation and Power, .6+ 91-113016347, cbip@nda,vsnl,net,in VENEZUELA ' Socvenos, .6+58-2127517120, gperri@telcel. neLve
TRIBUNE n023 - ITA-A ITES - Oc/obel' 2002 4 FOCUS ON RUSSIA & CIS COUNTRIES
1 • THE RUSSIAN TUNNELLING ASSOCIATION L'Association Russe des Travaux en Souterrain a été créée en 1990 avec l'aide de la société Transtroy et sous l'égide de l'AI TES. L'évènement principal de 2002 est la tenue du congrès "Travaux souterrains en Russie et dans les pays du C/S à l'aube du siècle: expérience et perspectives ".
Author : V.A Brezhnev, Chairman of the board, Russian Tunnelling Associa tion; President Corporation Transtroy OJSC, Moscow
Transport construction industry in Russia has histo Tunnelling Association's organizational structure is rically developed as a multi-Iateral and highly scien built in such a way that its branches composed of ce-consuming branch characteristic with a sound specialists active in design and construction of tun production, scientific and technical potential. This is nels and other underground structures are formed in why, the scientific and technical progress has organizations and companies of the tunneling sec always been and remains to be among our day-to tor. It makes possible to get reliable site information day priority activities. It is on the basis of this pro on projects under design and construction, on tun gress that the traditional engineering construction neling equipment manufactured and on scientific practice in the field of tunnels, subways, bridge and research programs, that is to be in the course of hydraulic structures, highways and airports, railways companies' affairs and of various underground and transport infrastructure projects is developed. construction problems. During the drastic change of economic relations The Presidium and the Board Directory, Associa accompanied with the elimination of construction tion 's managing bodies, have concentrated on seve industry ministries including the Transport Construc rai main activities. tion Ministry, we came across a challenge to elabo Holding conferences, symposia, technical sessions, rate efficacious instruments enabling to preserve seminars and meetings of specialists to discuss vitally important technological and creative links scientific, technical and practical issues is a key between companies and enterprises, between the activity direction for the Russian Tunnelling Associa science and the production. Hence, it was a well tion. considered and well-realized step on the part of ln 2001 , the Association born main load of preparing Corporation "Transstroy", legal successor of the the "Urban development technologies of the XXI-st Transport Construction Ministry, to participate in for century" scientific and practical conference held by ming and promoting activities of professional public the Union of scientific and engineering public orga associations whose basic aim was to unite the com nizations. "New water-proofing materials and tech munit y of scientists, designers, manufacturers and nologies for underground works" was held too. contractors and to show them Russian transporta A seminar on the application of new technologies tion system development ways. It is not by chance was held early this year in the course of which the that during last 10 years we evidence fruitful activi following issues were discussed : soil stabilization ties of the Russian Transport Academy Transport technologies for tunnels and other underground construction division, Scientific/technical Associa construction projects, building road tunnels under tion of transport construction specialists, Associa railway lines on the basis of forwarding pipe screens tion of bridge builders (Almost Found) and Russian ; ex perien ce of tunneling on the basis of face sup Tunnelling Association. port tunnel boring machines. Russian Tunnelling Association, professional public Visits of currently built projects and acting enter union of specialists and organizations active in the prises, site demonstration of new construction tech field of underground construction and development, niques and management methods are indispensable was formed in 1990 with immediate participation of attributes of such events. Corporation "Transstroy" and under support of the The 2002 most important event is "Tunneling in Rus International Tunnelling Association. sia and in CIS countries early this century : expe-
TRIBUNE n023 - ITA-AITES - Oc/ober 2002 5 1 • THE RUSSIAN TUNNELLING ASSOCIATION
rience and prospects" International researchl practi part in writing a comprehensive analytical work on cal conference with the participation of tunnelers subway development scientific research and techni from CIS countries and specialists of several foreign cal problems prepared by Corporation "Transstroy" companies. Thorough preparation to this conferen and reviewed by RF Gosstroy Scientific and Techni ce is currently under way and it is expected that the cal Council. conference will promote broad exchange of opi Another very important Association's activity direc nions on various issues related to design and tion Association consists in developing and issuing construction of underground works. new normative documents, tunneling specialists "Metro and Tunnels", Russian Tunnelling Associa being broadly drawn to this work. Parts of the new tion's scientific research and information magazine, SniP (Russian Codes of Construction Practice) and has become today a regular and important source of "Subways" Regulations Book are under develop information and communication. We st rive to make ment. Last year, "Safety Rules for Underground each individual member of the Association, reader Construction Projects" and norms on trenchless uti of the magazine, feel that through reading its publi lit Y laying techniques on the basis of microtonneling cations he is involved into activities of the Associa complexes and special equipment were completed, tion. other normative documents and manuals are being The Association plays a very important role in the prepared.Tunneiling Association's scientific 1 techni search of new technologies, in pushing them to the cal advisory Board and experts regularly participate market and in providing their practical implementa in examining new designs. tion with informational and normative support. Russian Tunnelling Association's scientific 1 techni Microtunnelling, tunnelling under protection of for cal advisory Board, a very authoritative body, regu warding pipe screens, lining waterproofing on the larly reviews designs for new projects and issues its basis of Monoflex and other materials, New Austrian conclusions on the subject. Thus, the Board has construction method, new cast-in/pressed concrete twice gathered to review issues related to largest linings, new face support tunneling complexes and urban road tunnel passing through Lefortovo pro other advanced technical solutions were found, exa tected zone in Moscow, the sittings being attended mined and recommended for particular projects by by representatives of the Government of Moscow Tunnelling Association specialists. Among these and personally by Mr. Yu.M .Luzhkov, Mayor. The projects there are Severomouisky tunnel at the Bai tunnel , diameter 14.2 m and length over 3.2 km, is kal-Amur Railway Main Une, Nanhchul tunnel at being executed in cooperation with specialists from Abakan-Mezhdurechensk railway line, Matsesta Germany and France using a special tunnel boring road tunnel at Sochi Bypass, Irganay Hydropower machine. Station hydraulic tunnel in Dagestan, underwater tunnel crossing of the Neva River for the Baltic pipe Prospective projects are also within Tunnelling line system, sophisticated transportation tunnels in Association experts' involvement field : optional Moscow including the Lefortovo tunnel. investment feasibility reports for tunnel from the mainland to Sakhalin Island have been examined, Subway construction remains to be one of major draft proposais for a tunnel under the Bering Straits activities carried out by Investmetro subway were prepared. construction association and Metro, association of subway operating companies in close cooperation To give a more full idea of the Russian Tunnelling with the Russian Tunnelling Association. In 2001, a Association, the kernel of this collective should be section of Moscow Subway length over 1.5 km and mentioned : Mr. S.N.vlasov, Executive Director; Pro its 163rd station (Anino) were completed. Length of fessor N.S.Bulychev, Russia Representative in the Novosibirsk Subway increased by 2.0 km including International Tunnelling Association ; Professor new Sibirskaya Station. New subway is being built in D.M.Golitsinsky, head of the RTA St.-Petersburg Kazan with its first line length almost 8 km planned regional branch ; Board members : Mrs. S.F.Panki for operation in 2005. One proceeds with construc na, Mr. V.N.Alexandrov, Mr. P.G.Vasilevsky, Mr. tion of subways in St.-Petersburg, Ekaterinburg, V.N.Zhukov an many other specialists.
Nizhny Novgorod, Krasnoyarsk and Omsk. 1 believe this brief review will give "Tribune" readers Tunnelling Association specialists took immediate certain idea on the Russian Tunnelling Association.
TRIBUNE n023 - f'j'A-A J'J z:'S - Oc/obel' 2002 6 2 • ACHIEVEMENTS IN MOSCOW UNDEGROUND CONSTRUCTION SPHERE Moscou est une mégalopole dynamique et l'urbanisme souter rain y joue un rôle primordial tant dans les tranports que pour la construction de nouveaux centres d'affaires.
Authors : v. G. Lern er, Fi rst Oeputy General Oirector, Mosinzhstroy OJSC E.v. Petrenko, PhO, Oeputy Chairman Scientific and Expert Council , Ru s- sian Tunnelling Association
The capital of Russia is at present among world • "Park-City" with a group of fountains, walking most dynamically developing megapolices. This ways, flower beds, lawns, recreation zones. is a city where large-scale underground space Underground part of the Moscow-City complex development projects are successfully imple is designed in six levels : mented. • two lower floors as part of the metro transition Last years, tunnel and other underground junction and Mezhdunarodnaya metro station, construction projects have gained in scale and area of the first and second floors making 90 000 became functionally more varied. Thus, a unique 2 m , commercial/recreational complex called "Okhot • three parking lot medium floors for 2,500 cars, ny Ryad" on Manezhnaya Square, four-Ievel underground parking lot under Teatralnaya Squa • first upper floor to accommodate "underground re were built ; the following works are currently city", commercial public space. under construction : transport interchange under For environ ment protection considerations, pro Gagarin Square and Kutuzovsky Avenue, "Tsa tective bearing and anti-filtration wall as thick as riov Sad" (Tsar's Garden) at Sofiyskaya Embank 0.9 m is built along the pit circumference. Bea ment and "Moscow-City" International business ring walls as thick as 0.8 mare being built along center unique multi-functional and multi-Ievel metro tracks, utility collectors being provided complexes with their underground parts, the along pit sides. The protective bearing and anti Lefortovo tunnel (diameter 14.2 m) built with Her filtration wall (Iength 1768 m, total area 40 000 2 renknecht tunnel boring machine, new Moscow m , depth 24-26m) is one of Europe largest clo Metro stations. According to assessment made sed reinforced concrete walls of this type. by experts of the International Tunnelling Asso Since the earth-moving work commenced, moni ciation, the "Okhotny Ryad" multi-functional toring has been arranged to supervise safety of underground commercial/recreational complex the earth work and condition of the surrounding 2 on Manezhnaya Square (total area 70 000m ) built-up areas. No deformation of structures or built close to Moscow Metro and considered to setting resulted from the Moscow City complex be among Europe largest structures of this type underground construction work has been detec has been entered into the list of world largest ted so far. underground works of XX century. Technical and technological construction impro At present, Moscow largest construction project vements in the field of tunnels and other under is creation of the central kernel part of the Mos ground structures have become new reality in cow City International business center. This Moscow resulting in increased functional safety complex comprises the following main functional of the conquered underground space, better zones: underground construction work safety and • metro transition junction, higher living standards of the citizens. While dri • multi-Ievel underground parking lot, ving road and utility tunnels and other under ground structures as weil as while constructing • " underground city", metro structures, special attention is paid to pre • congress-hall complex, serve buildings, structures and utilities located • complex for cultural and entertainment events, above the underground structures and adjacent • 50-storey hotel high-rizer, to underground construction sites. So far as
TRIBUNE n023 - I TA-AI Tl.:.'S - Oc/ob!? /' 2002 7 2 • ACHIEVEMENTS IN MOSCOW UNDERGROUND CONSTRUCTION SPHERE
laying of communal utilities is concerned, increa cheskaya Embankment passes and to forecast sed importance and implementation are given to irregular or failure zones. trenchless technologies resulting in saving of the Last year experience has shown that sinking habitation environment and safety of buildings wells, slurry walls and secant bore piles are very and structures adjacent to utilities laid. feasible if used for Moscow underground space Moscow underground space development early development projects. XXI century demands that management and Urban environ ment protection requirements and technological schemes used for underground in particular, needs to isolate pits of underground construction projects get more and more perfect, and surface structures from ground water have although they have already become essentially initiated development of various techniques and intelligent. equipment making it possible to build anti-filtra Reliability of tunnels and other underground tion curtains (AFC) after construction procedures structures is provided through special measures, essentially similar to those used to build bearing through combination of different underground slurry wall structures. construction techniques including those highly While building two transport tunnels, the secant mechanized and through monitoring of geologi bore pile techniques (diameter of piles 1 m) were cal conditions. used to construct a wall as deep as 18 m under Mosinzhstroy construction holding as Moscow protection of which soil was excavated down the leading organization in the field of infrastructure tunnel vault elevations and B30 W12 concrete construction projects carries out a good deal of was cast to the ceiling. Subsequently, excavation work related to Russian capital underground is made under protection of the ceiling and road space development both in newly built housing traffic is restored, the latter being very important regions and in built-up parts of the city center. for cities overflown with vehicles. Experience gained by Mosinzhstroy in Moscow Conclusion demonstrates that the use of up-to-date under Moscow is one of world dynamically developing ground technologies makes it possible to build megapolices where large-scale underground tunnels and other underground structures under development projects are implemented on the constrained megapolice conditions bringing the basis of up-to-date architectural trends and scope of open excavation and influence to road newest achievements in the field of science and traffic to minimum. engineering as weil as construction technologies ln order to quickly and safely solve the problem and equipment. of building tunnels under unfavorable Moscow By removing various communal services, utilities conditions on the basis of mechanized tunneling and structures under the surface, cities can techniques and without settings, Mitsubishi and increase open urban areas for housing, parks, Bessac boring machines are used. Lining of pre green squares and recreation zones, that is to cise reinforced concrete segments was used for improve their architectural appearance and to a collector diameter 4.3 m driven with Bessac create more healthy environ mental conditions. shield. Accuracy and truthfulness of hydrogeological and other survey data are factors most important to increase reliability of construction projects built under conditions of Moscow. With this aim at end and for the first time in domestic construction practice, Mosinzhstroy has imple mented a tunnel georadar enabling to scan soils through which collector in the region of Kotelni-
TRIBUNE n023 - 17'A-A rrhS - Oc/obel' 2002 8 3 • NEW URBAN ROAD TUNNEL IN MOSCOW Le troisième périphérique de Moscou est en cours de construc- tion. L'ouvrage le plus important de cet axe est le tunnel de Lefortovo, de 3246 m de long, permettant de passer sous un parc et une zone historique. Le tunnel est construit avec un tun nelier de 14,2 m de diamètre.
Authors : V.A bessolov, Chief Lefortovo Tunnels Construction Board v.P. Grachov, General Director Transtroytonnel JSC
ln conformity with a decree of the Government of Moscow, the 3rd Transportation Ring construction project is under way since 1998, the project being an expressway of the top city rank characteristic with uninterrupted road traffic flows, 3 to 4 lanes each direction, multy-Ievel stream-traffic type trans port interchanges and non-Ievel pedestrian pas sages. The largest structure of the 3rd Transportation Ring which will close the ring in 2003 is a road tunnel under the "Lefortovo - Nemetskaya Sioboda", vast protected park zone with historie monuments (XIII century buildings), fountains and reservoirs (Iakes). The tunnel is as long as 3246 m, design traffic inten sity of its three lanes makes 3600 vehicles per hour. Resulting from latest decisions taken with respect of the 3rd Transportation Ring, traffic from point "B" to point "A" will be accommodated by one of initially planned two deep Lefortovo tunnels. The tunnel will Scheme of the 3rd road in Moscow 1 - big ring (blue) provide for the complete safety of historical buil 2 - smal/ ring (red) dings, and structures as weil as of utilities, fountains and reservoirs. Local underground water flow pat and reaches Entouziastov Chaussee through Pro tern will be disturbed in lesser extent, there will be lomnaya Street. no any barrage effect. At the protected area through which the tunnel route The tunnel will be built under adverse geological passes there are the following historical and cultural and urban development conditions subject to spe monuments situated along the route: the first mili cial attention while implementing the project. tary hospital built in XVIII-XIX centuries, 4 "Widow Soil massive along the tunnel alignment is vertically houses" and greenhouse (XVIII century), military composed of mixed st rata of the Quaternary, Juras medical attendants school (1820), Ekaterina's Pala sic and Coal periods represented by oddly stratified ce (XVIII-XIX centuries), St. Peter and Paul church, alluvial soils, water-bearing sands, moraine loams of 1711 (with XIX century fence and gate) in the Sol varied depth and Jurassic clays and loams. diers settlement and the 36-ha Lefortovo park with fountains. Below the Jusrassic sediments there are limesto ne/dolomite and clay/clay-stone formations. Tunnel structure Hydrogeological conditions of the region are cha The tunnel is a complex of underground structures racteristic with a high table of ground water coming built at various depths in various techniques: from the Perkhour and Ratmir sources. Hydrostatic • deep part built in closed techniques is a 2211 m pressure on the lining may reach 0.3 MPa. long round cross-section tunnel, outer diameter Alignment of the road tunnel starts from Sparta 13.75 m and internai diameter 12.35 m, lined with kovskaya Square, crosses Bakuninskaya, Boishaya precast reinforced concrete segments, depth 0.7 m, Pochtovaya and Malaya Pochtovaya Streets and width of the ring 2 m ; sealing is provided with two the Yauza River, passes under the Lefortovo region rows of elastomer rubber joint gaskets,
TRIBUNE n023 - f TA-Ai TES - Oc/ouer 2002 9 3 • NEW URBAN ROAD TUNNEL IN MOSCOW
• shallow part at points A and B, total length 700 m, erector by mine diesel locomotives and installed built in cut-and-cover techniques of cast-in -situ into the lining rings. reinforced concrete frame sections sealed with spe TBM driving along the alignment set in the design is cial film coyer, controlled automatically or semi-automatically. • tunnel approach ramps, length 155.0 and 180.0 This is a high tunneling technology without tunnel m, of cast-in-situ reinforced concrete including drivers, tram mers or any hand labor. The work is water-sealing and drainage systems. governed by computers managed by people. A carriageway platform is provided for the traffic ail So far as TBM diameter and tunnel cross-section along the tunnel, the under-carrageway space being width are concerned, this is Europe and Russia lar used to accommodate utilities and tunnel mainte gest road urban tunnel. Special settlement-free tun nance services. neling technology combined with water-proof pre Work execution cast reinforced concrete lining eliminates any nega tive effect of the tunnel to the surface of the Lefor Taking into account severe site hydrogeological tovo protected zone both during construction and conditions including increased hydrostatic pressu- operation.
Cutting Head installation of the Herrenknecht shiefd re, the tunnel is built using Herrenknecht tunnel boring machine, diameter 14.2 m, the face being actively supported with thixotropic bentonite slurry. ln the course of tunneling, face stability is perm a nently secured by bentonite slurry cushion pushed Resulting from tender held by the Government of with adjustable compressed air. Moscow and on behalf of the latter, design and construction of this tunnel are carried out by : Soil developed in the face is caught by the bentoni te slurry and delivered through pipelines to a surfa • Organizator Ltd. as Client ; ce separator unit where hard soil fractions are sepa • Corporation "Transstroy" as General Contractor rated from the slurry and the latter is returned to the with participation of several foreign companies face zone. (Herrenknecht and VINCI) as weil as some Moscow Reinforced concrete segments are delivered to the construction and design companies.
TRIBUNE n023 - l TA-AITES - October 2002 10 -I--'--~-'-~--- -f----If----I.---II------
CONCESSIONS-ENERGY.. AND INFORMATION -ROA DS- CONSTRUCTION
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www. vinci-construction.comjprojets 4 • SEVERO-MUISKY TUNNEL: TRAINS RUN Fin décembre 2001, le premier train test a circulé dans le tunnel de Severo-Muisky d'une'longueur de 15 km, annonçant ainsi la fin de 20 ans de travaux.
Author : S.N. Vlasov, Russian Tunnell ing Associatin, Moscow
At the end of December 2001 a remarkable event example, as it happened at the last stage of main happened for the tunnel engineering and techni tunnel breakthrough. Of course some stops in cal community of Russia : a test train started financing and insufficient means to complete the through Severo-Muisky railway tunnel 15 km works especially during last 10 years influenced long on Baikalo-Amurskaya trunk-line (BAM), a the duration of the tunnel construction. working train movement began. At the same time Russian tunneliers, designers This event is remarkable as at last it brings closer and scientists acquired a great experience in the day when this longest tunnel of Russian rail mountain tunnel driving under difficult engineering way net will be made available for permanent and geological and hydro-geological conditions. operation in 2002 and an intensive labour of BAM The tunnel happened to be a peculiar testing ~unnellers during 20 years will be completed. ground to perfect the newest methods of under Severo-Muisky tunnel is among ten largest world ground openings construction, to employ new tunnels, if to take into consideration the length technologies, structures and layout solutions, to and the complexity of driving and construction introduce the most perfect of domestic and forei work and unfortunately the duration of construc gn equipment, which enriched Russian tunnel tion. ling. World tunnel history knows such situations when So to get an additional information on enginee tunnels have been constructed during very long ring and geological conditions a cosmic photo periods of time because of difficult geological graphy was used. Employment of this informa- and technical conditions, sometimes the works were stopped, tunnel routes were changed, new technological decisions developed and used. Among those difficult tunnels there are such ones as Tun two-way tunnel 7.8 km long in Japan that have been constructed during 20 years, Big Apennine tunnel 18,5 km long in Italy that has been constructed during 16 years and at last Sei kan . This is a unique tunnel 53.0 km long under Seikan Strait, which construction was begun in fifties and completed in the middle of eighties. First of ail the duration of Severo-Muisky tunnel construction was connected with extraordinary difficult geological and hydro-geological condi tions : granites of various strength and stability cut by water-bearing zones of tectonic fractures where rocks were razed to water-bearing debri s which mostly have high hydrostatic pressure at long length. Already during the construction it was necessary to change to new technologies, to use special equipment and no-standard and labour-consuming decisions in some cases, for Permanent raillaying in the tunnel
TRIBUNE n023 -lTA -AlTES - Oc/obel' 2002 12 4 • SEVERO-MUISKY TUNNEL: TRAINS RUN
tion on Severo-Muisky tunnel helped to reveal drilling gantries, self-propelled mechanized form the forth fractured zone 800 m long. Unfortuna works 12 m long, muckers and rock loaders, self tely it was made during construction. propelled road trains, vans of big load-carrying capacities, concrete pumps were provided to the For the first time a service adit with cross section construction sites in necessary quantities. 18m2 was constructed parallel to the railway For the first time in our country during Severo tunnel and as far as 15 m. The adit was of explo Muisky tunnel construction mechanized tunnel ring, transport and drainage use, and during tun boring machines (TBM) with 4.5 and 5.5 m diam. nel construction it was excavated 200/300 m of Robbins and Wirth companies were used to ahead of the tunnel face and was used for explo drive transport and drainage adit from the East ring, drainage and water removal from the rock portal to the forth fractured zone direction. mass, for opening of new faces for the main tun Of course ail these circumstances influenced the nel driving and for improvement of ventilation during construction. works rate. While the tunnel could be used permanently, the adit Under favorable geological conditions the tunnel would be used to repair and serve the main tunnel. driving rate was up to 200 m per month, and the excavation rate of the transport and drainage The tunnel structures and their outlines were designed of various types depending on engi adit was up to 308 m per month. neering and geological conditions along the Works to overcome big fractured zones were route. At the portais and in fractured zones the very difficult. Ground grouting technology was tunnel cross section is round and has its diam. used and perfected. It helped to excavate the 8,5-9,5 m ; in some tunnel parts the tunnellining adit and several parts of the tunnel in fractured consists of cast-iron tubbings ; in fractured tectonic zones 1600 m long in total. Such a volu zones the horseshoe lining of reinforced concre me of grouting works in one project is the te with closed tunnel base is used as possible highest volume of grouting in underground seismic activities have been ta ken into conside construction of Russia and past Soviet Union. ration. In stable grounds horseshoe-shaped To fulfil the works of ground water lowering in Angarakansky wash-out drilling rigs for horizon tal drilling for the lengths of more th an 500 m were used for the first time. This difficult construction comes to its comple tion . It is necessary to fulfil waterproofing in the transport and drainage adit, in shafts and venti lation centers, to install permanent units, to make start adjustment and al ignment. The first train has run through Severo-Mmuisky tunnel in the year of the century of Great Trans Siberian trunk-line operation. The train ran through the tunnel 15.3 km long from the West to The tunnel view trom the west Point the East portal during 32 min. concrete or reinforced-concrete linings are used. Opening of trains movement through Severo Special attention was paid to supply tunnell ing Muisky tunnel will help to cut down operational organizations with modern special tunnelling expenditure of load transportation, to increase equipment. With this purpose high-productive speeds and safety level of trains movement along the whole Baikalo-Amur trunk-line.
TRIBUNE n023 - /'I11 -II /'1I:S - Oc/ohe/' 2002 13 5 • BLACK SEA COAST ROAD TUNNELS Une route comprenant plusieurs tunnels est actuellement en cours de construction le long de la côte Caucasienne de la Mer Noire. Le tunnel de Ma tsetsa, de 1316 m de long, a été mis en service en 2001 .
Authors: A.P. Golyshev, P.G. Vassilevsky, Bamtonnelstroy OJSC P.v. Pugolovok, Yuzhnaya Gorno-Stroutelnaya Kompania (Southern Mining Construction Company)
At present, a road with several tunnels is being water inflow varied from 0.05 to 16 m3/h. built along the Black Sea Caucasian coastal line. ln order to enable tunneling through the longest This trunk road makes the Black Sea ports - water-filled fault zones with inflow up to 16 m3/h, Central Russia - Northern Caucasus transport water welling was arranged and hydrostatic head corridor shorter by 220 km . Largest are the Mat reduced. To do that, fan-set boreholes length up sesta tunnel, length 1316 m, and the Shaumyan to 240 m were drilled from both the oncoming tunnel, length 1418 m. faces and from si de chambers, inflowing water The Matsesta tunnel was completed and put into being drained to pump chambers. operation in 2001. The tunnel crosses western Cutting into rock massives at the portais proved slope submountain zone in the southern part of to be among most challenging tunnel construc the Main Caucasian Ridge formed under strong tion stages. influence of neotectonic movements and a com For safety reasons, tunnel cutting-in was carried plex of physical and geological phenomena. out under protection of a forwarding steel pipe Geological composition of the mountain ridge in screen. Essence of the method consists in its south-north cross-section is characteristic drilling rock front bore-holes diameter 146 mm with Paleogene sediments represented by com and length up to 30 m over the outer outline of plex mixture of hard quartz/limestone sandstone the future tunnel temporary support using Tone massives and soft argillite/mudstone sediment Boring horizontal drilling rig (Japan). Then steel strata. The soils are gray and brown-gray, fissu pipes were inserted into the holes using the rated and stratified. The sandstone is broken same rig and cast with cement mortar. While cut with vertical cracks to separate blocks of varied ting into the rock from the southern portal, the length. screen was made of 55 pipes diameter 144x7. Hydrogeological conditions along the route are ln order to prevent possible landslides in the characteristic with the absence of a permanently northern portal zone, a drainage adit length 488 available and continuous water-bearing layer. m was drilled parallel to the tunnel, space bet Water is local met primarily close to tectonic ween axes making 20 m. In order to dry the soil fracture zones in the free-flow regime. Average up and to relieve the landslide-prone slope of 1vlatsèstinsky road runnèl 2 3
mue nKi! rlK14 nKU nKU nKU nKiO rlKt nK8 nK7 nu nKS nK4
Engineering and geological section : 1. alluvial desposits near portaIs 2. zones of tectonic distrubances and crushing 3. sandstones, aleurolit and argillite
TRIBUNE n023 - ITA-AlTES - October 2002 14 5 • BLACK SEA COAST ROAD TUNNELS
excess hydrostatic head , si de drifts were bored mining and geological conditions. every 6 m as soon as the adit was completed, For the fi rst time in domestic tunnelling practice, filtering columns of steel pipes diameter 76 mm a two-Iayer film insulation was provided between and length from 6 to 51 m being subsequently the permanent and the temporary lining courses. installed into the drifts. Essence of the techniques consists in gunning a At the operation stage, the drainage adit will geotextile, locally manufactured material, to serve as emergency exit in case of fire or other rough concrete of the temporary lining, the mate accidents in the tunnel. rial subsequently serving as drainage course. Two-Iayer precast concrete lining was used Further, Agru Flex water-proofing film is fixed to almost ail along the Matsesta tunnel, film insula special plastic washers (rondels) provided as the tion pad being laid between the layers. Depen first layer fixture elements. The insulation layers ding on rock hardness, arch/concrete or concre are welded together to form a water-tight te systems were used for external (temporary) umbrella-form shell. Water-proofing system built lining. in this way prevents water to leak through the While erecting the permanent lining, data of both lining even under certain hydrostatic head. geotechnical support and the wide-Iane soun ln order to predict the mine and geological ding method were taken into account making it condition of the massive and to take timely mea possible to use several lining types: sures to get prepared to the tunneling techniques • reinforced concrete lining at 1200 kg/m speci chosen, a complex of prospective survey work fie reinforcement rate ; was realized including : • similar lining at specifie reinforcement rate • forwarding prospective boring along with 1500 kg/m ; taking undisturbed samples immediately from • concrete lining within sections of favorable the face using Diamek rig (Sweden) ; • wide-strip geophysical sounding techniques. t z Depending on geotechnical conditions come across along the tunnel route, several tunnelling techniques were used . .. Drill-and-blast techniques were used in the sou thern portal part of the tunnel ; large calotte, 2 cross-section area 68.2 m , was open in hard rock massives, while unstable rock was develo ped in drill-and-blast techniques by dividing the face into a small calotte and a bench height up to 6 m, forwarding anchor support being also used. Face blast-holes and blast-holes for the forwar ding anchor support were drilled using Tamrok boring rig (France). Muck was loaded to MoAZ (Belorussia) high capacity dump-trucks by mine loaders PNB-3D2
' 1 and PNB-4 and transported to intermediate dump sites arranged close to the portais. Lining structures of Matsestinsky tunnel: The northern portal part of the tunnel was deve 1. tunnel outline loped using P-11 (Ukrainia) jumbo equipped with 2.exterior (temporary) tunnellining a selective jib working instrument. 3. waterproofing layer (geotextile and Agruflex) Vault part permanent lining along the southern
TRIBUNE n023 -ITA -AlTl:.--S - Oc/obel' 2 002 15 5 • BLACK SEA COAST ROAD TUNNELS
length of the tunnel was installed using Saga Kogio (Japan) movable steel formwork length 9m. For the portion of the tunnel beginning from the northern portal, steel formwork length 6m with a set of inserts to change cross-section size was used in the enlarged part of the tunnel and in the smoke evacuation chamber, the formwork having been developed by the design depart ment of Yuzhnaya Gorno-Stroutelnaya Kompania and manufactured by the repair/mechanical shop of this company. Shield complex PStch-3.7 used to drive the drai nage adit was immediately followed with erector Inside view of Matsestinsky tunnel of precast reinforced concrete permanent lining had begun. Axis deviation of two opposite faces diameter 3.6 m. made 5 mm in plane and 7 mm in profile. The tunnelling was carried out simultaneously from three faces: from the southern portal, from the northern portal and from the drainage adit. ln conformity with international requirements, the Connection took place on 24 November 1999, Matsesta tunnel is equipped with up-to-date tun that is 28 months since the main mining work nel operation, automatic ventilation, lighting and teleinspection systems. 6 • UNDERGROUND COMPLEX OF IRGANAY HYDROPOWER Le compexe hydra-électrique d'Irganay compte 25 km de tun nels et plus d'1 million de mètres-cube de terres excavées. Le premier tunnel a été creusé avec un tunnelier de 8,5 m de dia mètre entre 1989 et 1995.
Author : V. Zhukov, Institute Gidrospetsproekt, Moscow
Irganay Hydro Power, located in the Northern flow spillway with 170 m2 section. Caucasus mountains, is known for its extensive At present TBM is erected at the outlet portal of underground complex. The total tunnels length is the second headrace tunnel and is ready to start more than 25 km and volume of underground driving of this 5.2 km long tunnel. In April-May this 3 excavation is over 1 million m . year the Client is going to take final decision upon The most sizable underground structures are two expediency of the second headrace tunnel headrace pressure tunnels 5,2 km long each and construction, which is intended to supply water Gimri road tunnel 4,3 km long, which provides for the 3rd and the 4th Hydro Power units. access to Irganay valley. The road tunnel is two way with 60 m2 section and traffic lanes 3,5 m wide each. There is a service adit parallel to the road tunnel in 20 m from it, which is designed for the tunnel ventilation and emergency exit. "Robbins" TBM dia. 8,5 m was used for driving of the first headrace tunnel. The tunnel driving started in 1989 and was completed only in 1995. The construction rate was affected by poor financing during the period of the USSR dissolution. At the places of mudstone and siltstone with low strength properties there was a rock failure during excava tion at the tunnel depth of 800-1000 m. Per avera ge 100 m of tunnel the volume of rock failure was 3 TBM Robbins is ready to start driving of the first hea about 80 m • Considerable plastic deformations drace tunnel took place at the tunnel section over 50 m long in few days after excavation, so that chute block rose up to 40 cm, steel arcs of temporary supports were crumpled and the rock, destructed to coarse cru shed stone, was extruded between arcs. As 270 m long end section is weakly inclined , it was preliminary drove by drilling and blasting. Temporary concrete lining was made for TBM grippers thrust. TBM came out to the surface along this section using its own gripping system. The Client (The Russian Stock Company Power Grid) resumed financing of Irganay Hydro Power project in 2001. To lift water level in the reservoir, that is expected to be in the end of 2003, it is necessary to construct two road tunnels above dam crest 750 m and 450 m long and about 1,5 Jumbo Boomer-353 is used for excavation of Road km of access and hydro tunnels. The most diffi tunnels cult tunnel to be constructed is the inclined over-
TRIBUNE n023 - I TA-AITES - Oc/ober 2002 17 7 • DEVELOPMENT OF METRO SYSTEMS IN UKRAINE Ukrmetrtonnelstroy a été créé il y a 10 ans. La construction des métros représente 80 à 90 % de ce groupement de 18 sociétés. L'Ukraine compte 104,5 km de lignes de métro.
Author : V.1. Petrenko, Ukrmetrotonnelsytroy, Ukrainian State Corporation, Kiev Ukraine
Ten years have passed since Ukrainian Cabinet of production bases from where the companies are Ministers took decision to form Ukrmetrotonnelstroy, supplied with ail needed to be a success in construc Ukrainian State Construction Corporation for metro tion activities : tunnelling, general construction and and tunnels. The corporation amalgamates 18 com transportation machines are assembled, repaired panies and enterprises different in the form of owner and maintained there, precast reinforced concrete ship. Among them there are six open joint-stock lining elements are produced as weil as internai companies, four closed joint-stock companies, two structural components, bulk concrete, etc. There are designlsurvey institutes. Other enterprises who are of over 7000 highly qualified specialists employed by other ownership statute deal with special types of the corporation making the latter possible to com work including water welling, soil freezing, soil chemi plete various underground and open construction cal stabilization, pit wall protection, track and equip projects at high quality standards and within the ment installation, architectural work, facing and fini agreed schedules independently on geological shing. The companies are technically so weil equip conditions. ped and their personnel is so scientifically and tech Examination of activities undertaken by the corpora nically experienced that the corporation is capable of tion last years proves that decision to form the cor solving most challenging metro and tunnel construc poration was crucial to provide for high development tion problems, the share of metro construction rates and improved work quality in the Ukrainian making 80 to 90 per cent of the total scope of underground construction sphere, since it is compa construction and assemblage activities of the corpo nies and enterprises of the corporation who most ration. essentially contribute to solve transportation pro Ali these metro construction companies own their blems in major cities of Ukraine by creating sophisti-
No. Parameter Unit Kiev Kharkov Dnepro- Total for Petrovsk Ukraine 1 Number of lines pcs. 3 3 1 7 2 Number of transition centers pcs. 3 3 6 3 Number of stations, including : 40 26 6 72 • built in closed techniques pcs. 19 6 5 30 • built in cut-and-cover techniques pcs. 15 20 36 • surface stations pcs. 6 6 4 Construction length of lines Km 57.7 37.8 9.0 104.5 5 Operational length of lines Km 51 .6 33.0 7.1 91 .7 6 Station platform length M 102 102 102 7 Number of cars in train pcs. 5 5 5 8 Train traffic frequency • design pairs/h 40 40 40 40 • actual pairs/h 40-58 32 8 27 9 Average daily passenger traffic min. 1.27 0.9 0.07 2.24 10 City population min. 2.5 1.65 1.2 51.43 11 Density of metro lines km/min 19.47 20.0 5.91 1.78 12 First line takeover year 1960 1975 1995
TRIBUNE n0 23 - ITA-AI TES - Oc/ober 2002 18 7 • DEVELOPMENT OF METRO SYSTEMS IN UKRAINE
cated metro transportation systems. Main characte A series of studies aimed at the improvement of ristics of metro systems at present under operation existing construction methods used for larg e in Ukraine are demonstrated in tableabove (as per 1 si ze underground workings and at fu rther January 2002). mechanization of production pro cesses have Worth attention is that metro construction rates been carried out during last 10 years by the cor have for last ten years reached 3 to 4 km a year. poration together with scientific research and Metro construction projects in Ukraine are finan design institutes as weil as with some universi ced through municipal and provincial budgets ties. and supported by the State. ln order to provide for higher reliability standards Within the time span from 1949 to 2001, the cor of man-made workings, the following methods of poration member organizations built and put into driving vertical, raked and horizontal large- and operation: medium-size workings have been developed and implemented for new metro lines : a) metro lines (in two-track measurement) : 104.5 km ; • vertical workings driving methods on the basis of special techniques including immersion of b) railway, road , hydraulic, pipeline, utility, pas lining sections, pipe-jacking, installing secant senger tunnels, vine-repositories and other cast bore piles, using earth-supported excavation underground structures: 82 km. techniques, pushing shaft lining sections from Stations of various designs have been built : sur ring pits dug above ground water tables (so-cal face ones, underground stations built after cut led shaft driving man-free soil excavation tech and-cover techniques (both of the column and niques) ; the one-vault types), underground stations built • whole-face raked driving techniques used for after closed techniques (both of the pylon and escalator tunnels diameter 10.1 m in preliminary the column types waterproofed with both of cast frozen water-saturated soils to provide for a pro iron, reinforced concrete and combined linings). tection media around the working ; Special types of particularly watertight concrete and rubber joint gaskets have been widely used. • whole-face driving techniques for large-size horizontal workings (station tunnels, ramp cham Workings have been protected against under bers, blocks of service premises, combined trac ground water inflow on the basis of up-to-date tion substations, etc.) developed in cohesive and techniques using new roll-type insulating mate poorly cohesive soils. rials and mastics both locally manufactured and imported. Besides, under way are most important construction projects including underground Owing to combined efforts of scientists, engi structures of Dnestrovskaya pump-storage neers and specialists of the Institute of Mecha hydroelectric station, recreation underground nies, the Academy of Sciences, Ukraine, Kiev complexes in Kiev and in other cities. metrostroy OJSC and Ukrmetrotunnelproekt State Design Institute, an umbrella of new design Among most important domestic developments needed to protect passengers against water infil there is a design of precast reinforced con crete tration was developed, manufactured, imple lining combined with insulating rubber gasket ele mented at Lukianovskaya Station and used there ments; implementation of this system has made it from 1996 to 1999. Similar umbrella of advanced possible practically everywhere to do without cast design characteristic with better water resistance iron tubing linings. The rubber gaskets are develo and fireproofing properties, light weight and ins ped and manufactured by DINTEM Unitary Design tallation simplicity as weil as perfect aesthetics and Technological Institute, Dnepropetrovsk. was developed and installed at Dorogozhychi For underground projects built under unfavorable Station. Besides, it was made of ecologically hydrogeological conditions, and for metro pro favorable materials. jects in particular, special methods have been
TRIBUNE n023 - I TA-AlTES - Ocfober 2002 19 7 • DEVELOPMENT OF METRO SYSTEMS IN UKRAINE
scientifically substantiated and widely implemen advanced features. Shield head part may change ted including : drive direction up to 5°; as soon as seven-seg • soil freezing ; ment lining ring is installed, grouting is provided to plug external cavities and to stop any surface • water welling ; settlement. Decision in favor of TBM tunneling • weak soil chemical stabilization and plugging ; was taken after thorough examination of pre • slurry-wall techniques; viously proposed solution based on cut-and • wells for various underground structures ele cover and soil freezing techniques, both ments of which are made ready at the surface to time/cost-consuming and environmentally unfa be subsequently sunk to the design depth ; vorable, and finally considered unacceptable. • pit wall anchor and pile protection. On order of Kievmetrostroy, KT-6.2A24 first Within the corporation there is a company which Ukraine-made earth-pressure tunnel boring is Ukraine largest organization for integrated machine, diameter 6.2 m, equipped with excava construction of metro projects, special under tor cutting device has been built at Boishevik ground structures and tunnels. This is Kievme plant, Kiev. trostroy OJSC whose 50th anniversary was cele Corporation's specialists continuously work hard brated in 1999. In the course of its life span, the to develop and further improve technical and company has built 57.7 km tunnels and 41 sta technological solutions making it possible to cut tions for three Kiev metro lines. construction project costs, to gain construction Several advanced tunneling methods and new time on the basis of advanced techniques, new tunnel support structures have been developed and more efficient materials, articles and struc by Kievmetrostroy in cooperation with Ukrmetro tures. tonnelproekt and other design and research ins Metro will be built in Ukraine in accordance with titutes and implemented for Kiev metro and other "General Metro Development Scheme for Ukrai tunnel construction projects. ne up to 2005" initiated by Ukrmetrotonnelstroy It is for the first time in world tunneling practice corporation. The Scheme is currently worked out that technique was developed to jack precast by Ukrmetrotonneproekt Institute together with reinforced concrete shaft lining from a ring pit cut many Ukrainian design, research and technologi around the shaft outline at an intermediate level cal organizations. Construction and develop above the ground water table. The new technical ment issues related to metro systems in Kiev, solution was approved and realized to transfer Kharkov, Dnepropetrovsk, Donetsk and in other shield tunnel boring machine through a ready major cities of Ukraina are considered in this section of Dorogozhichi Station with no need in scheme. dismantling and assemblage chambers. Ukrmetrotonnelstroy corporation is a member of There is progress in using up-to-date TBMs for the Intenational Tunnelling Association (ITA). Kiev metro construction projects. International Ukrmetrotonnelstroy corporation renders consul tender was carried out for TBMs manufactured ting services on various underground construc by world leading companies to be used to tion issues ; the corporation is ready to establish extend Sviatoshino-Bavarskaya Une from Svia successful cooperation in order to build metro toshin Station to Prospekt Pobedy Station. The projects, various tunnels and other underground contract was awarded to WIRTH , Germany, for and surface structures both integrally (from desi the lowest bid among five other offers. This is a gn to "turn-key" takeover) and on the basis of hydraulically operated air-supported rotary cut individual projects, works and services. High ter-head TBM, external diameter 5.6 m, internai work quality, completion within the agreed time diameter 5.1 m, equipped with a screw and belt schedule and reliability of completed structures muck removal system, sluice cham ber and other are warranted.
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COMPLETION OF THE EUPALINOS 2000 • Lyons metro, line 0 (1993-1995), FRENCH NATIONAL PROJECT • Paris metro, Meteor line, Bastille-Madeleine sec tion (1993-1996), The final review meeting for the EUPALINOS • RER suburban metro (EOLE), tunnels joining 2000 French National Project took place in Paris Magenta and Haussmann Saint Lazare railway on 2 October 2001. Seventy persons attended. stations (1993-1996), This project followed on-from the TUNNEL 85-90 • Lyons North ring road (BPNL), Caluire tunnel National Project launched by our much missed (1994-1998), friend Henri Béjui, AFTES Vice President, profiting • Sydney underground railway, Australia, airport from the opportunity offered him at the time by the link (1997-1999). construction of five major tunnelling projects using closed-face shields. For the full five years, he ran AFTES collected 43 participants around this pro this national project which mobilised 58 partici gramme: developers and engineers, laboratories, pants around a 30 million francs programme. consulting engineers and research institutes, tun nelling contractors and industry. This programme had a considerable impact through the importance of the results acquired and The total cost of the EUPALINOS 2000 Project progress achieved, enabling French tunnelling was 24 million French francs, mostly met by the contractors to catch up. It must be remembered participants and the remaining 20 per cent from that two French shield manufacturers (Fives Cail the Ministry of Planning. Babcock and Neyrpic Framatome Mécanique) AFTES has thus run, over a period of nearly ten pioneered the French shield industry, under forei years, two National Projects and successfully gn licence, it is true, but at the same time incorpo mobilised fifty to sixt Y professional users concer rating characteristic refinements. It should also be ned by these programmes. remarked that the Channel tunnel subsequently benefited from the experience acquired on ·these A National Project is in fa ct an association of part projects. ners sharing a common research objective and funding the corresponding activities ; the govern The EUPALINOS 2000 National Project was offi ment also contributes because these projects are cially launched by the Ministry of Planning considered matters of national importance. The (Research and Scientific and Technical Affairs Ministry of Planning therefore calls upon its incen Directorate DRAST) and AFTES in October 1995. tive funds to finance the feasibility studies, preli It addressed two areas : minary research and the representations neces sary to find potential sources of funding around a • mechanised tunnelling in non-uniform ground, precisely stated research programme. • earth pressure balance shields. The EUPALINOS 2000 Project has now drawn to The programme was organised around five a close and this is the time to recall the words of themes: AFTES President Pierre Pronost to the final review meeting on 2 October 2001 : "Technology • Theme A: Investigation ahead of the face, marches on and the performance of closed-face • Theme B : Control of earth pressure confinement, tunnelling machines seems limitless. The collecti • Theme C : Contact grouting behind segmental ve effort undertaken so far should be pursued. linings, Stopping now would be as wasteful as letting a fine tool gather rust." • Theme 0 : Control of settlement and ground dis- placements, • Theme E : Sticky clay. The jobsites selected for the relevant research and trials were as follows :
TRIBUNE n023 - I TA-AlTES - Oc/ober 2002 22 WORKING GROUP No. 15 REPORT
he creation of the International Tunnelling between 1966 and 1998, were based upon two TAssociation Working Group No. 15 under the main topics : name 'Underground Works and the En vironment' • A review of the opportunities and constraints was approved at the General Assembly of the associated with the environ ment. International Tunnelling Association (ITA) in Stutt • An analysis of selected Case Studies that gart in May 1995. The Working Group was offi demonstrate the environ mental benefits that can cially launched in Washington in April 1996, with derive from the construction of underground Julia Perez-Cerezo, from Spain, as Animatrice, works. and Jose Manuel Serrano, also from Spain and a ln order to develop the review, a questionnaire Member of the Executive Council of the ITA, as Tutor. The main objective of the Working Group is was sent out to ail ITA Member Nations. Replies to help decision makers to take advantage of the were received from 17 of the 42 Member Nations many environ mental benefits that tunnels and ail (40%) and from these replies 13 representative underground works offer and to minimise the case histories were studied from 7 Member risks associated with the environ mental hazards. Nations with projects in Brazil, Egypt, Finland, The initial investigations of the Working Group, Japan, Spain, Sweden, and the Netherlands.
. -,} Envlronmental Leg
n the European Union (EU) major projects are impact, lsubjected to a regulated Environmental Impact • Alternative solutions and a justification for the Evaluation Procedure (EIEP) prior to their appro chosen scheme, val and execution, while in the United States • The environ mental elements likely to be altered (USA) the environ mental legislation imposes a and the irreversible and irretrieveable commit regulated process on ail major works called Envi ments (EIS) , ronmental Impact Statement (EIS) which was ins • A description of the impacts which cannot be tigated in the late 1970s. The EIEP and the EIS are very similar and both avoided, require that an environ mental study is carried out • Description of the corrective measures covering a number of fundamental features, • The relationship between local short-term uses which include : of the envi ron ment and the maintenance of • A project description and the environ mental enhancement of long term issues (EIS).
Guidelines for an E ll~ Framework .-'~,' _ l'~ - or those countries who do not have an environ International and National legislation in order to unify Fmental legislative framework the following brief regulations and legal codes. summary gives the main points which should be • Co-operation between public and private organisa incorporated : tions in order to create awareness of the importance of • Legislative directives si milar to those developed by the environment and the need to co-operate on envi the United States Congress and the European Union. ronmental problems and sustainable development. • Guidelines based upon economic and environmen • A desire to foster greater public dialogue and to tal equilibrium. develop educational materials clearly describing the • The importance of the concept of 'sustainable deve solutions for environmental problems and the direct lopment' applied to underground work and its envi and the indirect advantages of underground works. ronmental responsibility. • The development of local and national regulations • Protection of the environ ment and natural resources based upon the principles embodied in the EU 'EIEP' according to accepted underground works manage and the USA 'EIS' with improvements and refinements ment. which will generate fair and competitive solutions for • A desire to the levelling out of differences between underground works.
TRIBUNE n023 - l TA-.!IlTES - Oc/ober 2002 23 Cha r a ete ris tic s o· f: E n i n Sur vey e d C 0 ~._ nJ'f ~ i he characteristics of environ mental legislation for nery, protection of fauna, flora and special areas and Tunderground works of the 17 Member Nations, regulations on noise are not considered to be so who responded to the questionnaire, and on their 13 important. case histories, can be summarised as follows : Figure 1 : The relative Importance of Regulations • Generally environ mental authori o Materials/machinery ties are dispersed (77%) ; 7% • The environ mental regulation fra • Fauna, f1 ora, special mework that does exist is strictly sites 7.5% applied (71 %) ; o Noise 8. 1% • A regulation framework specifical o Water 8.6% Iy for underground projects does not exist (69%) ; • Vibration 9% • Where a regulation framework does exist it is clear and accu rate o Waste/dumps 9.2% (54%) ; • Most countries had regulations on • Health & Safety Environmental Impact Assessments 11.1 % and on Health & Safety which had a o EIA Project 16.5% high relative importance. However, regulations on materials and machi- • EIA Planning 23%
Vie w sor the D i r .t :èTh e .~ on Environmental Ceg
he Questionnaire asked each Member Nation fits for companies across the industry on account Tto identify the effects considered to be as a of a higher demand for their services. direct consequence of environ mental legislation in order of relative impor o Obtaining Subsidies or 1 tance for each side of the industry. incenlives 12% The effect of environmental legislation • Increase of penalties on the different groups are summari 14% sed, in Table 1. o major responsibility The percentages in Table 1 show dif demand 17.5% ferences in priorities between the dif o Increase in production ferent sides of the industry. However, costs 18% when taken as a whole the majority of . Increase in high Member Nations considered that the technology demand 18.5% high standards of environ mental pre o New market servation included in environ mental Rgure 2 : Global Effects opportunities 20% legislative framework will mean bene-
Criteria Consultants Contractors Overall % % % % • New Market opportunities 17 20 20 20 • Increase in high technology demand 15 16 18 18.5 • Major responsibility demand 22 16 18 17.5 • Increase in production costs 19 20 17 18 • Obtaining subsidies or incentives 12 12 14 12 • Increased penalties for unfulfilled regulations 15 16 13 14
TRIBUNE n023 - ITA -A1TE'S - Octauer 2002 24 , ~...... Inventory of Environmc'n -~~~~ cross the world, it is generally accepted that • Changes in the ground stresses during the Athe construction of projects underground is excavation more beneficial to the environment th an the • The effect of ground stabilisation construction on or above the surface. However, • Hydrological and hydrogeological this benefit will nearly always be at additional • Protection of the ground water aquifers, both cost. quality and quantity The level of acceptance varies greatly with some • The effect of the construction method on the countries constructing no underground works ground water and others several hundreds kilometres a year. • Pollution of underground and surface water The reasons for this may be political, financial , courses topography, geological, spread of population or • The effect of ground movements on the founda many other reasons. tions of buildings and surface structures At the same time underground works vary greatly: • Atmospheric pollution • Oust • Of small size or diameter to large caverns • Smoke and exhaust gases • Of short length to 50km • Impact of noise and vibration during construc • ln very soft ground to hard rock tion and operation • At shallow depth or at great depth o Previous soil surve)'s 17% • Above or below the water table • Under congested sensitive urban • Spoil sites 14%
area or in a rural environ ment o Environmental de sign o f • Under or through contaminated Po rtal 10.5% o Si te Iandscaping 10% land • And many other differences • Noise and vibration 9.2%
Details of technical and engineering o Scwagc treaonent 8.4% solutions to minimise environ mental impacts over the whole range of • Pollutant emissions control 7.5% underground works would be a thesis Figure 3 - Magnitude of Importance of mea o Precautions against changes o f based upon many hundreds of case sures for Underground Works wa ter table 7% histories. This brief study of 13 repre • Work planning 6% sentative case histories has enabled the main environ mental aspects to be • O thcrs 10.4% identified. L ______=-----======:=:'.J Placing a project underground will dramatically Biotic Media reduce many of the environ mental impacts of the project, but at the same time will increase, often • Visual intrusion locally, other impacts. • Acoustic intrusion • Protection of fauna The Working Group considered the main environ • Protection of the landscape mental aspects under three heading : inert, biotic • Removal of waste materials and human media. • Excavated material The following sub-sections give the groups of • Removal of contaminated materials environ mental aspects that need to be cons ide • Removal of construction water red and minimised and where appropriate risk assessments should be carried out. Human Media • Minimising surface land use Inert Media • Protection of any archeological sites and cultu • Geology and geotechnical properties of the land ral heritage • At the location of portais ; side slopes and the • Protection of existing underground works potential for soil erosion
TRIBUNE n0 23 - I TA -Af'I'l:'S - Oc/oIJu ,. 2002 25 't..;,,,,~~ - ~of!-= Env i r 0 n men t a 1 Ben e f i t l,s ..,;
~ere are many principal factors, based upon environ- • Visual impact can be minimised. 1 mental impact, which may show that an underground • Minimal impact on surface fauna and flora. structure is a more acceptable solution than the alternative • Minimal impact on landscape. surface or elevated option. • Additional works during operational phase are minimised. The main benefits of underground works are: • Mulches to the soil required only at portais and shafts. • Little or no effect on future use of surface land. • Minimise the effect on future of surface land and infra • Landscaping only required at portais and shaft areas. structure building uses. • Respect of the geological, geomorphological and paleon • Increases the development of depressed rural areas in tolical wealth. mountainous zones. • Little or no soil erosion and runoff, except at portais and • The public generally accepts underground solutions on shaft openings. efficiency considerations, and on environ mental and safety • Atmospheric pollution is limited to portais and shafts ope reasons. nings which can be arranged to limit environmental impact. • Socio-economic benefits for underground works. • Reduction in noise and vibration levels • ln urban areas allows the development of pedestrian • Limited stockpiling of soil for future landscaping. zones.
L i k e 1 y Fut ure ÔTé!m j e c t s for Env i r 0 n:fu , . he Working Group also focused on the future and other services to urban are as may also require Tunderground works in the different sectors. more tunnels to reduce unsightly pylons and poles. There is likely to be an increase in road tunnels in There may be an increase in underground space for mountainous areas, under ri vers and estuaries and in recreation, hospitals, sports, culture, multi-purpose urban areas where there are environmental reasons for facilities, parking and storage as urban areas become going underground. However, following the recent inci more congested and in certain circumstances for dents in these type of tunnels, particular attention will these to be placed underground to protect the envi be required to other aspects such as twin tunnels and ronment. emergency egress. Strategic facilities for oil, petroleum, liquids and gases The increase in high speed railways, for both passengers are also likely to increased. The jury is still out about and freight, may mean that more alignment are likely to the underground storage of nuclear waste, but with be placed underground particularly in urban areas to more and more strict legislation for environmental rea reduce environ mental concerns. In rural areas there may sons underground storage is likely to be the only long also be an increase in the number of tunnels to avoid term answer. environ mental impacts. There is also an emphasis for As environmental legislation becomes more and more more public transport in urban areas which in central strict, underground works will be shown to have more areas has to be underground for environmental reasons. environ mental benefits. The survey showed that with The increase in populations in urban areas is likely to the increase in environmental sensitivity and legislation require more aqueducts to supply clean water and there would be a positive influence in the development more wastewater tunnels to improve sanitary condi of underground works. tions and to reduce flooding. The supply of electrical
~f~~_ ~- , 0, Pre sen t W 0 r k 0 f the _w. ~ o
n 1999 Jose Manuel Serrano completed his term on The Working Group is currently collecting data on pro lthe ITA Executive and Harvey Parker, from the USA, jects which have been placed underground for envi became the Tutor. Rodney Craig, from the UK, was ronmental or sustainable development reasons . The appointed the Vice Animateur. report on this work will be published in 2003. ln early 2000 Julia Perez-Cerezo resigned as Animatri Other work of the Working Group include the collection ce , as her personal circumstances had changed and of data on projects whose construction or operation she was not then working in the environmental sphere. have affected the environ ment ; those where there At the meeting of the Working Group in Durban in May have been major environmental constraints during the 2000 Rodney Craig was appointed the Animateur and construction ; and those projects which have had to at the meeting in Milan in June 2001 Jan Rohde, from take into account major environ mental constraints Norway, was appointed the Vice Animateur. during the design and the construction.
TRIBUNE " °23 - ITA-AITI:.'S - Oc/obel' 2002 26 Thematic Network 'FIT - Fire ln Tunnels' launches 6 equipment, tunnel fire accidents, upgrade activities of Consultable Databases tunnels.
FIT was launched on the 1st March 2001 following the The databases will grow to become a unique instru catastrophic fires that occurred in 1999. FIT ai ms to ment for use by tunnel operators, contractors, consul establish and develop European networking and opti tancy firms, research centres as weil as regulators. mise efforts on fire safety in tunnels; the network's ambition is to enhance the exchange of knowledge The Thematic Network 'FIT - Fire in Tunnels' encou and develop a European consensus on fire safety for rages you to consult and feed the different databases road, rail and metro tunnel infrastructures. - to make them as valuable as possible.
As an essential step towards achieving these goals, Every expert organisation working on fire and tunnel is FIT has introduced six (6) consultable databases on invited to register as a FIT corresponding member and fire and tunnel. The six databases are on-line at the enjoy privileged access for input and consultation of FIT website www.etnfit.net: research projects, test the 6 consultable databases. On-line registration is facilities, numerical computer codes, data on safety possible at www.etnfit.net.
r~. - INTERN ~
certainly will play an important raie in South America towards the fulfilment of the ITA ai ms in that part of the he Executive Council (EC) of the International Tunnel world. ling Association (ITA) met in Santiago (Chile) last December. The meetings were held on 15 and 16 of December in Santiago, following an International Tunnel ling Seminar, held on 14 of December and organised by he North American Tunnelling conference, NAT' 2002 , the Chilean Geotechnical Society (Sochige). This seminar organised by the American Underground Construc aimed to introduce the ITA to the Chilean tunnelling com tion Association (AUA) , in cooperation with the Tunnelling munit y, as weil to learn the tunnelling projects in progress Association of Canada (TAC) and the Mexican Associa in Chi le. The opening addresses were presented by the tion of Tunnelling and Underground Works (AMITOS), was presidents of the ITA and Sochige, André Assis and Issa held in Seattle, USA, last May 18-22. This conference Kort, and by Luis Valenzuela, chair of the seminar and for may be considered highly successful for several reasons. mer vice-president of the International Society for Soil First of ail , it gathered more th an 500 participants and 50 Mechanics and Geotechnical Engineering for South Ame exhibitors, a number weil above than that initially expec rica. André Assis highlighted the importance of Chi le for ted. But much more important than the number of parti South America and its great demand for underground cipants and exhibitors itself, it was the quality of the works, related to mining, transportation and environment. audience. Ali-important American designers, contractors, Chile was also invited to become an ITA member nation, institutions etc. were represented; in summary, the overall what was confirmed in the 28th ITA General Assembly in mood was vibrant, exciting and very positive. Also, many Sydney. Technical presentations were split between attendees and exhibitors came from oversees. Among members of the ITA EC and Chilean society. ITA EC mem the participants were the president and the past-presi bers spoke about underground space development in dent of the ITA, André Assis and Alfred Haack, and other urban areas, field investigation, tunnelling methods and members of the ITA family (Executive Council and Wor fire and safety in tunnels. Our Chilean colleagues presen king Groups). Another reason for the success of the NAT' ted lectures about design and construction aspects of the 2002 was the highly qualified content, including short Santiago Metro, design criteria for concrete linings and courses, keynote addresses, technical sessions and underground mining. During the closing get-together technical tours. The keynote address was presented by party, the great success of the seminar could be easily Doughas MacDonald, Secretary of Transportation for the measured by the enormous satisfaction of the partici State of Washington (USA), who highlighted the impor pants, which summed 120 (50 % more than initially tance of underground structures for Washington and the expected). In addition, a technical visit was made to the States. The keynote was followed by the presentations on works of the Santiago Metro. For ITA, this seminar was the State of the Underground Construction Industry by very important for the opportunity to introduce itself to the the presidents of the North American tunnelling associa Chilean tunnelling community and also learn the prajects tions, as weil as the president of the ITA, André Assis. The in progress and the future demand of underground works technical sessions were split into three main themes: in Chi le. Chile is now a brand-new ITA member nation and Managing Underground Projects, Public Policy and
TRIBUNE n023 - I TA-A I Tl:.'S - Oc/obel' 2002 27 - INTERNA.T"IQ
Underground Facilities, and Advances in Technology. Society made the weicome address. He welcomed the Fi nall y, a session was held on Fire and Li fe Safety, chai ITA Executive Counci l to meet in Shanghai and apprecia red by Alfred Haack. The closing session was an interes ted the presentation of the ITA Executive Council mem ti ng open discussion on the tunnell ing industry issues, bers at the Shanghai Workshop. Prof. Andre Assis, Pres i moderated by George Yo ggy, president of the AUA. A dent of ITA, made Opening Speech and thanked the final reaso n accredited for the success of the NAT' 2002 Shang hai Civil Engineeri ng Society and Mr Bai Yun, Ch ief was the good interaction between the AUA and ITA during Engineer of the Shanghai Urban Construction Group, for th e confe rence, which allowed an enormous exposure of hosting the ITA Executive Coun ci l Meeting in Shang hai the ITA inside th e North Ameri can market. An example of and for the organisation of the Sh anghai Workshop. He that was a roundtable recorded during the conference, hoped ITA's presence will strengthen the relationship with involving the presidents of the ITA and AUA, and th e chair China. Du ring th e morning session chaired by Mr Wang of the conference , Ri chard Robbins, former vice-presi Zeng Xin, Formerly Chief Engineer of the Shangh ai Metro dent of the ITA, and published in the TBM magazine (June Co. , presentations were made by Mr Claude Berenguier issue), weil distributed in North American. This is a highly on the International Tunnelling Association, by Prof. Alfred desirable win-win situation, because it strengthens the Haack on fire and safety issue, and by Dr Harald Wagner AUA position in the US tunnelling market, and conse on segment design. In the afternoon session chaired by quently brings to ITA an increasing North American parti Prof. Sun Jun , Academician of China Academy of cipation and support. A final word of congratulations to Sciences, presentations were made by Dr François Dick Robbins, chair of the conference, and Susan Nelson, Vuilleumier on fire in tunnel, by Prof. Jian Zhao on tunnel Executive Director of the AUA, for the excellent job done. ling boring machine and the Tunnelling and Underground Space Technology journal, by Dr Harvey Parker on plan Shangai VVorkshop ning and site investigation, and by Mr Jean-Paul Goddard Shangai hin 1st July 2002 on urban underground space. It was followed by an acti he International Workshop on Tunnelling was organi ve discussion session chaired by Prof. Jian Zhao. The sed in conjunction with the ITA Executive Council Workshop was weil received by the Chinese participants. Meeting in Shanghai, on 1 July 2002. The Workshop was The Workshop was followed by tunnelling site visits in attended by more th an 120 people from Shanghai and Shanghai. The ITA Executive Council members also made other parts of China. The Workshop was organised by the tunnelling site visits. In addition, they had a meeting with ITA and the Shanghai Civil Engineering Society, sponso the Shanghai Tunnel and Rail Transit Research and Desi red by the Shanghai Urban Construction Group. Mr gn Institute and had a technical discussion on various Huang Xing An , President of Shanghai Civil Engineering tunnel design and construction issues.
"'1",- NEWS -J?iR
~ â= ..... ml .0 '" ... 7 0 "" .0 ... HIGH SPEED TRAIN PERMANENT CONFERENCES • 7TH SESSION The SIG (Società Italiana Gallerie - Italian Tunnelling Society) has been holding these ses- sions since 1998 and they have been very successful. As a result it has decided to continue with its commit ment to keep operators up-to-date on sociological, environmental and technical topics connected with High Speed/AC construction by holding the 7th session of the "High Speed Train Permanent Conferences". This session will discuss the question of safety on the construction sites along the more than 90 km. of tunnel currently at an advanced state of progress between Bologna and Florence. The theoretical principles under Iying the safety engineering of the underground works will be described and compared with various applica tions of safety regulations that have been employed over the years at the work place. As usual, there will be a visit to High Speed tunnels in Bologna in the afternoon. As is known, the conferences are held alternately in Bologna and Florence in agreement with TAV and Italferr and with the assistance of the engineering faculties of the universities of the two cities. Th ey are sponsore d by the regions, the provinces and the universities. HIGH SPEED TRAIN PERMANENT CONFERENCES For informati on: Società Italiana Galleri e - 7th session - "Safety during construction" Tel. 39 2 65.75.710 -Fax.39 2 65 .99. 758 e-mail: segreteria@societaitalianagall eri e. it - EMILIA - ROMAGNA REGION - Auditorium Hall web: www.societaitalianagall eri e.it Viale Aldo Moro, 18 - BOlOGNA • 22th November 2002
TRIBUNE n023 - ITA-.-lIT/:S - Oc/ohe,. 2002 28 . ~ S.~·. FROM 1_•. AUSTRALIA Downer Eng ineering (Downer) has been awarded the Design contract for the design and construction of tunnel The design consultants GHD on behalf of EnergyAus works for the 132kV cable network (cable access tralia produced the design concept provi ded in the route) as part of EnergyAustralia's Sydney CBD and tender documents. It was Downer's responsibility to inner suburbs electricity supply augmentation project. complete the design . Downer separated the design Construction work on the EnergyAustralia cable tun task into three areas with separate subcontracts nel, located in the southern reaches of the Sydney issued to Halcrow Pacific for the structural design, CBD, commenced in late December 200 1 and contract Coffey Geosciences for the geotechnical design and completion is scheduled for April 2003. Norman Di sney & Young (NDY) for the service design.
Construction Methodology and Access
unn 1 Dnves The access for the construction of the tunnel is at the former Sydney Police Centre car park on the corner of Brisbane Street and Campbell Street, Surry Hil ls. The site wil l accommodate the removal of spoil from the tunnel, and be the supply point for the services and materi als required in the tunnel in both the temporary and permanent status of the project. u_ A 46 metre open cut ramp and 83 metres of decline will _ ~V"" _ gain access to the tunnel at chainage 1016. From this _ · "...~,,_ . .. Il""':rx:: STUOY AREA A."ID PROFOSED ROUTE DiER 5œlRBS point the tunnel will be driven to the Haymarket sub 0• C-~- -_ SYDNEY cao AJ.'D 13nVCABlE PROJECT fNlMotl!I.EUTAllVPAC TSTATEJ.!ENT station at chainage 0 to complete separable portion 1. - On completion of the Haymarket drive, excavation wi ll commence on the Surry Hills drive to chainage 1294 to complete the tunnel Overview excavation and Following a review by EnergyAustralia of the power separable portion 2 & requirements for Sydney's CBD it was concluded that 3. additional supply capacity was required to maintain Th e requirement to t he appropriate reliability levels for the system in the align the tunnel in the future. The review investigated a number of alternative centre line of the construction methods and in particular the option to road systems to dig up the city streets and install a series of pits and maintain maximum ducts. However, this option was finally rejected due to clearance from buil the considerable inconvenience it would have had on ding foundations the local residents and businesses. resulting in 15m radius bends at road junctions, was a The project involves the construction of a tunnel to run major factor in the choice for roadheaders to be used under Sydney's southern CBD including parts of Hay to excavate the tunnel. Additionally there is a require market and Surry Hills (see fig 1). The tunnel will house ment in the Deed that blasting wi ll not be used in the 132kV electricity cab les for distribution of power by construction of the works. EnergyAustralia. A Mitsui 200MA machine was chosen for the tunnel The 1,300 metre tunnel housing the 132kV feeders and excavation. Although the machine wi ll excavate a lar related services such as communications, fire, and ger profile than what is required under the Deed, it was drainage systems will run between 12 and 30 metres considered that the small er roadheaders in the market below the public roads and not involve construction would lack the cutting power for the high to very high under private property. A minimum cross section of strength sandstone anticipated in the tunnelling works. 3.2m x 3.2m concrete lined is required to accommo Approximately 20,000 BCM of tunnel spoil will be date the 8 feeder circuits. removed from the tunnelling works. Shafts are to be located at the City South substation The steep vertical alignment necessary to facilitate and the Surry Hills substation for cable connections, passing under the existing Eastern Suburbs Rail Tun access and ventilation requirements. Access from the nel, and the future MetroPitt and MetroWest tunnels Haymarket and Campbell Street substations will be negated the use of rail to service the tunnel during portal access. excavation. Low profile articulated dump trucks have been chosen for muck haulage and servicing of the roadheader. Rockbolting will be achieved using handheld rotary
TRIBUNE n023 - ITA-AlTES - Oc/obel' 2002 29 NEWS FRO~ A:~ US
the installation of the perma nent works and brackets. Approximately 900 cubic metres of concrete invert wil l be req uired in the permanent works of the project.
l l The shafts range in depth from 12m to 24m and have a maximum cross section of 5.5m x 3.0m. The shafts will be excavated utilising excavator and rockbreaker, with crane and kibble to remove the spoil from the shaft. Initially a 20 tonne machine will be used for the first 4 to 5 machines from the roadheader platform. The tunnel metres, followed by a five size does not allow plant to pass the roadheader to tonne machine for the remain access the face. der of the shaft sink. Shotcreting will be predominantly undertaken, at the Concreting of the upper shaft completion of tunnel excavation, by robotic arm and will be undertaken prior to the small agitator. Shotcreting that may be required to excavation of the rock sec support the face area during excavation will be achie tion. Shotcrete lining of the ved by handheld methods. Approximately 950 cubic rock section will be used for "'--...... _~6I.....;,aw.a metres of fibre reinforced shotcrete will be required on support in conjunction with rock bolts. the project. The shafts are programmed for completion in advance The con crete invert and floor will be formed and pou of the tunnel excavation to allow a controlled break red at the completion of the shotcreting and prior to through.
Which company is Ihe induslry leader in lunnelling in Ihe Auslralasian region?
Downer En gin eer in g is an indu stry leader in Thi s is ju st on e part of our total commitment, Success for Downer Engin ee rin g is deli veri ng tunn elling proj ects, bringing ail its expe ri ence , total se rvice in : on superior se rvice , quality and res ults. We're innovation and fl exib il ity to bear. For two • Tunn el ling able to utili se the total reso urces and stre ngth decades , th e co mpa ny has bee n invo lved in • Civil co nstruction of th e Downer EDI gro up of co mpa ni es major tunn ellin g projects throughout the • Roads and bridges special isin g in engineerin g and in frastru ct ure Au stralas ian reg ion, th e most rece nt be in g th e • Marin e works manage ment se rvices to th e pu blic and completion of th e Mercury Tunnel in Auckl and • Telecommuni cations pri vate ra il , road, powe r, telecomm uni cation s, and the comm ence ment of the • Power and energy systems mining and reso urce sectors. En ergyAu strali a ca ble tunn el in Sydn ey. • Process engin ee ring • Buildings
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