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INTERNATIONAL SOCIETY FOR SOIL MECHANICS AND GEOTECHNICAL ENGINEERING

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This is an open-access database that archives thousands of papers published under the Auspices of the ISSMGE and maintained by the Innovation and Development Committee of ISSMGE. Geotechnical Aspects of Underground Construction in Soft Ground, Kastner Emeriault, Dias, Gui/loux (eds) © 2002 Spécilique, Lyon. ISBN 2-9510416-3-2 Construction of a new transport interchanger inthe Madrid metro

C. Oteo, Polytechnic Univ. ,of Madrid J. Trabada, A. "Gonzalez, Regional Authority of Madrid

ABSTRACT:Recently, an extension of Line 8 of the Madrid Metro has been built by the Regional Authority of Madrid. This extension is included in the 1999-2003 Madrid Underground Extension Planning, as a complementary communication between Barajas Airport and Down Town, concretely to the New Ministries Station. In this Station a new transport interchanger (with general Metro Line) is carried out. In this paper the main characteristics of the new works (tunnel line and Stations) are described:

RESUME:Recenten‘lent le Goubernement Autonomique de la Region de Madrid a ,batl l'extension de la ligne n° 8 du Metro de Madrid. Les ouvrages ont includes dans le Plan 1999-2003 du l'ampliation du Metro, comme une comunication complementaire entre l'Airport de Barajas et le centre de la Ville de Madrid (travers d'une neuf intercomunicate du transport a la gare de Nuevos Ministerios). Dans cette gare on peut faiser Ia communication parmi divers Iignes du Metro et d'une ligne du chemin de ferre urbaine (SNCF). Dans le rapport on decrit le pricipaux characteristics de les neuves chantieres (de tunnels et des gares).

\. 1.- INTRODUCTION` 2.- GEOTECHNICAL CHARACTERISTICS OF THE SOILS The Regional Authority for Madrid (Spain) _is currently undertaking a second Extension of the Madrid Metro (period The ground bored by the new works -located in the northeast of 1999-2003). During this Extension, more than 53 km of new line Madrid - corresponds to what is geologically known as the are going to be constructed, 'primarily by means of underground Madrid facies, and in this case it consists of tertiary detritic excavation, including the construction of more than 30_ new sediments (Pliocene), somewhat cemented, with a varying stations. Forming part of these works is the Extension of Line 8, content of fines, covered with soft to very soft alluvial materials which will link Madrid-Barajas Airport with the centre of Madrid (in valley bottoms) and with heterogeneous anthropic fills, soft (Nuevos Ministerios), permitting baggage check-in from that and collapsible formations. central location and quicker access to the Airport. To achieve this, somewhat more than 3.5 km of tunnel .have been ln the Pliocene detritic sediments, four different and interbedded constructed, together with two new stations: one in Calle materials can in general be distinguished, according to their Colombia and the other in Nuevos Ministerios, which is a large geotechnical properties a) “Miga sand", sandy sediments with station that includes an interchanger for linking with two other less than 25 % of lines. b) "Tosquiza sand", sandy-clayey Metro lines and with the North-South axis of the national rail sediments with a tines content of between 25 and 40 %. c) network crossing Madrid (fig. 1). “Sandy Tosco”, clayey-sandy material, little defonnability, with a tines content of between 40 and 60%. d) "Tosco”, stiff clay, somewhat silty, with a fines content higher than 60 %. . cR\5_-:\o“\`MAR D:\:\`TO A|RPoRT _ cAsr||_|_A.`‘ ’ sTP-' I\‘ €%___. \\‘:s\ _ , .‘ T\. , " T5e g 5X, / co|_omB|A~Ew Q \\?\ ~, I 4?fs ~ 3 5 `x,¢\\° S r sr/mon If éslf' 2I- < > efjp #V ¢- ' lr‘” 0 . ll. Q9 . U<3 -‘ .,,_ l xx$9 ll 0° Q zone l w|~||r cnourme co|v|PENsAr|oN \¥~°\'\ . 65 I ‘>°Q,\`%.3 "’ it zone ua ii Awnir .|E'r-enourme UNEfrlgfzgf-:il 6 M513 "n. e 55 "?"3°< moronwiw Bu|Lo|NG PROTECTION

UNDER. cnossme uns 10 §- ,1 3-' Nuevos MINISTERIOS TRANSPORT |N1‘ERc|-|ANGER Fig. 1.- Plant of the Line 8 extension. CONCRETE SEGMENTS -956Dm (uN1veRsAL RING) EE7 mom 'i y "°°°°s 0.32m §\%»:/fyfa//Af’/5'!fZf{4&Q? X- C 55.36° ` I 1 INITIAL GALLERY 4 [[[ ExcAvAT|oN \ 9 Mom 2 § cnown ExcAvAfr. 5 SIDE-WALL ExcAv.ANn' ss E cnowu concnemre coucnerrne. s suns concnsrme a) MADRIDTRADITIONAL METHOD ;b) E.P.B. SECTION

Fig. 2.- Tunnel sections

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LINE 6 TUNNEL

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INTERCHANGER e NEW FLAT ///U fr fr Ca M

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Fig. 3 .- Perspective ofthe new transport interchanger zone. The deformation moduli of the Pliocene materials vary from 70 to Castellana, where the tunnel has coverings of less than one 200 Mpa, while in the anthrop_ic fills and in the alluvial soils the excavation diameter(about 6m). variation is from 6 to 10 Mpa. The uncontined compressive strength is a function of the fine content and varies from 0.1(Miga Several procedures of soil reinforcement for building protection Sand) to 2 Mpa. (T osco) Aditional ground information is included are used (fig. 1, Oteo et al, 2002) i_n Oteo et' al'(2002).‘ 4.- NUEVOS MINISTERIOS MODAL INTERCHANGER

The phreatic level in the North of Madrid, this generally lies at a The New Station of Nuevos Ministerios (Line 8) has been depth of around 70-80m. But isolated water levels can be found designed so that it can at the same time act as a transport closer to the surface, mainly in the sandy layers or in the valley interchanger between Line 8 (new construction), Line 6 and Line bottoms. 10 of the Madrid Metro, and with the Suburban Railway Line crossing the centre of Madrid from North (Chamartin) to South 3.- THE TUNNEL (Atocha).

The tunnel of the Extension of line 8 has a length of 5153 metres The stations of lines 6, B and 10 each contain two railway lines and links the current Mar de ,Cristal Station with the Nuevos under a single vault, while the urban railway (RENFE) line Ministerios modal interchanger. The excavation of this tunnel has includes four lines under two concrete vaults, constructed in the been done with two different methods and sections (fig. 2). open _air more than 50 years ago. ln order to carry out the intercommunication between these lines the new interchanger a) Earth Pressure Borer (EPB), ¢9.40m, between the stations has been designed with the following characteristics (fig. 3). of Mar de Cristal and Colombia. This stretch is extended by 3360 m from the introduction shaft located next to Mar de - Three platforms at different levels for connecting with the Cristal Station almost as far as Colombia Station. The railway lines mentioned longitudinal profile of the alignment has been kept at an average depth of 15 metres (1.5 times the excavation - It includes a new entrance hall diameter), following the topography of the surface, until it - ln one of the new floors (the upper), baggage will be able to reaches the valley bottom of the M-30 highway, where the be checked in for\Barajas Airport covering drops appreciably as far as thicknesses of less than one diameter. - In the second floor there will be parking for taxis and other cars. b) Madrid Traditional Method, between Colombia Station and the Nuevos Ministerios Modal lnterchanger. The In order to achieve this functioning layout, it has been necessary construction procedure is summarized at tig 2 This stretch to extend the slab of one of the floors (the upper) in such a way has a length of 1,778 m, and runs underneath the centre of that it partially cuts the vaults of the railway station, which has several streets in order to enter via the North part of the entailed major dificulties in the construction process. Moreover, lnterchanger. This stretch has a maximum grade of 3 % at at street level, there exists an archway more than 60 years old the departure from Colombia _Station, made necessary by (the entrance to the gardens of the Ministries of Public Works the natural terrain. The coverings vary between 1,0 m and and Environment) which needs to be conserved, a fact that has 20 m, except in the final part, the alluvial zone of the compelled special solutions.

LINE6 ._ ///I. A //////I.| j, are stone LINE~ ///A/'/'J'////////¢ 6 //////////////////. CONECTION two vnuus SUBURBANrimcxs 'WWA' (n.an.r.s.) n.s;u.r.e. srmon 6 -.-...-.-.-._._._.-..._.-..... -_ ._...__ ml ! _..~ _ / A/f ‘ _';. _ Z -_ Illllllllil.___ .. .-.__llllllllll|llllB| ...... _._.., _ _ .._..._....- e .-... _f -\ |...... -...-...... -....-...... -.-.-...-...-.-.FORMATION ...... -...... , F H "§ ~ gwt9f§f91‘lilllllllitmtxttxsm »f /////.»' ,tl 9’/§|||||||||Illllllllllnu % |||||||Ill N § 5 1

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TWOLINE PHASES OF OF EXCAVATION SEPARATION OF | \ LINE 6 . P 1 \

Fig. 4.- Plant of the new transport interchanger.

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OLD TWO VAULTS Q DE TELL ARCHWAY R.E.N.F.E. STATION (ACCESS T0 R.E.N.F.E.) (PARTIALLY DEMOLITED) ' A i A_ S ,K- ///f//////,-//x _ Access /),»?//,f.»'»'.¢'/1'///////¢' ///////kf'.f/'.//.f a a //I//f/ A, _"_, _ _.~ 1 \|F§y1lV”`1l|r. .~ .s ....,..._ , ...... _.___ e» / l_\ §_%!!!_-.#2A _ie % LI_ AE (ENTRANCE| l, ; New Hon1zoNrALsLAa HALL, FIRST FLOOR) / PREBORED ;i ~ NDERPINED PILES

Fig.- 5.- Cross-section of the new transport interchanger.

ln fiQ .3 a perspective view is shown of the final design of the New ln order to modify and demolish the vaults of the railway station, lnterchanger, while fig.4 reproduces the plan view of it and the fig without interrupting its service, the following was provided: 5 show a cross section' (definedd t at fig.out 3) In or er o carrythe work, a construction process by phases has been established (fig \_ ' - A provisional steel structure, supported on the metal 4) platforms (connected to the foundations of the arcs- for each vault), and which bore the weight of the existing vaults. - In the first phase, the traffic along half the Paseo de la - Execution of transverse cuts in the vaults that permitted the Castellana was cut off in`order to create the future zone for introduction of that provisional structure during the short parking and communication 'with Line 10. The work was nocturnal periods (3 hours) allowed by the normal functioning excavated following the previous construction of a pile wall (Z of the station. 850 and 1000 mm). Then the other half of the Paseo de la Castellana was cut off - Water-proofing and sound-proofing on the outside of the structure in order to prevent risks and disturbances to users in order to carry out the most diflicult part of fthe work: of the station. Breakage of the vaults of the railway stadon, passage undemeath the archway, lateral pile walls and isolated bored - Cutting of concrete blocks of the vault by means of diamond piles (with loads of up to 2500 t) and the cover slab (support wire. For optimisation of the efficiency and bearing in mind by the piles), under which the entire enclosureiin question the distance to the hoisting crane, a weighted modulation could be excavated. was carried out in such a way that each block complied with certain specific requisites in terms of weight. The Interchanger has a surface area of 27,000 mz, in three floors, - Once the cuts were finished, the structure was then adapted d reaches a depth of 175 m, with 36 sets of mechanical ~ so tl1at it could be used as cradling for the slabs to be anstairways having been_ installed in it, along with 16 lifts, 3052 m of executed for the new architecture, as had been planned from two-way moving walkways and 690 m of accesses in the beginning. underground gallery.' ' the J-. “f . f'"~ , ‘(('__ 'Y E ,L~ TUNNBI. LIN! 9 use 9 cnowu neuourionl ` 5 ‘ I f/Ifff l ”,_ » / l lY Y 1 . Q"/I V T. -} rumen mr cm' 1. coven naman ‘ 'r.|s.n|. exnucrlon rn' FUTURE PIRKING . ' ~'»lI BUIDUIGS /, _ .. .,."22Z27‘.f'}}/:ff _ U Y ,, !»_ _ -vv///5 ,_ QA;_'_' _;; _’//7/"”/'V _ V TT MT A T" ' " r ~ f " flrf' /X/40/% A/;//if//7/%’ _‘r_. '_A_/‘¢.»f:?/ V4(/5’// J- '7 /Z3%/51 I;;1,. @ _If . 43, _' ff ¢.` /7,j‘. comuaulsr 1,ru v fe _ ~ __,_ , _ ~ ,. _ _ "f‘- ,f WLM" ,;J,v.t1rfa/hi; .-» ;,,///Az?/E/;;¢ fJ 12P:;»;,v»,, ff/ ::.’ oooo ».; to v W ||ifEw"é0L0llBIA'S'¥'A'l'l0lll ’ “J vuunei. av n:r.u. 1 1. _L______§___Jl\ l I ' EXCAVATED BETWEEN BOUVIA f ' CAST-IN SITU WALL. Lffff '”""“'~ f/ *`5BULUllGS a 53 *ratf “iff < l S/Fig. 6.- Colombia new station. LINE 10 _ UNEB ,.”9_% __' . A K.. _ SECTION A-A SECTION B-B REINFORCED _,\~¢:L??`f5'§i5`¢lc=,. NEW TQNNEL %§§5iP3f:3?5if*Kif 1 ‘ ` UNE3 _ OLD TUNNEL W I 4 PILES §¥¥§`:¢§fl;-;r.L‘:..*;I,c4,J1;£1E£&é I_.7z,rI" ;.'_';A.,j_;§;~, LINE 10 LINE 10 5 =° `~ PILEI I (HAND EXCAVATION) / 2 UPPER GALLERY EXCAV. “ Pll£ excAv. AND concnsnne rom GALLERY Exc.Av. GALLERY CDNCRETING. CONSTRUCCION or LINE s cnc/IN av me IL TRADITIONAL METHOD. Eno or me secrlon av nemroaceo sums.

Fig. 7.- Crossing on the Line 10 Tunnel. \.

5.- COLOMBIA STATION can be done without having to make long trips that would hinder or make it difficult to find the platform or element that is required. The new station of Colombia is located at the junction of Calle Principe de Vergara with Calle Colombia. At this point, the new The new station includes a connection branch line between Line 8 Line 8 'crosses the current Line 9, with a new station being and Line 9, executed by the Madrid Traditional Method, and a created with a large, wide and homogenous communal hall that stretch of tunnel for Line 8 between screens with two slabs that will house all the accesses, with good visibility between will constitute the platforms for Line 8. destinations and comfort for the user.The station 'was built by means of pile walls, followed by the 'cover slab, so that the traffic Given that it was possible to interrupt the service for some and pedestrians would be disturbed for as short a 'time as months by means of cutting off the passage of trains here, the possible.(tig 6). cutting ofthe vault for the Line 9 station so that it can be adapted to the current morphology was done by means of using a single lt consists of accesses from the four sides of the station, solved sliding truss module along the lower part of the zone to be cut, with mechanical stairways. For persons with limited mobility, with diamond wire being used for the cutting, as was done in the accesses have been created by means of lifts, both to the Railway station (tig.6). communal hall and to the four platforms. All these accesses mean that all circulations and possible combinations within the station

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coucnsre¢<»-f»»»»»s wALL M* ruocfuz son aj INITIAL SITUATION up BORING TI-IE HOLES IN WALL c) CONECTION TO THE SLAB OF THE FIRST FLOOR AND DEMOLITION.

Fig. 8.- Archway underpinning. 6.- THE CROOSING ON THE LINE 10 7.- ARCHWAY UNDERPlNNlNG

As an individual work along the stretch of tunnel executed with Another of the singular attractions into the New transport the Madrid Traditional Method, the crossing of Line B over the lnterchanger include the underpinning of- the Archway current tunnel for Line 10 under the Paseo de la Castellana, has surrounding the gardens of the Nuevos Ministerlos. It is not to be highlighted. possible their provisional removement because the presence of the ornamental granite blocks and the old bricks. Due to the proximity of, the alignment of the two lines, an The underpinning is carried out by several phases (fig 7) alternative solution to the Madrid Traditional Method had to be - Excavation of the ground around the continuous concrete found. This solution consisted of (fig. 7). walls forming a foundation footings (about 5m of thick, due to a) Excavation of two galleries on both sides of the tunnel for presence of soft antrophic fills) ' Line 8 by way of side-walls or abutments for supporting the - Boring of holes into the continuous concrete walls between vault. These galleries are supported on four lateral piles the zone of the supports, carried out to the elevation of the excavated manually and concreted in situ, of diameter 2.5 future slab of the first floor. metres and depth '9 metres, located just before and after - Concreting of the definitive beams for bracing the continuous the crossing over Line 10. concrete walls through the bored holes and connecting these b) Concreting of these galleries, after their reinforcement with beams with the slab of the first floor. steel bars. c) Next, the vault fdr the tunnel was executed by means of the - Demolition, by cutting with diamond wire, of the lower zone of Madrid Traditional Method, finally enclosing the section with the continuous concrete walls of the old archway, controlling the reinforcement and Concreting of the inverted vault. ln the movements of this structure (lateral and vertical this way, the loads induced by Line 8 managed to be displacements). The settlements reached about the 20mm distributed on the piles, with the entire section acting as a without problems of cracking. bridge over Line 10. Prior to this action, extensive treatment of the ground (5 vertical boreholes each -2,5m of tunnels, B.- ACKNOWLEDGMENTS with manchettes technique) was _carried out by means of consolidation and reinforcement' grouting, since the The authors wishes their gratitude to the Prof. M. Melis, MINTRA covering above the crown ofthe tunnel was about 6 m, of President, for allowing, us to publish these results. Also wishes which' about 5 m were weak alluvial soils and low their acknowledgment to all people involved in this works, compacted anthropic fills. specially to Mr. A. Vila and Mr. F. Sanz (Regional Authority of Madrid), to A. Soto and their collaborators of GEOCISA, to Mr. A. The measured surface settlements in this zone (on the line 10) Moreno, Mr. J.L. Oto. Mr. J. Dominguez, Mr. J.A. Porres and Mr. wsa about 60mm. ln the rest of -the tunnel under the Paseo de Ia J.C. Aguilar of the UTE Mar de Cristal (NECSO-ACS Castellana the settlement was about 15-20mm FERROVIAL-AGROMAN, constructors) 9.- REFERENCES

OTEO, C; MELIS, and TRABADA, J. 820029 “Subsidence and Soil Reinforcement on Line 8, Extension Madrid Metro". Proc. 2"“ Int. conf. On Soil Structure Interaction In Urban Civil Sup. Zilrich.