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