World Tunnelling and Trenchless World October 2014

Europe

Slow and steady on the Stuttgart 21 project

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CONTENTS

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Kicking up a stink

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n page 11 we report on the planned £100 million (US$163 million) sewer tunnel in Glasgow, Scotland, a country which was on the brink of separation from the United Kingdom.

As I write, this is the morning after Scotland’s biggest decision since the union with England in 1707. That wee bonnie nation voted No (55% to 45%) and will continue in a union that means fiscal, monetary and economic policies remain dictated from Westminster in London.

I want to highlight the fact that employment rights, including industrial relations, will also remain under ‘the England edict’.

It is clear the Scottish people are divided and this has led to protests and social disquiet. The preferred bidders for the Glasgow project are UK- (i.e. England-) based: Costain and Vinci (who were strangely unresponsive to my queries in the weeks before the vote). How many Hadrian’s Wall-sized hurdles would they have needed to go over if the vote had been Yes? A ‘Yes’ Scotland would have had its employment rights and industrial-relation laws restored. What would it have meant for construction forces coming from England, Wales and Northern Ireland? Would they have become the new “immigrants taking our jobs”? Costly delays and strikes could have been possible.

“How many Hadrian’s Wall-sized hurdles would there have been if the vote had been Yes?”

News

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Down in London, people are generally happy that Scotland remains our brother nation. But on the River Thames a tunnel project has unsettled locals. Thames Water saw plans for its 15-mile (25km), £4.2 billion concrete sewer tunnel approved on September 12.

Thames Water customers will now see their bills rise by about £80 a year by 2024 when the sewer is complete, eight years after construction begins.

The UK could face a European Union fine of £100 million each year if it does not stop millions of tonnes of raw sewage spilling into the Thames from the capital’s inadequate Victorian sewer system.

There will be 24 construction sites across London. Southwark Council is considering bringing a judicial review against a tunnelling site at Chambers Wharf, as planning inspectors believed Thames Water had “not justified the use of Chambers Wharf” as a tunnelling drive site.

Hammersmith and Fulham Council is also threatening to take legal action, claiming there was inadequate consultation over plans for an excavation site on the riverbank in Fulham.

Time will tell if these were good decisions for the tunnelling industry and for the people.

LUKE BUXTON, EDITOR luke.buxton@aspermontmedia.com

Next month North America Immersed tunnels TBM Ventilation

COVER

Since 1987 and its first project, the Channel Tunnel, CBE Group has been a specialist in design and fabrication segment moulds, precast carousel factories and handling equipment for largediameter tunnels. Having worked on almost 400 tunnel projects that are now operational, CBE Group supplies formworks and plants to the world’s largest tunnels: Alaskan Way (17m), Sanyan Tunnel Wuhan (15m), Waterview New Zealand (14m), Bosphore Strait Road Crossing 13m), Liantang Hong Kong (13m) and many more. www.cbe-tunnels.com

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NEWS

New combo for fire-detection AD Group’s FireVu brand has introduced the first fire-detection technology that combines visual smoke detection (VSD), flame detection and now temperature-sensing technology in the form of a built-in thermopile.

The Multi Detector will offer tunnel operators a solution that will identify and analyse smoke and heat patterns to raise alerts.

VSD technology operates by identifying characteristic smoke patterns across a video image. It analyses changes in a range of variables. It can operate effectively irrespective of large traffic volumes and pollution emissions.

It will help distinguish potential triggers for false alarms. Water spray, for example, can be excluded as a danger point by setting heat criteria above temperatures likely to be encountered.

The Multi Detector was launched following a new EU directive – 2004/54/ EC – which stipulates that fire-detection monitoring systems need to be implemented for tunnels over 500m long.

For those over 3,000m, video systems are mandatory.

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Crossrail counts down the days The last of the mechanised tunnelling work on the east London section of the Crossrail project is slated to end before Christmas.

Tunnel boring machine Ellie started her 900m journey in mid-September from Limmo Peninsula, near Canning Town, towards Victoria Dock Portal in east London.

Over the next three months the 1,000t machine will complete one of Crossrail’s shortest but most complex tunnels, in close

TBM Ellie is heading towards Victoria Dock

proximity to the London Underground Jubilee line, the Docklands Light Railway, River Thames and River Lea. A Terratec TBM will excavate tunnels for the Istanbul Metro

Terratec delivers to Turkey Following a successful testing phase, Terratec is to deliver a new TBM to the Istanbul Metro project in Turkey.

Before the end of the year, the machine will build a rapid-transit line on top of the existing Istanbul Metro system between Mecidiyekoy and Mahmutbey in the east and west respectively of the European side of the city. The new line will be 17.5km in length and is expected to be in service by 2017.

The customised TBM is an Ø6.56m EPB shield. Its VFD electric-driven cutterhead has a versatile design with cutting tools that are interchangeable with 17in roller-disc cutters, and an active-type articulation for the shield.

The tunnel lining will be made of reinforced concrete segments of universal type, with an outer diameter of 6,300mm, inner diameter of 5,700mm and width of 1,400mm.

The drive will complete tunnelling on Crossrail’s southeast spur, which stretches from Stepney Green to Abbey Wood.

Ellie’s sister tunnelling machine, Jessica, completed the first of the two twin-tunnels from Limmo to Victoria Dock earlier this summer.

Crossrail will complete its rail tunnels next year.

Crossrail’s new rail tunnels are 83% complete and the project remains on time and within budget.

Making moulds for Chinese metro CBE Group’s Chinese subsidiary will provide 30 segment moulds for China’s first double-function tunnel.

The upper floor of the new Sanyanlu twin-tube tunnel in Wuhan will house road traffic in three lanes, while the lower part will contain a subway line and technical and safety networks.

The 2,590m-long tunnel, excavated 40m under the Yangtze River, will form part of subway line no. 7.

CBE will supply three sets of segment moulds, each with an internal diameter of 13,900mm, an external of 15,200mm, a thickness of 650mm and a width of 2,000mm. Each ring will be composed of 10 concrete segments: seven standard, two counter-key and one key segment.

19/09/2014 10:16

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Map showing the route of the new tunnel along the dotted red line with the Filder Tunnel labelled in blue

The long wait

“The main part of Stuttgart 20 years since the plan was first published, Rodney Craig 21 is a reports on progress on the Stuttgart 21 project high-speed at the station to continue their tuttgart has a population of line from journeys. about 600,000 and is at the Stuttgart to Although the mainline trains are centre of a conurbation of Wendlingen some 2.7 million. It is the capital part of the European high-speed via Stuttgart and the main transport hub for the network, between Paris (France), Munich (Germany), Vienna Airport” south-western German state of

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The journey time from Stuttgart to Ulm will be halved

Baden-Württemberg, situated in a valley. The current main Stuttgart station is a terminal station for mainline trains with commuter services on 17 platform tracks, which were electrified in 1933.

German Railway (Deutsche Bahn) mainline trains have to pass along the same tracks entering and exiting the station and some passengers have to change trains

(Austria), Bratislava (Slovakia) and Budapest (Hungary), they pass along the Stuttgart to Ulm line, which was built in 1850 and is not a high-speed line, and the 93km-long journey from Stuttgart to Ulm takes nearly an hour.

The Stuttgart S-Bahn is a suburban system covering the urban population of Stuttgart, as well as a service to the airport,

which takes slightly less than half an hour. It consists of seven lines and is operated by a subsidiary of German Railway. The S-Bahn trains pass below the main station in a tunnel and stop at one island platform, which was opened in 1978.

The system has 83 stations, of which seven are underground, and a total route length of 215km. The daily weekday ridership is some 400,000 passengers. The system began operating in 1978, although there had been a local electric commuter train service in operation since 1933.

The city’s light rail system, which was opened in 1985, also passes below, and is integrated into, the main station and has 13 lines, with a total route length of 128km and 200 stations. The Stadtbahn is operated by Stuttgarter Straßenbahnen, which also operates the city bus service. The daily weekday ridership is roughly 200,000 passengers.

ThE projEcT Plans to replace the main lines through Stuttgart via tunnels, to tackle the operational difficulties created by the many services passing through the city, have been aired for many years but it was not until April 1994 that the Stuttgart 21 project was first published.

The main part of Stuttgart 21 is a high-speed line from Stuttgart to Wendlingen via Stuttgart Airport, which will connect to the October 2014 Europe_WT1410.indd 4

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planned Wendlingen to Ulm high-speed line to form part of the European high-speed rail network between Paris and Budapest. The journey time from Stuttgart to Ulm will be halved and the journey to the airport reduced to eight minutes. The project will free up 100 hectares (1 million m2) of present railway land in three areas for green space and for commercial redevelopment and housing, which will help to finance the project.

Providing an underground station with eight tracks and a through-station at right angles to the existing Stuttgart station will require a major redevelopment of the main station. This incorporates demolition of parts of the existing station, including side wings of the building, and new tunnels to divert some of the S-Bahn and light rail lines. This is one of German Railway’s most challenging projects of modern times and is the largest expansion of the railway system in the region since the 19th century.

German Railway subsidiary DB Projekt Stuttgart-Ulm is planning and promoting the project. The blueprint consists of 57km of new alignment with 30km in tunnels and 25km high-speed line. The project was approved in July 2007 at a cost of €4.8 billion (US$6.2 billion), including €2 billion for the Wendlingen to Ulm high-speed link. It will be financed by German Railway, the state of Baden-Württemberg and the federal government.

Construction officially began on February 2, 2010. The current programme has extended to 2020 and the project cost is currently €6.5 billion, including all financial risk at March 2013 prices, which is fully funded. The cost estimate for the Wendlingen-Ulm line is now €3.26 billion including all financial risk and is also fully funded.

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there was a petition and demonstrations. The protests continued and in November 2011 a referendum took place to decide whether the state should cease funding for the project. 58.8% voted not to withdraw funding. The public is still vocal, although the project is well under way, and at the recent inauguration of the tunnel boring machine for the Filder Tunnel there was a demonstration outside cost of the S-Bahn system; and Construction the site attended by around 700 the current delays on the works during locals.

S-Bahn trains are due to the August 2014 The main objections raised to scheme; the project are: • The costs are rising and there are questions about who will • The eight new platforms will pay for the increased costs; have a lower capacity than the current 17 platforms, so it is • The construction risk with 60km feared the station will have to of tunnels to be bored through work initially at full capacity difficult ground conditions and even to handle the current the planned lowering of the traffic, or it may not be able to groundwater level; handle the current traffic; • Noise and traffic disruption during the construction period • There will be delays to the of 15 to 20 years, but the S-Bahn trains with fewer date is platforms and increased A&L-Netbidcurrent 86x124 completion Meyer&JohnWorldTunneling 26.9.14_ABL 09.09.14 13:28 Seite 2021; connection times, increasing the

ONLINEAUCTION

“This is one of German Railway’s most challenging projects of modern times and is the largest expansion of the railway system in the region since the 19th century”

DEbaTE anD opposiTion The project has been controversial among politicians and has disgruntled some local people for many years. In October 2007

On behalf of the entitled parties we are auctioning online against highest bid

well-maintained construction machinery/equipment and tunnel-driving machinery Location: Hamburg (Germany)

9th October 2014 Approximately 1.000 items are put up for auction. These include: Tunnel driving equipment: Compl. full-section driving machine, HERRENKNECHT, AVN 1600/1800, rear carriage (1995), working pipe, cutter wheels, false edge units AVN 1200/1500 and others; office container, HERRENKNECHT, C 184; 4 part face driving machines, HERRENKNECHT, DN 1000/1200/1400/1800/2000; 7 part face driving machines, WESTFALIA, DN 1200/1400/1600/1800/2000/2200/2600/2800/ 3000; 2 separating units, DERRICK, 20 / SCHAUENBURG, MAB 125; 11 feed and delivery pumps, HABERMANN/HERRENKNECHT; main pressing cylinders, WESTFALIA, ZE 91/ZE 95; hydraulic units, intermediate station drives, stretching stations and cylinders, folding stations, rinsing and delivery pipes, power cables, compressor units for breathable air, BAUER/DRÄGER, Mariner 320; rail and trolley systems, HD water pumps, transformer stations, bentonite mixers and pumps, power generators up to 500 kVA, stat. compressors, starter/travel-out gaskets, cutting and milling heads, a.m.o Construction machinery: mobile excavators, LIEBHERR, 312/314/900/924; wheel loader, LIEBHERR, L 507; tandem roller, BOMAG, BW 174 AD, a.m.o Viewing: Wednesday, 8th of October 2014, from 9.00 a.m. – 5.00 p.m.

Sworn and publicly appointed auctioneer and estimator for machinery and industrial equipment: NetBid Industrie-Auktionen AG / Angermann & Lüders GmbH & Co. KG ABC-Straße 35, D-20354 Hamburg, Germany, info@netbid.com, www.netbid.com Phone: +49 (0)40 355059-190, Fax: +49 (0)40 355059-169

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have been required partly because of updated national and European regulations, the process of optimisation and following discussion with the objectors and the public.

The Filder Tunnel working site

nEw sTuTTgarT-ulm rouTE

Reinhold Willing of Bahnprojekt Stuttgart-Ulm and the contractor JV’s Matthias Türtscher

• The project and the planned

•

urban development on the land released will affect the general atmosphere in the Stuttgart basin; The removal of a large number of well-established trees.

The campaign group has proposed an alternative – K21 – which would preserve and modernise the existing station, and in particular keep the station building, which it says will handle more trains. It would cost half the

price, with the same journey time to Ulm and with other benefits.

Over the last 20 years there have been major changes to the project including an increase in the tunnelling involved. These

Choosing cutters While boring the small tunnels, the TBM encountered difficult geological conditions. This occurred particularly in the Filderstadt tunnel, access tunnels to Ober and Untertürkheim, Feuerbach tunnel, Wagenburg tunnel, the Bad Canstatter tunnel, the tunnels between Stuttgart and Wendlingen and the Albabstiegs tunnels on the new Ulm to Wendlingen line.

Several tunnels are located in built-up areas requiring excavation in close proximity to existing structures and services.

As a result, severe restrictions were imposed regarding noise and vibration levels. For these reasons, tunnelling methods involving drill and blast or the use of hydraulic breakers were not possible.

The low-vibration operating characteristics of rotary drum cutters combined with their flexibility and high production rates made them the tunnelling method of choice in these conditions.

The contractors are using about 15 rotary drum cutters from the German manufacturer Erkat. They are the ER 1500 and ER 2000 size ranges mounted on tunnelling excavators from Liebherr and Caterpillar. A number of these machines were the ERC versions, drum cutters with built-in rotation units, which are particularly useful in limited-space tunnelling applications, Erkat says.

At the Scheibengipfel Tunnel in Reutlingen, Max Bögl is using two drum cutters, an ER1200 and an ER 2000. They are being used to excavate a 1,900m-long road tunnel together with a parallel escape tunnel involving the excavation of approximately 300,000m3 of rock from the mountain.

Two drum cutters, an ER 2000 and an ERC 2000, were used in another unusual tunnelling project in Düsseldorf. They successfully completed the breakthrough in an extension of the S-Bahn underground railway line.

The new Stuttgart station would be under the existing station and at right angles to it. The existing station would be underpinned. To provide the necessary rail connections to the north and west of the new station, there will be a new tunnel, the Feuerbach Tunnel, from the main line to the new station, and a new S-Bahn tunnel.

The new 85km-long alignment (25km as part of Stuttgart 21 and 60km within the Wendlingen to Ulm line) for the high-speed link will leave the new Stuttgart underground main station to the east and travel in a short tunnel before bifurcating to join the new 9.48km-long Filder Tunnel and to join the Tunnel Ober-Untertürkheim.

The alignment of the highspeed link then passes the airport in a 9.5km-long at-grade section with a 1.6km-long underground cut-and-cover spur to the airport terminus. The twin Tunnel Ober-Untertürkheim has a challenging connection at the east end with the existing main line under the River Neckar to the Kornwestheim Esslingen main line.

There is also a 2.1km-long underground spur off the alignment to the Stuttgart Conference and Fair Centre.

The 60km-long alignment to Ulm has four cut-and-cover tunnels, each 400 to 960m in length, to improve the environment locally, and four bored tunnels – the 8.2km-long Albvorland Tunnel, the 8.8km-long Boßler Tunnel, the 4.8km-long Steinbühl Tunnel and the 5.5kmlong Albabstieg Tunnel around Ulm. All the bored tunnels were planned by German Railway to be constructed using conventional methods and in general as single-track tunnels with short

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twin-track sections for junctions.

Contractor alternatives have been accepted by German Railway for the Filder and the Boßler Tunnels as twin single-track TBM tunnels with cross passages at 500m centres.

There are also four viaducts, 175m-485m in length, including the 485m-long viaduct between the eastern portal of the Boßler Tunnel and the western portal of the Steinbühl Tunnel across the River Fils, and long lengths of at-grade alignment.

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Scheduled construction stages of the Filder Tunnel

initially of clay, sandstone and chalk – with a transition zone and the second section in gypsum by choosing one specially designed

TBM and back-up. The TBM will work initially in closed mode and then through the gypsum in open mode.

FilDEr TunnEl The Filder Tunnel will be constructed from the airport end from a congested site between the motorway and an overhead alignment of electricity cables and a forest.

Because of site restrictions, one of the main challenges for the contractors, an Austrian joint venture of Porr (technical leader), Hinteregger & Söhne, Östu Stettin and Swietelsky, will be the delivery and storage of segments and the removal of spoil from the site. Consideration is being given to constructing a new junction onto the motorway at the site to assist in the delivery of segments and the removal of spoil.

The segments are being cast by subcontractor Max Bögl at its casting yard 250km from the site.

The segment moulds have been manufactured by Herrenknecht.

The segments will be taken from the pre-casting yard by train, three times a week, to a loading bay near Stuttgart from where they will be transferred immediately to lorries and taken to site on the motorway.

The rings have six segments and a wedge-shaped key and will be 2m wide. The rings have a taper of 40mm and the segments are either 450mm or 600mm thick to suit the ground loadings. EPDM gaskets will be installed around the segments at the pre-casting yard.

The JV has met the challenge of the twin-tunnel drives through different ground conditions – Oct 2014 Europe_WT1410.indd 7

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Graphic showing the Boßler tunnel and the Steinbühl Tunnel

“The Herrenknecht TBM is currently TunnElling programmE being From the portal at Filderstadt, on erected the outskirts of Stuttgart, the first within this drive will start at the end of a initial drive 140m-long access tunnel already constructed using conventional and it is methods, starting with a mechananticipated ical excavator with a pipe arch that the above the tunnel and then by drill methods using a twin-boom TBM drive and Atlas Copco jumbo. Drill and will begin blast was not permitted at the in early portal. The ground support for November” the initial drive was steel lattice girders, shotcrete with rockbolts.

The Herrenknecht TBM is currently being erected within this initial drive and it is anticipated that the TBM drive will begin in early November of this year. For the first 4km of the drive, the TBM will be in closed mode with the excavated spoil removed from the TBM to the working site by a conveyor 1.2m wide, with a capacity of 1,400t/hr.

When the TBM meets the transition zone, the internal parts of the TBM will be removed, leaving the skin in the ground.

The parts will be moved back to the portal together with the backup and re-erected within a 120m-long initial drive for the second drive. This initial length is due to be excavated in September 2014 and lined with similar support as the first drive.

The TBM will then start the second drive and drive to the transition zone at about 4km into the drive. By this time, the transition zone of about 1.1km in length will have been driven through by conventional methods from a local adit and the TBM will be pushed through the excavated tunnel, which will be lined in segments. The TBM will then drive the last 3.6km of the second drive in open mode through the gypsum.

Following that, the TBM will be turned around and placed at the western portal of the first drive and driven to the transition zone before being removed with the skin remaining in the ground. The

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JV expects to average 20m of tunnel a day during the driving of the tunnels, giving five 2m-wide rings per 10 hour shift. The works will be carried out with two 10-hour shifts.

oThEr borED TunnEls The Boßler twin tunnel will also be constructed with a Herrenknecht EPB TBM and partly by conventional methods. The TBM

is currently being erected on site.

The segments will be cast in a new casting yard on site. The contractor JV is the same as that for the Filder Tunnel.

The Albvorland Tunnel, the Steinbühl Tunnel and the Albabstieg Tunnel will all be con-

structed by conventional methods with drill and blast and roadheader, lattice girders and shotcrete. At this early stage of the Stuttgart 21 project, only about 1km of the approximately 60km of tunnels have been constructed.

Herrenknecht TBM technical data External diameter Excavated diameter Length of TBM Total weight of TBM Length of back-up Weight of back-up Number of disc cutters Size of disc cutters Variable speed Nominal torque, main drive Break-away torque, main drive Installed power

10.82m 10.87m 11m 2,400t 109m 1,000t 55 single- and four double-disc 17in (431.9mm) 0-4.5rpm 23,838kNm 28,606kNm 4,200Kw

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“At this early stage of the Stuttgart 21 project, only about 1km of the approximately 60km of tunnels have been constructed”

The Herrenknecht TBM

World Tunnelling would like to thank German Railway, Reinhold Willing, of the communication bureau Bahnprojekt StuttgartUlm, Peter Reinhart, freelance consultant, Sabine Schneider of the Tower Forum Exhibition Centre, and Matthias Türtscher, of the contractor JV

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sunny summer for tunnelling projects Weather aside, July was a hot month for tunnel contract announcements in the UK and France

E

xtension contracts on two major underground metro systems were announced in the same month during the northern-hemisphere summer.

paris mETro

The extension to Line 14 of the Paris Metro will relieve congestion on Line 13. Mairie de SaintOuen (below) will form the new terminus

In early July in France a consortium consisting of Bouygues Travaux Publics, Soletanche Bachy France, Soletanche Bachy Tunnels and CSM Bessac announced its contract for the second tunnel package of the Paris Metro Line 14 extension project.

The €164.9 million (US$213.4 million) deal with state-owned public transport operator Régie Autonome des Transports Parisiens (RATP) is for works in the north of Paris, running from Clichy-St Ouen to Pleyel, in the neighbouring town of St Denis.

The project is 55% financed by Société du Grand Paris.

The 7.75m inner diameter, 2.2km-long tunnel will be built in three drives. The works, which also cater for another tunnel that links to the train maintenance and marshalling zone, will help to relieve congestion on Line 13, improving travel conditions and access to Paris for people living in the northern suburbs.

The specialist for tunnelling equipment and logistic systems

Contractors will fit out Mairie de Saint-Ouen station, built with diaphragm walls (120m long by 20m wide and 25m deep).

Further ancillary structures include: • Glarner: trapezoidal box diaphragm walls, excavated to a depth of 24m. This allows the user to disconnect the operational line to access site-maintenance and trainstorage areas. During the construction phase, it serves as a launching pit for the tunnel boring machine (TBM); • Pleyel: a circular well in a block with an internal diameter of about 22m, with walls excavated down to about 36m depth. This well forms the intersection with the future extension to the Grand Paris station and is used during the construction phase as the output shaft of the TBM; • Pierre: This access to the site-maintenance and trainstorage area is 28m long and 14m wide. It acts as an interim stage for dismantling of the TBM. All excavated materials will be evacuated by river to reduce the project’s disruption to road

Maschinen Stahlbau and

Dresden

Branch of Herrenknecht AG

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• High-performance rolling stock • Jobsite logistics • Customized back-up systems • Shaft installations MSD_08_2014 WT.indd 1 Europe_WT1410.indd 10

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traffic in the towns concerned.

The project, which will be carried out with an 80m-long earth-pressure balance TBM, faces several major technical challenges, such as the diversity of soils along the route of the tunnel and the need to reinforce the infrastructure of line C of the Regional Express Network, beneath which the connecting tunnel to the train maintenance and marshalling zone will pass.

To meet these challenges, the consortium will analyse all the data collected from the TBM and resulting from monitoring on the surface in real time in order to have the capacity for immediate response.

During peak periods, almost 260 employees will work on the extension scheme. The companies in the consortium have undertaken to hire site workers through social inclusion schemes, providing 20,000 hours of employment.

The TBM drives are scheduled to begin in the last quarter of 2015. The excavation diameter of the CSM Bessac TBM is 8.91m, with a length of approximately 11m. Add the back-up to that and it reaches 80m, Yann Rouillard, CSM Bessac project director, tells WT. Challenges include a mixed geology of sand, limestone and marls with a water level at 20m.

Work began on the project in July and is expected to end by June 2019.

Bouygues Travaux Publics and the entities of the Soletanche Bachy group have previously carried out several underground infrastructure projects in France – such as a section of the Toulouse metro and the second tube of the Toulon tunnel – and are currently constructing the underground section of the Nice tramway.

The consortium was also employed on the tunnel build for Hong Kong Metro’s West Island Line 703. CSM Bessac is also engaged on the Singapore Thomson Line T 219.

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lonDon unDErgrounD From northern Paris to the Northern Line of the London Underground in the UK: a consortium has been selected by Transport for London to expand the tube as part of a €628 million job. Ferrovial Agroman, a Ferrovial subsidiary, and UK construction company Laing O’Rourke will bore two tunnels and build two new stations.

Ferrovial Agroman and Laing O’Rourke will extend the Northern Line from Kennington station in south London. The project includes construction of two new stations, Nine Elms and Battersea, with two additional ventilation shafts, 6km of new tunnel with an internal diameter of 5.1m.

The new infrastructure will support up to 25,000 jobs, 16,000 new homes and cut the journey times to the West End and the City from Battersea to just under 15 minutes and reduce pressure on Vauxhall station.

The project is expected to be completed by 2020.

sEwEr TunnEl To complete the trio of July announcements, utility Scottish Water announced Costain and Vinci as the preferred contractor JV to build the Shieldhall Tunnel, Scotland’s largest waste-water tunnel in the south of Glasgow.

The £100 million tunnel is intended to resolve water quality and reduce flooding issues at key locations in the area served by the Shieldhall Waste Water Treatment Works (WWTW). It will run between Queen’s Park and Craigton Industrial Estate via Pollok Park and Bellahouston Park.

The Shieldhall tunnel is a major part of Scottish Water’s £250 million, five-year programme of work announced in February 2013 to upgrade the waste-water network in the Glasgow area.

The internal diameter of the tunnel will be 4.65m and the total length of the new tunnel will be 3.1 miles. The minimum depth from ground level to the top of the tunnel will typically be around 10m.

Once the tunnel boring machine is launched and moving along its route, it will operate 24 hours a day. There will be breaks in the TBM’s operation for maintenance and when it is passing through the shaft sites.

The Costain/Vinci team will excavate six shafts for the tunnel drive. Rate of progress will depend on ground conditions and the set-up of the machine.

For this project progress is expected to be in the region of 10m a day, which equates to approximately two years of tunnelling. The team will then need to connect the tunnel at both ends to the existing sewer network.

The TBM is expected to carve out over 200m3 (400 tonnes) of excavated material per day.

Diagram of the Northern Line extension for London Underground

The route of the Shieldhall tunnel in Glasgow (in red)

October 2014 Europe_WT1410.indd 11

19/09/2014 10:04

Tough application, ingenious solution

Exactly

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Ground conditioninG

13

the right chemistry Selecting the best soil-conditioning products for TBM drives can reduce the environmental impact

G

lobally, tunnel boring machines (TBMs) continue to progress in their adaptability and safety while solving difficult ground conditions. TBM diameters have increased and improvements in soil conditioning have allowed the use of earth-pressure balance machines (EPBMs), especially in a wider range of ground conditions.

In recent years, the demands to excavate TBM tunnels without negative environmental consequences have been growing stronger. Nowadays, TBMs and chemistry are linked together and this union has resulted in the ability to build tunnels faster and safer.

The use of soil-conditioning products has become unavoidable in the world of TBM tunnelling and the toxicological and ecotoxicological aspects of the chemistry determine a sustainable future in tunnelling.

risky beGinninGs Contractors and engineers are very well prepared to prevent all sorts of technical risks but it is generally more difficult to handle environmental risks.

The correct and effective use of soil-conditioning additives and their possible impact on the surrounding environment is not always obvious. A complete risk assessment, emissions into ground water during application, the working-place concentrations and emissions from the landfilling of the treated soil all have to be taken into consideration.

The risk to human beings and the environment is mainly determined by the following four points: • The amount of substance entering the environment; • The toxicity of a substance for the environment, respectively

Sticky clay can clog the cutterhead of a TBM; chemical additives can alleviate such problems

•

•

the toxicity towards aquatic organisms, and for humans; The chemical and physical properties of a substance that determine its distribution in the environment. In most cases this means the leachability into ground water; The elimination process – known as degradation and / or immobilisation – which also determines the distribution in the environment.

Toxicity is the intrinsic capacity of substances to cause negative effects to organisms. For mammals the lethal oral dose for 50% of the population (LD50) is listed in mg of substance per kg of organism weight; for aquatic organisms the lethal concentration for 50% of the population (LC50 or EC50) is listed in mg per litre of water.

Bioaccumulation is a process by which organisms concentrate chemicals within themselves.

This can result either from their food or directly from the surrounding environment.

Biodegradation is the breakdown of an organic substance by the action of micro-organisms.

soil-conditioninG products The only suitable soil-conditioning products are those that show the desired functional properties and at the same time are as safe as possible for the workers and the environment. This implies a judgment of the acute aquatic toxicity, potential for bioaccumulation, biodegradation and chronic aquatic toxicity by risk assessments.

The most sensitive area is the acute aquatic toxicity. Generally, the LD50 and L(E)C50 product data should be as high as possible. For all types of polymers the L(E)C50 data for daphnids and algues should preferably be >100mg/L water in order to be not classified for acute toxicity. Foams, due to their reduction of surface tension, should reach LC50 data of >10mg/L concerning fish (class acute III).

Determination of the best possible soil disposal is vital. The following data can be measured: dissolved organic content (DOC) measurement; (no) mobilisation of further soil ingredients; and performance of acute toxicity tests.

“Nowadays, TBMs and chemistry are linked together and this union has resulted in the ability to build tunnels faster and safer”

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14

Ground conditioninG

preferable results

Collection of tunnelling spoil samples for testing

The ecological properties of a product are judged by biodegradation data, using OECD guidelines with a defined amount of starting bacteria. Generally, soil-conditioning products should be either: a) readily biodegradable; or b) not biodegradable (inert material) and non-toxic.

Both possibilities guarantee the lowest possible impact to the surrounding ecology.

The expected impact on the environment should generally be low if the substances are adequately handled and the recommendations of the Material Safety Data Sheets are implemented.

Ideally, the concentrations in the tunnel air are, even under worst-case assumptions, more than 1,000 times below the respective occupational exposure limits (air hazard index = 1).

No risks to surface water from emissions due to pumped tunnel water or run-off water should be expected, providing that the water is drained into the municipal sewage system for treatment.

The potential infiltration of ingredients into the ground water during the product application should not cause any relevant risk for the environment. Based on the available information of the ingredient concentration in the treated soil, it should be able to be disposed on an appropriate

landfill site without any special pre-treatment.

risk manaGement Regarding the number of different chemical products that may be used in TBMs, risk management has to be implemented concerning workers’ safety, groundwater and surface water quality and landfill regulations.

The following risk-reducing measures focus mainly on the risks that are relevant in the context of foaming agent and polymers: • Groundwater wells near construction sites should be monitored. Ingredients should be selectively determined if an increased DOC content in the groundwater is found. Groundwater from nearby wells should not be used as drinking water during construction works; • Minimal ventilation in working areas should be guaranteed

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Ground conditioninG

•

•

•

•

and the tunnel air quality should be monitored; The excavated material can be disposed of in deposits following compaction. These deposits should not be located in areas with groundwater used for drinking water or close to surface water; Monitoring of the leachates is required. If these requirements cannot be fulfilled, the material must be disposed of on appropriate landfill sites for inert material; The pumped tunnel water or any other run-off water should be collected and discharged preferably into the municipal sewage system under observance of the national discharge standards; Unused products have to be returned to the supplier or disposed of under observance of local regulations. The products are not suitable to be discharged into drains or sewers.

exposure assessment The responsible company needs to evaluate any emissions resulting from the chemistry applied. These include release of the product applied during the application in the TBM and possible contamination of groundwater/drinking water should be assessed to be the most relevant path.

Emissions during disposal of the treated soil by leachates from the landfill could contaminate groundwater and surface water and therefore become relevant for human health (drinking water).

Emissions from the pumped tunnel water could be relevant depending on local conditions. It is recommended to drain the water under observance of the standard discharge guidelines.

Gaseous emissions during the application of the product in the tunnel are possible, but not relevant, considering the low vapour pressure of foams and polymers involved in soil conditioning.

15

The emissions from the temporary storage of the excavated soil into the groundwater and surface water are also considered irrelevant, because the soil should be stored in an impermeable concrete containment.

case study: sticky situation The following examples illustrate TBM sites with difficult geologies, where the soil-conditioning performance and ecotoxicological properties led to success.

In Gijón (Spain) the works consisted of the excavation of a 3,914m-long tunnel for an electrified RENFE double-track railway line connecting a future station, located at the southwest of the existing Jovellanos station, and the eastern side of the city.

The inside diameter of the tunnel is 9.60m and it was bored with an EPB of 10.55m diameter supplied by Herrenknecht and operated by Acciona Infraestructuras.

Given the hydrogeological conditions of the tunnel, the works were directly affected by a very high-pressured water table. For this reason, the entire tunnel was executed in EPB mode to prevent local water-table declines, loss of fines in the ground and settlements on the surface.

The geological formations consisted of alternating marly clay layers with other decomposed limestone layers, in a horizontal stratification.

The marly clay layers were very sticky, difficult to turn into a pasty mud with a proper rheology (the study of the flow of matter, primarily in a liquid state) for the EPBM. In order to overcome clay clogging at the cutterhead and stirring problems, as well as very low advance rates, it was necessary to use foams in combination with anti-clay polymers.

In the areas where more limestone was present, and the water table was directly connected to the working chamber through the fractured ground, the use of foams in this type of

geology resulted in incorrect pressure in the working chamber, uncontrolled water inflow and very slow TBM advance rates.

The alternative solution was to use additional polymers – in order to make the soil as plastic as possible to be able to establish a counter-pressure and to reduce the water content of the outcoming soil.

The working site for the railway tunnel project in Gijon, Spain

testinG phase Chemical and mineralogical study of the mud generated by the excavation of the TBM was carried out at the request of the main contractor, within the co-operation agreement signed with the University of Oviedo.

Chemical tests were performed using a spectrometer X-ray fluorescence equipped with a 4kw rhodium tube, three detectors and five analyser crystals, determining the content of major elements and trace elements.

Chemical groundconditioning can change the plasticity of soil markedly

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16

Ground conditioninG

Above: laboratory testing of a sample of soil from the M30 road project Above right: conveyor belt carrying soil from the M30 works

“In addition to the choice of TBM, the use of the right soilconditioning additives is crucial”

Loss on ignition was obtained by calcination at 975°C for two hours in a muffle furnace.

The conclusion of the study asserts that the excavated ground was classified, chemically and mineralogically, as inert material, with a very low degree of alteration, so the environmental interaction will not produce any polluting leachate. Its accumulation in the landfill will have the same behaviour as the natural product of any excavation and can be considered as a suitable material for use in embankments and in the restoration of the disposal zone.

Chemistry will not affect the application of excavated ground for future use, but will facilitate excavation and removal during tunnel construction and will also reduce additional volumes of water added during mining to treat the soil.

If the ground is highly impermeable, and it is only excavated with high volumes of additional water through the cutterhead and into the working chamber, without the aid of polymers or foams to break its structure, the additional water could become trapped between the layers of mud, resulting in a disposal material that will take years to dry out by itself.

Polymers and foams will create a homogeneous mud that will dry much faster in the disposal zone, drastically reducing additional water during mining.

case study: under pressure Two EPB TBMs were working on the twin-tunnel M30 ring road connection south of Madrid in

Spain, the project being worth €740 million (US$956 million).

With a diameter of 15.20m, the TBMs excavated an area of 181.5m² to house a three-lane motorway including footways.

The clients were the Spanish government, Madrid City Council and Madrid Calle 30. The main contractors were Acciona, Ferrovial Agroman, FCC and Dragados.

The north tunnel was excavated by a Herrenknecht S-300 TBM with an installed driving force of 14,000kW and a maximal torque of 125,000kNm – enough to lift a fully charged Boeing 747 (410t) aircraft with a 30m-long lever arm. The south drive was excavated by a Japanese / Spanish JV of Mitsubishi Heavy Industries and Duro Felgura, using a 160m-long, 4,000t machine called MHIØ15 with 30,000t of thrust force.

In order to manage tunnel drives with ground-water pressures of up to 6bar and to reach the expected construction rate of 50-80mm/minute, both 15.20m-diameter TBMs needed foams and polymers as soil-conditioning agents in order to reduce the cutterhead torque and to transform the excavated soil into a pasty and impermeable consistency.

The Madrid soil consists mainly of a mix between gypsum and very sticky clay (Peñuela), which quickly leads to clogging and adhesion problems on the machine.

Thanks to the use of foams and polymers, maximum daily advance rates of 40m were

possible. Both TBMs were consuming daily more than 16-18t of MasterRoc ACP 143 (anti-clay polymer in foam format), demonstrating impressively its capacity of avoiding clay clogging and torque reduction.

There are no general / universal laws in Europe or worldwide to regulate the use of chemical products in soil conditioning and how to measure and regulate their impact on the environment.

BASF recommends disposal of them as thin soil layers, as this would dry faster and achieve better bioderadation; compaction of the soil layers to reduce permeability (groundwater); and the collection of surface water and control quality.

With setting parameters of FIR at 50, with an expansion rate of 12 and a foam concentration of 2.5%, no more than 0.3 litres of pure chemical products need to be added to each 1m3 of excavated ground.

However, as mentioned before, all appropriate measures must be taken to establish the nature of all chemical products involved in soil conditioning and its implications for the environment.

no neGative consequences As demonstrated by the previous examples, it is possible to drive a TBM project faster and safer through difficult geologies. In addition to the choice of a well-optimised TBM, the use of the right soil-conditioning additives is crucial – for very permeable soil under the groundwater table as well as for clay soil with high clogging and adhesion potential.

All additives used in the examples cited additionally passed a strict risk-assessment study to ensure minimum impact on the workers and the environment. The soil-conditioning additives did not negatively influence the environment during construction or at the disposal sites.

This article was written by Daniel Montalbán Vicente, technical manager TBM, BASF Construction Chemicals España October 2014 Ground_WT1410.indd 16

19/09/2014 10:52

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saFETy

Down to the wire Conventional polymeric wiring systems could make tunnel fires worse Transport tunnels are often in remote places; life-critical circuits must perform

R

oad, rail and long pedestrian tunnels require a significant amount of power to operate safely. Power is usually supplied from the electricity grid but tunnels have to operate safely even with blackouts, so emergency back-up power is almost always needed in large tunnel systems.

It is too simple to say that ventilation systems, lighting, communication or fixed fire-fighting systems (FFFS) are each the most important safety aspect in tunnels because it is only the integrated, reliable and effective

operation of all these life-support and safety systems together that can provide the safest environment under both normal and emergency conditions.

Emergency events in tunnels can include terrorist bombs, gas attacks, earthquake, flooding, collapse or accidents, but perhaps the most demanding and

likely emergency is fire. Fire has the potential to endanger people who are some distance from the flames, not just through heat, but from the secondary effects of smoke, and toxic and combustible by-products. For this reason, tunnels are designed to manage the effects of fire by enabling the best possible rate of survival.

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saFETy

LiFE LinEs It is somewhat obvious but often understated that electrical cables provide the connectivity to enable all this equipment to work and that the reliable performance of the wiring system is directly responsible for the reliable performance of all tunnel operating and safety systems.

As such, the wiring system must have an operational integrity equal to or even better than the connected equipment. It must operate reliably for the design life of the tunnel without degradation and under both normal and emergency conditions.

Testing has established that it is unlikely, at any one point in the tunnel, that a cable, structure or associated component will experience the extremely high peak fire temperature for much longer than 30 to 40 minutes.

This is because during that time most of the fuel at that point will have burnt away, but sometimes fires spread.

The lesson from this is that wiring systems used in tunnels and underground environments must be able to withstand very high peak fire temperatures but perhaps for rather less time than we test today.

In the US today, NFPA502 Standard for Road Tunnels,

Bridges, and other Limited Access Highways requires emergency circuit wiring to meet the higher performance of almost 1,350˚C but only for one hour (Netherlands RWS RijksWaterStaat curve).

19

MICC Fire Survival cable installed in a metro tunnel

Common DEsigns Why, when all this essential information is known and published, do we often use fire-resistant wiring systems in

Safety systems used in tunnels These include: • alert systems, surveillance, traffic control, automatic incident detection; • emergency communication by fixed, telephone, GSM, FM and loud-speaker systems; • lighting for normal and emergency conditions; • automatic smoke, fire and heat detection; • ventilation fans, shutters and dampers for air quality and smoke management in normal, evacuation and fire-fighting modes; • fixed fire-fighting systems, pumps and controls, and barrier systems.

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saFETy

Fire-resistant wiring systems in tunnels are sometimes tested only to lower standards

“It is left to the designer and tunnel owner to demand if higher performance is required, and sometimes this fact is simply overlooked”

tunnels and underground environments that are only tested to lower standards?

The reason is often that designers rely on the common wiring and electrical standards applicable in each respective country, perhaps not realising that standards publications are just “minimum” requirements and often only intended for above-ground applications. It is left to the designer and tunnel owner to demand if higher performance is required, and sometimes when it comes to electrical wiring systems, this fact is simply overlooked.

Some designers naturally route tunnel cables in sand pits or in cable trenches or behind fire-resistant tunnel linings.

Where this is done, the performances achieved may be acceptable due to the additional thermal protection but for surface wiring or where cables cannot be protected, appropri-

ate wiring systems must be employed.

As to which wiring system is optimal, there are two questions to ask: 1) Will the cable survive during the fire and keep essential life-safety and fire-fighting systems operational?

2) Do the cables themselves pose a fire risk or add any fire load?

Most flexible electric cables are made from hydrocarbon-based polymers. Cable jackets are sometimes loaded with flameretardant fillers, but often cable insulations are not, so these cables may not be fully flameretardant in all situations, especially under overload or short circuit.

The high fire load of cable insulations, especially polyethylene (even though halogen-free) poses significant fire risk because PE or XLPE in fire has a very high heat-release rate, a high oxygen

consumption and significant CO and CO2 outgassing, which contribute to temperature rise, fire spread and asphyxiation risk.

Installing cables in a conduit does not solve the problem because decomposition of

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swiTChing From poLymErs

polymers inside the conduit spreads smoke, toxic and flammable hydrocarbon gases along the conduits to equipment and distribution boards, where any spark, such as the make or break of circuit breakers, switches or relays, can ignite the gases, spreading fire to another location.

Cables manufactured by UK-based MICC and its sister company Thermal Resources Management (TRM) use inorganic magnesium oxide insulation with copper or alloy cable jackets and copper or alloy conductors. These cable designs have no fire load and cannot propagate fire or add any heat. They produce no smoke, no toxic or flammable gases and can be made to meet any of the higher fire-resistance performances for exposed surface wiring.

This cable design is in service with London Underground and many other metro systems worldwide. The cable is 100% waterproof, non-ageing, with exceptional fire-survival performance, as proven in the 1996 Channel Tunnel fire.

Many polymer-based fire-resistive cables are also still used in tunnels today because common electrical cable standards do not always differentiate between applications, thus allowing the use of cheap, lower-performance cables, which often are not fit for the more demanding environments of some tunnels and public underground environments.

About the authors: Richard Hosier has been working in the electrical-cable industry for 30 years in technical and senior management positions. He has lectured at institutions and universities and published several technical papers on advanced and fire-safe cable design. He previously served on three Australian and New Zealand technical standards committees for fire-safe wiring systems and cables.

Geoff Williams currently works with TRM & MICC Ltd and previously had 30 years’ technical experience with the BICC company in UK and especially with Mineral Insulated Metal Sheathed cable designs Editorial Editor Luke Buxton T +44 (0)20 7216 6078 E luke.buxton@aspermontmedia.com Head of production Tim Peters Senior sub editor Jim Adlam Sub editor Woody Phillips Editorial enquiries T +44 (0)20 7216 6078 F +44 (0)20 7216 6050 www.world-tunnelling.com Advertising production Sharon Evans T +44 (0)20 7216 6075 E sharon.evans@aspermontmedia.com

21

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CONTENTS

1

The techniquette of a trench

A

ccess to the internet is a human right. There, I said it. I’m not a fan of ‘human rights’ as an excuse for laziness or freedom without responsibility, but as a child of the dotcom generation, I would expect to see surfers in every household in the developed world.

But it’s not just me. The United Nations agrees too. For some nations, however, it’s a pipe dream. For others it’s a question of dreaming of ways to get it in the pipe, so to speak.

British Telecom (BT) is undertaking a superfast broadband deployment scheme called Fibre To The Premises (FTTP). The utility has invested £2.5 billion (US$4.08 billion), with a further £1 billion from the government. But as the UK telecoms sector is an open market for competitors, BT cannot install cables to every property street by street. This is where it becomes difficult.

It is too expensive and it takes up too much space to use a horizontal directional drilling rig on a single property connection, John Warren, from BT’s physical infrastructure design authority, said at the No-Dig Live show in the UK on September 17.

The utility has looked at guided-bore HDD, pipe jacking and mini-moling. It has also investigated air-blown fibre cables, duct cameras and clearance tools (inspection); and hosting cables in shared utility feeds (water pipes and sewers).

At the moment, Warren stated, BT seems to be relying on mole ploughs under soft ground and microtrenching machines on our asphalt roads.

News

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Features Western Europe No-Dig Madrid preview Lining Pipeline inspection Contacts

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“It is too expensive and it takes up too much space to use a horizontal directional drilling rig on a single property connection”

He invited the audience to propose scalable cost-effective solutions to meet the FTTP challenge and he said he was looking for civil engineers to do the work. This interface between utilities, manufacturers and contractors is vital if they want to get it right.

Next month

So now to the technical etiquette (techniquette): a trench, or not a trench, that is the question. Microtrenches are to ants what a regular sewer main trench is to humans, for instance.

North America Vacuum Excavators HDD

In Italy, where the no-dig sector still faces an up-hill challenge (see page 9), the adoption of microtrenching is growing as the country looks to boost internet access for all citizens with connection speeds higher than 30Mb/s and, for at least 50% of the population, higher than 100Mb/s.

I am all for less-disruptive technologies, but when is less-dig suddenly no-dig? I’d like to hear your thoughts on the subject.

LUKE BUXTON, EDITOR luke.buxton@aspermontmedia.com

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NEWS

50 years in the family UK contractor McPhillips (Wellington) Ltd is celebrating 50 years in business.

The company, which employs trenchless techniques, delivers major construction projects in Shropshire, the Midlands and other areas of the UK. In 1964 Jim and wife Phil McPhillips started the firm in their Wellington back garden with only a shovel and a wheelbarrow.

Now the company employs 250 people including an in-house workforce with many longstanding employees.

The small civilengineering firm steadily built its expertise and resources, taking on main contractor roles in the 1980s, prompting a move to larger premises in Hortonwood, Telford, where the company still has its HQ. The company is now run by sons Peter and Nicholas, joint MDs, who joined the family firm from the late 1970s.

“We are very proud to have maintained the company’s founding ethos of directly employing our workforce and our core philosophies of quality, safety and production remain to this day,” Peter McPhillips said.

Long-service awards were presented to 24 staff employed at McPhillips for more than 25 years.

The company’s longest serving employee, Mick Wilde, who joined the firm in 1969, received special praise and recognition for 45 years’ service.

White joins Harkand Alan White has been appointed as head of engineering services in Europe for subsea inspection, repair, maintenance and light construction company Harkand.

White will oversee the current 40-member team to further expand the company’s capabilities in the region. The move will support the additional diving support and construction vessel (DSV) added to the fleet this year and the new-build DSV due for delivery in early 2016.

White has more than two decades of subsea construction and project management experience.

He has worked for major contractors on various highprofile subsea pipeline work from design through to fabrication and delivery in the North Sea. David Kerr, managing director, Harkand Europe, said: “With Alan’s talent and wealth of technical and management experience in the oil and gas industry, I am confident his appointment to our senior management team will see him further developing and enhancing the strengths within his department, moving the company closer to its strategic goal of US$1billion revenue by 2018.”

Harkand provides offshore

Michels Corporation promotes Ploederl Wisconsin, US-based utility, engineering, design and construction contractor Michels Corporation has announced the promotion of Benjamin Ploederl to general manager of estimating and project controls for Michels Pipeline Construction.

Ploederl began working for Michels in 2005 as a project manager for road-

Benjamin Ploederl

construction operations, and has advanced to represent the company in several large-scale joint ventures.

In 2008 and in 2012 he served as project director for joint ventures on some of the most significant pipeline work within the US, and in 2010 he led the large-scale Mitchell Interchange highway reconstruction project in Milwaukee.

“Ben has proven to be very capable of leading large projects and executing complex plans with great efficiency,” Bob Osborn, senior vicepresident of Michels Pipeline Construction, commented.

“Those skills, coupled with his ability to engage all stakeholders to work toward a common goal, make him a great fit for this role.”

Alan White

vessels, remotely operated vehicles (ROVs), diving, survey services, project management and engineering services to the oil and gas and renewables industries.

Success for Perma-Liner (Singapore) Perma-Liner Industries’ new Asia and Middle East regional distributor Perma-Liner Industries (Singapore) has secured several trenchless pipe-lining orders since forming a few months ago.

The company revealed its sewer rehab products at the Singapore International Water Week (SIWW) Expo held during the first week of June.

David Groth, International sales director, assisted PermaLiner of Singapore with booth set-up and gave a special presentation on the PermaLiner technology.

Perma-Liner of Singapore is working closely with contacts in China, India, Malaysia and the Middle East. The company has signed a partnership agreement with Pipeline Assessment and Service Company (PASCO), which represents several technologies for sewer inspection and maintenance.

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new drains in the block Drainage systems in Finnish apartments are benefiting from a simple CIPP liner system An apartment block on the Hiiriyhtiöt project in Vantaa

Initial preparation involves ensuring that the building fabric is protected before work starts

“We now have a costeffective, fast and efficient system that allows us to work in any individual apartment for no more than two weeks”

F

inland’s domestic habitat is shaped by a few particulars. If you have a mökki (summer cabin) you might have an ulkohuussi (outside toilet – think old-school wooden cabin over a hole in the ground) and you will definitely have a sauna, a place where you go to wash, sweat over business plans or enjoy the löyly.

In urban areas well-insulated apartments within large buildings (often Russian-influenced architecture from the turn of the 20th century) are the predominant type of dwelling. In modern apartments, the bathroom is often the key venue in the house, as it also contains the sauna.

In Finland a floor drain in the bathroom, which also adds another connection to the drainage system, is required by law.

In old cities such as Helsinki, Turku and Tampere (for instance), apartment block drainage systems are often aged, fail and need to be replaced. Until relatively recently this has usually meant major structural redevelopment within the building to access and replace compromised pipework.

Most apartment buildings in the country are usually in a housing-association style structure, with the occupiers owning their own apartment but running the maintenance and repair operations on a collective basis.

Cost for repairs and maintenance works are normally charged by the square metre basic size of the property owned; studio apartment owners pay less per job than owners of multiplebedroom apartments.

Any required works are normally planned as a total-block refurbishment, with not just the drainage being renovated but also new bathrooms, kitchens and

the results did not consistently meet the standards that the company expected of its final products; with spray linings being sometimes uneven and unable to cover holes. This led the company to look for a potential replacement for spray lining.

Crossing over to Cipp

replacement windows. This forms part of one refurbishment scheme, approximately every 50 years.

In many cases the drainage part of the renovation is the first to be completed because it only requires the removal of toilet pans and traps. Some homeowners choose to renovate their buildings over time and trenchless drain renovation is easy to complete as a stand-alone project.

Ten years ago, following many years working in the drainage reconstruction and rehabilitation sector, Finland-based Picote moved into the apartment-block drainage rehabilitation sector with a new approach.

At first the company used sprayed lining systems to rehabilitate down pipes and the larger laterals that could be accessed with the equipment available at the time. However,

In partnership with Germanybased Brawoliner, the transition to the cured-in-place-pipe (CIPP) lining methodology was not necessarily a smooth one. Most of the pipework being rehabilitated runs vertically or at a significant height above ground level within the building structure (unlike the buried underground pipework that Brawoliner was used to working with in the horizontal-pipe market). This makes access difficult.

With little possibility to access these pipes from outside the building through existing lateral connections, the best solution was to access them from inside the building, usually via the residences themselves. Understandably, this raised concern among residents who worried about disruption to their daily life. However, the contractor highlighted it as a faster, easier and cheaper alternative to traditional pipe renovation.

“We now have a cost-effective, fast and efficient system that allows us to work in any individual apartment property for no more than two weeks maximum, completing all the necessary drainage works and so minimising our disruption to the residents,” Heikki Jyrämä, production director of Picote, comments.

“The methodology we have developed over the past six years or so has now become a process that we see as being suitable for apartment blocks across the globe.”

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notes from Vantaa

A glimpse of lining operations inside one of the homes

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The new method has been adopted on a project currently under way in HiiriyhtiĂśt, Vantaa, southern Finland.

The HiiriyhtiĂśt site comprises seven buildings owned by three different housing associations, which have joined forces to complete a major refurbishment programme across all the apartments and buildings, which total some 210 individual residences.

This allows the group to minimise costs and make the operation more efficient for residents. Each block is identical in design, with six residential floors plus an attic, a basement and occasionally a sub-basement. All buildings have communal saunas and washrooms.

The contract is scheduled to run for nine months from June 2014, with Picote having a team of just six on site at any one time under the leadership of project

manager Marko Soikkeli. In total the team has to renovate 35 main down pipes within the building structure (five per building), the adjoining laterals and all the bathroom and kitchen outlets for each apartment.

Outside the building structure, the collection lateral feeding the main local-government/waterauthority sewer is also to be renovated. This final connection work is to be carried out for each block after the internal works are completed.

Brawoliner liners including DN50, DN70-100, DN100, DN100-150 and DN200 will be used to complete the works. The DN70-100 and DN100-150 are Brawoliner 3D lining products, which allow a single liner to be used where there is a change of diameter within a pipeline.

Where necessary, Picote will also utilise Brawoliner’s HT product where outlet effluent temperatures are expected to be high.

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Western europe

While the lining process appears relatively simple, it takes experience and understanding of the liners to achieve a successful outcome. Each apartment block has a scheduled work programme for the drainage part of the works of a maximum six weeks, but within this timeframe each individual apartment is only occupied by the work force for a maximum of two weeks.

The properties are prepared by placing cardboard or disposable matting in all accesses and inside the apartments to cover floors and the lower parts of walls to avoid unnecessary damage. Following that, the old sink, toilet and other units are removed to expose the connecting drains. Residents are provided with portable toilet facilities during the work programme.

The teams will then clean both the connections and the down pipes effectively using rotating

material in pipes downstream of the works.

7

Brawoliner liner in a van on site

Bottoms up

grinding chains, and flush the system through to remove all detritus that might interfere with the lining process. A Picote in-house designed filtering system is used to remove larger pieces of scale and detritus from the cleaning water to ensure that there is no build-up of waste

Once cleaned, the down pipes are lined first. This is achieved from the bottom up so as not to overstress the liner material during the installation process.

This lining can, however, be done from the top down should circumstances prevent bottomup operations, although the process is a little more complicated. Once the down pipes are lined, all connections are reopened.

With the main down pipes lined, the connections can then be lined using the relevant liner diameter. All liners are ambientcure operations, which limits the equipment that needs to be brought into each individual apartment. All liner processing for such projects is completed on site such as impregnations and loading into the liner drum.

“While the lining process appears relatively simple, it takes experience and understanding of the liners to achieve a successful outcome”

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Western europe

wrinkling on bends and a sealed drainage system from the building roof to the main sewer, so that no water escapes into the building structure causing damage.”

In-house InnovatIons

The ‘overlength’ liner cutter being demonstrated at the Picote manufacturing workshop

“Cleaning can be a difficult task because these pipes have rarely been touched since the blocks were built”

The only work done at the factory is that the liners are cut to length according to initial site surveys and the ends prepared for loading into the drum. All installations are completed using liner launch drums with compressed-air inflation and ambient-cure resins.

“This operation is not always as easy as it may sound,” Joonas Sorvisto, planning manager at Picote, says of the process.

“Cleaning can be a difficult task because these pipes have rarely been touched since the blocks were built and since most of the apartment buildings currently undergoing refurbishment were built in the 1960s and 70s, there can be a lot of hard scale to remove before lining.

“Also, within the pipes themselves, even once cleaned, there are significant numbers of bends and connections that need to be correctly handled by the lining crew to ensure that we end up with a clear open connection. This needs to be achieved if possible with no

With all the varying-diameter bends and connections involved in completion of such a complex network of tough-access pipes, there have been numerous obstacles to overcome to develop a fully workable system.

The complicated and inaccessible nature of the pipe network also meant that Picote has had to work hard to develop the right tooling for its workforce to be able to ensure a sealed system whilst connecting together all of the various drains and links to the main down pipes. Once the down pipes are lined and reopened, the connection pipes are lined through the lateral connections to overlap the down-pipe liner, effecting a seal.

It was early in the development of the lining process that it became obvious that the liner cutters of the day did not provide the right access or liner-opening capability. Picote decided to develop its own tooling to meet the requirements in the field. This job initially came to Mika Lokkinen, CEO of Picote Finland, with later developments accomplished alongside his development manager, Harri Mattila.

The first liner opener to be developed was the Smart Cutter, which was specifically designed

to reopen lined connection from the customer end of the connection as opposed to the more usual (and in these cases effectively inaccessible) public end of the pipeline.

When the Smart Cutter could not gain access, Picote developed the Twister, a front-facing cutter that can be centralised on the pipe while still reopening connections in more awkward or fragile locations, such as PVC pipes.

The use of this system still allows the team to reopen connections without the need to install top-hat lateral seals, which would present a significant problem in these sorts of locations. Both cutters enable liner reopening without damage to the adjacent liner or the host pipe.

Picote innovations include: • A modified Smart Cutter, which allows overshot ends of the liner to be removed by a cutter from within the lined pipe; • A liner-sealing clamp, which enables the installed liner to be sealed off under pressure, so that the installation drum can be taken off and used elsewhere while the first liner cures; • An end plug that can be installed into a liner when conditions are very cold, with the end plug carrying an electric cable that can be heated inside the liner to aid curing in low temperatures; • A version of the Twister that is designed to remove a

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collapsed but cured liner from a pipe; A clamp head or ‘grabber’ that can take hold of an object in a pipe and extract it with a clamp pressure of up to 75kg; A new pressure clamp that allows floor-drain ‘pots’ to be lined with Brawoliner material rather than spray-lined, granting completion of the whole lining system from one end to the other without interruption.

All of these systems are subject to patents or have patent applications pending.

The company currently holds 25 patents with some 54 new patents in the system awaiting approval.

“This has been a hard and complex development process, which we now see as one that can be used on a global scale.

However, without the dedication of our teams in the field, their feedback and the product development skills of our manufacturing arm, we would not be where we are today,” Heikki Jyrämä and Joonas Sorvisto say.

“What we now have is a complete renovation process that allows us to go into apartment buildings for a relatively short time to reline all the drainage pipes efficiently from the floor pots to the main sewer using a family of in-house developed cutters and other products that we know fit the job in hand exactly.”

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Cured-in-place pipe relining.

More than 30% of Italy’s sewer system needs to be replaced within the next decade

Defeating a diggers’ world The Italian Association for Trenchless Technology (IATT) is marking 20 years in the trenchless sector this year. Paola Finocchi, secretary general, talks to TW about government initiatives and the uphill climb

D

uring the last 20 years, since its foundation, the IATT has worked hard to spread no-dig practices. Unfortunately, too often the foundation has had to fight against the interests of the ‘diggers’ world’ or against cultural obstacles, against the fear of change.

Besides all this, one must mention the negative image portrayed in the past by some companies in the sector, not

professional or not experienced enough, together with poorquality work.

It has been a hard path but in the last few years the scenario has radically changed, especially thanks to the association and its commitment in certifying companies and making government structures and public administrations more aware of trenchless methods. The success of these technologies can be

“It has been a hard path but in the last few years the scenario has radically changed”

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Above: microtunnelling is gaining momentum in the Italian market Above right: the IATT is promoting training courses on practices such as directional drilling

seen in environmental protection and the safeguarding of human health, as well as keeping down costs and reducing construction time.

In 2010 the Italian ministry for infrastructure and transportation sent an important signal to the trenchless sector by acknowledging the low-invasive nature of these technologies compared with traditional ones, and also by creating a specific category of works called ‘tecnologie a basso impatto ambientale’ – technologies with low environmental impact.

Between 2012 and 2013 a series of laws and regulations directing and promoting the use of no-dig technologies was issued.

A crucial step for the opening of the markets to no-dig technologies was doubtless the recent issue of the Crescita and Salva Italia decrees. These administrative orders are aimed

at increasing and developing the modernisation of the country by pointing out trenchless technologies as the perfect instrument to achieve community goals such as: wideband (broadband connectivity) development, socio-environmental cost reductions and economic resurgence.

At this difficult economic moment, the IATT has absolute certainty that trenchless technologies could not only guarantee sustainable development of the country but could also allow the realisation of the Strategic Project approved by the European Community.

The project’s targets are internet access for all citizens with a connection speed higher than 30Mb/s and, for at least 50% of the population, higher than 100Mb/s.

The availability of substantial public resources offered by the government and by the Euro-

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pean community is attracting important private investment, the value of which could be doubled by making use of low-cost trenchless technologies.

Though not a traditional no-dig technique, microtrenching is limiting disruption to the surface

the neW ‘green’ movement In spite of the global financial crisis, demand for no-dig is growing. More companies are showing an interest in buying machinery connected with the trenchless world (drilling, minitrench and georadar).

The need for infrastructure in Italy cannot be detached from the necessity to contain costs and this is, of course, the main, but not the only, incentive to go trenchless.

The government is becoming more committed to promoting environmental requirements, and trenchless technologies are considered, at least on paper, as green ones. More work needs to be done now to consolidate this

11

in a law that could bring real improvement to the sector.

The association has commissioned studies from prestigious Italian universities, which confirmed that trenchless methods offer a significant reduction (up to 80%) in socioenvironmental impacts, through reduced pollution connected with the production and use of materials, and reduced heavyvehicle movements.

The use of energy during the production phase could be reduced by up to 35% (calculated in TEP – oil-equivalent tonnes). Inail’s studies showed that the use of trenchless technologies can reduce working-site accidents by up to 70% compared with traditional open pits.

The association is also working to obtain tax cuts and incentives for machinery buyers, together

Technical Standard Committees To successfully focus its energies on specific and profitable actions, the IATT has established Technical Standard Committees, one for each family of technology. The committees’ task is to constantly control the market and to submit all possible actions that could help the sector.

Thanks to the committees and to companies’ teamwork, the association was able to set up a regulatory procedure for trenchless technologies, and organise events aimed at collecting data and information; a crucial operation to support the sector.

In Italy the association plays a distinctive role since its structure includes the whole trenchless industry: customers, contractors, machinery producers, and central and local public administrations.

This aspect is particularly important because it ensures that the association’s approach benefits not only the companies investing in trenchless technologies but also their clients and those who suffer the consequences of the works (such as highway authorities). This inclusive structure is probably the key to the association’s success.

The IATT hopes that next year many of the actions started this year and during the previous years could be put into effect. Examples of this are: the publication of guidance documents for discussion at UNI; the progress of the minitrench document into law; trenchless technologies being acknowledged as green technologies (and the consequent opportunity for tax breaks); and official recognition of the need to use trenchless technologies for the modernisation of hydro and sewer networks.

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October 2014 W-Europe_Trench1410.indd 11

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the Ente di Unificazione Italiano – UNI) are just some of the key tools offered by the association to improve the Italian trenchless scene through competence and quality.

successful sectors

Top: carrying out a radar survey Above: trenchless technologies, such as pipe bursting, have been given a boost by the Italian government’s eco-friendly incentives

with insurance-premium discounts.

Sub-surface works in the telecommunications sector now exceed 50% of all installations.

The IATT hopes to achieve this percentage in other sectors too.

overcoming obstacles The ‘cultural factor’ connected with the economic interests of some lobbies has been for many years the major obstacle to the development of trenchless technologies in Italy.

In a paradoxical way, the crisis has helped the cultural transformation and aided the efforts of the association to raise the profile and achievements of the sector.

The association has also worked on training and qualification for companies operating in the trenchless sector. The organisation of training courses for complex machinery, such as horizontal directional drilling and microtunnelling, the definition of professional profiles and the publication of technical documents (in co-operation with

In Italy trenchless technologies are mainly employed for heavy civil construction (such as tunnels and major oil and gas pipelines).

For the creation of small/ medium-size subsoil utilities (such as water, electricity or telecommunication ducts), trenchless technologies have been employed to a limited extent. In this field, traditional open-pit excavation techniques are usually preferred.

Today, the sector that needs most investment is the water and sewage system. In Italy pipe networks show severe leaks when compared with other European countries.

The estimated loss rate in the aqueducts is approximately 40%, and it has been estimated that 50% of the current aqueducts (about 125,000km of water networks, and more than 30% of the sewer system – about 46,000km) need to be replaced within the next 10 years.

In general, it has been calculated that the need for new infrastructure and for upgrading the existent networks would total approximately €65.15 billion (US$84 billion); or about €2.17 billion a year over a period of 30 years.

It appears that this will be the great challenge of the future and we can make it possible only through economies of scale and low-cost technologies.

Unfortunately, in this industry changes happen very slowly, and of almost 400 companies operating in this sector, just a few systematically choose trenchless technologies.

The hydro sector is successfully embracing trenchless technologies thanks to increasing awareness and the joint

efforts of the companies operating in infrastructure renewal.

Their teamwork showed its first results with the publication of guidelines for some specific technologies. The IATT firmly believes that increasing confidence and spreading know-how connected to the technologies that it supports form the best, and probably the only, way to encourage the trenchless market.

The telecommunications sector is growing and the use of trenchless technologies here and in gas is by now well-established.

looking forWard and back In 1994 a group of entrepreneurs and managers from some major utility companies, after having attended international no-dig events, decided to spread the know-how of those technologies in Italy.

Large companies such as Telecom Italia, SNAM, ENI and AMGA Genova (today IREN) invested resources to develop machines and materials for trenchless works.

Twenty years have passed and the association can confirm that the uphill challenge turned out to be a real mountain climb where we are perhaps yet to reach the peak. Unlike other countries, in Italy the change was not easy: traditional proven techniques are still considered as safer and more reliable than innovative ones.

But thanks to those who keep investing in trenchless technologies, it is today possible to state that the standards of machines, equipment and staff can be considered as excellent.

In October 2015, Italian institutions and companies will gather in Bologna during the H2O exhibition to consider what has been accomplished in those last 20 years, and to present their commitment and ideas for the future of trenchless technologies.

October 2014 W-Europe_Trench1410.indd 12

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14

No-Dig MaDriD preview

Horizontal directional drilling at Madrid-Barajas airport Photo: Catalana de Perforacions

a first for spain The international trenchless community steps foot on Spanish soil for the first time at No-Dig Madrid from October 13 to 15

T “In the region there are significant opportunities for trenchless technology on the horizon”

he International Society for Trenchless Technology’s (ISTT) 32nd annual International No-Dig Conference and Exhibition will be hosted by the Iberian Society for Trenchless Technology (IbSTT).

The 2014 conference programme includes more than 50 papers from 20 countries. In addition to the international programme, there will be a stream dedicated to case-study papers, which will be delivered in Spanish and aimed at the local market.

Contractors in the Iberian region have utilised trenchless technology for two decades, mainly in directional drilling and pipeline rehabilitation. In the last ten years there has been a substantial increase in new installation works in expanding towns.

In the region there are significant opportunities for trenchless technology on the horizon as utilities and government departments examine the

need to upgrade and maintain the existing infrastructure of water and wastewater in the least disruptive and most effective way.

At the event, IbSTT is also presenting a display of products and services supplied by the Spanish market in its own pavilion, featuring at least a dozen companies.

Other countries represented at the exhibition include Germany and China, which will also present country pavilions, as well as companies based in Australia, Denmark, Italy, Russia, the UK and the US. The main exhibition will host over 50 companies including associations, consultants and a wealth of manufacturers.

Q&a sessioN José María Rodríguez Brasas, international relations consultant for the Iberian Society for Trenchless Technology (IbSTT), talks to TW about the event and about the Spanish market.

q

Why was Spain chosen for this year’s show?

Unfortunately, Spain and Portugal’s perception abroad has been damaged in the last six years.

With this show we have the chance to demonstrate that we are not only alive but also that our companies can serve innovative and competitive products and solutions to the rest of the world. I hope to host 5,000 visitors at this show.

We believed Madrid was the right location to host it thanks to its strategic situation, attractive economic condition as Europe’s third-placed business city, high-quality urban services and tourism supply.

q

What is special about the conference this year?

Its international orientation and ambitious programme. On the one hand, we count on participants from very different countries (Germany, Russia, China and

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the US) whose contributions will make this event unforgettable.

And on the other hand, the conference programme is highly attractive.

We have tried to elaborate a non-repetitive storyline that makes the experience both constructive and interesting at the same time.

Lots of new products and innovative engineering solutions are to be launched during this conference, so I encourage all trenchless professionals to come to Madrid.

17

Madrid’s SmartCity concept employs no-dig technologies to develop infrastructure in built-up areas with minimal disruption

Box-hole drilling with standard raise-boring equipment through the dam of Aguilar de Campoo, Spain

q

What are the main challenges and opportunities in the Spanish trenchless market?

Photo: APLES

Spain and Portugal are currently recovering from a very hard economic crisis, which also affected the local trenchless markets dramatically due to the lack of financial sources.

Consequently, a lot of no-dig projects had remained on stand-by for several years but now they are back in the pipeline.

Fortunately, the dark years have gone and public administrations are promoting projects focused mainly on renewing utilities and infrastructures, so trenchless technologies can play a very important role in this aspect.

The main challenge for both local and foreign companies seeking opportunities in our no-dig markets is competitiveness.

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Public administrations and private companies have become much more price-sensitive and quality-oriented as a consequence of the aforementioned economic crisis.

Therefore, contractors’ value proposition needs to be very powerful to succeed here. But this is not an isolated situation, as this is happening also in other EU countries such as France, Germany and Italy.

On the other hand, Spanish

O O O O O O O O O

and Portuguese markets are now much more attractive than before thanks to huge financial resources coupled with the new legislation that facilitates both investors and contractors to undertake projects easily in the short and long run.

In terms of no-dig technologies, I want to point out the current opportunities in urban areas, triggered by the SmartCity concept, which is being incorporated into the urban

“The main challenge for both local and foreign companies seeking opportunities in our no-dig markets is competitiveness”

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No-Dig MaDriD preview

HDD contractor Catalana de Perforacions executed three 700m drives on the subsea electrical wireinstallation project between Ibiza and Mallorca

“No-dig technologies are highly appreciated and demanded as ecofriendly and efficient solutions”

development and maintenance plan of every municipality.

This means that no-dig technologies are highly appreciated and demanded as ecofriendly and efficient solutions.

Spain and Portugal, as mature markets, are no longer focused on building new infrastructures but on renewing and maintaining the existing ones.

There is a lot of room for innovative no-dig solutions.

q

What methods are being used and why?

Technologies such as horizontal directional drilling, pipe rehabilitation, pipe ramming and micro-tunnelling now rank at the top of the list of potential solutions for urban projects.

In terms of inter-city projects, the horizontal directional drilling, tunnelling and pipe-ramming technologies are the most commonly used trenchless technologies by far, since all of them can be considered as a last resort, i.e. they work where other alternatives fail. This is their strongest point.

q

What sectors are increasing their use of trenchless technologies?

Of course, utilities are demanding most by far, since they are always undertaking projects to keep their networks running properly. And I feel confident that they will be our main clients for the upcoming years. In addition, the civil-engineering industry is another important sector.

The mining and chemical industries work under tough

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Last year people came from 16 different countries to follow the HDD or Micro Tunnelling course. Hands-on laboratory exercises, practical demonstrations and interactive lectures are the main topics of these workshops.

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No-Dig MaDriD preview

environmental restrictions and trenchless technologies may bring sustainable and effective solutions for them.

It is important to highlight the fact that the vast majority of our companies have very specialised engineers, so that mining and chemical companies can trust them when thinking of using a no-dig solution for the first time.

q

A tunnel on Barcelona’s suburban railway, built by Acciona for FGC between 2008 and 2013 Photo: ACSA SORIGUE

What major projects can you tell us about?

One of the most outstanding projects has been the undersea electrical wire connection between Ibiza and Mallorca islands performed by Catalana de Perforacions.

The company executed three 700m-long drillings to install 20ft pipes at a depth of 27m.

This is a milestone in the Spanish HDD sector.

Another one was the high-

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voltage DC connection between Spain and France (INELFE) through the Pyrenees, where trenchless contractors from both countries made it possible.

q

What are your expectations for the future?

The future is very promising in

both Spain and Portugal.

New market trends have pushed us to change our business model to get used to new demands, but now our experience is being highly appreciated, so we can leverage our learning curve to tackle new projects and overcome new challenges.

“The future is very promising in both Spain and Portugal”

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Lining

Figure 1: (a) Overview of shake table test setup; (b) Crosssectional view of DI pipeline with CIPP liner

going through the motions Seismic vulnerability of underground pipelines can cause significant life and economic losses.

Research has shown how a new liner can strengthen the pipe and help withstand earthquakes

B “Extensive damage to underground water supply systems has been observed during previous earthquakes�

ecause most water pipelines are buried underground, ground movements during a seismic event directly affect the performance of water-supply system components and the integrity of the entire underground water-supply network.

Extensive damage to underground water supply systems has been observed during previous earthquakes, such as the 1906 San Francisco earthquake, the 1971 San Fernando earthquake, the 1985 Michoacan earthquake and the 1994 Northridge Earthquake.

Cured in place liner (CIPL) and cured in place pipe (CIPP) technology, which consists of installing flexible and more rigid polymeric liners with thermosetting resin inside existing pipelines, has evolved into a wellestablished industry over the past two decades with advancements aiming at increasing the service life of existing utilities without expensive and disruptive excavation and replacement.

However, the lack of verification and quantification of the seismic performance of CIPPs and CIPLs under transient ground deformation (TGD) remains a

critical deficiency in current design and construction practice.

In a joint research effort, full-scale quasi-static and dynamic tests were performed on four water-pressurised ductile iron (DI) pipelines with 6in nominal diameter and 30ft nominal length reinforced with the Starline 2000 liner, one type of CIPL provided

by Progressive Pipeline Management.

A similar series of large-scale tests with similar results were performed on pipelines with IMain linings provided by Insituform Technologies. Space limitations do not allow for the presentation of those results in this article.

The tests conducted in this study were designed to represent a circumferential crack or weak joint in a pipeline retrofitted with a CIPP lining. A DI push-on joint is well suited for this objective. It has a very small resistance to axial pullout (~ 1kN), thus simulating a weak joint, as well as a separation between the spigot and bell ends of the adjoining pipelines inside the joint, thus simulating a circumferential crack. The DI push-on joint acts as a proxy for weak cast iron (CI) joint and a circumferential crack in a CI pipeline.

A typical section of DI pipeline retrofitted with the CIPP liner is shown in Fig. 1b. This paper describes the behaviour of the liner-strengthened DI pipelines under static loading, and also discusses their seismic response under TGD.

Set-up and inStrumentation The twin re-locatable shake tables in the Structural Engineering and Earthquake Simulation Laboratory (SEESL) of the University at Buffalo (New York state, US) were utilised to perform the quasi-static and seismic tests.

In-phase completely uncorrelated dynamic excitations can be used as the input signals to the shake tables. Figure 1a shows the test set-up for the simulation of seismic wave propagation across two adjacent push-on joints in a pipeline.

Both ends of the pipeline were sealed with two mechanical end caps, and subsequently the pipeline was pressurised with water to approximately 48psi prior to each test. The shake tables were excited only in the longitudinal direction of the pipeline specimen to simulate the major TGD caused by seismic

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Lining

Figure 2: (a) Finite-element model for seismic wave and pipeline interaction; (b) Shear transfer and soil pipeline relative displacement relationship

wave propagation during an earthquake event. No soil was included in the tests because the input test motions, derived from numerical modelling and described in the following section, accounted for soil-pipeline interaction. Over 100 sensors were deployed along the outer surface of each DI pipeline specimen to measure the pipeline and individual response of the joints.

ModeLLing of seisMic waves

Figure 3 (right): Axial force and joint opening relationships of SP2 from cyclic tensile tests Figure 4 (below): Time history of joint opening at 100% of amplitude scale of the: a) Rinaldi ground motion, b) Joshua-Tree ground motion

Seismic body wave interaction with pipelines is caused primarily by the propagation of S-waves (shear waves) intersecting the underground pipeline. A finite element (FE) model representing the interaction of seismic waves with a segmented DI pipeline reinforced with a CIPP liner was developed using the commercial software ABAQUS. Figure 2 shows a schematic of the FE model. The simplified model consists of a 6.9in outer diameter and 0.25in wall thickness.

In all analyses it was assumed that the CIPP liner was installed across an open joint or circumferential crack in the pipeline, which means that the resistance of the

joint or the circumferential crack prior to liner installation was assumed to be negligible.

Axial pull tests were performed on lined pipeline specimens to characterise the axial force vs. joint-opening relationship for the lined joints. A nonlinear spring element, calibrated from the backbone curve of the axial force vs. joint-opening relationship, was used to represent the lined joint in the simplified model shown in Fig. 2a.

The pipeline was assumed to be buried at a depth of 2ft from its crown in partially saturated sand with an effective friction angle φ = 38º and unit weight γ = 125lb/ft3. The pipeline-soil interactions are modelled as shear spring-slider elements with elasto-plastic hysteretic behaviour.

Figure 2b shows the relationship between the soil-pipeline shear resistance per unit length, f, and the relative pipe-soil displacement. This interaction is modelled as a bilinear relationship with linear rise to f at a relative displacement δy = 0.04~0.08in and constant thereafter.

Ground acceleration records at the Rinaldi and the Joshua-Tree receiving stations during the 1994 Northridge and the 1992 Landers earthquakes, respectively, were used as the input motions for the numerical analysis.

The motions were selected to represent large near-field velocity pulses as well as waves of varying duration and number of velocity pulses. The amplitudes of the input ground motions were scaled from approximately 50% to more than 200% of the measured intensity to investigate the sensitivity of lined-joint response to variable ground motions.

cycLic tensiLe tests Two sets of cyclic quasi-static tests were performed on the two joints of pipeline specimen SP2.

Figure 3 compares the hysteretic response of the SP2 east joint (EJ) and west joint (WJ) subjected

to cyclic tensile loading under different internal water pressures of 48psi and 16psi, respectively.

In general, the changes of internal water pressure from 48psi to 16psi did not have a significant effect on the axial behaviours of the joints.

Pinching effects are evident in the hysteretic response of both joints of pipeline specimen SP2 after the joint opening exceeds 0.5in. These observations indicate that the liner folded in the gap between the spigot and the bell of the SP2 EJ under high pressure (48psi).

The pinching effects, predominately caused by the folding and unfolding of the unbonded liner, did not occur until exceptionally high levels of seismic motion were imposed on the pipeline.

singLe-joint seisMic tests Two sets of dynamic tests were performed separately on the specimen SP3 EJ and WJ using two different input ground motions – namely, the record from the Rinaldi receiving station during the 1994 Northridge earthquake, and the record from the Joshua-Tree (J-T) receiving station during the 1992 Landers earthquake, respectively.

The joint opening time histories were obtained from the numerical model described previously, and used as the input ground motions in the dynamic tests. The negative portion of the relative joint opening obtained from the numerical analysis was removed from the input motions to limit metal-to-metal contact forces between the spigot and the bell at the joint. The resulting joint-opening input motions for the Rinaldi and Joshua-Tree ground motions scaled to 100% of their amplitudes are shown in Fig. 4.

The hysteretic response of the SP3 WJ under the J-T input motion scaled from 300% to 900% of its full-scale amplitude is shown in Fig. 5a. Similar to the previous test results, the axial stiffness of the joint decreases as the joint opening increases.

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Lining

For the test results with higher intensities of the J-T input motion, zero-force plateaus are observed in the hysteretic response of the joint, indicating unfolding of the bulged liner in the SP3 WJ, as highlighted with the red circle in Fig. 5a.

For the 900% J-T motion test, the sudden drop of the response curve at an axial force of 15.4kips and a joint opening of 0.95in indicates the failure of the liner in the SP3 WJ. A peak compressive force of 8.14kips with a residual joint opening of 0.055in is observed at the end of this test series.

Figure 5b shows the hysteretic response of the SP3 EJ under the Rinaldi input motion scaled to 100%, 160% and 200% of its full-scale amplitude (100% Rinaldi), respectively. The SP3 EJ reinforced with the CIPP liner exhibits initial stiffness of about 330kips/in but the joint axial stiffness starts to decrease after the joint opening exceeds 0.02in.

Joint axial stiffness degradation is mainly caused by debonding between the liner and the pipeline and is observed again after the joint opening exceeds 0.13in, indicating further liner debonding. Delamination inside the liner may have also contributed to the joint axial stiffness degradation.

The sudden drop of the response curve at a peak tensile force of 14.9kips and a joint opening of 0.27in under the 160% Rinaldi input motion indicates failure of the liner in the SP3 EJ. The rubber gasket inside the push-on joint prevented water leakage despite rupture of the liner.

A peak compressive force of 6kips and negligible residual joint opening are shown in Fig. 5b at the end of the 160% Rinaldi test.

No substantial tensile force is observed for the subsequent test with 200% Rinaldi input motion and the joint opening has increased significantly, confirming that the liner failed in the previous test.

DoubLe-joint seismic tests The numerical model described previously was used again under the Rinaldi ground motion to develop asynchronous joint opening time histories for the case of two adjacent push-on joints spaced at 12ft.

These joint opening time histories were then used as input motions for the double-joint tests on specimen SP4. The input motions for the two shake tables are almost identical expect for a short time delay, which is caused by the seismic wave propagation over the distance between two adjacent joints.

The Rinaldi motion scaled to eight different amplitudes, from 50% to 260% of full-scale, were used as the input motions for this double-joint test series.

Figure 6 shows the force-joint opening hysteretic response of the two joints of SP4 from the double-joint seismic tests with Rinaldi ground motion. Both joints demonstrated very ductile behaviour in the longitudinal direction, indicating that significant debonding and delamination between the liner and pipeline occurred during the dynamic tests.

Under the same intensity of the Rinaldi input motion, the SP4 WJ exhibits greater axial stiffness

than that of the SP4 EJ during loading. Given the same liner properties in both joints, it is believed that more severe debonding between the liner and the DI pipeline occurred in the SP4 EJ than that in the SP4 WJ. Under highest level of scaled Rinaldi input motion, pinching effects were again observed after the joint opening exceeded approximately 0.5in.

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Figure 5: Axial force-joint opening hysteretic response under (a) Rinaldi ground motion (b) Joshua-Tree ground motion

constitutive joint moDeL In the finite-element model for the seismic wave and pipeline interaction shown in Fig. 2, the joint was represented by a nonlinear spring element calibrated from the results of axial tensile tests on the CIPP linerreinforced pipeline specimens.

However, this joint model failed to capture the strength degradation and energy dissipation under repetitive.

Based on the joint response under quasi-static loading, a new constitutive numerical model is proposed to capture the longitudinal hysteretic behaviour of liner-reinforced joints, as shown in Fig. 8b.

The backbone curve is calibrated from the hysteretic response envelope of the liner-reinforced joint under cyclic loading, as shown in Fig. 7a.

Figure 6: Axial force-joint opening hysteretic response of two joints of SP4 under Rinaldi ground motion with different amplitudes

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Lining

numerical analyses using the constitutive model described above are in favourable agreement with the results from the cyclic tests.

Figure 7: Relationships between joint opening and liner debonding length – (a) results including all tests; (b) excluding tests with 16psi water pressure

ConCLusion

Figure 8: (a) Typical hysteretic response of linerreinforced joint under cyclic loading; (b) Constitutive model for the longitudinal behaviour of linerreinforced joints Figure 9: Comparison of (a) axial force vs. joint opening relationship; (b) total energy time history, between the cyclic tests and constitutive model under same cyclic loadings

Before the maximum joint opening exceeds the critical joint opening (CJO) (i.e., for the joint reinforced with the Starline 2000 liner, CJO = 0.5in), limited debonding develops between the liner and the pipeline.

The unbonded liner remains elastic and the axial force-joint opening relationship follows the blue curve in Fig. 7b. However, when the maximum joint opening exceeds the CJO, significant pinching effects develop in the joint response because of the folding and unfolding of the unbonded liner under cyclic loading.

Moreover, the residual joint

opening accumulates as the joint opening increases and that leads to an increased axial compressive force as the joint closes. In this case, the lined-joint response follows the green curve in Fig. 7b. To validate the constitutive joint model, a series of numerical analyses were performed using the same cyclic loading protocol for the cyclic tests applied to the constitutive model.

Figure 8 compares the experimental hysteretic response and total absorbed energy (area of the hysteretic response curves) obtained from cyclic tests with the predictions of the constitutive model. The results from the

The test results show that pipelines reinforced with the CIPP liner can accommodate very high-intensity ground motions and can provide substantial benefits for seismic strengthening in addition to efficient rehabilitation of ageing underground infrastructure. The main findings of this research are summarised as follows: • The CIPP liner increases the longitudinal stiffness and strength of the DI pipeline significantly. The liner reinforces round cracks and gaps in weak joints, and extends the integrity of the pipeline; • The stiffness of the lined joints decreases as joint opening increases. This behaviour is predominately a result of local debonding between the liner and the DI pipeline; • Higher water pressure inside the pipeline reduces the extent of debonding between the liner and pipeline. Under regular working pressure of the 6in DI pipeline (about 50psi), the debonding length of the liner is approximately 10 times the peak joint opening; • Pinching effects were initiated when the joint opening exceeded about 0.5in, which is caused by the folding and unfolding of the unbonded liner in the gap between the spigot and the bell; • The simplified hysteretic model can capture the behaviour of the joint reinforced with CIPP liners relatively well under cyclic loadings.

This article is an edited version of the paper ‘Performance evaluation of water pipelines retrofitted with cured in place liner technology under transient earthquake motions’, authored by Z Zhong, Dept of Civil, Structural and Environmental Engineering, State University of New York at Buffalo; D Bouziou and B P Wham, School of Civil and Environmental Engineering, Cornell University; Professors A Filiatrault and A Aref, Dept of Civil, Structural and Environmental Engineering, State University of New York at Buffalo; and Professors T D O’Rourke and H E Stewart, School of Civil and Environmental Engineering, Cornell University. This paper was presented at Earthquake Engineering Research Institute’s Proceedings of the 10th National Conference in Earthquake Engineering in Anchorage, Alaska, 2014.

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PiPeline insPection

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a budding rose to the rescue A new system can inspect and service blocked pipelines and ducts

I

n 2010, ASI was approached by a large nuclear facility to identify and remove sediment accumulation within an active concrete intake duct.

At the time of this project, the ASI team identified that there would be several complications involved that included: a lack of suitably sized inspection vehicles, the ability to operate the vehicle without shut down of the facility and the capability of producing comprehensive reporting.

ASI Marine was tasked with providing a cost-effective solution to these problems. Upon review of the scope of work and factoring in the pertinent constraints, a Remotely Operated Submersible Excavator – ROSEbud – was developed.

ROSEbud can remotely remove sediment in underwater confined spaces under operational conditions, eliminating human risk and the costs associated with shutdown and dewatering.

ROSEbud has the capability to remove sediment while providing detailed imaging inspection and volumetric measurement of the debris field in the structure.

Project and design

Left: Annotated picture of the ROSEbud

Researched, designed and fabricated by ASI engineers to fit into a standard manhole opening, ASI ROSEbud is the first smallscale remotely operated submersible excavator in ASI’s fleet. With a 150m (500ft) umbilical, the ASI ROSEbud is capable of performing tunnel and pipeline inspection and cleaning tasks in flow conditions at depths up to 30m (98ft).

ROSEbud is a robust crawler powered by two hydraulic motors and controlled by an eight-wheel chain drive. To dislodge thick layers of sediment an auger, 30cm (12in) wide, is mounted onto a pivoting carriage and can be

raised 20cm (8in) off the ground.

Cameras mounted to the auger provide the pilot with real-time video of the crawler’s progress.

Navigational sonar provides positional data when visibility is poor.

Solid particles up to 5cm (2in) diameter are discharged to the surface by an on-board sludge pump through a discharge hose.

This purpose-built crawler is ideal for a wide variety of inspections and cleaning operations under flow conditions inside a tunnel or pipeline with minimum diameter of 61cm (2ft).

The suction head was originally designed to create the best flow

Engineers lower the machine via the umbilical

ROSEbud was ultimately designed to access much smaller spaces and initially used to remove sediment accumulation within an active concrete intake duct. For this project, the duct measured 1.5m (5ft) in diameter and 38m (124ft) long. Since the duct was not directly accessible from the surface, the vehicle was launched through a gate slot near the intake travelling screens in a specially designed launch cage and moved 20 feet to the intake duct.

The duct supplies raw water to three high-volume pumps, a small “jogging” pump and three fire-suppression pumps.

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PiPeline insPection

Simply stated, to turn the vehicle the opposing wheels would turn faster; to decrease the turn radius, the inside wheels can be reversed while the outer wheels are moving forward. This design provides for excellent manoeuvrability.

The ability to manoeuvre over obstacles was considered when deciding between a wheel-based system or a track-driven system.

Based on ease of design, the wheel-based system was chosen.

lARs

The ROSEbud can perform tunnel and pipeline inspection and cleaning tasks in flow conditions at depths to 30m

pattern for the size of the sludge pump – this meant the head was 30cm (12in) wide and 10cm (4in) high. With a flow rate of 60g/m or greater, the head works well.

Unfortunately, the wheels of the vehicle extend beyond the width of the head creating a turbidity

issue when moving forward. The addition of a wider scoop has been integrated into the system to eliminate travelling through the dredge material.

The vehicle drive system was designed with eight wheels utilising a skid steer control.

Raising and lowering a vehicle in and out of the water can be a considerable challenge when dealing with lengthy air interfaces.

The development of an adequate launch and recovery system (LARS) is essential to the safe and timely deployment of ROSEbud.

The initial project had ROSEbud travelling through a 6.7m (22ft) air gap and 3m (10ft) of water before landing on-bottom. In conjunction with the overall weight of

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PiPeline insPection

Supplies & Services

ROSEbud, this posed a significant problem. The umbilical could be used to lower the vehicle, but it was evident that a more independent LARS would need to be developed.

A subsequent project required the need for a LARS – 13.7m (45ft) of air and 13.7m (45ft) of water was a substantial distance not to have a LARS. A winch-driven platform was built out of necessity and performed quite well.

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Umbilical design The ability to reduce the footprint of the support system for ROSEbud within a structure during cleaning/inspection operations is important. Power (copper and hydraulic), telemetry and suction lines need to be compact and flexible for handling, but rigid enough to prevent movement under flow conditions.

An integrated umbilical system has been built with varying levels of success. Design changes made to the vehicle after the ordering of the umbilical made modifications impossible. A second “return” hydraulic line was married to the integrated umbilical to increase flow; a re-designed umbilical is being considered once all vehicle modifications have been made.

With several moving parts that are hydraulically driven, safety has been a concern. A cover plate was installed over the top of the vehicle and the

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Graphic showing full excavator range

addition of a fender system to cover the chains driving the wheels has been designed and installed.

Passing the test The completed vehicle was able to remove 28m3 (35yd3) of sediment from an intake duct under full-flow conditions with minimal turbidity introduced into the system during cleaning operations.

Since the completion of ROSEbud’s initial project, the vehicle has completed multiple cleaning projects including an increase in the suction size from 50mm, to 75mm, to 150mm (2in, 3in to 6in) and modifications to work as an inspection vehicle providing detailed sonar data and HD video of a draft tube concrete slab undermining.

This article was written by Richard Engel, C.E.T, senior operations manager – Marine Division, ASI Group Editorial Editor Luke Buxton T +44 (0)20 7216 6078 E luke.buxton@aspermontmedia.com Head of production Tim Peters Senior sub editor Jim Adlam Sub editor Woody Phillips Editorial enquiries T +44 (0)20 7216 6078 F +44 (0)20 7216 6050 www.trenchless-world.com Advertising production Sharon Evans T +44 (0)20 7216 6075 E sharon.evans@aspermontmedia.com

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The voice of the global trenchless industry now available on tablet www.trenchless-world.com Annual subscription – UK and Europe £95.00 (160.00 euros) Rest of the world US$170.00. Additional current copies are available to subscribers at £12 (US$21; €18) each Trenchless World (ISSN 1756-4107) USPS No: 023-551 is published monthly (except January & July) by Aspermont Media, 120 Old Broad Street, London EC2N 1AR, UK. Printed by Stephens & George Magazines, Merthyr Tydfil, UK The 2014 US annual subscription price is US$170. Airfreight and mailing in the US by Agent named Air Business, c/o WorldNet Shipping USA Inc, 155-11 146th Avenue, Jamaica, New York, NY11434. Periodicals postage paid at Jamaica NY 11431

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