CONTENT Supplement issue on ONSITE CONSTRUCTION n. 2 – March 2021
4 News
by Editorial staff
COVER STORY
26 Liebherr
Three new machines, one (new) design
34 Tecniwell
by Stefano Vitali
“Custom made” solutions
8 Brenner Base Tunnel - BBT
In the heart of the Alps
by Gianni Gennari
JET-GROUTING
by Ettore Zanatta
TUNNELLING
36 Gamuda
A Malaysian tunnellers beat the ds again
by Pietro Gabrielli
30 Bauer Spezialtiefbau GmbH In the tightest of spaces
DRILLING 14 Trevi
by Pietro Gabrielli
32 Casagrande
Multifunctional efficiency
by Pietro Gabrielli
The Galataport project
CASING
by Ettore Zanatta
40 SIP&T
20 Soilmec
Hydromills designed for profitability
by Ettore Zanatta
To work safe and fast!
by Stefano Vitali
TECHNOLOGIES
44 Epiroc
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The “sixth sense”
by Ettore Zanatta
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NEWS ROBBINS
Entering a New Chapter Global TBM Company, newly established by industry veteran Lok Home, announced the recent purchase of substantially all the assets of The Robbins Company. The company will operate as Robbins and with Mr. Home as the President and CEO. The acquisition will result in a seamless transition for a number of ongoing projects throughout the world, as Robbins renews its commitment to service, quality underground equipment, and top-notch support that its customers have come to expect. Lok Home said the company has a bright future as a result of the transaction: “We are starting off the new year with a respectable backlog of orders”, he noted. “In 2021 and beyond, our clients can depend on Robbins to deliver high quality machines,
and technically superior machines for very difficult projects”, said Home. “That’s where Robbins really stands out”. Home went on to say that Robbins is starting 2021 with no significant bank or institutional debt. “We have many projects to look forward to”, he continued. “Robbins is currently delivering Crossover machines and TBMs equipped for challenging geological conditions in many countries including the U.S., Norway, India, China and Canada”. The company’s conveyor and small boring
machine divisions will also continue to deliver equipment worldwide. Home emphasized that Robbins has always been focused on building the best and strongest machines. He pledged that they will continue to do that. “We still have our strong engineering team and we plan to continue our many industry involvements including the International Tunneling Association (ITA) and its associate member organizations. We’re glad to be a part of this community and this industry,” Home added. The company expects to continue with exciting new developments as well, including a soonto-be-unveiled noncircular rock boring machine. Robbins remains focused on creativity and innovation to solve the industry’s greatest challenges.
ABOUT ROBBINS Robbins is one of the world’s foremost developers and manufacturers of advanced, underground construction machinery. Headquartered in Solon, Ohio, USA, Robbins is a total supply firm offering customized Tunnel Boring Machines, conveyors, cutters, and more, as well as knowledgeable field service personnel and technical support. The company has been an active industry participant and innovator for nearly 70 years. From the first modern Tunnel Boring Machine built in 1952 to recent innovations such as the Crossover TBM for varied ground conditions, Robbins engineering and innovations have made a success of the world’s most difficult tunneling projects.
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ONSITEUNDERGROUND - march 2021
TSURUMI
When the going gets tough If the soil body on a construction site is to be consolidated, highpressure injection is often used. This is a procedure that requires the removal of a large amount of cement suspension - which quickly causes many pumps to fail. This was the experience of a construction crew in Cologne, Germany, who wanted to use the soil grouting method to grout the floor. They relied on cantilever pumps to remove the liquid residues. This was a wise decision, because such pumps are quite suitable for swampy applications with high solids content and low immersion depths. In special civil engineering, however, they quickly reach their limits. In the case described, the pumps lasted only a few weeks. The highly abrasive pumping medium was so hard on
them that a more economical solution had to be found. In the process, also known as jetting, the soil is mixed with a binding agent, usually a cement suspension, under high pressure until a solidified soil mass is produced. It is used for deep foundations, underpinning or sealing bases for sheet piles. At several hundred bars of pressure, the self-hardening binder shoots out of the drill pipe into the working area. Loosened soil pushes to the surface with the excess cement suspension and must be removed. The resulting volume is considerable and amounts to several times the worked soil space. After detailed consultation, pump dealer Biergans from Duisburg (Germany) provided a heavy sand pump of the type GPN from Tsurumi.
It has a spiralshaped housing to channel the abrasive pumped medium through the thick-walled unit with the least possible damage potential. To reduce wear, the suction plate and impeller are made of chrome cast iron. To maximise the flowability of the viscous mixture and prevent clogging, an agitator is mounted on the shaft. The pumps of the GPN series move up to 9,000 litres per minute, achieve delivery heads of up to 34 metres and swallow solids up to 30 mm grain size. Tsurumi keeps them as stock items, and they are also included in the manufacturer’s rental pool. For more information, visit Tsurumi.eu on the Internet.
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NEWS HERRENKNECHT
Changes to the Board of Management and the Supervisory Board Board of Management member Dipl.Ing. (FH) Günter Richter, EMBA (HSG), responsible for the Business Unit Traffic Tunnelling (tunnel boring machines and services from Ø 4.80 m) and the Business Area Group Brands (upstream/downstream additional equipment) at Herrenknecht AG since 2017, layed down his mandate as a Board member at the end of 2020. The Chairman of the Board of Management and founder of Herrenknecht AG, Dr.Ing. E.h. Martin Herrenknecht and the Supervisory Board complied with Günter Richter’s request to resign from the Board. “Over the past 35 years, as a passionate engineer, manager and
6
member of the Board of Management, with an impressive degree of consistency Günter Richter has contributed to the success of the company. We, the Board of Management, the Supervisory Board and the employees, are also personally very grateful to Günter Richter for his outstanding and tireless commitment to the Herrenknecht family business,” said Dr.Ing. E.h. Martin Herrenknecht. Günter Richter (60) has been with Herrenknecht AG since 1985. After various positions in construction, field service and project management, the mechanical engineer was granted power of attorney in 2004 and took over the technical management
ONSITEUNDERGROUND - march 2021
of Herrenknecht AG’s Business Unit Traffic Tunnelling. From 2014 to 2016 he was its deputy member of the Board of Management and since the beginning of 2017 has been fully responsible for this Business Unit (2019 revenue: 795 million euros) as well as for the Business Area Group Brands (2019
revenue: 88 million euros). Günter Richter will retain close ties to Herrenknecht AG in the future as a consultant for special projects in international project business. Until a next-generation successor has been selected and confirmed for the Board mandate, the Herrenknecht AG Board of Management will consist of three people. Company founder Dr.-Ing. E.h. Martin Herrenknecht (78) will lead the Board as Chairman. Drawing on an experienced, internationally operating management board, on an interim basis he will assume responsibility for the Business Unit Traffic Tunnelling and the Business Area Group Brands. The portfolios and areas of responsibility of the two Board members Dipl.-Ing. (FH) Ulrich Schaffhauser (56) and Dipl.-Wi.-Ing. Michael Sprang (42) as Vice Chairman of the Board of Management
will remain unchanged. Board member Ulrich Schaffhauser is responsible for the Business Unit Utility Tunnelling (tunnel boring machines and services up to Ø 4.80m) and the Business Areas Mining and Exploration. Michael Sprang heads the central Group units of Finance, Human Resources and IT as well as being Vice Chairman of the Herrenknecht AG Board of Management. “Despite complex market conditions, as a management board team and globally active family business we have confidently held our own, also with regard to the current pandemic year 2020”, CEO Dr.-Ing. E.h. Martin Herrenknecht believes the generational transition in the company is well on track overall. The Herrenknecht family company’s top priority in the next few years, he says, is to transfer entrepreneurial management responsibility to the next generation of engineers and business managers in the central functions and various management levels. The topics of digitalization, robotics and automation are also to play a greater role. Effective January 1, 2021, Günther H. Oettinger, former premier of the state of BadenWürttemberg and EU Commissioner until December 2019, joined the Supervisory Board of Herrenknecht AG. This was recently approved by the EU Commission.
With Günther H. Oettinger in the position of Vice Chairman of the Supervisory Board, the company is gaining an internationally wellconnected politician and economic expert. Günther Oettinger got to know the company early on as a Baden-Württemberg politician and later premier of the state. He had close ties to the first, long-serving Chairman of the Herrenknecht AG Supervisory Board (1998 to 2012), Professor Dr. h.c. Lothar Späth. “For our family-owned company, Günther H. Oettinger is a very fortunate choice as a member of the Supervisory Board, especially in this difficult time internationally”, said Dr.-Ing. E.h. Martin Herrenknecht. Prof. Dr. Rüdiger Grube, who has been one of the twelve members of the Herrenknecht Supervisory Board for more than two years, will step down from this body at the end of 2020. Based on his extensive professional background as a top industry executive, he has been and is a very constructive sparring partner in the context of the Group’s global structure. The Herrenknecht AG Board of Management expresses its deep gratitude to Professor Rüdiger Grube for his active and profound teamwork on the company’s Supervisory Board. He remains active for Herrenknecht AG in an advisory capacity in the future.
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COVER STORY Brenner Base Tunnel - BBT
In the heart of the Alps A work of strategic importance for the North-South European connection, a future-oriented railway that crosses the Alpine chain at the base of the mountains with no more steep and difficult passes: with its total 64 km the new Brenner Base Tunnel it will be the longest underground rail link in the world. di Gianni Gennari
T
he Brenner Pass is one of the most important links between northern and southern Europe. At the same time, the Brenner Pass represents a bottleneck for the current railway line that connects the North to the South of Europe. Currently the Brenner railway, built between 1860 and 1867, 8
ONSITEUNDERGROUND - march 2021
reaches slopes of 26 ‰, thus limiting the speed of the railway trains, sometimes up to 50 km / h, but also determining a maximum load that a single engine is in. able to tow. The freight trains that pass through the Brenner pass, in fact, are towed / slowed down by a second support engine and have a maximum load for each train of approximately
450 tons. The current name of “Brenner Base Tunnel” (in German “Brenner Basistunnel” or BBT) refers to the project for the construction of the new railway tunnel that will connect Italy to Austria from Fortezza to Innsbruck, and therefore in general the “Boot” to Northern Europe. The BBT is part of the great European transport project called
(photo BBT SE)
“TEN-1 axis: Berlin – Palermo, Milan – Bologna”. This is a massive project, the approximate cost of which (estimated in 2007) was almost 14 billion euros. For the construction of the work, which receives European funding, the company BBT SE was specially established for the design and construction of the Brenner Base Tunnel. The holding company TFB (Tunnel Ferroviario del Brennero Holding S.p.A.) holds the Italian stake equal to 50%. The TFB, in turn, is 89.74% owned by RFI (Rete Ferroviaria Italiana), the Autonomous Provinces of Bolzano (6.38%) and Trento (3.55%) and the Province of Verona (0.33%). In Austria, the ÖBB (Österreichische Bundesbahnen) represent the only shareholder with 50% of the share capital.
Double ways tunnel scheme Work in progress table
The project The project for the new “Brenner Base Tunnel” involves the construction of a 55 km long railway tunnel. At the end of the planned works, it should be the second longest tunnel in the world after the Gotthard base tunnel (57 km). The maximum coverage will be approximately 1,600 m, compared to approximately 2,500 at the Gotthard. With the new project, the slopes of the route will therefore be reduced, from a maximum of 26 ‰, the average slope will be reduced to an average value of 4-6.7 ‰ and a maximum of 12 ‰ (outside the tunnel), in addition to shortening the journey by about 20 km. Another parameter that should not march 2021 - ONSITEUNDERGROUND
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COVER STORY
Completed works (January 2021)
be underestimated will be the future minimum radius of curvature, equal to 1,270 m, therefore very high. The future Brenner Base Tunnel will develop at an altitude of 794 m a.s.l. below the Brenner pass, which with an altitude of 1,371 m, is the lower pass of the Alps. The work under construction is a tunnel intended exclusively for rail transport; the configuration of the tunnel foresees two main single-track tunnels connected to each other every 333 m by cross connection tunnels (bypass). The tunnel has a length of 55 km and, near Innsbruck, will be connected underground to the existing ring road, thus reaching a total length of 64 km. Between the two main tunnels (canes), at an altitude of about 12 m lower, the construction of an exploratory tunnel is planned prior to the construction
of the two railway tunnels, the main function of which is to characterize the mass in an optimal way. rocky in order to proceed to the subsequent phases of design and construction of the work in a manner adhering to the real geological conditions, drastically reducing the construction risk area both in terms of time and costs. The chosen position also allows it to carry out important logistical functions during the construction of the main tunnels, for the transport of excavated materials and for the supply of construction materials and, during operation, for the drainage of water intercepted by the Opera. The two main pipes are connected by transverse tunnels located at intervals of 333 m. There are 4 lateral access tunnels, located in Ampass, Ahrental, Wolf, Mules.
BBT at glance Length of the new Brenner railway line from Munich to Verona
425 km
Total tunnel length (from the Innsbruck bypass to Fortezza)
64 km
Length of the base tunnel (from the Innsbruck portal to the Fortezza portal)
55 km
Internal diameter of main tunnels
8,1 m
Upper surface of the rails at the Fortezza portal
749,0 m slm
Upper surface of the rails at its highest point (Brenner)
794,0 m slm
Upper surface of the rails at the Innsbruck portal
603,0 m slm
Expected costs including future adjustments for Inflation
8.384 Mln €
Planned date of completion
10 ONSITEUNDERGROUND - march 2021
2028
In the event of unforeseen events, the trains will stop at the underground emergency stops provided in Innsbruck, St. Jodok, Trens. Work in progress The works were originally scheduled to begin in 2006, and commissioning was scheduled for 2020/2022. The works, even if unofficially, only began in the summer of 2007 with the construction of the pilot tunnel (this work alone had a cost of 430 million euros). The official milestone, however, was set on 28 April 2008, the day on which the President of the Republic Giorgio Napolitano symbolically started the TBM (Tunnel Boring Machine, slang the “mole”) for the excavation of the tunnel. Currently the active construction sites are as follows: Gola del Sill, TulfesPfons, Pfons-Brennero, Mules, Isarco Underpass. Gola del Sill - The works on the lot called H21 “Gola del Sill”, which is expected to last from August 2020 to December 2024, includes the construction of the connection between the Brenner Base Tunnel and Innsbruck central station. As part of this lot, construction of a 600 m section and numerous other works will be carried out, as well as the execution of hydraulic engineering interventions. The construction costs for this section are estimated at 59.5 million euros, the works will be carried out by the company Porr Bau GmbH Kematen.
Tulfes-Pfons - In this section, the tunnel sections to be excavated are 43.3 km. The lot consists of the following works: Tulfes rescue tunnel; main galleries; interconnection tunnels; Innsbruck emergency stop; AhrentalPfons exploratory tunnel. This lot was entrusted to the ATI Strabag SE/Webuild S.p.A. (formerly SaliniImpregilo) who received the assignment in the summer of 2014; the works will continue until the end of 2021. The cost of the works is 491 million euros. Pfons-Brenner - Construction work on lot H51 was suspended on 27 October 2020. At that date 3,153 m out of 37,000 main tunnels, 4,788 m out of 7,262 of the exploratory tunnel, 2,104 m out of 6,200 of the safety tunnels were completed. The remaining sections of this work lot will be reevaluated and optimized during the elaboration of the work program. In order to allow the work to be resumed as quickly as possible, the latter will in the future be divided into two work lots. The related calls for tenders will
take place with the aim of resuming work on the Pfons-Brenner section in autumn 2021. Mules - As part of the construction lot “Periadriatic Line”, in the period between October 2011 and July 2015 the lot “Mules 1” was completed, preparatory to the start of the next lot called “Mules 2-3”. This second lot was started in September 2016
THE METHODS OF EXCAVATION In the construction of tunnels there
the presence of unstable and chang-
material can be recycled as build-
are two types of advancement:
ing rock masses and in the case of
ing material, for example as an in-
the traditional excavation and the
section geometries of variable and
ert material for the production of
mechanized excavation with cut-
complex dimensions.
concrete for the construction of the
ters, also known as TBM (Tunnel
Up to one third of the excavated
tunnel.
Boring Machine). The choice of the method of advancement depends on several factors - for example the length of the section to be excavated (economic and logistical evaluations), the type of rock encountered, the economic possibilities, as well as the construction times. In the case in question, about 50% of the Brenner Base Tunnel is excavated using a mechanized method. Since 2019, four TBMs have been used simultaneously. Traditional excavation, with subsequent consolidation in shotcrete, represents a flexible excavation method, which is very effective in
march 2021 - ONSITEUNDERGROUND
11
COVER STORY and is the largest in the Brenner Base Tunnel. “Mules 2-3” extends from the construction lot of the “Isarco Underpass” to the south to the state border. Over the course of 7 years, 39.8 km of line tunnels and 14.8 km of exploratory tunnel will be excavated, the Trens emergency stop with its access tunnel, and the transverse tunnels, which will connect the main pipes every 333 meters. By the end of 2023, 65 kilometers of tunnels will therefore be excavated within this single lot. Once “Mules 2-3” is finished, all the excavation works in Italy will be completed. Lot Mules 2-3 was awarded for
ITALIAN ABSTRACT
NEL CUORE DELLE ALPI Il passo del Brennero è uno dei più importanti collegamenti tra il nord e il sud dell’Europa. Al tempo stesso il passo del Brennero rappresenta un collo di bottiglia per l’attuale linea ferroviaria che collega il Nord al Sud dell’Europa. Attualmente la ferrovia del Brennero, costruita tra il 1860 e il 1867, raggiunge pendenze del 26‰, limitando quindi la velocità dei convogli ferroviari, a volte fino anche a 50 km/h, ma anche determinando un carico massimo che una sola motrice è in grado di trainare. I treni merci che transitano dal valico del Brennero, infatti, sono trainati/rallentati da una seconda motrice d’appoggio e presentano un massimale di carico per ogni convoglio pari a circa 450 tonnellate. Con la denominazione corrente di “Galleria di Base del Brennero” (in tedesco “Brenner Basistunnel” o BBT) si intende il progetto per la costruzione del nuovo tunnel ferroviario che collegherà, da Fortezza a Innsbruck, l’Italia all’Austria e quindi in generale lo “Stivale” al Nord Europa. Il BBT è parte del grande progetto europeo di trasporto denominato “Asse TEN-1: Berlino–Palermo, Milano–Bologna”. Si tratta di un progetto imponente, il cui costo approssimato (stimato nel 2007) era di quasi 14 miliardi di euro.
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993 million euros to the grouping consisting of Astaldi S.p.A., Ghella S.p.A., Oberosler Cav Pietro S.r.l. (until June 2018), Cogeis S.p.A. and PAC S.p.A. Isarco Underpass - The works in this lot will connect the Base Tunnel with the historic Brenner railway line and the Fortezza station. Overall, 4.5 km of main tunnels and 1.2 km of interconnection tunnels with the existing railway line will be built. The southernmost lot of the Brenner Base Tunnel, worth 301 million euros, was awarded in October 2014 to the consortium RTI Isarco s.c.a.r.l. composed by Webuild S.p.A. (formerly Salini-Impregilo), Strabag AG, Strabag S.p.A., Consorzio Integra and Collini Lavori S.p.A. ■
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DRILLING TREVI
The Galataport Istanbul project After a long period of inactivity in Turkey, Trevi got back into action by taking part in one of the most prestigious projects in Istanbul of the last decade: the Galataport Istanbul Project, located in the ancient district of Galata, now Beyoǧlu, in the heart of the historical city center by Ettore Zanatta
A
s one of the largest waterfront projects on earth, Galataport Istanbul has a total investment value of $1.7 billion including the tender bid, covers a length of 1.2 km of coastline on the Bosporus and a total area of 100,000 m2. This unique coastline, which has been closed 14 ONSITEUNDERGROUND - march 2021
to public access for approximately 200 years, will be opened for the use of Istanbulites and the visitors of the city. Designed to be quite unlike anything else, the terminal is being built underground so that domestic and foreign tourists can continue their journey without any interruption. The plans of the project include roughly 250 food retail points
over a total surface of 52,000 m2 and office spaces over 43,000 m2. The 177-room Peninsula Istanbul will make use of three protected buildings and the hotel lobby will be built inside the Karaköy Passenger Hall, Turkey’s first modern cruise terminal, which dates back to the 1940s. Hosting the Istanbul Modern Museum and Istanbul
The project The Project is divided in two packages: Salıpazarı and Karaköy, which were firstly issued as two different tenders and were eventually both awarded to Trevi. The concept tender design was deeply studied by the engineers of Trevi Design, Research & Development office, who proposed several technical improvements
Painting and Sculpture Museum of Mimar Sinan Fine Arts University, this area will mark the first museum square of Istanbul. Galataport Istanbul is projecting to welcome 25 million visitors, seven million tourists, including 1.5 million cruise passengers and crew per year. The complexity of the project, which included the construction of underground structures both in open areas and underneath the existing historical buildings, required the use of a wide range of technologies for the execution of retaining structures, deep foundations and soil improvement in a high seismicity context. The technical solutions adopted required the use of equipment prepared to get the highest performance, like the new hydromill Soilmec SC-135 and the new rig Soilmec SR-95 in TurboJet version.
and alternative solutions, which resulted in a more sustainable design strategy and a cost saving to the client. Therefore, Trevi acted as both main contractor and proposal designer for all geotechnical engineering works. The difficult hydraulic and geotechnical condition, the seismic hazard of the site, the presence of historical buildings that need to be strengthened, the
Galataport Istanbul has a total investment value of $1.7 billion including the tender bid, covers a length of 1.2 km of coastline on the Bosporus and a total area of 100,000 m2 march 2021 - ONSITEUNDERGROUND 15
DRILLING simultaneous reconstruction of the quay by other Contractors and the continuative operation of the port while running of construction activities, required the employment of cutting-edge technologies within the foundation engineering field. The Salıpazarı package included the construction of an underground cruise port terminal, for which the whole 65,000 m2 large site needed to be excavated down to approximately 15 m below ground level (13 m below sea level). The ground surface on top of terminal has been designated for seaside promenade, walking paths and public squares. The related foundation works included the execution of a 1,200 mm thick anchored diaphragm wall, which was executed by both mechanical grab and hydromill (50,000 m2 of D-Wall and 30,000 m of ground anchors), a massive soil improvement against liquefaction by vibro replacement (100,000 m of
stone columns) and Deep Soil Mixing by TurboJet (250,000 m3 of treated soil), a pile foundation composed by 1,000 mm diameter bored piles (35,000 m) and the implementation of a dewatering system for the whole site. The Karaköy package, in addition to the re-construction of its portion of quay, consisted of the refurbishment of five existing buildings. The nonhistorical buildings were demolished and reconstructed, with two or three basements. The foundation works within their footprint consisted of a 1,000 mm thick propped diaphragm wall/secant pile wall, which were executed by both mechanical grab (18,000 m2 of D-Wall with 200 steel props and 7,000 m of secant piles), an hydraulic bottom plug in order to reduce groundwater flow during excavation and related settlements of adjacent buildings, executed by 2,000 mm double-fluid jet grouting overlapping
columns (45,000 m3 of treated soil), a lattice-type soil improvement against liquefaction composed by elliptical jet grouting columns (50,000 m3 of treated soil) and a mesh of permanent tension micropiles against uplift, composed by Double Corrosion Protected (DCP) steel bars (10,000 m). For what concerns the hystorical buildings that were preserved, the related foundation works needed to be conducted from inside the buildings, with reduced headroom and consisted of a massive soil improvement against liquefaction by single fluid jetgrouting (40,000 m3 of treated soil) and structural underpinning by means of micropiles (2,000 m), in order to allow the excavation of a partial basement underneath the existing foundations. For both Salıpazarı and Karaköy packages, Trevi installed and managed a massive monitoring system to keep
The concept tender design was deeply studied by the engineers of Trevi Design, Research & Development office, who proposed several technical improvements and alternative solutions, which resulted in a more sustainable design strategy and a cost saving to the client 16 ONSITEUNDERGROUND - march 2021
The Project is divided in two packages: Salıpazarı and Karaköy, which were firstly issued as two different tenders and were eventually both awarded to Trevi
under control the movement and forces acting on the different components of foundation system, the surrounding soil and existing buildings. All above listed activities were be executed almost simultaneously, which brought additional difficulties to the project. The geology The soil encountered along the seaside alignment of the diaphragm wall consists of about 15 m to 20 m of imported, non-compacted, gravel/cobble size fill, overlying an approximately 5 m to 10 m
thick layer of very loose, liquefiable silty sand, containing an exceptionally high amount of shells, concentrated in the top 3 to 6 m. The bedrock is very strong, very fractured Greywacke; it is found at a depth ranging between 25 m to 45 m below sea level and it is covered by an approximately 2 m thick layer of stiff clay. The new quay of Salıpazarı An interesting design solution was adopted for the seaside section of the new quay wall and terminal
building. The new quay is composed of a combi-wall, formed by boredcast-in-situ piles, excavated through a driven permanent steel casing, which was installed from a barge, while demolition of the existing deck-on piles was started. The main alignment of contiguous piles is supported by inclined piles installed at the center/ center distance of 5 m. Subsequently, the area was backfilled with a gravelsize controlled fill, which was lately improved by a massive deep soil mixing treatment, consisting of 1500 mm diameter tangent columns. The soil improvement had three main goals: to stabilize the loose man-made fill prior to the execution of the diaphragm wall, to reduce the risk of liquefaction of the in-situ loose sand below natural seabed level and to create a stiff block between the new quay wall and the diaphragm wall/terminal building, in order to properly dissipate the ship load. march 2021 - ONSITEUNDERGROUND 17
DRILLING Deep soil mixing columns were executed on a triangular pattern and an empty row was left in correspondence of the future diaphragm wall alignment. At this stage, the 1200 mm thick diaphragm wall was constructed. The diaphragm wall has a reduced cut-off level and the area between new quay and diaphragm wall is designed to be a gangway platform for passengers.
The Deep Soil Mixing treatment was executed down to the stiff clay layer (maximum depth of approximately 30 m below the working platform), while the diaphragm wall toe level was at 32 m to 40 m. Once the diaphragm wall was completed, the bulk excavation and construction of gangway started, so that the new quay and the diaphragm wall were permanently connected.
The difficult hydraulic and geotechnical condition required the employment of cutting-edge technologies within the foundation engineering field 18 ONSITEUNDERGROUND - march 2021
Activities were finalized by completing the whole excavation down to 13 m below sea level, constructing the terminal building and removing the inclined support piles at seaside. The two Soilmec SR-95 rigs were equipped with the Soilmec automatic Drilling Mate System (DMS), specifically developed for construction equipment, which allows operators to monitor and manage the machine. The system is capable of automatically driving the rig during drilling and lifting phases, while grouting is being carried out. The DMS was also mounted on the hydromill Soilmec SC-135 Tiger, which allowed to generate a virtual 3D reconstruction of the executed D-Wall panels, based on the data recorded in the execution of diaphragm walls, in order to detect any possible problems or undesired deviation. The historical buildings of Karaköy Some historical buildings in Karaköy were registered as first-degree cultural heritage and needed to be completely preserved during and after construction works. They were restored to be part of the future port facilities. Since the existing structures and foundations had to be strengthened, the mechanical properties of the bearing soil needed to be improved in order to sustain the new increased loads. For this reason, 1.5 m diameter, tangent single-fluid jet-grouting columns were designed by the Engineer, which had also the scope of reducing the risk of liquefaction of the loose in-situ fill and sand. Since a partial basement (excavation down to - 5.2 / - 6.5m msl) needed to be excavated underneath the existing buildings, the jet grouting columns were overlapped around the area of excavation and worked as a watertight gravity retaining wall during the excavation. In order to allow the excavation of the partial basement, a set of underpinning micropiles was designed by the Engineer. All jet grouting columns were executed to the maximum depth of 21.5 m (from WPL at +1.5 msl to toe level at -20.0 mls), while micropiles were executed from the working platform level of +1.6 m msl
and toe level ranged between -10.5 m and -12.0 m msl. Therefore, micropile maximum length was 13.5m. All activities were carried out from inside the existing buildings, with a reduced headroom (maximum free height of 3 m). All jet grouting columns and micropiles were executed with Soilmec mini-drilling rigs (SM-103 and SM-5), both with electric engine. The new buildings in Karaköy Among all interesting geotechnical works executed in Karaköy site, a special mention needs to be made to the Multi-Purpose Bottom Plug (MPBP). This innovative geotechnical was employed for the excavation within the footprint of the demolished buildings, to allow their reconstruction with 2 or 3 basement floors. The MPBP solution is a combination of seepage control, ground improvement, and load bearing elements, which was adopted to allow the deep excavation within the footprint of demolished buildings. Excavation depth was approximately 12.5 m below the working platform (11.0 m below sea level). The main body of the bottom plug is composed of overlapping jet grouting circular columns, executed with the double-fluid method and designed to have a 2,000 mm diameter. Columns are executed on a triangular pattern with an average centre to centre spacing of 1,500 mm. The bottom plug’s thickness
is the one strictly necessary to ensure the hydraulic stability of the excavation. Subsequently, pseudo-elliptical jetgrouting columns are executed from the top level of the bottom plug up to the excavation level on a lattice-type pattern, in order to act as a mitigation element to liquefaction. In particular, the pseudo-elliptical shape of jet grouting columns was chosen instead of the circular one in order to optimize the lattice geometry, by minimizing the amount of jetting and related time of execution. The lattice-type jet grouting treatment also acts as a foundation for the future building and will carry the vertical structural loads in permanent conditions. Average width in plan of
elliptical jet grouting column is 4.0 m. Finally, the stability of building against uplift is ensured by permanent Double Corrosion Protected (DCP) steel bars, which are installed as drilled and grouted micropiles through the previouslyexecuted elliptical jet grouting columns. DCP steel bars have a diameter of 63.5 mm and are installed within a 250 mm diameter drill-hole. The technologies involved and the electronic control devices employed for the execution of MPBP are of latest-generation. In particular, for the execution of the double fluid jet grouting bottom plug, the drilling rigs were equipped with the “Jet-Vision System” and with the “Drilling Position System” (DPS) electronic devices. The former controls, monitors and records the automatic rising of the drilling tool/rods during the jetting phase; the latter monitors and records the 3D position of the drilling tool during the drilling phase, which is of basic importance to ensure the overlapping between the jet grouting columns and the consequent successful execution of the bottom plug. For the execution of pseudo-elliptical jet grouting columns, the Jet-Vision system was provided with the “orbital jet” option, which allows to modify the rotation speed during the jetting phase in a planned way. The rotation speed varies from Vr1 to Vr2 to create variable radius sectors. ■
ITALIAN ABSTRACT
IL PROGETTO GALATAPORT Dopo un lungo periodo d’inattività in Turchia, Trevi ha preso parte a uno dei progetti più prestigiosi dell’ultimo decennio in Turchia, il Progetto Galataport, situato nell’antico quartiere di Galata, ora Beyoǧlu, nel cuore dell centro storico della città. Galataport Istanbul ha un valore di investimento totale di $ 1,7 miliardi, inclusa la gara d’appalto, copre una lunghezza di 1,2 km di costa sul Bosforo e un’area di 100.000 m2. Il progetto è diviso in due pacchetti: Salıpazarı e Karaköy, che sono stati inizialmente emessi come due diversi bandi e sono stati poi aggiudicati entrambi a Trevi, che ha qui agito sia come appaltatore principale che come progettista di proposte per tutte le opere di ingegneria geotecnica. Le difficili condizioni idrauliche e geotecniche, la pericolosità sismica del sito, la presenza di edifici storici da rinforzare, la contestuale ricostruzione della banchina da parte di altri appaltatori e il funzionamento continuativo del porto durante lo svolgimento delle attività di costruzione, hanno richiesto l’impiego di tecnologie all’avanguardia nel campo dell’ingegneria delle fondazioni.
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DRILLING Soilmec
Hydromills designed for profitability With the SC-130 and SC-135 hydromill series Soilmec sets the standard for excellence in the domain of hydromills. Thanks to the increase in productivity, lower maintenance costs and proven reliability, Soilmec gives users a competitive advantage when it comes to achieving profitability by Ettore Zanatta
F
or well over a decade, Soilmec has made important contributions to the technological development of the hydromill by devising solutions that have ultimately led to production of the SC-130 and SC-135 hydromill series. The integrated design of the crane-milling module, combined with the experience of users, has enabled a degree of productivity, reliability and precision that has literally defined a new parameter for the sector, as proven by the success of these machines at work around the world. Job site in mind Soilmec greatly values the experience of contractors working in different geotechnical conditions and geographical areas, drawing from field observations to define solutions – structural, hydraulic, mechanical and electronic – that fully satisfy the demands of contractors. By balancing
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the design process with the demands of the job site, this method has led to improvements in productivity and overall reliability of hydromill systems, accompanied by the life extension of components, while allowing the user to directly oversee maintenance procedures. The upshot for the user is a drastic reduction in costs. Because the application cycle of hydromill systems is so demanding, Soilmec performed an in-depth study of the stresses placed on all milling module components. Thanks also to experience gained in dynamic compaction for its successful Heavy Duty crane lines, Soilmec offers milling modules featuring exceptional structural strength that can withstand the strains induced by prolonged stresses. Unlike other manufacturers who focus on technical solutions that obligate the user when it comes to maintenance cycles, Soilmec offers hydromills that increase profitability and reduce the
time to recover the cost of investment, thereby giving the contractor the best added value. High production, maximum profitability Through its extensive onsite experience, Soilmec is well familiar with these challenges. When studying systems for excavating diaphragm walls, it thought about how to offer the best productivity in highly difficult operating scenarios, e.g., excavation of rock masses with high values of RQD (low or non-existent fracture) and an unconfined compression strength (200 MPa and over). To assure performance Soilmec design engineers first studied oil flows and the routing of hoses in order to reduce any pressure drops that could affect the system’s efficiency, resulting in an increase in available power. Along with a careful study of the cutting systems, Soilmec is able to provide the best excavation capacity available
march 2021 - ONSITEUNDERGROUND 21
DRILLING on the market today with torques that, depending on the type of milling module (SH-30, SH-40, SH-50), range from 91 to 153 kNm for each wheel. The exceptional hydraulic power available, in addition to the robustness of the hydraulic motors and gearboxes, meant that there was no need to install shock absorbers protecting them, an ordinary solution provided by other manufacturers. This allows excavation capacity to be unleashed all to the advantage of hourly production. In fact, Soilmec hydromill systems have no hydraulic power limiting device so that the operator is given the go-ahead to “push” performance when necessary to boost excavation capacity. Compared to those of other manufacturers, Soilmec hydromills in actual working conditions have demonstrated a 25% higher productivity (an hourly and/or daily average) without any reliability issues or significant early wear. Thanks to the proven efficacy of the DMS system, now in a 4.0 version, the operator has the guarantee of verticality values
with margins of error in the order of 0.2%, even at depths exceeding 150 m. Furthermore, the DMS manager, among other functions, provides predictive maintenance and a project advancement report, both very important to establish better timing and planning of the job site. More production, less downtime The Soilmec hydromill module’s hydraulic motors do not require periodic maintenance for up to 1500 hours, and experience on site has determined that they can achieve 2000 hours. Even on complex, “non-standard” job sites where the ground contains rock masses with high strength values (100 MPa and over), the motors have demonstrated no need for overhaul prior to 1000 working hours. Added to this exceptional reliability is the fact that the hydraulic motors of the module are designed so that periodic maintenance can be performed by qualified and Soilmec-trained personnel directly on site without having to be sent back to the factory, a technical and
commercial decision that differs from the policies of other manufacturers who make that a requirement. Moreover, disassembly and reassembly of excavation wheels are greatly simplified thanks to a hexagonal conical housing with only six bolts, so the task can be completed in two hours instead of a much longer interval, as is the case with other manufacturers. This also has an effect on the method and timing for performing excavation, because in the case of mixed terrain (e.g., clay/rock) the cutting drums can be changed based on need without impacting job site schedules. All Soilmec hydromills are designed to prevent contamination on the main hydraulics so to ensure production and profitability also in the event of breakdown or failure. The SC-135 has a double hydraulic system fitted with independent tanks; a solution no other manufacturer offers, unless by including an external auxiliary unit. Should pumps become contaminated or the milling module blocked when inside the excavation,
The integrated design of the crane-milling module has enabled a degree of productivity, reliability and precision. Here the SC-130 hydromill series Soilmec in action in Paris 22 ONSITEUNDERGROUND - march 2021
the double circuit enables the crane to extract it, thereby reducing the time it is immobilized, or in a worst case scenario the possibility it must be abandoned. The user can thus resume work within a time period that, depending on the extent of the problem, is 50-70% less on average than what has been historically experienced before on the market, which translates into greatly reduced costs of repair and restoration. The crane’s main components have also been studied to afford easy access; the combustion engine, pumps, electrical panel and all other parts have all been positioned keeping in mind the technician who is to repair or replace them.
(extremely hard rock masses, difficulties in handling the cages, delays in casting, etc.). This explains why seat comfort, climate control, ergonomics of the controls and optimum visibility of the instrumentation of the area nearest the
machine are key features intended to put the operator in the best working conditions. Knowledge first Having trained personnel is a critical
A “comfortable work environment” Unlike with a drilling rig, the operator of a hydromill can work long shifts, sometimes stretching over ten hours. This is because the phases of excavating and casting the elements to make a panel are influenced by several factors, not always predicted with any certainty
The SC-135 (here in Frankfurt) has a double hydraulic system fitted with independent tanks. A solution no other manufacturer offers, unless by including an external auxiliary unit march 2021 - ONSITEUNDERGROUND 23
DRILLING
Soilmec offers hydromills that increase profitability and reduce the time to recover the cost of investment, thereby giving the contractor the best added value
aspect for such a complex machine as the hydromill, which demands in-depth knowledge of systems and processes; this also holds true for operators who have already worked in the foundations sector and in other ground engineering activities. To properly train personal, Soilmec has a task force made up of specialized operators and mechanics, coordinated by a supervisor with long experience in job site setup and management. With the purchase of a
ITALIAN ABSTRACT
PROGETTATE PER LA PRODUTTIVITÀ Con le perforatrici SC-130 e SC-135 della serie hydromill, Soilmec definisce uno standard di eccellenza nel settore. Grazie all’aumento garantito della produttività, ai minori costi di manutenzione e alla comprovata affidabilità delle sue macchine per la perforazione, il costruttore offre agli utilizzatori finali un vantaggio evidente quando si tratta di raggiungere alti standard di produttività. Per oltre un decennio Soilmec ha fornito importanti contributi allo sviluppo tecnologico in quest’ambito, ideando soluzioni che hanno portato alla produzione dei modelli SC-130 e SC-135. La progettazione innovativa del modulo, unitamente all’esperienza assicurata dagli operatori in campo, consente di raggiungere un alto grado di produttività, affidabilità e precisione, come testimoniato dal successo di questa tipologia di macchine attive in cantieri di tutto il mondo.
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new hydromill, Soilmec always includes and makes available a team of technicians who also link the production cycles with those of the mud treatment unit. The team includes an operator, specialized mechanic and job site technician who, together with the contractor’s personnel, will guarantee the start-up of the hydromill and the mud treatment unit, as well as organize all operational, technical and production aspects of the machine. If the contractor requires a longer period of assistance at the job site, Soilmec offers the experience of its own technicians on a consulting basis with contract for more extended periods. ■
DRILLING LIEBHERR
Three new machines, one (new) design Innovations have been the driving force at Liebherr-Werk Nenzing GmbH from the very beginning. The year 2020 is no exception. Product developments are in full swing. Recently new machines from the fields deep foundation, material handling and lifting have been unveiled in an online presentation. What was striking about it: all models gleam in a new design! by Stefano Vitali
A
ll colour compositions in the latest generation combine the classic Liebherr yellow with new black, grey and white accents. The design reflects how longstanding tradition and company values unite with advanced technologies.
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The elegant colour scheme prevails through all product groups and lends the machines a distinctive look and immediate recognition. The new design focuses on an even higher level of safety emphasised, above all, by improved platforms and railings on the uppercarriage. Thanks to the additional add-on wing for mounting lights or cameras, the design
is more flexible on the whole. Inside the new cabin the operator experiences immediately how the overall concept fits harmoniously together: reduced noise, panoramic view and pure operator comfort. This is achieved through a modern air-conditioning system with improved airflow, an optimised field of vision and an orthopaedic operator’s seat with integrated heating and cooling. Additional safety is provided by the stone protection, even in the toughest of applications.
The continuation of a success story The compact piling and drilling rig type LRB 23 closes the gap between the LRB 16 and the long-proven LRB 355. The new all-rounder for deep foundation work offers an impressive engine output of 600 kW and so delivers the necessary capacity for all common deep foundation work, such as drilling with a Kelly drill, double rotary drill, full displacement equipment and continuous flight auger, as well as soil mixing and applications with a vibrator or hydraulic hammer. Its compact design allows for transportation of the LRB 23 in one piece, so simplifying mobilisation between jobsites. The remote control simplifies the loading process for transportation as well as the assembly of the machine. The advantages of the rigid leader are
Liebherr LBR 23: the continuation of a success story
proven in operation. As it can withstand high torques even Kelly drilling is possible, which is unique for a machine of this size! The rotary drive BAT 300 delivers a maximum torque of 300 kNm. Locking of the Kelly bar’s telescopic sections is made significantly easier with the aid of the Kelly visualization system in the LRB 23. Thanks to the real time display of the Kelly bar’s locking recesses on the cabin monitor, the operator is permanently informed about the actual distance to the next locking recess. Colour indications inform when the bar can be locked. Furthermore, false positioning of the Kelly bar during the shake-off process is indicated through a warning signal. During continuous flight auger drilling the concreting process is automated thanks to the drilling assistant. All assistance systems contribute to time
savings, higher availability of the machine and a significant increase in safety during operation. The newly designed piling and drilling rig convinces through precision, high performance and a long service life. The All-Rounder: versatile and flexible With the brand new HS 8070.1, Liebherr unveils the newest generation of duty cycle crawler cranes. The machine has a lifting capacity of 70 tonnes and is the first choice for a multitude of applications: material handling, deep march 2021 - ONSITEUNDERGROUND 27
DRILLING
Liebherr HS 8070.1: the All-Rounder, versatile and flexible
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foundation work or lifting work. Using the new self-loading system (JackUp System) the crawlers can be easily disassembled for transportation, so reducing the transport weight to less than 35 t. The platforms and railings must no longer be removed before transporting. Instead of a single counterweight, the machine now has a modular system. The duty cycle crawler crane can be individually equipped depending on the application. Further, the boom of the HS 8070.1 is compatible with the HS 8100.1. Therefore, customers can use attachments such as the slurry wall grab HSG 5-18 on both machines and install thicker slurry walls with a more compact machine. As opposed to the fixed system, the new floating A-frame system ensures higher performance in dynamic applications. It also simplifies and speeds up the assembly and transportation of the machine. The user-friendly design extends to the tank neck, which is easily accessible via a platform on the uppercarriage – a perfect example of the modern design strategy.
Battery-powered crawler crane The LR 1200.1 unplugged and the LR 1250.1 unplugged are the world’s first battery-powered crawler cranes. Both are driven by electric engines with a system performance of 255 kW. There are no compromises regarding performance or availability when compared with the conventional versions. The LR 1200.1 unplugged has a maximum lifting capacity of 200 tonnes and the LR 1250.1 lifts 250 tonnes. The blue accent in the colour composition, which lends the distinctive look to the unplugged series, symbolises the electric solution representing an advanced technology. The unplugged cranes achieve the best possible combination of operator benefit, efficiency and environmental sustainability. Thanks to Zero Emission the new machines are emission free and have a very low noise level. That is a huge advantage in areas sensitive to noise and also for the people working on the jobsite. The cranes can be recharged on a conventional jobsite electric supply (32 A, 63 A) in 4.5 hours and optionally with 125 A in 2.25 hours. The capacity of the battery is designed for 4 hours lifting operation. In accordance with their name, the cranes can be operated without a cable, thus “unplugged” thanks to the battery-electric drive design. “Especially the year 2020 has shown that one must be open-minded and bold to break new ground. With our unplugged cranes we offer our customers an alternative drive design. As we have already seen with the LB 16 unplugged, the first battery-powered
ITALIAN ABSTRACT
TRE NUOVE MACCHINE, UN (NUOVO) DESIGN Da sempre l’innovazione è stata la forza trainante dell’attività di Liebherr-Werk Nenzing GmbH. Anche durante il 2020 questa vocazione non ha fatto eccezione. Gli sviluppi in termini di prodotto sono in pieno svolgimento e, recentemente, se ne sono visti i frutti: in una recente presentazione online il costruttore tedesco ha presentato alcune importanti nuove macchine: l’impianto compatto di perforazione e palificazione LRB 23, destinato al settore delle fondazioni profonde e che colma il divario tra i modelli LRB 16 e il collaudato LRB 355; la gru cingolata “Duty Cycle” HS 8070.1, capofila di una nuova generazione di macchine progettate per la movimentazione efficace di materiali; le gru cingolate LR 1200.1 e LR1250.1 alimentate a batteria, dotate di motori elettrici da 255 kW di potenza. Tutte queste macchine hanno in comune un elemento: il nuovo design!
drilling rig, the strategy is a complete success. Strict requirements regarding environmental sustainability in tenders for construction projects increase the demand for advanced technologies.
For us, it was clear that we extend and successfully establish the design in further product groups”, says Gerhard Frainer, Managing Director for Sales at LiebherrWerk Nenzing GmbH. ■
Liebherr LR 12: the world’s first batterypowered crawler crane march 2021 - ONSITEUNDERGROUND 29
DRILLING BAUER
In the tightest of spaces
Bauer Spezialtiefbau GmbH was tasked with the construction of the excavation pit for the residential building by FGF Verwaltungs KG, in Munich by Pietro Gabrielli
I
n the trendy Glockenbach district, not far from the Munich city center, a new residential building with a two-story underground parking garage is being constructed. One might imagine that this is nothing out of the ordinary, but this project packs a punch: The site is situated in a rear courtyard, where buildings have recently been demolished, and is only accessible via a single house entrance. Material and equipment cannot be transported via a site entrance as is usual, but must instead be lifted into the rear courtyard by crane. The BG 20 H had to be lifted into the backyard by a truck-mounted crane
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A total of 348 piles with lengths between 8 and 13 m will be installed as a bored pile wall for the retaining structure using a BG 20 H
Front-of-wall As part of the inner-city project, Bauer Spezialtiefbau GmbH was tasked with the construction of the excavation pit for the residential building by FGF Verwaltungs KG. “A total of 348 piles with lengths between 8 and 13 m are constructed as a pile wall for the retaining structure,” reports Stefan Ferstl, Operations Manager at Bauer Spezialtiefbau. The work is carried out using the Frontof-Wall (FoW) method. This means that the piles are installed adjacent to the existing buildings. In addition to this, Bauer is responsible for the pit excavation, the single-layer strut for the excavation pit, and for dewatering. Before work could commence, the
required material as well as a drilling rig – a Bauer BG 20 H weighing 42 t – needed to be lifted over the adjacent buildings and into the rear courtyard. To be able to realize this at all, the mast of the rig first needed to be dismantled – in total, a BG 20 H generally weighs
around 54 t including the mast. A 500 t truck-mounted crane was deployed for the backyard lifting task. “Our works will take around six weeks; completion of the pit including subcontractor services is scheduled for spring 2021,” concludes Stefan Ferstl. ■
ITALIAN ABSTRACT
IL PROGETTO GEO-HEAT-STORAGE Nell’ambito di un importante progetto realizzato nel centro di Monaco di Baviera, Bauer Spezialtiefbau GmbH è stata incaricata della costruzione delle fondazioni di un edificio residenziale da FGF Verwaltungs KG. Nella fattispecie, è stato utilizzato un totale di 348 pali con lunghezze comprese tra 8 e 13 m. Gli interventi sono stati eseguiti utilizzando il metodo Front-of-Wall (FoW).
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DRILLING Casagrande
Multifunctional efficiency Casagrande’s new series of XP-2 hydraulic piling rigs are designed and built using the latest state-of the-art technologies by Pietro Gabrielli
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T
he Casagrande B175 XP-2 is a multifunction machine designed to drill boreholes, to insert and extract casings, to power a casing oscillator, for piling by continuous flight auger method and ready for conversion in diaphragm wall equipment. Casagrande’s new series of XP-2 hydraulic piling rigs are designed and built using the latest state-of the-art technologies. The machine in detail Casagrande B175XP-2 hydraulic piling rig, therefore, is arranged in CFA mode for 25,5 m drilling depth.
Its most important technical features include: 201 kW Cummins QSB 6.7 engine complying with emission Stage EU IV; 530 kN nominal extraction force in four lines - main winch line pull 160 kN; H18 rotary head - max torque 175 kNm - max speed 32 rpm; 6 m CFA Kelly extension with CH170 connection; Star auger cleaner; CFA centering device with hydraulic opening; CFA instrumentation for measuring, displaying and recording of drilling parameters and Casagrande system for verticality; video unit with two cameras and one 7” monitor to control winches and the rear of the machine.
Report from England A new Premier Inn hotel is to be constructed on the site of an old car park in Torquay. The site is a sloping one with existing retaining walls. To produce a level site for the new hotel a 750 mm diameter contiguous piled wall was installed to retain heights of about 6-10 m during the construction of the hotel. Scope of the foundations The piles varied in depth from 11 to 15 m. To restrain the wall in the temporary and permanent case raking piles were installed at 15 degrees from the vertical just behind the piled wall. They are connected via a capping. The idea of the raking piles is that they are designed to act as props to the piled wall and act in tension as load is applied. The raking piles vary in length from 12-18 m and are also 750 mm in diameter. Here pile features (depth, diameter, inclination and quantity): all 750 mm diameter and CFA; contiguous piled wall with 750 mm diameter piles, depths of 1115 m reinforced full depth; raking piles 750 mm diameter 11-18 m deep, reinforced full length; 84 piles in the contig wall and 23 raking piles. About soil features: made ground over soft to stiff clay and shale then into siltstone and mudstone. ■
ITALIAN ABSTRACT
EFFICIENZA MULTIFUNZIONALE La perforatrice Casagrande B175 XP-2 è una macchina multifunzione progettata per operare in cantiere in modo versatile, affrontando un’ampia gamma di applicazioni. Come tutta la nuova serie di macchine idrauliche della serie XP-2 di Casagrande, anche questa versione è progettata e costruita utilizzando le più recenti tecniche all’avanguardia. La B175 XP-2 ha recentemente dimostrato tutta la sua efficacia in Casagrande B175XP-2 hydraulic piling rig is arranged in CFA mode for 25,5 m drilling depth
un cantiere a Torquay, in Inghilterra.
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JET-GROUTING Tecniwell
“Custom made” solutions The Piacenza-based company was established more than 30 years ago with the purpose of designing and producing special equipment for soil consolidation works and, mainly, for the Jet-Grouting technicque by Ettore Zanatta
T
ecniwell was founded in 1987 to design and produce special equipment and tools for soil improvement jobs and, mainly, for JetGrouting. Today, after more than 30 years of activity, Tecniwell has become a world leader in manufacturing equipment for Jet-Grouting and Grouting Equipment. It also supplies products for the Oil & Gas, deep well drilling and HDD Horizontal Directional Drilling industries, as well as custom made units for injecting special cement mixtures.
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Tecniwell has produced more than 4,000 units, which are being used on some of the most challenging soil improvement projects across all continents: from Europe to Africa, from the Americas to Asia and Oceania. Tecniwell believes that a close cooperation with its clients is the most valuable way to innovate, improve and manufacture equipment with superior productivity, reliability and full attention to safety. This has contributed to Tecniwell’s success and motivates its present and future actions.
The main fields The main fields where Tecniwell has confirmed itself as a world leader manufacturer are: High Pressure Triplex Pumps for Jet Grouting; Mud Pumps for Deep Drilling, Oil Field applications and HDD; Low Pressure grout injection pumps, mixing plants and compact units for Micropiling, Anchoring, Compaction/ Compensation Grouting; Automatic Batching Plants for J/G – DSM – CSM; Horizontal Silos Stackable on Mixing Plants or usable as stand alone; Innovative solutions for J/G Equipment and tools; Automated
grout plants and stations for grouting and tunnelling applications; Back Filling Grout Plants fully sincronized with TBM control room. And also: equipment and automated control systems for Oil-Field applications even trough satellite connection for waterinjections, Cementing/Fracturing, well drilling, workover and intervention; Drill Rigs and Multiple Rotary Heads and every customized solution. The importance of customization Customization of equipment is another great asset of Tecniwell. Its team of engineers is trained and available to work with clients to meet any of their particular needs. Custom made solutions are, more frequently, the answer to some of the most challenging civil construction jobs. For this reason, Tecniwell is always ready to use its experience to find the best solutions and satisfy the most demanding customers, all this using the best raw materials in combination with the top Quality Control standards for manufacturing and assembling the equipment parts. Tecniwell’s machines have been successfully used in the biggest, most demanding and important construction sites in the world: construction of nuclear power plants, tunnels and international railways, major dams and many other projects where technology and maximum reliability are essential requirements. Even in these difficult months, Tecniwell’s commitment is at its best, also to greater environmental stability, has expanded its line of pumps with an electrically operated series, thus further consolidating its
In its 34 years of activity Tecniwell has produced more than 4,000 units, which are being used on some of the most challenging soil improvement projects across all continents
Tecniwell believes that a close cooperation with its clients is the most valuable way to innovate, improve and manufacture equipment with superior productivity, reliability
ITALIAN ABSTRACT
SOLUZIONI “SU MISURA” Tecniwell è stata fondata nel 1987. Oggi, dopo più di 30 anni di attività, l’azienda emiliana ha raggiunto e consolidato una posizione di riferimento nel mercato mondiale per la progettazione e costruzione di attrezzature per il jet-grouting, il grouting e le unità di miscelazione e, negli ultimi anni, è divenuta anche un riferimento importante per quanto riguarda le attrezzature di pompaggio di fluidi a media/alta pressione per l’industria del petrolio. Dalla sua fondazione, Tecniwell ha prodotto più di 4.000 unità, con differenti caratteristiche e capacità, che quotidianamente operano nei cantieri dei più complessi, in lavori di consolidamento del terreno e/o in applicazioni nell’industria del petrolio, in tutti i continenti a partire dall’Europa all’Africa, dalle Americhe all’Asia e Oceania.
leadership in that sector. An innovative mechanical gearbox/electric motor controlled by an inverter allows for use at maximum torque uniformity, which is characteristic of these motors, and gives unprecedented flexibility while further improving the traditional productivity and reliability of the Tecniwell pumps. As a result, these electric pump models can operate at high RPM very quietly and with minimal environmental impact. This fulfills, with great effectiveness, the growing need to reduce noise and emission pollution in all job sites, especially those in downtown areas. ■ march 2021 - ONSITEUNDERGROUND 35
TUNNELLING MMC Gamuda KVMRT
Malaysian Tunnellers Beat the Odds Again 36 ONSITEUNDERGROUND - march 2021
P
art of a 52 km alignment known as the Putrajaya line, it is the second extension to the first Kajang line, and also Malaysia’s first metro network meant to connect satellite towns to its capital city, Kuala Lumpur (KL). The job required 8 Variable Density (VD) tunnel boring machines (TBM), 4 Earth Pressure Balance (EPB) TBMs, 16,000 tunnel segment rings and thousands in workforce for the construction of 11 underground stations — doubling as TBM launching and retrieval shafts — and other ancillary structures. It is no mean feat, bearing testament to the ingenuity of its builder, Gamuda Engineering (GE). Stoked by their debut success with the timely completion of Kajang Line’s underground section, GE found themselves pitted once more against the unique challenges of tunnelling in Kuala Lumpur. In the Kajang line, there were 7 underground stations and 9.5 km of twin tunnels involved, many of which were nestled in Kuala Lumpur’s notorious karstic limestone. This time around, the Putrajaya Line tunnels are deeper, with more complex geological interfaces between Kenny Hill, KL limestone and even an abrasive granite region – not present on the Kajang Line – where frequent, almost daily stops were required to replace worn TBM cutting tools and carry out preventative maintenance. Other than the more complex geology, the Putrajaya Line tunnels also traverse close to critical infrastructures, such as major railway lines, elevated transits, and even their past projects, the Stormwater Management and Road Tunnel (SMART) as well as the Kajang Line tunnels.
On 11 October 2020, the last of the tunnel ring making up the 13.5 km-stretch of the Klang Valley Mass Rapid Transit (KVMRT) twin bored tunnels was finally completed by Stefano Vitali
A tunnel specialist Despite all the above, the entire Putrajaya Line is on track for full opening by January 2023. In fact, GE has hardly been undeterred when it comes to achieving what was often deemed impossible. Leading tunnel specialist, Gusztáv Klados (Gus), with up to 50 years of industry experience under his belt describes the phenomenal growth of march 2021 - ONSITEUNDERGROUND 37
TUNNELLING
One of the first major projects undertaken and completed by Gamuda was the construction of the Stormwater Management and Road Tunnel (SMART) which made history as the world’s first dual-purpose tunnel and began operations in 2007
GE whom he has been with for almost 20 years. “When we started with the Stormwater Management and Road Tunnel (SMART) project in 2002, a lot of people told us we were crazy, we can’t build a tunnel in the middle of KL”. Yet, with adequate preparation and
collaboration with TBM manufacturer, Herrenknecht, where GE engineers experienced first-hand how to assemble a TBM, the job was delivered excellently. They even got ahead of their German counterparts who were in charge of the Northern tunnel section. “Once
we were awarded the construction of Line One (Kajang line) tunnels, we had to build on the capabilities of the people who were with the company and nurture local knowledge and talent,” Gus says. In fact, it is with such capabilities and commitment to the task, that the VD TBM, was developed to tackle the challenging geology of the Kajang line. Gamuda Engineering Head of Tunnels, Ng Hau Wei, adds, “continuity of the project from SMART, to the Kajang line and now to the Putrajaya line definitely kept us in momentum, but it ultimately boils down to having the right set of people and the best machines”. The “best machines” does not only stop at the VD TBM. In the Putrajaya line, GE stepped up their game further, breaking the frontiers of construction technology with the introduction of the world’s first autonomous tunnel boring machine (ATBM) system. Dubbed ATBM, the system was plugged into 10 of the TBMs used in the Putrajaya line to boost overall productivity, safety and quality of tunnel construction using artificial intelligence. “With the
Gamuda is also part of the Klang Valley Mass Rapid Transit (KVMRT) Project. Launched in 2011 the project is envisaged to radically transform and improve Kuala Lumpur’s public transportation infrastructure and thus help ease congestion 38 ONSITEUNDERGROUND - march 2021
Gamuda is a global infrastructure company and a leading project integrator in the country. This project is only the latest success of the Malaysian engineering and construction company
VD TBM, we could switch between multiple slurry and EPB modes with ease in a single drive. With the ATBM system, the possibilities are endless as we now have supervision over tunnelling parameters and operations for multiple machines simultaneously, at the speed and accuracy of a computer”, Ng says. Right set of people The ATBM has won two prestigious international innovation awards in 2019, namely the Technical Equipment Innovation of the Year Award at the 2019 International Tunnelling and Underground Space Association (ITA) Tunnelling Awards in Miami, Florida and the Innovation in Tunnel Excavation Award at the Tunnelling Festival Awards in the UK sponsored by the British Tunnelling Society. As for the “right set of people”, both Gus and Ng commend the aptitude and agility of GE’s expertise with project management. In one example, a TBM codenamed S-777 was initially intended for a tunnel drive between two stations only. Due to unforeseen delays, a recovery plan was introduced: upon breakthrough at its original destination, the TBM will be pulled across the station box and launched from the other end to make up for lost time. The scheme proved successful as their impressive
project milestones have shown. Another example is the management’s commitment to staying ahead of the Covid-19 crisis amidst construction. Many control measures were strategically applied early on throughout the mega project and has proven successful in safeguarding their workforce from possible breakouts. The contractor’s capabilities even extend to that of tunnelling machinery. The Putrajaya Line tunnels were in fact built with several TBMs from Kajang line refurbished by the contractors themselves. “As we speak, 11 TBMs from the Putrajaya
line are already being carefully stored and maintained at our refurbishment facility in anticipation of upcoming tunnelling projects”, said Ng. With the remainders of the Putrajaya Line underground station construction fast closing on us, Gamuda Engineering is ready to move on to other complex tunneling projects, be it in Malaysia or elsewhere. As Gus sums it up “our technical knowledge is convertible … there will be other places where we have an opportunity and we will have a good chance of getting jobs”, Malaysian tunnellers are now more ready than ever for its international foray. ■
ITALIAN ABSTRACT
IL PROGETTO “KLANG VALLEY MASS RAPID TRANSIT” L’11 ottobre dello scorso anno è stato finalmente completato l’ultimo tratto del tunnel che compone il tratto di 13,5 km delle gallerie gemelle del Klang Valley Mass Rapid Transit (KVMRT). Parte di un tracciato di 52 km noto come “linea Putrajaya”, si tratta della seconda estensione della prima linea Kajang e anche della prima rete metropolitana della Malesia destinata a collegare le città satellite alla sua capitale, Kuala Lumpur (KL). Il lavoro ha richiesto otto TBM a densità variabile e quattro TBM EPB (Earth Pressure Balance), nonché 16.000 segmenti di tunnel e migliaia unità in termini di forza lavoro che hanno contribuito alla costruzione di 11 stazioni sotterranee e di altre strutture ausiliarie. Non si è trattato di un’impresa da poco, a testimonianza dell’ingegnosità del suo costruttore, Gamuda Engineering (GE).
march 2021 - ONSITEUNDERGROUND 39
CASING SIP&T
To work safe and fast!
As a result of a constant innovation, the robust and universal Automatic Casing Driver Adapter designed and patented by SIP&T can be easily fitted to all drill-rigs and no further adjustments are necessary. It does not only ensure safe work, but leads to enormous timesaving when drilling cased boreholes by Stefano Vitali 40 ONSITEUNDERGROUND - march 2021
T
he Automatic Casing Drive Adaptor made by the SIP&T represents an interesting locking system for casings that can be used on all piling rigs and can increase the safety and productivity in the execution of cased piles, by avoiding any damages and loss of time caused by the manual locking phase. It is easy to use because its functioning is completely mechanic; the automatic driver will be locked to the casing column whenever the casings are going to be moved in/outside the borehole. In that way the imperative “safety first” is respected, and also damages on the casings are excluded avoiding downtime and saving repair costs. Its affordability, customization, immediate deployment, easy maintainability and emergency system, guarantee a very high return on investment. Why use the Auto CDA During cased drilling operations (using casings) it is often necessary that some workers on site operate in high positions. Before starting the drilling operation, the casing elements must be fixed into the ground; for this purpose, the elements are connected by threaded bolts in a safe manner, in order to create the whole column. The same column must be bolted to the rig rotary head through a casing drive adaptor. When the drilling hole is completed, casings must be removed from the ground and then dismantled element after element. Generally, to connect the casing column to the driver, the locking pins are manually fixed, as result the worker is forced to use some stratagems such as a ladder, a wheel loader - used as a “work platform” - or a harness. These solutions, even widespread, are not safe. The ladder could slide or slip on the muddy ground (during drilling there are no neat and clean ground surface); the worker could fall down from the ladder (because of their dirty boots); from an unstable position on the ladder, the operator must carry out their work with great physical effort; even the wheel loader operator could do an unintentional wrong movement, so as to endanger the life of the worker; the harnesses could
fail and therefore cause the worker to fall down. The use of these devices are not only risky for the personnel safety but highly unproductive, since the whole workers team - and the piling rig operator - can’t work until the casing column is completely connected to casing drive adaptor (in turn connected to the rotary head) or vice versa until the column is completely disassembled. To overcome all these problems SIP&T decided to go to the origin of the problem and develop a device that would represent the definitive solution: the automatic casing drive adaptor (called Auto CDA). What it is and how it works The system has been designed and built internally and entirely by the company located in Baronissi. It is applied to the casing pipes that SIP&T itself manufactures and is compatible
with all the casings produced by other companies. It is an automatic casing connector system that can be used with any type of piling rig and its greatest advantage is the ability to increase both safety and productivity in foundation works, eliminating both the related dangers and the huge amount of time necessary for the jointing of the casing pipes that until now was often performed manually. The casings are made of high quality steel and are proposed for the construction of foundation works in soils that require the covering of the hole, intended to be drilled, which otherwise could collapse. The Auto CDA performs by a mechanical locking/unlocking system of the two male/female joints generally positioned at the extreme of two casing pipes, which must be coupled or used, as said earlier, on any model of drilling machine, also of large torque.
The Auto CDA D.880 mm in top down position attached to a rotary with 240 kNm max torque
march 2021 - ONSITEUNDERGROUND 41
CASING
The operator is able to dis/connect the casing column to the Auto CDA without any other personnel help, so they can directly manage the work from the piling rig cabin
The system is directly controllable from the rig cabin and all the manual operations carried out so far by the site personnel can become a distant memory, with undisputed advantages both for the safety and for the casing arrangements and the piling rig itself.
ITALIAN ABSTRACT
LAVORARE IN RAPIDITÀ E SICUREZZA! Come risultato di una costante innovazione, il robusto e universale trascinatore automatico per tubi rivestimenti progettato e brevettato da SIP&T può essere facilmente montato su tutte le perforatrici e non necessita di ulteriori regolazioni. Lo strumento non solo garantisce una condizione di lavoro sicura, ma garantisce un enorme risparmio di tempo durante la perforazione di pali rivestiti. È facile da usare perché il funzionamento è completamente meccanico; il trascinatore automatico verrà bloccato alla colonna rivestimento ogni volta che i tubi verranno collocati all’interno o all’esterno del palo trivellato. In tal modo viene rispettato l’imperativo “sicurezza prima di tutto”. Inoltre, si escludono danni ai tubi evitando tempi di fermo e risparmiando sui costi di riparazione. La sua convenienza di prezzo, personalizzazione, uso agevole e intuitivo, facilità di manutenzione, unitamente a un sistema di emergenza, garantiscono un ritorno sull’investimento molto elevato.
42 ONSITEUNDERGROUND - march 2021
A Must-Have The connection system described represents an innovation in the cased piling construction. It is widely used in job sites all over the world, its feedback is extremely positive and we can state that nowadays it is recognized as a must-have tool. The application can make a significant contribution to improving safety in special deep foundations and, above all, in drilled piles. This particular locking system increases productivity as the various elements of the casing column can be assembled and disassembled faster than mechanic standard operations. Furthermore, in presence of very long casings sections, the automatic driver is the main faster solution (the connection of long elements is not possible with the use of a simple ladder, a wheel loader or a harness). Lastly, the cost savings are evident, the personnel that can be used elsewhere on the site. The remote and management control is a great example of technical innovation that increases safety and productivity in special foundations. ■
TECHNOLOGIES EPIROC
The “sixth sense” The leading productivity partner for the mining, infrastructure and natural resources industries continues the focus on the electrification of the fleet, (including the “Battery as a service” solution) and on the concept of “mining intelligence” by Ettore Zanatta
I
n Kiruna, Sweden, tests are ongoing to set a new world standard for sustainable mining. In the process to achieve this, LKAB has ordered industryleading battery-electric vehicles from Epiroc to be tested for future carbon dioxide-free operations. The newly ordered equipment, Scooptram ST14 Battery and Minetruck MT42 Battery machines, will be used both in LKAB’s main mine for production and in the
44 ONSITEUNDERGROUND - march 2021
Konsuln test mine, a testbed that is created in LKAB´s underground mines. The order comes as a result of the SUM (Sustainable Underground Mining) collaborative project where participating companies have formed an alliance to achieve the goal of setting a new world standard for sustainable mining at great depths. The partners are working together to find new methods and smarter solutions for mining operations of the future.
The voice of the protagonists “Our goal is to develop intelligent, highly productive and CO2-free machine systems”, says Niklas Fors, Senior Project Manager Global Strategic Projects and Alliances at Epiroc. “We are proud to deliver the world’s greenest machines to LKAB. What we are developing makes a difference not only for underground operations, but for the planet as such”. “LKAB is no stranger to electric machines in mining”, says Thomas Kammerby, Senior Project Leader at LKAB. “LHD’s have been running electrically (cable powered) for quite some years. LKAB is striving to eliminate the use of fossil-based fuels as soon as possible and is therefore pushing to start testing alternatives to primarily diesel engines. Since LKAB always prioritizes “safety first” it is imperative that we take part in the development work around battery machines to understand all aspects of e.g. logistics, performance, handling of fire hazards. The alliance setup provides early access to battery machines and allows us to test several applications in a controlled fashion providing high confidence regarding the design of future CO2-free mining”. “Batteries as a service” In addition, LKAB has ordered Epiroc’s BaaS (“Batteries as a Service”) solution
The 6th Sense is the Epiroc way to optimize our customers’ value chain through automation, system integration and information management
for the ordered battery machines. With Batteries as a Service, Epiroc works directly with the customer to define a battery plan that suits the needs of their operation. The lifespan is guaranteed and the battery status is carefully monitored to ensure predictive maintenance with reduced downtime. If a customer wants to increase or decrease their capacity, they can adjust their plan and the service will be tailored to meet their requirements. The order will be delivered during 2021. Epiroc offers the widest fleet
of underground battery-electric vehicles and has a circular, sustainable offering that also includes recycling. Epiroc wants to boost productivity, enhance safety and cut emissions – all while lowering your total cost of operation. Battery powered electric vehicles are superior in almost every aspect. Machine emissions are eliminated, less service and maintenance are required, and maybe most important of all, the environmental footprint is minimized.
With Batteries as a Service, the function is always guaranteed. Battery powered electric vehicles are superior in almost every aspect. Machine emissions are eliminated, less service and maintenance are required, and maybe most important of all, the environmental footprint is minimized
march 2021 - ONSITEUNDERGROUND 45
TECHNOLOGIES
With “Batteries as a Service” (BaaS) Epiroc eliminates the risks of owning batteries, provides all the benefits of electrical power and will take full responsibility for the batteries, from certification to maintenance plus technology upgrades, using a truly circular business model that provides the battery operation as a service
ITALIAN ABSTRACT
IL “SESTO SENSO” Epiroc è uno dei principali partner per la produttività nel settore minerario e delle infrastrutture a livello globale. Con una tecnologia d’avanguardia, il costruttore svedese sviluppa e produce carri di perforazione per applicazioni minerarie e per le costruzioni innovativi, sicuri e sostenibili. L’azienda fornisce inoltre servizi e soluzioni per l’automazione e l’interoperabilità. Oggi, in particolare, Epiroc continua a concentrarsi sul tema dell’elettrificazione della flotta (inclusa la soluzione “Battery as a service”) e sul concetto di “mining intelligence”. Il suo obiettivo, infatti, è sviluppare sistemi di macchine “intelligenti”, altamente produttive e capaci di garantire un’emissione di CO2 pari a zero, sviluppando soluzioni innovative non solo per affrontare le operazioni sotterranee, ma che danno beneficio all’intero pianeta. Contestualmente, Epiroc lavora fianco a fianco con i propri clienti per sviluppare la soluzione “Batteries as a Service”, pensata per eliminare i rischi legati al possesso di batterie e per fornire tutti i vantaggi dell’energia elettrica, utilizzando un modello di business “circolare”.
46 ONSITEUNDERGROUND - march 2021
With “Batteries as a Service” (BaaS) Epiroc eliminate the risks of owning batteries, provide all the benefits of electrical power and will take full responsibility for the batteries, from certification to maintenance plus technology upgrades, using a truly circular business model that provides the battery operation as a service. The batteries can be used in Epiroc equipment and with other Original Equipment Manufacturers (OEMs): with “Batteries as a Service” Epiroc tracks of the battery performance and replaces them when needed, making sure that the battery has the required capacity for the application and the possibility to install the latest technology. Together, Epiroc will define battery plan, ensuring the clients to pay only for the service provided. Epiroc aims to offer its complete range of underground mining equipment as battery electric versions by 2025. ■
COMPANIES Company
Page
Bauer
30
Casagrande
32
CTT Mosca 2021 Exhibition
47 Advertiser
Demac
5 Advertiser
Epiroc
44
Espi Engineering Gamuda Geofluid 2021 Exhibition Komatek 2021 Liebherr
7 Advertiser 36 25 Advertiser 43 IV COVER-26
Merlo
II COVER
MP Filtri
III COVER
Recycling Aktiv Exhibition
13
RMC
1 Advertiser
SIP&T
40
Soilmec
20
Tecniwell
34
Trevi
14
Vermeer
48 ONSITEUNDERGROUND - march 2021
3 Advertiser