METHOD STATEMENT

GENERAL
SCOPE OF WORK

1. DESCRIPTION OF EPB TECHNOLOGY

2. EQUIPMENTS OF THE MACHINE
3. CONDITIONING SYSTEM
4. LINING
5. LINING CHARACTERISTICS OF THE SEGMENTS
6. UNIVERSAL RING
7. SEGMENTS
8. INJECTION OF BACKFILLING
9. PRODUCTION CYCLE
10. OPERATIONAL SERVICES WITHIN THE TUNNEL (Tunnel cross section)
11. MULTICARS FOR TRANSPORTATION OF SEGMENTS –PERSONNEL – NEEDS
12. ASSEMBLING – LOWERING – LAUNCHING
13. TBM LAUNCHING PROCEDURE AT STARTING SHAFTS
14. TBM BREAK IN AND OUT PROCEDURES AND EXCAVATED STATIONS PASSING THROUGH

GENERAL

SCOPE OF WORK

Method: TBM drive using EPB techniques, segmental lining

 Fig.2: The EPB machine.

1. DESCRIPTION OF EPB TECHNOLOGY

The EPB type of TBM has been selected in compliance with the requirements to keep the water table
unaffected, to minimize the subsidence of the ground surface, and therefore to preserve buildings,
structures and public utility networks within the zone of influence from disturbance and damages, while
ensuring the safety condition of the constructed tunnels.
In fact, the main EPB TBM feature is its capability to maintain at the tunnel face a pressure that counter-
balance the geostatic and the hydrostatic pressure.
The most important operational parameter of an EPB TBM is the face support pressure that is the
pressure of the support medium obtained adding appropriate conditioners, such as bentonite, foam or
polymers, to the earth paste in the excavation chamber.
Its control is obtained balancing the volumes of material intake into the excavation chamber and muck
removal out of the chamber. The intake of material is regulated by the TBM advance rate and the muck
removal by screw conveyor operation.
The procedure described above allows to apply to the tunnel face the required support pressure.
As a consequence of tunnel face stability, the ground loss is limited and therefore surface settlement, to
which buildings potential damage is related, is controlled.
Besides, excavation chamber pressure control results in the non disturbance of the water table level,
being the hydrostatic pressure at tunnel level balanced too.
The TBM is also able to maintain the required support pressure, supplemented by an adequate safety
factor in case of unexpected conditions and for operational tolerances.
After excavation, the tunnel section will be lined at the tail of the TBM shield with a precast reinforced
concrete segmental lining, sealed with a gasket system.
While advancing, the TBM leaves a void between mining profile and segment lining. In order to avoid
settlements on the ground surface, this void has to be filled at the same time of advancing.
The annular gap between the outer segment lining and the excavation profile will be therefore
completely backfilled, at the tail of the TBM shield, in order to fix the required geometry of the fitted
rings, to ensure the allowable tolerances in the segment joints and to mobilize the bearing capacity of
the lining.
The annular space between the excavation surface and the outside face of the segment ring will be
backfilled with cement grout as the ring emerges from the tail shield. From the tail of the shield, the
concrete mixture injection fills the ring-like space between the segment extrados and the excavation
profile, for a theoretical thickness of about 15 cm. In order to prevent the propagation of undesired
deformations towards the ground surface, the injection of the backfill grout will be carried out during
the excavation phases and with the continuous advancement of the TBM.
Fig.3: The behaviour of the EPB technique.

2. EQUIPMENTS OF THE MACHINE

The main components of the machine are:

• The cutting head, that in this type of shield has no support functions of the front, since it is supported
from the ground under pressure in the excavation chamber; the cutter head has only digging and mixing
functions of the "cake" and conditioned soil ; it is equipped with openings sized to allow passage of the
soil partially conditioned to the excavation chamber, meanwhile preventing the entry of pebbles large
enough to block the operation of the screw conveyor. These stones are broken out through special
cutting tools placed on the cutter head.
The head is also equipped with mixing blades whose job is to mix the excavated soil with conditioned
soil before its entry into the excavation chamber,
• The motor housing, which provides the necessary torque
• The shield that, among other functions, has to support the walls of the excavation until precast
segments are erected.
• Backup service, which are all based systems and the engines of the machine, as well as tools for the
service equipment and supply power to the machine.
• Screw conveyor that extracts adjustable amount of soil from the excavation chamber, and get it on a
conveyor belt; the speed of the screw conveyor is adjustable so you can maintain a constant pressure at
the face, with the control of the material extracted from the room and what goes through the head;
•Erector of the segments, placed in the back of the shield, which has the function of moving and putting
in place the final lining of precast segments;
• Man lock, to allow maintenance ordinary or extraordinary works on the excavated chamber.
• Thrust cylinder, equipped with jacks, whose function is to exert on the rings already erected in tail
skin, the action necessary to forward the TBM.
• Conveyor belt for conveying the material from the screw conveyor to the belt conveyor installed along
the tunnel.
• Grout injection system, to fill the annular gap between the excavated profile of the tunnel and the top
surface of the lining.
• Drilling equipment for the construction of exploration in progress and / or pre-consolidation,
• Guidance system and data management, fully automated, with possibility of remote data in a unit
external.

Fig.4: Shield machine-EPB technique. 1 Face - 2 Cutterhead - 3 working chamber – 4 Bulkhead – 5 Thrust cylinder – 6 Screw
conveyor – 7 Erector – 8 Segment

Also included are gantries in the machine with all the facilities necessary for its operation: the
compressed air, wastewater and industrial deposits, deposits of bentonite and mortars, electrical
panels, ventilation, tanks of foams and polymers, the storage area components, and everything that is
necessary for the excavation cycle.
A cycle includes the progress of excavation and installation of a ring. The rings are made of precast
reinforced concrete.
Each ring is made up of 5 segments plus a key segment

3. CONDITIONING SYSTEM

For the conditioning of the soil using surfactants, of which the positive aspects of use are as follows:
• The foam formed by the mixture has a specific gravity so negligible, while behaving like a liquid, not
lost in layers of permeable soil, then you eliminate the risk of pressure drops on the face.
• The amount of water added to soil to be excavated can 'be of several liters per cubic meter, so the
relative humidity of the material increases just a few percent (up 3%). The ground remains fluid, but not
wet, and prevent loss of fluid from the belt conveyor to the multicar, contributing to hygiene of the
workplace and In addition to makes it easier to transfer of the material.
• The effect of the foam after a certain time vanishes if the material is left open area. So the land
recovers, its consistency of granular material and can be transported by dump truck with standard box.
If the soil-surfactant mixture is confined within the chamber of the TBM, and then in the absence of air,
the conditioning effect remains active for several days, making it possible to stop work without risk of
loss pressure on the face.
•Mixing the components at the tunnel portal requires the installation extremely simple plant.
The quantity and quality of the foam that is mixed with the soil is always kept under control by a
computerized system that alerts you immediately if any malfunction should occur, stopping the activities
of the excavation.
The system of excavation of an EPB shield means that the soil mixed with the foam remains only a few
minutes outside of the excavated chamber, as will later be introduced into the chamber where the
excavation will be the real conditioned and homogenization in order to withstand the pressure by which
has undergone the load to the face. It can therefore be concluded that all the foam injected into the
ground is recovered through the excavation operations of the shield because the layer of soil
conditioned outside head is always compressed by the two conflicting pressures that have the load to
the face and pressure of the soil inside excavated chamber.

4. LINING

Final lining of the tunnel is made of precast segments, in tail shield

Each ring (average 1.50 m in width in the longitudinal direction) is made up of
5 + 1 (key) blocks, (16 longitudinal connectors!), Having a thickness of 30 cm.
final lining, as well as carry out and ensure the normal function of short-term support
and long-term, should provide the required seal.
Not being sufficient guarantees provided by the injection of the grout in the back of the segments, the
segments are expected to equip themselves with suitable watertight neoprene seals placed in special
groove on the outline of the segment, such to ensure, with clamping forces provided the right sealing
under the hydrostatic pressure .
The impermeability of the lining is then achieved with the presence of each joint ring to ring and
segment to segment two seals pressed against each other, belonging to two different segments of the
same ring, or two adjacent rings.
To ensure the tightness between the blocks of adjacent rings, and for reasons of safety during the
transitional handling and laying of the segments themselves, under the action of the jacks and push of
the erector, usually provides the connection with connectors mechanical longitudinal placed at regular
intervals along the circumference.
These connectors, once forced into their seats with the thrust of the jacks, must keep the joint closed,
opposing both the resistance to crushing of the seal, and, in case of failure of jacks or errors in
installation operations, the stresses due segment, which remains attached to a lining already in place
with the pins themselves.
In order to enable the best possible alignment at the time of installation, the segments are equipped
with guide rods arranged on the short sides, which facilitate the insertion of a new segment.
The segments are also prepared to handle the inserts with the erector system (vacuum), and these
inserts can be fitted with non-return valve for injection of any resumption of two-component mixture of
grouting.

5. LINING CHARACTERISTICS OF THE SEGMENTS

The TBM tunnel lining, consisting of 30 cm thick pre-cast reinforced concrete segment rings, is
assembled by the machine immediately after the excavation, at a short distance from the tunnel face.
A ring made of six segments, including the key, is adopted: four of them in the shape of a rhomboid and
one plus the key with a trapezoidal shape.
The main geometrical characteristics of the ring are summarized below:

external diameter: 6.0 m

internal diameter: 5.4 m
thickness: 0.30 m
medium length: 1.50 m
number of segments: 5+1 (key)

6. UNIVERSAL RING

The scheme chosen ring is a universal type, it consists of a sequence of rings appropriately rotated
around its axis, each compared to the previous already installed.
The ring is defined, once established internal and external rays, the conic is obtained geometrically, by
the intersection of a regular cylinder with a circular base and two planes that converge at a distance
from the axis defined itself as "theoretical radius of project ".
Both the theoretical radius that the average size in the longitudinal axis of the tunnel are fixed taking
into account various factors, such as the minimum radius of curvature of the track, both planimetric and
elevation, and the usual features of the mining equipment and installation of the segments.
Finally, once defined the position of the key, the ring is uniquely characterized by opposite sides are not
parallel.
Through a series of rings rotated in 16 possible positions, and assigned an initial position of departure, it
is possible to obtain a real plano-altimetric alignment. The taper of the individual rings can therefore,
without the use of special items, to follow the development path with horizontal and vertical alignment
of a continuous series of approximations and corrections to the deviations of the machine during
advance, obtained simply by staggering the relative positions of the segments between successive rings.
It should however be careful to avoid the repetition of sequences of adjacent rings of the same setup,
not to form joints between segments aligned longitudinally ring.
See details in design D-RCK-E-D00-CST-LAY-0002-R00_10251101.

7. SEGMENTS

To avoid damages all the transport activities loading and unloading has to be well coordinated.
Transport from the pre cast plant segment storage area at the shaft will be organized by truck. Loading
will be done by a forklift.the unloading will be done by fork lift and/or portal crane equipped with a
clamp. With the clamp one, three segments can be taken in one lift.
A certain amount of segment rings will be stored close to the shafts. They are lowered down to the shaft
bottom with the portal crane, where they are loaded onto segment multicars. The segments are brought
to the TBM, together with other materials, which are necessary to build the tunnel and to operate the
TBM.

 With the clamp the segments are loaded onto the segment multicar parked on bottom slab of the
shaft.
 By a crane within the TBM back-up system the segments are moved and turned onto the conveying
system of the segment feeder leading to the erector. The unloading sequence is conforming to the
sequence the segments are erected to form a complete ring.
 Uniform tapered rings are provided. The key stone position will be determined by the ring building
program, which is part of the tunnel guide system.

SEGMENT EQUIPMENT
The EPDM gasket is glued already in the precast plant just after demoulding of the segments. The pins of
the longitudinal joint of the segments will be fixed to the segments at the intermediate storage prior to
transportation to the TBM.

See details in design D-RCK-E-D00-CST-LAY-0003-R00_10250301.

See details in design S-AGP-G-PP1-QAC-POQ-0002_PK.

8. INJECTION OF BACKFILLING

In any mechanized excavation, in which it provides for the immediate installation of the precast
segments in the final lining inside the shield is an annular space between the top surface of the
segments themselves and the profile of the tunnel, the order of 15 cm. Considering urban environment
in which it must operate, and geotechnical characteristics of soils, the settlement would take place
immediately. Therefore, the filling of the gap plays a crucial role in the control of subsidence led to
ground level. The shield must be equipped with a system which able to fill the annular space above
immediately in which it arises.
The methodology that is considered to provide the best guarantees involves pumping a special mixture
through six two-component injection points, located along the circumference of the tail of the shield
made double pipes of injection, allowing to fill the annular gap between the shield and the lining
immediately behind of the shield.
With a set of switches, controlled by a computer, the performance is continuously measured the
pressures of grout in order to determine which nozzle had to be pumped through the grout and its
quantity.
Of course everything has to work in dynamic balance due to the fact that the shield moves with the
progress of the excavation.
The pressure of the mixture must be kept within certain limits set by the coverage and the nature of the
soil.
Regarding the injection lines there are rows of steel brushes, mounted along the perimeter of the shield
tail, including the grease is injected to create a waterproof membrane between the two areas and that
prevent the flow back into the grout to the shield.

THE BACKFILLING GROUT

The grout material has to meet the following requirements:

 It has to be fluid enough to flow through the pipes of small diameter within the shield tail.
 It must not clog up the grouting pipes.
 It shall settle as quickly as possible just after infill into the ring gap.
 It must be fluid enough to fill the whole gap before it settles.
 It shall develop a strength high enough to withstand the different driving forces, which are acting on
the lining and trying to deform the tunnel tube consisting of the numerous segments. The forces
acting on the tunnel tube are: buoyancy, the driving and steering forces of the shield rams, the
grouting pressure, the dead load of the segments and loadings on the tunnel bottom.

The admixtures, the stabilizer and the accelerator, are 100 % non-toxic minerals and do not present any
risk of pollution of the underground water.
The mortar component A will be mixed on site with a mixing plant installed near the access shaft. The
silos for cement and bentonite are big enough to be filled in reasonable intervals according to the
planned driving rate of the TBM. The stabilizer will be delivered in bags.
The ready mixed component A will be filled into a tank with agitator, from where it is pumped through
the tunnel, pipeline diameter 40 mm, directly to the TBM where another intermediate tank with agitator
is filled. The intermediate tank is connected to the pump line filling the ring gap.
The component B, the accelerator will be carried in tanks on the TBM.

The main advantage of the 2-components grout in comparison to the conventional ring gap mortar is
the early gelling- and setting time, which stabilizes the tunnel tube in an early stage, avoids
displacement of segments due to the various forces acting there just after ring building and thus avoids
damages to the segments.
 Fig.5:Grout injection system and gasket system to provide the waterproofing of the machine.

9. PRODUCTION CYCLE

Production cycle in question basically consists of three phases is summarized up in which the modus
operandi of the TBM; those that are listed in strict chronological order first appear to be mining and
secondly, the installation of segment lining and finally the injection on the back of the segments in the
annular gap that has been created as a result of the progress.
More in detail a complete cycle then begins with the excavation, which is the working phase which
includes the driving of the motors for the subsequent rotation of the cutterhead, combining the actions
of force and torque, moving to the front, removing , and consequently having the gradual extensions of
the pistons for the total length of 1500 mm; for this purpose, the same cutter head has openings for the
passage of the excavated material of appropriate size based on characteristics of the soil excavated, on
opening ratio of 28%, and is equipped with digging tools made of materials highly resistant to wear in
order to act on lithotypes that gradually will meet.

The extension of the jacks, which against it on the last ring mounted, allows the advancement of the
cutter at a distance of 1.50 meters. Each cylinder is connected to a base-sharing via a socket joint, to
avoid in the boost phase, concentrations of pressure on the lining.
The advancement and proper operation of the machine is controlled by the operator that uses a set of
tools installed "in the field" and whose outputs are shown on monitors in the cabin.
It is worth remembering here that the TBM is in fact composed of a shield of about 11.15 meters long
and weighs about 400 tons in whose front room is the excavation and the cutter head with its central
bearing and hydraulic motors rotation; behind the excavation chamber there are two hyperbaric
chambers, for people and for the passage of materials. These are necessary to allow access into the
excavation chamber, which is emptied by the screw conveyor and kept under pressure by compressed
air and bentonite, in case of breakdowns or controls.
After removing the soil through the tools on the cutter, and conditioned seats soil foam and
biodegradable polymers, the material enters the chamber is extracted by screw conveyor placed in the
lowest position of the shield, to be subsequently conveyed to a system of belt conveyors; pressure
sensors, mounted inside the chamber of excavation, to adjust the extraction of excavated material,
keeping the pressure in front.
When excavation finish engines are switched off and proceed to perform the second task, called the
installation of prefabricated lining already supplied on site. This is done within the terminal part of the
shield called the tail, articulated to follow the pattern of horizontal and vertical alignment and galleries
in which you placed the erector that rotate around the longitudinal axis of the shield, allows the
mounting of these concrete elements that make up the lining of the tunnel.
Finally the last phase of work is represented by the injection of the grout on the back of the segments,
as in the thickness of the tail are made ducts for the injection of the mixture necessary for sealing
overcutting the tunnel, it is interesting to highlight that, to prevent subsidence, the filling shall
simultaneously advancing the machine. The mixture used is of bi-component, with the introduction of
accelerator produced immediately before the end pipeline injection. A series of two annular seals made
of wire brushes filled with grease under pressure, are mounted on the extremity of the tail and slide on
the extrados of the ring to prevent the entry of grout into the shield. To support the production cycle
can be found in the back-up, which has a length of about 80 meters and weight 300 tons and is made up
of a series of gantries with steel structure, equipment, all machine functions.

Generally the conveyor belt structure is extended on the back-up system in front of the end of the TBM
conveyor, whereas the belt itself is extended continuously during the tunnel drive with the aid of the
belt storage. The capacity of the belt storage is 500 m belt length, meaning that the storage has to be
refilled after 250 m tunnel drive each. Refilling requires a time of one shift at least.

In Rondo Daszynskiego Station the excavation material will be transported by conveyor belts through
the whole tunnel to the muck area, while in Powisle Station the excavation material will be transported
by conveyor belts to 2 big tanks. The excavated material will be catch from the tanks and transported to
the muck area by a system of portal cranes equipped with big grabs.

For the both stations the material will then be loaded onto trucks by an excavator to be transported to
the landfill. The truck wheels will be cleaned by a wheel washing unit if required.

EQUIPMENTS ON THE GANTRIES

1. Handling system and transport segments

2. Grout injection system
3. Foam injection system
4. Main bearing lubrication system
5. Hydraulics system
6. Transformers
7. Muck transportation system for the discharge of the belt conveyor
8. Secondary ventilation system
9. Control cabin

Outside the tunnel we have all the plants that feed the production cycle by providing the necessary
materials. We are located on the TBM site following essential equipment, and of course the Offices

1. An electrical receiving cabin

2. An electrical transformer and switching
3. Emergency generators
4. Electric compressors for compressed air in the tunnel
5. Batching plant for the preparation of the mixture of grouting.
6. Portal Crane for lifting the segments in order to load them into the multicar and other necessary
equipments.
7. Water treatment plant site and sludge dewatering.
8. Oil cooling system of the TBM
9. Service water tank for storage and cooling
10. Fans for clean air in the tunnels
11. Muck storage area for the reloading of wheeled vehicles
12. Mechanical and electrical workshop
13. Warehouse

10. OPERATIONAL SERVICES OF THE TUNNELS (TUNNEL CROSS SECTIONS)

Fig.6: Tunnel cross section

The standard arrangement of the tunnel cross section, walkway, ventilation duct, conveyor belt, pipes
and cables is shown on the TBM drawing. With view in driving direction the walkway is on the left hand
side of the tunnel, conveyor belt, pipes and cables on the right hand side, ventilation duct in the middle.

Pipes as following are installed in both tunnel sections:

 2 pipes for cooling water (way and back)

 1 pipes for compressed air
 1 pipe for the grout material, component A
 1 pipe for waste water

Cables:

 1 cable, 15 kV
 1 cable, 400 V for lighting
 1 fiber optical cable for all communications
 1 BUS cable for conveyor belt control
 1 earthing cable

THE VENTILATION SYSTEM

The ventilation system has been designed taking into account the Diesel multicars traffic, the number of
people working in the tunnel, the length and the diameter of the tunnel:

 The diameter of the ventilation duct will be 1,200 mm.

 Ventilator and silencer are installed on the surface.
 The ventilation duct ends at an outlet on the last trailer of the TBM back-up system just behind the
place where the cassettes for the continuous extension of the duct are installed. The cassettes are filled
with 150 m duct each.
 A secondary ventilation system on the back-up system is blowing fresh air onto the working places
of the back-up system with an intake just behind the outlet of the main ventilation duct.
 The ventilation will be removed on completion of the tunnel drive.

THE POWER SYSTEM MT (15 KV) FOR TBM

The TBM is powered by MV (15 kV), with three phase system without neutral, coming directly from the
Stoen network. The cable is insulated pole dry annular protective conductors and is suspended on the
wall. A coil winder on the TBM allows the unrolling of a junction to another.
Fig.7: Installation along the Tunnel.

THE WATER SUPPLY SYSTEM FOR THE TBM

It consists on steel pipes of  6’’, installed along the tunnel at the knee resting on brackets attached to
tunnel lining. Water is pumping by a well and powered by a facility super elevation with centrifugal
pumps.

THE CHILLER WATER PLANT

Need to cool some of the machines, particularly electric motor of the cutter (total 300 kW). Water is
transported by steel pipes  6’’. The TBM requires two pipes one for the flow of cold water and one for
the return hot water to the cooling system.

OUTDOORS PLANTS

In the jobsite at the surface are installed the following facilities and services:

- Booth sorting and processing MV MV-LV

- Generators, auxiliary energy source (2x500 KVA)
- Supply system and water supply pumping water for the TBM
- Cooling water
- Production line of compressed air
- Technical support offices and control room

THE MT BOOTH SORTING AND THE PROCESSING MV-LV

The cabin receives MV by Stoen, the sorts earthing directly with the TBM, the voltage transformers
rated 400V, three-phase system with neutral, TN-S, to supply all other users of the site. The power of
the TBM is controlled by electronic systems

THE GENERATING SETS

Constitute an alternative source of energy. Are automatic starting diesel driven power 500 kVA. If
necessary in automatic parallel, are capable of powering the entire site, except for the TBM.

THE PLANT WATER RESERVOIR AND PUMPING WATER TO THE TBM

It is equipped with submersible pump suspended in extraction tube. Supplies the storage tanks. A series
of autoclaves and pressure pumps shall maintain the facility.

THE PLANT COMPRESSED AIR

It consists of two electric compressors, which are responsible for maintaining the overpressure in the
excavation chamber of the TBM, and to feed the services.
The TBM has a compressor on board.

THE CONTROL ROOM

It is located in the building of the technical departments. It is manned by staff of the H24 site, which can
monitor the operation of the machines by computer and it is possible to have telephone contact with
the TBM driver and the outside support team. A person will be always present to monitor.

THE COMMUNICATION SYSTEM

It installed a cordless telephone system with fixed and mobile devices that cover the whole
development of the galleries. The system is generally connected to the telephone network and each
device can communicate with all internal and external network. The devices are installed in front of the
entrances, in the tunnels every 300 meters and in the TBM. The power supply equipment is integrated
with UPS (Auto power supply system with batteries) for communication dropping even in case of micro-
interruptions of electricity or noise.

11. MULTICARS FOR TRANSPORTATION OF SEGMENTS –PERSONNEL – NEEDS

To transfer segments, personnel and needs of the TBM multicars will be used. Vehicles are aimed to
transport different loads on its 6m platform or a personnel module ( 20 people ). This multiservice
vehicle is equipped with an hydraulic crane. It can be used with a basket boom for personal access in
tunnel height. During the construction of the tunnels, will be used 9 multicars.

These vehicles are able to drive inside a tube as well as on flat bottom with transition from one to
another with a total continuity without the operator’s action.

The invention of this vehicle ensures a dynamic stability of the train through self centring at the bottom
of the tube.

Moreover, its double articulation at the axle’s level enables very weak curve radius.
These vehicles are made of 1 chassis with operation cabins at the front and rear of the vehicles, allowing
transport specified loads, as well as hydraulic power group.

Personnel module; 20 people capacity, 2 meter wide, safety window to permit rescue stretcher access.

Module with quick hitch system to fix on the vehicle platform.

Hydraulic Crane; The crane hydraulic power is fed from the auxiliary hydraulic oil supply from the
vehicle power pack with a load sensing pump.

The vehicle is equipped with 4 hydraulic stabilizers (with sensors).

The crane is activated by a radio control with a load and overload indicator.

Fig.8: SEGMENT CARRIER UNIT

Fig.9: PERSONNEL CARRIER UNIT

 Fig10: CRANE UNIT

12. ASSEMBLING – LOWERING – LAUNCHING

The assembling of the TBM components is an operation that will be done on the surface in the storage
area, because all the elements have a considerable size and weight and the working space is usually
restricted in the launching shaft.

The first task that needs to be done in planning the mounting is the choice of a suitable crane, which
depends on the maximum weight of the components and on the maximum distance between the crane
and the element to be lowered.

On C09 station we will have a starting shaft where TBM S-644 will be lowered to build the north tube
and the TBM S-645 will be lowered on the cradle to build the south tube.
On C13 station, closed to Vistula River, the TBM S-646 will be lowered, piece by piece into the shaft on
the south tube, and it will be assembled on the cradle, and it will build the stretch between C13 station
and C15 station.

DISPOSAL OF THE FORWARD SHIELD BOTTOM

In order to assembly the TBM in a right sequence, it will be prepared 3 steel cradles with wheels and a
concrete platform with rails on which the cradles can run and the forward shield and the middle shield
can easily connected. The assembling sequence of the lower part of the shield starts from the forward
shield.

DISPOSAL OF THE STATIONARY MIDDLE SHIELD BOTTOM HALF

Lower stationary shield bottom half as shown in the picture below.

DISPOSAL OF THE MAIN BEARING

Lower motor plate and bolt to forward shield bottom half.The disposal of the main drive needs some
preparatory work because the hydraulic motors have to be connected to the oleodynamic circuit.

LOWER THE FORWARD SHIELD TOP HALF

Lower forward shield top half and bolt to bottom half.

INSTALL AIR LOCK AND MATERIAL LOCK

Secure airlock and material lock to top half of stationary shield.

LOWER THE STATIONARY SHIELD TOP HALF

The upper part of the stationary shield top is bolted to the lower part and the external welding along
the junction line makes the shield structure a single body protected from the infiltration of water; on
 the other hand, the connection between the stationary and forward shield is realized by means of
articulation cylinders.

DISPOSAL OF THE CARRIER BEAM AND SEGMENT ERECTOR

Install carrier beam of the segment erector.

Carrier beam of the erector and erector are usually separated for the transportation.
LOWER AND INSTALL SCREW CONVEYOR

The shortage of space inside the shield makes the installation of the screw conveyor the most difficult
operation of the assembly.

INSTALLATION OF THE CUTTINGHEAD

After the lowering of the cutting wheel , when it was in the right position they had to screw the bolts
which fix the cutting wheel support structure to the main gear.
TAIL SHIELD

The tail shield consists of two parts welded together and is connected to the stationary shield by
means of flanges positioned on the internal surface of the cylindrical body.

DISPOSAL OF THE BACK UP

During the assembling of the shield, all the back-up gantries and the bridge have to be mounted, ready
to be lowered in the TBM shaft.

The lowering procedure of the back-up can be described as follows: the main structural elements
(portals, struts …) are lowered and assembled on the worksite area near the crane, the whole gantries
are lowered in the TBM shaft on the concrete saddle.

During this phase many components are stored on the worksite area around the crane, a rapid
execution of all the surface operations is fundamental to avoid the slowing-down of other activities.
 LOWERING OF THE SHIELD AND OF THE GANTRIES

The lowering of the shield and the gantries will start when the starting shaft will be finished and the
saddle of the bottom slab will be ready to receive the whole system.

The shield, completed with cutting head, tail skin and screw conveyor, will be lowered down on the shaft
in only one time.

INSTALLATION OF THE PUSHING FRAME

In order to allow a safe and easy position of the machine, a concrete cradle has to be built on the
bottom slab of the starting shaft just in front of the diaphragm walls.

One of the important operations to launch the TBM is the installation of the thrusting portal.

This steel structure is able to oppose the pressure that the 16 jacks of the machine can provide to
starting the excavation.

The portal is a weighted structure, divided in some pieces, with an exact sequence of assembly that
has to carry out with a truck crane.

All the beams have to install by bolting flanges.

 13. TBM LAUNCHING PROCEDURE AT STARTING SHAFTS

The TBM Starting Shafts are located at Station C6, Księcia Janusza.
The Stations will be excavated between reinforced concrete diaphragm walls.
A consolidated plug of cement grouting improved soil will be provided along the first meter tunnel
excavation stretch, in order to prevent water inflow during break through operations and ensure the
safe condition of the open mode TBM advancing along the first meters stretch of tunnels excavation.
The soil improvement around the future tunnel contours will be performed by means of jet-grouting
technology from ground surface.
An additional sealing system will be installed inside the Station, in order to watertight the diaphragm
walls cut section, preventing water leakage.
Fiberglas reinforcing bars will be provided in the cutting section area of the diaphragm wall and the
nearest surrounding in order to guarantee the safe TBM passing through and, at the same time, ensure
the short and long term stability of the structure.
A launching cradle will be provided on the shaft bottom slab, embedding two rails for the shield
advancing.
The TBM start up will be carried out with the help of a steel frame erected behind the shield and fixed
on the concrete bottom slab of the start-up shaft, so that the TBM can operate its push rams against the
steel frame.
The TBM launching procedure will commence assembling the TBM and Back-Up at the bottom of the
Starting Shaft. The cutter head will be positioned as close as possible to the diaphragm wall to break
through.
The first steel ring assembled at the tail shield is designed to suit the starting steel frame and it has the
same dimensions and geometry of the precast segmental lining designed for the project.
The shoes of the thrust cylinders are extended against the steel ring, while the tail skin sealing system
(wire brushes and plates) is filled up with grease.
During this initial boring activity, it is essential to keep under control not only the excavation parameters
(face supporting pressure, density of the material in the excavation chamber, quantity of the excavated
material), but also the pressure exerted on the pre-installed steel structure and the shield rotation.

14. TBM BREAK IN AND OUT PROCEDURES AND EXCAVATED STATIONS PASSING THROUGH

A consolidated plug of cement grouting improved soil will be provided along the first meter tunnel
excavation stretch, both at break in and out sides of the shaft, in order to prevent water inflow during
break in/out operations and to ensure the safe condition of the open mode TBM advancing along the
last or the first meters excavation stretch when the shield approaches or abandons the shaft. The
grouting will be performed from ground surface, at tunnel level, according to the actual local ground
surface access conditions.
Particular attention will be dedicated to the design of the joint between the tunnel lining and the Shaft
structure.
The phases of the Tunnel Boring Machines passing through are summarized below:

 The TBM breaks in the approaching side diaphragm wall;

 The TBM is towed inside the shaft;
 The TBM breaks out the opposite side diaphragm wall.

During the break in approaching procedure, the TBM boring activity proceeds with cycles of excavation,
ring erection, and backfilling grout injection, gradually decreasing the pressure in the excavation
chamber in order to reduce to a minimum the pressure exerted on the diaphragm wall to break in. The
TBM cutter head breaks through the diaphragm wall whilst the machine proceeds the ring erection and
backfilling grout injection at the tail shield. The procedure is stopped when the tail shield enters the
shaft.
A sliding cradle will be provided on the shaft bottom slab, embedding two rails for the shield advancing.
The TBM towing is performed proceeding installing invert segments, against which the TBM auxiliary
thrust cylinders can contrast to advance.
The break out procedure repeats the TBM launching procedure phases, described above, once the TBM
cutter head has been positioned as close as possible to the diaphragm wall to break through

Construction of the cradle

SEALING SYSTEM

A metal ring system provided with hydraulic seal, allowing to bore the shaft wall with groundwater
behind the same section.

This system allows to carry out launch phase (as in this case) and the run-out phase from a Shaft or
Station, through a system of seals waterproofing the area around the TBM's shield thus preventing
possible water seepage from groundwater behind the walls.
SOIL IMPROVEMENT FOR BREAK OUT OF THE TBM

Behind the walls which we install the sealing system, it will be also executed a grout body of jet grouting
piles or plastic piles, in order to make safer, avoiding seepage water inside the station, the phase of
break out of the TBM from the station.

LEAN CONCRETE

This system is a concrete blocks poured inside the station, attached to wall eye for a length exceeding
the shield length so that, when the last wall is crossed through, the TBM shield is coming inside the body
of the station avoiding possible water seepage from groundwater behind the walls.
FALSE TUNNEL

The utility of the false tunnel is to have the TBM already inside a concrete structure, inside a station,
before to start the excavation. In this way the TBM “has already bored” and one or two rings have
already been erected within the block itself, thus ensuring water seal, entering in the natural soil.