Prague Metro Line A Extension, operating section VA, Dejvická – Motol 2011

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Vypich construction site

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Prague Metro Line A Extension, operating section VA, Dejvická – Motol The VA operating section is 6134 m long and comprises of four stations – Červený Vrch, Veleslavín, Petřiny and Motol. All stations will have step-free access. Initial works started in April 2010 and the construction will go into service in 2014. All of the underground stations, with the exception of Motol station, will be mined using the New Austrian Tunnelling Method (NATM). Running tunnels from Vypich to Motol station will contain two tracks and will also be driven by the NATM. The other tunnels will contain one track and will be driven by two full-face tunnelling machines of the TBM-EPBS type. Compared to the NATM, this technique is more considerate, safer and also faster for the particular conditions. Monthly advance rates up to 360 m are counted with even in the problematic ground conditions. This technique is applied in the world approximately to 80 per cent of newly developed tunnels and, for example, about 2/3 of the 57 km long Gotthard tunnel in Switzerland were driven using this technique. The project will significantly improve the quality of transportation services in the area of the north-western segment of the Prague capital and will reduce negative impacts on the environment in the area. The main contributions will comprise the reduction of bus traffic in Vítězné Náměstí Square and in its surroundings, as well as the improvement in the accessibility for traffic to Motol hospital. Basic data Operating section structural length 6134 m 1551 m NATM-driven section length TBM-driven section length 2x 4177 m 189 m Cut-and-cover running tunnels 217 m Motol cut-and-cover station Maximum longitudinal gradient 39.5 ‰ Number of stations 4 Mined stations Petřiny, Červený Vrch, Veleslavín Cut-and-cover station Motol Approximate Dejvická–Motol travel time 7.5 min.

Project construction director for Metrostav a. s., Division 8 Ing. Miroslav Filip Project construction director for HOCHTIEF CZ a. s. Martin Beneš

Metro VA operating section layout

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Červený Vrch Station Single-vault mined station – basic data Excavated cross-sectional area Station length Platform level below grade

223.7 m2 193.0 m 27.1 m

It is a single-vault mined station with a 10.1 m wide intermediate platform and the track centre distance of 13.0 m The station tunnel is connected to the František down-grade access tunnel, driven from a portal in Kladenská Street Initial excavation runs through a 13 m long adit driven in the station crown The excavation sequence consists of 3 partial headings (two sidewall drifts and one central drift), which are sub-divided into top headings, sidewall drifts and inverts The NATM tunnelling method is used, with the excavation round length of 1 m.

Construction works schedule František access tunnel 223 m long Ventilation shaft 5.8 m in dia., 25 m deep Červený Vrch station Partial heading 1 (34 m long) Partial heading 2 (159 m long) Partial heading 3 (completion of part. head. 1) Station final lining Escalator tunnel 8 m in dia., 18 m long Lift shaft cross-sect. area of 109 m2, 22 m deep

26. 10. 2010 – 15. 03. 2011 13. 09. 2010 – 15. 11. 2010 15. 04. 2011 – 24. 07. 2011 24. 07. 2011 – 26. 01. 2012 26. 01. 2012 – 30. 03. 2012 13. 01. 2013 – 20. 08. 2013

The following measures were adopted with the aim of diminishing the influence of the construction on buildings surrounding the construction facility CV3 in Kladenská Street: Covering of the entrance and the handling areas of the construction facility with a large acoustic shed. Replacing windows in the buildings affected by the construction within the framework of noise attenuation works.

Construction work Consortium of HOCHTIEF CZ a.s. and Prominecon Group a.s. Contractor’s tunnelling project manager Ing. Vít Pastrňák (HOCHTIEF CZ a. s.) Deputy contractor’s project manager Ing. Radek Kozubík (PROMINECON GROUP a.s.) Mine manager Ing. Ivan Cúth (HOCHTIEF CZ a. s.) Technical coordinator over mining Ing. Gottlieb Blažek (HOCHTIEF Solutions AG) Contractor’s building project manager Jiří Kučera (HOCHTIEF CZ a. s.) Metrostav a. s. co-ordinator Václav Spálenka (Metrostav a.s., Division 8)

Cross-section through the beginning of Červený Vrch station

11. 08. 2011 – 27. 09. 2011 11. 08. 2011 – 23. 10. 2011

Interesting information

The following measures were adopted because of deteriorated geotechnical parameters of the rock mass in the station area, with a potential for the occurrence of settlements, which could manifest themselves on existing buildings: Changes in some parameters of the excavation support system and a change in the station excavation sequence from a horizontal configuration (top heading, bench and invert) to the horizontal sequence applied to the initial drift and vertical sequence (sidewall drifts and a central pillar)used throughout the station length. Increasing the concrete lining thickness from 400 mm to 500 mm, including reducing the spacing between anchors, lattice girders, increasing the strength of mesh, adding splice bars etc. A pile wall (a curtain) consisting of 10 piles 900 mm in diameter and 40 m deep was installed in Kamerunská Street with the aim of minimising the settlement of ground surface and its impact on buildings. Adding measurements, increasing their frequency, monitoring of deformations both in the tunnel and on the surface within the framework of geomonitoring. Improving the parameters of ground by means of grout injections into the area of the pile wall bottom.

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Červený Vrch station – excavation sequence

pile wall

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Veleslavín Station Triple-vault mined station – basic data Excavated cross-sectional area 175.0 m Station length 172.0 m Platform level below grade 19.4 m It is the first NATM-driven, 3-vault station. It is mined near the surface, with the track centre distance of 15.0 m.

2

The structural system allows the sequential method to be applied even in less favourable geological conditions and under small depth of the cover. The western part of the platform is connected to a cut-and-cover structure, housing a bank of three escalators and a lift leading to a subsurface concourse. The eastern end of the platform passes to the mined equipment section of the station, which is located between the running tunnels.

Construction work Consortium of Metrostav a.s. D8, Subterra a.s. D1, D2 Contractor’s project managers Ing. Petr Chamra (Metrostav a.s., D8) Ing. Petr Bican (Subterra a.s., D2) Ing. Jan Panuška (Subterra a.s., D1) Mine manager Miroslav Chyba (Subterra a.s., D1)

Construction works schedule It was necessary before starting the work on the construction trench from which Veleslavín station is to be subsequently driven to divert existing DN400 and DN1000 sewers. The excavation of tunnels for the diversions was used as the opportunity for an engineering-geological survey for the station. Mined diversion of the DN 1000 mm sewer 135 m long 11. 08. 2010 – 01. 05. 2011 Mined diversion of DN 400 mm sewer 125 m long 28. 09. 2010 – 30. 03. 2011 Cut-and-cover structure of Veleslavín station stage I 08. 01. 2011 – 28. 07. 2011 Veleslavín mined station Left-hand station tunnel 01. 08. 2011 – 17. 10. 2011 Right-hand station tunnel 09. 09. 2011 – 17. 11. 2011 Central station tunnel 25. 10. 2012 – 23. 01. 2013 Equipment-dedicated tunnel 24. 01. 2013 – 26. 05. 2013

Cross-section through Veleslavín station

LEFT TUNNEL TUBE 65 m2

CENTRAL TUNNEL TUBE 45 m2

RIGHT TUNNEL TUBE 65 m2

Interesting information A water main supplying Prague Castle fountains and gardens with non-drinkable water had to be relocated to allow the excavation of the construction trench and a descending ramp. The water main, which was built in 1550–1573, is fed from Liboc pond. A change in the structural design of the station: The original design comprised a 172 m long mined triple-vault station. Now, after the change, a 95.4 m long section will be driven in the 3-vault configuration and an independent 76.6 m long technical-hinterland-housing central tunnel will be driven between running tunnels using a TBM.

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Visualisation of Veleslavín station

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Excavation chart for the left-hand running tunnel in the equipment-dedicated section of the station + pulling the TBM through the right-hand station tunnel Part belonging to equipment 76,6 m

Part belonging to the station 95.4 m

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Petřiny Station Single-vault mined station – basic data Excavated cross-sectional area Station length Platform level below grade

266 m 217 m 35 m

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The station structure together with the initial headings to side tunnels is connected to the tunnel housing dead-end tail tracks. The first half of the station is on an uphill gradient of 0.3 %, whilst the second half is on a downhill gradient of 0.3 %. The basic profile provided with the primary lining is 21.2 m wide and 14.6 m high. The station excavation sequence consists of two side-wall drifts and one central core. The side-wall drifts are 7 m wide, 12.2 m high and their excavated cross-sectional area is about 70 m2; each of them is sub-divided into top heading, bench and invert. The central core with the excavated cross-sectional area of 120 m2 is sub-divided into top heading, bench and invert. The NATM is used with the excavation rounds 1.5 m and/or 1 m long.

Construction works schedule Markéta access tunnel 220.0 m long 08. 06. 2010 – 15. 08. 2010 Main ventilation plant room 93.0 m long 15. 08. 2010 – 09. 10. 2010 Dead-end tail tracks 178.5 m long 09. 10. 2010 – 18. 12. 2010 Initial headings for Petříny station – 30.7 m long Left-hand heading 15. 01. 2011 – 06. 02. 2011 Right-hand heading 02. 02. 2011 – 11. 03. 2011

Graphical representation of the calculation of the ground mass settlement during the station excavation

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Petříny station – 217.0 m long left-hand sidewall drift right-hand sidewall drift central core excavation Final lining of the station

03. 02. 2011 – 14. 06. 2011 18. 02. 2011 – 13. 09. 2011 14. 04. 2011 – 12. 07. 2012 13. 08. 2012 – 02. 03. 2013

Construction work Consortium of Metrostav a.s. D8 and D5 Contractor’s project manager Ing. Jan Štoncner (Metrostav a.s., D8) Deputy project manager and Mine manager Ing. Miroslav Vlk (Metrostav a.s., D5)

Interesting information A change in the station construction concept compared with tender documents: Originally the station was planned to be built after the passage of the TBMs. The station is being constructed in advance of the arrival of the TBMs, using an exploratory gallery (Markéta access tunnel). The tunnels are driven using the NATM, without blasting. All excavation is carried out mechanically, using three equipment sets (20 machines in total), with crews of 20 operating in each of the four shifts. The uninterrupted excavation operations are in progress simultaneously at three headings, with the earth transported solely through the Markéta tunnel. The station is located in the immediate vicinity of existing buildings. For that reason adhering to sanitary limits (noise-emitting operations are restricted during night) is thoroughly observed. Measurements of deformations inside the tunnel and on the ground surface within the framework of geomonitoring were added and their frequency was increased. Initial excavation before Petřiny station

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Petřiny station excavation chart

Motol direction

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Veleslavín direction

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Motol Station and adjacent running tunnels Basic data

Cut-and-cover station Station length Platform level below grade Dead-end tail tracks behind the station Length Double-track tunnel (between the TBM assembly shaft and Motol station) Length

217.0 m 5.6 m 406.0 m



Motol station, Pedestrian subway under Kukulova Street – stabilisation of construction pit Stage 1 (6 tiers of anchors) 21. 01. 2011 – 24. 10. 2011 Stage 2 28. 03. 2013 – 22. 04. 2013 Stage 3 09. 09. 2013 – 18. 11. 2013 Pedestrian passage under Kukulova Str. 18. 11. 2013 – 18. 04. 2016

735.0 m

The cut-and-cover station with side platforms is constructed at a shallow depth; the track centre distance is 4.5 m. The construction of the station will be divided into three stages: The first stage is assumed to comprise the excavation of the construction pit and the construction of the cut-and-cover section of the station. The second stage will comprise the excavation of the central part of the construction pit and the construction of the linking structure (a pedestrian subway toward the Motol University College Hospital); the site traffic is diverted to the previously completed part of the station. The third stage will comprise the excavation of the third part of the construction pit (the part closest to the Motol), construction of the pedestrian subway.

Construction work HOCHTIEF CZ a.s. Tunnelling project manager Ing. Bernd Rosenberg Technical coordinator over mining Ing. Gottlieb Blažek Mine manager Ing. Ján Kotrik Project manager for at-grade structures Jiří Kučera Metrostav a.s. coordinator Jiří Kuba (Metrostav a.s., Division 8)

Interesting information Construction works schedule Kateřina access tunnel 165 m long

13. 05. 2010 – 06. 08. 2010

TBM assembly chamber 55 m long

07. 08. 2010 – 08. 11. 2010

Assembly shaft 34 m deep

06. 04. 2010 – 19. 11. 2010

Ventilation plant room – excavation and stabilisat. of construction pit KU1 dimensions 30 x 27 m, depth of 24 m

A change in the construction concept compared with the tender documents: Originally the entire 406 m long tunnel for dead-end tail tracks was designed as a mined structure. Based on newly discovered facts (an insufficiently cohesive cover), the section was divided into a 217 m long mined section and a 189 m long cut-and-cover section. Taking into consideration the change in geotechnical parameters, a 149 m long section of the tunnel was driven under the protection of canopies of 12 m long tubes.

01. 07. 2010 – 10. 01. 2011

Tunnel for dead-end tail tracks

Layout of the tunnel for dead-end tail tracks

mined section (217 m long)

22. 12. 2010 – 30. 05. 2011

cut-and-cover section (189 m long) 17. 05. 2011 – 01. 01. 2012 DN 600 sewer diversion mined section (116 m long) 07. 03. 2011 – 30. 05. 2011 Permanently anchored wall along Kukulova Street 15. 10. 2010 – 20. 01. 2011 Petřiny – Motol track section NATM-driven double-track tunnel (735 m long) 21. 09. 2010 – 01. 03. 2012 Drainage adit and shaft (upper adit 22.5 m long, lower adit 113.5 m long, shaft depth of 9.6 m) 20. 05. 2011 – 12. 10. 2011 05/2010

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Motol station layout

permanently anchored diaphragm wall

pedestrian subway

Motol hospital direction

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TBM-driven running tunnels Single-track running tunnels – basic data Excavated cross-sectional area Length

29 m 2x 4177 m

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The tunnels are driven by two identical TBMs marked as S-609 „Tonda“ and S-610 „Adéla“. The exact name of the machine used is the Earth Pressure Balance Shield (TBM – EPBS). The tunnelling machine set is 102 m long; the cutting head diameter is 6.08 m. It consists of a cutting head, a motor unit, a protective shield and 7 cars carrying equipment required for the fluent running of the machine. The maximum thrust capacity of hydraulic cylinders propelling the machine is 39,926 kN (340 bar). The maximum torque produced by the motor installed on the shield is 4400 kNm. The maximum power input for one TBM is 2.0 MW. The maximum longitudinal gradient of the TBM drives is 3.95 %, which is equal to the limit value for the operation of metro in Prague. The total weight of the TBM without operating fluids amounts to 672 t. The cutting head disintegrating the ground at the face carries 21 disc cutters and 64 ripper teeth. One TBM advance is 1.5 m long; the assumed average advance rate is 12 m per day. TBM crews consist of 10 workers with various specialisations, working in four shifts. The excavation is divided into two stages, i.e. from Vypich to Veleslavín and from Veleslavín to Dejvice.

Construction work Consortium of Metrostav a.s. D8 and D5 Contractor’s project manager and Mine manager Ing. David Cyroň (Metrostav a.s., D5) Deputy project manager Ing. Tomáš Daneš (Metrostav a.s., D8)

Interesting information

The assembly of the entire first TBM took 2 months. A mobile crane with the nominal lifting capacity of 750 t was used for handling of individual parts of the machine, the weight of which exceeded in some cases 60 t. Over 150 heavy trucks were required for the transport of all parts of the two TBMs and auxiliary equipment. The length of a belt conveyor moving the earth from the TBM to the surface will exceed 12 km. A two-component grouting mixture is used for backfilling of the annular space between the excavation and the outer surface of the lining. The segmental lining consists of 5+1 pre-cast segments with the total weight of 16.16 t. The entire route will require 32,400 segments with the total weight of 87,237 t. The segments are produced using water retaining concrete. They are provided with profiled gaskets around the circumference. A Multi-Service Vehicle is used for transporting the segments to the TBM. Its parameters are as follows: velocity of 16 km/hour, loading capacity of 18 t, capability of climbing up to a 15 % gradient. The TBM cooling system must re-pump 14 l of the cooling medium per second. The TBMs were launched from the assembly shaft as follows: Tonda – 12/04/2011, Adéla – 14/07/2011.

Basic components of the TBM

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TBM excavation works schedule Metro V.A Petřiny Veleslavín E2 Červený Vrch Dejvická



TBM arrival Pulling through the station TBM launching (construction pit) at from station Start Finish the station the

L

01. 09. 2011

01. 09. 2011 – 23. 09. 2011

24. 09. 2011

R

16. 10. 2011

02. 12. 2011 – 07. 11. 2011

08. 11. 2011

L

01. 12. 2011

02. 12. 2011 – 31. 12. 2011

07. 01. 2012

R

22. 01. 2012

23. 01. 2012 – 14. 12. 2012

21. 02. 2012

L

18. 01. 2012

18. 01. 2012 – 08. 02. 2012

08. 02. 2012/13. 05. 2012*

22. 02. 2012 – 13. 06. 2012

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04. 03. 2012

04. 03. 2012 – 25. 03. 2012

25. 03. 2012/13. 05. 2012*

01. 04. 2012 – 13. 05. 2012

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12. 06. 2012

12. 06. 2012 – 03. 07. 2012

03. 07. 2012

R

19. 06. 2012

13. 06. 2012 – 10. 07. 2012

10. 07. 2012

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25. 11. 2012

Moving the logistics Start

Finish

R 04. 12. 2012 * Re-launching of the TBM after switching over of the logistics Configuration of pre-cast lining segments

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Geotechnical monitoring Monitoring board It supervises the execution of geotechnical monitoring and assessing of its results as well as the subsequent progress of the work. This consulting body, which is appointed by the client and the provider, consists of experts employed by the client, tunnelling contractor, designer, contractor for geotechnical monitoring and renowned specialists from the academic community.

Chief engineer for monitoring Ing. Tomáš Ebermann (ARCADIS Geotechnika a.s.) Deputy chief engineer for monitoring Ing. Martin Vinter (INSET s.r.o.) Monitoring office manager Jakub Bohátka (ARCADIS Geotechnika a.s.) Deputy monitoring office manager Ing. Stanislav Liška (INSET s.r.o.)

SOD 09 lot – Motol station

SOD 07 lot – Petřiny station

Longitudinal cross-section of Metro Line VA

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Basic data Continual measurements of deformations of tunnels, terrain surface, utility networks and above-ground buildings during the course of the construction. Monitoring over effects of tunnelling and other construction work on the environment (noise levels, vibration levels, changes in the quality and quantity of ground water in wells and springs in the areas of Prague districts 5 and 6 influenced by the construction).

Geotechnical monitoring results are used for adjusting the construction procedures with the aim of diminishing the impact of the construction on the ground surface and existing buildings. The monitoring is carried out by independent professional firms and is managed by the monitoring office.

SOD 05 lot – Veleslavín station

SOD 03 lot – Červený Vrch station

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Excavation of the left-hand tunnel for Červený Vrch station

The construction pit and portal before starting the Veleslavín station excavation

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Excavation of the central tunnel for Petřiny station

Mined part of the tunnel for dead-end tail tracks behind Motol station

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Assembly of the TBM

TBM Tonda in assembly shaft, prepared to start driving

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TBM-driven running tunnel

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Prague Metro Line A Extension, operating section VA, Dejvická – Motol Project owner Dopravní podnik hl. m. Prahy a.s. Client Inženýring dopravních staveb a.s. Contractor Sdružení metro V.A (Dejvická – Motol) consortium Metrostav a.s., Division 8 (Consortium leader) HOCHTIEF CZ a.s. (Consortium member) Designer METROPROJEKT Praha a.s. Tunnelling design supervision ILF Consulting Engineers s.r.o. Contractor for geotechnical monitoring „ARCADIS – INSET“ consortium ARCADIS Geotechnika a.s. (Consortium leader) INSET s.r.o. (Consortium member) Construction period 2010–2014

Published by Metrostav a.s., Division 8, Department of checking and coordination of underground excavation and linear structures, in collaboration with the Public Relations Department Published in August 2011 Copyright © 2011 Metrostav

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