4.7.5 Planning of Construction Method - JICAopen_jicareport.jica.go.jp/pdf/12001715_05.pdf · GREATER CAIRO METRO LINE NO. 4 ... 4.7.5 Planning of Construction Method (1) ... - Construction

JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4

Final Report - Volume 3 4-231

4.7.5 Planning of Construction Method

(1) Typical Consideration

Construction of the station will be located in Pyramid Street which is subject to heavy traffic.

According to the traffic count data, the traffic volume is approximately 2700 - 3800 cars per

hour as shown in Figure 4-188.

Source: JICA Study Team

Figure 4-188 Existing Traffic Condition

In the past construction of the metro station in Egypt, the roads where the stations are

situated have been blocked and diversion routes were provided.

On the other hand, the road is not completely blocked if road decking method is applied as

adopted in many countries including Japan. This is intended to avoid deterioration of the

road service level.

Comparison between the present condition in Egypt and Japan traffic condition during

construction is shown in Figure 4-189, and comparison of total cost is shown in Table 4-69.

If traffic will be blocked during the construction which is usually implemented in Egypt, a

serious traffic congestion as well as social and economic loss will occurr.

Therefore, the construction method should be planned to avoid the blockage of the road as

much as possible.




Figure 4-189 Comparison of Traffic Condition During Construction

Table 4-69 Comparison of Total Cost

Unit: million USD

Non traffic blocked(Minimum 4 lane)

Traffic blocked(Minimum 1 lane)

Road decking cost 2.7 0.0

Cost of Schduleextention

0.8(applox. 4 month)

0.0

Cost of social economical loss 0.5 5.0 ～ 25.0

Total cast 4.0 5.0 ～ 25.0

Note)Above cost is a rough estimate per one station.※　The cost of social economical loss depend on Gross Domestic Product (GDP). Minimum cost, 5 million USD, based on average GDP per one person. Maxmum cost, 25 million USD, based on 5 times of average GDP per one person.

Increaseconstruction cost

Item

※




(2) Construction Method

The arrangement of station for Metro Line 4 Phase 1 is shown in Figure 4-190. Respective

construction method is classified into three types as follows:

- Typical construction method on Pyramids Road: Sta.No.5 - Sta.No.11

- Special construction method on hard point: Sta.No.1 - Sta.No.4

- Special construction method: Sta.No12 – Sta.No.15

Most stations can be constructed by typical construction method.

a) Study on typical construction method on Pyramids Street

i) Location and Consideration

Considerations for typical construction method of stations are as follows

- Construction on Pyramids Road.

- Cut-and-cover method with diaphragm wall and road decking.

- Number of underground floor is two or three.

- Construction is below ground water.

The location of stations constructed through typical construction method is shown in Figure

4-190.


Figure 4-190 Location of Stations Constructed Through Typical Method



ii) Study on the Procedure for Construction

Procedure for construction is shown in Figure 4-191 to Figure 4-200.


Figure 4-191 Construction Procedure (1) of Typical Method

Details of structure for road decking

SOURCE BY Japan Society of Civil Engineers, STANDARD SPECIFICATIONS FOR TUNNELING-2006: Cut and Cover Tunnels

SOURCE BY http://www.sanki-kk.com

Road decking panel

Support pileSupport pile

Figure 4-192 Road Decking






Figure 4-194 Construction Yard for Diaphragm Wall





Profile

PlanUnder ground Ground surface

Lunching shaft of TBM

Construction yardapprox. 3000m2

Profile

PlanUnder ground Ground surface

Lunching shaft of TBM

Construction yardapprox. 3000m2


Figure 4-196 Construction Yard for Excavation and Other Related Works











STEP7- Removal of construction yard- Restoration of road- Completion

Construction yard





iii) Traffic Management

Typical traffic management plan during construction is shown in Figure 4-201 and Figure

4-202.

STEP1: Current traffic condition

App

rox

40m

STEP2: Removal median

Construction yard

LEGEND

Road decking area

STEP3: Construction of Diaphragm wall and Road deck

Construction yard

LEGEND

Road decking area

Approx 3500m2


Figure 4-201 Traffic Management Plan during Implementation of Procedure 1 to 3 of Typical Construction Method




Construction yard

LEGEND

Road decking area

Approx 3500m2

STEP5: Excavation, construction of slab

Construction yard

LEGEND

Road decking area

Approx 2500m2

STEP6: Construction of annex structures

Construction yard

LEGEND

Road decking area

Approx 2500m2

STEP7: Removal of road deck, Restoration of road and Completion


Figure 4-202 Traffic Management Plan during Implementation of Procedure 5 to 7 of Typical Construction Method



b) Study on Special Construction Method on Hard Point at Sta.No.4 (El-Giza)


Considerations for the special construction method are as follows:

- Removal and restoration of existing retaining wall

- Construction of diaphragm wall on ground below groundwater level

- Construction in the vicinity of existing buildings

- Deep excavation (approx. GL-37 m) subject to high water pressure

The location of such construction is shown in Figure 4-203. The vicinity of the station is

shown in Figure 4-204.


Figure 4-203 Complex Location of Sta. No. 4 (El-Giza)

Sta.No.4 (El-Giza)

Underpass

N

Metro Line2ENR


Figure 4-204 Vicinity of Sta. No. 4 (El-Giza)



The present situation and cross section are shown in Figure 4-205 and Figure 4-206,

respectively.

Station

Retaining wall of Underpass

Buildings

Photography point and direction

Photography point and direction


Figure 4-205 Present situation at Location of Sta. No. 4 (El-Giza)

Appr

ox. 3

7m

Approx. 24mApprox. 15m

Seismic Isolation(Rubber,Foamed Polystyrene etc.)


Figure 4-206 Anticipated Completed Section of Sta. No. 4 (El-Giza)

Supplementary explanation regarding the structure

The issue on earthquake is one of the important considerations, The behaviour of the

station and the retaining wall of the underpass during earthquake events will be different.



Therefore, both structures should be isolated using rubber or other similar material.

Installation of such seismic isolation material is illustrated in Figure 4-206.

ii) Study on Procedure for Construction

Procedure for construction should be studied taking full conditions into account.

Countermeasures for special consideration are as follows;

Regarding removal and restoration of existing retaining wall

Observation method with movement sensor

Removal and construction with appropriate procedure

Regarding construction of diaphragm wall on ground below groundwater level

As an auxiliary method, dewatering will be suitable considering cost and constructability.

Fortunately, in this area, consolidation settlement due to dewatering is not expected to

occur because the SPT-Value of clay soil in this area is more than ten according to the

result of geological survey.

The following auxiliary methods of construction should be carried out in accordance with

actual site condition:

Artificial recharge method

Soil improvement before construction of diaphragm wall

Construction with stand pipe

Regarding construction in the vicinity of buildings

Observation method

Regarding deep excavation at locations subject to high water pressure

Soil improvement of embedded section of diaphragm wall before executing

deep excavation

Column-Jet grout method is recommended as the most suitable soil

improvement method for embedded section considering the

following:

Depth of soil improvement is deeper than GL-35 m.

Period of improved effective should be longer than approx two

years.

Deformation of ground should be reduced as much as possible.



Table 4-70 Comparison Table of Soil Improvement Method for Embedded Section of the Diaphragm Wall of Sta. No. 4

Chemical Grouting

Method Jet Grouting Method

Column-Jet Grouting Method

Applicable Depth

Normally less than approximately 30 m.

Normally less than approximately 30 m

Normally less than approximately 60 m

Period of improved effective

Comparatively short Comparatively long Comparatively long

Improved strength

Comparatively low Comparatively high Comparatively high

Evaluation Bad Fair Excellent

Considering above, the procedure for construction is shown in Figure 4-207 and Figure

4-208.




Figure 4-207 Procedure (1) for the Construction of Sta. No.4

ST

EP

4- D

emol

ition

of r

etai

ning

wal

l- I

nsta

llatio

n of

road

dec

king

- Exe

cutio

n of

soi

l im

prov

emen

t- C

onst

ruct

ion

of d

iaph

ragm

wal

l

Con

stru

ctio

n ya

rd

Dem

oliti

on o

f ret

aini

ng w

all

road

dec

king So

il im

prov

emen

t

Dia

phra

gm w

all

Soil

impr

ovem

ent

ST

EP

5- C

onst

ruct

ion

of s

lab

- Res

tora

tion

of w

allCon

stru

ctio

n ya

rd

Res

tora

tion

of W

all

Slab

ST

EP

6- C

onst

ruct

ion

of s

lab

- Rem

oval

of r

oad

deck

ing

Con

stru

ctio

n ya

rd

Slab

ST

EP

1- I

nsta

llatio

n of

mov

emen

t sen

sor

App

rox.

15m

App

rox.

24m

Mov

emen

t sen

sor

Mov

emen

t sen

sor

ST

EP

2- E

xecu

tion

of s

oil i

mpr

ovem

ent f

or a

djac

ent b

uild

ing

- Con

stru

ctio

n of

dia

phra

gm w

all

- Exe

cutio

n of

soi

l im

prov

emen

t- I

nsta

llatio

n of

road

dec

king

Con

stru

ctio

n ya

rd

Soil

impr

ovem

ent

Soil

impr

ovem

ent

Roa

d de

ckin

g

Dia

phra

gm w

all

ST

EP

3- L

ane

chan

ge- E

xcav

atio

n- I

nsta

llatio

n of

ear

th a

ncho

r

Con

stru

ctio

n ya

rd

Exca

vatio

nEa

rth

anch

orEa

rth

anch

or

Lane

cha

nge




Figure 4-208 Procedure (2) for the Construction of Sta. No.4

ST

EP

7- C

onst

ruct

ion

of s

lab

- Rem

oval

of r

oad

deck

ing

Con

stru

ctio

n ya

rd

Slab

Con

stru

ctio

n sl

ab a

nd e

xcav

atio

n

Tem

pora

ry b

eam

ST

EP

8- R

emov

al o

f roa

d de

ckin

g- C

onst

ruct

ion

of re

tain

ing

wal

l

Con

stru

ctio

n ya

rd

ST

EP

9- R

emov

al o

f con

stru

ctio

n ya

rd- R

esto

ratio

n of

road

- Rem

oval

of m

ovem

ent s

enso

r- C

ompl

etio

n

Con

stru

ctio

n ya

rd




Conceptual traffic management plan during construction is shown in Figure 4-209 to Figure

4-211.


STEP2: Remove median etc.

Construction yard

LEGEND

Road decking area

More than 2000m2


Construction yard

LEGEND

Road decking area

More than 2000m2

Approx 2000m2

App

rox

15m

App

rox

24m


Figure 4-209 Traffic Management Plan during Implementation of Procedure 1 to 3 for the Construction of Sta. No.4



STEP4: Removal structre, installation dack and construction diaphragm wall

Construction yard

LEGEND

Road decking area

More than 2000m2

Approx 2500m2

STEP5: Removal underpass structre, installation dack and construction of Diaphragm

Construction yard

LEGEND

Road decking area

More than 2000m2

Approx 2500m2

STEP6: Construction of annex structures(1)

Construction yard

LEGEND

Road decking area

More than 2000m2

Approx 2500m2


Figure 4-210 Traffic Management Plan during Implementation of Procedure 5 to 6 for the Construction of Sta. No.4




Construction yard

LEGEND

Road decking area

More than 2000m2

Approx 2500m2

STEP8: Construction of annex structures(3) and restoration of underpass

Construction yard

LEGEND

Road decking area

More than 2000m2

Approx 2500m2



Figure 4-211 Traffic Management Plan during Implementation of Procedure 7 to 9 for the Construction of Sta. No. 4



c) Study on Special Construction Method at Complex Location, Sta. No. 3 (El-Nile)



- Underpinning of El Giza Flyover

- Construction at the narrow space

- Construction under flyover (with minimum clearance of 5 m)

- Deep excavation (approx. GL-46 m) subject to high water pressure

The longitudinal location is shown in Figure 4-212 while the aerial photograph of the station

location is shown in Figure 4-213.


Figure 4-212 Complex of Location of Sta. No. 3 (El-Nile)

Sta.No.3 (El-Nile)

El-Giza Flyover Ramp N


Figure 4-213 Vicinity of Sta. No. 3 (El-Nile)



The present situation and cross section is shown Figure 4-214 and Figure 4-215

respectively.


Figure 4-214 Present Situation of Sta. No. 3 (El-Nile) Ap

prox

. 46m

El-Giza Flyover


Figure 4-215 Anticipated Completed Section of Sta. No. 3 (El-Nile)



ii) Study on Procedure of Construction

The procedure for construction should be studied taking all special considerations into

account. Countermeasures for such special considerations are as follows:

Regarding underpinning of El Giza Flyover


Regarding construction at narrow space

Observation method

Use special equipment shown in Figure 4-216.


Figure 4-216 Special Equipment (Portal Frame) for Construction of Diaphragm Wall at Narrow Road

Regarding construction under flyover (with minimum clearance of 5 m)

Observation method

Use special equipment shown in Figure 4-217.

Source: BMX Catalogue

Figure 4-217 Special Equipment, BMX, for Construction of Diaphragm Wall



Regarding deep excavation subject to high water pressure

Soil improvement of embedded section of diaphragm wall prior to deep

excavation

Column-jet grout method is recommended as the most suitable soil

improvement method for the embedded section, considering the

following:


Soil improvement should be effective for more than

approximately two years.


Table 4-71 Comparison Table of Soil Improvement Method for Embed Section of the

Diaphragm Wall of Sta. No. 3

Chemical Grouting



Applicable Depth

Normally less than approx 30m.

Normally less than approx.30m

Normally less than approx. 60m



Improved strength


Evaluation Bad Fair Excellent Source: JICA Study Team


4-219.




Figure 4-218 Procedure 1 to 5 for the Construction of Sta. No. 3

ST

EP

1- I

nsta

llatio

n of

mov

emen

t sen

sor

App

rox.

24m

Mov

emen

tse

nsor

ST

EP

2- E

xecu

tion

of s

oil i

mpr

ovem

ent a

roun

d ex

istin

g pi

le.

- Con

stru

ctio

n of

dia

phra

gm w

all

- Exe

cutio

n of

soi

l im

prov

emen

t of b

otto

m- I

nsta

llatio

n of

road

dec

king

Con

stru

ctio

n ya

rd

Dia

phra

gm w

all

Soil

impr

ovem

ent

Roa

d de

ckin

g

Soil

impr

ovem

ent

ST

EP

3- C

onst

ruct

ion

of d

iaph

ragm

wal

l- E

xecu

tion

of s

oil i

mpr

ovem

ent

Con

stru

ctio

n ya

rd

Dia

phra

gm w

all

Soil

impr

ovem

ent

Roa

d de

ckin

g

ST

EP

4- E

xcav

atio

n- I

nsta

llatio

n su

ppor

t gird

er a

nd ja

ck(S

uppr

t gird

er is

con

nect

ed u

nder

the

road

dec

king

)

Con

stru

ctio

n ya

rd

Jack

Exca

vatio

nSu

ppor

t gird

er

ST

EP

5- E

xcav

atio

n- C

onst

ruct

ion

of to

p sl

ab

Con

stru

ctio

n ya

rd

Exca

vatio

n

Con

stru

ctio

n of

top

slab

Ref

eren

ce p

hoto

grap

hSp

ecia

l equ

ipm

ent,

pota

l fra

me,

for c

onst

ruct

ion

of d

iaph

ragm

wal

l in

narro

w ro

ad




Figure 4-219 Procedure 6 to 8 for the Construction of Sta. No. 3

ST

EP

6- E

xcav

atio

n- R

emov

al o

f roa

d de

ckin

g- C

onst

ruct

ion

of b

ase

conc

rete

for p

iar

Con

stru

ctio

n ya

rd

Exca

vatio

n

ST

EP

7- R

epet

atio

n of

con

stru

ctio

n sl

ab a

nd e

xcav

atio

n

Con

stru

ctio

n ya

rd

Con

stru

ctio

n of

sla

ban

d ex

cava

tion

ST

EP

8- R

emov

al o

f con

stru

ctio

n ya

rd- R

esto

ratio

n of

road

- Rem

oval

of m

ovem

ent s

enso

r- C

ompl

etio

n

Con

stru

ctio

n ya

rd

Tem

pora

ry b

eam

Bas

e co

ncre

te





4-222.

STEP3: Construction of Diaphragm wall and Road deck(1)

Construction yard

LEGEND

Road decking area

Approx 2000m2

Approx

800m2


App

rox

24m

STEP2: Remove Fence





STEP5: Construction of Diaphragm wall and Road

Construction yard

LEGEND

Road decking area


Construction yard

LEGEND

Road decking area

Closed Road in night time

STEP4: Construction of Diaphragm wall and Road

Construction yard

LEGEND

Road decking area

Approx 2500m2

Approx 1000m2

Approx 1000m2

Approx

800m2

Approx

800m2

Approx

800m2


Figure 4-221 Traffic Management Plan during Implementation of Procedure 4 to 6 for the Construction Sta. No. 3



STEP7: Excavation, construction of slab and underpinning etc.

Construction yard

LEGEND

Road decking area

Approx 1000m2


Construction yard

LEGEND

Road decking area

Approx 1000m2

STEP9: Removal road deck, Restoration road and Completion

Approx

800m2

Approx

800m2





d) Study on Special Construction Method at Complex Location, Sta. No. 2 (El-Rauda)



- Obstructing buildings (Flat, Gas Station, Food Shop)

- Deep excavation (approx. GL-46m) subject to high water pressure




Figure 4-223 Complex Location of Sta. No. 2 (El-Rauda)

N

Sta.No.2 (El-Rauda)

Flat Gas Station Food Shop


Figure 4-224 Vicinity of Sta. No. 2 (El-Rauda)



The present situation and cross section is shown in Figure 4-225 and Figure 4-226,

respectively.


Figure 4-225 Present situation of Sta. No. 2 (El-Rauda)

Obstacle buildings(Flat, Gas station andFood Shop)

Appr

ox. 3

7m


Figure 4-226 Anticipated Completed Section of Sta. No. 2 (El-Rauda)



ii) Study on Procedure for Construction

Procedure for construction should be studied taking all special considerations into account.

Countermeasures for such special consideration are as follows:

Regarding obstructing buildings (Flat, Gas Station, Food Shop)

The most suitable construction method is studied from the perspective of social impact,

constructability and cost of construction and land acquisition. Alternative construction

methods to be applied are as follows.

- Cut-and-Cover Method without Underpinning

- Cut-and-Cover Method with Underpinning for important structure (Flat)

- Non-Cut-and-Cover Method, Pre-Shell Method

- Non-Cut-and-Cover Method, Multi Face Shield Tunneling Method

Regarding above construction methods, a comparison table is shown in Table 4-72. As

described in said table, the cut-and-cover method is recommended for both cases. In

case land acquisition of important structure (flat) is impossible, the cut-and-cover method

with underpinning for important structure (flat) will be recommended.

Table 4-72 Comparison Table of Construction Method for Sta. No. 2


Without underpinningWith underpinning

for important structure*)Pre-shell Method

Multi Face ShieldTunneling Method

Impactto Social environment

Need the landacquisition of threebuildings crossing

station(+)

Need the landacquisition of 2 buildings

crossing station(++)

No need the landacquisition of 3 buildings

crossing station(+++)



ConstructivityNomal cut and cover

method(+++)

Cut and cover methodwith underpinning of 1

buildings(+)

No need underpinningand something like that.

(++)

No need underpinningand something like that.

(++)

Cost Ratio of constructionand land acquisition

Base cost1.00 (Base)

(+++)

A bit expensiveapprox.1.05

(+++)

Expensiveapprox.1.15

(++)

Expensiveover.2.00

(+)

Upper construction cost ratioLower Land acquisition cost ratio

(0.87)(0.13)

(approx. 1.00)(approx. 0.05)

(approx. 1.15)(0.00)

(over 2.00)(0.00)

Total Evaluation +++ +++ ++ +

Construction method

Cut and Cover Non-Cut and Cover

Note: Evaluation= Good <-- +++ , ++ , + --> Poor *) Important structure is flat or Mosqu.

Excellent Excellent Good Fair



Non-Cut-and-Cover Method, Pre-Shell Method

The pre-Shell method is one of the advance technologies for underground development.

The outline of this construction method is shown in Figure 4-227.

Installation of the Special Elementusing pipe jacking machine

STEP1 STEP2

Construction of Pre-Shell Structureinside the Special Element

STEP3

Excavation in Pre-Shell Structure

Element

Waterproof zone

Detail of Pre-Shell Structure

Element

Reinforcement Cage

Joint

Special equipment etc.

Construction Procedure

Source: Japanese Contractor

Figure 4-227 Pre-Shell Method

Non-Cut-and-Cover Method, Multi Face Shield Tunnelling Method

Multi face shield tunnelling method is also one of the advance technologies in underground

construction. Figure 4-228 shows multi face shield TBM used in the construction of

IIDABASHI Station in Tokyo, Japan.


Figure 4-228 Multi Face Shield TBM



Regarding Deep excavation in high water pressure

Soil improvement of embed section of diaphragm wall before deep excavation

Column-jet grout method is recommended as the most suitable soil

improvement method for embedded section considering the

following:


Soil improvement should be effective for more than approx two

years.


Table 4-73 Comparison Table of Soil Improvement Method for the Embed Section of the


Chemical Grouting


*) Column-Jet Grouting

Method *)

Applicable Depth






Improved strength


Evaluation Bad Fair Excellent *) Note: JSG method and Column jet grout method is explained in the following figure.

Figure 4-229 JSG Method and Column Jet Grout Method

JSG method cuts, mixes and replaces the ground with compressed air andhigh pressure cement slurry by the double pipe to create columns of stabilized soil.

Column jet grout method cuts the ground with compressed air and high pressure water and replaces with cement slurry by the triple pipe to create columns of stabilized soil.



Considering above, the procedure for construction is shown in Figure 4-230.

Additionally, the procedure for underpinning buildings (flats) is shown in Figure 4-231 and

Figure 4-232.




Figure 4-230 Procedure for Construction of Sta. No. 2: Standard Section

ST

EP

1- E

xist

ing

cond

ition

- Pre

dem

oliti

on o

f gas

sta

tion

and

shop

Pre-

dem

oliti

on o

f gas

stat

ion

and

shop

App

rox.

20m

ST

EP

2- C

onst

ruct

ion

of d

iaph

ragm

wal

l- E

xecu

tion

of s

oil i

mpr

ovem

ent

- Ins

talla

tion

of ro

ad d

ecki

ng

Con

stru

ctio

n ya

rd

Dia

phra

gm w

all

Soil

impr

ovem

ent

Roa

d de

ckin

g

ST

EP

3- L

ane

chan

ge- C

onst

ruct

ion

of d

iaph

ragm

wal

l- E

xecu

tion

of s

oil i

mpr

ovem

ent

- Ins

talla

tion

of ro

ad d

ecki

ng

Con

stru

ctio

n ya

rd

Soil

impr

ovem

ent

Roa

d de

ckin

g

Dia

phra

gm w

all

Lane

cha

nge

ST

EP

4- L

ane

chan

ge- E

xcav

atio

n- C

onst

ruct

ion

of to

p sl

ab

Con

stru

ctio

n ya

rd

Exca

vatio

n

Top

slab

Lane

cha

nge

ST

EP

5- R

emov

al o

f roa

d de

ckin

g- E

xcav

atio

n

Con

stru

ctio

n ya

rd

Top

slabE

xcav

atio

n

ST

EP

6- R

epita

tion

of c

onst

ruct

ion

of s

lab

and

exca

vatio

n- R

emov

al o

f con

stru

ctio

n ya

rd- R

esto

ratio

n of

road

- Com

plet

ion

Con

stru

ctio

n ya

rd

Con

stru

ctio

n of

sla

ban

d ex

cava

tion




Figure 4-231 Procedure 1 to 5 for the Construction of Sta. No. 2: Underpinning Section

Pre-

dem

olis

hed

Gas

sta

tion

and

Shop

are

a

Flat

Dia

phra

gm w

all

Tem

pora

ry w

all

for U

nder

pini

ng

Gui

de o

f cr

oss

sect

ion

(A-A

)

AA

Exis

ting

Con

ditio

nS

TE

P1

- Ins

talla

tion

Mov

emen

t sen

cor o

n bu

ildin

g.

ST

EP

2- C

onst

ruct

ion

of th

e rig

id s

lab

for p

reve

ntio

n o f

diffe

rent

ial s

ettle

men

t.- I

nsta

llatio

n of

jack

s fo

r con

trol

of b

uild

ing'

s st

abili

ty

ST

EP

3- C

onst

ruct

ion

of th

e te

mpo

rary

reta

inin

g w

all.

ST

EP

4- E

xcav

atio

n of

bot

h si

de

Rig

id s

lab

for

prev

entio

n of

diffe

rent

ial

settl

emen

t.

Jack

Tem

pora

ryre

tain

ing

wal

lEx

cava

tion

Exca

vatio

n

ST

EP

5- E

xcut

ion

of h

oriz

onta

l inj

ectio

n fo

r dew

ater

ing

Inje

ctio

n

Mov

emen

tSe

nsor

CO

NS

TR

UC

TIO

N P

RO

CE

DU

RE

of

Sta

.No2

(El-R

auda

)C

ross

sec

tion

(A

-A)




Figure 4-232 Procedure 6 to 9 for the Construction of Sta. No. 2: Underpinning Section

ST

EP

6- E

xcav

atio

n of

drif

t and

inst

alla

tion

gird

er

gird

er

ST

EP

7- E

xcav

atio

n of

und

er b

uild

ing

until

5m

of h

ead

clea

ranc

e- R

emov

al o

f bui

ldin

g's

foun

datio

n- I

njec

tion

for d

ewat

erin

g

5mEx

cava

tion

Rem

oval

of

build

ing'

s

Inje

ctio

n

ST

EP

8- C

onst

ruct

ion

of S

uppo

rt p

ile

Tem

pora

rySu

ppor

t pile

ST

EP

9- C

hang

ing

of b

uild

ing'

s su

ppor

t.- R

emov

al o

f Tem

pora

ry w

all.

Cha

ngin

g of

buiid

ing'

s su

ppor

t

Rem

oval

of

tem

pora

ry w

all

ST

EP

10- E

xcav

atio

n an

d re

mov

al o

f tem

pora

ry s

uppo

rt a

ndw

all

- Con

stru

ctio

n of

sta

tion

stru

ctur

e

ST

EP

11- F

illin

g of

sur

roun

d sp

ace

of ja

ck- R

esto

ratio

n of

road

- Rem

oval

of m

ovem

ent s

enco

r- C

ompl

etio

n

Filli

ng

Exca

vatio

n an

d C

onst

ruct

ion

of s

tatio

n st

ruct

ure





4-235.


STEP2: Remove median and underpinning building

Construction yard

LEGEND

Road decking area

Precondition isLand acquisition

App

rox

20m

Approx 1800m2


Figure 4-233 Traffic Management Plan during the Implementation of Procedure 1 and 2 for the Construction of Sta. No. 2






Construction yard

LEGEND

Road decking area

Construction yard

LEGEND

Road decking area

Construction yard

LEGEND

Road decking areaConstruction yard

LEGEND

Road decking area

Approx 2000m2

Approx 2500m2

Approx 1000m2

Approx 1800m2

Approx 1800m2


Figure 4-234 Traffic Management Plan during the Implementation of Procedure 3 to 5 for the Construction of Sta. No. 2




Construction yard

LEGEND

Road decking areaConstruction yard

LEGEND

Road decking area

STEP7: Removal road deck, Restoration road and Completion

Approx 2500m2



STEP6:



e) Study on Special Construction Method at Complex Location, Sta. No. 1 (El-Malek El-Saleh)



- Obstructing buildings (Mosque, Flat1 and Flat2) at Turn Back section

- Construction in the vicinity of underpass, Metro Line1 etc.

- Deep excavation (approx. GL-32m) subject to high water pressure




Figure 4-236 Complex Location of Sta. No. 1 (El-Malek El-Saleh)

Sta.No.1 (El-Malek El-Saleh)Turn Back Section

Mosqu Flat1 Flat2

N

Underpass

Metro Line1


Figure 4-237 Vicinity of Sta.No.1 (El-Malek El-Saleh)



The present situation and cross section is shown in Figure 4-238 and Figure 4-239,

respectively.

Sta.No.1 (El-Malek El-Saleh)Turn Back Section

Mosqu Flat Flat

N

Underpass

Metro Line1

Photo direction

MosquFlat1Flat2


Figure 4-238 Present Situation of Sta. No. 1 (El Malek El Saleh)

Appr

ox. 3

2m


Figure 4-239 Anticipated Completed Section of Sta. No. 1 (El Malek El Saleh)



ii) Study on Procedure of Construction

Procedure for construction should be studied taking all special considerations into account.

Countermeasures for such special consideration are as follows:

Regarding obstructing buildings (Mosqu, Flat 1 and Flat 2) at Turn Back section

The most suitable construction method is studied from the perspective of social impact,

constructability and cost of construction and land acquisition. Alternative construction

methods to be applied are as follows:

- Cut-and-Cover-Method without Underpinning

- Cut-and-Cover-Method with Underpinning for important structure (Flat)

- Non-Cut-and-Cover Method, Pre-Shell Method

- Non-Cut-and-Cover Method, Multi Face Shield Tunneling Method

Regarding above construction methods, a comparison table is shown in Table 4-74. As

described in said table, the non-cut-and-cover method, pre-shell method will be

recommended.

Table 4-74 Comparison Table of Tunnel Construction Method for Turn Back Section Behind Sta. No. 1


Without underpinningWith underpinning

for important structure*)Pre-shell Method

Multi Face ShieldTunneling Method

Impactto Social environment

Need the landacquisition of 3 buildings

crossing station(+)


crrossing station(++)





ConstructivityNomal cut and cover

method(+++)

Cut and cover methodwith underpinning of 3

buildings(+)

No need underpinning orsomething like that.

(++)

No need underpinning orsomething like that.

(++)

Cost Ratio of constructionand land acquisition

Base cost1.00 (Base)

(+++)

Almost same as base costapprox.1.00

(+++)

Almost same as base costapprox.1.00

(+++)

Expensiveover.2.00

(+)

Upper construction cost ratioLower Land acquisition cost ratio

(0.76)(0.24)

(approx. 1.00)(0.00)

(approx. 1.00)(0.00)

(over 2.00)(0.00)

Total Evaluation ++ ++ +++ +

Construction method

Cut and Cover Non-Cut and Cover

Note: Evaluation= Good <-- +++ , ++ , + --> Poor *) Important structure is flat or Mosqu.

ExcellentGood Fair Good



Non-Cut-and-Cover Method, Pre-Shell Method

Pre-shell method is shown and described in Figure 4-227 of the preceding section.

Non-Cut-and-Cover Method, Multi Face Shield Tunnelling Method

Multi face shield tunnelling method is shown and described in Figure 4-228 of the

preceding section.

Regarding construction in the vicinity of underpass, Metro Line1 etc.


Deep excavation subject to high water pressure

Soil improvement of embedded section of diaphragm wall prior to deep

excavation.

Column-Jet Grout Method is recommended as the most suitable soil

improvement method for embed section considering the following:


Soil improvement should be effective for a period longer than

approximately two years.


Table 4-75 Comparison Table of Soil Improvement Method for the Embed Section of the


Chemical Grouting



Applicable Depth






Improved strength


Evaluation Bad Fair Excellent


Additionally, the procedure for the construction of turn back section behind Sta.No.1 is

shown in Figure 4-241 and Figure 4-242.




Figure 4-240 Procedure for Construction of Sta. No. 1

CO

NS

TR

UC

TIO

N P

RO

CE

DU

RE

of

Sta

.No1

(El-M

alek

El-S

aleh

)

ST

EP

1- I

nsta

llatio

n of

mov

emen

t sen

sor.

Mov

emen

t sen

sor

ST

EP

2- C

onst

ruct

ion

of D

iaph

ragm

wal

l.- E

xecu

tion

of s

oil i

mpr

ovem

ent

- Ins

talla

tion

of R

oad

deck

ing.

Dia

phra

gm w

all

Roa

d de

ckin

g

ST

EP

3- C

onst

ruct

ion

of D

iaph

ragm

wal

l.- E

xecu

tion

of s

oil i

mpr

ovem

ent

- Ins

talla

tion

of R

oad

deck

ing.

Dia

phra

gm w

all

Roa

d de

ckin

gC

onst

ruct

ion

yard

Con

stru

ctio

n ya

rd

ST

EP

4- E

xcav

atio

n an

d C

onst

ruct

ion

of to

p sl

ab.

Exca

vatio

n

Top

slab

Con

stru

ctio

n ya

rd

ST

EP

5- E

xcav

atio

n- R

emov

al o

f roa

d de

ckin

g

Exca

vatio

n

Con

stru

ctio

n ya

rd

ST

EP

6- R

epet

atio

n of

Exc

avat

ion

and

Con

stru

ctio

n of

sla

b.- R

emov

al o

f con

stru

ctio

n ya

rd a

nd re

stor

atio

n of

road

- Rem

oval

of m

ovem

ent s

enso

r- C

ompl

etio

n

Rem

oval

of m

ovem

ent s

enso

r

Soil

impl

ovem

ent

Soil

impl

ovem

ent

Con

stru

ctio

n ya

rd

App

rox.

4m

Soil

impl

ovem

ent

Tem

pora

ry b

eam

Con

stru

ctio

n sl

ab a

nd e

xcav

atio

n




Figure 4-241 Procedure 1 to 4 for the Construction of Sta. No. 1: Turn Back Section Behind

CO

NS

TR

UC

TIO

N P

RO

CE

DU

RE

of

Sta

.No1

(El-M

alek

El-S

aleh

)

Shaf

t

ST

EP

1- I

nsta

llatio

n of

mov

emen

t sen

sor

ST

EP

2- C

onst

ruct

ion

of la

unch

sha

ft- E

xecu

tion

of s

oil i

mpr

ovem

ent f

or d

ewat

erin

g at

laun

ch s

haft

and

arriv

al s

haft

Soil

impr

ovem

ent f

or d

ewat

erin

g(a

t lau

nch

shaf

t and

arr

ival

sha

ft)

Mov

emen

tSe

nsor

ST

EP

3- C

onst

ruct

ion

of P

re-S

hell

by c

lose

d ho

rizon

tal

borin

g m

achi

ne.

-

Pre-

Shel

lD

o =

appr

ox.2

.4m

ST

EP

4- C

onst

ruct

ion

of s

truc

ture

and

exe

cutio

n of

wat

ercu

t off

in P

re-S

hell

Con

stru

ctio

n of

str

uctu

re in

Pre-

Shel

l

Mos

que

AA

Gui

de o

f cr

oss

sect

ion

(A-A

)

Non

-cut

and

cov

er m

etho

dL=

105m

(app

rox)

Sha

ft

Pip

e ja

ckin

g m

ach

ine

(cl

ose

d t

ype

)E

lem

en

t

Wat

erpr

oof z

one

De

tail

of

Pre

-Sh

ell

Str

uct

ure

Elem

ent

Rei

nfor

cem

ent C

age

Join

t

Ref

eren

ce

Cro

ss s

ecti

on (

A-A

)

Bu

ildin

g




Figure 4-242 Procedure 5 to 7 for the Construction of Sta. No. 1: Turn Back Section Behind

ST

EP

5- E

xcav

atio

n in

Pre

-She

ll

Exca

vatio

n

ST

EP

6- C

onst

ruct

ion

of in

ner l

inin

g

Inne

r lin

ing

ST

EP

7- R

emov

al o

f mov

emen

t sen

sor

- Com

plet

ion

Approx 35 m

Approx 20 m

Rem

oval

of

sens

or





4-245.

STEP3: Construction of Diaphragm wall and installation of road deck(1)

Construction yard

LEGEND

Road decking area

STEP2: Removal of median

Construction yard

LEGEND

Road decking area

Approx

1500m2

Approx 4000m2


App

rox

16m

Mosque

Building






Construction yard

LEGEND

Road decking area

Approx 4000m2Approx

700m2

STEP5: Excavation, Construction slab and Construction of PreShell

Construction yard

LEGEND

Road decking area

Approx

700m2Approx 4000m2


Construction yard

LEGEND

Road decking area

Approx

700m2

Approx 4000m2

Approx 4000m2






Construction yard

LEGEND

Road decking area

Approx

700m2

Approx 4000m2


Construction yard

LEGEND

Road decking area

Approx

700m2

Approx 4000m2

STEP9: Removal of road deck, Restoration of road and

Mosque

Building





f) Study on Special Construction Method, Sta. No. 12


Consideration for the special construction method is as follows,

- Construction on the traffic at the vicinity of El Remayah Square

The longitudinal location is shown in Figure 4-246 while the aerial photo of the station



Figure 4-246 Location of Sta. No. 12 (El Remayah)

N

Sta.No.12 (El-Remayah)


Figure 4-247 Vicinity of Sta. No. 12 (El Remayah)



The cross section of Sta. No. 12 is shown in Figure 4-248.

Appr

ox. 2

3m


Figure 4-248 Anticipated Completed Section of Sta. No. 12 (El Remayah)

ii) Study on the Procedure for Construction

Procedure for construction should be studied taking full conditions into account. The

countermeasure for such special consideration is to adopt the road deck method for the

construction in the vicinity of El Remayah Square.


4-250.




Figure 4-249 Procedure 1 to 5 for the Construction of Sta. No. 12 (El-Remayah)

CO

NS

TR

UC

TIO

N P

RO

CE

DU

RE

of

Sta

.No1

2

- Exi

stin

g co

nditi

on

App

rox.

40m

ST

EP

1- L

ane

chan

ge- C

onst

ruct

ion

of d

iaph

ragm

wal

l- E

xecu

tion

of s

oil i

mpr

ovem

ent

- Ins

talla

tion

of ro

ad d

ecki

ng

Con

stru

ctio

n ya

rd

Dia

phra

gm w

all

Lane

cha

nge

Soil

impl

ovem

ent

ST

EP

2- L

ane

chan

ge- C

onst

ruct

ion

of d

iaph

ragm

wal

l- E

xecu

tion

of s

oil i

mpr

ovem

ent

- Ins

talla

tion

of ro

ad d

ecki

ng

Con

stru

ctio

n ya

rd

Dia

phra

gm w

all

Lane

cha

nge So

il im

plov

emen

t

ST

EP

3- L

ane

chan

ge- E

xcav

atio

n- C

onst

ruct

ion

of s

lab

Con

stru

ctio

n ya

rd

Top

slab

Exca

vatio

n

ST

EP

4- R

emov

al o

f roa

d de

ckin

g- E

xcav

atio

n

Con

stru

ctio

n ya

rd

Exca

vatio

n

ST

EP

5- I

nsta

lltat

ion

of te

mpo

rary

sup

port

- Exc

avat

ion

Con

stru

ctio

n ya

rd

Tem

pora

ry s

uppo

rt

Exca

vatio

n




Figure 4-250 Procedure 6 to 8 for the Construction of Sta. No. 12 (El Remayah)

ST

EP

6- I

nsta

lltat

ion

of te

mpo

rary

sup

port

- Exc

avat

ion

Con

stru

ctio

n ya

rd

Tem

pora

ry s

uppo

rt

Exca

vatio

n

ST

EP

8- C

onst

ruct

ion

of s

peci

al s

truc

ture

- Rem

oval

of c

onst

ruct

ion

yard

- Res

tora

tion

of ro

ad- C

ompl

etio

n

Spec

ial s

truc

ture

ST

EP

7- C

onst

ruct

ion

of b

otto

m s

lab

- Rem

oval

of t

empo

rary

sup

port

Con

stru

ctio

n ya

rd

Bot

tom

sla

b




Conceptual traffic management plan during the construction is shown in Figure 4-249 to

Figure 4-253.

STEP2: Removal of median


Construction yard

LEGEND

Road decking area

Appr

ox

40m







STEP5: Excavation and Construction slab

Approx 3500m2

Construction yard

LEGEND

Road decking area

Construction yard

LEGEND

Road decking area

Approx 3500m2

Construction yard

LEGEND

Road decking area

Approx 3000m2

Approx

3000m2

Approx

3000m2

Approx

3000m2





M4 W - Sta.12



Construction yard

LEGEND

Road decking area

Approx 3000m2Approx

3000m2





g) Study on the Special Construction Method, Sta. Nos. 13-15



- Construction in a suburban area

- Construction on the slope (Sta.No.13)

- Deep excavation (Sta.No.13)

The longitudinal location is shown in Figure 4-254 while the aerial photo of stations’ location

is shown in Figure 4-255.


Figure 4-254 Location of Sta. Nos. 13-15

Sta.No.13Sta.No.14

Sta.No.15

N


Figure 4-255 Vicinity at Sta. Nos. 13-15



Cross section of Sta.No.13 shown in Figure 4-256 is typical to Station Nos. 14 and 15.

Appr

ox. 4

0m


Figure 4-256 Anticipated Completed Section of Sta. No. 13

ii) Study on the procedure of construction

Procedure for construction should be studied taking all considerations into account.

Countermeasures for such special considerations are as follows;

Regarding construction in a suburban area

Initiate simple temporary diversion road for the existing traffic control instead

of adopting road decking during construction at Sta.No13 and Sta.No.14

Neither diversion road nor road decking is required at Sta.No15.

Regarding construction on the slope near Sta.No.13

Provide staging to adjust inclination as shown in Figure 4-257 or other related

countermeasures.




Figure 4-257 Staging to Adjust Inclination


Staging for adjust incline

Staging to adjust inclination




Figure 4-258 Procedure for the Construction of Sta. No. 13

CO

NS

TR

UC

TIO

N P

RO

CE

DU

RE

of

Sta

.No1

3-14

ST

EP

1- C

onst

ruct

ion

of te

mpo

rary

road

.S

TE

P2

- Lan

e ch

ange

- Con

stru

ctio

n of

dia

phra

gm w

all

- Exe

cutio

n of

soi

l im

prov

emen

t

Con

stru

ctio

n ya

rdC

onst

ruct

ion

yard

Tem

pora

ry R

oad

ST

EP

4- R

emov

al o

f con

stru

ctio

n ya

rd- R

esto

ratio

n ro

ad a

nd la

ne c

hang

e.

Dia

phra

gm w

all

Soil

impr

ovem

ent

Lane

cha

nge

ST

EP

3- R

epet

atio

n of

exc

avat

ion

and

cons

truc

tion

of s

lab.

Con

stru

ctio

n ya

rd Exca

vatio

n an

dC

onst

ruct

ion

slab

Res

tora

tion

road

Lane

cha

nge

ST

EP

5- C

ompl

etio

n




Conceptual traffic management plan during the construction at Sta.No13 and Sta.No.14 is

shown in Figure 4-259.

Meanwhile, since Sta. No. 15 will be constructed in an open space, traffic management

during its construction will not be required.

STEP2: Removal of median and construction temporary road


STEP3: Excavation and construction structure

Approx

10000m2



Figure 4-259 Traffic Management Plan during the Implementation of Procedure fo the Construction of Sta. Nos. 13 and 14



4.7.6 Construction Schedule

(1) General Condition

For the study of the construction schedule, main conditions to be considered are as follows;

Construction method and procedure as shown in previous sections

Adopt three work shifts

Working rate of twenty four days per month

(2) Schedule of Station Construction

Construction schedule chart for each station is shown in Figure 4-260 to Figure 4-262.

Approximate construction period for each station and reasons why some stations require

comparatively long construction period are tabulated as follows;

Table 4-76 Summary of Station Construction Period

Name of stationPeriodapprox.(year)

Note(Reason of comparatively long construction period)

Station No.1 (El-Malek El-Saleh) 5 Deep excavation, Underpinning of Building(Pre-Shell Method)Station No.2 (El-Rauda) 5 Deep excavation, Underpinning of BuildingStation No.3 (El-Nile) 6 Deep excavation, Underpinning of Giza Flyover, Narrow yardStation No.4 (El-Giza) 6 Deep excavation, Demolition and Restration of UnderpassStation No.5 3Station No.6 4Station No.7 4Station No.8 4Station No.9 3Station No.10 3Station No.11 4Station No.12 (El-Rauda) 4Station No.13 3Station No.14 3Station No.15 3




Figure 4-260 Detailed Schedule for the Construction of Sta. Nos. 1 to 3

Con

stru

ctio

n S

ched

ule

for

Pha

se-1

Det

ail o

f sc

hedu

le f

or E

ach

Sta

tion

con

stru

ctio

n

12

34

56

78

910

1112

1314

1516

1718

1920

2122

2324

2526

2728

2930

3132

3334

3536

3738

3940

4142

4344

4546

4748

4950

5152

5354

5556

5758

5960

6162

6364

6566

6768

6970

7172

7374

7576

7778

7980

8182

8384

Sta.

No.

1 (E

l-Mal

ek E

l-Sal

eh)

Tota

l Per

iod

(1)

Site

Cle

aran

ce w

ork

(2)

Initi

al E

xcav

atio

n w

ork

(3)

Roa

d de

ckin

g w

ork

(4)

Dia

phra

gm w

all

(5)

Soil

impr

ovem

ent

(6)

B1F

(Exc

avat

ion

and

cons

truct

ion

of to

p sl

ab a

nd 2

nd s

lab)

(7)

B2F

(Exc

avat

ion

and

cons

truct

ion

of 3

rd s

lab)

(8)

B3F

(Exc

avat

ion

and

cons

truct

ion

of 4

th s

lab)

(9)

B4F

(Exc

avat

ion

and

cons

truct

ion

of b

otto

m s

lab)

(10)

Pre-

Shel

l wor

k

(11)

Supe

r stru

ctur

e

(12)

Stat

ion

Arch

itect

ure

and

E&M

wor

k

(13)

Sta.

No.

2 (E

l-Rau

da)

Tota

l Per

iod

(1)

Site

Cle

aran

ce w

ork

(2)

Initi

al E

xcav

atio

n w

ork

(3)

Roa

d de

ckin

g w

ork

(4)

Dia

phra

gm w

all

(5)

Soil

impr

ovem

ent

(6)

Und

er p

inni

ng w

ork

(7)

B1F

(Exc

avat

ion

and

cons

truct

ion

of to

p sl

ab a

nd 2

nd s

lab)

(8)

B2F

(Exc

avat

ion

and

cons

truct

ion

of 3

rd s

lab)

(9)

B3F

(Exc

avat

ion

and

cons

truct

ion

of 4

th s

lab)

(10)

B4F

(Exc

avat

ion

and

cons

truct

ion

of b

otto

m s

lab)

(11)

Supe

r stru

ctur

e

(12)

Stat

ion

Arch

itect

ure

and

E&M

wor

k

(13)

Sta.

No.

3 (E

l-Nile

)

Tota

l Per

iod

(1)

Site

Cle

aran

ce w

ork

(2)

Initi

al E

xcav

atio

n w

ork

(3)

Roa

d de

ckin

g w

ork

(4)

Dia

phra

gm w

all

(5)

Soil

impr

ovem

ent

(6)

Und

er p

inni

ng w

ork

(7)

B1F

(Exc

avat

ion

and

cons

truct

ion

of to

p sl

ab a

nd 2

nd s

lab)

(8)

B2F

(Exc

avat

ion

and

cons

truct

ion

of 3

rd s

lab)

(9)

B3F

(Exc

avat

ion

and

cons

truct

ion

of 4

th s

lab)

(10)

B4F

(Exc

avat

ion

and

cons

truct

ion

of 5

th s

lab)

(11)

B5F

(Exc

avat

ion

and

cons

truct

ion

of b

otto

m s

lab)

(12)

Supe

r stru

ctur

e

(14)

Pass

ing

thro

ugh

of S

hiel

d TB

M

(15)

Stat

ion

Arch

itect

ure

and

E&M

wor

k

(16)

45

6

Con

tent

s

12

37

Com

plet

ion

of b

eddi

ng

Arr

ival

of 1

st S

hiel

d TB

MA

rriv

al o

f 2nd

Shi

eld

TBM





Con

stru

ctio

n S

ched

ule

for

Pha

se-1

Det

ail o

f sc

hedu

le f

or E

ach

Sta

tion

con

stru

ctio

n

12

34

56

78

910

1112

1314

1516

1718

1920

2122

2324

2526

2728

2930

3132

3334

3536

3738

3940

4142

4344

4546

4748

4950

5152

5354

5556

5758

5960

6162

6364

6566

6768

6970

7172

7374

7576

7778

7980

8182

8384

Sta.

No.

4 (E

l-Giz

a)

Tota

l Per

iod

(1)

Site

Cle

aran

ce w

ork

(2)

Initi

al E

xcav

atio

n w

ork

(3)

Roa

d de

ckin

g w

ork

(4)

Dia

phra

gm w

all

(5)

Soil

impr

ovem

ent

(6)

Dem

oliti

on a

nd re

cons

truct

ion

of e

xsis

ting

stru

ctur

e (R

etai

ning

wal

l)

(7)

B1F

(Exc

avat

ion

and

cons

truct

ion

of to

p sl

ab a

nd 2

nd s

lab)

(8)

B2F

(Exc

avat

ion

and

cons

truct

ion

of 3

rd s

lab)

(9)

B3F

(Exc

avat

ion

and

cons

truct

ion

of 4

th s

lab)

(10)

B4F

(Exc

avat

ion

and

cons

truct

ion

of 5

th s

lab)

(11)

B5F

(Exc

avat

ion

and

cons

truct

ion

of b

otto

m s

lab)

(12)

Supe

r stru

ctur

e w

ork

(14)

Pass

ing

thro

ugh

of S

hiel

d TB

M w

ork

(15)

Stat

ion

Arch

itect

ure

and

E&M

wor

k

(16)

Sta.

No.

5, 9

Tota

l Per

iod

(1)

Site

Cle

aran

ce w

ork

(2)

Initi

al E

xcav

atio

n w

ork

(3)

Roa

d de

ckin

g w

ork

(4)

Dia

phra

gm w

all

(5)

Soil

impr

ovem

ent

(6)

B1F

(Exc

avat

ion

and

cons

truct

ion

of to

p sl

ab a

nd 2

nd s

lab)

(7)

B2F

(Exc

avat

ion

and

cons

truct

ion

of b

otto

m s

lab)

(8)

Supe

r stru

ctur

e

(9)

Stat

ion

Arch

itect

ure

and

E&M

wor

k

(10)

Sta.

No.

6, 7

, 8

Tota

l Per

iod

(1)

Site

Cle

aran

ce w

ork

(2)

Initi

al E

xcav

atio

n w

ork

(3)

Roa

d de

ckin

g w

ork

(4)

Dia

phra

gm w

all

(5)

Soil

impr

ovem

ent

(6)

B1F

(Exc

avat

ion

and

cons

truct

ion

of to

p sl

ab a

nd 2

nd s

lab)

(7)

B2F

(Exc

avat

ion

and

cons

truct

ion

of 3

rd s

lab)

(8)

B3F

(Exc

avat

ion

and

cons

truct

ion

of b

otto

m s

lab)

(9)

Supe

r stru

ctur

e

(10)

Stat

ion

Arch

itect

ure

and

E&M

wor

k

(11)

45

6

Con

tent

s

12

37

Com

plet

ion

of b

eddi

ng

Arr

ival

of 1

st S

hiel

d TB

MA

rriv

al o

f 2nd

Shi

eld

TBM





Con

stru

ctio

n S

ched

ule

for

Pha

se-1

Det

ail o

f sc

hedu

le f

or E

ach

Sta

tion

con

stru

ctio

n

12

34

56

78

910

1112

1314

1516

1718

1920

2122

2324

2526

2728

2930

3132

3334

3536

3738

3940

4142

4344

4546

4748

4950

5152

5354

5556

5758

5960

6162

6364

6566

6768

6970

7172

7374

7576

7778

7980

8182

8384

Sta.

No.

10, 1

1

Tota

l Per

iod

(1)

Site

Cle

aran

ce w

ork

(2)

Initi

al E

xcav

atio

n w

ork

(3)

Roa

d de

ckin

g w

ork

(4)

Dia

phra

gm w

all

(5)

Soil

impr

ovem

ent

(6)

B1F

(Exc

avat

ion

and

cons

truct

ion

of to

p sl

ab a

nd 2

nd s

lab)

(7)

B2F

(Exc

avat

ion

and

cons

truct

ion

of 3

rd s

lab)

(8)

B3F

(Exc

avat

ion

and

cons

truct

ion

of b

otto

m s

lab)

(9)

Supe

r stru

ctur

e

(10)

Stat

ion

Arch

itect

ure

and

E&M

wor

k

(11)

Sta.

No.

12 Tota

l Per

iod

(1)

Site

Cle

aran

ce w

ork

(2)

Initi

al E

xcav

atio

n w

ork

(3)

Roa

d de

ckin

g w

ork

(4)

Dia

phra

gm w

all

(5)

Soil

impr

ovem

ent

(6)

B1F

(Exc

avat

ion

and

cons

truct

ion

of to

p sl

ab a

nd 2

nd s

lab)

(7)

B2F

(Exc

avat

ion

and

cons

truct

ion

of b

otto

m s

lab)

(8)

Supe

r stru

ctur

e

(9)

Stat

ion

Arch

itect

ure

and

E&M

wor

k

(10)

Sta.

No.

13 Tota

l Per

iod

(1)

Site

Cle

aran

ce w

ork

(2)

Initi

al E

xcav

atio

n w

ork

(3)

Dia

phra

gm w

all

(4)

Soil

impr

ovem

ent

(5)

B1F

(Exc

avat

ion

and

cons

truct

ion

of to

p sl

ab a

nd 2

nd s

lab)

(6)

B2F

(Exc

avat

ion

and

cons

truct

ion

of 3

rd s

lab)

(7)

B3F

(Exc

avat

ion

and

cons

truct

ion

of 4

th s

lab)

(8)

B4F

(Exc

avat

ion

and

cons

truct

ion

of 5

th s

lab)

(9)

B5F

(Exc

avat

ion

and

cons

truct

ion

of b

otto

m s

lab)

(10)

Supe

r stru

ctur

e w

ork

(11)

Pass

ing

thro

ugh

of S

hiel

d TB

M w

ork

(12)

Stat

ion

Arch

itect

ure

and

E&M

wor

k

(13)

45

6

Con

tent

s

12

37

Com

plet

ion

of b

eddi

ng

Arr

ival

of 1

st S

hiel

d TB

MA

rriv

al o

f 2nd

Shi

eld

TBM




Figure 4-263 Detailed Schedule for the Construction of Sta. Nos. 14 and 15

Con

stru

ctio

n S

ched

ule

for

Pha

se-1

Det

ail o

f sc

hedu

le f

or E

ach

Sta

tion

con

stru

ctio

n

12

34

56

78

910

1112

1314

1516

1718

1920

2122

2324

2526

2728

2930

3132

3334

3536

3738

3940

4142

4344

4546

4748

4950

5152

5354

5556

5758

5960

6162

6364

6566

6768

6970

7172

7374

7576

7778

7980

8182

8384

Sta.

No.

14 Tota

l Per

iod

(1)

Site

Cle

aran

ce w

ork

(2)

Initi

al E

xcav

atio

n w

ork

(3)

Dia

phra

gm w

all

(4)

Soil

impr

ovem

ent

(5)

B1F

(Exc

avat

ion

and

cons

truct

ion

of to

p sl

ab a

nd 2

nd s

lab)

(6)

B2F

(Exc

avat

ion

and

cons

truct

ion

of 3

rd s

lab)

(7)

B3F

(Exc

avat

ion

and

cons

truct

ion

of b

otto

m s

lab)

(8)

Supe

r stru

ctur

e

(9)

Stat

ion

Arch

itect

ure

and

E&M

wor

k

(10)

Sta.

No.

15 Tota

l Per

iod

(1)

Site

Cle

aran

ce w

ork

(2)

Initi

al E

xcav

atio

n w

ork

(3)

Dia

phra

gm w

all

(4)

Soil

impr

ovem

ent

(5)

B1F

(Exc

avat

ion

and

cons

truct

ion

of to

p sl

ab a

nd 2

nd s

lab)

(6)

B2F

(Exc

avat

ion

and

cons

truct

ion

of b

otto

m s

lab)

(7)

Supe

r stru

ctur

e

(8)

Stat

ion

Arch

itect

ure

and

E&M

wor

k

(9)

74

56

Con

tent

s

12

3



(3) Schedule of Tunnel Construction

a) Shield TBM Driving Parameter

Taking into consideration the existence of collapsible sand with low uniformity coefficient in

Cairo, shield TBM driving parameters based on the practices in Japan are shown as

follows:

Main Driving Speed: 360 m/month (=15 m/day *24 days/1 month)

Initial Driving Speed: 180 m/month (=7.5 m/day*24 days/1 month)

Arrival Driving Speed: 216 m/month (=9 m/day*24 days/1 month)

Period of Launching Work (approximately 0.5 month)

Period of Passing through Station and Launching Work (approximately 1 month)

b) Construction Plan of Shield Tunnel

Construction plan of Shield Tunnel studied in previous section is shown in Figure 4-264.


Figure 4-264 Construction Plan of Shield Tunnel

c) Schedule of Shield Tunneling

Construction schedule chart for shield tunneling considering above conditions is shown in

Figure 4-265.

Sta.No9LAUNCH / ARRIVE

3

4

Sta.No14LAUNCH

ARRIVALSHAFT

1

2

3

Cut & CoverMethod

Access line to ENR

Sta.No5LAUNCH to ENR

Sta.No14Sta.No9Conversion

Sta.No5

ARRIVALSHAFT

Shield TBM Method

PLAN

PLOFILE



Construction Schedule for Phase-1 Detail of schedule for Shield TBM

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72

Shield TBM

Shield TBM No.1

Shield TBM No.2

Shield TBM No.3

ditto

Shield TBM No.4

Chanage Sta.No-1.1-1.0-0.9-0.8-0.7-0.6-0.5-0.4-0.3-0.2-0.10.00.10.20.30.40.50.60.70.80.91.01.11.21.31.41.51.61.71.81.92.02.12.22.32.42.52.62.72.82.93.03.13.23.33.43.53.63.73.83.94.04.14.24.34.44.54.64.74.84.95.05.15.25.35.45.55.65.75.85.96.06.16.26.36.46.56.66.76.86.97.07.17.27.37.47.57.67.77.87.98.08.18.28.38.48.58.68.78.88.99.09.19.29.39.49.59.69.79.89.9

10.010.110.210.310.410.510.610.710.810.911.011.111.211.311.411.511.611.711.811.912.012.112.212.312.412.512.612.712.812.913.013.113.213.313.413.513.613.713.813.914.014.114.214.314.414.514.614.714.814.915.015.115.215.315.415.515.615.715.815.916.016.116.216.316.4

0.00.10.20.30.40.50.60.70.80.91.01.11.21.31.41.51.61.71.81.92.02.12.22.3

4 5 6

Contents

1 2 3

-1k 075m Arrival Shaft

0k 000m Sta.No.1

0k 732m Sta.No.2

1k 733m Sta.No.3

2k 734m Sta.No.4

3k 815m Sta.No.5

4k 705m Sta.No.6

5k 595m Sta.No.7

6k 545m Sta.No.8

7k 495m Sta.No.9

8k 400m Sta.No.10

9k 358m Sta.No.11

10k 590m Sta.No.12

12k 300m Sta.No.13

13k 900m Sta.No.14

16k 138m Sta.No.15

2k 248m ENR

Sta.No.5 0k 000m

Shie

ld T

unne

lC

ut a

nd C

over

Tun

nel

Shie

ld T

unne

lSh

ield

Tun

nel

Summary of Shield TBM driving parameter - Average speed of Shield TBM Driving approx. 300m/month (= 17k223m / 58month) - Total Length 17k 223m (= 1k 75m+13k 900m+2k 248m) - Total Period of Shield TBM Driving 58 month (= 31.4 month + 21.3 month + 5.3 month)

Detail of Shield TBM driving parameter - Main driving speed: 360m/month (=15m/day *24day/1month - Initial driving speed: 180m/month (=7.5m/day*24day/1month) - Arrival driving speed:216m/month (=9m/day*24day/1month) - Period of Launching work (approx.0.5month) - Period of passing througn station work and relaunching work (approx.1month)


Figure 4-265 Detailed Schedule of Shield TBM Driving



(4) Construction Schedule

Considering above conditions and related works such as track work etc, construction

schedule is shown Figure 4-266.

Regarding the number of shield TBM in case two sets are used, the construction period is

estimated to be approximately nine years as shown in Figure 4-267. As the length of

Metro Line 4 Phase 1 exceeds 16 km, the use of two TBM sets will be unrealistic and not

suitable. Therefore, the use of four sets of shield TBMs is recommended.

Table 4-77 Construction Schedule

Period of Construction Number of Shield TBM Base Case Approximately 7 years 4 sets Alternative Case

Approximately 9 years 2 sets




Figure 4-266 Construction Schedule

Con

stru

ctio

n S

ched

ule

for

Pha

se-1

12

34

56

78

910

1112

1314

1516

1718

1920

2122

2324

2526

2728

2930

3132

3334

3536

3738

3940

4142

4344

4546

4748

4950

5152

5354

5556

5758

5960

6162

6364

6566

6768

6970

7172

7374

7576

7778

7980

8182

8384

1U

ND

ER

GR

OU

ND

SEC

TIO

N

(0)

Arriv

al S

haft

(1)

Stat

ion

No.

1

(2)

Stat

ion

No.

2

(3)

Stat

ion

No.

3

(4)

Stat

ion

No.

4

(5)

Stat

ion

No.

5

(6)

Stat

ion

No.

6

(7)

Stat

ion

No.

7

(8)

Stat

ion

No.

8

(9)

Stat

ion

No.

9

(10)

Stat

ion

No.

10

(11)

Stat

ion

No.

11

(12)

Stat

ion

No.

12

(13)

Stat

ion

No.

13

(14)

Stat

ion

No.

14

(15)

Stat

ion

No.

15

(16)

Bore

d Tu

nnel

No.

1

(17)

Bore

d Tu

nnel

No.

2

(18)

Bore

d Tu

nnel

No.

3

(19)

Bore

d Tu

nnel

No.

4

(20)

Bore

d Tu

nnel

No.

3 (E

NR

Acc

ess

line)

(21)

Dep

o W

orks

hop

(22)

Trac

k w

ork

(23)

Rai

lway

Sys

tem

Inst

alla

tion

(24)

Test

Run

ning

Lege

ndSt

atio

n C

ivil

wor

kAr

chite

ctur

al w

ork

Shie

ld T

BM d

rivin

gAv

erag

e sp

eed

of S

hiel

d TB

M d

rivin

g =

300

m/m

onth

(app

rox.

)

Shie

ld T

BM m

anifa

ctur

eTr

ansp

ort o

f Shi

eld

TBM

Shie

ld a

ssem

bly

Con

stru

ctio

n of

Inve

rt

74

56

Conte

nts

12

3




Figure 4-267 Construction Schedule (Alternative)

Alt

. Con

stru

ctio

n S

ched

ule

for

Pha

se-1

24D

EC

09(D

raft

Fin

al)

12

34

56

78

910

1112

1314

1516

1718

1920

2122

2324

2526

2728

2930

3132

3334

3536

3738

3940

4142

4344

4546

4748

4950

5152

5354

5556

5758

5960

6162

6364

6566

6768

6970

7172

7374

7576

7778

7980

8182

8384

8586

8788

8990

9192

9394

9596

9798

9910

010

110

210

310

410

510

610

710

8

1U

ND

ER

GR

OU

ND

SEC

TIO

N

(0)

Arriv

al S

haft

(1)

Stat

ion

No.

1

(2)

Stat

ion

No.

2

(3)

Stat

ion

No.

3

(4)

Stat

ion

No.

4

(5)

Stat

ion

No.

5

(6)

Stat

ion

No.

6

(7)

Stat

ion

No.

7

(8)

Stat

ion

No.

8

(9)

Stat

ion

No.

9

(10)

Stat

ion

No.

10

(11)

Stat

ion

No.

11

(12)

Stat

ion

No.

12

(13)

Stat

ion

No.

13

(14)

Stat

ion

No.

14

(15)

Stat

ion

No.

15

(16)

(17)

(18)

Bore

d Tu

nnel

No.

1

(19)

Bore

d Tu

nnel

No.

2

(20)

Bore

d Tu

nnel

No.

1 (E

NR

Acc

ess

line)

(21)

Dep

o W

orks

hop

(22)

Trac

k w

ork

(23)

Rai

lway

Sys

tem

Inst

alla

tion

(24)

Test

Run

ning

Lege

ndSt

atio

n C

ivil

wor

kAr

chite

ctur

al w

ork

Shie

ld T

BM d

rivin

gAv

erag

e sp

eed

of S

hiel

d TB

M d

rivin

g =

300

m/m

onth

(app

rox.

)

Shie

ld T

BM m

anifa

ctur

eTr

ansp

ort o

f Shi

eld

TBM

Shie

ld a

ssem

bly

Con

stru

ctio

n of

Inve

rt

Con

tent

s

12

39

"Shi

eld

TB

M 2

set"

78

45

6

JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO.4


4.8 Civil Works (Track)

4.8.1 Specifications of Existing Lines

Track specifications for existing lines and recommended track specification for Metro Line 4

are shown in Table 4-78 and Table 4-79, respectively.

Table 4-78 Track Specifications of Existing Lines

Metro Line 1 Metro Line 2 Metro Line 3

Gauge 1,435 mm 1,435 mm 1,435 mm

Rail UIC54 UIC54 UIC54

Sleeper PSC PSC, twin-block PSC, twin-block

Type of track Ballast Tunnel: twin-block embedded in concrete Viaduct: ballast

-

Continuous welded rail

Adopted Adopted -

* PSC means “Pre-stressed concrete”. Source: JICA Study Team

Table 4-79 Proposed Track Equipments Specifications for Metro Line 4

Metro Line 4

Gauge 1,435 mm (standard gauge)

Rail UIC54 (general section) THH340 (for steep curve section - under R400 m)

Sleeper PSC with anti-vibration rubber (for tunnel section) PSC (for workshop/depot) Synthetic (for turnout)

Type of track Resiliently supported track (for tunnel section) Ballasted track (for viaduct section & workshop/depot)

Continuous welded rail Recommended




(1) Gauge

The recommended gauge is 1,435 mm, for the following reasons:

Compatibility with existing metro lines and ENR lines.

Inter-operability in case of emergency.

Possibility of sharing track machines.

Possibility of transporting new cars by rail through ENR lines.

(2) Rail

The recommended rail is either UIC54 or UIC60. Each type is suitable for Metro Line 4.

The advantages of UIC54 rails are as follows:

Can totally control rail stock among the metro lines.

Can save on cost as result from package purchase of rails for all metro lines.

Metro line is only for passenger use and the new car body weight will become

light. UIC54 rail performs adequately under this condition.

On the other hand, UIC60 rail has the following advantages;

Annual gross tonnage for Metro Line 4 will be over 40 million tonnes already after three

years of starting operation (Refer the Table 4-80). Thus, it is also reasonable to adopt

UIC60 rail to save on maintenance frequency and its cost.

Moreover, heavy rails have the ability to reduce vibration caused by the running train.

172

150

74.3

UIC 60

159

140

72.2

UIC 54


Figure 4-268 Shape of the UIC Rails



Table 4-80 Annual Gross Tonnage

2020 2023 2027 2050

Train Frequency Working day 198 343 353 367

Holiday 127 223 233 240

Max. capacity/train 2000 2000 2000 2000

Ave. ridership 40 % 21,495,000 37,329,000 38,526,000 39,984,000

50 % 22,281,000 38,694,000 39,935,000 41,447,000

60 % 23,067,000 40,060,000 41,345,000 42,910,000

70 % 23,854,000 41,426,000 42,754,000 44,373,000

80 % 24,640,000 42,791,000 44,164,000 45,835,000

Ave. daily tonnage 63,000 110,000 113,000 118,000

Annual gross tonnage (ton)


Furthermore, installing a head-hardened rail in the steep curve section is recommended

to reduce labour and maintenance costs.

At this stage, the JICA Study Team recommends UIC54, although it is necessary to take

overall considerations for selecting the type of rail. Therefore, JICA Study Team will carry

out further study in detail and discuss more, considering the comprehensive conditions

during the basic design stage.



(3) Sleepers

The recommended sleeper is the pre-stressed concrete type for the entire system,

except for turnout sections. One example of PSC sleeper is shown below:

184

80

39

250 300 400 250

1506180

184

174

15

0

70

70

130

25

184

28

32

.53

2.5

240

180

240 39

658

0

33 175 33

18428 28

15

015

9

13025 25

24

0

17

5

24

0

100

184

65

2400

618 300400250

25 28

C

C

B

B

A

A

Section A-A

Section B-B

Section C-C


Figure 4-269 Sample of PSC Sleeper

Especially in the turnout section, synthetic-type

sleeper is recommended. One of the synthetic

sleepers, which consists of glass-fibre and

urethane foam, has been developed in Japan.

These are mainly used in turnouts and steel bridge

sections, instead of timber sleepers. Furthermore,

these sleepers have been used for more than 25

years on the track for the bullet train.

Generally, synthetic sleepers have the following

advantages:

Reduced labour in track-laying because of their

light weight (similar to wood).

Long life-time (same length as PSC sleepers).

Flexible for various machining works

Having performance of Waterproof

Easy process for drilling and nailing

Have electrical insulation


Figure 4-270 Synthetic Sleeper



The physical properties are as shown below. These are not design values but rather

standard values.

Table 4-81 Basic Physical Properties and Secular Change

Synthetic sleeper (Grade1) Item Unit

New After 10 years After 15 yearsSpecific gravity - 0.74 0.74 0.74Bending strength MPa 142 125 131Young’s modulus of bending elasticity

MPa 8100 8000 8160

Vertical compressive strength MPa 58 66 63Shear strength MPa 10 9.5 9.6Hardness MPa 28 25 17

Source: Japanese manufacturer’s report

(4) Types of Track

Recommended type of track is the resiliently-supported track. It is one of the solid-bed

tracks, which consist of removable sleepers with resilient rubber pads, as shown below.


Figure 4-271 Resiliently-Supported Track

The characteristics of resiliently-supported tracks are as follows:

Has anti-vibration and noise reduction

Easy to replace sleeper and resilient rubber pads when elastic fatigue occurs.

Reduce the load for rail and fastening equipments

Low maintenance cycle and cost




Figure 4-272 Example of Anti-vibration System

For reference, a comparison of ballasted track and solid-bed track is shown in Table 4-82.

Table 4-82 Characteristics of General Tracks

Ballasted Track Solid-bed Track Advantage Reasonable construction cost

It is possible to follow a subsidence of structure Having anti-vibration performance

Can save maintenance cost Less distortion

Disadvantage Need high maintenance at frequent intervals, involving replacement and tamping of ballast Having a significant risk of electrolytic corrosion at the underground section.

Need higher initial cost than the ballasted track Having more vibration than the ballasted track


The preceding table does not make clear the obvious advantage but only the result of the

comparison. The basic policy therefore depends on the what the operation company

deems most important. In this study, all the sections of Phase 1 are underground. Thus, it

is difficult to maintain the track rather than doing it an open section. Initial cost is not

much different between ballasted track and solid-bed track in case of a tunnel section. In

general, however, solid-bed track has an advantage. Furthermore, Metro Line 4 will be

required to reduce noise and vibration caused by the friction between wheels and rail,

and the oscillation of the vehicle. Therefore, the resiliently supported track, as one type of

solid-bed type tracks, is recommended.

PSC Sleeper

Vibration isolation

Vibration isolationpad

Insert

Bolt & Nut

Vibration isolation



(5) Fastenings

A fastening device is also good for the

type of elastic fastening to maximize the

ability of the synthetic supported track.

Double elastic fastening is recommended

for the section of the mainline. It consists

of leaf-spring and wire-spring fastening a

rail and elastic pad seating under the base

of the rail. Recently, it is adopted in urban

and high-speed railways all over the

world.

Advantages of the double elastic fastening are:

It is able to reduce impact occurring between rail and sleeper because of

fastening is always pushing the rail face with the uniform force following the

bend of the rail.

Elastic pad is has cushioning and damping effects, which can prolong the life of

track equipments.

It does not require anti-creepers. Rail and sleeper are always fastened by the

effect of the spring, sufficiently resisting the force of rail creep by the friction. In

case of using it at a solid-bed track, it is able to control easily the force of rail

creep by adjusting the force of fastening.

Some types of fastening have the effect of transverse springs, which are able

to disperse lateral force. As a result, it is able to save maintenance and labour

because by alleviating the overload for sleepers and preventing irregularity of

the line.

Pandrol (wire-spring) NABLA (leaf-spring) Type-9 in JAPAN (leaf-spring)

Source: JICA Study Team Figure 4-274 Typical Types of Fastening System

An example of double elastic fastening in Japan is shown in Figure 4-275 and Figure 4-276.


Figure 4-273 Concept of Double Elastic Fastening

Leaf-spring / Wire-spring

Elastic pad




Figure 4-275 Double Elastic Fastening for Straight and over 800 m Radius Curve Section


Figure 4-276 Double Elastic Fastening for under 800 m Radius Curve Section

Gaugeblock Small Gaugeblock Large Plate spring

Rail pad

Support plate for inside Support plate

for outside

Support plate for outside

Support plate for inside

Plate spring Large Plate spring Small

Rail pad

Support plate Large

Support plate Small

Support plate Large Support plate

Small

Documents

4.7.5 Planning of Construction Method - JICAopen_jicareport.jica.go.jp/pdf/12001715_05.pdf · GREATER CAIRO METRO LINE NO. 4 ... 4.7.5 Planning of Construction Method (1) ... - Construction