design and construction of the machico---caniÇal … · of the machico---caniÇal -caniÇal...

DESIGN AND CONSTRUCTION DESIGN AND CONSTRUCTION DESIGN AND CONSTRUCTION DESIGN AND CONSTRUCTION OF THE MACHICOOF THE MACHICOOF THE MACHICOOF THE MACHICO----CANIÇAL CANIÇAL CANIÇAL CANIÇAL

EXPRESSWAY TUNNELSEXPRESSWAY TUNNELSEXPRESSWAY TUNNELSEXPRESSWAY TUNNELS

Carlos BaiãoCarlos BaiãoCarlos BaiãoCarlos BaiãoCenorgeoCenorgeoCenorgeoCenorgeo

[email protected]@[email protected]@cenor.pt

DESIGN AND CONSTRUCTION OF THE DESIGN AND CONSTRUCTION OF THE DESIGN AND CONSTRUCTION OF THE DESIGN AND CONSTRUCTION OF THE MACHICOMACHICOMACHICOMACHICO----CANIÇAL EXPRESSWAY TUNNELSCANIÇAL EXPRESSWAY TUNNELSCANIÇAL EXPRESSWAY TUNNELSCANIÇAL EXPRESSWAY TUNNELS

PRESENTATION LAYOUT

• Overall considerations

• Geological conditions

• Geological-geotechnical survey

• Caniçal Double Tunnel

• Conclusions

• Acknowledgments


OVERALL CONSIDERATIONS

• Geotechnical works in Madeira Island, in particular road tunnels, are greatly affected by:

– The extensive geological heterogeneity

– The structural and lithological complexity of the volcanic formations

– The rugged terrain – The rugged terrain



• This was overcome with the use of:

– Powerful means of earth removal with impressive production rates

– Sprayed concrete and soil nailing applied as temporary tunnel linings

– Large amounts of concrete as definitive tunnel linings using large-scale metallic formworks metallic formworks

– The jet-grouting technique at affordable costs



• This presentation will focus on the region of Machico, namely on the Machico--Caniçal Expressway (about 8 kilometers long), located on the southeastern part of Madeira Island



• The Machico-Caniçal Expressway comprises six tunnels (all of which aredouble) and two access roads; Caniçal Double Tunnel is the longest of the sixtunnels (2 x 2100 m) and remains the longest double tunnel in Portugal

Fazenda Tunnel

Queimada II Tunnel

(and Access Road A)

Fazenda Tunnel

(and Access Road E)

CaniçalCaniçalCaniçalCaniçal

Double TunnelDouble TunnelDouble TunnelDouble Tunnel Palmeira

TunnelPortais

Tunnel

Piquinho

Tunnel



DESIGNATIONDESIGNATIONDESIGNATIONDESIGNATIONWIDTH WIDTH WIDTH WIDTH

(m)(m)(m)(m)AREA OF EXCAVATED AREA OF EXCAVATED AREA OF EXCAVATED AREA OF EXCAVATED CROSSCROSSCROSSCROSS----SECTION (mSECTION (mSECTION (mSECTION (m2222))))

TOTAL TOTAL TOTAL TOTAL LENGTH (m)LENGTH (m)LENGTH (m)LENGTH (m)

MAXIMUM MAXIMUM MAXIMUM MAXIMUM COVERING (m)COVERING (m)COVERING (m)COVERING (m)

• The table below lists the main characteristics of the six tunnels (and its roadaccesses, when applicable) included in the Machico-Caniçal Expressway

Queimada II Tunnel 9,0 75 745 95

Access Road A 7,0 57 202 70

Piquinho Tunnel (double) 9,0 75 2 x 449 35

Fazenda Tunnel (double) 9,0 75 2 x 163 30

Access Road E 7,0 57 185 40

Caniçal Double Tunnel 9,0 75 2 x 2100 > 300

Portais Tunnel (double) 9,0 75 2 x 682 100

Palmeira Tunnel (double) 9,6 83 2 x 915 60



Total length of expressway (m) 7 770

• Along the short stretch of expressway between Machico and Caniçal, tunnelsaccount for a very significant part - 66% of the route corresponds tounderground construction

Total length of expressway (m) 7 770

Total number of tunnels (including double tunnels andaccess roads in tunnels) 14

Total development of tunnels (including double tunnelsand access roads in tunnels) (m) 10 493

Total development of tunnel layout (including doubletunnels and access roads in tunnels) (m) 5 096

RELATIONSHIPRELATIONSHIPRELATIONSHIPRELATIONSHIP BETWEENBETWEENBETWEENBETWEEN THETHETHETHE DEVELOPMENTDEVELOPMENTDEVELOPMENTDEVELOPMENT OFOFOFOF TUNNELTUNNELTUNNELTUNNELLAYOUTLAYOUTLAYOUTLAYOUT ANDANDANDAND TOTALTOTALTOTALTOTAL DEVELOPMENTDEVELOPMENTDEVELOPMENTDEVELOPMENT OFOFOFOF EXPRESSWAYEXPRESSWAYEXPRESSWAYEXPRESSWAY ((((%%%%)))) 66666666


GEOLOGICAL CONDITIONS

• The expressway crosses the volcanic complexes ß1 and ß2, as shown on theplant below:

β1: comprises different pyroclasticmaterials, as well as intercalations ofbasaltic lava flow, always very weathered.The pyroclastic formations are coarse,The pyroclastic formations are coarse,chaotic, with great angular blocks,volcanic bombs, lapilli and ashes.Sometimes fine pyroclastic materials(tuffs with bombs) are predominant

β2: very heterogeneous complex formedby alternate irregular layers of basalticlava flow and breccia pyroclasticmaterials, generally interstratified, withless significant intercalations of compacttuffs. Sometimes alternate layers ofdisaggregate and compact brecciaspresent significant thickness, but alwaysvariable and irregular



• The following photos illustrate both complexes (ß1 and ß2):

ß1 - Tuffs with volcanic bombs

ß2 - Basaltic lava flow



• The following photos illustrate both complexes (ß1 and ß2):

ß2 - Pyroclastic lappili deposit

ß2 - Pyroclastic fine tuffs


GEOLOGICAL-GEOTECHNICAL SURVEY

• The geotechnical investigation carried out was based on detailed geologicalsurface surveys and geological prospecting using trenches and boreholescomprised basically of rotation boring

• A total of 146 borings were made along the expressway, making up 3071meters of drillingmeters of drilling

• Considering the average costs of the investigation works, the followingconclusions can be drawn:

– To each kilometer of expressway corresponds an average of 100 000€ ofprospecting work

– Each tunnel has associated an average of 40 000€ of prospecting work

– These costs correspond to around 0.5 to 1.0% of the total cost of theconstruction network


QUEIMADA II TUNNELQUEIMADA II TUNNELQUEIMADA II TUNNELQUEIMADA II TUNNEL

Year of opening 2004

Total length (m) 745

Lay-bys -

Connecting galleries for vehicles

-

VIEW OF THE SOUTHERN PORTAL

vehicles

Pedestrian evacuation galleries

-

ACCESS ROAD AACCESS ROAD AACCESS ROAD AACCESS ROAD A



Access Road AQueimada II Tunnel

Queimada I Tunnel

QUEIMADA II TUNNELQUEIMADA II TUNNELQUEIMADA II TUNNELQUEIMADA II TUNNEL



Lay-bys -


-

VIEW OF THE NORTHERN PORTAL

Access Road Avehicles


-

ACCESS ROAD AACCESS ROAD AACCESS ROAD AACCESS ROAD A



PIQUINHO TUNNELPIQUINHO TUNNELPIQUINHO TUNNELPIQUINHO TUNNEL




Total length (m) 2x449

Lay-bys -


-


2


PIQUINHO TUNNELPIQUINHO TUNNELPIQUINHO TUNNELPIQUINHO TUNNEL

Year of opening 2004Year of opening 2004


Lay-bys -


-


2



Access Road EFazenda Tunnel

FAZENDA TUNNELFAZENDA TUNNELFAZENDA TUNNELFAZENDA TUNNEL



Lay-bys -


-Access Road E

Fazenda Tunnelvehicles


-

ACCESS ROAD EACCESS ROAD EACCESS ROAD EACCESS ROAD E




Access Road EFazenda Tunnel

FAZENDA TUNNELFAZENDA TUNNELFAZENDA TUNNELFAZENDA TUNNEL



Lay-bys -


-vehicles


-

ACCESS ROAD EACCESS ROAD EACCESS ROAD EACCESS ROAD E




CANIÇAL DOUBLE TUNNELCANIÇAL DOUBLE TUNNELCANIÇAL DOUBLE TUNNELCANIÇAL DOUBLE TUNNEL



Lay-bys 3


1


8

VIEW OF THE WESTERN PORTAL


CANIÇAL DOUBLE TUNNELCANIÇAL DOUBLE TUNNELCANIÇAL DOUBLE TUNNELCANIÇAL DOUBLE TUNNEL



Lay-bys 3


1


8

VIEW OF THE EASTERN PORTAL


PORTAIS TUNNELPORTAIS TUNNELPORTAIS TUNNELPORTAIS TUNNEL



Lay-bys 1


-


4



PALMEIRA TUNNELPALMEIRA TUNNELPALMEIRA TUNNELPALMEIRA TUNNEL



Lay-bys 1


1


4



CANIÇAL DOUBLE TUNNEL

• The Caniçal Double Tunnel figures as the most representative and emblematictunnel constructed along the Machico-Caniçal Expressway

• The tunnel comprises two galeries 15 m apart in a straight direction with anaverage distance of 2100 m and a constant inclination of 3,5% in the northerngallery and 3,65% in the southern gallerygallery and 3,65% in the southern gallery

• West Portal is located at level 70 on Machico side and East Portal is located atlevel 140 on Caniçal side

• The opening of this tunnel, in 2004, set an alternative to the Old CaniçalTunnel to get from Machico to Caniçal



Location of the Western Portals of the Old Caniçal Tunnel(in light blue) and of the Double Caniçal Tunnel (in yellow)

Old Caniçal Tunnel tansversetype cross-section

Eastern Portal of the OldCaniçal Tunnel



• The transverse type cross-section of each gallery of the Caniçal Double Tunnelhas a working width between walls of 9,0 m and a maximum height of 7,75 m,ensuring a minimum clearance of 5,0 m

• The roadway profile is comprised of a two-lane carriageway (2 x 3,25 m), anouter shoulder of 0,75 m wide and an inner hard shoulder of 0,25 m wide, plusouter shoulder of 0,75 m wide and an inner hard shoulder of 0,25 m wide, plustwo passing places which form the limits of the platform



• At the eastern end of its stretch the tunnel galleries have a widened sectionwhose working width between walls at the start of the stretch varies from 9,0 mto 12,25 m, remaining constant at 12,25 m until the end of the stretch

• The widening of the section was performed in order to enable the constructionof an additional traffic lanes which comprise the exit and the entry lanes to theof an additional traffic lanes which comprise the exit and the entry lanes to theCaniçal road junction



• Given its large extension, the tunnel was equipped with 3 emergency parkinglay-bys in each gallery (in yellow), 1 connecting gallery between the two centrallay-bys which enables light vehicles to reverse in the event of an accident (inblue) and 8 pedestrian evacuation galleries (in red)

KM 2+780 KM 2+980 KM 3+180 KM 3+380 KM 3+580

KM 3+780 KM 3+980 KM 4+180 KM 4+380

FUNCHAL



• Layout of the central emergency parking lay-by and its connecting gallery:



• Overall view of the lay-by during the application of the waterproofing system(on the left) and after the completion of the secondary lining (on the right)



• Based on the lithological and structural characteristics of the formationscrossed by the tunnel, geotechnical zoning of the rock mass was carried out

• 4 zones were defined, covering all foreseeable situations, each correspondingto a level of rock mass quality and behaviour:

– ZG1 zone: essentially comprised of compact basalts and compact breccia

– ZG2 zone: comprised of resistant rocks (faulted basalts) ocasionallyintercalated with layers of materials of poorer characteristics

– ZG3 zone: comprised of rocks of weak resistance and compacted orloosely consolidated soils, such as disaggregated breccia, compact tuffand compact tufa with volcanic bombs

– ZG4 zone: encompassed all the formations of geotechnical zone ZG3 butwas associated with stretches of shallow covering or with an importantpresence of water



• Primary and secondary linings were defined for each geotechnical zone asfollows:

ZG1ZG1ZG1ZG1 ZG2ZG2ZG2ZG2 ZG3 and ZG4ZG3 and ZG4ZG3 and ZG4ZG3 and ZG4(1)(1)(1)(1)

PRIM.PRIM.PRIM.PRIM.

LININGLININGLININGLINING

OccasionalOccasionalOccasionalOccasional

4 m Swellex rock bolts and 5 cm

of shotcrete

4 m Swellex rock bolts at 2 m intervals in the vault and 5 to 10 cm of shotcrete with metallic

fibers

HEB160 steel ribs, AQ50 electro-welded steel mesh and 10cm of shotcrete

SEC. SEC. SEC. SEC. LININGLININGLININGLINING

Reinforced concrete layer 0.25 m thick Reinforced concrete layer 0.4 m thick

(1) ZG4 differs from ZG3 in the spacing of steel ribs: at 1m intervals in ZG3 and 0.70m intervals in ZG4



• Safety concerns were given great emphasis and an evolved system,comprising the installation of the following control and safety equipments, wasimplemented:

– Power supply

– Lighting– Lighting

– Ventilation

– Signalization

– Communications

– Control systems CCTV

– Auscultation

– Fire detection and fire extinguisher systems

– Fire hydrants


CONCLUSIONS

• Tunnels play a major role in the development of road networks under conditionssuch as the ones found in Madeira Island; the percentage of tunnel length of theMachico-Caniçal Expressway is unique (66%), mainly due to the vigorous relief ofthe island

• Concerning the design, although considering the significant limitations• Concerning the design, although considering the significant limitationsassociated with the nature of the volcanic rock mass of Madeira Island, it ispossible to improve the geological recognition in order to obtain the necessaryguidelines to define the geotechnical zoning and the primary and secondarylinings

•The construction of expressways in geotechnical and topographical conditions asunfavorable as those of this case can only be successful if, from the initial designstage, the geological and geotechnical constraints are exhaustively incorporated


ACKNOWLEDGMENTS

• The authors are greatly indebted to Estradas da Madeira of the RegiãoAutónoma da Madeira for authorizing the publication of this paper, as well as allthe entities involved in the construction of the Machico-Caniçal Expresswaytunnels

THANK YOU VERY MUCH

FOR YOUR ATTENTION

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