ICOP Brochure ENG

7/24/2019 ICOP Brochure ENG

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ROADWORKS | MICROTUNNELLING | SPECIAL FOUNDATION WORKS


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I.CO.P.

Company Profile

I.CO.P. is a dynamic company much focused on the market and on technologicalinnovations. Its core business includes constructions, roadworks, water controlworks, railway and road underpasses (constructed using innovative technologies),microtunnelling and all kinds of special foundation works.

Established in the 60s, I.CO.P. became a joint-stock company in 1986. During theyears the company has been constantly growing and it has considerably improvedthe technological level of the works, constructed employing the best techniques andtechnologies available on the market and using all top standard equipments. Thishas allowed the company to consolidate its market position all through the years.

Today I.CO.P. can offer a full range of specialized works: project and construction ofbridges and viaducts, construction of diaphragm walls, piles and micropiles, tie

beams and anchors, jet-grouting, sheet piling for different soil conditions. It is alsoone of the two Italian companies using the freezing soil technology, a new kind oftechnology that allows to temporary improve the soil conditions. Since 1992 I.CO.P.has also been constructing underground crossings using the trenchlesstechnologies, which are less disruptive, environmentally friendly and more costeffective than traditional methods, since they either minimise or eliminate surfacedisruption allowing for the installation or renewal of underground utility systems withminimum disruption of the surface.

A great effort has been made in the construction of underground crossings (sewers,gas pipe lines, service pipes) using the microtunnelling technique. With over 70 kmof installed pipes, our company is a leader in the domestic and European market.

The search for technical solutions to fulfil construction requirements has led I.CO.P.to invest remarkable resources in research and in the development of theconstructing processes. Many technical and operative solutions have beendeveloped and some of them are patented.

I.CO.P. offers the Customer an internal consulting and project service and aconstant commitment and dedication sharing its heritage of experience, built duringan over 50-year-long activity.

In order to always grant also full reliability and skills, since 1996 I.CO.P. has certifiedits quality system according to the ISO 9001 (today called VISION 2000) standards.

It was one of the first Italian contractors to achieve this goal.

The focus on new technologies and a niche market oriented strategy are I.CO.Presources for future challenges.


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I.CO.P.

Construction and working perspectives

I.CO.P. is focusing in a niche market, where its human and technological resourcescan be successfully employed, and in such sectors has tried to introduce innovativetechniques gaining a position of technological leadership in all kinds of deepfoundations works, underground works and specialized works in general.In particular, over the last years I.CO.P has successfully introduced on the Italianmarket the microtunnelling technology, becoming a leading company in the domesticmarket. The company owns several sets of complete microtunnelling equipment,which, fitted with special modification kits, can cover a whole range of sizes fromDN800 to DN3000, thus placing I.CO.P. among the first European companies in thelarge-diameter industry. Today microtunnelling plays an essential role in theactivities of the company.

Main types of works I.CO.P. is specialized in:

Bridges with load-bearing structure made up of steel beams, precastreinforced concrete beams, and single slabs built using the compensationjutties technique.

Road and railway precast underpasses built on site and launched in 3/5hours time during the night by oleodynamic jacking slabs.

Restoration and structural maintenance of bridge and viaduct slabs; bridgelifting using special equipment; substitution of supports; structural restorationof beams and/or slabs using carbon fibres, etc.

Construction of underground tunnels by means of remote controlledmicrotunnellersand other trenchless technologies.

Vertical wall consolidation, scaling, fracture grouting, installation of protectivenets and rock fences, consolidation injections.

Piles (diameter: 60 200 cm) excavated using different techniques such asslurry bentonite or casings driven into the ground by oscillators and vibrators.

Drilled piles driven into the ground by vibro close-ended casings andsubsequent casting of concrete (without soil removal).

Piles drilled by C.F.A.(Continuous Flying Auger)

Micropiles(diameter 90-400 mm), Tubfix type included; repeated injectionsare possible for further soil improvement.

Plastic and structural diaphragm walls, also watertight, executed using abentonite suspension (thickness: 50 to 120 cm, width: 180 to 250 cm).

Construction of concrete diaphragm wallsdrilled by trench cutters.

Drilling of steel bars or strand anchors


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Continuous sheet pilewalls execution by means of vibro driving.

Rock bolting

Execution of drains

Improving soil conditions by cement high pressure injection: jet groutingtechnology

Jet-panel walls

Construction of retaining and cut-off walls by mixing self-hardening slurry andnatural soil by CSM method.

Grouted columns executed by drilling and mixing natural soil using specialrotating augers (DEEP MIXING)

Pipe testingof drains and sewers by compressed air system

Freezing soil technologymade to temporary improve soil conditions

Piles loading tests, anchor loading test, pressiometric test


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I.CO.P.

Organization and Resources

I.CO.P. is a leading construction company located in Friuli Venezia Giulia region(North East of Italy) operating both in Italy and abroad.

The value of production outside the Italian territory is on average between 15% and20% of total production.

TURN OVER

YEAR I.CO.P. GROUP

2008 70.608.913

2009 87.147.853

2010 78.053.201

2011 66.296.5302012 97.501.848

total 399.608.345

I.CO.P. is a joint-stock company run by a Board of Directors (with 11 members)chaired by Mr Paolo Petrucco.The company activities are coordinated by a general manager who is at the head of

departments organised on functional basis.It counts about 180 employees, working both in Italy and abroad. The annualproduction exceeds 75 million Euro.

The headquarters are inBasiliano (Udine) and cover an area of more than 40.000square meters. 5.000 of them are devoted to offices and work shop. 30.000 metersare equipped according to the company requirements and used as depot.


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I.CO.P.

Health and Safety System

In order to guarantee the Clients a constant commitment on reliability andresponsibility, since 1996 ICOP has certified its Quality System as per theinternational norms called ISO 9001.It has been one of the first Italian contractors to reach such an aim.Furthermore, the environmental issues for a sustainable development, which arebecoming more and more relevant in the latest years, have led the Company to takethe ISO norm 14001:2004 as international standard reference for the certification ofits quality system, respecting the main environmental dispositions regarding its filedof activity. Environment protection, prevention from pollution and social economicalrequest have all been considered.To the previous two certificates, a third relevant one follows: the consciousness ofthe great importance of the issues related to health and safety in working areas ledI.CO.P. S.p.A to clearly demonstrate its commitment, obtaining the certificateaccording to the international norm OHSAS 18001:2007 and carefully managing the

risks. All prevention and protection measures have been adopted.Recently, to complete the certification process, the company has certificated itsmanaging system according to the terms of the SA 8000:2008 norm. In particular itrefers to its social responsibility. The aim is to promote profitable cooperation amongthe personnel mutually beneficial relationship outside and inside the company, ableto motivate people and to give effect to rights of man and labour rights.Having gained the 4 certificates is considered by the company a starting point and achallenge to constantly improve the managing systems and the working methods, tocontinue cooperating and involving all the members of the organization.


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I.CO.P. QUALITY SYSTEM:

SOA CERTIFICATION FOR PUBLIC

PROCUREMENT

UNI EN ISO 9001 standard certicate

UNI EN ISO 14001:2004 certicate for the

environmental management system

OHSAS 18001:2007 occupational health and

safety management systems

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COMPANY ORGANIZATIONAND DATA


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MICROTUNNELLING

BRIEF DESCRIPTIONOF THE MICROTUNNELLING TECHNOLOGY


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I.CO.P.Microtunnelling technology and its employment in the construction of undergroundcrossings

Over the last years, the rapid growth of the transport and communication systemshas caused a growing demand for tunnelling equipment able to operate inincreasingly difficult conditions.

Both the techniques and the equipment in this industry have been improved,especially when dealing with loose and watered soils, which generally is the mostcomplex site condition facing tunnel construction.

On the one hand, the construction industry has managed to build tunnels ofincreasingly large size also thanks to the development of techniques andequipment once inconceivable, such as soil consolidation, special injections,freezing, shielded equipment and so on on the other hand, in the small-diametertunnel construction the sector was still bound by the minimum size required for

personnel entry and inspection. This is why until about ten years ago it was notpossible to build tunnels smaller than1500 mm in diameter.

The improvement of the shielded cutter heads technology from large- to small-sizetunnelling has led to the development of the micro tunnelling method, which wasdeveloped for two main reasons.

One was the massive spread of technological services in the cities, which hascaused an intensive and often not well-planned exploitation of the urbanunderground. The installation of sewers, water supply systems, gas pipelines andpower and telecommunication networks has in fact turned the underground into avirtually untouchable maze of pipes and cables.

Owing to this situation and to the lack of adequate work areas, the installing andmaintenance of underground utilities are usually carried out using traditionaltechniques, which involve deep excavations and interruptions of other utility linesand of the traffic flow.

Studies carried out in different parts of the world have shown that the costs citizenshave to bear because of the inconveniences deriving from open-cut trenchexcavations in urban areas far exceed the building costs.

The second factor that favoured the development of the microtunnelling techniquewas the application in civil engineering of advanced techniques of miniaturization,laser guiding and so on.

In conclusion, the need to develop techniques other than trench excavation has

favoured the advent of microtunnelling methods and small-size pipe guidingtechniques where no personnel entry is required.

Microtunnelling, which was first introduced in Germany and Japan at the beginningof the 1980s, is now successfully employed all over the world.

The Microtunnelling ProcessToday microtunnelling allows pipes to be automatically installed without digging opentrenches and without employing manpower inside the tunnel. The full-faceexcavationis carried out by a cutter head (also called microtunneller) that is pushedinto the ground together with the pipeto be installed (see Figure 1).

After locating the depth at which the pipe is to be laid so as to avoid interferenceswith existing infrastructures, a starting shaft and an arriving shaft are excavated. The


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microtunneller is initially positioned inside the starting shaft, from where it is pushedinto the ground, together with the pipe, by the main thrust stationuntil it reaches thearriving shaft.

Microtunnelling is the best solution for building rail, road and river crossings in urbanareas, as it ensures an accurate construction in all ground conditions with minimal

restoring requirements, thanks to the mechanical and hydraulic support offered tothe front face, the constant monitoring of the microtunneller direction with a lasersystem,and the simultaneous control of the boring and advancing parameters.

The technique employed in the laying of pipes requires the use of a remotely-controlled shield followed by the pipes to be installed, which are pushed by athrusting unit. The shield is equipped with a rotating cutter head that crushes theexcavated material while advancing. The spoil is then brought to the surface by aclosed-loop slurry system.

The microtunneller is remotely controlled by the operator from a control boardthatallows monitoring and changing the advancing parameters according to the soilconditions. No personnel are required inside the tunnel in order to bore it.

The microtunneller position is constantly monitored by a laser beamfocused on aphotosensitive target installed inside the machine. The information is thentransmitted to a computer, which calculates the exact position of the microtunnellerand whatever adjustments may be necessary. The adjustments are made in courseof boring thanks to a 3-4 individually-operated hydraulic jacksthat act on the cutterhead. Thus it is possible to obtain tolerances of +/- 5 cm vertically and of +/-10 cmhorizontally. The boring system allows pipe installation even under groundwater. Theclosed cutting head and the launch seal ensure watertightness even under a level

pressure of 30 m.


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MICROTUNNEL RECORDS

SINGLE SECTION 1.271,00 mt

Baricella (Bologne - Italy)

Customer:Edison S.p.A.

Works:Construction of theminitunnel for the Reno rivercrossing for the DN 36" Cavarzere Minerbio natural gas pipelinebeing built: Section 2 (Copparo-Minerbio) in Baricella (BO) i.d. 2400 mm e.d. 3000 mm

Period of execution:2007

Description:

- With its 1271 m it representsthe longest river crossingbored in a single section.

- An AVN 2000D with 3000 mmexternal diameter fit with a 3070mm diameter excavation head forclay was used in this work.

- A series of additionalequipment was designed andbuilt specifically for the project:a Back Up for conicaladvancement (tunnel lining) incase it proves impossible toadvance with the pipe thrusttechnique; 10 kW transformerunit; Stand Alone hydraulic unit todrive the intermediate thruststations.

Thanks to correct design and the

chemical additives in thelubrification slurry, it was possibleto push the entire column of pipesfrom the thrust unit.


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CELLULAR ARCH

Bologna Via Carracci

Customer: Societ Italiana perCondotte dAcqua SpA

Works:Construction andexcavation of pits in the Navile

and RFI Arcoveggio area andno.10 adjacent microtunnels for alength of approximately 270 each- 2.700 ml total

Period of execution:2007

Description:- The project permits aninnovative system forconsolidationof the highexcavation front in order to createin-tunnel sections.

- The excavation roof wasprotected with a cellular archcomposed of ten microtunnels set20 cm apart to form a circular-section beam system able tosupport the overlying ground.- The correct flextural resistancewas achieved by plugging theindividual microtunnels afterhaving insertedreinforcingcageswith an innovative pullingtechniqueand laying ofreinforcement sections.


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MAIN TECHNOLOGIES AND WORKS

UNDERGROUND


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TECHNOLOGIES

Trench Cutter Slurry Walls

The traditional method realized removing soil through traditional means presents twomajor limitations. On the one hand rock or highly consolidated composite layers aredifficult to cut. On the second hand when increasing excavation depth, alsoimprecision in verticality rapidly increases, until it does not fit anymore with thebuilding requirements, especially of the walls water resistance. These problems canbe solved thanks to the new equipments available. They remove the watered soilthrough a rotating cutter head. The slurry is then mixed with bentonite and conveyedto separation plants. They separate the solid part from the fluid that is introduced inthe excavation while advancing. The considerable weight and the remarkabledimension of the trench cutter, it weighs from 35 to 50 ton and is over 15 mt long,together with a control system checking verticality (it allows to modify in real time thecutter position when changing the direction) allow the construction of panels withsmall errors in verticality also in cases of outstanding depths. This technology is

extremely helpful when precision plays a big role in the good result of the work.


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Drilled PilesBored piles are the best answer for foundations of heavy structures especially inunstable or difficult soil conditions. They are made in reinforced concrete withdimensions varying from 60 to 200 cm and can reach lengths of over 50 meters andsupport loads of hundreds of tons. Excavation is normally accomplished usingrotating equipment (buckets or drills). Bentonite slurry is used to support theexcavation. Should the geological conditions not allow its use, sheet piles are usedas an alternative.


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Diaphragm wallsThe diaphragm method allows the construction of continuous walls in reinforcedconcrete with a maximum depth of 25-30 mt below ground level. Installed insequences, in linear, box type, circular or polygonal forms, they suite very well forthe construction of containment walls, dumps, underground car parks, defences ofriver banks, underpasses, etc. They are built excavating with free grabs (gravitygrabs) or with Kelly bars which have a variable width (normally 250 cm) and athickness between 40 and 120 cm. The stability of the excavation is ensured by theuse of bentonite or polymeric slurries. They form a thin waterproof layer (cake) onthe sidewalls, allowing the hydrostatic thrust of the slurry to reinforce them byreplacing the removed soil.In the specific case of the construction of waterproof diaphragm walls (=bulkheads),the joint between two subsequent walls is made watertight by using a plastic joint(water-stop). The water-stop tape, firmly anchored in the concrete, prevents any kindof infiltration.


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Plastic diaphragmsThe excavation method is basically similar to the one used for traditional reinforcedconcrete diaphragm walls. The significant difference is in the materials employedand in the site requirements.Constructed without reinforcement cages and concrete, they are formed from thesame bentonitic slurry used for the excavation, then cement is added in order to givethem solidity and integrity over time. Rather than structures they can be consideredground lenses with improved geomechanical characteristics. Particularly suited indefences of river banks, waste dumps, earth-dam cores and whenever stopping theflow of water or other fluid is preferred to the action of earth containment, typical ofbulkheads.


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MicropilesPeculiar to the micropiling method is theconstruction of vertical or sub-horizontalbores reinforced introducing steel pipeswith concrete or premixed mortar grout.Diameters can vary from 90 to 400 mm.Installed for foundation consolidations ofstructures subject to differential setting,they find large application, together withanchoring tie rods, in the supporting oflandsliding slopes and in vertical facingsexcavations. Micropiles are alsofrequently used as a foundation elementsince they can transmit the above loadsto depth.

Anchoring (tie rods)To this category belong all works, such as tie rods, rivets and bolts, whose purposeis to stabilize mountain slopes (especially in case of landslides), diaphragms,support walls and, more in general, any facing unable to offer adequate stability overtime. In such cases it is necessary to support the wall with appropriate bolts(=bracing) firmly fixed in portions of ground, far from the influence of the landslide,rendering it safer in case of landslides or toppling.The method employed is based on the drilling of bores (diameters varying between133 and 220 mm and lengths which, in the case of tie rods, can exceed 30 - 40 mt).

The tie rod (or peg, or bolt) is inserted in the bore. The rod is made up of steelstrands or bars fitted with an anchoring bulb and a free part which allows thestretching and elongation of the bar. After locking the wall, the rod transmits the loadapplied to the ground behind it, so to ensure the necessary load carrying capacity.


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Jet groutingThe jet grouting method is the injection at high pressure (up to 600 bar) in theground of water and cement mixtures in bores drilled with the same kind oftechnology used for micropiles and tie rods. Using a monofluid it is possible to obtainpiles with a diameter varying from 40 to 100 cm. Using a bifluid (that combined withhigh pressure air allows the creation of a homogenous mass) it is possible to reachdiameters of 2 m.Jet grouting is used in a wide range ofapplications that can go from tankplugs or underground parking areas inpresence of groundwater, tobulkheads for waterproofing riverembankments. This method can alsobe used to improve soil conditions:with grout injections loose soils can beconsolidated and the mechanicalconditions improved, improving load

bearing.As in all free of steel concretestructures, also the consolidated pilesare not able to resist to tensile orflexure stress. When jet grouting isused to build load bearing structures,it can be reinforced with a seconddrilling and the introduction of steelpipes, with the same kind of methodsused for micropiles.

CFA pilesor augered cast-in-place (ACIP) pilesCFA method is largely used, since it isquick and cheaper (if compared toother similar technologies), when thecharacteristics of the soil or of theworks allow drilling without usingeither bentonite slurries, reinforcementcages or casing oscillators.The equipment used is hollow-stem

augers with a diameter going from0,30 to 1,50 ml.CFA piles are a good deep-foundationsolution in areas with soft grounds,either with cohesive soil or not, even inpresence of ground water.


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CSMThe soil mixing methods involvecombining soil with a cementitiousmaterial in-situ and allow incisiveimprovements of the geotechnicalcharacteristics, thanks to theadding of opportunely dosedcementitious mixes.Recently developed, the CutterSoil Mix gives the opportunity toobtain panels dozens metersdeep in consolidated soil with athickness varying from 50 cm to 1m. The two cutter gears (eachdriving a standard vertically drivencutter wheel) breaks up the soil,while bentonite slurry is pumped

in (continuously and at lowpressure). This mix of slurry andloosened soil creates a plasticbentonite-soil mixture withstrength that can vary from 5 to18 MPa.

Deep mixing

Differently from the jet groutingmethods, the Cutter Soil Mixmethod can deal also withconglomerated soils and cobbles,which are broken up and madehomogeneous thanks to the cutteraction.Deep mixing methods are usedwhen mono-directionalconsolidations are requested. Arotating flight (convenientlyshaped) breaks up the soil and

mixes it with cement grout orconcrete, as previously indicated.The result is piles with a diametervarying from 50 to 120 cm thatcan be used in the construction ofwalls, road embankments, etc.


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Grouting methods and forepolingGrouting methodsare used to consolidate, waterproof, backfill or constipate cracksor cavities, to avoid floods, to improve mechanical soil conditions and are performedfilling the holes with grout mixings or other mixings. Quantity and pressure of thegrouting is determined by soil conditions.Groutings are generally listed according to: kind of grout used; quantity of groutused; injection pressure; injection method; diameter and depth of the drilling;eventual pipes used.Forepoling is used to improve soils, rocks or works by means of reinforced concretepipes drilled in horizontal or sub horizontal position and injected with special mixings.This kind of preventive consolidations are generally required while excavatingtunnels or for temporary support of the pit face. The drilling usually does not requestuse of water and it is performed by means of equipment that can drill holes of therequested diameter and allow to regularly execute the further operations of pipecasting and injection.

Shotcrete (Spritz beton)

The shotcrete method allows concrete lining on vertical or sub-vertical areas, appliedby spraying it via pressure hoses.This method allows lining any kind of facing with concrete layers that can reach andbe even thicker than 30 cm. Shotcrete is usually sprayed over a framework ofreinforcing bars and steel mesh. The main property is the fast hardening of theconcrete immediately after the spraying. The correct application is guaranteed by theuse of aggregate added to the mixing thanks to a feeding line conveyed straight tothe nozzle.Shotcrete may be accomplished either through a dry- or through a wet-mix process.In the dry-mix process a dry cementitious mixture has to be mixed with aggregateand water when spraying.In the wet-mix process a previously prepared mixture, typically ready mixed concrete

is used. Only aggregate needs to be added. Thanks to the wet-mix process the liningis more homogeneous and of higher quality.


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UNDERPASSES



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UNDERPASSES

By underpass we mean the set of all worksrealized to grade-separate a crossing ofexisting roads and railways.The construction of underpasses usuallyimpacts the traffic, causing road and/or raildelay for at least part of the constructionduration.

In order to minimize these disruptions,expensive solutions are typically adopted, e.g.use of alternative paths or temporary outages.In recent decades, in different areas of theworld, the goal of limiting these costs has driventhe development of several underpass

construction methods, but a definitive solutionwas never reached.

One such method was developed in Germany.It is based on monolithic, reinforced concreteliners, of rectangular section, precast away fromthe work area and placed in its final position byhydraulic jacks.Such technology is limited by the presence ofsoil with soft or poor mechanical characteristics,and especially in presence of groundwater.Additionally, this solution causes traffic delays

for the entire duration of the work (severalweeks).

I.CO.P. SPAhas developed the ultimate solution to solve the cost and delay problems, andafter 15 years of research has patented (PCT ref.: PCT/IB2010/003354) a new technologycalled ONE NIGHT SOLUTION. This technology limits total traffic interruption to only onenight, or, if the launch can be done in two separate nights the traffic flow can be maintainedcontinuously on one rail line or one road lane.

View section - railway underpass

Fig.:railway underpassRonchi (TS ITA)

Fig.:road underpassTerraglio (VE ITA)


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ONE NIGHT SOLUTION CONSTRUCTION PHASES

One night solution Roadway/Railway intersection.

For railway underpasses the above mentioned phases can be described as follows:

Phase 1

This phase consist of construction of two bulkheads(Larssen sheet piles, or micropiles or jet-groutingcolumns) placed transversely to the railway andparallel to the underpass axis along the access ramps.Work should be executed during scheduledmaintenance of way (MOW) windows or during timewith limited traffic.The bulckheads allow for the subsequent excavation

that will be done under the launched deck, in perfectlysafe conditions

Phase 2

During this phase abutments on railway side are built.

Abutments can be either concrete diaphragm walls,drilled piles or any other kind of foundation, according tosoil conditions.These structures are built in order to excavate theaccess ramps and to the precast the deck.Connecting beams are constructed on the top ofdiaphragm walls. The beams have the followingpurposes: base for precast deck, launching lines fordeck, supporting and linking the hydraulic jacksguaranteeing the necessary precision during decklaunching phase.The deck is constructed in portable reinforced concreteor prestressed concrete sections, made up of a plate(traverse). The deck can also have an inverted U shape,depending on the abutment distance.Phase 2 works do not impact railway (or roadway)traffic.

Fig. scheme ofbulkheads machineused to drive metallicsheet piles.

Fig.:construction phase oflaunching beam


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Phase 3

After completion of phases 1 and 2, the deck is placed in its final position using hydraulicjacks. Once rail service is interrupted, the excavation and the simultaneous advancement ofthe deck are executed.Launching of the deck and complete restoration of service take place during the night, withina maximum duration of 10 hours. The preference to conduct this activity at night stems fromrestricted MOW windows in Europe, minimize impact on commuter rail service.

Fig.:Deck launching performer using hydraulic jacks

Fig.:ballast packing

operations tampingmachine

Fig.:deck precasting construction phase

Fig.:deck completed ready to be placed in its final position.


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The described method allows rail authorities to re-open the railroad to traffic within one night.Once the deck is put in its final place and rail services are restored, completion of theremaining work may be accomplished without any further interference with the railway.In order to avoid delay due to equipment failure, all machine used during launching phaseare redundant (100% redundancy).

Fig.:deck final position railroad service restored

Fig.:completion works walls and slab


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The scheme described above can be used for road underpass construction, too, and it canbe modified to match specific project requirements. For example, two or more tracks make itpossible to avoid total traffic interruption. Performing launch over two nights enables railtraffic to be active on one track at all times.

One night solution Time schedule

The following schedule indicates the work (including all phase 3 works)to be completed:

Work program (indicative)

Activity description durationcumulative

durationNote

1 De-energize electric line(s) 30' 30'

2Remove sheet piles -parallel totrack

1h40' 2h10' 2 digging machines-about 20 piles/side

3 Install track supporting structure 50' 3h00'2 cranes: Installation of tracks-supporting steel beams

4 Excavate under railroad 2h00' 5h00'

5 Launch deck 2h20' 7h20'

This phase could start after completionof excavation; 3,50m is the length ofeach thrusting step; 20 min(+/-) is theduration of each step

6 Restore tracks 1h40' 9h00'Removal of rack supports; tamping,etc.

7 Safety margin 1h00' 10h00'

This schedule is based on a real railway underpass work performed by ICOP Spa. Time

values have an indicative purpose and they can be subject to modifications depending onspecificity of project.

Fig.:underpass once the works have been completed


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One night solution Roadway/Highway intersection.

ICOPs One Night Solution can also be adopted toroadway-underpass construction with the abovementioned scheme, interrupting traffic for one nightonly.Where it is not possible to interrupt the road completely(e.g. a new underpass must be built under a road-highway with high level of vehicular traffic) theconstruction procedure could be revised as follows:

1. construction of lateral bulkheads;2. lateral abutments construction and decks precast;3. central bulkheads and abutments construction;4. decks launch and subsequent completion of the

work.

I.CO.P Spa is able to guarantee the service of highway during all construction phases; usingtwo decks, it is possible to close alternatively only a part of the road. By reducing number ofopen lanes and using temporary lane modifications (width and direction) it is possible toavoid road traffic interruption and consequent traffic load increase on alternative paths.

Here below is presented a work scheme adopted to build a highway underpass withoutcomplete traffic interruption:

Phase 1-2 (fig.: A):bulkheads(Larssen sheet piles, or micropiles or jet-grouting columns) areplaced parllel to highway axis on the external sides.In order to excavate the access ramps and in order to construct the precast decks on lateralhighway sides, abutments (concrete diaphragm walls, drilled piles or other kind of

foundation) and connecting beams are built. After completion of beams, decks on left andright sides can be precast.This work does not interfere with highway activities.

Phase 3 (fig.: B):Road width is reduced. Only one or two middle lanes are closed to traffic inorder to permit the construction of deck central supports. Bulkheadsare driven along centralhighway axis and central abutmentswith supporting beams are built.

Fig.:deck launch road is partially open

A


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Phase 4 (fig.: C): Right deck is placed in its final position. Half width of the highway isavailable to the traffic. Before deck launch,right lanes are closed to traffic. Bulkheads aredriven orthogonally to axis of lanes in order to permit safe excavation under right deck.

Phase 4 (fig D):Right half of road is now open to traffic. Left deck is launched in its finalposition. Only left lanes are close to traffic. As done for right deck, before launch operations,bulkheads are driven orthogonally to lane axis in order to permit further safe excavation.After launch all lanes are restored. Completion work could be carried out without any trafficinterference.

C

B

D


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MONOLITH TRACKS SUPPORT STRUCTURE (E.G. ESSEN BRIDGE)

Another technology adopted by I.CO.P Spa to build underpasses is based on the use of amonolith concrete box, placed in its final position with hydraulic jacks. With this process, thetrack must be supported using steel frame structures like an Essen bridge prior to movingthe monolith into place. The construction phases of this work could be dived as follows:

1. Concrete bed constructionThe concrete platform is used to launch themonolith structure to its final position withhydraulic jacks.

2. Monolith precast and counterthrust wallconstructionThe monolith concrete box is precast on oneside of the track (without rail serviceinterference), over the concrete platform.

During this phase the counterthrust wall mayalso be constructed, which will be used tosupport the hydraulic jacks. The counterthrustwall is provisional and it must be demolishedafter launch of the underpass.

3. Track support structure installationIn order to maintain rail service during all construction phases a track support structuremust be installed. This structure allows passage of trains even during launch phase, albeitat reduced train speed.

Fig.:bridge Essen pictures and drawing

Fig.:Underpass- complete work


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For track support structure, ICOP has usually employed a system called Essen bridge.This support structure is a steel grating composed of several kinds of interconnectedbeams:

Essen beams: there are 4 beams per each track, H shaped (Height 20 cm

width 12 cm) laid out parallel to each track and pairs connected through saddles;

Maneuver beams: several beams (on center distance 2,5 m) placedorthogonally to the Essen beams (and to the track), they work as track supportsduring the excavation phases;

Tie beams:two beams (H beam or truss) with high flexural rigidity are used toconnect the Maneuver beams. These two beams are placed parallel to track in orderto contrast horizontal stress due to supporting structure sliding over the upper slabface of the monolith.

Slip beams: these beams are fixed over monolith (orthogonal to underpassroad axis), they work as bearings for the Maneuver beams during launch phase.

Wood piles (diameter 300 mm length 5m) are driven inside rail embankment; these pilesare removed during work face progress, at those time the grating will be supported on oneside by the monolith and on the other side (not yet excavated) by wood piles;

Before underpass launch some works must be done (e.g. micro piles, struts, tie rods etc.)in order to guarantee safety of excavation, stability of rail embankment and stability ofsupport structures.

4. Monolith launch and underpass completion

During launch, excavating machines located inside concrete box structure remove the soilon the advancing work face, facilitating the concrete box progress.During this phase, which will take several days/weeks, tracks alignment (horizontal andvertical) must be regularly verified and eventually restored since an excessive trackdeformation would stop the train traffic.

The following time schedule provides approximate duration of each phase work:

Work program (indicative)

Activity description durationcumulative

durationNote

1 Track support structureinstallation ( Essen)

7 days 7days

2 Underpass launch 20 days 27days

Excavation and launch velocitycould be strongly influenced bytype of soil and presence ofgroundwater

3Track support structuredismantling, ballast and trackrestoration

7 days' 34 days

This schedule is based on a real railway underpass work performed by ICOP Spa. Timevalues have an indicative purpose and they can be subject to modifications depending onspecificity of project.


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ONE NIGHT SOLUTION VS MONOLITH TRACKS SUPPORT STRUCTURE

The table below provides a comparison between the two above described underpassesconstruction technologies

Monolithic One Night SolutionStructure - type Box structure Monolithic deck - jointed with

steel rods to launch beams -rigid constraints

Joints - wet seal Impervious structure(waterproof joints)

Possible water filtrationthought deck - beam joints

Geometry of structure Construction limit: structure withreduced railroad/road axesangle

It's possible to build structurewhere high angle betweenroad and railroad axes occurs

Excavations Deeper excavations for rampsand concrete bed (used forstructure launch) construction

Reduced excavation deep -road level

Water table limitations During excavation, constructionand launch phase

Not affected by water tablelevel

Reinforcement Cost impact due to concretebed and basementreinforcements

Reinforcement bed reductionIncreased deck reinforcementdue to launch stress

Launch method Hydraulic jacks Hydraulic jacks

Launch operations Soft ground: risk of monolithshelving during launchContinuous alignment trackscheck (horizontal and vertical)during launch phase.

Launch beam ( supports) areused to avoid shelving risk

Launch - auxiliary works Temporary and auxiliary works(concrete bed, guide beam,counterthrust wall);- Erection/ demolition cost- Space for realization of thiswork (increased sitedimensions)

Auxiliary works not required

Launch - railroad works Railway support frameworks(e.g. Bridge Essen)-rent andinstallation/dismantling costs

Railway support not required

Rail service interference Reduced train velocity duringrailroad supports installationperiod (several days-weeks)

One line could remain alwaysopen - train serviceinterference limited to one

night


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REASONS FOR UNDER PASSING ROAD/RAILROAD INTERSECTION

1. Absolute collision avoidanceCollision at grade crossing where road cross railroad track at same elevation cannot becompletely eliminated. Even with continuous improvement to signal system, it is stillpossible for a driver to be stuck by a train.

2. Elimination of rail traffic issuesTrain velocity is general restricted at any locationwhere grade crossing is present. This can causesignificant train delays. Grade separation structurecan reduce the time needed to cover a certaindistance making transportation system moreeconomic and efficient.

3. Elimination of vehicular traffic issuesDepending on whether is a passenger or freight

train, motorist can experience several minutes ofdelay when a train is passing trough a grade-crossing. Grade separation structure can reducevehicular traffic and avoiding the formation ofvehicles queues reducing the emission of pollutantimproving quality of air.

4. Decreased long term maintenance costThere are many ongoing costs at grade crossing withwarning devices, including safety inspection andregular maintenance. Comparatively a new underpasswith no mechanical or electronic parts requires less

frequent inspections and improvements.5. Elimination or reduction of horn noise

For general safety, trains are required to sound hornsas they approach to a grade crossing. By eliminategrade crossing trains will not be required to whistle atcrossing, significantly reducing unwanted noise.

6. Elimination of crossing system failure and associated train/vehicles delaysCrossing system signals are complex computer and electronic systems that can operatein harsh environments. Even as system are improved, there still a possibility of failure.When this occurs, trains are required to stop at each crossing while a flagman stopsvehicular traffic. This manual operation can cause significant train and traffic delays and

is dangerous for flagmen/crew members.

7. Elimination of easy trespasser accessPedestrian trespassing is a major safety and security problem for railroad. By eliminatinga grade crossing, the likelihood that a person trespasses and be stuck by a train, orprovide a security risk on railroad right of way, is considerably reduced.

Fig.:vehicular traffic due to grade crossing


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BRIDGES & VIADUCTS



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BRIDGES AND VIADUCTS

Main technologies

I.CO.P. SpA., in its more than thirty-year activity in Transportation Engineering, is aleader in Italy in the construction of one-span precast reinforced concrete bridgesand viaducts, constructed with the cantilever method. The first bridges constructedusing cast-in-place concrete, by the projects of two Italian engineers: Mr Macchi andMr Papini, date back to the end of the 60s. This method is the one to prefer forspans up to 45 meters, since it permits the construction of one-piece sections withlengths of some hundred meters, allowing the construction of long lastinghomogeneous structures. This construction technique is often preferred to traditionalmethods (such as steel piles and reinforced concrete slabs, precast reinforcedconcrete segments (for construction of segmental bridges) or precast reinforcedconcrete piles and load bearing slabs), even if our company still uses all of them.

After the first experiences I.CO.P. SpA has developed the above mentionedconstructing method, modifying and adapting it in order to meet different and criticalconstructing demands, letting both the flexibility characteristics and the aestheticalappeal be part of the characterising elements both of the construction and of theenvironment.

All bridges and viaducts constructed by I.CO.P. SpA are designed by the companytechnical staff and become the historic memory trace of the company know how.

Typical segment of precast reinforced concrete continuous bridge deck slab


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Working in very difficult site conditions and with extremely short execution times arealso distinctive elements of our commitment to clients. Nowadays I.CO.P. SpA is areliable company for many important contractors, such as Anas Spa (the nationalroad and motorway agency) and the Italian Civil Protection organization (ICP).

Boccea viaducts (Grande Raccordo Anulare Rome )

Precast segment bridge designed and constructed by I.CO.P. in Rome (Palidoro area).


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Consolidation and structural restorationI.CO.P. S.p.A. has always been working in the structural restorationof deterioratedbridges and viaducts, executing foundation consolidation, substitution orconsolidation of constructive elements such as piers, beams, deck segments, etc.,with a great number of project solutions proposed in order to solve specific functionaldemands.

Particularly relevant are the works of framework raisingfor the substitution of beamsand compensating joints and the reconstruction of the deteriorated structuralelements. All these works have been realized without viability interruptions.

Of great importace are also the works for the functional stabilization of bridges andviaducts with precast reinforced concrete piles, damaged by crashes with heavyvehicles. In such cases, the restoration has been done adding facial elements incarbonto substitute steel reinforcement..


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ENVIRONMENTAL SOLUTIONS


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ENVIRONMENTAL SOLUTIONSTechnologiesAfter having been one of the first Italian groups to develop trenchless technologies,which minimize or even eliminate surface disruption and can be therefore consideredenvironmentally friendly technologies, in the latest years the companies belonging tothe I.CO.P. group have committed themselves applying their geotechnical know-howin the environmental field, studying integrated solutions for waste disposal andsediment treatment and remediation, especially in case of dredged mud. The aim isto treat and improve the quality of muds and sediments both from an environmentaland from a geotechnical point of view.I.CO.P. group keeps studying and applying innovative technologies in theenvironmental field:

construction of impermeable barriers to retain contaminated sites;

projects of integrated solutions for environmental reclamation and ecologicalengineering works;

research of environmental friendly systems for dredged mud;

special in situmixings that can offer innovative solutions also for sediments,drilling slurry and excavation waste.

To traditional technologies, such as plastic diaphragms with or without water-stop,trench-cutter diaphragms, csm, etc., new technologies such as ALLU systemandthe BioGenesis technology, an exclusive patent in the Italian territory, can beadded.

Furthermore, in relation to the increasing amount of works that involves transportand treatment of dredge sediments, I.CO.P. has developed a pilot project forsediment decontamination, based on a flotation process.


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ALLU SystemThe mass stabilization is a fast, cheap way to consolidate land and dredgedsediments with poor mechanical properties, mixing them with dry binders.This technology is particularly suitable for in situ remediation. With the massstabilization, consolidation and contaminants inertization occur simultaneouslythrough the process of Stabilizationand Solidification. The stabilization/solidificationprocess can be utilized for both improving the properties of poor soil masses andbinding the harmful particles into the stabilized mass. In detail, the process consistsof two distinct mechanisms:

stabilization, which by chemical reactions converts pollutants into less solublecompounds;

solidification, which physically incapsulate contaminants within theground/sendiments and prevent migration to the surrounding areas.

The opportunities and the main purposes offered by the application of massstabilization are many and include:

improving the deformation properties of soils (reduce settlements); increasing the mechanical strength of soils;

increasing the dynamic stiffness of soils; remediation of contaminated matrix (soils and sediments).

Moreover, mass stabilization method can also be used in combination with columnsstabilization and offers several benefits, including:

execution speed;

economic benefits in terms of saving material and energy; cut of costs both for material handling and offsite transport;

consequent reduction of traffic pollution and no need for disposal sites; no need of material from borrow pits and consequent money saving.


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To realize mass stabilization I.CO.P. applies the ALLU technology, which offers theopportunity of minimal invasive matrix treatment. This innovative system has beendeveloped in Northern Europe, where stabilization and in situ remediation of soilsare now of primary importance because of peculiar soil conditions and difficulties infinding suitable materials for engineering works.The ALLU SYSTEMis based on the mixing of an appropriate amount of dry binders,with the environmental matrix. It allows a substantial enhance of matrix mechanicalbehaviour and/or reduction of contaminants mobility.Mass stabilization is the most widely used technology for the recovery of dredgedmaterial and is the simplest system for its reuse in the construction of portinfrastructures, such as CDFs.In particular, the new Italian law regarding dredging operations and sedimentsmanagement (D.M. 7thNovember 2008), considers sediments as a resource" andnot as "waste", as it used to be. Subsequently, ALLU technology can be successfullyused for all applications in environmental remediation and contextual development ofport areas.


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BioGenesisTMmethod - sediment washing technologySediment washing technologies are based both on chemical and physicalprocesses.Chemicalprocesses alter the chemical structure of contaminants, generating eitherless toxic compounds or at least compounds that can be easily separated from thematrix.Physical processes facilitate phase transfer of contaminants or in any case theirseparation from the solid matrix.By the sediment washing treatment contaminants are transferred in an aqueousphase, eventually added with appropriate reagents. The transfer process resultsfrom a combination of two different mechanisms: dissolution and dispersion ofcontaminants in the extraction liquid, which become suspended particles.In relationship to the type of contamination different cleaning fluids can be used (eg.water, water with surfactants, acid solutions, alkaline solutions, organic solvents andcomplexion agents).Widely contaminated sediments can be treated by sediment washing.Conventional technologies, such as traditional soil washing, are inefficient for the

removal of contaminants from very fine particles (eg. silt and clay).BioGenesis technology is designed to eliminate these restrictions and allowtreatment of even finer material, screening biggest particles and removingcontaminants adsorbed on them.BioGenesis Inc. started developing the sediments treatment technology in 1993.Later on BioGenesis technology became part of the program of the U.S. EPA WaterResources Development Act (WRDA), completing the successful upgrade of thetechnology on a pilot scale. Following the results obtained on this scale, the U.S.EPA and the U.S. Army Corps of Engineers (USAC) endorsed the plant on anindustrial scale validating the technology for the treatment of contaminatedsediments.Sediments treated by the BioGenesis process have a market and can be used as

secondary raw materials (eg. to cover landfills, to construct embankments andindustrial and residential sites, for environmental engineering applications such asthe reconstruction of morphological profiles, and for industrial applications).

In March 2010 I.CO.P. S.p.A. andBioGenesis Inc. founded the ConsortiumBioGenesis Italiain order to perform, atnational level, the sediment washingtechnology and to solve this wayimportant environmental issues relatedto the management of dredged

sediments.


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RESEARCH AND DEVELOPMENT


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RESEARCH AND DEVELOPMENT

I.CO.P. is focused on the innovative sectors of the construction market, promotingboth its technological and human heritage. The company keeps up with the topstandard research and technology and is committed to a steady research fordevelopment and innovation. R&D activity engages all I.CO.P. sectors, and involvesdifferent partners.Today the company is leading some European CRAFT projects involving partnersand research institutes from different European countries.Since 2000 it acquired new technologies in the foundation field, such as the trenchcutter, ground freezing method, and chemical injections, applying them in importantjob sites for the construction of the underground lines in Naples, Rome andThessaloniki. Cooperating with the University of Genoa and some other companies itdesigned and manufactured innovative machines, such as the roboclimberand themicrodrainage.

Roboclimber

Roboclimber is the biggest four-leg robot everconstructed.Intervening in case of landslides is always verydangerous for personnel. The CRAFT researchproject, financed by the European Community, hasled to the construction of a remote controlled robot(weighing 4 tons) that allows the execution of workwithout workers on the wall.With its 3.800 kg, and a square base measuring 2 mtper 2,5 mt, the four-leg Roboclimber is one of thebiggest robots in the world. Nevertheless it isextremely agile and easy to control. The climbing

robot includes algorithms based on the mostadvanced remote control methods.Roboclimber can drill bores 76 mm large and about20 m long, in any kind of rock, whatever the gradient.An innovative rod compartment and a roboticmanipulator allow automatic insertion and removal ofthe rods.

Blind Tunnel e Microdrainage

The research and development project aimed to the realization of a blind microtunnelthat allows the drawing of the cutter head from the starting shaft, avoiding theconstruction of an arriving shaft.The integrated system formed by a special drilling kit, slightly thicker than theinserted concrete pipes, will be removed from the cutter head after use, thanks to aspecial hydraulic system. The extension kit remains in the ground while the drillingmachine is withdrawn through the pipes, until it reaches back to the arriving shaft.The construction of blind tunnels will be a successful method when from the mainpipe it is necessary to do further drillings.


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With the microdrainage method, radial drains of small diameter are drilled in themain microtunnel by a remote control robot in order to remove groundwater. Therobotic drilling module moves inside a microtunnel bored under the landfill and setsup a draining layout. The mobile caterpillar unit, fitted with buffer elements, is able tostop at locations requiring draining manifold insertions.


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FDPFDP (Full Displacement Piles) are cast-in-situ screw piles installed by rotation andcrowd. The FDP drill string is made up of a hollow Kelly bar that will excavate thesoil and move it, for displacement laterally, with a minimum generation of spoil.The FDP method has multiple qualities some of which are:

they are installed without vibrations in the soil or in the surroundingarea/building

they produce little or no spoil to be removed. This is particularly convenientin contaminated areas or when the waste disposal areas are distant from theworking site.

FDP piles are installed drilling dry, without the use of bentonite orreinforcing cages to sustain the boreholes.

making compact the surrounding soil, the piles develop a very good soil/pailinteraction, increasing the geotechnical soil characteristics and the pilesbearing capacities. Since the piles have a higher bearing capacity they can

be shortened. pile sections are very steady and consistent, there is little overbreak and

consequently reduced consumptions of concrete; The drilling and concreting processes are continuous "One Pass",

procedures, allowing automatic controls.Both drilling and extraction phases can be completely automated therebyguaranteeing high levels of productivity, reduced drilling costs and quality control ofthe piles and productivity during the construction.


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FreezingWhen it is necessary to drill large diameter tunnels or shafts, in soft or compactground or also conglomerate, in presence of groundwater, and when it is notpossible to drain it, it is possible to use ground freezing methods. This kind ofmethod allows the separation between the groundwater and the soil, eliminatingdewatering. Ground freezing is done along the perimeter of the tunnel or shaft insideof which is then passed the piping where the liquid refrigerant (normally CaCl2 ornitrogen) with temperature in the order of -45C, - 120C to freeze the terrain around,thus forming a frozen column with diameter up to 2.0 mt. The excavation can then bedone using a drilling probe, but in the case of tunnels, it is preferred to use tools ofgreater sizes. With such machines, horizontal holes with height from the level of thewheels up to 10,20 mt can be constructed, with notable advantages of continuing thework in steps of 8-9 mt.


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PUBLICATIONS


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DIRECT PIPE

Feature taken from:


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MICROTUNNELLING

Feature taken from:

The magazine for the no-dig professional

April 2008 Issue 7

Abstract taken from:

Abstract taken from:


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UNDERGROUND

Feature taken from:

PF

- Rivista Italiana delle Perforazioni & Fondazioni | January-February 2010

Feature taken from:

PF- Rivista Italiana delle Perforazioni & Fondazioni | January-February 2011

Feature taken from:

MT March 2011


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PF|gennaio-febbraio 2011 74

La C850 DH, unamacchina per palirealizzata dallaCasa friulanacon uno specialeallestimentodoppia testa, si recentemente resaprotagonista in uncantiere a Udine,

dove ICOP ha svoltocon successo unintervento conuna metodologiamolto recente einnovativa

Lavori di sistemazione a livelli sfal-

sati dellincrocio semaforico tra

la strada statale 13 (tangenziale

ovest di Udine) e la strada pro-

vinciale 89 in localit Basaldella, che consen-

tiranno il passaggio a SantOsvaldo.

Questo, in breve, loggetto dei lavori in cui si

resa protagonista la ICOP (impresa da ol-

tre 40 anni attiva nel settore delle costruzio-

ni stradali, delle fondazioni e delle opere spe-

ciali), in pratica a pochi chilometri dalla se-

de Casagrande di Fontanafredda (Pn). Lavori

che hanno consentito la realizzazione sullaviabilit esistente di un sottopasso proget-

tato per eliminare un nodo viabilistico fonte

di molteplici code e rallentamenti.

Perforazione

a elica continua

in modalit intubata

Casagrandedi Ettore Zanatta

>DAL CANTIERE


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75 PF| gennaio-febbraio 2011

> Dal cantiere

Qui, in particolare, limpresa di Basiliano

(Ud) ha utilizzato una macchina per pa-

li C850 DH (Double Head doppia testa)

svolgendo interventi di

perforazione a elicacontinua (CFA) in modalit intubata: una

tecnologia, questa, che ha dimostrato an-

cora una volta come la versatilit sia una

delle principali caratteristiche e un dimo-

strato punto di forza del parco macchine

Casagrande.

La geometria dellinterventoLintervento, dellimporto complessivo di

7 milioni e 350 mila euro, si propone di risol-

vere le criticit attualmente presenti nellin-

tersezione citata e derivanti dagli elevati

flussi veicolari esistenti e dalle molteplici

manovre di svolta consentite.

La realizzazione di questi lavori ha richiesto

lesecuzione di circa 730 pali (tra pali accosta-

ti e pali secanti), con un diametro di 900 mm

e una lunghezza variabile tra i 5 e i 15,5 m,

che sono andati a formare due file paralle-

le, ci ha spiegato lIng. Luca Grillo di ICOP.

In particolare, i pali accostati provvisori

(da demolirsi in una fase successiva), previ-

sti per sostenere limpalcato del sottopasso e

temporaneamente ladiacente viabilit, e po-

sti sostanzialmente al centro delle due corsie

oggetto dei lavori avevano un interasse di

1 m ed erano spaziati di circa 10 cm; i pali se-

canti, invece, compenetranti per circa 10 cm,

avevano un interasse di 80 cm e sono rimasti

in opera, poich costituiscono un paramen-

to murario.

Importante evidenziare anche il contesto

operativo: il terreno in cui si lavorato era

molto complicato, costituito da ghiaia inassenza di falda e caratterizzata da trovanti

anche di notevoli dimensioni (ciottoli fino

a 25-30 cm e oltre).

Da sinistra, lIng. Luca Grillo di ICOP e AndreaDobrigna (Area Manager di Casagrande)

La macchina per pali

Casagrande C850 DH si basa

sul gi esistente carro C850

opportunamente modificato

e allestito con due teste

idrauliche di perforazione

indipendenti


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PF|gennaio-febbraio 2011 76

Lintervento, iniziato nel luglio 2010, ha visto

la conclusione delle operazioni di perforazione

nel dicembre scorso, mentre il termine defini-

tivo dei lavori previsto per il maggio 2011.

Una nuova tecnologiaLa tecnologia prevista per lesecuzione dei

lavori stata la cosiddetta tecnica a pali

secanti (CSP Cased Secant Piling) per

la costruzione di paratie continue: si trat-

ta di unevoluzione della tradizionale CFA,

considerata solitamente in presenza di ter-

reni argillosi.Il vantaggio di cui la ICOP ha potu-

to beneficiare grazie allimpiego della

Casagrande C850 doppia testa afferma

lingegner Grillo della ICOP consiste prin-

cipalmente nella produttivit, che in questo

caso di circa 78-85 metri lineari al giorno.

Con le tecniche tradizionali sarebbe stata

di 35-40 metri al giorno, quindi la resa pi che raddoppiata! La novit sta anche

nellaver portato la tecnologia dei pali se-

canti nei terreni ghiaiosi.


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77 PF| gennaio-febbraio 2011

> Dal cantiere

del tubo di 400 kN; sempre in questa ver-

sione, la profondit di perforazione CFA di

25 m con 900 mm di diametro. La massima

forza di estrazione sullelica di 1.000 kN.

La massa della macchina completa di cir-

ca 145 t e essendo una soluzione mul-tifunzionale pu essere predisposta per

CFA tradizionale fino a 34 m di profondi-

t e in tutti gli altri allestimenti per pali,

kelly per diaframmi, gru per fondazioni e

idrofrese.

Un aspetto molto importante da sot-

tolineare per quanto riguarda questa

macchina speciale anche quello del-

la sicurezza. A tal proposito, conferma

Dobrigna: La caratteristica principale del-

la macchina, che consente di fregiarla del

merito di rispettare i pi alti standard di

sicurezza in cantiere, il sistema di pulizia

dellelica rotante, posto sulla testa inferiore.

Questo particolare meccanismo, unesclu-

siva Casagrande brevettata a livello ita-

liano ed europeo, garantisce la pulizia

dellelica continua sul tratto esterno al tu-

bo eliminando il rischio di caduta dallalto

(altezza che in questo caso arriva anche

a 15-20 m) del materiale di perforazione.

Il materiale, quindi, viene convogliato a ter-

ra in sicurezza tramite un nuovo sistema discarico telescopico. Sicurezza la filoso-

fia che sottende la progettazione Made

in Casagrande.

locit massima di 18 giri/min.

Il motore Deutz si caratterizza per una po-

tenza installata di 480 kW. Il tiro dellarga-

no principale effettivo di 300 kN, mentre

il tiro dellausiliario di 110 kN.

La C850 cos preparata aggiunge Andrea

Dobrigna garantisce una profondit diperforazione intubata massima di 18,5 m

per 1.000 mm di diametro (modalit intu-

bata), con una massima spinta/estrazione

Lo speciale allestimento doppia testa della

macchina, infatti, combina i vantaggi dei co-

sti ridotti di palificazione CFA con laccura-

tezza della perforazione fatta di rivestimenti

temporanei. Il beneficio concreto misurabile

in cantiere , in pratica, la possibilit di ese-guire perforazioni pi rapide rispetto al tra-

dizionale uso di rotary con aste e tubo. Inol-

tre, la doppia testa garantisce una maggiore

precisione rispetto ai pali secanti eseguiti con

semplice CFA, mentre luso del tubo riduce il

rischio di indurre sollecitazioni alle strutture

vicine, in taluni terreni come sabbie o ghia-

ie. Il risultato? Il palo migliore in termini sia

di verticalit che di apparenza e finitura e il

giunto ottenuto con pali secanti, poi, ha ec-

cellenti caratteristiche di tenuta. Infine, ma

non meno importante, uno dei vantaggi di

questa tecnica che la palificazione avviene

senza lutilizzo di bentonite.

Una macchina specialeLa soluzione Casagrande in questo partico-

lare progetto stata quella di allestire una

macchina multifunzione, il gi esistente car-

ro C850, opportunamente modificato e al-

lestito con due teste idrauliche di perfora-

zione indipendenti: quella superiore (H40),

per lelica continua, con coppia di 360 kNmper una velocit massima di 25 giri/min;

quella inferiore (H42), per il rivestimento

(tubo), con 420 kNm di coppia per una ve-

Una caratteristica importante della macchina il sistema di pulizia dellelica rotante,posto sulla testa inferiore. Questo particolaremeccanismo unesclusiva Casagrandebrevettata a livello italiano ed europeo

I punti principali del sistema doppia testa sonoil pulitore elica sulla testa inferiore, la testainferiore per rivestimento e il sistema di scaricodel materiale di scavo

Particolari delle teste idrauliche di perforazione indipendenti: quella superiore (H40),per lelica continua, ha una coppia di 360 kNm per una velocit massima di 25 giri/min;quella inferiore (H42), per il rivestimento in camicia (tubo), da 420 kNm di coppiaper una velocit massima di 18 giri/min


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M T M A R Z O 2 0 1 1

Gli interventi che in-

cidono sulla viabi-

lit rappresentano

sempre una sfida

sia sul fronte strettamente

operativo che sotto il profi-

lo logistico, data la necessi-

t di incidere nella maniera

pi limitata possibile, e per

il tempo pi breve possibi-

le, sulla circolazione strada-

le. In gioco entrano dunque

non solamente considera-

zioni di carattere tecnico;

queste ultime, infatti, de-

vono essere valutate, oltre

che alla luce degli obiettivi

funzionali da raggiungere,

anche tenendo in conside-

razione tutti quegli aspetti

che possono rendere fluida,

rapida e meno impattante

Si basa sullimpiego di tecnichedintervento innovative e macchineoperatrici multifunzionali linterventopresentato in queste pagine.Complessit tecniche e vincoli logistici

per un cantiere che ha rappresentato unsevero banco di prova per uomini e mezzi

ndi Roberto Ottoboni

I.CO.P.

Opere infrastrutturali

sulla tangenziale di Udine

Grandi lavori


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M A R Z O 2 0 1 1 M T

loperativit di cantiere.

Lintervento presentato in

queste pagine, che ha co-

me oggetto la realizzazione

di un sottopasso destinatoa risolvere una serie di pro-

blemi di viabilit che ren-

devano difficoltosa la cir-

colazione stradale lungo il

tracciato della tangenziale

di Udine, ha quindi rappre-

sentato un severo banco di

prova per uomini e mezzi.

Brillantemente affrontato

e risolto grazie alladozio-

ne di tecniche selezionate

al fine di garantire un rapi-

do ed efficiente svolgimen-

to dei lavori minimizzando

limpatto sulla viabilit.

Il cantiereCi troviamo a Basaldella, in

provincia di Udine, nel cuore

di un ampio comprensorio

industriale che rappresen-

ta al contempo anche un

importante nodo stradale

essendo collocato lungo il

tracciato della strada stata-

le 13 Tangenziale Ovest di

Udine. Proprio in prossimit

di uno degli snodi della tan-

genziale, pi precisamente

nel punto in cui questulti-

ma incrocia la Strada Provin-

ciale 89, la situazione viabi-listica presentava da tempo

notevoli criticit per la pre-

senza di un incrocio sema-

forico che, nelle ore di mas-

simo traffico, determinava

la frequente formazione di

code e rallentamenti. Il pro-

blema, quindi, richiedeva un

importante intervento di ri-

sistemazione a livelli sfalsati

dellincrocio, con la creazio-

ne di un sottopasso e del-

la relativa viabilit avente

la funzione di fluidificare il


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M T M A R Z O 2 0 1 1

nue. Rispetto alla tecnica

tradizionale di trivellazione

con camicie e utensili di sca-

vo quali bucket e carotieri,

questa soluzione permetteuna maggiore produttivit,

che nel caso del cantiere in

oggetto si aggirata intor-

no ai 75-95 m al giorno ed

avvenuta senza lutilizzo

di bentonite. In genere, ta-

le tecnologia utilizzata in

presenza di terreni incoeren-

ti in matrice fine (argille, limi

e sabbie); il suo impiego in

terreni ghiaiosi con elevata

presenza di trovanti rocciosi

rappresenta pertanto unas-

soluta novit. Gli interventi

realizzati con pali secanti of-

frono eccellenti caratteristi-

che di tenuta, una miglio-

re verticalit e anche la fini-

tura di qualit superiore.

Nel caso specifico, inoltre,

lutilizzo della tecnologia

CSP ha permesso di ridurre

zione delle opere sopra cita-

te. La loro esecuzione, infat-

ti, comportava la necessit

di una serie di interventi di

consolidamento e protezio-ne dellarea del sottopasso

mediante palificazioni aven-

ti il compito sia di sostenere

temporaneamente limpal-

cato del sottopasso e ladia-

cente viabilit, sia di realiz-

zare il paramento murario

definitivo dellopera.

La soluzione

La composizione del terre-

no, caratterizzato dalla pre-

senza di ghiaia in assenza di

falda e ciottoli di notevoli di-

mensioni (25-30 cm e oltre),

ha indotto limpresa esecu-

trice a utilizzare, per la rea-

lizzazione delle palificazioni,

la tecnologia dei pali secanti

CSP (Cased Secant Piling), in

genere adottata per la co-

struzione di paratie conti-

abitata) dallaltro, ha indot-

to limpresa aggiudicataria

dei lavori, la I.CO.P. di Ba-

siliano (Ud), a selezionare

con attenzione le tecniche

da adottare per la realizza-

passaggio dei veicoli evitan-

done larresto. La particola-

re natura dei terreni da un

lato e la necessit di mini-

mizzare limpatto sullarea

circostante (densamente


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grandi lavori

67M A R Z O 2 0 1 1 M T

Lavori di sistemazione a livelli sfalsati dellincrocio

semaforico tra la SS. 13 (tangenziale Ovest di Udine)

e la Sp. n.89 in localit Basaldella (Ud)Importo: 7 milioni e 350 mila euro

Impresa esecutrice: I.CO.P.. Basiliano (Ud)

Direttore di cantiere: Ing. Luca Grillo (I.CO.P.)

Scavi e movimento terra: Friulana Bitumi

Martignacco (Ud)

Macchine per fondazioni speciali: Casagrande

Fontanafredda (Pn); Bauer Italia Mordano (Bo)

Opere di consolidamento: 730 pali accostati

e secanti da 900 mm

Anno di realizzazione: 2010/2011

Il cantiere in breve


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M T M A R Z O 2 0 1 1

Protagonista delle opere di consolidamento realizzate

in cantiere, la perforatrice Casagrande C850 DH rap-

presenta un allestimento speciale del carro C850, op-

portunamente modificato con due teste idrauliche di

perforazione indipendenti, di cui una superiore (H40)

per lelica continua, dalla coppia di 360 kNm, per una

velocit massima di 25 giri/min, e una inferiore, per il

rivestimento in camicia (H42), da 420 kNm, per una ve-

locit massima di 18 giri/min. Il motore Deutz installato

sulla perforatrice eroga una potenza di 480 kW; il tiro

dellargano principale a discesa controllata di 300 kN,mentre il tiro dellausiliario di 110 kN. La macchina

cos allestita garantisce una profondit di perforazione

intubata massima di 18,5 m per 1.000 mm di diametro

in modalit intubata, con una massima spinta/estrazio-

ne del tubo di 400 kN; sempre in questa versione, la

profondit di perforazione CFA di 25 m con 900 mm

di diametro, mentre la massima forza di estrazione

sullelica di 1.000 kN. La massa della macchina com-

pleta intorno alle 145 t e grazie alla sua multifunzio-

nalit pu essere predisposta per pali a elica continua

tradizionali fino a 34 m di profondit, nonch in tutti

gli altri allestimenti per pali, kelly per diaframmi, gru per

fondazioni e idrofrese.

La perforatrice Casagrande C850 DH

1


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grandi lavori

69M A R Z O 2 0 1 1 M T

za variabile da 5 a 15,5 m.

I pali accostati sono sta-

ti realizzati in via provviso-

ria a sostegno temporaneo

dellimpalcato del sottopas-so e delladiacente viabilit,

collocati al centro delle due

corsie esistenti della tan-

genziale Sud di Udine, lun-

go la direttrice Nord-Sud,

con un interasse di 1 m

e spaziati di circa 10 cm

in maniera da costituire una

fila di lunghezza circa 350 m.

I pali sono collegati da unatrave di testa, che funge da

elemento di contrasto con-

tro eventuali cedimenti dif-

ferenziali. Parallelamente a

questultima, alla distanza di

di molto il rischio di solleci-

tare le strutture circostanti

per lelevata capacit di sta-

bilizzazione del terreno du-

rante lo scavo e lassenza divibrazioni.

In particolare sono stati rea-

lizzati 730 pali, sia accosta-

ti che secanti, del diametro

di 900 mm e di lunghez-

7 m poi stata prevista lese-

cuzione di pali secanti, com-

penetranti per circa 10 cm

e con un interasse di 80 cm.

I pali secanti sono destinati arimanere in opera, in quanto

andranno a costituire il pa-

ramento murario definitivo

posto a sostegno del terre-

no adiacente alla nuova via-

2

3

1. Sezione trasversalecostante impalcato Tipo 1

2. Planimetria generaledi progetto

3. Dettaglio planimetriagenerale di progetto delponte


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M T M A R Z O 2 0 1 1

dizionale avrebbero com-

portato il rischio di notevoli

deviazioni nella verticalit

dellasse di scavo. Al con-

trario, lutilizzo di una dop-pia testa, grazie allazione

combinata di elica e cami-

cia dotata di denti taglian-

ti, ha consentito di mante-

nere perfettamente in as-

se le macchine durante le

operazioni di perforazione

con, in pi, una notevole

produttivit. Una volta rag-

giunta la quota di fondo si

procede al pompaggio del

pendenti e una macchi-

na per pali Bauer RTG 25S

con doppia testa, per ese-

guire pali CFA rivestiti con

camicie metalliche di dia-metro 880 mm, entrambe

noleggiate direttamente

dalle case produttrici.

La scelta di utilizzare que-

sta particolare tecnica

stata dettata dalle peculia-

rit morfologiche dei ter-

reni che, data la presenza

di trovanti di notevoli di-

mensioni, in caso di utiliz-

zo della tecnica CFA tra-

bilit. I pali provvisori, inve-

ce, saranno demoliti dopo la

costruzione della prima del-

le due corsie Nord-Sud inte-

ressate dal sottopasso.

Lesecuzionedei paliPer la realizzazione delle

palificazioni sono state uti-

lizzate una macchina per

pali Casagrande C850 DH

(Double Head doppia te-

sta) per lesecuzione di pa-

li a elica continua (CFA) in

modalit intubata, con car-

ro modificato in modo da

accogliere due teste idrau-

liche di perforazione indi-

I.CO.P.. opera da oltre 40 anni nel settore delle costruzio-

ni stradali, delle fondazioni e delle opere speciali. Ambiti in

cui, per restare competitivi, sono essenziali professionalit,

esperienza e impianti sempre allavanguardia. Limpresa

oggi in grado di fornire una serie completa di lavori specia-

listici in molteplici settori: progettazione e costruzione di

ponti e viadotti, esecuzione di diaframmi, realizzati anche

con idrofresa, di pali, micropali, tiranti, colonne consolida-

te, congelamento, in qualsiasi tipo di terreno e struttura,

coprendo tutta la gamma di opere speciali nel campo delle

fondazioni. Da ventanni I.CO.P. sviluppa un nuovo settore

dintervento per la realizzazione di microgallerie con la tec-

nica del microtunnelling: ci ha consentito allazienda di im-

porsi in breve tempo per professionalit e sviluppo tecnologi-

co, divenendo una delle imprese europee leader nel settore.

In pi, I.CO.P. oggi unisce allo sviluppo di questa tecnologia

environmental friendly (in

quanto permette di ridurre

al minimo gli scavi in super-

ficie) altre innovative tecno-

logie compatibili con lam-

biente, quali il sistema Allu

e la tecnologia BioGenesis,

brevetto di cui ha lesclusi-

va sul territorio nazionale.

I.CO.P. fornisce inoltre un

servizio di progettazioneche mette a disposizione

del cliente il patrimonio di

esperienze maturato nellar-

co della sua pi che quaran-

tennale esperienza.

Chi I.CO.P.

I.CO.P. ha firmato unimportante pri-

ma in Italia. Lo scorso dicembre, infatti,

stata recuperata a mare una fresa con

la tecnica del shore approach, utiliz-

zata appunto per la prima volta nel no-

stro Paese. Il recupero stato eseguito e

coordinato con il cliente, limpresa Sidra

di Roma, nellambito del progetto del ri-

gassificatore di Livorno denominato OLT

Offshore LNG Toscana. Particolarit del

lavoro stato lallestimento della fresa,

progettato e realizzato dai tecnici I.CO.P.

in modo tale da eseguire il recupero del-

lo scudo garantendo la perfetta tenuta

allacqua delle apparecchiature elettro-

meccaniche. Dopo il cantiere a Mira (Por-

togallo), questo il primo caso in Italia

di shore approach e la sua ottima riu-

scita contribuir a dare ulteriore impulso

allimpiego della tecnica del microtun-

nelling nei casi in cui si debba ricorrere

a tecnologie trencheless per risolvere

le problematiche di posa delle condotte

in prossimit della linea di costa.

Una prima speciale


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grandi lavori

71M A R Z O 2 0 1 1 M T

calcestruzzo allinterno

dello scavo, recuperando

progressivamente la dop-

pia testa di perforazione.

A fresco vengono quindiposizionate per gravit le

gabbie di armatura.

Le opereUna volta eseguite le pali-

ficazioni si proceduto al-

lo scavo del terreno tra le

due file di pali fino al rag-

giungimento della quota

di fondo del sottopasso.

Sulle spalle laterali dellope-

ra e i pali provvisori centrali

saranno collocate in appog-

gio le travi prefabbricate in

calcestruzzo precompresso

destinate a sostenere lim-

palcato del viadotto, suc-

cessivamente solidarizza-

te tramite getto in opera.

Gli scavi non hanno pre-

sentato particolari proble-

matiche, poich avvenu-

ti in assenza di falda, e la

tipologia costruttiva adot-

tata per il sottopasso, non

prevedendo lesecuzione di

un manufatto a spinta ma

in semplice appoggio, non

ha richiesto specifiche ope-

re accessorie.

Il programma dei lavori ha

previsto la realizzazione diuna carreggiata alla volta,

con deviazione provvisoria

del traffico su quella libe-

ra in modo da evitare inter-

ruzioni del traffico. Attual-

mente la prima delle due

corsie si trova in fase di

completamento, cui segui-

r il varo della prima sezio-

ne dellimpalcato. La con-

clusione dei lavori prevista

per il prossimo maggio, per

un totale di nove mesi circa

di lavorazioni.

Accanto alle importanti opere di con-

solidamento e sostegno provvisorio

eseguite in via propedeutica alla re-

alizzazione del sottopasso, un ruolo

importante nel quadro dellinterven-

to hanno avuto i lavori di scavo e mo-

vimento terra richiesti per la prepa-

razione della nuova viabilit e le suc-

cessive operazioni di livellamento, stabilizzazione e asfaltatura dei piani stradali.

Questa importante fase delle lavorazioni stata affidata alla Friulana Bitumi di Mar-

tignacco (Ud), realt specializzata nella produzione e messa in opera di conglome-

rati bituminosi tradizionali e speciali e, come impresa generale, operante nel settore

delle infrastrutture private e pubbliche, opere stradali, difese idrauliche, gasdotti,

acquedotti e fognature e opere accessorie. Per la realizzazione delle opere di scavo

e movimento terra, in particolare, limpresa ha messo in campo una folta squadra

di macchine operatrici, fra cui spiccano soprattutto un escavatore cingolato Case

CX 330 da 34 t, un secondo escavatore cingolato Case CX 210 B da 21 t e un esca-

vatore cingolato Fiat Kobelco EX 285 da 28 t. Gli escavatori sono stati affiancati

da una coppia di pale gommate Volvo, una L180 C da 26 te una L150 D da 23 t,

mentre per il livellamento dei terreni Friulana Bitumi ha messo in campo un grader

Volvo G930. Le opere di stabilizzazione sono state affidate a due diverse macchine,

una stabilizzatrice Wirtgen 2500 e una stabilizzatrice Bomag MPH 122, supporta-

te da due rulli compattatori, un Hamm 3520 e un Hamm HD150. Per la fresaturadel conglomerato esistente limpresa si affidata a una fresatrice stradale Wirtgen

W2000, mentre le asfaltature, attualmente in avanzata fase di realizzazione, sono

state adottate una finitrice Dynapac F161 con rullo Dynapac CC 222.

Il movimento terra


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ENVIRONMENTAL SOLUTIONS

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COMPLETED PROJECTS

AND WORKS IN PROGRESS


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LIST OF THE MAIN PROJECTS EXECUTEDAND WORKS IN PROGRESS IN THE LATEST YEARS

Civil works

Ena S.p.A. Reggio EmiliaProject and construction of a branch sewer serving the south-west area of Reggio Emilia as part of the works for

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