4.7.5 planning of construction method - jicaopen_jicareport.jica.go.jp/pdf/12001715_05.pdf ·...
TRANSCRIPT
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-231
4.7.5 Planning of Construction Method
(1) Typical Consideration
Construction of the station will be located in Pyramid Street which is subject to heavy traffic.
According to the traffic count data, the traffic volume is approximately 2700 - 3800 cars per
hour as shown in Figure 4-188.
Source: JICA Study Team
Figure 4-188 Existing Traffic Condition
In the past construction of the metro station in Egypt, the roads where the stations are
situated have been blocked and diversion routes were provided.
On the other hand, the road is not completely blocked if road decking method is applied as
adopted in many countries including Japan. This is intended to avoid deterioration of the
road service level.
Comparison between the present condition in Egypt and Japan traffic condition during
construction is shown in Figure 4-189, and comparison of total cost is shown in Table 4-69.
If traffic will be blocked during the construction which is usually implemented in Egypt, a
serious traffic congestion as well as social and economic loss will occurr.
Therefore, the construction method should be planned to avoid the blockage of the road as
much as possible.
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-232
Source: JICA Study Team
Figure 4-189 Comparison of Traffic Condition During Construction
Table 4-69 Comparison of Total Cost
Unit: million USD
Non traffic blocked(Minimum 4 lane)
Traffic blocked(Minimum 1 lane)
Road decking cost 2.7 0.0
Cost of Schduleextention
0.8(applox. 4 month)
0.0
Cost of social economical loss 0.5 5.0 ~ 25.0
Total cast 4.0 5.0 ~ 25.0
Note)Above cost is a rough estimate per one station.※ The cost of social economical loss depend on Gross Domestic Product (GDP). Minimum cost, 5 million USD, based on average GDP per one person. Maxmum cost, 25 million USD, based on 5 times of average GDP per one person.
Increaseconstruction cost
Item
※
Source: JICA Study Team
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-233
(2) Construction Method
The arrangement of station for Metro Line 4 Phase 1 is shown in Figure 4-190. Respective
construction method is classified into three types as follows:
- Typical construction method on Pyramids Road: Sta.No.5 - Sta.No.11
- Special construction method on hard point: Sta.No.1 - Sta.No.4
- Special construction method: Sta.No12 – Sta.No.15
Most stations can be constructed by typical construction method.
a) Study on typical construction method on Pyramids Street
i) Location and Consideration
Considerations for typical construction method of stations are as follows
- Construction on Pyramids Road.
- Cut-and-cover method with diaphragm wall and road decking.
- Number of underground floor is two or three.
- Construction is below ground water.
The location of stations constructed through typical construction method is shown in Figure
4-190.
Source: JICA Study Team
Figure 4-190 Location of Stations Constructed Through Typical Method
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-234
ii) Study on the Procedure for Construction
Procedure for construction is shown in Figure 4-191 to Figure 4-200.
Source: JICA Study Team
Figure 4-191 Construction Procedure (1) of Typical Method
Details of structure for road decking
SOURCE BY Japan Society of Civil Engineers, STANDARD SPECIFICATIONS FOR TUNNELING-2006: Cut and Cover Tunnels
SOURCE BY http://www.sanki-kk.com
Road decking panel
Support pileSupport pile
Figure 4-192 Road Decking
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-235
Source: JICA Study Team
Figure 4-193 Construction Procedure (2) of Typical Method
Source: JICA Study Team
Figure 4-194 Construction Yard for Diaphragm Wall
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-236
Source: JICA Study Team
Figure 4-195 Construction Procedure (3) of Typical Method
Profile
PlanUnder ground Ground surface
Lunching shaft of TBM
Construction yardapprox. 3000m2
Profile
PlanUnder ground Ground surface
Lunching shaft of TBM
Construction yardapprox. 3000m2
Source: JICA Study Team
Figure 4-196 Construction Yard for Excavation and Other Related Works
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-237
Source: JICA Study Team
Figure 4-197 Construction Procedure (4) of Typical Method
Source: JICA Study Team
Figure 4-198 Construction Procedure (5) of Typical Method
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-238
Source: JICA Study Team
Figure 4-199 Construction Procedure (6) of Typical Method
STEP7- Removal of construction yard- Restoration of road- Completion
Construction yard
Source: JICA Study Team
Figure 4-200 Construction Procedure (7) of Typical Method
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-239
iii) Traffic Management
Typical traffic management plan during construction is shown in Figure 4-201 and Figure
4-202.
STEP1: Current traffic condition
App
rox
40m
STEP2: Removal median
Construction yard
LEGEND
Road decking area
STEP3: Construction of Diaphragm wall and Road deck
Construction yard
LEGEND
Road decking area
Approx 3500m2
Source: JICA Study Team
Figure 4-201 Traffic Management Plan during Implementation of Procedure 1 to 3 of Typical Construction Method
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-240
STEP4: Construction of Diaphragm wall and Road deck
Construction yard
LEGEND
Road decking area
Approx 3500m2
STEP5: Excavation, construction of slab
Construction yard
LEGEND
Road decking area
Approx 2500m2
STEP6: Construction of annex structures
Construction yard
LEGEND
Road decking area
Approx 2500m2
STEP7: Removal of road deck, Restoration of road and Completion
Source: JICA Study Team
Figure 4-202 Traffic Management Plan during Implementation of Procedure 5 to 7 of Typical Construction Method
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-241
b) Study on Special Construction Method on Hard Point at Sta.No.4 (El-Giza)
i) Location and Consideration
Considerations for the special construction method are as follows:
- Removal and restoration of existing retaining wall
- Construction of diaphragm wall on ground below groundwater level
- Construction in the vicinity of existing buildings
- Deep excavation (approx. GL-37 m) subject to high water pressure
The location of such construction is shown in Figure 4-203. The vicinity of the station is
shown in Figure 4-204.
Source: JICA Study Team
Figure 4-203 Complex Location of Sta. No. 4 (El-Giza)
Sta.No.4 (El-Giza)
Underpass
N
Metro Line2ENR
Source: JICA Study Team
Figure 4-204 Vicinity of Sta. No. 4 (El-Giza)
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-242
The present situation and cross section are shown in Figure 4-205 and Figure 4-206,
respectively.
Station
Retaining wall of Underpass
Buildings
Photography point and direction
Photography point and direction
Source: JICA Study Team
Figure 4-205 Present situation at Location of Sta. No. 4 (El-Giza)
Appr
ox. 3
7m
Approx. 24mApprox. 15m
Seismic Isolation(Rubber,Foamed Polystyrene etc.)
Source: JICA Study Team
Figure 4-206 Anticipated Completed Section of Sta. No. 4 (El-Giza)
Supplementary explanation regarding the structure
The issue on earthquake is one of the important considerations, The behaviour of the
station and the retaining wall of the underpass during earthquake events will be different.
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-243
Therefore, both structures should be isolated using rubber or other similar material.
Installation of such seismic isolation material is illustrated in Figure 4-206.
ii) Study on Procedure for Construction
Procedure for construction should be studied taking full conditions into account.
Countermeasures for special consideration are as follows;
Regarding removal and restoration of existing retaining wall
Observation method with movement sensor
Removal and construction with appropriate procedure
Regarding construction of diaphragm wall on ground below groundwater level
As an auxiliary method, dewatering will be suitable considering cost and constructability.
Fortunately, in this area, consolidation settlement due to dewatering is not expected to
occur because the SPT-Value of clay soil in this area is more than ten according to the
result of geological survey.
The following auxiliary methods of construction should be carried out in accordance with
actual site condition:
Artificial recharge method
Soil improvement before construction of diaphragm wall
Construction with stand pipe
Regarding construction in the vicinity of buildings
Observation method
Regarding deep excavation at locations subject to high water pressure
Soil improvement of embedded section of diaphragm wall before executing
deep excavation
Column-Jet grout method is recommended as the most suitable soil
improvement method for embedded section considering the
following:
Depth of soil improvement is deeper than GL-35 m.
Period of improved effective should be longer than approx two
years.
Deformation of ground should be reduced as much as possible.
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-244
Table 4-70 Comparison Table of Soil Improvement Method for Embedded Section of the Diaphragm Wall of Sta. No. 4
Chemical Grouting
Method Jet Grouting Method
Column-Jet Grouting Method
Applicable Depth
Normally less than approximately 30 m.
Normally less than approximately 30 m
Normally less than approximately 60 m
Period of improved effective
Comparatively short Comparatively long Comparatively long
Improved strength
Comparatively low Comparatively high Comparatively high
Evaluation Bad Fair Excellent
Considering above, the procedure for construction is shown in Figure 4-207 and Figure
4-208.
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-245
Source: JICA Study Team
Figure 4-207 Procedure (1) for the Construction of Sta. No.4
ST
EP
4- D
emol
ition
of r
etai
ning
wal
l- I
nsta
llatio
n of
road
dec
king
- Exe
cutio
n of
soi
l im
prov
emen
t- C
onst
ruct
ion
of d
iaph
ragm
wal
l
Con
stru
ctio
n ya
rd
Dem
oliti
on o
f ret
aini
ng w
all
road
dec
king So
il im
prov
emen
t
Dia
phra
gm w
all
Soil
impr
ovem
ent
ST
EP
5- C
onst
ruct
ion
of s
lab
- Res
tora
tion
of w
allCon
stru
ctio
n ya
rd
Res
tora
tion
of W
all
Slab
ST
EP
6- C
onst
ruct
ion
of s
lab
- Rem
oval
of r
oad
deck
ing
Con
stru
ctio
n ya
rd
Slab
ST
EP
1- I
nsta
llatio
n of
mov
emen
t sen
sor
App
rox.
15m
App
rox.
24m
Mov
emen
t sen
sor
Mov
emen
t sen
sor
ST
EP
2- E
xecu
tion
of s
oil i
mpr
ovem
ent f
or a
djac
ent b
uild
ing
- Con
stru
ctio
n of
dia
phra
gm w
all
- Exe
cutio
n of
soi
l im
prov
emen
t- I
nsta
llatio
n of
road
dec
king
Con
stru
ctio
n ya
rd
Soil
impr
ovem
ent
Soil
impr
ovem
ent
Roa
d de
ckin
g
Dia
phra
gm w
all
ST
EP
3- L
ane
chan
ge- E
xcav
atio
n- I
nsta
llatio
n of
ear
th a
ncho
r
Con
stru
ctio
n ya
rd
Exca
vatio
nEa
rth
anch
orEa
rth
anch
or
Lane
cha
nge
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-246
Source: JICA Study Team
Figure 4-208 Procedure (2) for the Construction of Sta. No.4
ST
EP
7- C
onst
ruct
ion
of s
lab
- Rem
oval
of r
oad
deck
ing
Con
stru
ctio
n ya
rd
Slab
Con
stru
ctio
n sl
ab a
nd e
xcav
atio
n
Tem
pora
ry b
eam
ST
EP
8- R
emov
al o
f roa
d de
ckin
g- C
onst
ruct
ion
of re
tain
ing
wal
l
Con
stru
ctio
n ya
rd
ST
EP
9- R
emov
al o
f con
stru
ctio
n ya
rd- R
esto
ratio
n of
road
- Rem
oval
of m
ovem
ent s
enso
r- C
ompl
etio
n
Con
stru
ctio
n ya
rd
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-247
iii) Traffic Management
Conceptual traffic management plan during construction is shown in Figure 4-209 to Figure
4-211.
STEP1: Current traffic condition
STEP2: Remove median etc.
Construction yard
LEGEND
Road decking area
More than 2000m2
STEP3: Construction of Diaphragm wall and Road deck
Construction yard
LEGEND
Road decking area
More than 2000m2
Approx 2000m2
App
rox
15m
App
rox
24m
Source: JICA Study Team
Figure 4-209 Traffic Management Plan during Implementation of Procedure 1 to 3 for the Construction of Sta. No.4
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-248
STEP4: Removal structre, installation dack and construction diaphragm wall
Construction yard
LEGEND
Road decking area
More than 2000m2
Approx 2500m2
STEP5: Removal underpass structre, installation dack and construction of Diaphragm
Construction yard
LEGEND
Road decking area
More than 2000m2
Approx 2500m2
STEP6: Construction of annex structures(1)
Construction yard
LEGEND
Road decking area
More than 2000m2
Approx 2500m2
Source: JICA Study Team
Figure 4-210 Traffic Management Plan during Implementation of Procedure 5 to 6 for the Construction of Sta. No.4
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-249
STEP7: Construction of annex structures(2)
Construction yard
LEGEND
Road decking area
More than 2000m2
Approx 2500m2
STEP8: Construction of annex structures(3) and restoration of underpass
Construction yard
LEGEND
Road decking area
More than 2000m2
Approx 2500m2
STEP9: Removal of road deck, Restoration of road and Completion
Source: JICA Study Team
Figure 4-211 Traffic Management Plan during Implementation of Procedure 7 to 9 for the Construction of Sta. No. 4
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-250
c) Study on Special Construction Method at Complex Location, Sta. No. 3 (El-Nile)
i) Location and Consideration
Considerations for the special construction method are as follows:
- Underpinning of El Giza Flyover
- Construction at the narrow space
- Construction under flyover (with minimum clearance of 5 m)
- Deep excavation (approx. GL-46 m) subject to high water pressure
The longitudinal location is shown in Figure 4-212 while the aerial photograph of the station
location is shown in Figure 4-213.
Source: JICA Study Team
Figure 4-212 Complex of Location of Sta. No. 3 (El-Nile)
Sta.No.3 (El-Nile)
El-Giza Flyover Ramp N
Source: JICA Study Team
Figure 4-213 Vicinity of Sta. No. 3 (El-Nile)
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-251
The present situation and cross section is shown Figure 4-214 and Figure 4-215
respectively.
Source: JICA Study Team
Figure 4-214 Present Situation of Sta. No. 3 (El-Nile) Ap
prox
. 46m
El-Giza Flyover
Source: JICA Study Team
Figure 4-215 Anticipated Completed Section of Sta. No. 3 (El-Nile)
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-252
ii) Study on Procedure of Construction
The procedure for construction should be studied taking all special considerations into
account. Countermeasures for such special considerations are as follows:
Regarding underpinning of El Giza Flyover
Observation method with movement sensor
Regarding construction at narrow space
Observation method
Use special equipment shown in Figure 4-216.
Source: JICA Study Team
Figure 4-216 Special Equipment (Portal Frame) for Construction of Diaphragm Wall at Narrow Road
Regarding construction under flyover (with minimum clearance of 5 m)
Observation method
Use special equipment shown in Figure 4-217.
Source: BMX Catalogue
Figure 4-217 Special Equipment, BMX, for Construction of Diaphragm Wall
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-253
Regarding deep excavation subject to high water pressure
Soil improvement of embedded section of diaphragm wall prior to deep
excavation
Column-jet grout method is recommended as the most suitable soil
improvement method for the embedded section, considering the
following:
Depth of soil improvement is deeper than GL-35 m.
Soil improvement should be effective for more than
approximately two years.
Deformation of ground should be reduced as much as possible.
Table 4-71 Comparison Table of Soil Improvement Method for Embed Section of the
Diaphragm Wall of Sta. No. 3
Chemical Grouting
Method Jet Grouting Method
Column-Jet Grouting Method
Applicable Depth
Normally less than approx 30m.
Normally less than approx.30m
Normally less than approx. 60m
Period of improved effective
Comparatively short Comparatively long Comparatively long
Improved strength
Comparatively low Comparatively high Comparatively high
Evaluation Bad Fair Excellent Source: JICA Study Team
Considering above, the procedure for construction is shown in Figure 4-218 and Figure
4-219.
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-254
Source: JICA Study Team
Figure 4-218 Procedure 1 to 5 for the Construction of Sta. No. 3
ST
EP
1- I
nsta
llatio
n of
mov
emen
t sen
sor
App
rox.
24m
Mov
emen
tse
nsor
ST
EP
2- E
xecu
tion
of s
oil i
mpr
ovem
ent a
roun
d ex
istin
g pi
le.
- Con
stru
ctio
n of
dia
phra
gm w
all
- Exe
cutio
n of
soi
l im
prov
emen
t of b
otto
m- I
nsta
llatio
n of
road
dec
king
Con
stru
ctio
n ya
rd
Dia
phra
gm w
all
Soil
impr
ovem
ent
Roa
d de
ckin
g
Soil
impr
ovem
ent
ST
EP
3- C
onst
ruct
ion
of d
iaph
ragm
wal
l- E
xecu
tion
of s
oil i
mpr
ovem
ent
Con
stru
ctio
n ya
rd
Dia
phra
gm w
all
Soil
impr
ovem
ent
Roa
d de
ckin
g
ST
EP
4- E
xcav
atio
n- I
nsta
llatio
n su
ppor
t gird
er a
nd ja
ck(S
uppr
t gird
er is
con
nect
ed u
nder
the
road
dec
king
)
Con
stru
ctio
n ya
rd
Jack
Exca
vatio
nSu
ppor
t gird
er
ST
EP
5- E
xcav
atio
n- C
onst
ruct
ion
of to
p sl
ab
Con
stru
ctio
n ya
rd
Exca
vatio
n
Con
stru
ctio
n of
top
slab
Ref
eren
ce p
hoto
grap
hSp
ecia
l equ
ipm
ent,
pota
l fra
me,
for c
onst
ruct
ion
of d
iaph
ragm
wal
l in
narro
w ro
ad
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-255
Source: JICA Study Team
Figure 4-219 Procedure 6 to 8 for the Construction of Sta. No. 3
ST
EP
6- E
xcav
atio
n- R
emov
al o
f roa
d de
ckin
g- C
onst
ruct
ion
of b
ase
conc
rete
for p
iar
Con
stru
ctio
n ya
rd
Exca
vatio
n
ST
EP
7- R
epet
atio
n of
con
stru
ctio
n sl
ab a
nd e
xcav
atio
n
Con
stru
ctio
n ya
rd
Con
stru
ctio
n of
sla
ban
d ex
cava
tion
ST
EP
8- R
emov
al o
f con
stru
ctio
n ya
rd- R
esto
ratio
n of
road
- Rem
oval
of m
ovem
ent s
enso
r- C
ompl
etio
n
Con
stru
ctio
n ya
rd
Tem
pora
ry b
eam
Bas
e co
ncre
te
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-256
iii) Traffic Management
Conceptual traffic management plan during construction is shown in Figure 4-220 to Figure
4-222.
STEP3: Construction of Diaphragm wall and Road deck(1)
Construction yard
LEGEND
Road decking area
Approx 2000m2
Approx
800m2
STEP1: Current traffic condition
App
rox
24m
STEP2: Remove Fence
Source: JICA Study Team
Figure 4-220 Traffic Management Plan during Implementation of Procedure 1 to 3 for the Construction of Sta. No. 3
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-257
STEP5: Construction of Diaphragm wall and Road
Construction yard
LEGEND
Road decking area
STEP6: Construction of Diaphragm wall and Road deck
Construction yard
LEGEND
Road decking area
Closed Road in night time
STEP4: Construction of Diaphragm wall and Road
Construction yard
LEGEND
Road decking area
Approx 2500m2
Approx 1000m2
Approx 1000m2
Approx
800m2
Approx
800m2
Approx
800m2
Source: JICA Study Team
Figure 4-221 Traffic Management Plan during Implementation of Procedure 4 to 6 for the Construction Sta. No. 3
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-258
STEP7: Excavation, construction of slab and underpinning etc.
Construction yard
LEGEND
Road decking area
Approx 1000m2
STEP8: Construction of annex structures
Construction yard
LEGEND
Road decking area
Approx 1000m2
STEP9: Removal road deck, Restoration road and Completion
Approx
800m2
Approx
800m2
Source: JICA Study Team
Figure 4-222 Traffic Management Plan during Implementation of Procedure 7 to 9 for the Construction of Sta. No. 3
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-259
d) Study on Special Construction Method at Complex Location, Sta. No. 2 (El-Rauda)
i) Location and Consideration
Considerations for the special construction method are as follows:
- Obstructing buildings (Flat, Gas Station, Food Shop)
- Deep excavation (approx. GL-46m) subject to high water pressure
The longitudinal location is shown in Figure 4-223 while the aerial photograph of the station
location is shown in Figure 4-224.
Source: JICA Study Team
Figure 4-223 Complex Location of Sta. No. 2 (El-Rauda)
N
Sta.No.2 (El-Rauda)
Flat Gas Station Food Shop
Source: JICA Study Team
Figure 4-224 Vicinity of Sta. No. 2 (El-Rauda)
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-260
The present situation and cross section is shown in Figure 4-225 and Figure 4-226,
respectively.
Source: JICA Study Team
Figure 4-225 Present situation of Sta. No. 2 (El-Rauda)
Obstacle buildings(Flat, Gas station andFood Shop)
Appr
ox. 3
7m
Source: JICA Study Team
Figure 4-226 Anticipated Completed Section of Sta. No. 2 (El-Rauda)
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-261
ii) Study on Procedure for Construction
Procedure for construction should be studied taking all special considerations into account.
Countermeasures for such special consideration are as follows:
Regarding obstructing buildings (Flat, Gas Station, Food Shop)
The most suitable construction method is studied from the perspective of social impact,
constructability and cost of construction and land acquisition. Alternative construction
methods to be applied are as follows.
- Cut-and-Cover Method without Underpinning
- Cut-and-Cover Method with Underpinning for important structure (Flat)
- Non-Cut-and-Cover Method, Pre-Shell Method
- Non-Cut-and-Cover Method, Multi Face Shield Tunneling Method
Regarding above construction methods, a comparison table is shown in Table 4-72. As
described in said table, the cut-and-cover method is recommended for both cases. In
case land acquisition of important structure (flat) is impossible, the cut-and-cover method
with underpinning for important structure (flat) will be recommended.
Table 4-72 Comparison Table of Construction Method for Sta. No. 2
Source: JICA Study Team
Without underpinningWith underpinning
for important structure*)Pre-shell Method
Multi Face ShieldTunneling Method
Impactto Social environment
Need the landacquisition of threebuildings crossing
station(+)
Need the landacquisition of 2 buildings
crossing station(++)
No need the landacquisition of 3 buildings
crossing station(+++)
No need the landacquisition of 3 buildings
crossing station(+++)
ConstructivityNomal cut and cover
method(+++)
Cut and cover methodwith underpinning of 1
buildings(+)
No need underpinningand something like that.
(++)
No need underpinningand something like that.
(++)
Cost Ratio of constructionand land acquisition
Base cost1.00 (Base)
(+++)
A bit expensiveapprox.1.05
(+++)
Expensiveapprox.1.15
(++)
Expensiveover.2.00
(+)
Upper construction cost ratioLower Land acquisition cost ratio
(0.87)(0.13)
(approx. 1.00)(approx. 0.05)
(approx. 1.15)(0.00)
(over 2.00)(0.00)
Total Evaluation +++ +++ ++ +
Construction method
Cut and Cover Non-Cut and Cover
Note: Evaluation= Good <-- +++ , ++ , + --> Poor *) Important structure is flat or Mosqu.
Excellent Excellent Good Fair
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-262
Non-Cut-and-Cover Method, Pre-Shell Method
The pre-Shell method is one of the advance technologies for underground development.
The outline of this construction method is shown in Figure 4-227.
Installation of the Special Elementusing pipe jacking machine
STEP1 STEP2
Construction of Pre-Shell Structureinside the Special Element
STEP3
Excavation in Pre-Shell Structure
Element
Waterproof zone
Detail of Pre-Shell Structure
Element
Reinforcement Cage
Joint
Special equipment etc.
Construction Procedure
Source: Japanese Contractor
Figure 4-227 Pre-Shell Method
Non-Cut-and-Cover Method, Multi Face Shield Tunnelling Method
Multi face shield tunnelling method is also one of the advance technologies in underground
construction. Figure 4-228 shows multi face shield TBM used in the construction of
IIDABASHI Station in Tokyo, Japan.
Source: JICA Study Team
Figure 4-228 Multi Face Shield TBM
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-263
Regarding Deep excavation in high water pressure
Soil improvement of embed section of diaphragm wall before deep excavation
Column-jet grout method is recommended as the most suitable soil
improvement method for embedded section considering the
following:
Depth of soil improvement is deeper than GL-35 m.
Soil improvement should be effective for more than approx two
years.
Deformation of ground should be reduced as much as possible.
Table 4-73 Comparison Table of Soil Improvement Method for the Embed Section of the
Diaphragm Wall of Sta. No. 2
Chemical Grouting
Method Jet Grouting Method
*) Column-Jet Grouting
Method *)
Applicable Depth
Normally less than approx 30m.
Normally less than approx.30m
Normally less than approx. 60m
Period of improved effective
Comparatively short Comparatively long Comparatively long
Improved strength
Comparatively low Comparatively high Comparatively high
Evaluation Bad Fair Excellent *) Note: JSG method and Column jet grout method is explained in the following figure.
Figure 4-229 JSG Method and Column Jet Grout Method
JSG method cuts, mixes and replaces the ground with compressed air andhigh pressure cement slurry by the double pipe to create columns of stabilized soil.
Column jet grout method cuts the ground with compressed air and high pressure water and replaces with cement slurry by the triple pipe to create columns of stabilized soil.
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-264
Considering above, the procedure for construction is shown in Figure 4-230.
Additionally, the procedure for underpinning buildings (flats) is shown in Figure 4-231 and
Figure 4-232.
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-265
Source: JICA Study Team
Figure 4-230 Procedure for Construction of Sta. No. 2: Standard Section
ST
EP
1- E
xist
ing
cond
ition
- Pre
dem
oliti
on o
f gas
sta
tion
and
shop
Pre-
dem
oliti
on o
f gas
stat
ion
and
shop
App
rox.
20m
ST
EP
2- C
onst
ruct
ion
of d
iaph
ragm
wal
l- E
xecu
tion
of s
oil i
mpr
ovem
ent
- Ins
talla
tion
of ro
ad d
ecki
ng
Con
stru
ctio
n ya
rd
Dia
phra
gm w
all
Soil
impr
ovem
ent
Roa
d de
ckin
g
ST
EP
3- L
ane
chan
ge- C
onst
ruct
ion
of d
iaph
ragm
wal
l- E
xecu
tion
of s
oil i
mpr
ovem
ent
- Ins
talla
tion
of ro
ad d
ecki
ng
Con
stru
ctio
n ya
rd
Soil
impr
ovem
ent
Roa
d de
ckin
g
Dia
phra
gm w
all
Lane
cha
nge
ST
EP
4- L
ane
chan
ge- E
xcav
atio
n- C
onst
ruct
ion
of to
p sl
ab
Con
stru
ctio
n ya
rd
Exca
vatio
n
Top
slab
Lane
cha
nge
ST
EP
5- R
emov
al o
f roa
d de
ckin
g- E
xcav
atio
n
Con
stru
ctio
n ya
rd
Top
slabE
xcav
atio
n
ST
EP
6- R
epita
tion
of c
onst
ruct
ion
of s
lab
and
exca
vatio
n- R
emov
al o
f con
stru
ctio
n ya
rd- R
esto
ratio
n of
road
- Com
plet
ion
Con
stru
ctio
n ya
rd
Con
stru
ctio
n of
sla
ban
d ex
cava
tion
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-266
Source: JICA Study Team
Figure 4-231 Procedure 1 to 5 for the Construction of Sta. No. 2: Underpinning Section
Pre-
dem
olis
hed
Gas
sta
tion
and
Shop
are
a
Flat
Dia
phra
gm w
all
Tem
pora
ry w
all
for U
nder
pini
ng
Gui
de o
f cr
oss
sect
ion
(A-A
)
AA
Exis
ting
Con
ditio
nS
TE
P1
- Ins
talla
tion
Mov
emen
t sen
cor o
n bu
ildin
g.
ST
EP
2- C
onst
ruct
ion
of th
e rig
id s
lab
for p
reve
ntio
n o f
diffe
rent
ial s
ettle
men
t.- I
nsta
llatio
n of
jack
s fo
r con
trol
of b
uild
ing'
s st
abili
ty
ST
EP
3- C
onst
ruct
ion
of th
e te
mpo
rary
reta
inin
g w
all.
ST
EP
4- E
xcav
atio
n of
bot
h si
de
Rig
id s
lab
for
prev
entio
n of
diffe
rent
ial
settl
emen
t.
Jack
Tem
pora
ryre
tain
ing
wal
lEx
cava
tion
Exca
vatio
n
ST
EP
5- E
xcut
ion
of h
oriz
onta
l inj
ectio
n fo
r dew
ater
ing
Inje
ctio
n
Mov
emen
tSe
nsor
CO
NS
TR
UC
TIO
N P
RO
CE
DU
RE
of
Sta
.No2
(El-R
auda
)C
ross
sec
tion
(A
-A)
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-267
Source: JICA Study Team
Figure 4-232 Procedure 6 to 9 for the Construction of Sta. No. 2: Underpinning Section
ST
EP
6- E
xcav
atio
n of
drif
t and
inst
alla
tion
gird
er
gird
er
ST
EP
7- E
xcav
atio
n of
und
er b
uild
ing
until
5m
of h
ead
clea
ranc
e- R
emov
al o
f bui
ldin
g's
foun
datio
n- I
njec
tion
for d
ewat
erin
g
5mEx
cava
tion
Rem
oval
of
build
ing'
s
Inje
ctio
n
ST
EP
8- C
onst
ruct
ion
of S
uppo
rt p
ile
Tem
pora
rySu
ppor
t pile
ST
EP
9- C
hang
ing
of b
uild
ing'
s su
ppor
t.- R
emov
al o
f Tem
pora
ry w
all.
Cha
ngin
g of
buiid
ing'
s su
ppor
t
Rem
oval
of
tem
pora
ry w
all
ST
EP
10- E
xcav
atio
n an
d re
mov
al o
f tem
pora
ry s
uppo
rt a
ndw
all
- Con
stru
ctio
n of
sta
tion
stru
ctur
e
ST
EP
11- F
illin
g of
sur
roun
d sp
ace
of ja
ck- R
esto
ratio
n of
road
- Rem
oval
of m
ovem
ent s
enco
r- C
ompl
etio
n
Filli
ng
Exca
vatio
n an
d C
onst
ruct
ion
of s
tatio
n st
ruct
ure
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-268
iii) Traffic Management
Conceptual traffic management plan during construction is shown in Figure 4-233 to Figure
4-235.
STEP1: Current traffic condition
STEP2: Remove median and underpinning building
Construction yard
LEGEND
Road decking area
Precondition isLand acquisition
App
rox
20m
Approx 1800m2
Source: JICA Study Team
Figure 4-233 Traffic Management Plan during the Implementation of Procedure 1 and 2 for the Construction of Sta. No. 2
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-269
STEP3: Construction of Diaphragm wall and Road deck(1)
STEP4: Construction of Diaphragm wall and Road deck(2)
STEP5: Construction of Diaphragm wall and Road deck(3)
Construction yard
LEGEND
Road decking area
Construction yard
LEGEND
Road decking area
Construction yard
LEGEND
Road decking areaConstruction yard
LEGEND
Road decking area
Approx 2000m2
Approx 2500m2
Approx 1000m2
Approx 1800m2
Approx 1800m2
Source: JICA Study Team
Figure 4-234 Traffic Management Plan during the Implementation of Procedure 3 to 5 for the Construction of Sta. No. 2
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-270
STEP7: Construction of annex structures
Construction yard
LEGEND
Road decking areaConstruction yard
LEGEND
Road decking area
STEP7: Removal road deck, Restoration road and Completion
Approx 2500m2
Source: JICA Study Team
Figure 4-235 Traffic Management Plan during the Implementation of Procedure 6 and 7 for the Construction of Sta. No. 2
STEP6:
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-271
e) Study on Special Construction Method at Complex Location, Sta. No. 1 (El-Malek El-Saleh)
i) Location and Consideration
Considerations for the special construction method are as follows:
- Obstructing buildings (Mosque, Flat1 and Flat2) at Turn Back section
- Construction in the vicinity of underpass, Metro Line1 etc.
- Deep excavation (approx. GL-32m) subject to high water pressure
The longitudinal location is shown in Figure 4-236 while the aerial photograph of the station
location is shown in Figure 4-237.
Source: JICA Study Team
Figure 4-236 Complex Location of Sta. No. 1 (El-Malek El-Saleh)
Sta.No.1 (El-Malek El-Saleh)Turn Back Section
Mosqu Flat1 Flat2
N
Underpass
Metro Line1
Source: JICA Study Team
Figure 4-237 Vicinity of Sta.No.1 (El-Malek El-Saleh)
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-272
The present situation and cross section is shown in Figure 4-238 and Figure 4-239,
respectively.
Sta.No.1 (El-Malek El-Saleh)Turn Back Section
Mosqu Flat Flat
N
Underpass
Metro Line1
Photo direction
MosquFlat1Flat2
Source: JICA Study Team
Figure 4-238 Present Situation of Sta. No. 1 (El Malek El Saleh)
Appr
ox. 3
2m
Source: JICA Study Team
Figure 4-239 Anticipated Completed Section of Sta. No. 1 (El Malek El Saleh)
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-273
ii) Study on Procedure of Construction
Procedure for construction should be studied taking all special considerations into account.
Countermeasures for such special consideration are as follows:
Regarding obstructing buildings (Mosqu, Flat 1 and Flat 2) at Turn Back section
The most suitable construction method is studied from the perspective of social impact,
constructability and cost of construction and land acquisition. Alternative construction
methods to be applied are as follows:
- Cut-and-Cover-Method without Underpinning
- Cut-and-Cover-Method with Underpinning for important structure (Flat)
- Non-Cut-and-Cover Method, Pre-Shell Method
- Non-Cut-and-Cover Method, Multi Face Shield Tunneling Method
Regarding above construction methods, a comparison table is shown in Table 4-74. As
described in said table, the non-cut-and-cover method, pre-shell method will be
recommended.
Table 4-74 Comparison Table of Tunnel Construction Method for Turn Back Section Behind Sta. No. 1
Source: JICA Study Team
Without underpinningWith underpinning
for important structure*)Pre-shell Method
Multi Face ShieldTunneling Method
Impactto Social environment
Need the landacquisition of 3 buildings
crossing station(+)
No need the landacquisition of 3 buildings
crrossing station(++)
No need the landacquisition of 3 buildings
crossing station(+++)
No need the landacquisition of 3 buildings
crossing station(+++)
ConstructivityNomal cut and cover
method(+++)
Cut and cover methodwith underpinning of 3
buildings(+)
No need underpinning orsomething like that.
(++)
No need underpinning orsomething like that.
(++)
Cost Ratio of constructionand land acquisition
Base cost1.00 (Base)
(+++)
Almost same as base costapprox.1.00
(+++)
Almost same as base costapprox.1.00
(+++)
Expensiveover.2.00
(+)
Upper construction cost ratioLower Land acquisition cost ratio
(0.76)(0.24)
(approx. 1.00)(0.00)
(approx. 1.00)(0.00)
(over 2.00)(0.00)
Total Evaluation ++ ++ +++ +
Construction method
Cut and Cover Non-Cut and Cover
Note: Evaluation= Good <-- +++ , ++ , + --> Poor *) Important structure is flat or Mosqu.
ExcellentGood Fair Good
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-274
Non-Cut-and-Cover Method, Pre-Shell Method
Pre-shell method is shown and described in Figure 4-227 of the preceding section.
Non-Cut-and-Cover Method, Multi Face Shield Tunnelling Method
Multi face shield tunnelling method is shown and described in Figure 4-228 of the
preceding section.
Regarding construction in the vicinity of underpass, Metro Line1 etc.
Observation method with movement sensor
Deep excavation subject to high water pressure
Soil improvement of embedded section of diaphragm wall prior to deep
excavation.
Column-Jet Grout Method is recommended as the most suitable soil
improvement method for embed section considering the following:
Depth of soil improvement is deeper than GL-35 m.
Soil improvement should be effective for a period longer than
approximately two years.
Deformation of ground should be reduced as much as possible.
Table 4-75 Comparison Table of Soil Improvement Method for the Embed Section of the
Diaphragm Wall of Sta. No. 1
Chemical Grouting
Method Jet Grouting Method
Column-Jet Grouting Method
Applicable Depth
Normally less than approx 30m.
Normally less than approx.30m
Normally less than approx. 60m
Period of improved effective
Comparatively short Comparatively long Comparatively long
Improved strength
Comparatively low Comparatively high Comparatively high
Evaluation Bad Fair Excellent
Considering above, the procedure for construction is shown in Figure 4-240.
Additionally, the procedure for the construction of turn back section behind Sta.No.1 is
shown in Figure 4-241 and Figure 4-242.
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-275
Source: JICA Study Team
Figure 4-240 Procedure for Construction of Sta. No. 1
CO
NS
TR
UC
TIO
N P
RO
CE
DU
RE
of
Sta
.No1
(El-M
alek
El-S
aleh
)
ST
EP
1- I
nsta
llatio
n of
mov
emen
t sen
sor.
Mov
emen
t sen
sor
ST
EP
2- C
onst
ruct
ion
of D
iaph
ragm
wal
l.- E
xecu
tion
of s
oil i
mpr
ovem
ent
- Ins
talla
tion
of R
oad
deck
ing.
Dia
phra
gm w
all
Roa
d de
ckin
g
ST
EP
3- C
onst
ruct
ion
of D
iaph
ragm
wal
l.- E
xecu
tion
of s
oil i
mpr
ovem
ent
- Ins
talla
tion
of R
oad
deck
ing.
Dia
phra
gm w
all
Roa
d de
ckin
gC
onst
ruct
ion
yard
Con
stru
ctio
n ya
rd
ST
EP
4- E
xcav
atio
n an
d C
onst
ruct
ion
of to
p sl
ab.
Exca
vatio
n
Top
slab
Con
stru
ctio
n ya
rd
ST
EP
5- E
xcav
atio
n- R
emov
al o
f roa
d de
ckin
g
Exca
vatio
n
Con
stru
ctio
n ya
rd
ST
EP
6- R
epet
atio
n of
Exc
avat
ion
and
Con
stru
ctio
n of
sla
b.- R
emov
al o
f con
stru
ctio
n ya
rd a
nd re
stor
atio
n of
road
- Rem
oval
of m
ovem
ent s
enso
r- C
ompl
etio
n
Rem
oval
of m
ovem
ent s
enso
r
Soil
impl
ovem
ent
Soil
impl
ovem
ent
Con
stru
ctio
n ya
rd
App
rox.
4m
Soil
impl
ovem
ent
Tem
pora
ry b
eam
Con
stru
ctio
n sl
ab a
nd e
xcav
atio
n
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-276
Source: JICA Study Team
Figure 4-241 Procedure 1 to 4 for the Construction of Sta. No. 1: Turn Back Section Behind
CO
NS
TR
UC
TIO
N P
RO
CE
DU
RE
of
Sta
.No1
(El-M
alek
El-S
aleh
)
Shaf
t
ST
EP
1- I
nsta
llatio
n of
mov
emen
t sen
sor
ST
EP
2- C
onst
ruct
ion
of la
unch
sha
ft- E
xecu
tion
of s
oil i
mpr
ovem
ent f
or d
ewat
erin
g at
laun
ch s
haft
and
arriv
al s
haft
Soil
impr
ovem
ent f
or d
ewat
erin
g(a
t lau
nch
shaf
t and
arr
ival
sha
ft)
Mov
emen
tSe
nsor
ST
EP
3- C
onst
ruct
ion
of P
re-S
hell
by c
lose
d ho
rizon
tal
borin
g m
achi
ne.
-
Pre-
Shel
lD
o =
appr
ox.2
.4m
ST
EP
4- C
onst
ruct
ion
of s
truc
ture
and
exe
cutio
n of
wat
ercu
t off
in P
re-S
hell
Con
stru
ctio
n of
str
uctu
re in
Pre-
Shel
l
Mos
que
AA
Gui
de o
f cr
oss
sect
ion
(A-A
)
Non
-cut
and
cov
er m
etho
dL=
105m
(app
rox)
Sha
ft
Pip
e ja
ckin
g m
ach
ine
(cl
ose
d t
ype
)E
lem
en
t
Wat
erpr
oof z
one
De
tail
of
Pre
-Sh
ell
Str
uct
ure
Elem
ent
Rei
nfor
cem
ent C
age
Join
t
Ref
eren
ce
Cro
ss s
ecti
on (
A-A
)
Bu
ildin
g
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-277
Source: JICA Study Team
Figure 4-242 Procedure 5 to 7 for the Construction of Sta. No. 1: Turn Back Section Behind
ST
EP
5- E
xcav
atio
n in
Pre
-She
ll
Exca
vatio
n
ST
EP
6- C
onst
ruct
ion
of in
ner l
inin
g
Inne
r lin
ing
ST
EP
7- R
emov
al o
f mov
emen
t sen
sor
- Com
plet
ion
Approx 35 m
Approx 20 m
Rem
oval
of
sens
or
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-278
iii) Traffic Management
Conceptual traffic management plan during construction is shown in Figure 4-243 to Figure
4-245.
STEP3: Construction of Diaphragm wall and installation of road deck(1)
Construction yard
LEGEND
Road decking area
STEP2: Removal of median
Construction yard
LEGEND
Road decking area
Approx
1500m2
Approx 4000m2
STEP1: Current traffic condition
App
rox
16m
Mosque
Building
Source: JICA Study Team
Figure 4-243 Traffic Management Plan during Implementation of Procedure 1 to 3 for the Construction of Sta. No. 1
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-279
STEP4: Construction of Diaphragm wall and installation of road deck(2)
Construction yard
LEGEND
Road decking area
Approx 4000m2Approx
700m2
STEP5: Excavation, Construction slab and Construction of PreShell
Construction yard
LEGEND
Road decking area
Approx
700m2Approx 4000m2
STEP6: Construction of annex structures(1)
Construction yard
LEGEND
Road decking area
Approx
700m2
Approx 4000m2
Approx 4000m2
Source: JICA Study Team
Figure 4-244 Traffic Management Plan during the Implementation of Procedure 4 to 6 for the Construction of Sta. No. 1
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-280
STEP7: Construction of annex structures(2)
Construction yard
LEGEND
Road decking area
Approx
700m2
Approx 4000m2
STEP8: Construction of annex structures(3)
Construction yard
LEGEND
Road decking area
Approx
700m2
Approx 4000m2
STEP9: Removal of road deck, Restoration of road and
Mosque
Building
Source: JICA Study Team
Figure 4-245 Traffic Management Plan during the Implementation of Procedure 7 to 9 for the Construction of Sta. No. 1
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-281
f) Study on Special Construction Method, Sta. No. 12
i) Location and Consideration
Consideration for the special construction method is as follows,
- Construction on the traffic at the vicinity of El Remayah Square
The longitudinal location is shown in Figure 4-246 while the aerial photo of the station
location is shown in Figure 4-247.
Source: JICA Study Team
Figure 4-246 Location of Sta. No. 12 (El Remayah)
N
Sta.No.12 (El-Remayah)
Source: JICA Study Team
Figure 4-247 Vicinity of Sta. No. 12 (El Remayah)
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-282
The cross section of Sta. No. 12 is shown in Figure 4-248.
Appr
ox. 2
3m
Source: JICA Study Team
Figure 4-248 Anticipated Completed Section of Sta. No. 12 (El Remayah)
ii) Study on the Procedure for Construction
Procedure for construction should be studied taking full conditions into account. The
countermeasure for such special consideration is to adopt the road deck method for the
construction in the vicinity of El Remayah Square.
Considering above, the procedure for construction is shown in Figure 4-249 and Figure
4-250.
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-283
Source: JICA Study Team
Figure 4-249 Procedure 1 to 5 for the Construction of Sta. No. 12 (El-Remayah)
CO
NS
TR
UC
TIO
N P
RO
CE
DU
RE
of
Sta
.No1
2
- Exi
stin
g co
nditi
on
App
rox.
40m
ST
EP
1- L
ane
chan
ge- C
onst
ruct
ion
of d
iaph
ragm
wal
l- E
xecu
tion
of s
oil i
mpr
ovem
ent
- Ins
talla
tion
of ro
ad d
ecki
ng
Con
stru
ctio
n ya
rd
Dia
phra
gm w
all
Lane
cha
nge
Soil
impl
ovem
ent
ST
EP
2- L
ane
chan
ge- C
onst
ruct
ion
of d
iaph
ragm
wal
l- E
xecu
tion
of s
oil i
mpr
ovem
ent
- Ins
talla
tion
of ro
ad d
ecki
ng
Con
stru
ctio
n ya
rd
Dia
phra
gm w
all
Lane
cha
nge So
il im
plov
emen
t
ST
EP
3- L
ane
chan
ge- E
xcav
atio
n- C
onst
ruct
ion
of s
lab
Con
stru
ctio
n ya
rd
Top
slab
Exca
vatio
n
ST
EP
4- R
emov
al o
f roa
d de
ckin
g- E
xcav
atio
n
Con
stru
ctio
n ya
rd
Exca
vatio
n
ST
EP
5- I
nsta
lltat
ion
of te
mpo
rary
sup
port
- Exc
avat
ion
Con
stru
ctio
n ya
rd
Tem
pora
ry s
uppo
rt
Exca
vatio
n
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-284
Source: JICA Study Team
Figure 4-250 Procedure 6 to 8 for the Construction of Sta. No. 12 (El Remayah)
ST
EP
6- I
nsta
lltat
ion
of te
mpo
rary
sup
port
- Exc
avat
ion
Con
stru
ctio
n ya
rd
Tem
pora
ry s
uppo
rt
Exca
vatio
n
ST
EP
8- C
onst
ruct
ion
of s
peci
al s
truc
ture
- Rem
oval
of c
onst
ruct
ion
yard
- Res
tora
tion
of ro
ad- C
ompl
etio
n
Spec
ial s
truc
ture
ST
EP
7- C
onst
ruct
ion
of b
otto
m s
lab
- Rem
oval
of t
empo
rary
sup
port
Con
stru
ctio
n ya
rd
Bot
tom
sla
b
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-285
iii) Traffic Management
Conceptual traffic management plan during the construction is shown in Figure 4-249 to
Figure 4-253.
STEP2: Removal of median
STEP1: Current traffic condition
Construction yard
LEGEND
Road decking area
Appr
ox
40m
Source: JICA Study Team
Figure 4-251 Traffic Management Plan during the Implementation of Procedure 1 and 2 for the Construction of Sta. No. 12
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-286
STEP3: Construction of Diaphragm wall and installation of road deck(1)
STEP4: Construction of Diaphragm wall and installation of road deck(2)
STEP5: Excavation and Construction slab
Approx 3500m2
Construction yard
LEGEND
Road decking area
Construction yard
LEGEND
Road decking area
Approx 3500m2
Construction yard
LEGEND
Road decking area
Approx 3000m2
Approx
3000m2
Approx
3000m2
Approx
3000m2
Source: JICA Study Team
Figure 4-252 Traffic Management Plan during the Implementation of Procedure 3 to 5 for the Construction of Sta. No. 12
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-287
M4 W - Sta.12
STEP6: Construction of annex structures
STEP7: Removal of road deck, Restoration of road and Completion
Construction yard
LEGEND
Road decking area
Approx 3000m2Approx
3000m2
Source: JICA Study Team
Figure 4-253 Traffic Management Plan during the Implementation of Procedure 6 and 7 for the Construction of Sta. No. 12
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-288
g) Study on the Special Construction Method, Sta. Nos. 13-15
i) Location and Consideration
Considerations for the special construction method are as follows:
- Construction in a suburban area
- Construction on the slope (Sta.No.13)
- Deep excavation (Sta.No.13)
The longitudinal location is shown in Figure 4-254 while the aerial photo of stations’ location
is shown in Figure 4-255.
Source: JICA Study Team
Figure 4-254 Location of Sta. Nos. 13-15
Sta.No.13Sta.No.14
Sta.No.15
N
Source: JICA Study Team
Figure 4-255 Vicinity at Sta. Nos. 13-15
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-289
Cross section of Sta.No.13 shown in Figure 4-256 is typical to Station Nos. 14 and 15.
Appr
ox. 4
0m
Source: JICA Study Team
Figure 4-256 Anticipated Completed Section of Sta. No. 13
ii) Study on the procedure of construction
Procedure for construction should be studied taking all considerations into account.
Countermeasures for such special considerations are as follows;
Regarding construction in a suburban area
Initiate simple temporary diversion road for the existing traffic control instead
of adopting road decking during construction at Sta.No13 and Sta.No.14
Neither diversion road nor road decking is required at Sta.No15.
Regarding construction on the slope near Sta.No.13
Provide staging to adjust inclination as shown in Figure 4-257 or other related
countermeasures.
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-290
Source: JICA Study Team
Figure 4-257 Staging to Adjust Inclination
Considering above, the procedure for construction is shown in Figure 4-258.
Staging for adjust incline
Staging to adjust inclination
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-291
Source: JICA Study Team
Figure 4-258 Procedure for the Construction of Sta. No. 13
CO
NS
TR
UC
TIO
N P
RO
CE
DU
RE
of
Sta
.No1
3-14
ST
EP
1- C
onst
ruct
ion
of te
mpo
rary
road
.S
TE
P2
- Lan
e ch
ange
- Con
stru
ctio
n of
dia
phra
gm w
all
- Exe
cutio
n of
soi
l im
prov
emen
t
Con
stru
ctio
n ya
rdC
onst
ruct
ion
yard
Tem
pora
ry R
oad
ST
EP
4- R
emov
al o
f con
stru
ctio
n ya
rd- R
esto
ratio
n ro
ad a
nd la
ne c
hang
e.
Dia
phra
gm w
all
Soil
impr
ovem
ent
Lane
cha
nge
ST
EP
3- R
epet
atio
n of
exc
avat
ion
and
cons
truc
tion
of s
lab.
Con
stru
ctio
n ya
rd Exca
vatio
n an
dC
onst
ruct
ion
slab
Res
tora
tion
road
Lane
cha
nge
ST
EP
5- C
ompl
etio
n
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-292
iii) Traffic Management
Conceptual traffic management plan during the construction at Sta.No13 and Sta.No.14 is
shown in Figure 4-259.
Meanwhile, since Sta. No. 15 will be constructed in an open space, traffic management
during its construction will not be required.
STEP2: Removal of median and construction temporary road
STEP1: Current traffic condition
STEP3: Excavation and construction structure
Approx
10000m2
STEP4: Removal of road deck, Restoration of road and Completion
Source: JICA Study Team
Figure 4-259 Traffic Management Plan during the Implementation of Procedure fo the Construction of Sta. Nos. 13 and 14
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-293
4.7.6 Construction Schedule
(1) General Condition
For the study of the construction schedule, main conditions to be considered are as follows;
Construction method and procedure as shown in previous sections
Adopt three work shifts
Working rate of twenty four days per month
(2) Schedule of Station Construction
Construction schedule chart for each station is shown in Figure 4-260 to Figure 4-262.
Approximate construction period for each station and reasons why some stations require
comparatively long construction period are tabulated as follows;
Table 4-76 Summary of Station Construction Period
Name of stationPeriodapprox.(year)
Note(Reason of comparatively long construction period)
Station No.1 (El-Malek El-Saleh) 5 Deep excavation, Underpinning of Building(Pre-Shell Method)Station No.2 (El-Rauda) 5 Deep excavation, Underpinning of BuildingStation No.3 (El-Nile) 6 Deep excavation, Underpinning of Giza Flyover, Narrow yardStation No.4 (El-Giza) 6 Deep excavation, Demolition and Restration of UnderpassStation No.5 3Station No.6 4Station No.7 4Station No.8 4Station No.9 3Station No.10 3Station No.11 4Station No.12 (El-Rauda) 4Station No.13 3Station No.14 3Station No.15 3
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-294
Source: JICA Study Team
Figure 4-260 Detailed Schedule for the Construction of Sta. Nos. 1 to 3
Con
stru
ctio
n S
ched
ule
for
Pha
se-1
Det
ail o
f sc
hedu
le f
or E
ach
Sta
tion
con
stru
ctio
n
12
34
56
78
910
1112
1314
1516
1718
1920
2122
2324
2526
2728
2930
3132
3334
3536
3738
3940
4142
4344
4546
4748
4950
5152
5354
5556
5758
5960
6162
6364
6566
6768
6970
7172
7374
7576
7778
7980
8182
8384
Sta.
No.
1 (E
l-Mal
ek E
l-Sal
eh)
Tota
l Per
iod
(1)
Site
Cle
aran
ce w
ork
(2)
Initi
al E
xcav
atio
n w
ork
(3)
Roa
d de
ckin
g w
ork
(4)
Dia
phra
gm w
all
(5)
Soil
impr
ovem
ent
(6)
B1F
(Exc
avat
ion
and
cons
truct
ion
of to
p sl
ab a
nd 2
nd s
lab)
(7)
B2F
(Exc
avat
ion
and
cons
truct
ion
of 3
rd s
lab)
(8)
B3F
(Exc
avat
ion
and
cons
truct
ion
of 4
th s
lab)
(9)
B4F
(Exc
avat
ion
and
cons
truct
ion
of b
otto
m s
lab)
(10)
Pre-
Shel
l wor
k
(11)
Supe
r stru
ctur
e
(12)
Stat
ion
Arch
itect
ure
and
E&M
wor
k
(13)
Sta.
No.
2 (E
l-Rau
da)
Tota
l Per
iod
(1)
Site
Cle
aran
ce w
ork
(2)
Initi
al E
xcav
atio
n w
ork
(3)
Roa
d de
ckin
g w
ork
(4)
Dia
phra
gm w
all
(5)
Soil
impr
ovem
ent
(6)
Und
er p
inni
ng w
ork
(7)
B1F
(Exc
avat
ion
and
cons
truct
ion
of to
p sl
ab a
nd 2
nd s
lab)
(8)
B2F
(Exc
avat
ion
and
cons
truct
ion
of 3
rd s
lab)
(9)
B3F
(Exc
avat
ion
and
cons
truct
ion
of 4
th s
lab)
(10)
B4F
(Exc
avat
ion
and
cons
truct
ion
of b
otto
m s
lab)
(11)
Supe
r stru
ctur
e
(12)
Stat
ion
Arch
itect
ure
and
E&M
wor
k
(13)
Sta.
No.
3 (E
l-Nile
)
Tota
l Per
iod
(1)
Site
Cle
aran
ce w
ork
(2)
Initi
al E
xcav
atio
n w
ork
(3)
Roa
d de
ckin
g w
ork
(4)
Dia
phra
gm w
all
(5)
Soil
impr
ovem
ent
(6)
Und
er p
inni
ng w
ork
(7)
B1F
(Exc
avat
ion
and
cons
truct
ion
of to
p sl
ab a
nd 2
nd s
lab)
(8)
B2F
(Exc
avat
ion
and
cons
truct
ion
of 3
rd s
lab)
(9)
B3F
(Exc
avat
ion
and
cons
truct
ion
of 4
th s
lab)
(10)
B4F
(Exc
avat
ion
and
cons
truct
ion
of 5
th s
lab)
(11)
B5F
(Exc
avat
ion
and
cons
truct
ion
of b
otto
m s
lab)
(12)
Supe
r stru
ctur
e
(14)
Pass
ing
thro
ugh
of S
hiel
d TB
M
(15)
Stat
ion
Arch
itect
ure
and
E&M
wor
k
(16)
45
6
Con
tent
s
12
37
Com
plet
ion
of b
eddi
ng
Arr
ival
of 1
st S
hiel
d TB
MA
rriv
al o
f 2nd
Shi
eld
TBM
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-295
Source: JICA Study Team
Figure 4-261 Detailed Schedule for the Construction of Sta. Nos. 4 to 9
Con
stru
ctio
n S
ched
ule
for
Pha
se-1
Det
ail o
f sc
hedu
le f
or E
ach
Sta
tion
con
stru
ctio
n
12
34
56
78
910
1112
1314
1516
1718
1920
2122
2324
2526
2728
2930
3132
3334
3536
3738
3940
4142
4344
4546
4748
4950
5152
5354
5556
5758
5960
6162
6364
6566
6768
6970
7172
7374
7576
7778
7980
8182
8384
Sta.
No.
4 (E
l-Giz
a)
Tota
l Per
iod
(1)
Site
Cle
aran
ce w
ork
(2)
Initi
al E
xcav
atio
n w
ork
(3)
Roa
d de
ckin
g w
ork
(4)
Dia
phra
gm w
all
(5)
Soil
impr
ovem
ent
(6)
Dem
oliti
on a
nd re
cons
truct
ion
of e
xsis
ting
stru
ctur
e (R
etai
ning
wal
l)
(7)
B1F
(Exc
avat
ion
and
cons
truct
ion
of to
p sl
ab a
nd 2
nd s
lab)
(8)
B2F
(Exc
avat
ion
and
cons
truct
ion
of 3
rd s
lab)
(9)
B3F
(Exc
avat
ion
and
cons
truct
ion
of 4
th s
lab)
(10)
B4F
(Exc
avat
ion
and
cons
truct
ion
of 5
th s
lab)
(11)
B5F
(Exc
avat
ion
and
cons
truct
ion
of b
otto
m s
lab)
(12)
Supe
r stru
ctur
e w
ork
(14)
Pass
ing
thro
ugh
of S
hiel
d TB
M w
ork
(15)
Stat
ion
Arch
itect
ure
and
E&M
wor
k
(16)
Sta.
No.
5, 9
Tota
l Per
iod
(1)
Site
Cle
aran
ce w
ork
(2)
Initi
al E
xcav
atio
n w
ork
(3)
Roa
d de
ckin
g w
ork
(4)
Dia
phra
gm w
all
(5)
Soil
impr
ovem
ent
(6)
B1F
(Exc
avat
ion
and
cons
truct
ion
of to
p sl
ab a
nd 2
nd s
lab)
(7)
B2F
(Exc
avat
ion
and
cons
truct
ion
of b
otto
m s
lab)
(8)
Supe
r stru
ctur
e
(9)
Stat
ion
Arch
itect
ure
and
E&M
wor
k
(10)
Sta.
No.
6, 7
, 8
Tota
l Per
iod
(1)
Site
Cle
aran
ce w
ork
(2)
Initi
al E
xcav
atio
n w
ork
(3)
Roa
d de
ckin
g w
ork
(4)
Dia
phra
gm w
all
(5)
Soil
impr
ovem
ent
(6)
B1F
(Exc
avat
ion
and
cons
truct
ion
of to
p sl
ab a
nd 2
nd s
lab)
(7)
B2F
(Exc
avat
ion
and
cons
truct
ion
of 3
rd s
lab)
(8)
B3F
(Exc
avat
ion
and
cons
truct
ion
of b
otto
m s
lab)
(9)
Supe
r stru
ctur
e
(10)
Stat
ion
Arch
itect
ure
and
E&M
wor
k
(11)
45
6
Con
tent
s
12
37
Com
plet
ion
of b
eddi
ng
Arr
ival
of 1
st S
hiel
d TB
MA
rriv
al o
f 2nd
Shi
eld
TBM
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-296
Source: JICA Study Team
Figure 4-262 Detailed Schedule for the Construction of Sta. Nos. 10 to 13
Con
stru
ctio
n S
ched
ule
for
Pha
se-1
Det
ail o
f sc
hedu
le f
or E
ach
Sta
tion
con
stru
ctio
n
12
34
56
78
910
1112
1314
1516
1718
1920
2122
2324
2526
2728
2930
3132
3334
3536
3738
3940
4142
4344
4546
4748
4950
5152
5354
5556
5758
5960
6162
6364
6566
6768
6970
7172
7374
7576
7778
7980
8182
8384
Sta.
No.
10, 1
1
Tota
l Per
iod
(1)
Site
Cle
aran
ce w
ork
(2)
Initi
al E
xcav
atio
n w
ork
(3)
Roa
d de
ckin
g w
ork
(4)
Dia
phra
gm w
all
(5)
Soil
impr
ovem
ent
(6)
B1F
(Exc
avat
ion
and
cons
truct
ion
of to
p sl
ab a
nd 2
nd s
lab)
(7)
B2F
(Exc
avat
ion
and
cons
truct
ion
of 3
rd s
lab)
(8)
B3F
(Exc
avat
ion
and
cons
truct
ion
of b
otto
m s
lab)
(9)
Supe
r stru
ctur
e
(10)
Stat
ion
Arch
itect
ure
and
E&M
wor
k
(11)
Sta.
No.
12 Tota
l Per
iod
(1)
Site
Cle
aran
ce w
ork
(2)
Initi
al E
xcav
atio
n w
ork
(3)
Roa
d de
ckin
g w
ork
(4)
Dia
phra
gm w
all
(5)
Soil
impr
ovem
ent
(6)
B1F
(Exc
avat
ion
and
cons
truct
ion
of to
p sl
ab a
nd 2
nd s
lab)
(7)
B2F
(Exc
avat
ion
and
cons
truct
ion
of b
otto
m s
lab)
(8)
Supe
r stru
ctur
e
(9)
Stat
ion
Arch
itect
ure
and
E&M
wor
k
(10)
Sta.
No.
13 Tota
l Per
iod
(1)
Site
Cle
aran
ce w
ork
(2)
Initi
al E
xcav
atio
n w
ork
(3)
Dia
phra
gm w
all
(4)
Soil
impr
ovem
ent
(5)
B1F
(Exc
avat
ion
and
cons
truct
ion
of to
p sl
ab a
nd 2
nd s
lab)
(6)
B2F
(Exc
avat
ion
and
cons
truct
ion
of 3
rd s
lab)
(7)
B3F
(Exc
avat
ion
and
cons
truct
ion
of 4
th s
lab)
(8)
B4F
(Exc
avat
ion
and
cons
truct
ion
of 5
th s
lab)
(9)
B5F
(Exc
avat
ion
and
cons
truct
ion
of b
otto
m s
lab)
(10)
Supe
r stru
ctur
e w
ork
(11)
Pass
ing
thro
ugh
of S
hiel
d TB
M w
ork
(12)
Stat
ion
Arch
itect
ure
and
E&M
wor
k
(13)
45
6
Con
tent
s
12
37
Com
plet
ion
of b
eddi
ng
Arr
ival
of 1
st S
hiel
d TB
MA
rriv
al o
f 2nd
Shi
eld
TBM
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-297
Source: JICA Study Team
Figure 4-263 Detailed Schedule for the Construction of Sta. Nos. 14 and 15
Con
stru
ctio
n S
ched
ule
for
Pha
se-1
Det
ail o
f sc
hedu
le f
or E
ach
Sta
tion
con
stru
ctio
n
12
34
56
78
910
1112
1314
1516
1718
1920
2122
2324
2526
2728
2930
3132
3334
3536
3738
3940
4142
4344
4546
4748
4950
5152
5354
5556
5758
5960
6162
6364
6566
6768
6970
7172
7374
7576
7778
7980
8182
8384
Sta.
No.
14 Tota
l Per
iod
(1)
Site
Cle
aran
ce w
ork
(2)
Initi
al E
xcav
atio
n w
ork
(3)
Dia
phra
gm w
all
(4)
Soil
impr
ovem
ent
(5)
B1F
(Exc
avat
ion
and
cons
truct
ion
of to
p sl
ab a
nd 2
nd s
lab)
(6)
B2F
(Exc
avat
ion
and
cons
truct
ion
of 3
rd s
lab)
(7)
B3F
(Exc
avat
ion
and
cons
truct
ion
of b
otto
m s
lab)
(8)
Supe
r stru
ctur
e
(9)
Stat
ion
Arch
itect
ure
and
E&M
wor
k
(10)
Sta.
No.
15 Tota
l Per
iod
(1)
Site
Cle
aran
ce w
ork
(2)
Initi
al E
xcav
atio
n w
ork
(3)
Dia
phra
gm w
all
(4)
Soil
impr
ovem
ent
(5)
B1F
(Exc
avat
ion
and
cons
truct
ion
of to
p sl
ab a
nd 2
nd s
lab)
(6)
B2F
(Exc
avat
ion
and
cons
truct
ion
of b
otto
m s
lab)
(7)
Supe
r stru
ctur
e
(8)
Stat
ion
Arch
itect
ure
and
E&M
wor
k
(9)
74
56
Con
tent
s
12
3
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-298
(3) Schedule of Tunnel Construction
a) Shield TBM Driving Parameter
Taking into consideration the existence of collapsible sand with low uniformity coefficient in
Cairo, shield TBM driving parameters based on the practices in Japan are shown as
follows:
Main Driving Speed: 360 m/month (=15 m/day *24 days/1 month)
Initial Driving Speed: 180 m/month (=7.5 m/day*24 days/1 month)
Arrival Driving Speed: 216 m/month (=9 m/day*24 days/1 month)
Period of Launching Work (approximately 0.5 month)
Period of Passing through Station and Launching Work (approximately 1 month)
b) Construction Plan of Shield Tunnel
Construction plan of Shield Tunnel studied in previous section is shown in Figure 4-264.
Source: JICA Study Team
Figure 4-264 Construction Plan of Shield Tunnel
c) Schedule of Shield Tunneling
Construction schedule chart for shield tunneling considering above conditions is shown in
Figure 4-265.
Sta.No9LAUNCH / ARRIVE
3
4
Sta.No14LAUNCH
ARRIVALSHAFT
1
2
3
Cut & CoverMethod
Access line to ENR
Sta.No5LAUNCH to ENR
Sta.No14Sta.No9Conversion
Sta.No5
ARRIVALSHAFT
Shield TBM Method
PLAN
PLOFILE
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-299
Construction Schedule for Phase-1 Detail of schedule for Shield TBM
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72
Shield TBM
Shield TBM No.1
Shield TBM No.2
Shield TBM No.3
ditto
Shield TBM No.4
Chanage Sta.No-1.1-1.0-0.9-0.8-0.7-0.6-0.5-0.4-0.3-0.2-0.10.00.10.20.30.40.50.60.70.80.91.01.11.21.31.41.51.61.71.81.92.02.12.22.32.42.52.62.72.82.93.03.13.23.33.43.53.63.73.83.94.04.14.24.34.44.54.64.74.84.95.05.15.25.35.45.55.65.75.85.96.06.16.26.36.46.56.66.76.86.97.07.17.27.37.47.57.67.77.87.98.08.18.28.38.48.58.68.78.88.99.09.19.29.39.49.59.69.79.89.9
10.010.110.210.310.410.510.610.710.810.911.011.111.211.311.411.511.611.711.811.912.012.112.212.312.412.512.612.712.812.913.013.113.213.313.413.513.613.713.813.914.014.114.214.314.414.514.614.714.814.915.015.115.215.315.415.515.615.715.815.916.016.116.216.316.4
0.00.10.20.30.40.50.60.70.80.91.01.11.21.31.41.51.61.71.81.92.02.12.22.3
4 5 6
Contents
1 2 3
-1k 075m Arrival Shaft
0k 000m Sta.No.1
0k 732m Sta.No.2
1k 733m Sta.No.3
2k 734m Sta.No.4
3k 815m Sta.No.5
4k 705m Sta.No.6
5k 595m Sta.No.7
6k 545m Sta.No.8
7k 495m Sta.No.9
8k 400m Sta.No.10
9k 358m Sta.No.11
10k 590m Sta.No.12
12k 300m Sta.No.13
13k 900m Sta.No.14
16k 138m Sta.No.15
2k 248m ENR
Sta.No.5 0k 000m
Shie
ld T
unne
lC
ut a
nd C
over
Tun
nel
Shie
ld T
unne
lSh
ield
Tun
nel
Summary of Shield TBM driving parameter - Average speed of Shield TBM Driving approx. 300m/month (= 17k223m / 58month) - Total Length 17k 223m (= 1k 75m+13k 900m+2k 248m) - Total Period of Shield TBM Driving 58 month (= 31.4 month + 21.3 month + 5.3 month)
Detail of Shield TBM driving parameter - Main driving speed: 360m/month (=15m/day *24day/1month - Initial driving speed: 180m/month (=7.5m/day*24day/1month) - Arrival driving speed:216m/month (=9m/day*24day/1month) - Period of Launching work (approx.0.5month) - Period of passing througn station work and relaunching work (approx.1month)
Source: JICA Study Team
Figure 4-265 Detailed Schedule of Shield TBM Driving
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-300
(4) Construction Schedule
Considering above conditions and related works such as track work etc, construction
schedule is shown Figure 4-266.
Regarding the number of shield TBM in case two sets are used, the construction period is
estimated to be approximately nine years as shown in Figure 4-267. As the length of
Metro Line 4 Phase 1 exceeds 16 km, the use of two TBM sets will be unrealistic and not
suitable. Therefore, the use of four sets of shield TBMs is recommended.
Table 4-77 Construction Schedule
Period of Construction Number of Shield TBM Base Case Approximately 7 years 4 sets Alternative Case
Approximately 9 years 2 sets
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-301
Source: JICA Study Team
Figure 4-266 Construction Schedule
Con
stru
ctio
n S
ched
ule
for
Pha
se-1
12
34
56
78
910
1112
1314
1516
1718
1920
2122
2324
2526
2728
2930
3132
3334
3536
3738
3940
4142
4344
4546
4748
4950
5152
5354
5556
5758
5960
6162
6364
6566
6768
6970
7172
7374
7576
7778
7980
8182
8384
1U
ND
ER
GR
OU
ND
SEC
TIO
N
(0)
Arriv
al S
haft
(1)
Stat
ion
No.
1
(2)
Stat
ion
No.
2
(3)
Stat
ion
No.
3
(4)
Stat
ion
No.
4
(5)
Stat
ion
No.
5
(6)
Stat
ion
No.
6
(7)
Stat
ion
No.
7
(8)
Stat
ion
No.
8
(9)
Stat
ion
No.
9
(10)
Stat
ion
No.
10
(11)
Stat
ion
No.
11
(12)
Stat
ion
No.
12
(13)
Stat
ion
No.
13
(14)
Stat
ion
No.
14
(15)
Stat
ion
No.
15
(16)
Bore
d Tu
nnel
No.
1
(17)
Bore
d Tu
nnel
No.
2
(18)
Bore
d Tu
nnel
No.
3
(19)
Bore
d Tu
nnel
No.
4
(20)
Bore
d Tu
nnel
No.
3 (E
NR
Acc
ess
line)
(21)
Dep
o W
orks
hop
(22)
Trac
k w
ork
(23)
Rai
lway
Sys
tem
Inst
alla
tion
(24)
Test
Run
ning
Lege
ndSt
atio
n C
ivil
wor
kAr
chite
ctur
al w
ork
Shie
ld T
BM d
rivin
gAv
erag
e sp
eed
of S
hiel
d TB
M d
rivin
g =
300
m/m
onth
(app
rox.
)
Shie
ld T
BM m
anifa
ctur
eTr
ansp
ort o
f Shi
eld
TBM
Shie
ld a
ssem
bly
Con
stru
ctio
n of
Inve
rt
74
56
Conte
nts
12
3
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO. 4
Final Report - Volume 3 4-302
Source: JICA Study Team
Figure 4-267 Construction Schedule (Alternative)
Alt
. Con
stru
ctio
n S
ched
ule
for
Pha
se-1
24D
EC
09(D
raft
Fin
al)
12
34
56
78
910
1112
1314
1516
1718
1920
2122
2324
2526
2728
2930
3132
3334
3536
3738
3940
4142
4344
4546
4748
4950
5152
5354
5556
5758
5960
6162
6364
6566
6768
6970
7172
7374
7576
7778
7980
8182
8384
8586
8788
8990
9192
9394
9596
9798
9910
010
110
210
310
410
510
610
710
8
1U
ND
ER
GR
OU
ND
SEC
TIO
N
(0)
Arriv
al S
haft
(1)
Stat
ion
No.
1
(2)
Stat
ion
No.
2
(3)
Stat
ion
No.
3
(4)
Stat
ion
No.
4
(5)
Stat
ion
No.
5
(6)
Stat
ion
No.
6
(7)
Stat
ion
No.
7
(8)
Stat
ion
No.
8
(9)
Stat
ion
No.
9
(10)
Stat
ion
No.
10
(11)
Stat
ion
No.
11
(12)
Stat
ion
No.
12
(13)
Stat
ion
No.
13
(14)
Stat
ion
No.
14
(15)
Stat
ion
No.
15
(16)
(17)
(18)
Bore
d Tu
nnel
No.
1
(19)
Bore
d Tu
nnel
No.
2
(20)
Bore
d Tu
nnel
No.
1 (E
NR
Acc
ess
line)
(21)
Dep
o W
orks
hop
(22)
Trac
k w
ork
(23)
Rai
lway
Sys
tem
Inst
alla
tion
(24)
Test
Run
ning
Lege
ndSt
atio
n C
ivil
wor
kAr
chite
ctur
al w
ork
Shie
ld T
BM d
rivin
gAv
erag
e sp
eed
of S
hiel
d TB
M d
rivin
g =
300
m/m
onth
(app
rox.
)
Shie
ld T
BM m
anifa
ctur
eTr
ansp
ort o
f Shi
eld
TBM
Shie
ld a
ssem
bly
Con
stru
ctio
n of
Inve
rt
Con
tent
s
12
39
"Shi
eld
TB
M 2
set"
78
45
6
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO.4
Final Report - Volume 3 4-303
4.8 Civil Works (Track)
4.8.1 Specifications of Existing Lines
Track specifications for existing lines and recommended track specification for Metro Line 4
are shown in Table 4-78 and Table 4-79, respectively.
Table 4-78 Track Specifications of Existing Lines
Metro Line 1 Metro Line 2 Metro Line 3
Gauge 1,435 mm 1,435 mm 1,435 mm
Rail UIC54 UIC54 UIC54
Sleeper PSC PSC, twin-block PSC, twin-block
Type of track Ballast Tunnel: twin-block embedded in concrete Viaduct: ballast
-
Continuous welded rail
Adopted Adopted -
* PSC means “Pre-stressed concrete”. Source: JICA Study Team
Table 4-79 Proposed Track Equipments Specifications for Metro Line 4
Metro Line 4
Gauge 1,435 mm (standard gauge)
Rail UIC54 (general section) THH340 (for steep curve section - under R400 m)
Sleeper PSC with anti-vibration rubber (for tunnel section) PSC (for workshop/depot) Synthetic (for turnout)
Type of track Resiliently supported track (for tunnel section) Ballasted track (for viaduct section & workshop/depot)
Continuous welded rail Recommended
Source: JICA Study Team
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO.4
Final Report - Volume 3 4-304
(1) Gauge
The recommended gauge is 1,435 mm, for the following reasons:
Compatibility with existing metro lines and ENR lines.
Inter-operability in case of emergency.
Possibility of sharing track machines.
Possibility of transporting new cars by rail through ENR lines.
(2) Rail
The recommended rail is either UIC54 or UIC60. Each type is suitable for Metro Line 4.
The advantages of UIC54 rails are as follows:
Can totally control rail stock among the metro lines.
Can save on cost as result from package purchase of rails for all metro lines.
Metro line is only for passenger use and the new car body weight will become
light. UIC54 rail performs adequately under this condition.
On the other hand, UIC60 rail has the following advantages;
Annual gross tonnage for Metro Line 4 will be over 40 million tonnes already after three
years of starting operation (Refer the Table 4-80). Thus, it is also reasonable to adopt
UIC60 rail to save on maintenance frequency and its cost.
Moreover, heavy rails have the ability to reduce vibration caused by the running train.
172
150
74.3
UIC 60
159
140
72.2
UIC 54
Source: JICA Study Team
Figure 4-268 Shape of the UIC Rails
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO.4
Final Report - Volume 3 4-305
Table 4-80 Annual Gross Tonnage
2020 2023 2027 2050
Train Frequency Working day 198 343 353 367
Holiday 127 223 233 240
Max. capacity/train 2000 2000 2000 2000
Ave. ridership 40 % 21,495,000 37,329,000 38,526,000 39,984,000
50 % 22,281,000 38,694,000 39,935,000 41,447,000
60 % 23,067,000 40,060,000 41,345,000 42,910,000
70 % 23,854,000 41,426,000 42,754,000 44,373,000
80 % 24,640,000 42,791,000 44,164,000 45,835,000
Ave. daily tonnage 63,000 110,000 113,000 118,000
Annual gross tonnage (ton)
Source: JICA Study Team
Furthermore, installing a head-hardened rail in the steep curve section is recommended
to reduce labour and maintenance costs.
At this stage, the JICA Study Team recommends UIC54, although it is necessary to take
overall considerations for selecting the type of rail. Therefore, JICA Study Team will carry
out further study in detail and discuss more, considering the comprehensive conditions
during the basic design stage.
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO.4
Final Report - Volume 3 4-306
(3) Sleepers
The recommended sleeper is the pre-stressed concrete type for the entire system,
except for turnout sections. One example of PSC sleeper is shown below:
184
80
39
250 300 400 250
1506180
184
174
15
0
70
70
130
25
184
28
32
.53
2.5
240
180
240 39
658
0
33 175 33
18428 28
15
015
9
13025 25
24
0
17
5
24
0
100
184
65
2400
618 300400250
25 28
C
C
B
B
A
A
Section A-A
Section B-B
Section C-C
Source: JICA Study Team
Figure 4-269 Sample of PSC Sleeper
Especially in the turnout section, synthetic-type
sleeper is recommended. One of the synthetic
sleepers, which consists of glass-fibre and
urethane foam, has been developed in Japan.
These are mainly used in turnouts and steel bridge
sections, instead of timber sleepers. Furthermore,
these sleepers have been used for more than 25
years on the track for the bullet train.
Generally, synthetic sleepers have the following
advantages:
Reduced labour in track-laying because of their
light weight (similar to wood).
Long life-time (same length as PSC sleepers).
Flexible for various machining works
Having performance of Waterproof
Easy process for drilling and nailing
Have electrical insulation
Source: JICA Study Team
Figure 4-270 Synthetic Sleeper
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO.4
Final Report - Volume 3 4-307
The physical properties are as shown below. These are not design values but rather
standard values.
Table 4-81 Basic Physical Properties and Secular Change
Synthetic sleeper (Grade1) Item Unit
New After 10 years After 15 yearsSpecific gravity - 0.74 0.74 0.74Bending strength MPa 142 125 131Young’s modulus of bending elasticity
MPa 8100 8000 8160
Vertical compressive strength MPa 58 66 63Shear strength MPa 10 9.5 9.6Hardness MPa 28 25 17
Source: Japanese manufacturer’s report
(4) Types of Track
Recommended type of track is the resiliently-supported track. It is one of the solid-bed
tracks, which consist of removable sleepers with resilient rubber pads, as shown below.
Source: JICA Study Team
Figure 4-271 Resiliently-Supported Track
The characteristics of resiliently-supported tracks are as follows:
Has anti-vibration and noise reduction
Easy to replace sleeper and resilient rubber pads when elastic fatigue occurs.
Reduce the load for rail and fastening equipments
Low maintenance cycle and cost
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO.4
Final Report - Volume 3 4-308
Source: JICA Study Team
Figure 4-272 Example of Anti-vibration System
For reference, a comparison of ballasted track and solid-bed track is shown in Table 4-82.
Table 4-82 Characteristics of General Tracks
Ballasted Track Solid-bed Track Advantage Reasonable construction cost
It is possible to follow a subsidence of structure Having anti-vibration performance
Can save maintenance cost Less distortion
Disadvantage Need high maintenance at frequent intervals, involving replacement and tamping of ballast Having a significant risk of electrolytic corrosion at the underground section.
Need higher initial cost than the ballasted track Having more vibration than the ballasted track
Source: JICA Study Team
The preceding table does not make clear the obvious advantage but only the result of the
comparison. The basic policy therefore depends on the what the operation company
deems most important. In this study, all the sections of Phase 1 are underground. Thus, it
is difficult to maintain the track rather than doing it an open section. Initial cost is not
much different between ballasted track and solid-bed track in case of a tunnel section. In
general, however, solid-bed track has an advantage. Furthermore, Metro Line 4 will be
required to reduce noise and vibration caused by the friction between wheels and rail,
and the oscillation of the vehicle. Therefore, the resiliently supported track, as one type of
solid-bed type tracks, is recommended.
PSC Sleeper
Vibration isolation
Vibration isolationpad
Insert
Bolt & Nut
Vibration isolation
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO.4
Final Report - Volume 3 4-309
(5) Fastenings
A fastening device is also good for the
type of elastic fastening to maximize the
ability of the synthetic supported track.
Double elastic fastening is recommended
for the section of the mainline. It consists
of leaf-spring and wire-spring fastening a
rail and elastic pad seating under the base
of the rail. Recently, it is adopted in urban
and high-speed railways all over the
world.
Advantages of the double elastic fastening are:
It is able to reduce impact occurring between rail and sleeper because of
fastening is always pushing the rail face with the uniform force following the
bend of the rail.
Elastic pad is has cushioning and damping effects, which can prolong the life of
track equipments.
It does not require anti-creepers. Rail and sleeper are always fastened by the
effect of the spring, sufficiently resisting the force of rail creep by the friction. In
case of using it at a solid-bed track, it is able to control easily the force of rail
creep by adjusting the force of fastening.
Some types of fastening have the effect of transverse springs, which are able
to disperse lateral force. As a result, it is able to save maintenance and labour
because by alleviating the overload for sleepers and preventing irregularity of
the line.
Pandrol (wire-spring) NABLA (leaf-spring) Type-9 in JAPAN (leaf-spring)
Source: JICA Study Team Figure 4-274 Typical Types of Fastening System
An example of double elastic fastening in Japan is shown in Figure 4-275 and Figure 4-276.
Source: JICA Study Team
Figure 4-273 Concept of Double Elastic Fastening
Leaf-spring / Wire-spring
Elastic pad
JICA PREPARATORY SURVEY ON GREATER CAIRO METRO LINE NO.4
Final Report - Volume 3 4-310
Source: JICA Study Team
Figure 4-275 Double Elastic Fastening for Straight and over 800 m Radius Curve Section
Source: JICA Study Team
Figure 4-276 Double Elastic Fastening for under 800 m Radius Curve Section
Gaugeblock Small Gaugeblock Large Plate spring
Rail pad
Support plate for inside Support plate
for outside
Support plate for outside
Support plate for inside
Plate spring Large Plate spring Small
Rail pad
Support plate Large
Support plate Small
Support plate Large Support plate
Small