CONSTRUCII SUBTERANE

UNDERGROUND CONSTRUCTIONS

REHABILITATION OF AN EXISTING CULVERT

EFACEREA UNUI PODE EXISTENT SUB

PROTECIA UNEI UMBRELE DE EVI BTUTE
Mircea Sofian SC SOPMET SA

USING PIPE JACKING PROTECTION SYSTEM

Teodor Iftimie UTCB

Dan Sevastre SC SOPMET SA

Raluca Forrai SC CONSIS PROIECT SRL

1.

Reabilitarea liniei de cale ferat Bucureti Braov,

component a coridorului IV Pan European, intervalul Bucureti
Cmpina, a necesitat i refacerea unui numr mare de podee
care prezentau o stare tehnic necorespunzatoare.
Aceste podee au fost construite n perioada 1910 1915 i
prelungite n 1940. Durata mare de funcionare, prezena
permanent a apei n unele dintre ele, natura materialelor din
care au fost realizate ( caramid, piatr sau beton) i lipsa unei
ntreineri corespunzatoare au condus la degradarea strii
tehnice a acestora. Majoritatea sunt colmatate, avnd reduceri
ale seciunilor de scurgere de pn la 100% i prezentnd
diverse defecte: fisuri, desprinderi de material din boli,
eroziuni ale elevaiilor, desprinderi i exfolieri ale moloanelor,
precum i radiere degradate. Starea tehnic a podeelor i
mrimea debitelor au impus refacerea i redimensionarea
acestora cu seciuni de scurgere mai mari dect cele existente.
Avnd n vedere faptul c lucrrile de reabilitare a liniei
impun nchiderea circulaiei pe un fir pe intervalele dintre staii,
ca nalimea mare a terasamentului n unele zone necesit
introducerea de poduri provizorii foarte mari pe ambele fire cu
afectarea terasamentului pe o zon considerabil i deasemenea
lund n considerare i prezena pe unele podee a aparatelor de
cale, s-a stabilit ca refacerea s se execute prin tehnologia
neconvenional a tuburilor mpinse ( pipe jacking).
Caracterul special al acestor lucrri a determinat crearea
unui lot special, LOTUL 2 PODEE FORATE, al carui
antreprenor general a fost SC SOPMET SA Bucureti.
Unul dintre podeele aparinnd acestui lot i anume cel de
la km 32+910, a prezentat o situaie special care a necesitat
adoptarea unei soluii noi, n premier pentru calea ferat.
2.

1.

Introducere

Introduction

Rehabilitation of Bucharest Brasov railway line, part of

IV Pan-European Transport Corridor, Bucharest Campina
section, has implied the rehabilitation of numerous culverts that
were in poor operating condition.
They were built between 1910-1915 and extended in 1940.
Their prolonged useful life and the permanent presence of water
in some of them, the nature of construction materials used
(brick, stone or concrete) and the maintenance faults have lead
to degradation in their condition. Most of them are clogged up,
their outlet sections are eroded up to 100 percent and have
various defaults: cracks, arch dislodgement, elevation erosion,
ashlar stone dislodgement and erosion, as well as damaged
inverts.
The technical state of culverts and water flow volumes have
required their rehabilitation and redimensioning with increased
outlet sections.
Given that railway line rehabilitation works require singleline inter station closures for traffic use, and high elevation of
railway embankment in some areas requires construction of
temporary large size bridges for both directions affecting the
railway embankment in a large area, and also taking into
account the presence on some culverts of railway switches, one
has decided to use the non-conventional pipe jacking
technology for rehabilitation.
The special nature of the above works has lead to the
establishment of a special group, GROUP 2 DRILLED
CULVERTS, whose general contractor was SC SOPMET SA
Bucharest. One of the culverts, part of this package, a culvert
located at Km 32+910, has made necessary adoption of a new
technical approach, a first-time approach for the railways.

Prezentarea situatiei existente

2. Presentation of current situation

The arched culvert located at Km 32+910, with
a 2.0 m span and a 4 sq. m section, was built on two
components, as follows:
- downstream, a 28.2 m, elevated stone
masonry and arched brick masonry;
upstream, 5.3 m ashlar stone masonry (arched
and lateral lining elements).
Total culvert length was 33.5 m, whereas the
railway bed was 8 m wide above the arch.

Podeul existent la km 32+910, boltit, cu

lumina de 2,0 m i o seciune de circa 4 mp, era
construit din dou tronsoane astfel :
- n aval pe o lungime de 28,2 m , zidrie de
piatr n elevaie i zidrie de crmid n bolt;
-n amonte pe o lungime de circa 5,3 m zidrie
din moloane de piatr (bolta i picioarele drepte).
Lungimea total a podeului era 33,5 m iar
terasamentul deasupra bolii avea grosimea de 8m.

Fig.1 Pode existent

Existing culvert
Diversele tipuri de degradri ( desprinderi de crmizi din
Diverse defects types (brick dislodgement from the arch,
bolt , rosturi degradate la zidria din piatra) au fost consemnate
eroded joints in the stone masonry) have been noted upon
la relevarea podeului i au impus soluia executrii unui nou
mapping and made necessary the construction of a new culvert
pode n acelai amplasament. Decizia adoptrii unei seciuni
on the same location. The decision of constructing a larger
mai mari a fost impus de necesitatea asigurrii scurgerii unui
section has been imposed by the necessity of providing a 27.2
debit de 27,2 mc/s, podeul existent producnd dese inundaii n
m3/s water flow; often upstream flooding occurred due to the
amonte. Seciunea rezultat pe baza calculelor hidraulice este de
existing culvert. Based on hydraulic calculation, the resulting
11.75 mp i prezint o form boltit cu lumina de 4.6 mp i
section was 11.75 m2 and had a 4.6 m2 arched size span and a
nalimea liber n pode de 3.00 m.
3.00 m vertical clearance.

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3.

Descrierea noii soluii

UNDERGROUND CONSTRUCTIONS
3. Description of new solution

Seciunea noului pode are urmtoarea alctuire;

umbrela de evi ( 270 mm) la extradosul noii structuri i
n contact cu terasamentul;

susinere provizorie pe perioada execuiei realizat din

cintre metalice compuse din profile cornier i tole metalice
sudate ntre acestea;
hidroizolaie intermediar din membran bituminoas;
structura de rezisten cu forma boltit (Ri=2.30m) i radier
drept, realizat din beton armat cu grosimea de 55 cm;

The cross-section of the new culvert consists in:

pipes umbrella( =270 mm) at the the back of arch of the
cuvert and in contact with the railway bed
temporary support with steel framework with end plates
welded in between.
waterproofing of bituminous membrane
vaulted structure (Ri=2.30m) and plane invert, made of
reinforced concret 55cm thickness

Fig. 2 Dispoziie general i seiune transversal pode nou

Figure 2. General lay-out and cross-section of the new culvert

Podeul proiectat i realizat are lungimea total de 34,00 m

i este alctuit din dou tronsoane de capt cu lungimea de 2,00
m i cinci tronsoane curente cu lungimea 6,00 m fiecare.
Realizarea unei astfel de seciuni cu metoda clasic ar fi
necesitat poduri provizorii cu deschideri mari (21,00 m ) pe
ambele fire , nchideri de linii, costuri mari. Noua soluie
adoptat elimin toate aceste dezavantaje, prin utilizarea unei
tehnologii specifice construciilor subterane, posibil prin
realizarea prealabil a unei umbre de evi.

This new culvert is 34 m length and consist in: 2 end sections of

2 meters length and 5 intermediary sections of 6 m length.
Performance of this kind of section with the traditional methods
would have supposed: temporary bridges with spans of 21
meters length, , closure of railway traffic and major costs. The
new adopted technology expel all the above mentioned
disadvantages, by using a specific undergroun constructions
solution.

Descrierea tehnologiei de execuie

Ordinea de execuie a lucrrilor este urmtoarea:

Etapa 1.- Realizarea bolii din evi btute orizontal

Se execut dispozitivul de batere i se bat evile 7 ' - 0 7
de o parte i de alta a axului podeului existent (Fig.3);
Se execut sapatura n faa i n spatele timpanului existent
amonte;

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Technology description
The execution order of the works is as follows:
Stage 1. The performance of the horizontal pipes arch.
the driving device is performed and the pipes no.7-0-7 are
pushed on both sides of the existing culvert.
excavation is performed in front of and at the back of the
existing upstream tympan.

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Fig. 3

Diagram batere evi, baterea primei evi i situaia

final

Se demoleaz parial timpanul pentru a putea continua baterea

evilor 17' 8 'si 8 17;
Se execut sapatura la cotele din proiect i se toarn betonul
de egalizare 15 cm grosime , ntre fundaiile podeului
existent;
Etapa 2.- Execuia radierului tronsonului de capt ( timpan)
L= 2, 00 m
Se demoleaz structura existenta pe 2,50 m i se sprijin
provizoriu bolta existent n front cu cintre metalice;

Fig. 4 Execuie radier tronson de capt

UNDERGROUND CONSTRUCTIONS

Se execut sapatura la cotele din proiect pentru execuia

radierului pe 2,00 m;
Se monteaz cintrul metalic aferent urmtorului tronson;
Se completeaz betonul de egalizare de 15 cm grosime;
Se armeaz, se cofreaz i se betoneaz radierul;

Etapa 3 Execuia elevaiei tronsonului de capat L= 2,00 m

i a primului tronson de radier al inelului 1, L = 3,00 m
Se monteaz armatura, se cofreaz i se betoneaz elevaia
tronsonului de capt ( timpan);
Se execut hidroizolaia la extradosul tronsonului de capat;
Se demoleaz structura existent pe 3,50 m i se sprijin
provizoriu bolta n front cu cintre demontabile;
Se execut spatura la cotele din proiect pentru realizarea
radierului pe 3,00 m;
Se monteaz cintrele metalice pierdute la intradosul evilor;

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Figure 3 Pipe jacking diagram, first pipejacking and final

situation

existing tympan is partially demolished in order to continue

the driving of pipes no17-8-17
the excavation is performed based on the blueprint, a 15 cm
layer of levelling concrete is poured in between the
foundations of the existing culvert;
Stage 2. Construction of the 2 m end section element
existing structure is demolished on a 2.50 m length and the
existing arch is temporarily supported by steel frameworks

Figure 4 Construction of end section invert

A 2 m-long excavation is performed based on the blueprint

in order to construct the invert
steel framework is installed, to be used for next section;
the levelling concrete is completed up to a 15 cm width;
invert is reinforced, encased and concreted.

Stage 3 Construction of the end section elevation L = 2.00

m and the first invert section of the ring 1 L = 3.00 m

2005

reinforcement and encasement are performed, then the end

section element elevation is concreted;
waterproofing is performed at the end section back arch;
existing structure is demolished on a 3.50 m length and the
existing arch is supported by removable frame steelworks
excavation is performed based on blueprint in order to
construct the invert on a 3 m length
frame steelworks are put in place at the pipes intrados

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Se monteaz tolele metalice sudate de cintre;

Se completez betonul de egalizare de 15 cm;
Se realizeaz rostul total cu 2 foi de carton bitumat, ntre
tronsonul de capat si cel curent;
Se execut hidroizolaia i se petrece cu cea din etapa
anterioar;
Se armeaz, se cofreaz i se betoneaz radierul pe 3,00 m;

Fig.5 Armare timpan i cofraj metalic mobil pentru betonare

Etapa 4 Execuia primului tronson de bolt L = 2,00 m i a
celui de al doilea tronson de radier cu L = 3,00 m
Se armeaz, se cofreaz i se betoneaz primul tronson de
bolta de 2,00 m;
Se demoleaz structura existent pe 3,5 m i se sprijin
provizoriu bolta existent n front , cu cintre demontabile;
Se execut spatura la cotele din proiect pentru realizarea
radierului L= 3,00m;

Fig.6 Faze de execuie ine1 i imagine montare cintre.

Se monteaz cintrele metalice pierdute la intradosul evilor;

Se monteaz tolele metalice sudate de cintre pe tronsonul
pe care s-a betonat radierul;
Se execut hidroizolaia i se petrece cu cea executat n
etapa anterioar;
Se completeaz betonul de egalizare de 15 cm grosime;
Se armeaz, se cofreaz i se betoneaz radierul pe o

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UNDERGROUND CONSTRUCTIONS

end plates are welded in between the frame steelworks

the levelling concrete is completed up to a 15 cm width
the total joint is made using 2 asphalt board sheets, between
the end section and the current section.
waterproofing is performed and meets the one performed
during the previous stage.
invert section 1 of the next ring is reinforced, cased and
concreted on a 3 m length.

Fig.5. Reinforcement of the tympan and mobile metallic casing

for concreting.
Stage 4-Construction of the first arch section, L=2m, and
the second invert section, L=3.00m.
reinforcement and encasement are performed, then the first
arch section is concreted;
existing structure is demolished on a 3.50 m length and the
existing arch is temporarily supported by removable frame
steelworks.
An excavation is performed based on the blueprint in order to
construct the invert on a 3.0 m length

Fig. 6 Stages of construction of the ring 1 and installing of

frame steelworks
frame steelworks are put in place at the pipes intrados
metallic end plates welded on frame steelworks are
installed in the section where the invert was concreted
waterproofing is performed and meets the one performed
during the previous stage
the levelling concrete is completed up to a 15 cm thickness;

invert is reinforced, encased and concreted on a 3.00

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UNDERGROUND CONSTRUCTIONS

lungime de 3,00 m;

meters length

Etapa 5 Execuia celui de al doilea tronson de bolt L=

2,00 m i a primului tronson de radier L= 3,00 m pentru un
inel nou
Se armeaz, se cofreaz i se betoneaz al doilea tronson de
bolt de 2,00 m al primului inel;
Se demoleaz structura existent pe 3,50 m i se sprijin
provizoriu bolta existenta n front, cu cintre demontabile;
Se execut sapatura la cotele din proiect pentru realizarea
radierului pe o lungime de 3,0m;
Se monteaz cintrele metalice pierdute la extradosul evilor;
Se monteaz tolele metalice sudate de cintre pe tronsonul
pe care s-a betonat radierul;
Se realizeaz rostul total cu 2 foi de carton bitumat ntre
bolari la nivelul radierului;

Stage 5- Construction of the second arch section, L=2m, and

the first invert section, L=3.00m for a new ring.

Fig. 7 Armare i betonare bolt.

Figure 7 Arch reinforcement and concreting

Se execut hidroizolaia i se petrece cu cea executat n

etapa anterioar;
Se completeaz betonul de egalizare de 15 cm grosime;
Se armeaz, se cofreaz i se betoneaz tronsonul 1 de
radier al urmatorului inel;

reinforcement and encasement are performed, then the

second arch section L=2.00 m of the first ring is concreted;
existing structure is demolished on a 3.50 m length and the
existing arch is temporarily supported by removable frame
steelworks
an excavation is performed based on the blueprint in order
to construct the invert on a 3.0 m length
frame steelworks are put in place at the pipes intrados
metallic end plates welded on frame steelworks are
installed in the section where the invert was concreted
total joint is made using 2 asphalt board sheets in between
the lining segments at the invert level.

waterproofing is performed and meets the one performed

during the previous stage
the levelling concrete is completed up to a 15 cm thickness
invert section 1 of the next ring is reinforced, cased and
concreted.

Etapa 6 Execuia ultimului tronson de bolta al inelului 1

Se armeaz, se cofreaza i se betoneaz al treilea tronson de
2,00 m, al primului inel;
Se realizeaz rostul total cu 2 foi de carton bitumat ntre
inele la nivelul bolii;
Se repet etapele 2,3,4,5 si 6, pana se finalizeaz podeul

Stage 6 Construction of last arch section of ring 1

reinforcement and encasement are performed, then the third
arch section of 2 m length of the first ring is concreted;
total joint is made using 2 asphalt board sheets in between
the rings at the arch level
Stages 2, 3, 4, 5 and 6 are repeated until the culvert is completed

Fig. 8 Imagini finale timpan aval i amonte

Fig. 8 Final images end element upstream and downstream

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4.

Concluzii

Utilizarea noii tehnologii de refacere a unui pode, sub un

terasament nalt, prin utilizarea unei umbrele de evi a constituit
un succes deplin att prin calitatea noii lucrri ct i prin
avantajele incontestabile fa de tehnologia clasic cu sptur
deschis i poduri provizorii.
Aceste avantaje sunt:
- reducerea total a tasrilor;
- eliminarea nchiderilor de circulaie i a perturbrii
traficului;
- scurtarea duratei de execuie;
- reducerea costului;
Avantajele enumerate mai sus, nivelul calitativ al noii
lucrri i experiena ctigat sunt argumente importante n
favoarea utilizrii noii tehnologii i n alte situaii similare.

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UNDERGROUND CONSTRUCTIONS

4. Conclusions
The use of new culvert rehabilitation technology, under a high
railway bed, using pipe jacking protection system has been an
outright success in terms of both quality of the new construction
and certain advantages towards the classic cut-and-cover and
temporary bridge technology.
These advantages are:
eradication of sagging
fewer traffic closures and decreased perturbation of
traffic
shorter construction time
reduced costs
The above advantages, combined with the high quality
standards of the new work as well as the expertise earned
throughout the construction process are important factors that
plead for the use of new technology in similar situations.

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