ICOP Brochure ENG

roadworks | microtunnelLing | special foundation works
I.CO.P.
Company Profile
I.CO.P. is a dynamic company much focused on the market and on technological
innovations. Its core business includes constructions, roadworks, water control
works, 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 the
years the company has been constantly growing and it has considerably improved
the technological level of the works, constructed employing the best techniques and
technologies available on the market and using all top standard equipments. This
has 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 of
bridges and viaducts, construction of diaphragm walls, piles and micropiles, tie
beams and anchors, jet-grouting, sheet piling for different soil conditions. It is also
one of the two Italian companies using the freezing soil technology, a new kind of
technology that allows to temporary improve the soil conditions. Since 1992 I.CO.P.
has also been constructing underground crossings using the trenchless
technologies, which are less disruptive, environmentally friendly and more cost
effective than traditional methods, since they either minimise or eliminate surface
disruption allowing for the installation or renewal of underground utility systems with
minimum 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 km
of 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 the
constructing processes. Many technical and operative solutions have been
developed and some of them are patented.
I.CO.P. offers the Customer an internal consulting and project service and a
constant commitment and dedication sharing its heritage of experience, built during
an over 50-year-long activity.
In order to always grant also full reliability and skills, since 1996 I.CO.P. has certified
its 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.P
resources for future challenges.
I.CO.P.
Construction and working perspectives
I.CO.P. is focusing in a niche market, where its human and technological resources
can be successfully employed, and in such sectors has tried to introduce innovative
techniques gaining a position of technological leadership in all kinds of deep
foundations works, underground works and specialized works in general.
In particular, over the last years I.CO.P has successfully introduced on the Italian
market the microtunnelling technology, becoming a leading company in the domestic
market. The company owns several sets of complete microtunnelling equipment,
which, fitted with special modification kits, can cover a whole range of sizes from
DN800 to DN3000, thus placing I.CO.P. among the first European companies in the
large-diameter industry. Today microtunnelling plays an essential role in the
activities of the company.
Main types of works I.CO.P. is specialized in:
Bridges with load-bearing structure made up of steel beams, precast

reinforced concrete beams, and single slabs built using the compensation
jutties technique.
Road and railway precast underpasses built on site and launched in 3/5
hours time during the night by oleodynamic jacking slabs.
Restoration and structural maintenance of bridge and viaduct slabs; bridge

lifting using special equipment; substitution of supports; structural restoration
of beams and/or slabs using carbon fibres, etc.
Construction of underground tunnels by means of remote controlled

microtunnellers and other trenchless technologies.
Vertical wall consolidation, scaling, fracture grouting, installation of protective

nets and rock fences, consolidation injections.
Piles (diameter: 60 200 cm) excavated using different techniques such as

slurry bentonite or casings driven into the ground by oscillators and vibrators.
Drilled piles driven into the ground by vibro close-ended casings and
subsequent casting of concrete (without soil removal).
Piles drilled by C.F.A. (Continuous Flying Auger)
Micropiles (diameter 90-400 mm), Tubfix type included; repeated injections

are possible for further soil improvement.
Plastic and structural diaphragm walls, also watertight, executed using a

bentonite suspension (thickness: 50 to 120 cm, width: 180 to 250 cm).
Construction of concrete diaphragm walls drilled by trench cutters.
Drilling of steel bars or strand anchors
Continuous sheet pile walls execution by means of vibro driving.
Rock bolting
Execution of drains
Improving soil conditions by cement high pressure injection: jet grouting

technology
Jet-panel walls
Construction of retaining and cut-off walls by mixing self-hardening slurry and

natural soil by CSM method.
Grouted columns executed by drilling and mixing natural soil using special
rotating augers (DEEP MIXING)
Pipe testing of drains and sewers by compressed air system
Freezing soil technology made to temporary improve soil conditions
Piles loading tests, anchor loading test, pressiometric test
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% and
20% of total production.
YEAR
TURN OVER
I.CO.P. GROUP
2008
70.608.913
2009
87.147.853
2010
78.053.201
2011
66.296.530
2012
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 annual
production exceeds 75 million Euro.
The headquarters are in Basiliano (Udine) and cover an area of more than 40.000
square meters. 5.000 of them are devoted to offices and work shop. 30.000 meters
are equipped according to the company requirements and used as depot.
I.CO.P.
Health and Safety System
In order to guarantee the Clients a constant commitment on reliability and
responsibility, since 1996 ICOP has certified its Quality System as per the
international 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 are
becoming more and more relevant in the latest years, have led the Company to take
the ISO norm 14001:2004 as international standard reference for the certification of
its quality system, respecting the main environmental dispositions regarding its filed
of activity. Environment protection, prevention from pollution and social economical
request have all been considered.
To the previous two certificates, a third relevant one follows: the consciousness of
the great importance of the issues related to health and safety in working areas led
I.CO.P. S.p.A to clearly demonstrate its commitment, obtaining the certificate
according 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 its
managing system according to the terms of the SA 8000:2008 norm. In particular it
refers to its social responsibility. The aim is to promote profitable cooperation among
the personnel mutually beneficial relationship outside and inside the company, able
to 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 a
challenge to constantly improve the managing systems and the working methods, to
continue cooperating and involving all the members of the organization.
COMPANY ORGANIZATION
AND DATA
I.CO.P. QUALITY SYSTEM:
> SOA CERTIFICATION FOR PUBLIC

PROCUREMENT
> UNI EN ISO 9001 standard certificate

EN ISO 14001:2004 certificate for the
> UNI
environmental management system
> OHSAS 18001:2007 occupational health and

safety management systems
MICROTUNNELLING
BRIEF DESCRIPTION
OF THE MICROTUNNELLING TECHNOLOGY
I.CO.P.
Microtunnelling technology and its employment in the construction of underground
crossings
Over the last years, the rapid growth of the transport and communication systems
has caused a growing demand for tunnelling equipment able to operate in
increasingly 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 most
complex site condition facing tunnel construction.
On the one hand, the construction industry has managed to build tunnels of
increasingly large size also thanks to the development of techniques and
equipment once inconceivable, such as soil consolidation, special injections,
freezing, shielded equipment and so on on the other hand, in the small-diameter
tunnel 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 not
possible to build tunnels smaller than1500 mm in diameter.
The improvement of the shielded cutter heads technology from large- to small-size
tunnelling has led to the development of the micro tunnelling method, which was
developed for two main reasons.
One was the massive spread of technological services in the cities, which has
caused an intensive and often not well-planned exploitation of the urban
underground. The installation of sewers, water supply systems, gas pipelines and
power and telecommunication networks has in fact turned the underground into a
virtually untouchable maze of pipes and cables.
Owing to this situation and to the lack of adequate work areas, the installing and
maintenance of underground utilities are usually carried out using traditional
techniques, which involve deep excavations and interruptions of other utility lines
and of the traffic flow.
Studies carried out in different parts of the world have shown that the costs citizens
have to bear because of the inconveniences deriving from open-cut trench
excavations in urban areas far exceed the building costs.
The second factor that favoured the development of the microtunnelling technique
was 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 guiding
techniques where no personnel entry is required.
Microtunnelling, which was first introduced in Germany and Japan at the beginning
of the 1980s, is now successfully employed all over the world.
The Microtunnelling Process
Today microtunnelling allows pipes to be automatically installed without digging open
trenches and without employing manpower inside the tunnel. The full-face
excavation is carried out by a cutter head (also called microtunneller) that is pushed
into the ground together with the pipe to be installed (see Figure 1).
After locating the depth at which the pipe is to be laid so as to avoid interferences
with existing infrastructures, a starting shaft and an arriving shaft are excavated. The
microtunneller is initially positioned inside the starting shaft, from where it is pushed
into the ground, together with the pipe, by the main thrust station until it reaches the
arriving shaft.
Microtunnelling is the best solution for building rail, road and river crossings in urban
areas, as it ensures an accurate construction in all ground conditions with minimal
restoring requirements, thanks to the mechanical and hydraulic support offered to
the front face, the constant monitoring of the microtunneller direction with a laser
system, and the simultaneous control of the boring and advancing parameters.
The technique employed in the laying of pipes requires the use of a remotelycontrolled shield followed by the pipes to be installed, which are pushed by a
thrusting unit. The shield is equipped with a rotating cutter head that crushes the
excavated material while advancing. The spoil is then brought to the surface by a
closed-loop slurry system.
The microtunneller is remotely controlled by the operator from a control board that
allows monitoring and changing the advancing parameters according to the soil
conditions. No personnel are required inside the tunnel in order to bore it.
The microtunneller position is constantly monitored by a laser beam focused on a
photosensitive target installed inside the machine. The information is then
transmitted to a computer, which calculates the exact position of the microtunneller
and whatever adjustments may be necessary. The adjustments are made in course
of boring thanks to a 3-4 individually-operated hydraulic jacks that act on the cutter
head. Thus it is possible to obtain tolerances of +/- 5 cm vertically and of +/-10 cm
horizontally. The boring system allows pipe installation even under groundwater. The
closed cutting head and the launch seal ensure watertightness even under a level
pressure of 30 m.
MICROTUNNEL RECORDS
SINGLE SECTION 1.271,00 mt
Baricella (Bologne - Italy)
Customer: Edison S.p.A.
Works: Construction of the
minitunnel for the Reno river
crossing for the DN 36" Cavarzere
Minerbio natural gas pipeline
being built: Section 2 (CopparoMinerbio) in Baricella (BO)
i.d. 2400 mm e.d. 3000 mm
Period of execution: 2007
Description:
- With its 1271 m it represents
the longest river crossing
bored in a single section.
- An AVN 2000D with 3000 mm
external diameter fit with a 3070
mm diameter excavation head for
clay was used in this work.
- A series of additional
equipment was designed and
built specifically for the project:
a Back Up for conical
advancement (tunnel lining) in
case it proves impossible to
advance with the pipe thrust
technique; 10 kW transformer
unit; Stand Alone hydraulic unit to
drive the intermediate thrust
stations.
Thanks to correct design and the

chemical
additives
in
the
lubrification slurry, it was possible
to push the entire column of pipes
from the thrust unit.
CELLULAR ARCH
Bologna Via Carracci
Customer: Societ Italiana per

Condotte dAcqua SpA
Works: Construction and
excavation of pits in the Navile
and RFI Arcoveggio area and
no.10 adjacent microtunnels for a
length of approximately 270 each
- 2.700 ml total
Description:
- The project permits an
innovative system for
consolidation of the high
excavation front in order to create
in-tunnel sections.
- The excavation roof was
protected with a cellular arch
composed of ten microtunnels set
20 cm apart to form a circularsection beam system able to
support the overlying ground.
- The correct flextural resistance
was achieved by plugging the
individual microtunnels after
having inserted reinforcing
cages with an innovative pulling
technique and laying of
reinforcement sections.
Underground
MAIN TECHNOLOGIES AND WORKS
TECHNOLOGIES
Trench Cutter Slurry Walls
The traditional method realized removing soil through traditional means presents two
major limitations. On the one hand rock or highly consolidated composite layers are
difficult to cut. On the second hand when increasing excavation depth, also
imprecision in verticality rapidly increases, until it does not fit anymore with the
building requirements, especially of the walls water resistance. These problems can
be solved thanks to the new equipments available. They remove the watered soil
through a rotating cutter head. The slurry is then mixed with bentonite and conveyed
to separation plants. They separate the solid part from the fluid that is introduced in
the excavation while advancing. The considerable weight and the remarkable
dimension 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 the
cutter position when changing the direction) allow the construction of panels with
small 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.
Drilled Piles
Bored piles are the best answer for foundations of heavy structures especially in
unstable or difficult soil conditions. They are made in reinforced concrete with
dimensions varying from 60 to 200 cm and can reach lengths of over 50 meters and
support loads of hundreds of tons. Excavation is normally accomplished using
rotating equipment (buckets or drills). Bentonite slurry is used to support the
excavation. Should the geological conditions not allow its use, sheet piles are used
as an alternative.
Diaphragm walls
The diaphragm method allows the construction of continuous walls in reinforced
concrete with a maximum depth of 25-30 mt below ground level. Installed in
sequences, in linear, box type, circular or polygonal forms, they suite very well for
the construction of containment walls, dumps, underground car parks, defences of
river banks, underpasses, etc. They are built excavating with free grabs (gravity
grabs) or with Kelly bars which have a variable width (normally 250 cm) and a
thickness between 40 and 120 cm. The stability of the excavation is ensured by the
use of bentonite or polymeric slurries. They form a thin waterproof layer (cake) on
the sidewalls, allowing the hydrostatic thrust of the slurry to reinforce them by
replacing 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 kind
of infiltration.
Plastic diaphragms
The excavation method is basically similar to the one used for traditional reinforced
concrete diaphragm walls. The significant difference is in the materials employed
and in the site requirements.
Constructed without reinforcement cages and concrete, they are formed from the
same bentonitic slurry used for the excavation, then cement is added in order to give
them solidity and integrity over time. Rather than structures they can be considered
ground lenses with improved geomechanical characteristics. Particularly suited in
defences of river banks, waste dumps, earth-dam cores and whenever stopping the
flow of water or other fluid is preferred to the action of earth containment, typical of
bulkheads.
Micropiles
Peculiar to the micropiling method is the
construction of vertical or sub-horizontal
bores reinforced introducing steel pipes
with concrete or premixed mortar grout.
Diameters can vary from 90 to 400 mm.
Installed for foundation consolidations of
structures subject to differential setting,
they find large application, together with
anchoring tie rods, in the supporting of
landsliding slopes and in vertical facings
excavations.
Micropiles
are
also
frequently used as a foundation element
since they can transmit the above loads
to depth.
Anchoring (tie rods)

To this category belong all works, such as tie rods, rivets and bolts, whose purpose
is to stabilize mountain slopes (especially in case of landslides), diaphragms,
support walls and, more in general, any facing unable to offer adequate stability over
time. 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 between
133 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 steel
strands or bars fitted with an anchoring bulb and a free part which allows the
stretching and elongation of the bar. After locking the wall, the rod transmits the load
applied to the ground behind it, so to ensure the necessary load carrying capacity.
Jet grouting
The jet grouting method is the injection at high pressure (up to 600 bar) in the
ground of water and cement mixtures in bores drilled with the same kind of
technology used for micropiles and tie rods. Using a monofluid it is possible to obtain
piles with a diameter varying from 40 to 100 cm. Using a bifluid (that combined with
high pressure air allows the creation of a homogenous mass) it is possible to reach
diameters of 2 m.
Jet grouting is used in a wide range of
applications that can go from tank
plugs or underground parking areas in
presence
of
groundwater,
to
bulkheads for waterproofing river
embankments. This method can also
be used to improve soil conditions:
with grout injections loose soils can be
consolidated and the mechanical
conditions improved, improving load
bearing.
As in all free of steel concrete
structures, also the consolidated piles
are not able to resist to tensile or
flexure stress. When jet grouting is
used to build load bearing structures,
it can be reinforced with a second
drilling and the introduction of steel
pipes, with the same kind of methods
used for micropiles.
CFA piles
or augered cast-in-place (ACIP) piles
CFA method is largely used, since it is

quick and cheaper (if compared to
other similar technologies), when the
characteristics of the soil or of the
works allow drilling without using
either bentonite slurries, reinforcement
cages or casing oscillators.
The equipment used is hollow-stem
augers with a diameter going from
0,30 to 1,50 ml.
CFA piles are a good deep-foundation
solution in areas with soft grounds,
either with cohesive soil or not, even in
presence of ground water.
CSM
The soil mixing methods involve
combining soil with a cementitious
material in-situ and allow incisive
improvements of the geotechnical
characteristics, thanks to the
adding of opportunely dosed
cementitious mixes.
Recently developed, the Cutter
Soil Mix gives the opportunity to
obtain panels dozens meters
deep in consolidated soil with a
thickness varying from 50 cm to 1
m. The two cutter gears (each
driving a standard vertically driven
cutter wheel) breaks up the soil,
while bentonite slurry is pumped
in (continuously and at low
pressure). This mix of slurry and
loosened soil creates a plastic
bentonite-soil
mixture
with
strength that can vary from 5 to
18 MPa.
Deep mixing
Differently from the jet grouting
methods, the Cutter Soil Mix
method can deal also with
conglomerated soils and cobbles,
which are broken up and made
homogeneous thanks to the cutter
action.
Deep mixing methods are used
when
mono-directional
consolidations are requested. A
rotating
flight
(conveniently
shaped) breaks up the soil and
mixes it with cement grout or
concrete, as previously indicated.
The result is piles with a diameter
varying from 50 to 120 cm that
can be used in the construction of
walls, road embankments, etc.
Grouting methods and forepoling

Grouting methods are used to consolidate, waterproof, backfill or constipate cracks
or cavities, to avoid floods, to improve mechanical soil conditions and are performed
filling the holes with grout mixings or other mixings. Quantity and pressure of the
grouting is determined by soil conditions.
Groutings are generally listed according to: kind of grout used; quantity of grout
used; 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 concrete
pipes drilled in horizontal or sub horizontal position and injected with special mixings.
This kind of preventive consolidations are generally required while excavating
tunnels or for temporary support of the pit face. The drilling usually does not request
use of water and it is performed by means of equipment that can drill holes of the
requested diameter and allow to regularly execute the further operations of pipe
casting and injection.
Shotcrete (Spritz beton)
The shotcrete method allows concrete lining on vertical or sub-vertical areas, applied
by spraying it via pressure hoses.
This method allows lining any kind of facing with concrete layers that can reach and
be even thicker than 30 cm. Shotcrete is usually sprayed over a framework of
reinforcing bars and steel mesh. The main property is the fast hardening of the
concrete immediately after the spraying. The correct application is guaranteed by the
use of aggregate added to the mixing thanks to a feeding line conveyed straight to
the 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 aggregate
and 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 lining
is more homogeneous and of higher quality.
Underpasses
UNDERPASSES
By underpass we mean the set of all works
realized to grade-separate a crossing of
existing roads and railways.
The construction of underpasses usually
impacts the traffic, causing road and/or rail
delay for at least part of the construction
duration.
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 the
world, the goal of limiting these costs has driven
the development of several underpass
construction methods, but a definitive solution
was never reached.
Fig.: railway underpass

Ronchi (TS ITA)
Fig.: road underpass
Terraglio (VE ITA)
One such method was developed in Germany.

It is based on monolithic, reinforced concrete
liners, of rectangular section, precast away from
the work area and placed in its final position by
hydraulic jacks.
Such technology is limited by the presence of
soil 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 (several
weeks).
I.CO.P. SPA has developed the ultimate solution to solve the cost and delay problems, and
after 15 years of research has patented (PCT ref.: PCT/IB2010/003354) a new technology
called ONE NIGHT SOLUTION. This technology limits total traffic interruption to only one
night, or, if the launch can be done in two separate nights the traffic flow can be maintained
continuously on one rail line or one road lane.
View section - railway underpass
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-grouting
columns) placed transversely to the railway and
parallel to the underpass axis along the access ramps.
Work should be executed during scheduled
maintenance of way (MOW) windows or during time
with limited traffic.
The bulckheads allow for the subsequent excavation
that will be done under the launched deck, in perfectly
safe conditions
Fig. scheme of
bulkheads machine
used to drive metallic
sheet piles.
Phase 2
Fig.: construction phase of

launching beam
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 to
soil conditions.
These structures are built in order to excavate the
access ramps and to the precast the deck.
Connecting beams are constructed on the top of
diaphragm walls. The beams have the following
purposes: base for precast deck, launching lines for
deck, supporting and linking the hydraulic jacks
guaranteeing the necessary precision during deck
launching phase.
The deck is constructed in portable reinforced concrete
or 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.: deck precasting

construction phase
Fig.: deck completed ready to be placed in its final position.
Phase 3
After completion of phases 1 and 2, the deck is placed in its final position using hydraulic
jacks. Once rail service is interrupted, the excavation and the simultaneous advancement of
the deck are executed.
Launching of the deck and complete restoration of service take place during the night, within
a maximum duration of 10 hours. The preference to conduct this activity at night stems from
restricted MOW windows in Europe, minimize impact on commuter rail service.
Fig.: Deck launching performer using hydraulic jacks
Fig.: ballast packing

operations tamping
machine
Fig.: deck final position railroad service restored
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 the
remaining 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 phase
are redundant (100% redundancy).
Fig.: completion works walls and slab
Fig.: underpass once the works have been completed
The scheme described above can be used for road underpass construction, too, and it can
be modified to match specific project requirements. For example, two or more tracks make it
possible to avoid total traffic interruption. Performing launch over two nights enables rail
traffic 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
1 De-energize electric line(s)
2
Remove sheet piles -parallel to

track
3 Install track supporting structure

4 Excavate under railroad
duration
cumulative
duration
30'
30'
1h40'
2h10'
2 digging machines-about 20 piles/side
50'
3h00'
2 cranes: Installation of trackssupporting steel beams
2h00'
5h00'
5 Launch deck
2h20'
7h20'
6 Restore tracks
1h40'
9h00'
7 Safety margin
1h00'
10h00'
Note
This phase could start after completion

of excavation; 3,50m is the length of
each thrusting step; 20 min(+/-) is the
duration of each step
Removal of rack supports; tamping,
etc.
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 on
specificity of project.
One night solution Roadway/Highway intersection.

ICOPs One Night Solution can also be adopted to
roadway-underpass construction with the above
mentioned scheme, interrupting traffic for one night
only.
Where it is not possible to interrupt the road completely
(e.g. a new underpass must be built under a roadhighway with high level of vehicular traffic) the
construction procedure could be revised as follows:
1.
2.
3.
4.
construction of lateral bulkheads;

lateral abutments construction and decks precast;
central bulkheads and abutments construction;
decks launch and subsequent completion of the
work.
Fig.: deck launch road is partially open
I.CO.P Spa is able to guarantee the service of highway during all construction phases; using
two decks, it is possible to close alternatively only a part of the road. By reducing number of
open lanes and using temporary lane modifications (width and direction) it is possible to
avoid road traffic interruption and consequent traffic load increase on alternative paths.
Here below is presented a work scheme adopted to build a highway underpass without
complete traffic interruption:
Phase 1-2 (fig.: A): bulkheads (Larssen sheet piles, or micropiles or jet-grouting columns) are
placed parllel to highway axis on the external sides.
In order to excavate the access ramps and in order to construct the precast decks on lateral
highway sides, abutments (concrete diaphragm walls, drilled piles or other kind of
foundation) and connecting beams are built. After completion of beams, decks on left and
right 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 in
order to permit the construction of deck central supports. Bulkheads are driven along central
highway axis and central abutments with supporting beams are built.
Phase 4 (fig.: C): Right deck is placed in its final position. Half width of the highway is
available to the traffic. Before deck launch, right lanes are closed to traffic. Bulkheads are
driven 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 final
position. 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 traffic
interference.
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 a
monolith concrete box, placed in its final position with hydraulic jacks. With this process, the
track must be supported using steel frame structures like an Essen bridge prior to moving
the monolith into place. The construction phases of this work could be dived as follows:
1. Concrete bed construction
The concrete platform is used to launch the
monolith structure to its final position with
hydraulic jacks.
2. Monolith precast and counterthrust wall
construction
The monolith concrete box is precast on one
side of the track (without rail service
interference), over the concrete platform.
During this phase the counterthrust wall may
also be constructed, which will be used to
support the hydraulic jacks. The counterthrust
wall is provisional and it must be demolished
after launch of the underpass.
Fig.: Underpass- complete work
3. Track support structure installation

In order to maintain rail service during all construction phases a track support structure
must be installed. This structure allows passage of trains even during launch phase, albeit
at reduced train speed.
Fig.: bridge Essen

pictures and drawing
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 interconnected
beams:
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) placed

orthogonally to the Essen beams (and to the track), they work as track supports
during the excavation phases;
Tie beams: two beams (H beam or truss) with high flexural rigidity are used to
connect the Maneuver beams. These two beams are placed parallel to track in order
to contrast horizontal stress due to supporting structure sliding over the upper slab
face of the monolith.
Slip beams: these beams are fixed over monolith (orthogonal to underpass
road 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 piles
are removed during work face progress, at those time the grating will be supported on one
side 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 of
support structures.
4. Monolith launch and underpass completion
During launch, excavating machines located inside concrete box structure remove the soil
on the advancing work face, facilitating the concrete box progress.
During this phase, which will take several days/weeks, tracks alignment (horizontal and
vertical) must be regularly verified and eventually restored since an excessive track
deformation would stop the train traffic.
The following time schedule provides approximate duration of each phase work:
Work program (indicative)
Activity description
duration
Track support structure

installation ( Essen)
7 days
cumulative
duration
Note
7days
2 Underpass launch
20 days
27days
Track support structure

3 dismantling, ballast and track
restoration
7 days'
34 days
Excavation and launch velocity

could be strongly influenced by
type of soil and presence of
groundwater
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 on
specificity of project.
ONE NIGHT SOLUTION VS MONOLITH TRACKS SUPPORT STRUCTURE

The table below provides a comparison between the two above described underpasses
construction technologies
Monolithic
Box structure
One Night Solution

Monolithic deck - jointed with
steel rods to launch beams rigid constraints
Joints - wet seal
Impervious structure
(waterproof joints)
Possible water filtration

thought deck - beam joints
Geometry of structure
Construction limit: structure with

reduced railroad/road axes
angle
It's possible to build structure

where high angle between
road and railroad axes occurs
Excavations
Deeper excavations for ramps

and concrete bed (used for
structure launch) construction
Reduced excavation deep road level
Water table limitations
During excavation, construction

and launch phase
Not affected by water table

level
Reinforcement
Cost impact due to concrete

bed and basement
reinforcements
Reinforcement bed reduction

Increased deck reinforcement
due to launch stress
Launch method
Hydraulic jacks
Hydraulic jacks
Launch operations
Soft ground: risk of monolith

shelving during launch
Continuous alignment tracks
check (horizontal and vertical)
during launch phase.
Launch beam ( supports) are

used to avoid shelving risk
Structure - type
Launch - auxiliary works Temporary and auxiliary works

(concrete bed, guide beam,
counterthrust wall);
- Erection/ demolition cost
- Space for realization of this
work (increased site
dimensions)
Launch - railroad works Railway support frameworks
(e.g. Bridge Essen)
-rent and
installation/dismantling costs
Auxiliary works not required
Rail service interference
One line could remain always

open - train service
interference limited to one
night
Reduced train velocity during

railroad supports installation
period (several days-weeks)
Railway support not required
REASONS FOR UNDER PASSING ROAD/RAILROAD INTERSECTION

1. Absolute collision avoidance
Collision at grade crossing where road cross railroad track at same elevation cannot be
completely eliminated. Even with continuous improvement to signal system, it is still
possible for a driver to be stuck by a train.
2. Elimination of rail traffic issues
Train velocity is general restricted at any location
where grade crossing is present. This can cause
significant train delays. Grade separation structure
can reduce the time needed to cover a certain
distance making transportation system more
economic and efficient.
3. Elimination of vehicular traffic issues
Depending on whether is a passenger or freight
train, motorist can experience several minutes of
delay when a train is passing trough a gradecrossing. Grade separation structure can reduce
vehicular traffic and avoiding the formation of
vehicles queues reducing the emission of pollutant
improving quality of air.
4. Decreased long term maintenance cost
There are many ongoing costs at grade crossing with
warning devices, including safety inspection and
regular maintenance. Comparatively a new underpass
with 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 horns
as they approach to a grade crossing. By eliminate
grade crossing trains will not be required to whistle at
crossing, significantly reducing unwanted noise.
Fig.: vehicular traffic due to grade crossing
6. Elimination of crossing system failure and associated train/vehicles delays

Crossing system signals are complex computer and electronic systems that can operate
in 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 stops
vehicular traffic. This manual operation can cause significant train and traffic delays and
is dangerous for flagmen/crew members.
7. Elimination of easy trespasser access
Pedestrian trespassing is a major safety and security problem for railroad. By eliminating
a grade crossing, the likelihood that a person trespasses and be stuck by a train, or
provide a security risk on railroad right of way, is considerably reduced.
Bridges & Viaducts
BRIDGES AND VIADUCTS

Main technologies
I.CO.P. SpA., in its more than thirty-year activity in Transportation Engineering, is a
leader in Italy in the construction of one-span precast reinforced concrete bridges
and viaducts, constructed with the cantilever method. The first bridges constructed
using cast-in-place concrete, by the projects of two Italian engineers: Mr Macchi and
Mr Papini, date back to the end of the 60s. This method is the one to prefer for
spans up to 45 meters, since it permits the construction of one-piece sections with
lengths of some hundred meters, allowing the construction of long lasting
homogeneous structures. This construction technique is often preferred to traditional
methods (such as steel piles and reinforced concrete slabs, precast reinforced
concrete segments (for construction of segmental bridges) or precast reinforced
concrete piles and load bearing slabs), even if our company still uses all of them.
Typical segment of precast reinforced concrete continuous bridge deck slab
After the first experiences I.CO.P. SpA has developed the above
constructing method, modifying and adapting it in order to meet different
constructing demands, letting both the flexibility characteristics and the
appeal be part of the characterising elements both of the construction
environment.
mentioned
and critical
aesthetical
and of the
All bridges and viaducts constructed by I.CO.P. SpA are designed by the company
technical staff and become the historic memory trace of the company know how.
Boccea viaducts (Grande Raccordo Anulare Rome )
Working in very difficult site conditions and with extremely short execution times are
also distinctive elements of our commitment to clients. Nowadays I.CO.P. SpA is a
reliable company for many important contractors, such as Anas Spa (the national
road and motorway agency) and the Italian Civil Protection organization (ICP).
Precast segment bridge designed and constructed by I.CO.P. in Rome (Palidoro area).
Consolidation and structural restoration

I.CO.P. S.p.A. has always been working in the structural restoration of deteriorated
bridges and viaducts, executing foundation consolidation, substitution or
consolidation of constructive elements such as piers, beams, deck segments, etc.,
with a great number of project solutions proposed in order to solve specific functional
demands.
Particularly relevant are the works of framework raising for the substitution of beams
and compensating joints and the reconstruction of the deteriorated structural
elements. All these works have been realized without viability interruptions.
Of great importace are also the works for the functional stabilization of bridges and
viaducts with precast reinforced concrete piles, damaged by crashes with heavy
vehicles. In such cases, the restoration has been done adding facial elements in
carbon to substitute steel reinforcement.
.
ENVIRONMENTAL SOLUTIONS
Technologies
After having been one of the first Italian groups to develop trenchless technologies,
which minimize or even eliminate surface disruption and can be therefore considered
environmentally friendly technologies, in the latest years the companies belonging to
the I.CO.P. group have committed themselves applying their geotechnical know-how
in the environmental field, studying integrated solutions for waste disposal and
sediment treatment and remediation, especially in case of dredged mud. The aim is
to treat and improve the quality of muds and sediments both from an environmental
and from a geotechnical point of view.
I.CO.P. group keeps studying and applying innovative technologies in the
environmental field:
construction of impermeable barriers to retain contaminated sites;
projects of integrated solutions for environmental reclamation and ecological
engineering works;
research of environmental friendly systems for dredged mud;
special in situ mixings 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 system and
the BioGenesis technology, an exclusive patent in the Italian territory, can be
added.
Furthermore, in relation to the increasing amount of works that involves transport
and treatment of dredge sediments, I.CO.P. has developed a pilot project for
sediment decontamination, based on a flotation process.
ALLU System
The mass stabilization is a fast, cheap way to consolidate land and dredged
sediments with poor mechanical properties, mixing them with dry binders.
This technology is particularly suitable for in situ remediation. With the mass
stabilization, consolidation and contaminants inertization occur simultaneously
through the process of Stabilization and Solidification. The stabilization/solidification
process can be utilized for both improving the properties of poor soil masses and
binding the harmful particles into the stabilized mass. In detail, the process consists
of two distinct mechanisms:
stabilization, which by chemical reactions converts pollutants into less soluble
compounds;
solidification, which physically incapsulate contaminants within the
ground/sendiments and prevent migration to the surrounding areas.
The opportunities and the main purposes offered by the application of mass
stabilization 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 columns
stabilization 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.
To realize mass stabilization I.CO.P. applies the ALLU technology, which offers the
opportunity of minimal invasive matrix treatment. This innovative system has been
developed in Northern Europe, where stabilization and in situ remediation of soils
are now of primary importance because of peculiar soil conditions and difficulties in
finding suitable materials for engineering works.
The ALLU SYSTEM is based on the mixing of an appropriate amount of dry binders,
with the environmental matrix. It allows a substantial enhance of matrix mechanical
behaviour and/or reduction of contaminants mobility.
Mass stabilization is the most widely used technology for the recovery of dredged
material and is the simplest system for its reuse in the construction of port
infrastructures, such as CDFs.
In particular, the new Italian law regarding dredging operations and sediments
management (D.M. 7th November 2008), considers sediments as a resource" and
not as "waste", as it used to be. Subsequently, ALLU technology can be successfully
used for all applications in environmental remediation and contextual development of
port areas.
BioGenesisTM method - sediment washing technology

Sediment washing technologies are based both on chemical and physical
processes.
Chemical processes alter the chemical structure of contaminants, generating either
less toxic compounds or at least compounds that can be easily separated from the
matrix.
Physical processes facilitate phase transfer of contaminants or in any case their
separation from the solid matrix.
By the sediment washing treatment contaminants are transferred in an aqueous
phase, eventually added with appropriate reagents. The transfer process results
from a combination of two different mechanisms: dissolution and dispersion of
contaminants 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 and
complexion 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 allow
treatment of even finer material, screening biggest particles and removing
contaminants 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 Water
Resources Development Act (WRDA), completing the successful upgrade of the
technology 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 an
industrial scale validating the technology for the treatment of contaminated
sediments.
Sediments treated by the BioGenesis process have a market and can be used as
secondary raw materials (eg. to cover landfills, to construct embankments and
industrial and residential sites, for environmental engineering applications such as
the reconstruction of morphological profiles, and for industrial applications).
In March 2010 I.CO.P. S.p.A. and

BioGenesis Inc. founded the Consortium
BioGenesis Italia in order to perform, at
national level, the sediment washing
technology and to solve this way
important environmental issues related
to the management of dredged
sediments.
RESEARCH AND DEVELOPMENT
RESEARCH AND DEVELOPMENT

I.CO.P. is focused on the innovative sectors of the construction market, promoting
both its technological and human heritage. The company keeps up with the top
standard research and technology and is committed to a steady research for
development and innovation. R&D activity engages all I.CO.P. sectors, and involves
different partners.
Today the company is leading some European CRAFT projects involving partners
and research institutes from different European countries.
Since 2000 it acquired new technologies in the foundation field, such as the trench
cutter, ground freezing method, and chemical injections, applying them in important
job sites for the construction of the underground lines in Naples, Rome and
Thessaloniki. Cooperating with the University of Genoa and some other companies it
designed and manufactured innovative machines, such as the roboclimber and the
microdrainage.
Roboclimber
Roboclimber is the biggest four-leg robot ever
constructed.
Intervening in case of landslides is always very
dangerous for personnel. The CRAFT research
project, financed by the European Community, has
led to the construction of a remote controlled robot
(weighing 4 tons) that allows the execution of work
without workers on the wall.
With its 3.800 kg, and a square base measuring 2 mt
per 2,5 mt, the four-leg Roboclimber is one of the
biggest robots in the world. Nevertheless it is
extremely agile and easy to control. The climbing
robot includes algorithms based on the most
advanced remote control methods.
Roboclimber can drill bores 76 mm large and about
20 m long, in any kind of rock, whatever the gradient.
An innovative rod compartment and a robotic
manipulator allow automatic insertion and removal of
the rods.
Blind Tunnel e Microdrainage

The research and development project aimed to the realization of a blind microtunnel
that allows the drawing of the cutter head from the starting shaft, avoiding the
construction of an arriving shaft.
The integrated system formed by a special drilling kit, slightly thicker than the
inserted concrete pipes, will be removed from the cutter head after use, thanks to a
special hydraulic system. The extension kit remains in the ground while the drilling
machine 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 main
pipe it is necessary to do further drillings.
With the microdrainage method, radial drains of small diameter are drilled in the
main microtunnel by a remote control robot in order to remove groundwater. The
robotic drilling module moves inside a microtunnel bored under the landfill and sets
up a draining layout. The mobile caterpillar unit, fitted with buffer elements, is able to
stop at locations requiring draining manifold insertions
.
FDP
FDP (Full Displacement Piles) are cast-in-situ screw piles installed by rotation and
crowd. The FDP drill string is made up of a hollow Kelly bar that will excavate the
soil 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 surrounding
area/building
they produce little or no spoil to be removed. This is particularly convenient
in contaminated areas or when the waste disposal areas are distant from the
working site.
FDP piles are installed drilling dry, without the use of bentonite or
reinforcing cages to sustain the boreholes.
making compact the surrounding soil, the piles develop a very good soil/pail
interaction, increasing the geotechnical soil characteristics and the piles
bearing 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 thereby
guaranteeing high levels of productivity, reduced drilling costs and quality control of
the piles and productivity during the construction.
Freezing
When it is necessary to drill large diameter tunnels or shafts, in soft or compact
ground or also conglomerate, in presence of groundwater, and when it is not
possible to drain it, it is possible to use ground freezing methods. This kind of
method allows the separation between the groundwater and the soil, eliminating
dewatering. Ground freezing is done along the perimeter of the tunnel or shaft inside
of which is then passed the piping where the liquid refrigerant (normally CaCl2 or
nitrogen) 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 be
done using a drilling probe, but in the case of tunnels, it is preferred to use tools of
greater sizes. With such machines, horizontal holes with height from the level of the
wheels up to 10,20 mt can be constructed, with notable advantages of continuing the
work in steps of 8-9 mt.
Publications
DIRECT PIPE
Feature taken from:
MICROTUNNELLING
Feature taken from:

The magazine for the no-dig professional
April 2008 Issue 7
Abstract taken from:
Abstract taken from:
UNDERGROUND
Feature taken from:
PF - Rivista Italiana delle Perforazioni & Fondazioni
Feature taken from:
PF - Rivista Italiana delle Perforazioni & Fondazioni
| January-February 2010
Feature taken from:
MT March 2011
| January-February 2011
> Dal cantiere Casagrande

di Ettore Zanatta
Perforazione
a elica continua
in modalit intubata
La C850 DH, una
macchina per pali
realizzata dalla
Casa friulana
con uno speciale
allestimento
doppia testa, si
recentemente resa
protagonista in un
cantiere a Udine,
dove ICOP ha svolto
con successo un
intervento con
una metodologia
molto recente e
innovativa
avori di sistemazione a livelli sfalsati dellincrocio semaforico tra

la strada statale 13 (tangenziale
ovest di Udine) e la strada provinciale 89 in localit Basaldella, che consentiranno il passaggio a SantOsvaldo.
Questo, in breve, loggetto dei lavori in cui si
resa protagonista la ICOP (impresa da oltre 40 anni attiva nel settore delle costruzioni stradali, delle fondazioni e delle opere speciali), in pratica a pochi chilometri dalla sede Casagrande di Fontanafredda (Pn). Lavori
che hanno consentito la realizzazione sulla
viabilit esistente di un sottopasso progettato per eliminare un nodo viabilistico fonte
di molteplici code e rallentamenti.
PF | gennaio-febbraio 2011
74
> Dal cantiere
Qui, in particolare, limpresa di Basiliano

(Ud) ha utilizzato una macchina per pali C850 DH (Double Head doppia testa)
svolgendo interventi di perforazione a elica
continua (CFA) in modalit intubata: una
tecnologia, questa, che ha dimostrato ancora una volta come la versatilit sia una
delle principali caratteristiche e un dimostrato punto di forza del parco macchine
Casagrande.
La geometria dellintervento
Lintervento, dellimporto complessivo di
7 milioni e 350 mila euro, si propone di risolvere le criticit attualmente presenti nellintersezione citata e derivanti dagli elevati
flussi veicolari esistenti e dalle molteplici
manovre di svolta consentite.
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
Da sinistra, lIng. Luca Grillo di ICOP e Andrea

Dobrigna (Area Manager di Casagrande)
La realizzazione di questi lavori ha richiesto

lesecuzione di circa 730 pali (tra pali accostati 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 parallele, ci ha spiegato lIng. Luca Grillo di ICOP.
In particolare, i pali accostati provvisori
(da demolirsi in una fase successiva), previsti per sostenere limpalcato del sottopasso e
temporaneamente ladiacente viabilit, e posti sostanzialmente al centro delle due corsie
oggetto dei lavori avevano un interasse di
1 m ed erano spaziati di circa 10 cm; i pali secanti, invece, compenetranti per circa 10 cm,
avevano un interasse di 80 cm e sono rimasti
in opera, poich costituiscono un paramento murario.
Importante evidenziare anche il contesto
operativo: il terreno in cui si lavorato era
molto complicato, costituito da ghiaia in
assenza di falda e caratterizzata da trovanti
anche di notevoli dimensioni (ciottoli fino
a 25-30 cm e oltre).
75
Lintervento, iniziato nel luglio 2010, ha visto

la conclusione delle operazioni di perforazione
nel dicembre scorso, mentre il termine definitivo dei lavori previsto per il maggio 2011.
Una nuova tecnologia

La tecnologia prevista per lesecuzione dei
lavori stata la cosiddetta tecnica a pali
secanti (CSP Cased Secant Piling) per

la costruzione di paratie continue: si tratta di unevoluzione della tradizionale CFA,
considerata solitamente in presenza di terreni argillosi.
Il vantaggio di cui la ICOP ha potuto beneficiare grazie allimpiego della
Casagrande C850 doppia testa afferma
lingegner Grillo della Icop consiste principalmente 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 secanti nei terreni ghiaiosi.
76
> Dal cantiere
I punti principali del sistema doppia testa sono

il pulitore elica sulla testa inferiore, la testa
inferiore per rivestimento e il sistema di scarico
del materiale di scavo
Lo speciale allestimento doppia testa della

macchina, infatti, combina i vantaggi dei costi ridotti di palificazione CFA con laccuratezza della perforazione fatta di rivestimenti
temporanei. Il beneficio concreto misurabile
in cantiere , in pratica, la possibilit di eseguire perforazioni pi rapide rispetto al tradizionale uso di rotary con aste e tubo. Inoltre, 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 ghiaie. Il risultato? Il palo migliore in termini sia
di verticalit che di apparenza e finitura e il
giunto ottenuto con pali secanti, poi, ha eccellenti caratteristiche di tenuta. Infine, ma
non meno importante, uno dei vantaggi di
questa tecnica che la palificazione avviene
senza lutilizzo di bentonite.
Una macchina speciale

La soluzione Casagrande in questo particolare progetto stata quella di allestire una
macchina multifunzione, il gi esistente carro C850, opportunamente modificato e allestito con due teste idrauliche di perforazione indipendenti: quella superiore (H40),
per lelica continua, con coppia di 360 kNm
per una velocit massima di 25 giri/min;
quella inferiore (H42), per il rivestimento
(tubo), con 420 kNm di coppia per una ve77
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 coppia
per una velocit massima di 18 giri/min
Una caratteristica importante della macchina

il sistema di pulizia dellelica rotante,
posto sulla testa inferiore. Questo particolare
meccanismo unesclusiva Casagrande
brevettata a livello italiano ed europeo
locit massima di 18 giri/min.

Il motore Deutz si caratterizza per una potenza installata di 480 kW. Il tiro dellargano principale effettivo di 300 kN, mentre
il tiro dellausiliario di 110 kN.
La C850 cos preparata aggiunge Andrea
Dobrigna garantisce una profondit di
perforazione intubata massima di 18,5 m
per 1.000 mm di diametro (modalit intubata), con una massima spinta/estrazione
del tubo di 400 kN; sempre in questa versione, 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 circa 145 t e essendo una soluzione multifunzionale pu essere predisposta per
CFA tradizionale fino a 34 m di profondit e in tutti gli altri allestimenti per pali,
kelly per diaframmi, gru per fondazioni e
idrofrese.
Un aspetto molto importante da sottolineare per quanto riguarda questa
macchina speciale anche quello della sicurezza. A tal proposito, conferma
Dobrigna: La caratteristica principale della 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, unesclusiva Casagrande brevettata a livello italiano ed europeo, garantisce la pulizia
dellelica continua sul tratto esterno al tubo 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 terra in sicurezza tramite un nuovo sistema di
scarico telescopico. Sicurezza la filosofia che sottende la progettazione Made
in Casagrande.
Grandi lavori
I.CO.P.
Opere infrastrutturali
sulla tangenziale di Udine
Si basa sullimpiego di tecniche
dintervento innovative e macchine
operatrici multifunzionali lintervento
presentato in queste pagine.
Complessit tecniche e vincoli logistici
per un cantiere che ha rappresentato un
severo banco di prova per uomini e mezzi
n di Roberto Ottoboni
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li interventi che incidono sulla viabilit rappresentano

sempre una sfida
sia sul fronte strettamente
operativo che sotto il profilo logistico, data la necessit di incidere nella maniera
pi limitata possibile, e per
il tempo pi breve possibile, sulla circolazione strada-
le. In gioco entrano dunque

non solamente considerazioni di carattere tecnico;
queste ultime, infatti, devono essere valutate, oltre
che alla luce degli obiettivi
funzionali da raggiungere,
anche tenendo in considerazione tutti quegli aspetti
che possono rendere fluida,
rapida e meno impattante
loperativit di cantiere.
Lintervento presentato in
queste pagine, che ha come oggetto la realizzazione
di un sottopasso destinato
a risolvere una serie di problemi di viabilit che rendevano difficoltosa la circolazione stradale lungo il
tracciato della tangenziale
di Udine, ha quindi rappresentato un severo banco di
prova per uomini e mezzi.
Brillantemente affrontato
e risolto grazie alladozione di tecniche selezionate
al fine di garantire un rapido ed efficiente svolgimento dei lavori minimizzando
limpatto sulla viabilit.
Il cantiere
Ci troviamo a Basaldella, in
provincia di Udine, nel cuore
di un ampio comprensorio
industriale che rappresenta al contempo anche un
importante nodo stradale
essendo collocato lungo il
tracciato della strada statale 13 Tangenziale Ovest di
Udine. Proprio in prossimit
di uno degli snodi della tangenziale, pi precisamente
nel punto in cui questultima incrocia la Strada Provinciale 89, la situazione viabilistica presentava da tempo
notevoli criticit per la presenza di un incrocio semaforico che, nelle ore di massimo traffico, determinava
la frequente formazione di
code e rallentamenti. Il problema, quindi, richiedeva un
importante intervento di risistemazione a livelli sfalsati
dellincrocio, con la creazione di un sottopasso e della relativa viabilit avente
la funzione di fluidificare il
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zione delle opere sopra citate. La loro esecuzione, infatti, comportava la necessit
di una serie di interventi di
consolidamento e protezione dellarea del sottopasso
mediante palificazioni aventi il compito sia di sostenere
temporaneamente limpalcato del sottopasso e ladiacente viabilit, sia di realizzare il paramento murario
definitivo dellopera.
La soluzione
passaggio dei veicoli evitandone larresto. La particolare natura dei terreni da un

lato e la necessit di minimizzare limpatto sullarea
circostante (densamente
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abitata) dallaltro, ha indotto limpresa aggiudicataria

dei lavori, la I.CO.P. di Basiliano (Ud), a selezionare
con attenzione le tecniche
da adottare per la realizza-
La composizione del terreno, caratterizzato dalla presenza di ghiaia in assenza di

falda e ciottoli di notevoli dimensioni (25-30 cm e oltre),
ha indotto limpresa esecutrice a utilizzare, per la realizzazione delle palificazioni,
la tecnologia dei pali secanti
CSP (Cased Secant Piling), in
genere adottata per la costruzione di paratie conti-
nue. Rispetto alla tecnica

tradizionale di trivellazione
con camicie e utensili di scavo quali bucket e carotieri,
questa soluzione permette
una maggiore produttivit,
che nel caso del cantiere in
oggetto si aggirata intorno ai 75-95 m al giorno ed
avvenuta senza lutilizzo
di bentonite. In genere, tale tecnologia utilizzata in
presenza di terreni incoerenti in matrice fine (argille, limi
e sabbie); il suo impiego in
terreni ghiaiosi con elevata
presenza di trovanti rocciosi
rappresenta pertanto unassoluta novit. Gli interventi
realizzati con pali secanti offrono eccellenti caratteristiche di tenuta, una migliore verticalit e anche la finitura di qualit superiore.
Nel caso specifico, inoltre,
lutilizzo della tecnologia
CSP ha permesso di ridurre
grandi lavori
Il cantiere in breve
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
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La perforatrice Casagrande C850 DH

Protagonista delle opere di consolidamento realizzate
in cantiere, la perforatrice Casagrande C850 DH rappresenta un allestimento speciale del carro C850, opportunamente 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 velocit 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/estrazione 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 completa intorno alle 145 t e grazie alla sua multifunzionalit 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.
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grandi lavori
di molto il rischio di sollecitare le strutture circostanti

per lelevata capacit di stabilizzazione del terreno durante lo scavo e lassenza di
vibrazioni.
In particolare sono stati realizzati 730 pali, sia accostati che secanti, del diametro
di 900 mm e di lunghez-
za variabile da 5 a 15,5 m.
I pali accostati sono stati realizzati in via provvisoria a sostegno temporaneo
dellimpalcato del sottopasso e delladiacente viabilit,
collocati al centro delle due
corsie esistenti della tangenziale Sud di Udine, lungo 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 una
trave di testa, che funge da
elemento di contrasto contro eventuali cedimenti differenziali. Parallelamente a
questultima, alla distanza di
7 m poi stata prevista lesecuzione di pali secanti, compenetranti per circa 10 cm

e con un interasse di 80 cm.
I pali secanti sono destinati a
rimanere in opera, in quanto
andranno a costituire il paramento murario definitivo
posto a sostegno del terreno adiacente alla nuova via-
2
1. Sezione trasversale
costante impalcato Tipo 1
2. Planimetria generale
di progetto
3. Dettaglio planimetria
generale di progetto del
ponte
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Chi I.CO.P.
pendenti e una macchi-
dizionale avrebbero com-
na per pali Bauer RTG 25S portato il rischio di notevoli

I.CO.P.. opera da oltre 40 anni nel settore delle costruzioni stradali, delle fondazioni e delle opere speciali. Ambiti in
con doppia testa, per ese- deviazioni nella verticalit
cui, per restare competitivi, sono essenziali professionalit,
guire pali CFA rivestiti con dellasse di scavo. Al conesperienza e impianti sempre allavanguardia. Limpresa
camicie metalliche di dia- trario, lutilizzo di una dopoggi in grado di fornire una serie completa di lavori speciametro 880 mm, entrambe pia testa, grazie allazione
listici in molteplici settori: progettazione e costruzione di
noleggiate direttamente combinata di elica e camiponti e viadotti, esecuzione di diaframmi, realizzati anche
dalle case produttrici.
cia dotata di denti tagliancon idrofresa, di pali, micropali, tiranti, colonne consolidaLa scelta di utilizzare que- ti, ha consentito di mantete, congelamento, in qualsiasi tipo di terreno e struttura,
sta particolare tecnica nere perfettamente in ascoprendo tutta la gamma di opere speciali nel campo delle
stata dettata dalle peculia- se le macchine durante le
fondazioni. Da ventanni I.CO.P. sviluppa un nuovo settore
rit morfologiche dei ter- operazioni di perforazione
dintervento per la realizzazione di microgallerie con la tecreni che, data la presenza con, in pi, una notevole
nica del microtunnelling: ci ha consentito allazienda di imdi trovanti di notevoli di- produttivit. Una volta ragporsi in breve tempo per professionalit e sviluppo tecnologimensioni, in caso di utiliz- giunta la quota di fondo si
co, divenendo una delle imprese europee leader nel settore.
In pi, I.CO.P. oggi unisce allo sviluppo di questa tecnologia
zo della tecnica CFA tra- procede al pompaggio del
environmental friendly (in
quanto permette di ridurre
Una prima speciale
al minimo gli scavi in superficie) altre innovative tecnoI.CO.P. ha firmato unimportante pri- in modo tale da eseguire il recupero dellogie compatibili con lamma in Italia. Lo scorso dicembre, infatti, lo scudo garantendo la perfetta tenuta
biente, quali il sistema Allu
stata recuperata a mare una fresa con allacqua delle apparecchiature elettroe la tecnologia BioGenesis,
la tecnica del shore approach, utiliz- meccaniche. Dopo il cantiere a Mira (Porbrevetto di cui ha lesclusizata appunto per la prima volta nel no- togallo), questo il primo caso in Italia
va sul territorio nazionale.
stro Paese. Il recupero stato eseguito e di shore approach e la sua ottima riuI.CO.P. fornisce inoltre un
coordinato con il cliente, limpresa Sidra scita contribuir a dare ulteriore impulso
servizio di progettazione
di Roma,nellambito del progetto del ri- allimpiego della tecnica del microtunche mette a disposizione
gassificatore di Livorno denominato OLT nelling nei casi in cui si debba ricorrere
del cliente il patrimonio di
Offshore LNG Toscana. Particolarit del a tecnologie trencheless per risolvere
esperienze maturato nellarlavoro stato lallestimento della fresa, le problematiche di posa delle condotte
co della sua pi che quaranprogettato e realizzato dai tecnici I.CO.P. in prossimit della linea di costa.
tennale esperienza.
bilit. I pali provvisori, invece, saranno demoliti dopo la
costruzione della prima delle due corsie Nord-Sud interessate dal sottopasso.
Lesecuzione
dei pali
Per la realizzazione delle
palificazioni sono state utilizzate una macchina per
pali Casagrande C850 DH
(Double Head doppia testa) per lesecuzione di pali a elica continua (CFA) in
modalit intubata, con carro modificato in modo da
accogliere due teste idrauliche di perforazione indi70
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grandi lavori
calcestruzzo allinterno
dello scavo, recuperando
progressivamente la doppia testa di perforazione.
A fresco vengono quindi
posizionate per gravit le
gabbie di armatura.
Le opere
Una volta eseguite le palificazioni si proceduto allo scavo del terreno tra le
due file di pali fino al raggiungimento della quota
di fondo del sottopasso.
Sulle spalle laterali dellopera e i pali provvisori centrali
saranno collocate in appoggio le travi prefabbricate in
calcestruzzo precompresso
destinate a sostenere limpalcato del viadotto, successivamente solidarizzate tramite getto in opera.
Gli scavi non hanno presentato particolari problematiche, poich avvenuti in assenza di falda, e la
tipologia costruttiva adottata per il sottopasso, non
prevedendo lesecuzione di
un manufatto a spinta ma
in semplice appoggio, non
ha richiesto specifiche opere accessorie.
Il programma dei lavori ha
previsto la realizzazione di
una carreggiata alla volta,
con deviazione provvisoria
del traffico su quella libera in modo da evitare interruzioni del traffico. Attualmente la prima delle due
corsie si trova in fase di
completamento, cui seguir il varo della prima sezione dellimpalcato. La conclusione dei lavori prevista
per il prossimo maggio, per
un totale di nove mesi circa
di lavorazioni.
Il movimento terra
Accanto alle importanti opere di consolidamento e sostegno provvisorio
eseguite in via propedeutica alla realizzazione del sottopasso, un ruolo
importante nel quadro dellintervento hanno avuto i lavori di scavo e movimento terra richiesti per la preparazione della nuova viabilit e le successive operazioni di livellamento, stabilizzazione e asfaltatura dei piani stradali.
Questa importante fase delle lavorazioni stata affidata alla Friulana Bitumi di Martignacco (Ud), realt specializzata nella produzione e messa in opera di conglomerati 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 escavatore 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, supportate da due rulli compattatori, un Hamm 3520 e un Hamm HD150. Per la fresatura
del 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.
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Feature taken from:
COMPLETED PROJECTS
AND WORKS IN PROGRESS
LIST OF THE MAIN PROJECTS EXECUTED

AND WORKS IN PROGRESS IN THE LATEST YEARS
Civil works
Ena S.p.A. Reggio Emilia
Project and construction of a branch sewer serving the south-west area of Reggio Emilia as part of the works for the
water reclamation plan of the Crostolo river.
Period of execution: in progress
Contract value 6.322.274,00 - I.CO.P. SpA share 50.01%
Orvieto Municipality (TR)
Construction of a multi-storey car park in Orvieto - Italy.
Period of execution: 01.2004 05.2009
Works performed by I.CO.P. SpA 5.342.140,95
Calabria Region Department of Public Works and Water systems - Sector 23 - Catanzaro
Hydraulic works on Esaro river and hydraulic regimentation in the Esaro river North area, from the Railway Station
bridge to S. Francesco bridge (in the Crotone municipality)
Works value 3.601.313,00
Province of Salerno
Intervention for the protection and consolidation of the coastal littoral - Municipality of Ispani.
Period of execution: 2006 -2007
Valle d'Aosta Region Territory, Environment and Public Works Department - Aosta
Hydraulic works on Saint-Barthelemy river - Nus Municipality 3rd lot.
Central Government Authority of Malta / Department of Contracts - Floriana (Malta)
Design and build tender for the consolidation of unstable terrain and restoration works of the historic ramparts
underlying despuig bastion and magazine curtain area at Mdina (Malta).
Contract value 3.364.628,00 - I.CO.P. SpA share 1.892.603,00
Valle d'Aosta Region - Territory, Environment and Public Works Department - Aosta
Hydraulic and geotechnical works in Cogne (AO).
Municipality of Civita Castellana (VT)
Works to implement the interventions related to former discrisct contracts (Ex Contratti di Quartiere II) (building in
C1 compartment and covering of railway trench).
G.O.R.I. S.p.A. Torre Annunziata (NA)
Works for the functional upgrading of the works of municipal sewage treatment plants in the Municipality of Torre del
Greco (NA).
IRISACQUA S.r.l. - Gorizia
Works to rationalize the sewerage-purifying system in the area on the right bank of the Isonzo river Cormons
branch Mariano del Friuli Gradisca dIsonzo first section.
Contract value 1.032.363,00- I.CO.P. SpA share 505.858,00
Bridges, viaducts and road works

Deputy Commissioner for the traffic emergency related to A4 motorway (Venezia-Trieste section) and the
Villesse-Gorizia Palmanova (UD) junction
Project and construction of the Villesse-Gorizia motorway junction.
Friuli Venezia Giulia Strade S.p.A. - Trieste
Upgrading of the motorway section of the S.S. roadway no. 56 (now S.R. roadway no. 56) going from Udine to the
Villesse-Gorizia motorway junction in Villanova del Judrio area.
Period of execution: 03.2011 in progress
Todini Costruzioni Generali S.p.A. Rome

Upgrading of the Rome-Fiumicino roadway system. The work involved the creation of an underpass to the RomeFiumicino motorway and the ground-level roadway as well as the access ramps; this was part of the work to create
accessory roadway to the Rome-Fiumicino airport.
S.E.A.S. Societ Edile Acquedotti Strade S.p.A. - Umbertide (PG)
Creation of two new viaducts, one next to the other; at the Via di Boccea overpass and construction of continuous
screw piles for thrust pits. This work was part of the work to expand the northwest quadrant portion 2 1st section
form km 2+450 to km 3+700 of the Autostrada del Sole Motorway to three lanes in each direction.
Udine Province
Project and construction of the renewed crossing between S.S. 13 roadway and S.P. 89 roadway in Basaldella.
Contract value 5.571.586,00
Friuli Venezia Giulia Region Regional Civil Protection Department Palmanova (UD)
Hydraulic works on the Fella river from Malborghetto to Dogna.
Portomaggiore Municipality (FE)
Works for the conjunction of S.S. 16 Adriatica roadway and S.P. 68 roadway (former S.S. 495 roadway) near
Portomaggiore.
Autovie Venete S.p.A. - Trieste
Lengthening of A28 motorway form Pordenone to Conegliano Construction of the S.P. no. 41 roadway variation in
Pianzano.
Underpasses
Venice Municipality
Construction of an underpass to the S.S.13 Terraglio roadway with the S.S. 14 bis roadway to connect to the new
Mestre hospital and to the new manufacturing district.
Treviso Province
Works for the requalification of the crossing between S.S. no. 13 roadway (km 29+956) and S.P. 102 roadway in
Castrette di Villorba area (TV).
ORION S.c.a r.l. Cavriago (RE)
Construction of an underpass to Via Cristoforo Colombo in Rome as part of the ground-level expansion of the road
to Ostia, traffic circle at the exit from the underpass at Via Brasini, and a whole series of accessory and connection
works.
Gorizia Province
Construction of an underpass to remove the railway crossing at the 115+077 km on the Mestre -Trieste railway line
and of the railway crossing at the km 1+019 of the railway siding Ronchi North and Ronchi South. Construction of a
roundabout between San Polo street and Pocar street. Construction of the roads to connect to the new hospital in
Monfalcone (GO).
I.CO.P. SpA works value 2.272.509,00
Milan Municipality
Construction of a siphon for the underpass of the Gronda Basso collector to Lambro Settentrionale river, on the
South area of Bonfadini street.
Guerrino Pivato S.p.A.
Construction of underpasses to remove the railway crossing of the Venice Trieste railway in the Municipality of
Fossalta di Portogruaro. Underpass no. SP 92 - underpass no. SP 72 and Frattine underpass.
Periodo di esecuzione: 02.2004 01.2008
Underground
Societ per la Realizzazione delle Metropolitane della Citt di Roma a .r.l. - Rome
Project and construction of the underground in Rome line B1: line B branch form Piazza Bologna to Piazza Conca
DOro.
Contract value 167.648.975,00+163.065.520,00 - Works performed by I.CO.P. SpA at 31.10.2012: 22.287.244,00
Intesa Sanpaolo S.p.A. - Turin
Excavations, construction of diaphragms and complementary works for the construction of the new head offices of
the Intesa Sanpaolo bank in Turin.
Period of execution:12.2008 07.2010
Copenhagen Metro Team I/S - Denmark
Foundation work as part of the The Cityringen Metro Project - Copenhagen Denmark: Enghave Plads,
Frederiksberg, Vibenshus Runddel, Trianglen Plads.
ITALFERR S.p.A. - Rome
Adjustments of the bridge on Po river between the stations of Pontelagoscuro and Occhiobello on the Bologna Padua railway line to comply with standards and including civil works to consolidate the piles in the river bed.
Smetra Societ Monegasque dEtudes et de Travaux Monte Carlo (Principality of Monaco)
Construction of drilled piles, sub-horizontal tie rods, drainages, shotcrete (sprit-beton) works and complementary
works.
Milanofiori 2000 S.r.l. Milan
Construction of vibro reinforced concrete foundation piles, diam. mm 420 e 520 for the Commercial Units, the square
and the related parking lots in Assago (MI). Construction of deep sub-foundation works by reinforced concrete piles
of the CFA kind. Construction of reinforced concrete piles with CFA method, diam. 600mm and 800 mm in the
parking lot no, 10.
Palazzo del Cinema S.c.a r.l. Marghera (VE)
Construction of diaphragms with the CSM method and valve steel tie rods as part or the works for the construction of
the new Congress and Cinema Palace in Venice (Lido).
Central Government Authority of Malta / Department of Contracts - Floriana (Malta)
Design and build tender for the consolidation of unstable terrain and restoration works of the historic ramparts
underlying despuig bastion and magazine curtain area at Mdina (Malta).
Contract value 3.364.628,00 - I.CO.P. SpA works value 1.892.603,00
SELCO Cimentaciones y Construccionse SL Barcellona (Spain)
U.T.E. Ponts Pliola. Segarra Garrigues channel, between P.K.S 0+000 and 5+200Construction of diaphragm walls
Works value 326.390,34
Microtunnel
Snam Rete Gas San Donato Milanese (MI)
Works for the construction of the pipe-line Camisano Vicentino - Zimella ND 1400 (56") of the by-pass line to Zimella
junction ND 1200 (48") and restoring of the tunnel for the underground crossing of Gu and Bacchiglione rivers on
the Sergnano - Tarvisio pipeline ND 850 (34").
SHELL Deutschland Oil Gmbh 50389 Wesseling (Germany)
Contract to perform services for the Tunneling Works, Lots 1, & 2, CONNECT PROJECT over both locations
Rheinland Refinery North (RRN) - Godorf and Rheinland Refinery South (RRS) Wesseling (Germany)
Snam Rete Gas S.p.A. San Donato Milanese (MI)
Works for the construction of a pipeline: substitution of pipeline Tarvisio Malborghetto (UD) - ND 900 (36) with
pipeline ND 1200 (48).

Construction of the pipe line Elicona-Messina ND 1200 (48") - 75 bar: lots: A + B + C
SAMSUNG ENGINEERING CO. LTD Seoul (South Korea)
DGS Micro Tunnelling work (D 1800 mm.) for the Muharraq Sewage Treatment Plant and Sewer Conveyance
System Project in Muharraq (Bahrain).
Works for the construction of the additional import from Russa: Tarvisio Malborghetto pipeline (UD) ND 1200 (48):
lot A.
Societ Italiana per Condotte dAcqua S.p.A. - Rome
Works for the excavation and construction of shafts in the Navile and RFI(Italian Railway)/Arcoveggio area
diaphragm walls, piles, reinforcement cages and reinforced concrete works - with cement injection groutings for
Navile river bed ceiling (which are made from the shaft). Construction of the microtunnelling for the construction of
the natural tunnel GN01. AV/AC system Bologna junction, from around km. 8+008 and from around km 9+280 urban Bologna section of the Milano-Napoli railway. Contract 8a.
Assisi S.c.a r.l. Tremestieri Etneo (CT)
Construction of a microtunnel ND 2000 ND 500 and reinforced concrete shafts as part of the works of
hydrogeological assessment of the landsliding slope in the Ivancich area, Assisi.
Bonatti S.p.A. Parma
Construction of a microtunnel for Reno river and Gandazzolo basin crossing, as part of the works for the
construction of ND 36" Cavarzere-Minerbio pipe line: Lot 2 (Copparo-Minerbio) in Baricella (BO).
BEP Bunde-Etzel-Pipelin Gmbh & Co. KG Hamburg (Germany)
Construction of a microtunnel for the Ems river crossing, in Leer area (Germany).
Impresa Tre Colli S.p.A. Fidenza (PR)

Construction of a microtunnel Massafra Biccari (TA) pipeline - Lot 1.
Soares da Costa SA / Monte Adriano SA - Romania

Microtunnel for the installation of ND 2400/2500 pipes for the collector sewer of Pitesti, Romania.
Works value
4.200.000,00
Ghizzoni S.p.A. Macchia di Ferrandina (MT)

Execution of microtunnel drives as part of the works for the construction of the pipe line Poggio Renatico Cremona
ND 1200 (48) Lots 1B 2A and 2B.
Bonatti S.p.A. Parma
Construction of a microtunnel as part of the works for the Villesse-Gorizia ND 1050 (42) pipeline.
S.A.L.P. Societ Appalto Lavori Pubblici S.p.A. Bagnaria Arsa (UD)
Construction of part of the microtunnel and Direct Pipe works as part of the works for the construction of the pipeline
Poggio Renatico - PIL 8 Section: Poggio Renatico - PIL 8 (48) - 75 bar and related works.
Nord-West Kavernengesellschaft GmbH - Wilhelmshaven (Germania)
Works for underground crossing of BAB 29 motorway by means of a microtunnel, Wilhelmshaven (Germany).
Period of execution: 09.2011 - in progress
K-BORINGEN Porto (Portugal)
Tunnel towards the Atlantic Ocean :- A Sea Outfall project in Mira, Portugal with Microtunnelling method to install a
Discharge Tunnel of 3300mm diameter, length 1.35km for the aquaculture plant (Pescanova Group). The TBM was
launched via a temporary starting pit onshore and the TBM exist via subsea recovery system & techniques
approximately 750m offshore. The works was accomplished in 10 weeks (5 weeks ahead of schedule).
DENYS NV Wondelgem (Belgium)
Construction of microtunnel no. 1 and execution of all works related to it, construction of microtunnel no. 6 Piepline
Connection to OLT reclassification terminal in Livorno Onshore section ND 800 (32).
Snam Rete Gas S.p.A. San Donato Milanese

Works for the construction of the Flaibano - Gonars ND 750 (30") pipeline.
Sicim S.p.A. - Busseto (PR)
Construction of the Case Persico microtunnel, as part of the works for the Martirano Morano ND 1200 (48")
pipeline. Line Martirano Rende of about km 36.300.
Italian Ministry of Infrastructure and Transport Funivie S.p.A. - Savona

Project and construction of works for the connection of Port of Savona high quays with the cableways line at San
Rocco area - Savona
Max Streicher & Co. Gmbh - Parma
Works for the construction of a microtunnel crossing Vacchelli water channel (branch of the Naviglio Civico canal)
and of the microtunnel Serio river Cremona pipe line expansion - Sergnano DN 1200 (48)
Works for the construction of a microtunnel crossing Arno river and FirenzePisa railway line, and construction of a
pipe line made of : nr. 2 pipe lines called MontelupoFirenze ND 400 (16) 2nd enlargement of MontelupoSan
Donnino ND 500 (20) - nr. 3 pipe lines called LivornoFirenze ND 200 (8).
Societ Italiana Dragaggi S.p.A. - Rome
Construction of a concrete pipe line executed with the microtunnelling technique (external diameter 2.500 mm) as
part of the works for the connection to the OLT reclassification terminal in Livorno Shore approach.
Ghizzoni S.p.A. Macchia di Ferrandina (MT)
Cavarzere Minerbio ND 900 (36) pipeline lot 1 - Sections 1 2 3. Works for the construction of a microtunnel
for the Po river crossing in Crespino area (RO).
Impresa Oreste Manna Eboli (SA)
Works for the construction of a microtunnel crossing Serio Mornico al Serio Zanica pipeline (BG).
Impresa Di Cesare Gino S.r.l. - Rome
Construction of one microtunnel and of the related start and arriving shafts as part of the works for the functional and
hydraulic connection to Ponte Lucano treatment plants of municipal wastewater, serving the Municipalities of Tivoli
and Guidonia Montecelio (Roma).
Period of execution: 05.2011 completed
AMGA Azienda Multiservizi S.p.A. Udine
Construction of a sewer system from Caccia street to Oberdan square in Udine
BONATTI S.p.A. Franch branch Paris (France)

Construction of one microtunnel Traversee Canal Neufosse to be executed as part of the works for the construction
of the Hauts de France II pipeline - Filed: PitgamNdon DN 1200 in Blaringhem (France).
Gaz De France Macchia di Ferrandina (MT)
Works for the construction of a ND 1050 and ND 1200 pipeline in Fos Cavaou - Carrefour de la Fossette, Lot n. 1 km 8,800. Construction of no. 4 microtunnels in the Fos sur Mer area - France.
Works value 314.900,00
Environmental
Prime Ministers Office Struttura di Missione (Organization for the organization of the 150th anniversary of
the National Unity celebrations) - Rome
Sediment treatment as part of the requalification of the former La Maddalena Armoury site (OT).
Pordenone Municipality
Environmental clean-up and renovation of urban solid waste dump in Vallenoncello (Italy)
Consortium for the Industrial Development of the Aussa Corno area

Environmental reclamation of the former Biessefin contaminated site.
Special works
Prime Ministers Office Italian Civil Protection Department
Convention for the fulfillment of the Italian Government dispositions (art.2 DL 28/04/09 no.39): management and
coordination of the works for the construction of temporary housing for the homeless citizens of LAquila after the
April 6, 2009 quake. The C.A.S.E. project, comprising 185 seismically isolated and environmentally sustainable
buildings, for 15,000 people, were erected in 19 areas of the municipality of LAquila.
Works value 700.000.000,00
Prime Ministers Office Italian Civil Protection Department
Installation of a "Bailey" one-lane bridge over the Payee River in South Sudan.
Microtunnel
1293 Gasducto
Tamazunchale - El Sauz
Ixmiquilpan (Mexico)
Microtunneling at KP 94 Gasoducto
Tamazunchale - El Sauz microtunel DI1800 Ixmiquilpan (Mexico)
Customer
Transcanada
Execution period
April 2013 - December 2013
Work value
6.920.680,00
Technical data
No.
Microtunnel
Machine
Lenght
ID
OD
Straight drive/slope
Ixmiquilpan
AVN1800D
672 m
1800 mm
2120 mm
672 m / +8.5 %
Jobsite overview
Jacking shaft (1773m asl)
The Tamazunchale pipeline is a 130 km (81 mi) pipelines in east Central Mexico that connects facilities of Mexicos
state-owned petroleum company to natural gas power generation plants near Tamazunchale, Mexico.
For the pipeline installation in the section included in KP 90 and KP 97+500, where unstable soil conditions have been
identified, an alternative solution to open trench has been selected. The solution is the construction of a microtunnel with
the installation of reinforced concrete pipe ID1800mm, total length approx. 670m.
After the construction of the microtunnel and the pipeline pull in, the space between the pipeline and the concrete pipe
had been filled with a cement bentonite mixture.
Jacking shaft area
The drives passes a mountain with related problems regarding the inert level (up to 150 meters) and geostatic pressure
with consequences on the slurry treatment management, lubrication effectiveness and jacking pressure. The Bauer
slurry treatment plant linked to the filter press unit provided the required capacity to manage the huge excavated soil
production, even though the unforeseen basalt layers found during tunnelling operations.
Operating in a very rough mountainous area, quite distant from urban centres, represented on of the greatest challenge
for I.Co.P S.p.A. The major suppliers were in the areas of Queretaro and Pachuca (respectively distant about 150 and
120 km from Ixmiquilpan).
Arrival of TBM (1827 asl)
TBM breakthrough
Microtunnel
1262 - Muharraq Bahrain

Micro Tunnelling work (D1800mm) for the
Muharraq Sewage Treatment Plant (STP) and
Sewer Conveyance System (SCS) Project
Deep Gravity Sewer (DGS) in Muharraq, Bahrain.
Customer
SAMSUNG ENGINEERING CO. LTD. (SECL)
Execution period
Completed
Work value (Original)

10.178.774,70
Total Length
5,544.08 m
Work value (Additional) Total Length

2,045,746.81
1,134.79 m
Technical data (Original Scope of Works)

No.
Microtunnel
Machine
Length
ID
OD
Curve
Section
Curve radius/slope
1*
SH #21 SH #22
AVN1800TB
955.10 m
1800 mm
2200 mm
250 m / - 0.1%
705.10 m
550 m Hor. Sx2 / -0.1 %
476.92 m
520 m Hor. / + 0.1 %
374.91 m
660 m Hor. / + 0.1 %
Curve
Section
Curve radius/slope
SH #21 SH #20
AVN1800TB
586.92 m
1800 mm
2200 mm
210 m / + 0.1%
3*
SH #47 TLS
AVN1800TB
891.25 m
1800mm
2200mm
891.25 m / -0.1%
SH #47 SH #46
AVN1800TB
473.55 m
1800mm
2200mm
473.55 m / +0.1%
SH #29 SH #28
AVN1800D
656.91 m
1800 mm
2200 mm
281 m / + 0.1%
SH #29 SH #29B
AVN1800D
244.58 m
1800mm
2200mm
244.58 m / -0.1%
SH #43 SH #42
AVN1800D
344.10 m
1800mm
2200mm
344.10 m / +0.1%
SH #43 SH #44
AVN1800D
328.75 m
1800mm
2200mm
328.75 m / -0.1%
SH #45 SH #44
AVN1800D
319.64 m
1800mm
2200mm
319.64 m / +0.1%
10
SH #45 SH #46
AVN1800D
323.28 m
1800mm
2200mm
323.28 m / -0.1%
11
SH #37A SH #38
AVN1800D
420.00 m
1800mm
2200mm
420.00 m / -0.1%
1* - Longest Multiple Curvature Microtunnelling Drive in Middle East (3 sets of continuous S-Curves)
3* - Longest Sea Crossing Microtunnelling DN1800 Drive in the Middle East
Technical data (Additional Works)

No.
Microtunnel
Machine
Length
ID
OD
12
SH #34 SH #35
AVN1800D
317.73 m
1800 mm
2200 mm
40 m / + 0.1%
277.73 m
2000 m Hor. / +0.1 %
13*
SH #12A SH #11
AVN1500TC
483.06 m
1800 mm
2200 mm
318 m / + 0.1%
165.06 m
400 m Hor. / + 0.1 %
14*
SH #10 SH #11(2)
AVN1800D
334.00 m
1800mm
2200mm
85 m / -0.1%
249.00m
500m Hoz. Sx1 / -0.1%
13* - Takeover TBM equipment from other tunnelling contractor

14* - Alternative drive due to other tunnelling contractor failed to complete the planned DN1400 drive. Tunneling pass (max clearance 7m) abandoned
237m DN1400 pipeline and a AVN1400TC Machine.
Automatic Spoil Handling System (Bauer BE-500)
Shaft Setup with Heat Process System (Cooling System )
With the exceptional growth of population and strategic plans and 2030 Vision to provide capacity to meet the needs of
existing and future development in Muharraq Governorate, a BOOT Sewerage Treatment Plant and Conveyance system
project was built in Kingdom of Bahrain. The project set out and covers the area of Muharraq, HIDD and Arad, consist of
two parts, civil construction of the STP plant, and the other parts, sewer conveyance system. The Sewer conveyance
system are constructed in two major section, main collection tunnel Deep Gravity Sewer (DGS) and lateral connection
to replace two major sewage pumping stations and 22 minor ones across the coverage area Waste water collection
network (WWCN). The WWCN pipeline collects the sewerage and directs it towards the DGS pipeline. The DGS conveys
the sewerage through a gravity tunnel to the treatment plan through an intermediate lifting station (ILS). Concerning the
environmental effects, disturbance to the population and neighbourhood and impact on the UNESCO Heritage Site (Fort
Arad), the DGS route consist of 15.9 km of pipeline of DN1000, DN1400 & DN1800 was executed by Micro-tunnelling
method. Whereas the WWCN route consist of 4.1km of DN300 to DN800 pipeline constructed mainly with trenchless
technology. The success of the project contributed the reduction of energy use, reduced risk of odour, traffic disruption
during maintenance, sewers backing up and associated sewage flooding. The sewage undergoes treatment process to
produce Treated Sewage Effluent (TSE) suitable for re-use in industrial application, irrigation or landscaping.
47 nos. of shafts are constructed with Secant Pilling method to provide a watertight pit for the micro tunnelling activities.
Upon completion of the pipeline installation works, the shafts are then converted to permanent manholes. Trenchless
installation methods have less impact on the environment and the existing infrastructure than other methods applying
open cut trenching. I.CO.P. had undertaken 5.5 km of the DN1800 pipeline. Two sets of Herrenknecht AVN1800 were
utilized to tunnel the GRP Encased RC Jacking Pipe. The major challenges encountered during the execution of the
works are the existing ground conditions (Layered of Anisotropic sequence of rock), high ground water table with
influents of sea tidal, long and multiple curvature drives, historical and protected areas and tight construction tolerances.
I.CO.P claims two major milestone records on the project by executing the longest DN1800 Sea Crossing (892m) and
longest DN1800 Longest Multi Curvature Micro tunnelling Drive (955.10m with 2 sets of S-curves). Both records are not
only valid in the Kingdom of Bahrain but throughout the Middle East Region.
MICROTUNNEL no. 1 (Longest Multi Curvature Micro tunnelling Drive in the Middle East)
During the project commencement and design phase, I.CO.P, EPC Contractor and the design consultant had been
closely working on the tunnelling route, material optimization and value engineering to optimize the feasibility to construct
the DGS pipeline considering the challenges and actual conditions on site. The table below compares the status of the
pipe route/criteria based on the original pre engineering stage and post value engineering stage.
Pre Engineering/Tender Pipeline Route along Fort Arad area (PS B2 to PS B3)
Microtunnel
Technical data of the pre and post value engineering stage (Fort Arad Section PS B2 to PS B3)
Pipe DN Total no.
No. of Start
No. of Arrival
Distance
Stage
of Shaft
Shaft
Shaft
between Shafts
Post/Tender
1400
5
3
2
Av. 280m
Pre/Construction
1800
2
1
1
942m
Drive
Criteria
Straight
S-Curves
Post Engineering/Optimization of Pipeline Route along Fort Arad area (PS B2 to PS B3)
The optimization of the tunnelling route was finalized and approved by the project owner in the benefits of all parties.
Shaft no. 21 that was originally 10A was designated as the launching shaft for the long DN1800 multi curvature drive
towards the arrival shaft no. 22 that was originally 10E. The shafts (10B, 10C and 10D) allocated in between the drives
were omitted. The drive was completed 25 days ahead of schedule.
TBM Breakthrough at Shaft #22
Tunnel Auxiliaries along the drive
MICROTUNNEL no. 3 (Longest Sea Crossing Microtunnelling DN1800 Drive in the Middle East)
This drive set out to be the longest sea crossing

microtunnelling DN1800 drive that was executed within the
project. The drive starts from Shaft #47 allocated at the
Khalifa Bin Salman Causeway tunnelling under the wave
break rocks then under the Gulf Sea into a man-made
island into the Temporary Lifting Structure (TLS) shaft.
Multi Nationality Work Crew for the International Project
TBM Breakthrough
TBM Launching
Site Setup with Gantry Crane
Microtunnel
1256 Collalto (TV)

Works for the construction of Edison gas pipeline
(ID 600mm 24) connection of Collalto (Treviso).
Jacking of 3 microtunnels: Torrente Rujo,
Castello S. Salvatore and Bosco Buricolat.
Customer
Snam Rete Gas S.p.A. - San Donato
Milanese MI
Execution period
July 2011- March 2012
Work value
1.550.000,00
Technical data
No.
Microtunnel
Machine
Lenght
ID
OD
Curved drive
Curve radius/slope
Torrente Rujo
AVN1600D
306 m
1600 mm
1940 mm
33 m / 7,32 %
270 m
600 m vert. / 7,32 45 %
Strada Comunale
S. Salvatore
AVN1800D
726 m
1800 mm
2160 mm
381 m / -1,2 %
345 m
1500 m horiz. / -1,2 %
Bosco Buricolat
AVN1600D
213 m
1600 mm
1940 mm
213 m / 0,25 %
Slurry and bentonite management operations
Preparation of an interjack station.
The 3 microtunnels driven by ICoP S.p.A. are part of the wide Snam Rete Gas project to develope the gas pipelines
network by starting from the San Polo di Piave connection plant and passing through the municipality of Vazzola, Santa
Lucia di Piave and Susegana (Treviso). The whole project develops under the Collalto hills, an high worthy area from the
point of view of wine production, natural and cultural interest. ICoP S.p.A. pipe jacking technology was able to provide
the most suitable tecnique to minimize the visual impact during and after the tunnelling operations and the installation of
the gas pipeline (ID 600 mm 24) was possible.
MICROTUNNEL 1 TORRENTE RUJO
The large height gap between the jacking shaft (86 m above m.s.l.) and the receiving one (167 m above m.s.l.) and the
relative short horizontal distance (289 meters) rappresented the greatest challenge for ICoP S.p.A.. After the first 33
meters long span with a 7,32% slope, the inclination of the tunnel axis increased constantly with a 600 m vertical radius
and reached a final slope of 45%. These percentages requires the solution of many technical problems regarding jacking
pressure, slurry pumping network, fluid losses, safe access to the tunnel by properly trained workers. A suitable ropes
and breeching system was developed to ensure the safety and to continue the tunnelling works althought the high slope
percentage. Despite the described problems the microtunnel was completed within the foreseen period of time.
MICROTUNNEL 2 Attraversamento strada comunale San Salvatore

It is one of the so-called Long Distance Microtunnel, because of his lenght (more than 500 meters) and his inner
diameter of1800 mm. The designed tunnel has a first straight 381 meters long section and a second 345 m long one with
an horizontal radius of 1500 meters and -1,2% slope. The drives passes under 3 different hills with related problems
regarding the inert level (over 50 meters) and geostatic pressure with consequences on the slurry treatment
management, lubrication effectiveness and jacking pressure. The Bauer slurry treatment plant linked to 2 decanter units
provided the required capacity to manage the huge excavated soil production, even though the unforeseen hard clayey
and conglomerate layers found during tunnelling operations.
MICROTUNNEL 3 Attraversamento Bosco Buricolat
Its a straight drive with a constant -0,25% inclination. The
tunnel axis passes under the northern slope of one of the
hills in the so-called Madonna del Buricolat. The ICoP
S.p.A. pipe jacking trenchless technology allowed the main
contractor to build his new pipeline even if placed in an
environmentally sensitive area with grass fields, grass feed
and woods with a minimal impact and, most of all, with a
small working space requirement. The main geology made
of conglomerate formations with rare clayey layers was
easily managed by the slurry treatment plant by reducing the
disposed materials and using part of them in the grouting of
the tunnel after the 24 pipeline installation.
The castle of Collalto
Pipe jacking operations
A view of MT2 job site.
Final recovery of AVN1600D machine
Microtunnel
Designed microtunnel profile of Torrente Rujo drive
Microtunnel
1255 - Shell Connect Project

Double crossing of the river Rhine plus 1.5 km of
pipeline in between to connect two Shell
refineries with four different product pipes.
Customer
SHELL Deutschland Oil GmbH
Execution period
July 2011 May 2013
Contract value
15.885.606,00
Technical data
No.
Microtunnel
Machine
Length
ID
OD
Godorf-Tunnel
AVN D 2000 AB
1300 m
2000 mm
2500 mm
Wesseling-Tunnel
AVN D 2000 AB
1200 m
2000 mm
2500 mm
Pipeline description
Starting shaft
Shell Deutschland Oil GmbH planned the construction of an underground pipeline to connect the two Shell refineries in
Wesseling and Cologne. The line is about 3,8 km and crosses the Rhine twice. The aim was to avoid the installation of
the pipeline in the densely populated area on the left side of the Rhine. Both crossings, with a length of respectively
1.191 m and 1.299 m, were executed in microtunnelling process. The drilling was executed with reinforced concrete
pipes DN 2000, which later acted as casing pipes for several product lines.
To perform the
project river Rhine
was crossed twice.
Here you can see
a map of the
project, which
required also the
installation of 1.5
km of pipeline in
between to
connect the two
Shell refineries.
Microtunnel
I.CO.P. was awarded both drilling projects thanks to its expertise based on the successful execution of many similar
projects in the field of microtunnelling. The contract was concluded according to international / English contract law
(EPCM Contract Engineering / Procurement / Construction / Management), so that it can be spoken not only of
construction performance but also of project success.
Technical challenges:
Crossing of several dikes in in homogenous ground conditions and work within a potential flooding-area.
Several layers of brown coal had to be tunnelled through.
Soil conditions :
Launching pit:
Gravel, sandy Gravel, clay
Receiving pit:
Gravel, sandy Gravel
Drilling section: Gravel, sandy Gravel, clay, brown coal
(more than 750 m)
AVN D 2000 AB
Cutting wheels
Launching Pit
Break through
Microtunnel
1246 - Sala Bolognese (BO)

Execution of microtunneling and direct pipe works as part of the
construction works for the pipeline Poggio Renatico PIL 8
Section of Poggio Renatico PIL 8 (48) L = 36.656 km 75 bar
and secondary works.
Customer
Snam Rete Gas S.p.A
Execution period
November 2010
Work value
2.600.000,00
Technical Data
No. MT / Direct Pipe Machine
Length
ID
OD
Straight sections
Scolo Riolo (DP) AVN1000XC
360 m
1200mm
83,13m + 36,10m
96,99m + 114,14m
Dosolo (DP)
AVN1000XC
596 m
1200mm
209,57m+148,56 + 29,60m
211,13m
Fiumazzo (DP)
AVN1000XC
371 m
1200mm
83,13m + 24,31m + 52,77m
97,00m + 114,14m
Reno 1 (MT)
AVN2000D
462 m
2000mm
2500mm
29,94m + 35,94m
396,08m
Reno 2 (DP)
AVN1000XC
721 m
1200mm
241,48m+149,34
329,93m
Pipe string being pulled in through the launching pit
/ gradient
Curved
sections
Launching pit area
As part of the works for the construction of the pipeline SNAM Poggio Renatico Sala Bolognese, I.CO.P. has been
using a new trenchless technology called Direct Pipe to carry out three crossings.
Patented by Herrenknecht AG, the Direct Pipe technology combines a typical microtunneling drilling system with a
special thrusting unit called Pipe Thruster, enabling the laying of product pipelines without need of previously
realized casings, as it is the case in microtunneling works.
The Pipe Thruster consists in a clamping unit connected to a base structure by means of two hydraulic cylinders. By
means of this system the steel pipeline is fastened and thrust into the soil, advancing as drilling takes place.
In this way, long pipe strings are pulled in at a time, while considerably reducing both drilling and pull-in times, if
compared to other trenchless technologies. The crossing of the channel Scolo Riolo - nearby Galliera (Bologna) worked as pilot project for the launch of this technology in Italy.
Microtunnel
The drilling consisted in the crossing of a river and a B-road. The drilling section, with bowing effect, had a total length
of about 380 m, with a starting gradient of 7% and final gradient of 8% at the receiving pit. The drilling mainly took
place in clay soils of medium consistency, with a few sections in clay sands. Two 48-inch pipe strings of 190 m each
were pulled in and welded together after the first pull-in sequence. The crossing, including welding operations, was
completed in about 10 days from the launch of the TBM. Maximum daily production amounted to 100m.
Installation of the clamping unit on the string to be pulled-in
TBM receiving area DP Scolo
View of the starting shaft and the pipe string being pulled in
Pipeline pull-in on guide rollers
I.CO.P. S.p.a.
Via S. Pellico, 2
33031 Basiliano
(UD) Italia
Tel. +39 0432 838611

Fax +39 0432 838681
icop@icop.it
www.icop.it
C.F. e P.IVA 00298880303

Reg. Impr. Udine 00298880303
R.E.A. 131947 Udine
ISO 9001
ISO 14001
OHSAS 18001
SA 8000
Microtunnel
1239 - Livorno Offshore

Construction of a pipeline 2,500 mm in external diameter to be
executed with microtunnelling techinque - OFFSHORE
technology
Customer
Snam S.p.A.
Execution period
august 2010
Work value
1.820.000,00
Technical Data
Microtunnel
Area
L(m)
ID(mm)
ED(mm)
Offshore
Livorno-Italy
750
2000
2500
AVN 2000
Intermediate thrust station
Construction of a 32" pipeline which, from the OLT LNG terminal, located off the Tuscan coast, reaches the mainland
and joins the national transportation system in the municipality of Collesalvetti (Livorno). From the environmental point
of view Livorno and its ecosystem are considered protected areas, but in the junction area have been found traces of
contaminants that characterized the materials handled during the excavation as hazardous waste. For this reason,
treatment and disposal of polluted materials would have constituted a significant burden in terms of cost and
implementation time for the project. The alternative to digging an open trench was the trenchless technology, by
means of a microtunnel able to pass under the polluted areas and to reduce the amount of material being handled.
This technology implied an horizontally moving forward, towards the open sea, of a cutter head with ED of 2.5 m. The
microtunnelling profile was determined by considering the maximum share of polluted sediments and the point closest
to the coast with depth at least of -3.50 m (necessary in order to place a barge with a crane to recover the TBM). This
resulted in a total length of microtunnel equal to 750m at a depth ranging from -8.80 m to - 6.00 m.
Microtunnel
The cutter head was placed in a 11.50 m deep shaft, dug in a "artificial temporary peninsula", previously constructed
near the Canal Calambrone Bridge. Once, reached the final length of 741m, as provided in the project, the operations
for the recovery commenced of TBM started following the listed steps: dredging around the cutting head, shaft and
tunnel flooding with sea water, disconnection of the TBM from the first concrete ring, coupling and removal of the TBM
by means of a suitable crane placed on the pontoon. The excavation of the tunnel reached peaks of 53 meter daily
progress, respecting the timeframe of the program and without facing any technical problem. The drilling equipment
installation was complicated by the small size of the thrust shaft and by the different structures necessary for its
stability. After the necessary work to allow the TBM through the thrusting wall the installation of the microtunnel began.
The need to pass through sediments with very small bearing capacity has made the implementation very difficult,
requiring additional controls throughout the work activity in order to prevent mismatches with the quota and the
directions of the project. The excavated material has been treated by means of filter presses that have allowed the
transport to a waste recycling by reusing the water for the process of excavation and thus minimizing the use of
resources.
Detail of the Recovery Unit
Starting shaft area
Backflling plant
Starting shaft
I.CO.P. S.p.a.
Via S. Pellico, 2
33031 Basiliano
(UD) Italia
Tel. +39 0432 838611

Fax +39 0432 838681
icop@icop.it
www.icop.it
C.F. e P.IVA 00298880303

R.E.A. 131947 Udine
ISO 9001
ISO 14001
OHSAS 18001
SA 8000
Microtunnel
1232 - Cremona
Microtunnel River Crossing: Vacchelli Canal and Serio River as
part of the works for the construction of the Snam Rete Gas "
Cremona -Sergnano" pipline. Lot no. 3.
Customer
Snam S.p.A.
Execution period
august 2010 - may 2011
Work value
2.120.000,00
Technical Data
No. Crossings
Length
ID (mm)
ED (mm)
Vacchelli Canal
374,29 m
2000
2400
AVN 1500TI
with extention kit and mixed
boring
machine
Serio River
782,72 m
2400
3000
AVN 2000D
with extention kit and mixed
boring
machine
Microtunnel Serio River starting shaft
Machines
Job site area: separation plant
Snam Rete Gas has started laying the Poggio Renatico Cremona gas pipeline, which will have a total length of
about 150 Km, a nominal diameter of 1,200 mm (48) and a working pressure of 75 bars. It will take the place of the
existing, old ND 550 mm (22) pipeline in operation since 1959, which runs from Minerbio to Cremona, thus increasing
the capacity, flexibility and reliability of gas transport.
The gas pipeline runs through the Regions Emilia Romagna and Lombardy and the route of the new gas pipeline runs
along many watercourses, such as the rivers Reno, Panaro, Secchia, Taro and Po, which will be crossed with
trenchless technology to reduce the environmental impact of the work site to a minimum.
The works we are referring to in this technical sheet are part of Lot no. 3 of the pipeline, belonging to the Cremona Sergano increase.
Microtunnel
The new pipeline - DN 1200 (48) starts near the existing Snam Rete Gas plant called Cremona Junktion; it then
continues north-west ward, joining the existing pipeline DN 500 (20) as far as the existing Snam Rete Gas plant called
Sergnano Junktion where it ends.
The project involved the construction of two river crossings using the microtunnelling technique.
The Vacchelli Canal crossing has a catenary layout: initial straight section with a gradient of -10,5%, then curving with
radius R=1600m. Final straight section with a gradient of + 10,5%. The tunnel crosses sandy layers, with gravels quite
small in size (2 3 cm), at the beginning and at the end, it also crosses larger gravels alternate with silty and clayey
layers in its central part. Ground water level varies from 2 to 3 from ground surface.
The Serio River crossing has an initial straight section with a gradient of -10,5%, vertically curving with radius
R=2000m up to a gradient of +0,5%; a straight section of about 295 m and another vertical curve with radius R=2000m
follow in order to connect it with the breakthrough straight section with a gradient of 9,3%. The tunnel crosses sandy
layers, with gravels (maximum size: 10 cm) at the beginning and at the end; there is a presence of alternate sandy
and gravelly layers in the central part. Ground water level varies from 1 to 2 from ground surface.
In both cases the starting pit perimeter walls are made of sheet-piles. Inside that area it was then built the concrete
box construction, including the thrusting and insertion walls.
Mixed boring head for M591 used for the Vacchelli Canal
crossing
I.CO.P. S.p.a.
Via S. Pellico, 2
33031 Basiliano
(UD) Italia
Tel. +39 0432 838611

Fax +39 0432 838681
icop@icop.it
www.icop.it
Air quality monitoring while dismantling
C.F. e P.IVA 00298880303

R.E.A. 131947 Udine
ISO 9001
ISO 14001
OHSAS 18001
SA 8000
Microtunnel
1231 - Livorno - OLT

Connection to OLT Terminal in Livorno Italy - Construction of
no. 3 microtunnel and recover of the machine from the sea
thanks to the OUTFALL technique.
Customer
DENYS NV
Execution period
april 2010 - may 2011
Work value
3.034.202,00
Technical Data
No. Microtunnel
Length
ID(mm)
ED(mm)
PK0-PK13
1174 m
2000
2500
Pk53-V66
447 m
1600
2000
Jacking station
Job-site area on the bay
The work consisted in the construction of 3 microtunnel with lengths of 1174 m, 884 m and 447 m and the relative
starting and receiving pits.
Peculiarity of the work was the recover of the AVN2000 M-583 machine from the sea ("OUTFALL" technique). The
recovery was carried out and coordinated together with our client, the company SIDRA of Rome, as part of the work in
Livorno for the regasification plant called OLT Offshore LNG Toscana. Special features of this work was the machine
equipment, which was designed and built by I.CO.P. s engineers and technicians in order to perform the recovery of
the shield ensuring perfect water tightness of electromechanical equipment.
After I.CO.P.'s work in Mira (Portugal) this is the first case in Italy of shore approach and its great success will help the
use of the microtunnelling technique any time it is necessary to use trencheless technology to solve problems related
to pipeline installation near the coastline.
Microtunnel
TECHNICAL PARTICULARITIES OF THE CONSTRUCTION:

Pit constructed directly on the bay.
Machine recovered using platforms and swim cranes.
Special aim to sealing construction of the jacking pipes due to the ground conditions - quick sand, highly water
sensitive ground.
Environmental protected area
Restricted access close to an harbor area
Complicated operation of the D-Mode system
Stabilization of the face of the ground using the telescopic unit
Permanent surveying
Under water recovering
Injection plant
Starting Pit PK0-PK13
I.CO.P. S.p.a.
Via S. Pellico, 2
33031 Basiliano
(UD) Italia
Starting Pit PK53-V66
Tel. +39 0432 838611

Fax +39 0432 838681
icop@icop.it
www.icop.it
C.F. e P.IVA 00298880303

R.E.A. 131947 Udine
ISO 9001
ISO 14001
OHSAS 18001
SA 8000
Microtunnel
1224 - Leer - Germany

Microtunnel Ems crossing at km 19.160 in Jemgum (Leer)
Germany
Customer
BEP Bunde-Etzel-Pipeline GmbH & Co KG
Execution period
november 2009 - november 2010
Work value
4.255.644,40
Technical Data
No. Microtunnel
Area
Length
ID(mm)
ED(mm)
Leer, Germany
1070 m
2000
2500
Ems river
Inner area
Strarting shaft with jacks
Works to construct the pipeline Bunde - Etzel with DN1200 (48):

Crossing under the Ems river with minimum distance between the bottom of the river and the tunnel of about 7m;
maximal depth of the river: 12 m of with an average tide of 8 meters.
The starting pit is situated close to the Ems river; the pit is realized with bored piles, with vertical (in order to anchor
the bottom of the pit against the water pressure beneath) and sub-horizontal (at the thrusting wall, in order to
countervail the subsequent force due to the jacks) GEWI bars . Afterward it has been executed the excavation in
water, the concrete cast and the drain of the fund. The structure is made of reinforced concrete. The arriving pit on the
other side of the river has been constructed driving sheet piles in the ground as internal facing of the shaft and then
casting not reinforced concrete on the arriving wall.
The tunnel is constructed with an AVN2000D with external diameter of 2500mm.
Microtunnel
Characteristics of the track: length L=1070m, initial descendent slope with a gradient of roughly 7%, Euler spiral for
about 200m until the middle section (without gradient); final uphill part for about 150m with a gradient of about 4%.
Level difference between the entrance and the exit of approximately 1m. Time of the drilling: 6 weeks
Drilling in clayey peat with presence of wood stumps at the beginning; then the material was mostly sandy loam, until
the last part where it was again clayey peat.
Installation of the pipeline by pulling from the arrival shaft with a rig for HDI. Installation of sledges for the pulling
phase in the tunnel.
Job site area
Staff
Arrival of the machine in the exit pit
Insertion of the gas line inside the tunnel
I.CO.P. S.p.a.
Via S. Pellico, 2
33031 Basiliano
(UD) Italia
Tel. +39 0432 838611

Fax +39 0432 838681
icop@icop.it
www.icop.it
C.F. e P.IVA 00298880303

R.E.A. 131947 Udine
ISO 9001
ISO 14001
OHSAS 18001
SA 8000
Microtunnel
1185 - Mira, Portugal

Projecto de Execucao Aquicola de Engorda de Pregado, em
Mira, Coimbra, Portugal, Acuinova - Actividades Piscicolas, SA.
Execution of a jacking 2,600/3,300 mm
Customer
Pescanova Group
Execution period
april 2008 - september 2008
Work value
3.375.000,00
Technical Data
Nr.
Microtunnel
Outlet tunnel V1 Mira, Protugal
Area
Eye bird view of the starting pit
L(m)
ID(mm)
OD(mm)
1350
2600
3300
Machine
Model
Herrenknecht
AVND2000AB
Str../Curve
w/ ext.3300 - 1.1%
Tunnelling works in process
In 2008 I.CO.P SpA was awarded a special project in a small town near Mira in Portugal. Pescanova Group had
planned to execute this project in the expansion of the existing cultivation plant in Spain. The project consists of two
parts: civil construction of buildings, structures, ponds for the cultivated fish and the construction of a pipeline
connecting the cultivated area with the sea. The pipeline construction comes in 4 sections. Two sections (T1 & T2) are
for pipeline for the intake of the sea water and the remaining two sections (V1 & V2) are for the ones for the discharge
of the sea water. Concerning the environmental effects of the water used to grow the fish, a feasibility plan had been
studied and microtunneling method had been seriously considered as the most effective method to construct the 4
sections of the pipeline. The tunnelled outfall constructions are often an effective and sustainable possibility to
improve the quality of live in coastal areas. With the sea outfalls the water from the fish tanks can be transported away
from the coastline and discharged at locations where diffusion, dispersion and decomposition are enhanced.
Microtunnel
The tunnel starts from a shaft (dia.18m, depth 12m - diaphragm wall method) and exist towards the sea (subsea
recovery method).
The project was successfully completed in 10 weeks, 4 weeks ahead of schedule with 1 week of standstill due to
tunnel engulfment. 12 nos. Of Intermediate Jacking Station been installed along the tunnel but non had been utilized.
The tunnel was completed and push through for subsea recovery with maximum force of 1100tons. The project was a
trademark for the microtunnelling works with combination of best implementation results through proper engineering
and planning, use of lubrication, controls and guidance including the team works in this project.
Tunnel auxiliaries and piping running 1,35 km from the shaft

to the TMB
Port of Averio, Portugal
TMB subsea recovery by BALLON BALLAST method
Succesful recovery of TMB at Port of Averio, Portugal
I.CO.P. S.p.a.
Via S. Pellico, 2
33031 Basiliano
(UD) Italia
Tel. +39 0432 838611

Fax +39 0432 838681
icop@icop.it
www.icop.it
C.F. e P.IVA 00298880303

R.E.A. 131947 Udine
ISO 9001
ISO 14001
OHSAS 18001
SA 8000
Microtunnel
1090 - Valbruna - Tarvisio

Metanodotto Snam Rete Gas Tarvisio-Malborghetto DN
1200 (48) lotto B-Minitunnel Leila e Valbruna
Committente
Snam S.p.A.
Periodo esecuzione
Giugno 2004 - Febbraio 2005
Importo lavoro
3.000.000,00
Dati tecnici
N.
Microtunnel
Localit
L (m)
DI (mm)
DE (mm)
Leila
Fusine
600
2000
2400
R/p.20%
Valbruna
Malborghetto
585
2000
2400
C/ r.425
Microtunnel Leila: panoramica del cantiere
Rett./Curvo
Microtunnel Valbruna: installazione della stazione

intermedia
I microtunnel sono stati realizzati per superare dossi montuosi, evitando aree boschive di elevato pregio naturalistico
(M.te Leila) e linteressamento di versanti acclivi e potenzialmente instabili (Valbruna), nellambito della realizzazione
del metanodotto Malborghetto-Tarvisio DN 900. Nel caso del microtunnel Valbruna lo scavo ha interessato la
formazione geologica dei calcari di Bellerophon, nelle sue facies dolomitiche ed argillitiche. Per meglio determinare i
rapporti tettonici-stratigrafici tra queste due formazioni sono stati realizzati 2 sondaggi a carotaggio continuo e 2
sondaggi a distruzione di nucleo (circa 120m di sondaggi complessivi): i risultati hanno evidenziato la presenza per
buona parte del tracciato dei calcari in facies argillitica. Per evitare frequenti fermi macchina dovuti allimpastamento
della testa nelle argille, stato ottimizzato il tracciato (curvilineo con raggio di curvatura = 4250 m) riducendo al
minimo lattraversamento di questultima formazione geologica a favore dei sovrastanti calcari dolomitici.
Microtunnel
Laccorgimento ha permesso di terminare la perforazione in circa 8 settimane, con produzioni fino a 115 metri
settimanali senza fermi macchina. Il microtunnel Leila stato invece scavato per i primi 450 metri allinterno della
Dolomia dello Schlern, dolomie e calcari dolomitici con locali fratture (UCS da 50 a 120 MPa) e per gli ultimi 150
metri nella Formazione di Buchenstein, calcari e calcari marnosi (UCS=80 MPa). Lelevata pendenza del tracciato
(20%) ha imposto ladozione di un particolare accorgimento "pipe-brake" (freno condotta), posizionato nel pozzo di
partenza, per evitare lo scivolamento della stessa durante le fasi di installazione di nuovi tubi in c.a. In entrambi i casi
stata utilizzata unAVN 2000D, dotata di una testa chiusa e dischi da roccia, con fronte ispezionabile dallinterno
della macchina nelleventualit di sostituire gli utensili di perforazione durante lo scavo.
Microtunnel Leila: particolare del freno ("pipe-brake")
Microtunnel Leila: fresa a fine perforazione
Microtunnel Valbruna: posizionamento di un concio in c.a.
Microtunnel Leila: uscita della fresa nella rincea di arrivo
I.CO.P. S.p.a.
Via S. Pellico, 2
33031 Basiliano
(UD) Italia
Tel. +39 0432 838611

Fax +39 0432 838681
icop@icop.it
www.icop.it
C.F. e P.IVA 00298880303

R.E.A. 131947 Udine
ISO 9001
ISO 14001
OHSAS 18001
SA 8000
Microtunnel
1070 - Mettmenstetten (CH)

Construction of microtunnel DN 2000 l = 825 mt in the
Mettmenstetten area Zurich (CH)
Customer
Arge Stollen Backental
Execution period
February 2004 - July 2004
Work value
2.806.413,18
Technical Data
Nr
Microtunnel
Area
Backental
Mettmenstetten
AVN2000D ready to start
Straight
L. (mt)
ID (mm)
grad. 1,4%
655
2000
OD (mm)
2500
AVN 2000D at the end of the drilling
The microtunnel is part of the project for the construction of a pipe for meteoric water collection connecting the
national road nr. 4.1.6 and the Backental treatment plant. This 1460 mt long pipe has been constructed contemporary
excavating on both sides of the tunnel with two different techniques, chosen according to their geological function. On
one end of the tunnel an open TBM Robbins cut the rocky part of the excavation (762 mt), on the other end the
Hydroshield AVN2000D drilled the glacial deposits (in presence of groundwater) with the microtunnel technique. In the
preliminary phase two investigations were conducted in order to determine the limit between the rock basis and the
upper morainal deposits. The results led to the definition of the exact route to be drilled with the AVN 2000D and the
one to be drilled with the TBM Robbins. A further geognostic investigation revealed the geomechanic characteristics of
the rock basis (constituted by sandstones, siltites and hard marles, with UCS 480-800 Kg/cm) and of the loose soil,
constituted by fluvioglacial and full of water morainal deposits.
Microtunnel
The AVN 2000 D was equipped with a closed rock cutting head, with a diameter of 2525 mm and 12" discs to drill both
the cobbles and the final rocky part.
Peculiar of the work was the recovery phase of AVN machine inside the tunnel drilled by TBM.
Recovery of AVN2000D at the end of the drilling
Separation plant
Lowering of pipe ID 2000mm/OD2500mm
Shield with rock cutting head
I.CO.P. S.p.a.
Via S. Pellico, 2
33031 Basiliano
(UD) Italia
Tel. +39 0432 838611

Fax +39 0432 838681
icop@icop.it
www.icop.it
C.F. e P.IVA 00298880303

R.E.A. 131947 Udine
ISO 9001
ISO 14001
OHSAS 18001
SA 8000
Microtunnel
1006 - Genova Pegli

Construction of the microtunnel connecting the Porto Petroli in
Genova and the Praoil deposit in Genova Pegli
Customer
Praoil S.p.A.
Execution period
February 2003 - June 2003
Work value
3.617.328,00
Technical Data
Nr.
Area
Machine
Genova Pegli
Herrenknecht
Work area at the starting shaft
Model
Drill.diam.
Curved tunnel
ID (mm)
AVN2000D
3025 mm
r.2150mm
2600
OD (mm)
L. (mt)
3000
643
Breakthrough at the arriving shaft
In the project aiming to reorganize oil transportation, Praoil Oleodotti Italiani SpA, which is part of the Eni group,
decided to use the microtunneling technique in order to directly connect the Porto Petroli in Genova Multedo and the
Genova Pegli deposit.
The microtunnel construction avoided to cross all morphological asperities and also all structures and infrastructures
on the route. The use of an AVN2000D microtunneler allowed the crossing of the litotypes investigated by the
geognostic report: clays, calcitic lime, ophiolites, flowage.
The need to launch a pipeline made of nr. 4 pipes DN750mm and nr. 2 pipes DN300mm inside the microtunnel,
imposed the total respect of the very small lying tolerances. The guide system usually employed was used adopting
special devices, in order to reduce the tolerances typical of this kind of method. The area where the microtunnel was
excavated is geologically characterized by Quaternary covering and reduced lenses of plyocenic deposits (Argilliti di
Ortovero) laying on a cristallinic base, constituted by rocks related to oceanic crust (Gruppo di Voltri).
Microtunnel
The drilling involved the following litotypes:

from 0 to 140 mt "Argilliti di Ortovero": sands, siltites, sandstones and sandly marls;
from 140 a 590 mt, "Calcescisti del Monte Turchino": micaschists, calceschists and graphitic schists;
from 590 to 630 mt, "Ofioliti del Monte Beigua": "Ophyolitic breccias" and serpentinites;
from 630 mt to the end: alluvial deposits.
During the drilling, due to the considerable mechanical properties of the drilled rocks, it was necessary to substitute
the worn-out drilling equipment.
In order to avoid settings in the Aurelia main road area, which was close to the arriving shaft and therefore with
reduced cover, some consolidating injections were performed along the drilling axis. The injections, together with the
guiding precision (maximum variations were comprehended in a range of 6 cm, considering both the vertical and the
horizontal axis), allowed to end the drilling without surface setting.
Once the microtunnel was ended, a pipe line made of four DN 750 pipes and two DN 300 pipes was launched inside it.
Internal view of the tunnel
Pipe line installed inside the tunnel
Shield cutting head
Launch of the pipe line (starting shaft)
I.CO.P. S.p.a.
Via S. Pellico, 2
33031 Basiliano
(UD) Italia
Tel. +39 0432 838611

Fax +39 0432 838681
icop@icop.it
www.icop.it
C.F. e P.IVA 00298880303

R.E.A. 131947 Udine
ISO 9001
ISO 14001
OHSAS 18001
SA 8000
Microtunnel
9929 - Savona
Works to connect the deep ocean wharf of the Port of Savona
to the city cable-car lines
Customer
FUNIVIE S.p.A.
Execution period
january 2004 - 2010
Work value
35.472.374,28
Technical Data
tunnel hosting a
connecting shaft
conveyor belt
length.
480 m
DN microtunnel
2500
vol
1600 mC
microtunnel leng
1077 m
microtunnel gradi
22%
depth of the shaft
below s.l. 37,50 m
diam. of the shaft
14,20 m
Intermediate shaft
Box tunnel
Construction of civil works and systems for the transport of raw materials offloaded from ships, to replace the old
cableway that crossed through the centre of Savona. The civil works involved a: sorting tower to gather the raw
materials as they are unloaded from the ships; a 480 m long tunnel running just under wharf ground level to host a
conveyor belt to carry the raw materials to the storage pit; connection well servig as storage for the materials (volume
approx. 1600 m3, depth 37.50 m below sea level and diameter 14,20 m).
Microtunnel
Inside the microtunnel DN 2500, lenght 1077 m, constructed onslope with a gradiente of 22%, there is a special
conveyor belt to move the raw materials from the port to the overlying hillside. To the already mentioned civil works, an
intermediate microtunnel aeration pit was added.
Connection well (microtunnel starting shaft)
Microtunnel hosting conveyor belt
The connection well reaches nearly 40 meters below sea level
The route along which the work has developed: from sea
level - gradient: 22%
I.CO.P. S.p.a.
Via S. Pellico, 2
33031 Basiliano
(UD) Italia
Tel. +39 0432 838611

Fax +39 0432 838681
icop@icop.it
www.icop.it
C.F. e P.IVA 00298880303

R.E.A. 131947 Udine
ISO 9001
ISO 14001
OHSAS 18001
SA 8000
Microtunnel
9937 - Camisano Vicentino -Vi

Works for the construction of the pipeline Camisano VicentinoZimella DN 1400 (56) of the by-pass line at the Zimella DN
1200 (48") junction and of the Gu and Bacchiglione river
crossings along the pipeline Sergnano-Tarvisio DN 850 (34)
Customer
Snam Rete Gas S.p.A.
Execution period
August 2005-December 2006
Work value
20.678.000,00
Technical Data
Nr
Microtunnel
Crossing
I.D. (mm)
Nr
Microtunnel
Crossing
Ceresone River
Camisano (Vi)
Curved/St. L. (mt)
C/r.1800
159
2000
LEB channel
Mossano (Vi)
C/r.1800
306
Rio Puina
Camisano (Vi)
C/r.1800
261
2000
10
Bisatto channel
Barbarano (Vi)
C/r.2000
213
2000
Grimana Rd21
Camisano (Vi)
C/r.2000
213
2000
11
Scolo Rion
Villaga (Vi)
C/r.1800
189
2000
Rio Tesinella M4 Grisignano (Vi)
C/r.2000
216
2000
12
Scolo Seonega
Villaga (Vi)
S/g.1.61%
93
2000
Main road 11
Grisignano (Vi)
S/g.0.5%
90
2000
13
Scolo Liono
Sossano (Vi)
C/r.2000
273
2000
Rio Settimo
Grisignano (Vi)
S/g.0.4%
60
2000
14
Scolo Ronego
Orgiano (Vi)
S/g.1.53%
60
2000
Bacchiglione r.
Montegalda (Vi)
C/r.2000
738
2000
15
LEB channel
Cologna V.ta (Vr) S/g.0.01%
72
1800
Main road 16
Montegaldella(Vi) S/g.0.5%
90
2000
16
Gu river
Cologna V.ta (Vr) C/r.2100
318
2000
Microtunnel nr 2: machine in the starting shaft.
Curved/St. L. (mt)
I.D. (mm)
2000
Microtunnel nr 7: view from the starting shaft
In the area of Vicenza and Verona I.CO.P constructed 18 microtunnels. 16 of them were constructed along the new
pipeline Camisano Vicentino-Zimella DN 1400 (56) and 2 of them on the Sergnano-Tarvisio DN 850 (34) pipeline.
The work also included the construction of all starting and arriving shafts.
4.295 mt were drilled, in drilling sections going from the 738 mt of the Bacchiglione River microtunnel to the 60 mt of
Scolo Ronego one. Underground channel and river (Gu and Bacchiglione rivers) crossings, motorway and main road
crossings were constructed constantly checking the drilling pressure during the excavation, executed using two
Herrencknecht machines (AVN2000D machine for microtunnels nr. 1, 2, 3, 4, 7, 9, 10, 16 and AVN 1600 machines for
microtunnels nr 5, 6, 8, 11, 12, 13, 14, 15). The drilling involved alluvial river deposits, and more in general from
medium to fine sands with loam; near the main rivers (Gu river and Bacchiglione river) there were peat and clay
levels thick up to some meters; only locally there were gravellous strata.
Microtunnel
The drilling did not present any particular difficulty. Some problems of watertightness emerged in those shafts where
the excavation was executed within fine sand with loam deposits. In this cases the difficulties were overcome both by
the execution of well points and by using the jet grouting technique for the construction of reinforced concrete
diaphragm walls and sheet piles.
Microtunnel nr. 5: cutting head arrival of AVN 1600
Microtunnel nr.16: AVN 2000D breakthrough
Cutting head
Microtunnel nr. 16: starting shaft
I.CO.P. S.p.a.
Via S. Pellico, 2
33031 Basiliano
(UD) Italia
Tel. +39 0432 838611

Fax +39 0432 838681
icop@icop.it
www.icop.it
C.F. e P.IVA 00298880303

R.E.A. 131947 Udine
ISO 9001
ISO 14001
OHSAS 18001
SA 8000
Microtunnel
9946 - Messina - Lots A & B

Works for the construction of the Montalbano Elicona - Messina
DN 1200 (48") pipeline - 75 bar. Lots A and B.
Customer
Execution period
2008 - 2009
Work value
42.150.000,00
Technical Data
N.
Microtunnel
L(m)
ID(mm)
ED(mm)
Castelluccio
960 m
2400
3080
Piano di Comi
915 m
2400
3080
Piano di Comi job site eye-bird view
Installaton of one machine element - Piano di Comi
TECHNICAL DETAILS OF THE CONSTRUCTION of the microtunnel Castelluccio in Villafranca Tirrena (ME) Italy:
The starting pit, situated inside the river shore, is constructed excavating and executing the concrete structure; the
arrival is inside a trench. The maximum depth under the mountain is of about 200m. The tunnel is constructed by
means of an AVN2500D with an external diameter of 3080mm.
Characteristics of the track: length L=960m, constant gradient of 5,6%, planimetric alignment with one curve of
radius R=4000m. Level difference between the entrance and the exit of about +55m.
Drilling in metamorphic rock with high degree of alterations and cracks, presence of more than one area of fault with
oblique direction compared to the alignment. Prolonged stop of the drilling process cause by the huge pressure and
friction made by the rocks passed during the advancement in a fault area. Realization of works to remove the
blockage and restart with the normal process of pipe jacking.
Insertions of sections with triple joint followed by pipeline installation from starting pit (thrust by a winch and pulleys).
Microtunnel
TECHNICAL DETAILS OF THE CONSTRUCTION of the microtunnel Piano di Comi in Villafranca Tirrena (ME) Italy:
The starting pit, situated inside the river shore, is constructed excavating and executing the concrete structure; the
arrival is inside a trench.
The maximum depth under the mountain is of about 120m;
The tunnel is constructed by means of an AVN2000D with an external diameter of 3080mm.
Characteristics of the track: length L=915m, first section without gradient followed by a vertical curve with radius
R=2500m and a final slope with a gradient of about 22%. Level difference between the entrance and the exit of about
+52m.
Drilling in metamorphic rock with high degree of alterations and cracks, crossing of a channel and an existing
pipeline with a cover of 6m.
Installation of the pipeline from the starting pit through the thrust made by a winch and pulleys. Insertions of sections
of line made with triple joint.
View of the tunnel during the drilling phase - Castelluccio
Machine breakthrough - Castelluccio
Machine breakthrough - Piano di Comi
Insertion of the 42 pipeline
I.CO.P. S.p.a.
Via S. Pellico, 2
33031 Basiliano
(UD) Italia
Tel. +39 0432 838611

Fax +39 0432 838681
icop@icop.it
www.icop.it
C.F. e P.IVA 00298880303

R.E.A. 131947 Udine
ISO 9001
ISO 14001
OHSAS 18001
SA 8000
Microtunnel
9952 - Tarvisio - Malborghetto

Works to construct Tarvisio - Malborghetto
pipeline with DN1200 (48) and to change the
existing pipeline DN900 (36). P 75 bar.
Customer
Execution Period
january 2008 december 2010
Work value
40.960.000,00
Technical data
No.Microtunnel
1 Bosco di Colma
2 Coston Tedesco
3 Lussari
Machine
Gradient
ID (mm)
AVN2000D
AVN2500D
AVN2000D
11%
5%
1,8%
2000
2500
2000
Lussari: starting pit with the locomotive for the

transport of materials
ED (mm)
3100
3100
3100
Bosco di Colma: drilling rig used to pull the pipeline in the tunnel
Microtunnel "BOSCO DI COLMA" (crossing of a mountain with a maximum depth of about 250m)
The starting pit, situated near the mountainside entrance, is realized with excavation and execution of the concrete
structure. The arrival point is realized in a open trench on the opposite side of the mountain.
The tunnel is realized with an AVN2500D with external diameter of 3100mm.
Characteristics of the track: length L=1320m, constant slope with a gradient of about 11%, absence of curve. Difference
in level between the entrance and the exit about +150m.
Drilling in rock through different formations; presence of fault areas and rocks with variable consistence and rank of
3
cracks. Huge quantities of water from the mountain with pressure over 2bar and flow about 15-20m /hr.
Usage of the intermediate jacking stations to complete the drive.
Installation of the pipeline by pulling from the arrival shaft with a drilling rig for HDI. Installation of sledges for the pulling
Microtunnel "COSTON TEDESCO" (crossing of a mountain with a maximum depth of about 100m)
The starting pit, situated near the mountainside entrance, is realized with excavation and execution of the concrete
structure. The arrival point is inside an open trench in the riverbed of a mountain torrent.
The tunnel is made with an AVN2500D with external diameter of 3100mm.
Characteristics of the track: length L=1065m, constant slope of about 5%, absence of curve. Difference in level
between the entrance and the exit about +50m.
Drilling in rock through different formation of lime; presence of rocks with variable consistence and rank of cracks,
3
crossing two areas of fault. Presence of huge quantities of water with pressure over 2bar and flow about 20m /hr.
Microtunnel "LUSSARI" (crossing of a mountain with a maximum depth of about 100m)

The starting pit is situated near the mountainside of entrance on the shore of the Lussari torrent; the pit is realized with
excavation and execution of the concrete structure.
The arrival point is inside an open trench in the riverbed of the mountain torrent.
The tunnel is realized with an AVN2000D with external diameter of 3100mm.
Characteristics of the track: length L=1080m, constant slope of about 1,8%, absence of curve. Difference in level
between the entrance and the exit of about +19m.
Drilling in rock through different formation of lime; stop of the advancement at the progressive of 570m because of the
high lateral forces in a fault area. Change of the system from pipe jacking to segment lining and continue with the drilling.
Lussari: construction of ring of segments
Lussari: view of tunnel entrance for the segment lining system
Coston tedesco: installation of the sledges on the pipeline
Coston tedesco: design of the sledge
Microtunnel
Geological section
Foundations
1296 Skjold Plads

Copenhagen - Denmark
Execution of secant piles diam 1000 mm at Skp The Cityringen Metro Project - Copenhagen Denmark.
Client
CMT Cityringen Metro Project
Execution time
June 2013 - on going
Work value
1.713.000,00
Technical data
Pile diameter
1000-mm
Total bored length
6.140,00 m
Interaxis
800 mm
Drilling rig no. 1
Bauer BG39
Pile depth
15 28 m
Drilling rig no. 2
Bauer BG30
Drawing Section of the station
Site view
I.CO.P. Denmarks Aps is responsible for the execution of the secant piles which will build the main box and the
ventilation shaft of the new station of the metro in Skjold Plads.
This is one of the 17 new stations which the consortium Cityringen is building in Copenhagen as part of the works for the
construction of the new 16-kilometer-long ring to connect the central areas of Copenhagen (Kbenhavn H via
Rdhuspladsen and Kongens Nytorv; Frederiksstaden via sterport, Triangeln, sterbro, Nrrebro, Frederiksberg,
Vesterbro and back to Kbenhavn H) with the existing metro line.
I.CO.P. is executing secant piles with diameter of 1000mm and interaxis of 800mm for a total length of 6.140,0m. The
station consists in two parts: main box where 28-meter-long piles were executed and ventilation shaft with 15meter-long piles.
I.CO.P. has been employing for the execution of the piles two Bauer drilling rigs (BG40 and BG39) equipped with kelly
bar and rotary drive with diameter of 1000 mm. Bauer and Brunello casings are installed over the entire length of the
piles.
Particular attention is paid during the excavation to the following conditions:
Soil stratigraphy (sandy layers alternating with sedimentary rocks and clay layers down to 22 m; CPH Clay
limestone down to the trench end) ;
Presence of confined and not confined aquifers;
Closeness to apartment houses built without foundations in the early XXth century, still inhabited.
In order to prevent neighbouring structures from settling, casings are permanently kept in advanced position with respect
to the drilling tool during excavation. At the same time, in order to keep stable the hydraulic gradient between the trench
and the surrounding aquifers, the trench is continuously filled up with polymer-added water.
Great attention is paid to the installation of reinforcement cages as well. Indeed, as per technical specifications strict
tolerances are to be observed, in particular with regard to pile length (+15/-5 cm), rotational motion (<5) and vertical
deviation (<1/100).
Further preventive measures are taken, furthermore, in order to comply with very strict noise emission standards in urban
areas. In order to be able to comply with the 80-dBa limit, state-of-the-art technologies and special noise-attenuating
equipment are employed. As to environmental protection, I.CO.P. installed the particulate filter on all its machines.
Concreting
Via Silvio Pellico, 2

33031 Basiliano
(UD) UDINE
Casing removal
Tel +39 0432 838611

Fax +39 0432 838681
info@icop.it
www.icop.it
Cap. Soc. 5.000.000 i.v.

C.F. e P.Iva 00298880303
Reg. Impr. Udine 00298880303OH
R.E.A.131947 Udine
ISO 9001
ISO 14001
OHSAS 18001
SA 8000
Foundations
1295 Trianglen Plads- Copenhagen

Denmark
Execution of D Walls 1200 mm in Triangle Construction site
The Cityringen Metro Project - Copenhagen -Denmark.
Client
Execution time
September 2013- February 2013
Work value
2.717000,00
Technical data
Trench width
1200 mm
Work size
5900 sqm
Trench length
2800 mm
Drilling rig
Bauer BG28
Trench depth
31,50 m
Trench cutter
Bauer BC 32
Work site Trianglen Plads
I.CO.P. Denmarks Aps is executing reinforced-concrete diaphragm walls, which will be part of the new station of the
metro in Trianglen Plads.
This is one of the 17 new stations which the consortium Cityringen is building in Copenhagen as part of the works for the
construction of the new 16-kilometer-long ring to connect the central areas of Copenhagen (Kbenhavn H via
Rdhuspladsen and Kongens Nytorv; Frederiksstaden via sterport, Triangeln, sterbro, Nrrebro, Frederiksberg,
Vesterbro and back to Kbenhavn H) with the existing metro line.
I.CO.P. Denmarks Aps will execute reinforced-concrete diaphragm walls having trench width of 1200 mm, length of 2800
mm and depth of 31,50 m, for a total area of about 6000 sqm.
I.CO.P. is employing for the execution of D-walls a drilling rig Bauer BG28 equipped with a trench cutter Bauer BC 32.
The excavation is carried out by hydromill technology. The use of bentonite mud to stabilize the excavation and as
medium to dig away the excavated material enables, indeed, high production rates, while minimizing the transmission of
vibrations to the ground and to the surrounding buildings.
The desanding unit is better suited, as opposed to other technologies, to collect the excavated material in a clean and
orderly way, so as to ease its removal and transport to landfill.
The soil stratigraphy ( Upper CPH clay limestone and Mid

CPH Clay limeston) required the use of special cutting
wheels equipped with highly resistant, interchangeable
teeth.
In order to ensure the compliance with the strict tolerances

for vertical deviation (0,5%), the advance of the cutter is
monitored in real time by the operator on a special display.
The collected data make it, therefore, possible to exactly
know the position of the cutter and, as a consequence, to
make the corrections needed to ensure the right verticality
(B-Tronic System).
Particular attention is paid, furthermore, to the very strict

noise emission standards in urban areas. Besides, in
order to be able to comply with the 80-dBa limit, state-ofthe-art technologies and special noise-attenuating
equipment are employed. As to environmental protection,
I.CO.P. installed the particulate filter on all its machines

33031 Basiliano
(UD) UDINE
Tel +39 0432 838611

Fax +39 0432 838681
info@icop.it
www.icop.it
Cap. Soc. 5.000.000 i.v.

C.F. e P.Iva 00298880303
R.E.A.131947 Udine
ISO 9001
ISO 14001
OHSAS 18001
SA 8000
Foundations
1292 Vibenshus Runddel

Copenhagen Denmark
Execution of secant piles diam 1000 mm at Vhr - The Cityringen
Metro Project - Copenhagen -Denmark.
Client
Execution time
March 2013- November 2013
Work value
3.001.640,00
Technical data
Pile diameter
1000-mm
Total bored length
9.880,00 m
Interaxis
800 mm
Drilling rig no. 1
Bauer BG39
Pile length
13 36 m
Drilling rig no. 2
Bauer BG40
I.CO.P. Denmarks Aps was responsible for the execution

of the secant piles which will build the main box, the
technical room and the ventilation shaft of the new station
of the metro in Vibenshus Runddel.
This is one of the 17 new stations which the consortium
Cityringen is building in Copenhagen as part of the works
for the construction of the new 16-kilometer-long ring to
connect the central areas of Copenhagen (Kbenhavn H
via Rdhuspladsen and Kongens Nytorv; Frederiksstaden
via
sterport,
Triangeln,
sterbro,
Nrrebro,
Frederiksberg, Vesterbro and back to Kbenhavn H) with
the existing metro line.
I.CO.P. executed secant piles with diameter of 1000mm
and interaxis of 800mm for a total length of 9.880,0m. The
station consists in three parts: main box and technical
room where a total number of 202 piles with length 36m
were executed and ventilation shaft with 13,9-meterlong piles.
I.CO.P. employed for the execution of the piles two Bauer
drilling rigs (BG40 and BG39) equipped with kelly bar and
rotary drive with diameter of 1000 mm. Bauer casings
were installed over the entire length of the piles.
The stratigraphy of the soil showing sandy soils with the
presence of erratic blocks, followed by the well known
Upper CPH clay limestone from a depth of 28m required
the use of rock drilling equipment (bucket and core barrel)
during the whole process, while the presence of ground
water made it necessary to take all preventive measures
to prevent undesirable piping scenarios.
Particular attention was paid to the installation of
reinforcement cages. Indeed, as per technical
specifications strict tolerances had to be observed, in
particular with regard to pile length (+15/-5 cm), rotational
motion (<5) and vertical deviation (<1/100).
A winter view of VHR job site.
Further preventive measures were taken in order to comply with very strict noise emission standards in urban areas.
Besides, in order to be able to comply with the 80-dBa limit, state-of-the-art technologies and special noise-attenuating
equipment were employed. As to environmental protection, I.CO.P. installed the particulate filter on all its machines.
Casting by belt conveyer

33031 Basiliano
(UD) UDINE
Movement of the drilling rig BG39 overnight
Tel +39 0432 838611

Fax +39 0432 838681
info@icop.it
www.icop.it
Cap. Soc. 5.000.000 i.v.

C.F. e P.Iva 00298880303
R.E.A.131947 Udine
ISO 9001
ISO 14001
OHSAS 18001
SA 8000
Foundations
1290 Frederiksberg
Copenhagen - Denmark
Execution of drilling and grouting works at the Frederiksberg
Station for the TBM breakthrough in grout plug - The
Cityringen Metro Project - Copenhagen - Denmark.
Client
CMT Cityringen Metro
Execution time
January 2013 - April 2014
Work value
Project: 1.471.600,00
Wiide shot of the site Area 5: Works on the surface with drilling rig Casagrande C6xp and ongoing construction of the station
Technical data
Drilling diameter (with casing)
114 mm
Comacchio MC400
350 - 1300 mm
Drilling rig - 1st phase (Shopping center

basement)
Drilling rig 2nd phase (outer area)
Interaxis
Borehole length
15 25 m
Grouting plant
Total length
10.100,0 m
Slurry pump
Lorenzetto Loris
4 injectors Elena 80/200
1 agitator L500
Duplex L01
TAM
D40/50 2valves/m
Storage silos
Injection packers
Single packer D56 for rock grouting

Double packer D30 for TAM grouting
Compressor
Casagrande C6xp
cement silo 30 t
bentonite silo 30 t
Atlas Copco XAS 75 DD
This is one of the 17 new stations which the consortium Cityringen is

building in Copenhagen as part of the works for the construction of
the new 16-kilometer-long ring to connect the central areas of
Copenhagen (Kbenhavn H via Rdhuspladsen and Kongens Nytorv;
Frederiksstaden via sterport, Triangeln, sterbro, Nrrebro,
Frederiksberg, Vesterbro and back to Kbenhavn H) with the existing
metro line.
I.CO.P. Denmarks Aps has executed a wide series of boreholes D114
in order to properly consolidate the soil which will be concerned by
the breakthrough in the new station of the two TBMs currently in use.
The boreholes are provided with casings up to the depth where
partially fractured base limestone is to be found. Limestone layers are
consolidated by rock grouting by way of a single packer fitted at the
casing shoe. The consolidation of the remaining soil is carried out,
instead, by installing so called Tubes a Manchette (TAM) in the hole
and performing repeated injections of cement-based grouts through
the valves.
Area 5 primary holes marked with stakes and suitably signalled.
The successful output of soil consolidation operations

depends on the observance of the required limit values in
terms of both pressure and volume as well as on the physical
properties of the mixtures employed.
Drilling and grouting operations are properly recorded by
means of two different data acquisition systems, placed
respectively on the drilling rig and the mixing plant.
Mixing plant (on the left) and grouting unit (on the right).
I.CO.P. has already executed boreholes for a total length of

4.700,0m in 4 different working areas in 2 rooms of the
basement of the shopping centre located next to the station.
Further 5.400,0m will be executed in two separate areas with
workspace both from the surface and from inside the new
station.
For the execution of the works I.CO.P. employed and is
going to employ two drilling rigs with different dimensions
and performances. In particular, the smaller one, the drilling
rig Comacchio MC400, was employed for the whole work in
the first 4 areas inside the basement of the shopping centre.
The same rig will be used for the activities foreseen from
inside the station under construction. In addition, a drilling rig
Casagrande C6xp will be soon employed for the works to be
executed on the surface, where there are not particular space
restrictions.
Soil stratigraphy shows the presence of clay till alternating
with sand and gravel over the first 15 m, followed by a
significantly gravel-rich layer down to 20m, lying on the base
limestone, partially fractured in the first part.
Cement and bentonite storage silos feeding the mixing/grouting plant.
Drilling rig MC400 in the basement, area 3.
Ongoing injections in the basement, area 1.
Further preventive measures were taken in order to comply with very strict noise emission standards in
urban areas. With the cooperation of CMT, soundproof material was installed on each wall during the first
working phase in the basement of the shopping centre; a proper soundproof barrier was installed, instead,
for outdoor works. Besides, in order to be able to comply with the 80-dBa limit, state-of-the-art technologies
and special noise-attenuating equipment were employed. As to environmental protection, I.CO.P. installed
the particulate filter on all its machines.

33031 Basiliano
(UD) UDINE
Tel +39 0432 838611

Fax +39 0432 838681
info@icop.it
www.icop.it
Cap. Soc. 5.000.000 i.v.

C.F. e P.Iva 00298880303
R.E.A.131947 Udine
ISO 9001
ISO 14001
OHSAS 18001
SA 8000
Foundations
1233 Basaldella
Project and construction of the renewed road
crossing between S.S. 13 roadway and S.P. 89
roadway in Basaldella (Udine - Italy).
Client
Udine Province
Execution time
June 2010- September 2011
Contract value
5.571.586,00
Technical data
CFA piles
Underpass
Number of drilled piles:
730
Total length:
1 km
Piles diameter
900 mm
Number of new lanes:
4+2
Piles length
from 5 to 15,5 m
Other works:
relocation of underground facilities;
Total length
350 m
excavations;
new sewers and drainage systems;
road paving;
etc.
Work site
The intervention aimed to solve serious problems of traffic congestion in the area. It required a major change of the
crossroad, which was split in different levels. It was necessary to build an underpass, which had to be executed without
interfering massively with the viability and therefore without totally closing the road. The underpass construction required
a number of consolidation and protection works. In particular it was necessary to install a piling both to temporarily bear
the deck and the adjacent roads and to allow the final masonry works to be carried out. The composition of the soil led to
use, for such piling, the Cased Secant Piling Technology (CSP) since the installations made with secant piles provide
excellent sealing characteristics, improved verticality and a higher quality finishing.
730 piles were drilled, both contiguous and secant ones. The secant piles were left in place, since they became the final
masonry support of the land adjacent to the new road.
Once the piling was ready it was possible to carry out the excavation of the ground between the two rows of piles until
reaching the underpass ground level. The precast support beams in prestressed concrete supporting the deck of the
viaduct were placed on the side abutments of the underpass and on the provisional central piles. The procedure ended
with in-situ concrete casting.
.

33031 Basiliano
(UD) UDINE
Tel +39 0432 838611

Fax +39 0432 838681
info@icop.it
www.icop.it
Cap. Soc. 5.000.000 i.v.

C.F. e P.Iva 00298880303
R.E.A.131947 Udine
ISO 9001
ISO 14001
OHSAS 18001
SA 8000
Special foundation works: CSM diaphragm walls
1223 Venice - Lido

Construction of foundational and containment works for the
new Palazzo del Cinema in Venice - diaphragm walls with
CSM technique
Customer
SACAIM
Execution period
September 2009 February 2010
Work value
795.000,00
Technical specifications
Floor dimension
180,00 x 60,00 ml
No. and width of primary panels
110 - 2,40 ml
Panel depth
18,50 ml
No. and width of secondary panels
110 - 2,80 ml
Average panel thickness
2,80 ml
Jobsite area, Bauer BG 28 drilling rig with BCN10 cutter
Mixing plant: jet grouting preparation and pumping
The works consisted in the construction of the underground portion of the new Palazzo del Cinema of Venice outer
containment walls of the of the. The work was performed by means of CSM technique, which provides for the use of
special equipment able to consolidate the ground by drilling and mixing the soil and contemporary adding a mixture of
water, cement and bentonite. The resulting consolidated soil can develop a compressive strength of more than 5 Mpa
and K permeability coefficients of less than 1 x 10-9 m / s.
The treated soils are predominantly silty sands with the presence of man-made material in the first three meters from the
worktop and local clay layers in the deepest areas.
The work consisted in an approximately rectangular plant measuring 180 x 60 meters made of interpenetrated panels of
consolidated soil with thickness of 65 cm, depth of 18.5 ml and an average width of 240 cm. The cast-in situ panels were
then reinforced placing in each of them 4 welded HSL 550 bars connected together.
The consolidation work had to guarantee water tightness since the water table was at - 3.00 lm from ground level.
The work was carried out by means of a drilling rig equipped with cutter wheels able to drill the upper layers
characterized by the presence of masonry.
The excavation of the panels was carried out starting from primary ones. Once all primary panels were in place the
drilling of the secondary ones started. Secondary panels are interposed to the primary ones and clamped on them. The
interpenetration is ensured by the partial drilling of the primary panes for about 15 - 20 cm in order to obtain
homogeneous contact surfaces of consolidated soil.
The effectiveness of such technique allowed the consolidation of an average size of 140 sq m / day.
BG 28 Bauer drilling rig with BCM 10 cutter for CSM
Laying of HSL 550 beams
Detail of corner panels after CSM operations
Special foundation works: Micropiles and tie rods
1221 Hospital Centre

(Monaco, Principality of
Monaco)
Foundation works for the construction
of the new maternity unit of the Hospital
Centre in Monaco (Montecarlo)
Customer
SMETRA
Execution period
March 2010 July 2010
Work value
1.200.000,00
No. of micropiles
105
No. of tie rods
120
Average pile length
25,00 lm
Tie rods length
Up to 15 meters
Pile diameter
250 mm
Drilling diameter for tie rods
152 mm
The aim of the works was the execution of the foundation works building the new maternity unit of the Hospital Centre in
Monaco. This included the execution of micropiles DN 250 mm with variable lengths ranging from 20 to 28 lm for a total
length of about 2.700 meters and tie rods with lengths up to 15 meters and variable number of strands between 3 and
5 totalling 1.800 meters.
The soil crossed mainly consisted in marly limestone and clayey marl.
Being the works executed next to the existing hospital building, it was necessary to use small-size but high-torque drilling
rings, able to reach the narrowest spaces and, at the same time, ensure drilling diameters up to 250 mm.
Drilling rig for micropiles
Foundation works type D Retaining wall layout
Tunnel wall elevation
Tunnel wall Tie rods position (cross section)
Tunnel wall Tie rods position (elevation)
Special foundation works: Piles and tie rods
1209 - Ilot Prince (Monaco, Principality

of Monaco)
Foundation works of the Technical and Hotel School in Monaco
(Montecarlo)
Customer
Smetra
Execution period
February 2009 May 2010
Work value
3.200.000,00
No. of piles
95
No. of tie rods
250
Average pile length
25,00 lm
Tie rods length
Variable, 15-25 lm
Pile diameter
880 mm
Drilling diameter for tie rods
152 mm
The aim of the works was the execution of foundation works as soil retaining structures during the excavation of the
basement for the underground parking area of the Technical High School. This included the execution of four- and eightstrand tie rods with variable length between 15 and 25 lm for a total length of about 5.000 meters and piles with lengths
up to 25 lm and diameter of 880 mm, totalling 2.400 meters.
The soil crossed mainly consisted in limestone rocks.
Drilling rig BAUER BG 25 for execution of piles
Site layout for execution of tie rods
Site view and BAUER BG 25 for the execution of piles
Limestone cores drilled during the execution of the piles
Special Foundation Works - Diaphragm Walls
1176 - 1176 Barcelona-Ponts (Spain)

U.T.E. PONTS OLIOLA. Segarra Garrigues Canal between
P.K. 0 + 000 and 5 + 200.
Execution of a watertight barrier by using plastic diaphragms
with thickness of 50 cm
Customer
SELCO Cimentaciones y Construcciones
SL - Barcelona
Execution period
August 2007 October 2007
Work value
405.000,00
Technical Data
Total length
460 lm
Trench thickness
0,50 lm
Diaphragm surface area
6.400 m2
Soil conditions
Lime sands and co
Trench depth: Variable
12 18 lm
Panel excavation
Slurry preparation and mixing unit
The works consisted in the execution, nearby the built-up area of Ponts, in Spain, of a watertight barrier
placed around the pipe trench meant for the laying of a reinforced concrete pipeline DN 3000 mm for
drinking water.
The pipeline, with total length of some kilometers, crosses different soils in presence of ground water. The
installation of the pipeline was made possible only by sealing the area of excavation and lowering the level
of the ground water inside the area enclosed by the plastic diaphragm barrier.
The excavation of diaphragm walls took place in mainly sandy soils and some centimeter-thin conglomerate
layers. Drilling depth ranged from 12 to 18 meters, down to about 1 meter into the underlying rock substrate.
Special Foundation Works - Diaphragm Walls
Slurry preparation and mixing unit
Construction site
Construction site
Construction site
I.CO.P. S.p.a.
Via S. Pellico, 2
33031 Basiliano
(UD) Italia
Tel. +39 0432 838611

Fax +39 0432 838681
icop@icop.it
www.icop.it
C.F. e P.IVA 00298880303

R.E.A. 131947 Udine
ISO 9001
ISO 14001
OHSAS 18001
SA 8000
Special foundation works: Diaphragm walls
1175 Thessaloniki, Greece

Thessaloniki Metro (Greece).
Construction of 6 stations by execution of
diaphragm walls by trench cutter
Customer
EDAFOSTATIKI-ICOTEKNE JV
Principal
Attiko Metro S.A.
Execution period
August 2007 September 2009
Work value
6.500.000,00
Average floor dimensions
75,00 lm x 22,00 lm
38, 2,50 lm
Trench depth
36,00 48,00 lm
38, 2,80 lm
Trench thickness
1,20 lm
The works consisted in the execution by trench cutter of perimeter diaphragm walls to act as retaining walls for the
stations of Venizelos, Agia, Sofia, Sindrivani, Panepistimio and Papafi, as part of the works for the construction of the
Thessaloniki Metro.
Bauer Cutter BC32
Bauer Cutter BC32
To this aim trench cutters were used to drill and cast diaphragm walls with variable depth between 36,00 and 48,00 lm
and thickness of 1,0 and 1,20 lm.
As opposed to conventional equipment used for the execution of diaphragm walls, trench cutters are effective also in
presence of rock masses or particularly compacted layers, which would be otherwise difficult to cross; they ensure,
furthermore, watertight surfaces and minimize verticality deviations, which may easily result, due to the length of the
panels, in the failure to meet project requirements.
The excavation of diaphragm walls by trench cutter takes place inside two reinforced concrete guide walls, which are
built on purpose to enable the exact positioning of the drilling rig. Each panel is excavated in one stage and is as wide as
the cutter, that is 2,80 m. The excavation of primary panels is followed, after setting for at least 3 4 days, by the
execution of intermediate secondary or closing panels.
During the execution of secondary panels, in order to obtain the exact overlapping of the different casting sections,
primary panels are partly cut through. The overcut thickness, which is mainly dependant on drilling depth, ranges from 15
to 20 cm for panels with depth between 20 and 40 lm. The overcutting of primary panels enabled the formation of coarse
and clean contact surfaces, thus creating high quality joints able to ensure a very high watertightness degree.
Trench cutter excavation phases
Trench cutter desanding plant
Special foundation works: Jet grouting
1130 Metropolitana Roma

Line B1 - Station Annibaliano.
Execution of jet grouting bottom plug
Customer
RI.MA.T.I. Soc. consortile a.r.l - Roma - Rm
Execution period
February 2006 November 2007
Work value
3.600.000,00
No. of columns
4.350
Injected length
10 + 2 lm
Bottom plug depth
43,00 lm
Type
Bi-fluid
Column diameter
1.500 mm
Cement storage silos and jet grouting plant
Desanding unit for bentonite slurries: BE500
The works consisted in the construction of perimeter and central bearing walls for the underground station of piazza
Annibaliano, in Rome, along with the execution of the jet grouted bottom plug, in order to counteract buoyancy forces.
The execution of the bottom plug took place in mixed soils, at a depth of about 30,00 to 45,00 lm from ground level.
To this aim special equipment was used, able to reach the requested depths by way of an automatic rod loading system
and, for one of the three rigs employed, through the use of a over-53-lm-long mast, thus enabling the effective and
continuous execution of the works. The jet grouted columns, with a diameter of 1500 mm, were obtained by using the bifluid (i.e. grout and air) method.
Drilling rig BG28: Washing up of the rods after completion of injection works
Bauer Cutter BC32
Drilling rigs BG28 and C14 for the execution of the bottom plug
Subsoil
1109 - 1109 - Terraglio (VE)

Tender no. 79/2004. Execution of the underpass to the A-road
S.S. 13 Terraglio, linking the A-road S.S. 14 bis to the new
hospital in Mestre and to the new industrial area.
Customer
Municipality of Venice
Execution period
July 2005 - December 2006
Work value
6.075.640,43
Technical Data
Prestressed concrete deck
510 sm
Ramp length:
375 m
Ramp width:
20,50 m
Ground water level:
- 2,20 m from grou
Underpass view
Sewage lift station with drainage wells and ditch receiving

rainwater inside the pavements
The works consisted in the construction of an underpass with prestressed-concrete slab and the later
excavation of the underlying ground in presence of ground water, with a pumping system of 11 wells.
Prior to excavation, a tensile test was executed on the anchoring piles of the foundation slabs of the ramps
in order to counteract ground water buoyancy forces.
The walls of the ramps were faced with sound-absorbing panels and sound-absorbing bituminous
conglomerate was used for paving.
Subsoil
Load test on piles
Top view of part of the construction site
Final surveys
Prestressed-concrete deck and sound-absorbing panels
I.CO.P. S.p.a.
Via S. Pellico, 2
33031 Basiliano
(UD) Italia
Tel. +39 0432 838611

Fax +39 0432 838681
icop@icop.it
www.icop.it
C.F. e P.IVA 00298880303

R.E.A. 131947 Udine
ISO 9001
ISO 14001
OHSAS 18001
SA 8000
Special foundation works: Trench cutter
1014 Naples, trench cutter

Execution of reinforced concrete diaphragm
walls for the perimeter walls of the stations of
the new line 1 of the Naples Metro: Piazza
Duomo and Piazza Municipio
Customer
Consorzio G.T. & P.
Principal
SUDMETRO S.c.a.r.l. - Napoli NA
Execution period
April 2002 October 2002
Work value
2.080.000,00
45,00 lm x 19,00 lm
24, 2,35 lm
Trench length
45,00 lm
24, 2,80 lm
Trench thickness
1,00 lm
Total diaphragm surface area
Trench cutter BC30 mounted on a Liebherr 882 (Station no. 1, Piazza Duomo)
5,760 mq
Calcareous cores drilled during execution of the piles
The aim of the works was the construction of the perimeter walls of 2 underground stations in Naples. The works mainly
included the excavation and casting of diaphragm walls with average depth of 45,00 lm and thickness of 1,00 lm. The
floor dimensions of the stations (i.e. 45,00 lm x 19,00 lm) required, for each site, the excavation of 48 watertight
reinforced concrete panels, considering the presence of ground water at -3,00 lm from road level.
Installation of reinforcing cages and initial trench drilling phase
1000-mm-thick cutting wheels
The works were executed by using a trench cutter, that is a drilling machine able to cross both the loamy upper layers
(over the first 20 linear meters) and the deepest lithotypes, mainly made up of tuff. The ability to cut even through the
concrete of the primary panels also ensured the regular and smooth interfacing among the diaphragms, thus
guaranteeing the necessary concrete adherence and continuousness of casting operations and obtaining, in this way,
the required water tightness degree.
The use of a suitable desanding and slurry treatment plant enabled, furthermore, a fast and easy spoil disposal.
Slurry treatment and bentonite storage tanks
Separation plant Bauer BE500 and spoil collection tank
Special foundation works: Diaphragm walls
1130 Metropolitana Roma

Line B1 - Station Annibaliano
Execution of diaphragm walls
Customer
RI.MA.T.I. Soc. consortile a.r.l - Rome - Rm
Execution period
February 2006 November 2007
Work value
2.080.000,00
160,00 lm x 25,00 lm
110, 2,50 lm
Trench length
44,00 lm
110, 2,80 lm
Trench thickness
0,80 1,20 lm
Cement storage silos and jet grouting plant
Desanding plant for bentonite slurries: BE500
The works consisted in the construction of perimeter and central bearing walls for the underground station of piazza
Annibaliano, in Rome, along with the execution of the jet grouted bottom plug, in order to counteract buoyancy forces.
To this aim diaphragm walls with average depth of 44,00 lm and variable thickness ranging from 0,80 to 1,20 lm were
drilled and cast.
The presence of ground water at -7,50 lm from ground level required the use of technologies able to ensure a suitable
water tightness degree. Indeed, a trench cutter was employed for the execution of the works, that is a machine able to
easily cross both the loamy and clay-loam upper layers (over the first 25 linear meters) and the deeper partly compacted
gravels (down to the required project depth). Using the trench cutter enabled the execution of high quality joints, thus
ensuring a very high water tightness degree. The exact overlapping of casting sections is ensured, indeed, by the ability
of the trench cutter to partly cut through the primary panels while drilling secondary ones, creating in this way coarse and
clean contact surfaces. The overcut thickness, which is mainly dependant on drilling depth, ranges from 15 to 20 cm for
panels with depth between 20 and 40 lm.
The use of a suitable desanding and slurry treatment plant enabled, furthermore, a fast and easy spoil disposal as well
as the effective treatment of bentonite slurries. The specific treatment solution adopted enabled, indeed, to preserve over
a longer time the properties of the slurries, used to stabilize the ground and ease the discharge of the excavated spoil.
Drilling rig BG28: Washing up of the drill rods after completion

of injection works
Bauer Cutter BC32
Drilling rigs BG28 and C14 for the execution of the bottom plug
Opere speciali di fondazione: diaframmi
9964 Rome, Metro C

Rome Metro - Line C.
Execution of diaphragm walls by trench
cutter for the construction of the retailing
walls for the Station Torrespaccata.
Customer
Consorzio Icotekne
Principal
Metro C S.c.p.a.
Execution period
September 2008 April 2009
Work value
1.800.000,00
Station dimensions
100,00 lm x 10,00 lm
Trench depth
Up to 35,00 m
Trench thickness
0,80 lm
Total linear diaphragm surface area
~ 12.000 m
As part of the works for the construction of the Line C of the Rome Metro, diaphragm walls were executed by trench
cutter to act as retaining walls for the Station Torrespaccata.
Desanding unit and trench cutter Bauer CBC32
Assembly of reinforcing cages
The works included the excavation and casting of diaphragm walls with variable depths up to 35,00 lm and thickness of
0,80 lm.
To this aim trench cutters were used, which as opposed to conventional diaphragm wall construction equipment, are
effective also in those soils which would be otherwise difficult to cross, such as in presence of rock masses or particularly
compacted layers. A further advantage of trench cutter is, moreover, their ability to minimize verticality deviations, which
may easily result, due to the length of the panels, in the failure to meet project requirements.
built on purpose to enable the exact positioning of the drilling rig. Each panel is excavated in one stage and is as wide as
the cutter, that is 2,80 m.
The excavation of diaphragm walls consists in the execution of two different types of panels: first, primary panels and,
after setting for at least 3 4 days, secondary or closing panels.
During the execution of secondary panels, in order to obtain the exact overlapping of the different casting sections,
primary panels are partly cut through. The overcut thickness, which is mainly dependant on drilling depth, ranges from 15
to 20 cm for panels with depth between 20 and 40 lm. The overcutting of primary panels enables the formation of coarse
and clean contact surfaces, thus creating high quality joints able to ensure a very high watertightness degree.
Excavation operations (foreground) and cages installation

(on the background)
Excavation operations (foreground) and cage installation
Opere speciali di fondazione: diaframmi
9961 Naples, AS.M.

Naples Metro - Line 6.
Execution of diaphragm walls by trench cutter
for the construction of the retaining walls for
the Station San Pasquale.
Customer
Consorzio Icotekne
Principal
AS.M. scrl
Execution period
July 2008 June 2009
Work value
3.900.000,00
2
Station dimensions
86,00 lm x 25,00 lm
Total linear diaphragm surface area
~ 5.000 m
Trench depth
Up to 50,00 m
Total T-shaped diaphragm surface

area
~ 17.500 m2
Trench thickness
1,20 lm
As part of the works for the construction of the Line 6 of the Naples Metro, diaphragm walls were executed by trench
cutter to act as supporting and retaining walls for the Station San Pasquale.
Trench cutter Bauer Cutter BC32
Desanding unit for Bauer trench cutter
The works included the excavation and casting of both linear and T-shaped diaphragm walls with variable depths up to
50 lm and thickness of 1,20 lm.
For the execution of the works trench cutters were used. As opposed to conventional equipment used for the execution
of diaphragm walls, trench cutters ensure effective operation also in presence of rock masses or particularly compacted
layers, which would be otherwise difficult to cross; they ensure, furthermore, the formation of watertight wall surfaces and
minimize verticality deviations, which may easily result, due to the length of the panels, in the failure to meet project
requirements.
built on purpose to enable the exact positioning of the drilling rig.
The excavation of each panel having the same width as the cutter, that is 2,80 m takes place at one sitting. First
primary panels are executed. After setting for at least 3 4 days, the excavation of intermediate secondary or closing
panels starts.
In the specific case of the works at the Station San Pasquale, due to the particular geometry of T-shaped diaphragm
walls, trench excavation was thought to take place in two stages thus positioning the rig anew prior to proceeding
with casting operations. The use of a special machine called HTS able to turn the trench cutter 180 enabled instead
the execution of such challenging diaphragm walls from the same initial position.
During the execution of secondary panels, the exact overlapping of the different casting sections is obtained by partly
cutting through primary panels, what enables the formation of coarse and clean contact surfaces, thus creating high
quality joints able to ensure a very high watertightness degree. The overcut thickness, which is mainly dependant on
drilling depth, ranges from 15 to 20 cm for panels with depth between 20 and 40 lm.
Placement of the T-shaped reinforcing cages
Placement of the T-shaped reinforcing cages
Special foundation works: Injections
9938 Naples (Italy)

Naples Metro, Line 1, Stations Municipio
and Duomo.
Water tightness and soil consolidation
works by grouting and chemical injection.
Customer
ICOTEKNE S.p.A. (Consorzio Icotekne /
Consorzio Duomo)
Principal
SUDMETRO S.c.a.r.l. - Napoli NA
Execution period
September 2005 June 2010
Work value
17.500.000,00
Municipio Station: Drilling from ground level of the bottom plugs of the platform tunnels B and D (maximum drilling depth: 50m)
Technical Specifications
Municipio Station
Duomo station
Total drilled length
~ 21.000 lm
Total drilled length
~ 56.000 lm
Injected cement grout
~ 1.050 m3
Injected cement grout
~ 3.700 m3
Chemical injections
Chemical injections
~ 12.700 m3
600 m3
Municipio station: radial drillings from surface
Duomo station: 360 degreee drillings and injections
By combining the expertise and competence of its technical staff with the cooperation of some of the best designers and
experts in the field, I.CO.P. has been developing and setting up state-of-the-art soil consolidation technologies both at
design and at a technological and operational level finding itself relying on equipment and machinery (e.g. drill rigs,
cement and chemical grout mixing plants, injection plants) able to perform soil consolidation works in the widest range of
situations, both outdoors and underground, not least thanks to the most advanced software tools for the collection,
monitoring and recording of drilling and injection parameters.
In the case of the works at the Naples Metro (Intermediate Stations Municipio and Duomo) the need to execute injections
(completed in June 2010) was due to the low permeability and consolidation degree of the tuff and pozzolanic layers in
the area of the works (station shafts and platform tunnels).
Mixing and grouting plant
6-injector auto-station
The works usually consist in the execution of two different injection types, to be performed separately.
The first is the injection of bentonite-stabilised cement suspensions (C/W ratio: 0, 30,5) aimed at grouting major
cracks and intergranular spaces and creating, in this way, a kind of shell meant to contain the following injection.
The latter is, instead, the injection of three-component grouts (excluding water), that is high-penetrability sodium
silicate solutions meant to fill up and grout small-sized cracks and intergranular spaces which cannot be treated with
the previous injection type.
They are silica-based inorganic solutions characterised by syneresis absence, low initial viscosity and adjustable
setting time depending on the percentage of reagent, and obtained by mixing with water, before injection, different
volumes of three main elements:
Aqueous solution of modified sodium silicate;
Sodium salt solution (active reagent affecting the initial setting phase);
Calcium salt solution and/or suspension (slurry).

The above mentioned phases very often come after the injection of special types of injection grouts aimed at sealing,
by grouting, the discontinuous surfaces between reinforced structures (diaphragm walls, permanent and/or temporary
casings, tunnel entry, etc.) and the surrounding soil.
Based on the specific conditions, it is decided on the use of the following grout types:
Special foundation works: Injections
High-density cement suspensions (C/W<0,5) with addition of specific products aimed at ensuring high
fluency, expansion, fast initial setting time (30-45 min) and high compressive strength of the final product;
One or two component water-reactive resins characterised by very high penetrability, limited range, very fast
reaction (7-8 sec) and high expansion (30-40 times greater than the initial volume); such grouts are employed in
structural works and/or in natural grounds characterised by continuous and significant flows of water due to
inconsistency and/or micro cracks, which are therefore difficult to treat with the previous injection type.
Construction site Municipio station
Construction site Duomo station
Special Foundation Works - Trench Cutter (Hydromill)
9929 - Savona (Italy)

Works for the connection of Port of Savona high quays with the
cableways line at San Rocco
Customer
FUNIVIE S.p.A.
Execution period
August 2004 - June 2006
Work value
22.975.909,84
Technical Data
Internal shaft diameter
14,20 mt
Nr of primary panels and length
10,
2,05 ml
Diaphragm walls depth
41,00 mt
Nr of secondary panels and length
10,
2,80 ml
Diaphragm walls width
1,00 mt
Reinforcement cages and separation plant
Separation plant
Construction of the perimeter walls of microtunnel DN 2005 starting shaft. Inside the tunnel there is a
special conveyor for the carbon transportation from the port to the above hill. The shaft will be then
completed with a stocking silo and with the needed works of inspection and control.
The shaft is a cylindrical structure (with an internal diameter of 14,20 ml) constructed by the excavation and
the casting of reinforced concrete diaphragm walls 41,00 mt deep and 1,00 mt thick. Due to the presence of
groundwater at 2,20 ml above the ground surface it was necessary to use techniques able to guarantee
water retention.
For the excavation it was used a trench cutter able cut both upper sandly soft ground (first 28 mt) and the
deepest hard ground rocks, constituted by quartzytes with UCS until 100 Mpa. The possibility to cut the hard
layers, but also the primary panels concrete allowed the construction, between the diaphragms, of regular
interfaces free of waste perfectly suitable to guarantee concrete bond conditions and casting continuity. In
this way it is possible to reach the requested water retention.
Special Foundation Works - Trench Cutter (Hydromill)
The use of an appropriate desander and desilter for bentonite slurry has allowed an easy and quick mucking
waste disposal.
Shaft: internal diameter 14,20 ml , depth 41,00 ml, thickness

1,00 ml
Bauer desander BE500
Trench cutter BC32
Separation plant
I.CO.P. S.p.a.
Via S. Pellico, 2
33031 Basiliano
(UD) Italia
Tel. +39 0432 838611

Fax +39 0432 838681
icop@icop.it
www.icop.it
C.F. e P.IVA 00298880303

R.E.A. 131947 Udine
ISO 9001
ISO 14001
OHSAS 18001
SA 8000
Bridges and Viaducts
0101 - Delizia
Construction of a new bridge over the Tagliamento River
Customer
Anas - Roadway Construction Department for Friuli Venezia
Giulia S.p.A.
Execution period
April 1992 - October 1994
Work value
4.530.323,51
Technical Data
Main works executed:
- new bridge;
- new underpass;
- new access ramp
- new service road.
The construction of a new roadway junction between roadway no. 13 called "Pontebbana" and roadway no.
463 in Delizia area included the construction of a new bridge and the complete reorganization of the local
viability. The work was devided into two funcional batches. Among the numerous works performed, the two
continuous, prestressed reinforced concrete viaducts with curved progession, respectively 452 and 263 m in
length and 8,20 m in width with maximum span length of 36,60 m are worthy of particular mention.
Another very important constuction is the underpass for the Venice - Udine railway line, which was installed
by means of hydraulic thrust. It has a 21,10 x 5,30 m section.
I.CO.P. S.p.a.
Via S. Pellico, 2
33031 Basiliano
(UD) Italia
Tel. +39 0432 838611

Fax +39 0432 838681
icop@icop.it
www.icop.it
C.F. e P.IVA 00298880303

R.E.A. 131947 Udine
ISO 9001
ISO 14001
OHSAS 18001
SA 8000
1077 - Portomaggiore (FE)

Construction of the connecting road between the A-road 16
Adriatica and the B-road 68 (former A-road 495), next to the
municipality of Portomaggiore.
Customer
Municipality of Portomaggiore - FE
Execution period
March 2004 - Mai 2006
Work value
4.322.978,32
Technical Data
Road length:
3.650,00 m
No. of roundabouts:
Other works:
joints replacement
lengthening of r.a.
The project mainly consisted in the direct connection of two A-roads the A-road 16 Adriatica and the
former A-road 495 with straight course and quite wide turns (radius=300m) and the construction of 5
roundabouts to connect the existing roads.
Several works were executed for the crossing of outlet channels, including the construction of box culverts
made up of cast-in-situ sections with maximum span of 280 cm or vibrated reinforced concrete pipes
1000.
The project also included several works at crucial existing junctions connecting with the municipality of
Ferrara, among them: the installation, after milling, of a wearing course type Splittmastixasphalt over the
entire length; the removal and replacement of the expansion joints of an existing railway overpass; the
installation of the new street lighting and the new road signs.
The technical solution adopted for the execution of the road embankment was meant to minimize earth
movement. For this reason, indeed, the embankment bearing the road structure was executed by mixing
after on-site soil analyse earth with lime. This considerably increased its bearing capacity, preventing,
therefore, possible deformations of the project road. The lime stabilization made it, furthermore, possible not
only to reduce earth movement to a minimum, but also to best exploit the potential of the lithoid elements
contained in the soil.
TECHNICAL DATA
a) asphalt-treated ridable section: 2 x 3,75 = 7,50 m;
b) asphalt-treated shoulders: 2 x 1.50 = 3.00 m;
c) road embankment sides: 2 x 1.00 = 2.00 m;
d) road embankment gradient: 2/3;
e) minimum depth of ditches
from ground level: m 0,50;
f) minimum width of ditches: m 1.50;
g) minimum buffer strip (unbuilt space): m 18;
h) minimum roadbed depth: m 0,60;
l) maximum cross slope: 2.5%;
m) maximum longitudinal slope: 3.2%;
n) road embankment composition: earth-lime mixture.
I.CO.P. S.p.a.
Via S. Pellico, 2
33031 Basiliano
(UD) Italia
Tel. +39 0432 838611

Fax +39 0432 838681
icop@icop.it
www.icop.it
C.F. e P.IVA 00298880303

R.E.A. 131947 Udine
ISO 9001
ISO 14001
OHSAS 18001
SA 8000
1210 - Pianzano
Extension of the highway A28 from Pordenone to Conegliano.
By-pass of the B-road 41 in Pianzano
Customer
Autovie Venete S.p.A.
Execution period
March 2009 - September 2010
Work value
9.137.572,99
Technical Data
Road length:
m 3.550,00
Other works:
1) 4-way r.a.
2) big-diameter r.a.
3) underpass
Steel bars counteracting diaphragm walls before slab

installation
Construction of ramp walls by means of formworks supported

by steel structures
The project mainly consisted in the execution of the final section of the extension of the highway A28 from
Pordenone to Conegliano lots 28 and 29 between Sacile Ovest and Conegliano. This connecting road,
named variante della S.P. n 41 (i.e. bypass of the B-road 41), starts from the north-west roundabout under construction placed outside the tollbooth in Godega, crosses the B-road 165 Ungaresca with a
crossroads roundabout, underpasses the railway line Venice Tarvisio, then heads north again with a
second, wide turn, crosses via Trieste and via Montegrappa with a second roundabout and finally meets the
A-road 13. On the whole, the new section, running over the municipalities of Godeda SantUrbano and San
Fior, extends for 3.550m. The bypass was executed following the model of the typical roadbed of
secondary extra-urban roads, as per category C2 of the Italian Ministerial Decree dated 05.11.2001, i.e. one
single lane with length of 3,50 m in both directions and shoulders of 1,25 m each, for a total paved width of
9,50 m. The project included just one main construction work of particular structural relevance and some
other secondary works.
1) Underpass of the railway line Venezia Udine, with total length of about 700,00 lm and consisting in the
execution of: double diaphragm wall over the entire length of the ramps; double wall of vertical jet-grouted
columns, under the rails; bottom plug made up of successive jet-grouted columns over the entire ramp
section under ground water; launching ditch right under the railway embankment and, inside, a precast box
culvert to be pushed under rail by using (short-stroke) hydraulic jacks steered by hydraulic power pack;
temporary bridging structure (type ESSEN) to support the railway line during pull-in; precast reinforcedconcrete box culvert to be pushed through under the railway, with length of about 26 m, span of 11,50 x
6,00 m and 1,05 m thickness; floor slabs and D-walls concrete slabs.
2) Execution of a four-way roundabout on the A-road 13 placed at the centre of the traffic lights crossroad
named delle 4 strade, in the municipality of Godega, while keeping the existing crossroad.
3) Execution of a big-diameter roundabout outside the tollbooth in Godega SantUrbano in order to connect
the highway with the existing B-road 41.
MINOR CONSTRUCTION WORKS
1) Outlet channels: the continuous functioning of the existing water systems on the surface was ensured by
using box culverts with section 2,00 x 1,50 m or reinforced concrete pipes i.d. 1000;
2) Noise mitigation measures: instead of classic artificial barriers, natural sound barrier systems were
installed, made up of trapezoidal earth embankments of 2,00 2,50 m height made green and planted
on which artificial barriers of moderate height find place.
Underpass: end of north-side ramp section and beginning of

the road
Job-site and working area
Roundabout with traffic lights
Roundabout at underpass entrance (in the background)
I.CO.P. S.p.a.
Via S. Pellico, 2
33031 Basiliano
(UD) Italia
Tel. +39 0432 838611

Fax +39 0432 838681
icop@icop.it
www.icop.it
C.F. e P.IVA 00298880303

R.E.A. 131947 Udine
ISO 9001
ISO 14001
OHSAS 18001
SA 8000
1129 - Yirol - Sud Sudan

Installation of a Bailey one-lane bridge over the Payee River in
South Sudan
Customer
Prime Minister's Office - Italian Civil Protection Department
Execution period
November 2005 - November 2006
Work value
1.706.525,37
Technical Data
Total Length:
85,34 m
Total width:
7,18
Roadway width:
3,29 m
Load bearing capacity:
50,00 t
Metal structure width:
5,84 m
Micropiles with steel piles
532,00 m
Walkway width:
0,85 m
Total weight:
206,00 t
Aerial shot of the area before the construction of the bridge
Aerial shot of the bridge
The bridge over the Payee River has been built at the intersection of the " Rumbeck - Yirol" track in
correspondence with the existing ford. The structure consists of a Bailey type metal bridge of the overall
length of approximately 85 m, with two central spans of approximately 24 m each and two side spans of
about 16 m each. The three piers, each one consisting of two 66 cm in diameter metallic columns, and the
two abutments are based on 30 cm diameter steel piles. The rigid pile - pile and pile abutment
connections have been constructed using a special metal structure which, during the execution of piles,
worked as a foundation profile (a template) for their placement.
Each element of the bridge was previously prepared and tested in Italy.
Works phases: preparation of the projects and materials (in Italy); preparation of the field support base for
the Italian workers; layout and construction of micropiles; assembly of piles, abutments and bridge;
construction of an embankment to protect the adjacent town.
In the design of the bridge it was taken into account , among other things : the lack of specific construction
materials on site, the lack of specific means of excavation and transport on site, the impracticability of some
tracks, of the need to complete the installation before the rainy season.
Material check and set-up in Italy
Installation of micropiles
Construction phase
Load test
I.CO.P. S.p.a.
Via S. Pellico, 2
33031 Basiliano
(UD) Italia
Tel. +39 0432 838611

Fax +39 0432 838681
icop@icop.it
www.icop.it
C.F. e P.IVA 00298880303

R.E.A. 131947 Udine
ISO 9001
ISO 14001
OHSAS 18001
SA 8000
9911 - Giulio Bridge

Construction of the new route for Montereale Valcellina
(Pordenone)
Customer
Anas - Roadway Construction Department for Friuli Venezia
Giulia Region
Execution period
April 1992 - July 1998
Work value
14.551.147,31
Technical Data
Works executed:
- new bridge;
- new viability.
The construction of the new bridge over the Cellina mountain stream bordered on the Belluno roadway no.
251 in the Val di Zoldo and Valcellina. It implied a massive movement of land and materials in order to allow
the installation of large diameter driven-in-piles. Reinforced concrete works were perfomed both for the
foundations and for above-ground works for abutements and piles of varying sections. The deck scaffolding
mixed structure has been built by means of metal structures and reinforced concrete and prefabricated
beams. After foundation and construction works also road paving has been performed, together with a large
number of completion works.
This major intervention required, together with a new viability, a new waterway rearrangement.
I.CO.P. S.p.a.
Via S. Pellico, 2
33031 Basiliano
(UD) Italia
Tel. +39 0432 838611

Fax +39 0432 838681
icop@icop.it
www.icop.it
C.F. e P.IVA 00298880303

R.E.A. 131947 Udine
ISO 9001
ISO 14001
OHSAS 18001
SA 8000

ICOP Brochure ENG

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ICOP Brochure ENG

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roadworks | microtunnelLing | special foundation works

Bridges with load-bearing structure made up of steel beams, precast

Restoration and structural maintenance of bridge and viaduct slabs; bridge

Construction of underground tunnels by means of remote controlled

Vertical wall consolidation, scaling, fracture grouting, installation of protective

Piles (diameter: 60 200 cm) excavated using different techniques such as

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

Micropiles (diameter 90-400 mm), Tubfix type included; repeated injections

Plastic and structural diaphragm walls, also watertight, executed using a

Construction of concrete diaphragm walls drilled by trench cutters.

Drilling of steel bars or strand anchors

Continuous sheet pile walls execution by means of vibro driving.

Improving soil conditions by cement high pressure injection: jet grouting

Construction of retaining and cut-off walls by mixing self-hardening slurry and

Pipe testing of drains and sewers by compressed air system

Freezing soil technology made to temporary improve soil conditions

Piles loading tests, anchor loading test, pressiometric test

I.CO.P. is a joint-stock company run by a Board of Directors (with 11 members)

I.CO.P. QUALITY SYSTEM:

> SOA CERTIFICATION FOR PUBLIC

> UNI EN ISO 9001 standard certificate

> OHSAS 18001:2007 occupational health and

Thanks to correct design and the

Bologna Via Carracci

Customer: Societ Italiana per

MAIN TECHNOLOGIES AND WORKS

Anchoring (tie rods)

CFA method is largely used, since it is

Grouting methods and forepoling

MAIN TECHNOLOGIES AND WORKS

Fig.: railway underpass

One such method was developed in Germany.

View section - railway underpass

ONE NIGHT SOLUTION CONSTRUCTION PHASES

Fig.: construction phase of

During this phase abutments on railway side are built.

Fig.: deck precasting

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

Fig.: Deck launching performer using hydraulic jacks

Fig.: ballast packing

Fig.: deck final position railroad service restored

Fig.: completion works walls and slab

Fig.: underpass once the works have been completed

Remove sheet piles -parallel to

3 Install track supporting structure

2 digging machines-about 20 piles/side

2 cranes: Installation of trackssupporting steel beams

This phase could start after completion

One night solution Roadway/Highway intersection.

construction of lateral bulkheads;

Fig.: deck launch road is partially open

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

Fig.: Underpass- complete work

3. Track support structure installation

Fig.: bridge Essen

Maneuver beams: several beams (on center distance 2,5 m) placed

Track support structure

Track support structure

Excavation and launch velocity

ONE NIGHT SOLUTION VS MONOLITH TRACKS SUPPORT STRUCTURE

One Night Solution

Joints - wet seal

Possible water filtration

Construction limit: structure with