Category: London Power Tunnels 2: internship

Concrete manufacture and testing

Concrete manufacture and testing

I observed the testing of concrete intended for the headhouses of London Power Tunnels 2. This took place at the batching plant Capital Concrete in east London.

There are two types of concrete batching: wet mixes and dry mixes. The former can generally produce a higher quality concrete because it can be mixed using the industrial-scale mixers at the batching plant, rather than smaller mixers available on construction sites. Today, a wet mix is being prepared for the concrete slab. The intended strength is C40/50 (meaning a failure strength of 50MPa on a 5cm x 5cm x 5cm cube).

Note on sustainability. Concrete production is one of the world’s largest sources of CO2 pollution, meaning civil engineers need to come up with alternatives which are less polluting. In normal concrete, which is based on Portland cement, about 1000kg of CO2 is produced per tonne of concrete. A new technology called Earth Friendly Concrete (EFC) is capable of reducing this to about 200kg CO2 per tonne of concrete – a significant improvement – by replacing the Portland cement with Ground Granualted Blast Furnace Slag (GGBS) and waste fly ash from industry. The concept is in its infancy so its properties can be unpredictable – previous batches have not reached the required strength because of low-quality fly ash supplied from Dunkirk in France; now that the supplier has been changed, today’s mix should pass the required tests. If the rollout of EFC on this large project is successful, it could be a significant turning point for the construction industry to reduce its emmisions from concrete production.

The batch for testing is a sacrificial batch – it will not be sent directly to the project, but if test mix passes the strength tests, the same mix will be used on the project.

Layout of the plant:

  • Silos storing cement (or Earth Friendly cement alternative)
  • Aggregate storage area
  • Huge industrial concrete mixer, with a ‘tap’ to transfer the mix straigh into mixing lorries for transport to site
^ The giant, industrial concrete mixer at the batching plant.

Testing the batch:

1) Slump test. This is done every half an hour for three hours. Concrete is filled into a conical mould and then the mould is removed so the mixture spreads into a heap. The change in height of the heap is the slump.

2) Bleed test. A cyclindrical container is filled with the concrete mix in five layers – between each layer a vibrating tool is used to ‘tamp’ the mixture and reduce air bubbles. In general, the way the concrete firms up is based on the water separating from the heavier particles over time until enough stiffness is achieved. The amount of water that forms at the top of the cylinder is the bleed; a lid prevents evaporated water from escaping from the test. The use of high proportions of GGBS results in a longer bleed time that conventional concrete but this can be reduced with fine aggregates (<50 micrometres). When bleed occurs on site, either the bleed water is remixed into the concrete (which may result in a weak top surface) or one can wait for the bleed water to evaporate. If the rate of evaporation is faster than the rate of bleed (e.g. on a very hot day), the concrete may experience plastic shrinkage, which is undesirable and should be avoided.

3) Cube tests. 5cm cubes are filled with the mix. They are tested, usually with a hydraulic machine, on days 1-7, day 14, 28, 56 and 96 for failure strength. Concrete gets stronger over time and the 28-day strength is usually the quoted value; the material must reach its target strength (here, 50 MPa) by that date to be acceptable.

4) Weight test. This is just a way of obtaining the concrete density, which is a vital parameter to consider for safe structural concrete design.

5) Beam test. A 3-point test (simple supports at the ends, and a point force applied at the middle) is taken on an unreinforced beam of concrete at 28 days. This tests the bending strength of the mix.

LPT2: more TBM insight

LPT2: more TBM insight

As the project progresses, the length of the tunnel increases and there is more space to walk along the inside of the TBM to complete various jobs. Currently, about 70m of tunnel has been excavated. Inside, it looks like a long, slightly mucky corridor:

When you reach the cabin and boring head, it gets more interesting. In general whilst drilling is taking place, two workers are required in this area.

  1. TBM driver. They sit in the small cabin and steer the path of the TBM and mechanical arms via various levers and buttons. They can see what is happening at the very front via a screen connected to a camera.
  2. Someone to watch the placement of the concrete rings. They stand in front of the cabin, where the rings are transferred through, and instruct the TBM driver where the next ring must be placed through a microphone. This can be as simple as, for example, ‘left a bit, down, stop’.

Each concrete ring weighs about a tonne and is approximately 1.2m long.

LPT2: use of TBMs

LPT2: use of TBMs

Use of a TBM, or tunnel boring machine, is essential to the success of such large-scale, 21st century tunnelling projects. Interestingly, they are a relatively new technology and hand-mining techniques were still in use for tunnel excavations in the UK in the last 50 years.

The machine consists of gantries, or functional sections (which can include electrical gantries, motor gantries and more), and can total 200m in length. This results in one major problem: how can the machine be used before enough tunnel length has been bored for it to even fit in?

  • The solution is that only one gantry needs to begin in the shaft. The rest remain on the surface, but are connected to the first via a series of ‘umbilical cords’ running down the shaft wall. As drilling progresses, more gantries can be inserted into the tunnel using a crane lift.
^ the structure of the TBM and the two shafts at New Cross can be seen in my sketch here. At this level of progression, only the western TBM has been inserted, with much of it still sitting above ground

The final length of the TBM is about 400m. Once the western TBM is fully inserted, the eastern one will begin a similar process. We are drilling in both directions because this site is the midpoint of the project.

The TBMs are given names; a bit like ships, they tend to be female. Ours above has been named Edith!

LPT2: high voltage power cable structure

LPT2: high voltage power cable structure

^ diagram of cable cross section

These thick cables are about 150mm in diameter and carry a high-voltage current way down the power tunnels that extend through south London. They are similar in design to those carried by power lines that stretch across the countryside. High voltage, but low current, results in minimal power loss and overheating.

Six cables run through the tunnel, as part of two circuit systems.

The total tunnelling length is about 32km, which means about 200km of cables must be installed during the project. This requires heavy lifting machinery, with the cables weighing about 50kg per metre.

Installation of cables will be via a monorail that runs along the tunnel ceiling.

LPT2: more on reinforced concrete

LPT2: more on reinforced concrete

The tunnels at London Power Tunnels 2 use a spray of reinforced concrete to stabilise the lining whilst thick concrete rings are inserted.

The material chosen consists of cement, sand, and steel fibre reinforcements. . I imagined these to be thin and easily bent, but on inspection of the sprayed wall in the tunnel I saw they were firm: of about 1mm diameter, hard and spiky. Although you might expect the spray to form a smooth-ish façade on the inside of the tunnel, in fact it is very rough-looking, with spikes of steel fibre.

^^ the fibre-reinforced concrete façade; you can see the size of the steel fibres against my hand

LPT2: vertical shaft construction

LPT2: vertical shaft construction

Before the deep, horizontal tunnels can be constructed, the project needs stable shafts, which look like vertical tunnels and are about 12m in diameter. From the bottom of these, horizontal tunnelling will then begin. Formation of the vertical shafts consists of this process:

  1. Secant piling to cut off groundwater
  • Secant piles consist of reinforced concrete column foundations that interlock, driven into the ground. They have a greater stiffness than traditional sheet piles, and are essential when such a high water table is involved. These form a concrete ‘wall’ around the vertical shaft for the top half of its vertical height
  • The piles consist of harder, reinforced concrete ‘male’ piles, and softer, unreinforced concrete ‘female’ piles
  • Secant piles form a temporary support while shaft underpinning takes place

2. Shaft underpinning

This technique works ring by ring. About 1m deep, a circular section is excavated with machinery. Segment rings of the same 1m height can then be inserted. Then they are stabilised by filling behind them with grout. This is a course, cement-like substance that is pumped behind the ring via groutholes designed specifically for this purpose.

At each excavation, the first and last rings to be inserted are angled, to enable the last ring to slide in.

The process continues to build about one ring a day until the shaft is completed.

3. Contiguous bored piling

Approximately one third of the way down the shaft, about 15m deep, the type of piles used changes. Contiguous bored piles are similar to secant piles, but the previous ‘female’ piles are replaced by grout fill instead. This is a because the ground changes from ‘made (build-upon) ground’ and Thanet sand to mostly chalk, which is firm enough to hold its shape with this new piling, and we pass the water table.

^ diagram of pile structure as we travel down the shaft

LPT2 horizontal tunnel construction: an explanation

LPT2 horizontal tunnel construction: an explanation

At the London Power Tunnels 2 site at New Cross, the primary rock type is chalk. This rock has desirable properties for tunnelling, since it tends to be very stable. However, issues arrive when the rock is weathered and/or fractured:

  • The existence of fractures, or gaps in the rock, increases its permeability; it becomes more likely to crumble and absorb water.
  • This effect is exacerbated at depth, which is a particular problem here, where we’re working at depths of between 40 and 60m below ground level.
  • Central London has a high water table – the Thames is never far away
  • It’s important then to both fill the gaps in the rock and pump water away accordingly to ensure tunnel stability.

The horizontal tunnel construction begins with the digging and stabilisation of a vertical shaft. It is stabilised and then construction of the horizontal tunnels can begin. According to the properties of the site just established, the method of horizontal drilling (after the digging of the shafts) is this:

1. Saw-cut the initial frame of the tunnel from the bottom of the shaft.

  • Segments of rock and the concrete shaft wall get broken away ready to grout behind the newly-formed gap

2. Fissure grouting

  • Fractures in the rock get filled with a grout to block pores, decreasing the material’s permeability around the perimeter of the shafts

4. Construct the horizontal shaft

  • The excavation consists of step-by-step ‘advances’ using a ‘Blue Badger’ excavator machine. This creates a hole (of depth a few metres) with curved sides, a stable shape.

5. Fore/back-shunt using SCL

  • At each advance, the section is stabilised with fast setting concrete. This is applied with a spray-concrete lining (SCL) process, using a sprayer machine called the MEYCO Oruga, which runs along tracks in the shaft.

London Power Tunnels 2 (LPT2), New Cross site

London Power Tunnels 2 (LPT2), New Cross site

An internship with an engineering company allowed me to be a part of this vital project. Following on from London Power Tunnels 1, which spanned north London, these new pipes will connect the dots of south London, replacing old oil-filled pipes in a decaying power network with the latest technology. The westerly shaft sits at Wimbledon, the easterly shaft at Hurst. New Cross site is the midpoint and main office.

^ in construction: part of the New Cross site, showing temporary I-beams and silos.

My sketch shows a section at the centre of the site. The middle silo contains sodium silicate – used to increase concrete’s durability, by filling its pores via a chemical sealing process. Four of the larger ones contain cement and one contains bentonite – a gel that swells in water. It both waterproofs the concrete and exerts a hydrostatic pressure on the tunnel during construction, making the structure less likely to collapse.

[Not all silos can be seen on the sketch.]