IDI
Infrastructure

December 2015 No.70
Japanese Infrastructure Newsletter

Development

Institute—JAPANCONTENTS
The 17th Infrastructure Technology Development Award 2015
Fluidized Bed Incinerator with Turbocharger

2

Tunnel Enlargement Method for Shield Tunneling with Segments

4

Hybrid Tsunami Protection Wall to enable “ultra” rapid construction

7

Infrastructure Development Institute – Japan (IDI)
Suido-cho Bldg, 3-1, Suido-cho, Shinjuku-ku, Tokyo, 162-0811, JAPAN
Tel: +81-3-5227-4107 Fax: +81-3-5227-4109 E-Mail: idi17@idi.or.jp Website: http://www.idi.or.jp/english/00index.htm

Infrastructure Development Institute - JapanThe 17th Infrastructure Technology Development Award 2015
The Japan Institute of Country-ology and(Environment-Friendly Concrete with Seawater,

Engineering (JICE) was established as a public

Byproducts, and Special Additives）”.

interest corporation to promote constructionengineering in Japan by conducting cutting-edge

The three excellence prizes were awarded toresearch and development activities.

“Tunnel Enlargement Method for Shield
Tunneling with Segments (WJ Segment Method)”,

To provide more incentives for construction“Hybrid tsunami protection wall to enable ‘ultra’technology researchers and research institutes torapid construction (Minimization of site works

enhance the level of construction engineeringand nearby producing materials due to divide

more effectively, JICE commenced Infrastructure

wall into pre-casted blocks)”, andTechnology Development Award with the Coastal“Countermeasure against liquefaction andDevelopment Institute of Technology (CDIT)

mitigation of global warming by log piling (Logunder the auspices of the Ministry of Land,

Piling method for Liquefaction mitigation andInfrastructure, Transport and Tourism (MLIT).

Carbon stock (LP-LiC))”.

Twenty-five technologies competed for the 17th

One of the grand prizes and two of the excellence

Infrastructure Technology Development Award.

prizes are introduced below, and the other two

In principle, the technologies had to have beentechnologies will be introduced in the next issue

developed within the past five years and appliedof IDI Quarterly.

to the real construction sites in the last three
years.

For any inquiries/ comments regarding the
prizes please contact JICE:

This year, two grand prizes were awarded for theWebsite: http://www.jice.or.jp/

following technologies as a result of examination:(Japanese version only)“Fluidized Bed Incinerator with Turbocharger

E-Mail: webmaster@jice.or.jp(Energy-saving and low environmental load
incinerator for sewage sludge)” and “High
Durable Concrete with Seawater

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Fluidized Bed Incinerator with Turbocharger（Energy-saving and low environmental load incinerator for sewage sludge）
1. Background of Technology Development
Around seventy percent of sewage sludge generated
through municipal wastewater treatment in Japan iswith highest warming potential, is emitted from sewage
sludge incinerators.
To address these problems, a new technology for sewage

incinerated to reduce its volume, which causes two problems

sludge incineration was developed by the National Research

related to global warming. Firstly, huge amount of fossil fueland Development Agency Public Works Research Instituteand electricity are consumed with Conventional Fluidized(PWRI), National Institute of Advanced Industrial Science

Bed Incinerators (CFBI), which are often adopted for sludge

and Technology (AIST), Tsukishima Kikai Co., Ltd., Sanki

incineration. Although exhaust gases from CFBI have highEngineering Co., Ltd., and Bureau of Sewerage, Tokyo

energy potential, they remain almost unutilized. Secondly, aMetropolitan Government.

large amount of nitrous oxide, one of the greenhouse gases

2. Detailed Description of the Technology

blade in the turbocharger as shown in Figs. 2 and 3. The air

The new technology, Fluidized Bed Incinerator withcompressor in the turbocharger driven by the energy of theTurbocharger (FBIT), consists of a pressurized fluidized bed

exhaust gas from FBIT generates pressurized air forincinerator and turbocharger as shown in Fig. 1. FBIT

combustion. When sewage sludge is supplied to FBIT

enhances combustion efficiency by pressurized incineration

continuously, combustion air is supplied to FBIT withoutof 120-140kPaG. Gas exhausted from FBIT enters throughconsuming electricity for driving the air blower.

the air preheater and hot gas filter, and turns the turbine

Figure-1 Schematic illustration of the Fluidized Bed Incinerator with Turbocharger

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Figure-2 Cut model of turbocharger and flow of air

Figure-3 Flow of air in PFBI and Turbocharger

３．Advantages of the Technology
FBIT has great advantages in terms of energy and fuel

FBIT can reduce around 10% of supplemental fuelconsumption, and reduced greenhouse gases in

consumption, because the pressurized incinerationcomparison with the CFBI.

enables a smaller-sized incinerator, which leads to a

[Reduced Electric power consumption]

reduction in radiation heat loss from the incinerator.

FBIT can save around 40% of power consumption, since[Reduced nitrous oxide emission]

it enables combustion of sewage sludge under the

FBIT can reduce around 50% of nitrous oxide emission,pressure of 120-140kPaG and generates combustion air

as FBIT generates a high‐temperature combustion area

without consuming electricity by using the turbocharger.

(870-890 Celsius degrees), enhancing the decomposition of[Reduced fuel consumption]

nitrous oxide.

４．Applicability
FBIT is applicable to sewage sludge incineration.

There are around three hundred incinerators in Japan as ofMarch, 2011. Installation of FBIT is expected when the
aging incinerators are renewed.

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５．Installation Record

Contact

FBITs are in operation at four wastewater treatment

Construction Technology Research Department, Publicplants, and under construction at three wastewater

Works Research Institutetreatment plants as of April, 2015.

E-mail: suishin@pwri.go.jp
TEL: +81-29-879-6800
FAX: +81-29-879-6732

Tunnel Enlargement Method for Shield Tunneling with Segments（WJ Segment Method）
1. Background of Technology Development

Central Circular Shinagawa Route of the Metropolitan

Construction of expressways in metropolitan areas is

Expressway and the Ohashi Junction, needed to beaccompanied by various difficulties as the number ofconducted under severe restrictions. For example, the roadinstances in which a tunnel structure is used has increased

under which the Ramp was to be constructed is a trunk

for the purpose of preserving the environment. One of theroad with a daily traffic volume of around 40,000 vehicles,

greatest technical challenges in this respect is constructing

tall buildings are concentrated along the road, and various

branches or junctions for routes where there is a change inoverpasses, rivers, and major structures exist in the area

the sectional shape. Conventionally, the cut and coversurrounding it. The adoption of cut and cover method was

method is used for such work. However, since this method

therefore judged as too problematic. As a solution, a newhas a large impact on the surrounding environment and ontunnel enlargement method (Wing Joint Segment Method)

the road traffic, the development and commercialization ofthat joins two shield tunnels with arch-type segments

a tunnel enlargement method has been called for as a(hereinafter, “enlarged-segments”) (Figs. 1 and 2) was

solution to the problems in the conventional methods.

developed and commercialized.

The work for the Ohashi Ramp, in which adiverging/merging section is being constructed for the
OhashiDiverging/merging section with a vertically
two-layered structure with two lanes for themain tunnel and one lane for the ramp tunnel

Maximum overburden of
37 m

Enlarged-segment
Arch

Ramp tunnel

Main tunnel
Socket pieces
Connection part

Connection partOi Junction

Arch

Ramp tunnel
Strut

Main

Main tunnel
Strut

14 m
Ramp
tunnelFig. 1

Outline of Ohashi Ramp Construction for the Central CircularFig. 2WJ (wing joint) Segment Method

Shinagawa Route

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2. Detailed Description of the Technology
The newly-developed technique involves theintroducing on-site assembly of shop-fabricatedconstruction of one large shield tunnel by enlarging

segments for lining work for the internal surfaces of

two shield tunnels underground. As there is no need

the enlarged section. Also, specially-shaped socket

to control traffic on the ground, this technique allows

pieces designed to be bolt-jointed tothe construction of a diverging/merging section

enlarged-segments are placed in advance of the shield

without affecting road traffic. The use of steel

tunneling work, and temporary segments between

segments with excellent strength and toughness totunnels are removed after the enlarged-segments areconstitute the lining structure, enabling a large

assembled. This work sequence requires minimal

shield tunnel built at great depth, has reduced the

excavation of the original ground, ultimately

weight of the structure and improved its

minimizing as a result the impact of groundwater-tightness and durability. Furthermore, theanomalies, such as surface settlement, on theconstruction period has been greatly reduced bysurrounding environment (Photo 1).

OhashiOhashi

Beforeenlargement
works
50 cm

After
enlargement
works
Enlarged-segment

Oi
Junction

Ramp shieldtunnelOi
Junction

Main shieldtunnelEnlarged-segment
Socket pieces

Construction procedure(1) A main shield tunnel anda ramp shield tunnel areconstructed in parallelwith each other with aninterval of 50cm between
them.
(2) Enlarged-segments areassembled both above andbelow the tunnel (toensure structural stability
thereof).
(3) Temporary segments,
placed between thetunnels are removed toenlarge the two tunnels
into a single tunnel.

Socket pieces

Temporary segment

Photo 1

Construction procedure for the WJ Segment Method

3. Advantages of the Technology
Showing the benefits of the new technique on the

maximum overburden of 37m and a maximum waterbasis of the construction work of the Ohashi Ramp forpressure of 0.45MPa.

the Central Circular Shinagawa Route:(1)Realizing a large shield tunnel built at great depth

monitoring results verified the validity of the design,

by adopting the tunnel enlargement method:

thus establishing the design technique for thisA vertically two-layered large shield tunnel

A comparison of the design with themethod.

of about 200m in length, 22.3m in width and 14m inheight was constructed at great depth with a
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Infrastructure Development Institute - Japan(2)Shortening work period: The tunnel enlargement

settlement due to the construction of the large shieldwork after the completion of the shield tunnel tooktunnel described above was kept within 8mm.

one year and 10 months.
(3)Controlling impact on the surrounding
environment: The maximum ground surface

4. Applicability
This technology has no specific limitations to its

auxiliary method is necessary in the case of

application. Nevertheless it is necessary to keep theunconsolidated ground; 4) coordination is necessary tofollowing five points in mind: 1) a certain land width ismake work space or work routes for the shield work

necessary for the entire length of the section to be

and enlargement work; and 5) specially shaped

enlarged; 2) delays in the shield work causes a delay ofsegments require appropriate segment erectors in thethe entire tunnel enlargement work schedule; 3) anshield tunneling work.

5. Installation Record
Ohashi Ramp for the Central Circular Shinagawa Route: May 2007 to Nov. 2014 (Photos 2, 3)

Photo 2Completed tunnel(showing the diverging section toward Ohashi)

Photo 3Completed tunnel(showing the merging section in the Oi direction)

Technology Developer：Metropolitan Expressway

Contact

Company Limited, Hazama Ando Corporation

Hazama Ando Corporation
E-mail: ogura.yasuyuki@ad-hzm.co.jp
TEL:+81-3-6234-3671
FAX:+81-3-6234-3704

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Infrastructure Development Institute - Japan

Hybrid Tsunami Protection Wall to enable “ultra” rapid construction（Minimization of site works and nearby producing materials due to divide wall into precast blocks)
1. Background of Technology Development
The Government of Japan had designated thefive-year period until FY2015 as one for intensive
restoration work from the Great East Japansuch as prolonged work term and delays in start ofconstruction.
Under these situations, shortening the work period,

Earthquake in 2011. However, manpower and supply of

reducing the number of local workers employed, andlocally produced material such as ready-mixed concrete

mitigating the impact of supply and demand trends ofand formwork have still been insufficient because alocally produced material are required with regards tonumber of reconstruction works are being carried out

the tsunami protection walls. As shown in Fig.1,

in parallel. Therefore, various problems have occurred“Hybrid Tsunami Protection Wall” has been newly
developed to respond to the above needs.

Fig.1 Schematic view of “Hybrid Tsunami Protection Wall”

2. Detailed Description of the Technology
The hybrid wall is supported by pile foundations fromand precast blocks, respectively. These blocks areboth the sea side and land side, as shown in Fig.1. The

hybrid structure members as shown in Fig.4, in whichwall consists of tsunami protection wall blocks andsteel members are covered and integrated withfooting blocks. Fig.2 and Fig.3 show work flow at

concrete.

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Fig.2 Work flow at construction site

●Steel member works●Concrete precasting works●Construction site

Fig.3 Transport flow of prefabricated precast blocks

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Fig.4 Layout of reinforcement and transport of wall blocks (upper) and footing blocks (lower)st

for the 1 disaster restoration construction at Yamada fishery port

Tsunami loads generate large bending moment

Footing block is inserted into previously driven piles

around the base of the hybrid wall. To endure theas shown in left of Fig.5, so that “Inner steel pipe”

large bending moment with only pile foundations for

projected from footing block and the steel pipe pile

support, extremely-thick piles are required. Those

easily become double steel pipes structure, whichpiles are relatively expensive and it will take longer

have necessary thickness to endure the large bending

to procure them. Therefore a double steel pipe

moment.

structure, called “PiP-J Joint”, has been designed:

December 2015 No.70

Fig.5 Insert a footing block (left) and a wall block (right) to pre-driven piles
for the 1st disaster restoration construction at Yamada fishery port

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3. Advantages of the Technology

4. Applicability

Comparing the hybrid wall to a conventional

Grounds where pile driving is possible

concrete wall in projects similar in scale to the

Pitch of piles in extension direction: within 10m

tsunami protection wall at Yamada fishing port:

Height of walls: within 12m[Work term and volume of site works]
Work term and work load are roughly estimated on
the basis of standard production rates of each work

5. Installation Record

The first disaster restoration construction at Yamada

item, adding idle period due to lack of ready-mixed

fishing port, March 2013 to January 2014 (extension

concrete. As a result, the hybrid wall can reduce 60%of completion period to August 2015; Fig.6 shows

for work term, and 80% for work load in comparison

completion view)

with a conventional wall.



8 other installation records[Locally produced materials]
The hybrid wall can reduce 80% of ready mixed
concrete, and 95% of area for formwork in comparison
with a conventional wall.

Fig.6 Distant view of completion for the 1st disaster restoration construction
at Yamada fishery port

Technology Developer: JFE Engineering Corporation

Contact
Sachito TANAKA, Dr. Eng.
JFE Engineering Corporation
E-mail: tanaka-sachito@jfe-eng.co.jp
TEL: +81-3-6212-0037
FAX: +81-3-6212-0068

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Infrastructure Development Institute (IDI)-Japan is a general incorporated
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