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Infrastrutture: Qualità sotto controllo Il Valore delle Verifiche Indipendenti Ing. Matteo Buzzetti Copenhagen Metro Team CMT Design Coordinator 31-01-2013.

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Presentation on theme: "Infrastrutture: Qualità sotto controllo Il Valore delle Verifiche Indipendenti Ing. Matteo Buzzetti Copenhagen Metro Team CMT Design Coordinator 31-01-2013."— Presentation transcript:

1 Infrastrutture: Qualità sotto controllo Il Valore delle Verifiche Indipendenti Ing. Matteo Buzzetti Copenhagen Metro Team CMT Design Coordinator Copenhagen Cityringen Metro Project

2 Agenda 1.Introduction to Cityringen Project 2.Design Process – Check, Validation & Approval 3.Design Structure 4.Conteco Review Process 5.Special Stations 6.Optimized Construction Sequence

3 1. Introduction to Cityringen Project

4 Contract - Copenhagen Cityringen Project Civil Works (signed on 7 January 2011) - Design & Build Contract - Value: approx mln Euro Joint Venture: - Salini S.p.A. - Tecnimont Civil Construction S.p.A. - Seli Client: Metroselskabet I/S Metroselskabet I/S is owned by: Municipality of Copenhagen (approx. 50%) Danish State (approx. 42%) Municipality of Frederiksberg (approx. 8%) Cityringen shall operate 24 hours/7 days a week with a planned operational headway of approximately 100 sec. during rush hours, in the first years of operation Cityringen is expected to serve up to passengers per day or 72 million passengers per year

5 The tunnel construction will be done by means of three methods: Approximately 16 km of twin tunnel using TBM (tunnel boring machines) EPB type (Earth Pressure Balance) Type Diameter 5.78 m to ensure an internal minimum diameter of 4.9 m. Variable diameter twin tunnel and caverns using sprayed concrete lining and steel ribs temporary supports (SCL) Cut and Cover Tunnel Description of the works Two single track tunnels each approximately 16 km in length 17 underground Stations 3 Construction and Ventilation Shafts 1 Ramp and Cut & Cover structure for TBM launch and access to the Control and Maintenance Center M&E Installations The TBM construction shall be primarily through the Copenhagen limestone. The tunnel depth varies from approximately 15 m to 35 m

6 2. Process – Check, Validation & Approval Metroselskabet (Employer), ISA (Independent Safety Assessor) and SRA (Safety Regulatory Authority) Copenhagen Metro Team (CMT) - Contractor Tecnimont Civil Construction / EKJ (TCC/EKJ) - Designers PARTIES INVOLVED IN DESIGN & APPROVAL PROCESS Conteco – Independent Verification Body

7 Design Team Organization

8 CMT CONTECO DESIGN TEAM DESIGN MANAGER PROJECT LEADERS Design package Kick-off meeting Definition of WBS for design and design package DESIGN PLANNING TECHNICAL DIRECTOR DESIGN COORDINATOR Assessment of laws and regulations RESPONSIBILITYFLOW CHART Phase List of Laws and Regulations Start up meeting Design Quality Plan Design schedule List of documents Working Site Layout Preliminary GIR & Groundwater Conditions Risk Assessment Specific Environmental Issues Interface Main Issues (ICDD to be opened and followed up) Constructability Construction Sequences Existing Building / Monitoring

9 CONTECO INDIPENDENT BODY DESIGN MANAGER Conteco Calculations DESIGN TEAM First Design Assessment FIRST DESIGN ASSESSMENT AND INPUT TO CONTECO DESIGN DEVELOPMENT AND CHECK DESIGN TEAM Input to Conteco for Alternative Calculation RESPONSIBILITYFLOW CHART Phase VC1 INTERNAL VERIFICATION -Geotechnical -Parameters -Formwork Drawings -M&E input Preliminary Reports Sketches Documents and reports DESIGN MANAGER DESIGN TEAM Design package development Periodical design review Document and reports update if necessary

10 TECHNICAL DIRECTOR DESIGN COORDINATOR DESIGN INTERNAL REVIEW RESPONSIBILITYFLOW CHART Phase DESIGNER DOCUMENT CONTROL Distribution to CMT for review CMT CHECK CONTECO INDIPENDENT BODY INTERFACES ASSESSMENT SAFETY ASSESSMENT RISK ASSESSMENT CONSTRUCTABILITY ASSESSMENT VC2/VC3 CHECK Review Sheets Check and Homogenization DESIGN COORDINATOR Comments Transmission to Designers

11 DESIGN UPDATE AFTER CMT/CONTECO COMMENTS RESPONSIBILITYFLOW CHART Phase DESIGN TEAM DESIGN MANAGER Distribution to Design Leaders DESIGN UPDATE ANSWERS TO CMT/CONTECO COMMENTS V1 CHECK Design Document Package Approval DESIGN MANAGER DESIGNER DOCUMENT CONTROL Submission to CMT for issue Design Certificates DESIGNERS DOCUMENT CONTROL

12 DESIGN COORDINATOR DESIGN CHECK AND ISSUE TO MS RESPONSIBILITYFLOW CHART Phase CMT/CONTECO FINAL CHECK CHECK OF UPDATED DOCUMENT AND ANSWERS TO COMMENTS VC2/VC3 INDIPENDENT BODY Check Certificate by Conteco Design Document Package Approval TECHNICAL DIRECTOR VC2/VC3 INDIPENDENT BODY DESIGN ISSUE TO MS CMT DOCUMENT CONTROL DESIGN COORDINATOR TECHNICAL DIRECTOR MEASURING Monitoring status of design documents Monthly report BUILDING PERMIT EXTRENAL REVIEW MS REVIEWISA/SRA REVIEW METROSELSKABET

13 3. Design Structure

14 Station/Shafts -Preliminary Design21 Packages -Detailed Design192 Packages (Civil Works only) Tunnel Stretches -Preliminary Design21 Packages -Detailed Design21 Packages Total Number of Design Packages272 -Average number of revisions considering all the involved actors 4 -Total Number of Design Packages considering 4 Revision936 Approximate Design Duration 3 years 780 working days Design Packages to be managed per day 1.2 Design Packages to be managed per week 6 Design Packages

15 4. Conteco Review Process Verification Scope of Works as per Main Contract Requirements

16 4. Conteco Review Process 1 st Phase – Revision on Internal Submission (Rev. 0.1)

17 2 nd Phase – Documents Update (Rev. 1.0) and Answers to Conteco Remarks by Designers

18 If the Documents have been correctly updated and the answers to remarks are satisfactory Conteco issues the Final Verification Report and the Check Certificates 3 rd Phase – Conteco Final Check of Revision 1.0

19 5. Special Stations Marmorkirken Gammel Strand

20 Marmorkirken Station – Tender Design During the Tendering phase of the Project, CMT proposed a concept design of the station which was modelled on the recently constructed Station Piazza Bologna of Rome Line 3 Metro. The conceptual design of the station consisted of a narrow station box, providing the space for a concourse area as well as escalators with a stacked platform solution requiring the tunnels to run one above the other.

21 Marmorkirken Station – Design Optimization proposed by CMT during the Tender The concept of the stacked solution required a deepening of the station box but limited all works from course level downwards to be contained within the diaphragm wall retaining structure thus avoiding the necessity of cavern works or additional ground treatment such as freezing

22 Marmorkirken Station – Design Optimization proposed by CMT during the Tender Additional Mitigation Measures to avoid Volume Loss under the Church and the Ancient Buildings

23 Gammel Strand Station – Tender Design The station is a special station located at Gammel Strand partly below Slotsholmskanalen. Gammel Strand station is classed as a special station due to its unique location and layout. All station elements at street level, including the emergency exit stair and ventilation openings are located close to and along the quay wall. Also the lift is located close to the quay wall behind the main stair. Due to the station being located partly below the Slotsholmskanalen the station box has been lowered so that the roof of the technical level, which is equivalent to the normal station roof level, is below the bottom of the canal.

24 Gammel Strand Station – Construction Sequences Temporary Works – Phase 1 Diversion of navigation within canal / Installation of navigation buoys / Installation of silt curtain

25 Gammel Strand Station – Construction Sequences Temporary Works – Phase 2 Mobilization of pontoon / Placing of drill rigs on pontoon / Installation of micro- piles for temporary bridge deck

26 Gammel Strand Station – Construction Sequences Temporary Works – Phase 3 Installation of precast bridge decking / Concreting of bridge decking /Installation of micro- piles for tie back of bridge

27 Gammel Strand Station – Construction Sequences Temporary Works – Phase 4 Installation of sheet pile wall / Installation of gabions / Backfilling to create job site area

28 Gammel Strand Station – Construction Sequences Permanent Works – Stage 2 Construction of Top Slab Excavation within station with the installation of struts at specific levels Installation of water proofing membrane and Concreting of Bottom Slab Permanent Works – Stage 1 Construction of Guide Walls and DW Installation of Strut on DW Head Start of Archaeological Excavations

29 Gammel Strand Station – Construction Sequences Permanent Works – Stage 3 Construction of Inner Lining & Intermediate Slabs Completion of Waterproofing Removal of Backfill within canal and demolishing of DW above top slab Reinstatement of quay wall

30 6. Optimized Construction Sequence

31 Secant Piles King Post Piles Top Slab Optimised Construction Sequence - Typical Station - Phase 1

32 Excavation Demolition of King Post piles 1 st level of strut Optimised Construction Sequence - Typical Station - Phase 2

33 Installation of waterproofing and connection to retaining wall Connection to King Post Piles Intermediate Slab Construction Excavation Resumes Installation of 2 nd Strut level Optimised Construction Sequence - Typical Station - Phase 3

34 2 nd Strut Level 3 rd Strut Level Excavation Resumes with King Post Piles Intact Excavation Resumes Optimised Construction Sequence - Typical Station - Phase 4

35 Construction of Slab in presence of King Post Piles Construction of Slab. Subsequent placing of metallic King Post Optimised Construction Sequence - Typical Station - Phase 5

36 ADVANTAGES OF OPTIMISED CONSTRUCTION SEQUENCES Excavation methodology remains unchanged from start to end. No requirement to excavated under intermediate slab with alternative equipment and lower rates of production No execution of King Post Piles No pre-installation and of waterproofing membrane at intermediate slab level No predisposition of connection of intermediate slab to retaining wall and king post piles to permit excavation to resume below intermediate slab Concreting of structure performed in a traditional bottom up method without complications for waterproofing membrane and coupler connections Reduced risk for delays in construction due to simplified construction sequences No secondary concreting of bottom slab at location of king post locations with complications in sealing of waterproofing membrane DISADVANTAGES OF OPTIMISED CONSTRUCTION SEQUENCES Additional installation of 1 level of struts Installation of scaffolding for the construction of intermediate slab Optimised Construction Sequence - Typical Station – Advantages/Disadvantages

37 Thank you for your attention Special Thanks toSergio Notarianni – CMT Technical Director All CMT Technical Office


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