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Copenhagen Cityringen Metro Project

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Presentation on theme: "Copenhagen Cityringen Metro Project"— Presentation transcript:

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

2 Agenda Introduction to Cityringen Project
Design Process – Check, Validation & Approval Design Structure Conteco Review Process Special Stations 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 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 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 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
PARTIES INVOLVED IN DESIGN & APPROVAL PROCESS Metroselskabet (Employer), ISA (Independent Safety Assessor) and SRA (Safety Regulatory Authority) Copenhagen Metro Team (CMT) - Contractor Tecnimont Civil Construction / EKJ (TCC/EKJ) - Designers Conteco – Independent Verification Body

7 Design Team Organization

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

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

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

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

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

13 3. Design Structure

14 Design Packages Design Packages to be managed per day 1.2
Station/Shafts Preliminary Design 21 Packages Detailed Design 192 Packages (Civil Works only) Tunnel Stretches Detailed Design 21 Packages Total Number of Design Packages 272 Average number of revisions considering all the involved actors 4 Total Number of Design Packages considering 4 Revision 936 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

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

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

17 2nd Phase – Documents Update (Rev. 1
2nd Phase – Documents Update (Rev. 1.0) and Answers to Conteco Remarks by Designers

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

19 5. Special Stations Gammel Strand Marmorkirken

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 1 Construction of Guide Walls and DW Installation of Strut on DW Head Start of Archaeological Excavations 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

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

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

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

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

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

36 Optimised Construction Sequence - Typical Station – Advantages/Disadvantages
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

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


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